The head of Kia South Africa says he’s “not scared” to launch EVs locally, suggesting there’s a chance the EV3 – and perhaps others – will hit the market in 2026…
Kia SA CEO confirms EVs are “definitely on the radar”
EV3 looks the most likely to launch locally in 2026
Local boss currently driving EV5 homologation unit
Will 2026 be the year Kia South Africa officially enters the local market’s new-energy vehicle (NEV) space? Well, the brand’s local boss says he’s “not scared” to launch electric vehicles (EVs) in Mzansi, suggesting the EV3 might join the local market in 2026.
Paul Turnbull, Chief Executive Officer of Kia South Africa since July 2024, made the comments 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.
The EV3 currently serves as the entry point to Kia’s global EV range.
“There are 6 new [Kia SA] model launches lined up for next year [2026]. The question is, do we bring the EV in or not? We’ve got the EV3, the EV5 and the EV9. So, those 3 are a possibility – [most] probably the EV3, because it’s the least expensive,” he told us.
Turnbull also mentioned the new EV2 “that’s being launched worldwide soon” (having already been previewed by the EV2 Concept) as well as the upcoming fully electric version of the Indian-built (and SA-bound) Syros. Interestingly, Turnbull’s daily drive is an EV5 that Kia South Africa imported as a homologation unit.
The EV2 concept was revealed back in February 2025.
“I would like to launch the EV3, because I’ve seen the car and it’s a fabulous car. I drive the EV5 and it’s magnificent. I think Kia is a little bit more aggressive [than some other brands operating in SA] – we’re not scared – so I want to bring in the EV3, EV5 and EV9,” he said.
“The EV9 is fantastic. Will it sell in big numbers? No. But I don’t have to bring in 1 000 [units] – I can bring in 40 and just sell 5 or 10 a month. Gets the brand elevated because it’s really good. And it’s done really well in the big markets like the [United] States.”
The 3-row EV9 is currently the largest model in Kia’s battery-powered range.
Turnbull went on to reiterate that the EV range “is definitely on the radar” for South Africa, adding the brand would “probably sell them through 5 or 10 metropolitan dealers, so not out in the rural spaces”.
He furthermore suggested that “if you’re EV ready and have EVs in your line-up”, Kia Corporation’s head office in Seoul is “more willing to give you more FOB discount on the rest of the range”. A shipment term, Freight on Board (FOB) pricing is effectively the price at which the seller (in this case, Kia’s global division) delivers the goods (the EV) to the buyer (Kia’s local distributor), including all expenses incurred up to that point.
Kia SA’s CEO is currently driving an EV5 homologation unit.
Though Turnbull acknowledged the local market for fully electric vehicles was still a small one – in 2024, for instance, NEVs (that is, fully electric vehicles, plug-in hybrids and traditional hybrids) made up just 3% of the total market in South Africa – he suggested there was little to lose by entering this space.
“While it [Kia’s EV product range] is new and fresh, bring it. What’s there to lose? If EVs don’t take off [in South Africa] and make up only 5% of the market, get your little piece of the 5%. And if it does take off, you’ll be established already.
The EV9 is already available in fellow right-hand-drive market Australia.
“So, our goal is to be more aggressive. I don’t mind making mistakes, so if I launch the EV9 and it doesn’t work, it doesn’t work. And I’ll have to deal with it. But it might just work – it’s a beast of a motorcar,” he concluded.
In 2021, Kia Corporation’s head office in Seoul filed to protect the EV1, EV2, EV3, EV4, EV5, EV6, EV7, EV8 and EV9 badges in South Africa, with all 9 trademarks having since been successfully registered.
Frequently Asked Questions (FAQ)
Q: When does Kia South Africa plan to launch its electric vehicles (EVs)?
A: Kia South Africa’s CEO suggests 2026 could be the year the brand will enter the local market’s new-energy vehicle (NEV) space with the potential launch of the EV3 and perhaps others.
Q: Which Kia EV model is most likely to launch in South Africa first?
A: The EV3 is the most likely model to launch locally because it is the least expensive and currently serves as the entry point to Kia’s global EV range.
Q: Which other Kia EV models are being considered for the South African market?
A: Besides the EV3, the EV5 and the EV9 are also a possibility for a local launch. The CEO also mentioned the upcoming EV2 and the fully electric version of the Indian-built Syros.
Here we’ll take a closer look at 4 key off-road features of the 2.4TD 4×4 derivatives. Remember, the GWM Tank 300 is also offered with turbopetrol and traditional hybrid powertrains, and in rear-wheel-drive 2.4TD guise.
Watch Ciro De Siena’s video review of the GWM Tank 300 2.4TD 4×4:
Before we get stuck in, it’s worth noting the GWM Tank 300 offers 224 mm of ground clearance as standard, while its approach, departure and ramp-over angles are listed as 33-, 34- and 23.1 degrees, respectively.
The maximum wading depth, meanwhile, comes in at 700 mm. The oil-burning derivatives also come standard with all-terrain tyres.
4×4 Drive Modes
While the hybrid derivatives feature so-called “intelligent” torque-on-demand 4-wheel drive (including as many as 7 dedicated drive modes), the turbodiesel variants stick with a more traditional set-up.
As such, the following modes are available: standard 2H, snow 4H, standard 4H, 4L and expert. An electronically controlled rear-axle differential lock is also included. The flagship Ultra Luxury version of the GWM Tank 300 2.4TD furthermore scores a front diff-lock.
Off-Road Cruise Control
Prod a dedicated button to the left of the transmission lever, and the GWM Tank 300 will enter what’s known as “crawl mode”.
Serving as an off-road cruise control system, this allows the SUV to make composed progress even in tricky off-road conditions. In short, the system provides automatic control of the throttle and brakes to keep the vehicle moving at a steady speed.
Tank Turn Assist
Faced with a tight corner on an off-road track? With the crawl-control system activated, simply hit the “Tank Turn” button on the centre console.
This locks the inside rear wheel, greatly reducing the GWM Tank 300‘s turning circle.
Transparent Chassis View
Since the GWM Tank 300 is fitted with an array of cameras, the driver has access to a bird’s eye view of the vehicle when manoeuvring at low speeds.
The so-called “Transparent Chassis View”, meanwhile, builds on this function by using artificial intelligence to effectively eliminate the vehicle’s body from the video feed.
This, in turn, provides the driver with a near-complete view of the terrain under the vehicle (as well as around it), which allows for more confident off-road driving. Accessing this video feed is as simple as clicking the “Conqueror Perspective” button on the touchscreen.
Q: What are the key off-road clearance and angle specifications of the GWM Tank 300 2.4TD 4×4?
A: The GWM Tank 300 2.4TD 4×4 offers 224 mm of ground clearance and a maximum wading depth of 700 mm. Its approach angle is 33 degrees, departure angle is 34 degrees and ramp-over angle is 23.1 degrees.
Q: What are the available driving modes and differential lock features on the turbodiesel 4×4 variant?
A: The turbodiesel variants use a traditional 4×4 setup with modes including 2H, snow 4H, standard 4H, 4L and expert. They include an electronically controlled rear-axle differential lock, with the flagship Ultra Luxury version adding a front diff lock.
Q: How does the “Transparent Chassis View” assist the driver off-road?
A: The Transparent Chassis View uses artificial intelligence and an array of cameras to effectively “eliminate” the vehicle’s body from the video feed. This provides the driver with a near-complete bird’s eye view of the terrain directly under and around the vehicle for more confident low-speed off-road maneuvering.
A facelifted version of the Honda HR-V small crossover was quietly launched in South Africa in 2025. Given the calibre of the rivals it’s up against, can it meet expectations?
We Like: Refined cruising ability, fuel economy, clever seats, practicality
We don’t like: Lethargic acceleration, competitive rivals.
Retains impressive interior space, practicality and the legendary Magic Seats
Let down by lethargic performance, both from standstill and in-gear acceleration.
What’s the 2025 Honda HR-V like to live with?
The facelift introduces a new-look grille and LED treatment.
Honda South Africa has trimmed the HR-V range down to just 1 derivative, the Elegance, which retails for R539 900 as of October 2025. The outgoing range boasted the Comfort (R520 900) and the Executive (R622 900). To create the Elegance, Honda deleted the panoramic sunroof, heated front seats, electric seat adjustment for the driver and the electric tailgate. Critically, the majority of the safety technology was retained from the outgoing flagship, but the blind-spot monitoring has been omitted.
There is only one version of the Honda HR-V, but it retains most of its top-spec predecessor’s safety tech.
There’s a mature sensibility to the Honda HR-V driving experience. It doesn’t try to dazzle with high-tech features and an extroverted design; for those who seek uncomplicated motoring, it’ll do the job just fine.
But being a solid proposition with the backing of a respected legacy brand will only get a product so far; in this economic climate, buyers prioritise value, and if you have just over half a million Rand to spend on a small SUV, there are a multitude of new-car options; Honda simply cannot afford to rest on its laurels.
The Honda is good, but so are most offerings in the compact family car segment.
The 2025 Honda HR-V’s most prominent rival is the locally-built Toyota Corolla Cross; available with either a petrol or hybrid powertrain, it comes part and parcel with Toyota’s after-sales support, so it’s no accident that this top-seller is the 2024/25 Cars.co.za Awards compact family car category winner.
While the space-age look and niche appeal of the Honda draws comparisons with other “boutique” small crossovers, such as the Mazda CX-30, Omoda C5 and Volkswagen T-Roc, there’s the question of value: a turbodiesel Kia Seltos costs about the same, and the Chery Tiggo 8 Pro – a 7-seater family SUV with a 1.6-litre turbopetrol engine – represents much more car for the money. The same is true of the Haval H6.
We’re satisfied with the 2025 Honda HR-V’s fuel economy.
The 2025 Honda HR-V carries over the powertrain from the pre-facelift model. As a reminder, it is a naturally-aspirated 1.5-litre 4-cylinder petrol engine that delivers 89 kW/145 Nm and drives the vehicle’s front wheels via a continuously variable automatic transmission (CVT). Interestingly, Honda South Africa doesn’t claim any performance figures, so we had no reference points for our acceleration test.
The CVT exists to optimise efficiency – it hates being hurried.
The 0–100 kph sprint time we recorded (11.62 seconds) is lethargic by anyone’s definition, but what’s concerning is that this figure was obtained at sea level. If we had to repeat the test in the thinner air of Gauteng, where non-turbo engines produce 17% less power, the HR-V would be even slower.
And, because it’s perfectly normal for a CVT to keep the engine spinning at constantly high revs when maximum overtaking acceleration is required, the powertrain emits a rather unpleasant (strained) note.
Hill-descent control is a feature you’re unlikely to need, but it’s there!
Granted, spirited performance is not in the HR-V’s job description, and once you’re at cruising speed, the engine note tapers off markedly – the Honda is a relaxed and competent cruiser, particularly in town.
The important upside of the CVT (combined with gentle throttle inputs) is miserly fuel consumption. Honda SA claims an average figure of 6.0 L/100 km; we managed 7.2 L/100 km. With an even more measured approach and use of the Eco mode (with a cute leaf icon!), we reckon under 7.0 L/100 km is possible. The (40-litre) fuel tank is a mite small, but offers a theoretical full-to-empty range of 667 km.
Features and Practicality of the 2025 Honda HR-V
The front of the cabin has a neat-as-a-pin layout and is ergonomically sound.
Even though the 2025-spec 1.5 Elegance misses some of the premium content offered by the previous-gen 1.5 Executive, the Honda HR-V facelift has enough gadgets and gizmos to satisfy most users. Sure, we would have loved to have the panoramic roof and heated seats, but they’re nice-to-haves.
(Wireless) Android Auto is active on the infotainment touchscreen.
In terms of connectivity, a 15W wireless phone charger, 1x USB-A, 1x USB-C and wireless CarPlay/Android Auto is standard. While not particularly sophisticated, the touchscreen infotainment system works well enough, and its resolution/graphics quality on the 7-inch screen is acceptable at this price point. Safety features like lane-keeping assist and adaptive cruise control are most welcome.
Cabin quality remains a mixed bag, with a blend of premium soft-touch materials and hard, durable plastics. Honda has not caved to the trend of putting all functionality on the infotainment screen, and we’re glad that some nice-feeling rotary climate control dials and shortcut buttons have been retained.
Honda Magic Seats neatly folded down.
The HR-V’s party piece is sheer practicality. The trademarked Honda Magic Seats are on duty, and while the majority of folding seats on compact family cars are no more than adequate, the HR-V rear seats fold completely flat as the base of the bench drops down. If only all carmakers could offer such functionality!
With the seats in their default setting, there’s ample leg- and headroom, and rear passengers can make use of plenty of oddment storage space, as well as charge their devices on the brace of USB-C ports.
There’s enough rear occupant space to accommodate taller adults.
Ride and Handling
To reiterate, the 2025 Honda HR-V is configured to facilitate comfortable daily commutes or relaxed cruises to weekend getaways – ride quality and handling characteristics underline that.
Like most modern vehicles, the Honda’s damping is a little on the firm side (so that marketing types can throw the word “dynamic” into their press material?) The Honda’s ride quality is sporty only insofar as it feels well-planted on the road and negotiates corners deftly, but it’s no curve-hugging Civic Type R!
The 2025 Honda HR-V is fitted with handsome 18-inch wheels.
What it does do admirably is suppress road noise reasonably well at the national speed limit; the 225/50 R18 wheels and tyres do a fair job of balancing low-profile looks with a pliant ride on rougher tarmac.
The steering setup is commendable, as this Honda is easy to place on the road and feels smaller than it actually is. Parking in tight bays will be stress-free, thanks to the quick steering and the crisp reverse-view camera quality, but we would have liked front parking sensors for additional peace of mind.
Reverse-view camera and rear parking sensors make the 2025 Honda HR-V a cinch to park.
How much does the 2025 Honda HR-V cost in South Africa?
The Honda HR-V 1.5 Elegance costs R539 900 (October 2025), which includes a 5-year/200 000 km warranty, a 4-year/60 000 km service plan, and 3 years of AA roadside assistance.
It was a smart move by Honda South Africa to repackage the HR-V. Nowadays, affordability is virtually sacrosanct, and the updated-for-2025 model offers slightly less content at almost R100k less than the outgoing version. It does most things right, but it’s difficult to overlook that mediocre performance.
Should you buy one? Aside from a lethargic engine that dishes up leisurely overtaking acceleration, the Honda HR-V is a competent, sensible and practical “city SUV”. However, given the calibre of offerings in this fiercely contested segment, it’s going to take a devoted Honda fan and/or a special deal to secure a signature on offer to purchase a new HR-V. Even for respected brands, good is no longer good enough.
What is the price of the new Honda HR-V in South Africa?
The current Honda HR-V 1.5 Elegance CVT starts from approximately R539 900 in South Africa (retail price at the time of the latest facelift release).
What engine does the Honda HR-V use and what is its power output?
The Honda HR-V in South Africa is powered by a 1.5-litre DOHC i-VTEC petrol engine. This engine produces 89 kW of power and 145 Nm of torque, paired with a Continuously Variable Transmission (CVT).
What is the claimed fuel consumption for the HR-V?
The claimed average combined fuel consumption for the Honda HR-V 1.5 Elegance CVT is 6.0 litres per 100 km.
What are the warranty and service plan details in South Africa?
The Honda HR-V comes standard with a 5-year/200,000 km warranty, and a 4-year/60,000 km service plan.
Does the Honda HR-V have Magic Seats®?
Yes, the Honda HR-V features the signature Magic Seats® system, allowing for multiple interior configurations, including tall and long modes, for enhanced cargo and passenger versatility.
When will SA assembly of the Peugeot Landtrek start?
The first SA-assembled versions of the Peugeot Landtrek are now expected to roll out of Stellantis SA’s Coega facility only towards the end of 2027, at the earliest…
SA-assembled Landtrek units expected late in 2027 at best
Stellantis SA boss confirms plans to add 2 other models
Facility to export into Africa and the Middle East as well
The first locally assembled Peugeot Landtrek bakkies from Stellantis South Africa are now scheduled to start rolling off the line at the company’s planned Coega manufacturing facility in the Eastern Cape only “towards the end of 2027” – at the earliest.
Mike Whitfield, Managing Director of Stellantis South Africa, confirmed the latest timing during an interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s South African Auto Week 2025 in Gqeberha in the Eastern Cape at the start of October.
Mike Whitfield during the Cars.co.za podcast.
Currently, the SA-spec Peugeot Landtrek (which is closely related to the Changan Hunter) is imported from China. While a facelifted version – as shown in this article’s lead image – was revealed late in 2024, this updated model has yet to officially hit the market in Mzansi.
Back in March 2023, Stellantis announced plans to build a production facility in South Africa, with a stated aim of completing the project “by 2025”. By September 2023, that date had been narrowed down to the “end of 2025”, with the first units at that point expected to start rolling off the line in “early 2026”.
The Landtrek launched in SA in November 2021.
However, Whitfield – who officially took the helm at Stellantis South Africa in September 2023 after a 42-year career with Japanese automaker Nissan – told us: “I’d say the earliest [for production to start] would be towards the end of 2027”.
In addition, he confirmed the facility – to be located in Zone 2 of the Coega Special Economic Zone (SEZ) in the Eastern Cape – would eventually assemble not only a bakkie but also at least 2 other as-yet-unconfirmed models.
The Stellantis site in Coega (image distributed late in 2024 by the Coega Development Corporation).
“Pick-ups remain a significant part of the market. Up until probably a year ago, 95% of the pick-ups sold in this market were one of the 5 brands made in this market. One of the strategic directions we have at Stellantis is to ensure deeper localisation – what we sell in the region, we make in the region,” he said, referring specifically to Africa and the Middle East.
“So, we’ve already moved forward on the greenfield assembly operation – in fact, less than a kilometre away from here [in Coega] we have finished clearing and [finished] all the earthworks on 32 hectares. So, it’s a fairly big site.”
Stellantis SA now plans to build more than just the Landtrek in Coega.
Whitfield explained that though the “original plan was to only produce the pick-up”, Stellantis pivoted due to a “change in the pick-up market”. He said: “We’re seeing a lot more imported pick-ups coming into the market, mainly Asian sourced”, before adding that “as road conditions improve in Africa”, the bakkie segment’s share of the total market effectively contracts.
“So, the original intention to have a plant only building pick-ups has changed. Pick-ups will be a core foundation of the plant [but] we will add 2 other products to the production base. So, we’ll start with the pick-up and then add other products. The intention is to start production at the end of 2027 – and it will be a full CKD [Completely Knocked Down] operation,” he added.
Several brands fall under the Stellantis umbrella.
What might those 2 other products be? Well, while Whitfield wouldn’t go into specifics, he seemingly hinted one might take the form of a new-energy vehicle (NEV), while the other might be positioned in the so-called “micro-mobility” segment.
“The foundation is always going to be the pick-up. The ultimate structure of the new-energy vehicle programme [that is, SA’s so-called “NEV Roadmap”] will determine what the other is. We definitely see potential for micro-mobility as well as part of the production operations. But the core will be the pick-up.”
The Fiat Tris electric 3-wheeler.
Earlier in 2025, Stellantis introduced the Morocco-built Fiat Tris electric 3-wheeler (in chassis-cab, flatbed and pick-up configurations) in the Middle East and Africa region – though not in South Africa.
The Netherlands-based corporation – which was formed in early 2021 with the merger of Fiat Chrysler Automobiles and the PSA Group – is developing the greenfield manufacturing facility in Coega in co-operation with the Industrial Development Corporation (IDC) and the Department of Trade, Industry and Competition.
Single-cab derivatives joined the local Landtrek range late in 2024.
In 2023, Stellantis SA said production volumes were expected to reach “up to 50 000” CKD units annually. The company added the plant would be “predisposed in terms of space and painting” to reach up to 90 000 units a year. It is expected to export into the rest of Africa, with a “small portion” of units likely to be sent to the Middle East as well.
Frequently Asked Questions (FAQ)
Q: When is the earliest production start date for the South African-built Peugeot Landtrek at the Coega facility?
A: The first locally assembled Peugeot Landtrek units are now scheduled to start rolling off the line at the Coega manufacturing facility towards the end of 2027, at the earliest, according to Mike Whitfield. This is a revision of the previous target of “early 2026”.
Q: What models, besides the Peugeot Landtrek bakkie, will eventually be assembled at the Stellantis Coega plant?
A: The facility will eventually assembly the bakkie and at least 2 other as-yet-unconfirmed models. Stellantis SA boss Mike Whitfield hinted that one may be a new-energy vehicle (NEV) and the other could be positioned in the “micro-mobility” segment.
Q: Which regions is the Stellantis Coega manufacturing facility expected to export vehicles to?
A: The facility, located in the Coega Special Economic Zone (SEZ), is intended to export units into the rest of Africa, with a “small portion” of units likely to be sent to the Middle East as well.
The Changan Alsvin will soon join South Africa’s budget sedan segment (e-hailing drivers, rejoice!). Here’s a look at pricing and specs for this new-to-SA saloon…
Changan to enter SA’s budget sedan segment with Alsvin
2 variants to be offered at launch, priced from R238 000
5-speed manual and 5-speed dual-clutch ‘box available
Chinese brand Changan Automobiles is poised to relaunch in South Africa, offering not only the CS75 Pro SUV, fully electric Deepal S07 and Hunter bakkie but also a budget sedan in the form of the Changan Alsvin.
At launch in Mzansi, the 3rd-generation Alsvin range comprises a pair of derivatives. Measuring 4 390 mm from front to back (with a wheelbase of 2 535 mm), Changan’s budget sedan is 395 mm longer than the Suzuki Dzire but 100 mm shorter than the Suzuki Ciaz.
So, what does it cost? Well, the local line-up kicks off with the Changan Alsvin 1.4 CS 5MT, priced from R238 000. That effectively makes it South Africa’s 3rd most affordable sedan, behind the Proton Saga (currently available from R209 900) and the aforementioned Dzire (from R224 900).
The Alsvin 1.4 CS 5MT employs a naturally aspirated 1.4-litre, 4-cylinder petrol engine sending 74 kW and 135 Nm to the front axle via a 5-speed manual gearbox. The fuel consumption is a claimed 5.8 L/100 km.
Meanwhile, the Changan Alsvin 1.5 CE 5DCT is priced from R271 200. Interestingly, this derivative switches to a likewise-atmospheric 1.5-litre, 4-cylinder petrol mill that delivers 78 kW and 145 Nm to the front wheels through a 5-speed dual-clutch transmission. The Chinese firm claims a fuel economy of 6.9 L/100 km for this powertrain.
According to Changan’s local brochure for the Alsvin, the manual-equipped variant ships standard with items like 15-inch alloy wheels, manual air conditioning, leather-and-cloth upholstery, a 7.0-inch touchscreen and a 4-speaker sound system.
Listed safety features include ABS, dual front airbags, rear parking sensors and a reverse-view camera, though the brochure makes no mention of stability control. Meanwhile, the auto-equipped derivative gains tyre-pressure monitoring, a start-stop system, automatic headlamps, a sunroof and cruise control.
The 3rd-gen Alsvin – which has been in production since around 2018 – has a listed luggage capacity of 390 litres. In South Africa, 3 exterior paint colours will be available: Stellar White, Lunar Silver and Galaxy Black.
What does the Changan Alsvin cost in South Africa?
DERIVATIVE
PRICE
Changan Alsvin 1.4 CS 5MT
R238 000
Changan Alsvin 1.5 CE 5DCT
R271 200
According to Changan’s local website, the prices above include a 5-year/150 000 km warranty. It’s not yet clear whether a service plan is included.
Frequently Asked Questions (FAQ)
Q: What are the South African pricing and variants for the Changan Alsvin?
A: The Alsvin will be available in two variants at launch with the following pricing:
Changan Alsvin 1.4 CS 5MT: R238 000
Changan Alsvin 1.5 CE 5DCT: R271 200
The prices include a 5-year/150 000 km warranty.
Q: What are the engine and transmission specifications for the two derivatives?
A: The entry-level 1.4 CS 5MT features a naturally aspirated 1.4-litre petrol engine (74 kW and 135 Nm) paired with a 5-speed manual gearbox. The 1.5 CE 5DCT features a 1.5-litre petrol engine (78 kW and 145 Nm) with a 5-speed dual-clutch transmission.
Q: What is the luggage capacity and what are the available exterior colours for the Changan Alsvin?
A: The 3rd-generation Alsvin has a listed luggage capacity of 390 litres. In South Africa, three exterior paint colours will be available: Stellar White, Lunar Silver, and Galaxy Black.
SA’s double-cab bakkie segment is about to welcome yet another Chinese contender: the Changan Hunter. Here’s what this turbodiesel newcomer costs in Mzansi…
Changan to enter double-cab segment with turbodiesel Hunter
Pair of oil-burning Hunter derivatives to be offered from launch
Hunter REEV coming later as flagship of Changan’s bakkie range
Chinese brand Changan Automobiles – distributed locally by Saudi Arabian company Jameel Motors – is poised to relaunch in South Africa, kicking off its local operations with the Alsvin sedan, CS75 Pro SUV, fully electric Deepal S07 and Hunter bakkie. So, what will the latter cost?
Well, according to Changan’s local website, the Hunter double-cab portfolio – which will later welcome a Hunter REEV flagship (an interesting range extender electric vehicle that we’ve already reviewed and that we’re told will start at R795 900) – will comprise a pair of diesel-powered derivatives at launch.
As a reminder, the Hunter (which is known in some markets as the “F70”) is closely related to the Peugeot Landtrek and dates back to 2019. While Changan SA’s website suggests the Hunter will be available with a 2.0-litre turbodiesel engine offering 110 kW and 350 Nm, we suspect it’s actually the same 1.9-litre oil-burner used across the Landtrek line-up.
According to the Chinese firm’s local division, the Hunter 2.0TD 6MT 4×2 will be priced at R449 900, while the Hunter 2.0TD 6AT 4×4 will kick off at R569 900. From what we can tell, these prices include a 5-year/150 000 km warranty, though it remains to be seen whether a service plan is part of the package.
The rear-driven derivative will thus go up against fellow Chinese-built double-cab contenders like the GWM P300 2.0T SX 6MT (R446 950), Peugeot Landtrek 1.9TD Professional 6MT (R454 900) and LDV T60 2.0TD Elite 6MT (R480 000). The 4WD Hunter, meanwhile, is priced broadly in line with variants like the LDV T60 2.0TD Elite 4×4 6AT (R560 000) and GWM P300 2.4T LS 4×4 9AT (R579 900).
The rear-wheel-drive, stick-shift Hunter derivative has a ground clearance of 226 mm, a listed payload capacity of 1 100 kg and a claimed fuel economy of 7.8 L/100 km. It ships with “premium” fabric upholstery, a 10-inch touchscreen, cruise control, roof rails and 17-inch alloy wheels. Safety features include ABS with EBD, electronic stability control, hill-start assist, hill-descent control, ISOfix child-seat anchors, 4 airbags, rear parking sensors and a reverse-view camera.
Meanwhile, the all-paw, auto-equipped variant has a slightly lower payload capacity of 1 000 kg and sips at a claimed 9.1 L/100 km. But it gains features like leather upholstery, electrically adjustable front seats, 18-inch alloy wheels, a rear differential lock, an engine immobiliser, a smart key, automatic headlamps and a 12-volt socket in the load bed. It also features what Changan describes as “additional curtain airbags”, pushing the airbag count to 6.
In Mzansi, the Changan Hunter will be available in 5 exterior paint colours: Stellar White, Metallic Grey, Lunar Silver, Electric Blue and Red.
What does the Changan Hunter cost in South Africa?
DERIVATIVE
PRICE
Changan Hunter 2.0TD DC 6MT 4×2
R449 900
Changan Hunter 2.0TD DC 6AT 4×4
R569 900
According to Changan’s local website, the prices above include a 5-year/150 000 km warranty. It’s not yet known whether a service plan is included.
Frequently Asked Questions (FAQ)
Q: What are the South African prices for the launch derivatives of the Changan Hunter turbodiesel double-cab?
A: The two turbodiesel double-cab models available at launch will be priced as follows:
These prices are reported to include a 5-year/150 000 km warranty.
Q: What engine and transmission options are offered in the initial Changan Hunter double-cab range?
A: Both launch models will feature a 2.0-litre turbodiesel engine that delivers 110 kW of power and 350 Nm of torque. The rear-wheel-drive (4×2) model uses a 6-speed manual gearbox, while the four-wheel-drive (4×4) model is equipped with a 6-speed automatic transmission.
Q: What is the Changan Hunter REEV and when will it be available in South Africa?
A: The Hunter REEV (Range Extender Electric Vehicle) is a unique flagship model that will be added to the Changan bakkie range at a later date. It is a type of electric vehicle where a petrol engine functions only as an on-board generator (range extender) to charge the battery, rather than providing direct propulsion to the wheels.
MG’s ZS Pro is a compact crossover that offers an interesting price-to-performance ratio for the majority of South African new car buyers. Who live at altitude.
Most cars in South Africa are registered inland, away from the coastal regions. And that means the highveld lives up to its naming convention: thinner air, which degrades engine performance. How much power do you lose driving the same naturally-aspirated engine at Gaueng versus Cape Town or Durban? About 17%. Which is a lot.
That’s why turbocharged engines are so important for most South African drivers: they lose the least power when all your driving is at altitude.
If your license plates are Gauteng, Northwest, Mpumalanga or Limpopo, a turbocharged engine has real appeal. Especially if you are in the market for a compact- to mid-sized crossover and do a lot of highway driving with a full complement of passengers.
Legacy brands that market compact crossovers in South Africa, at the sub R400 000 price point, don’t offer many turbocharged engine options. That’s where MG’s ZS Pro is interesting, because it does.
Boosting value – literally
If you live inland, turbocharging matters. This MG offers boost and generous luggage space.
MG’s compact crossover offers typically great Chinese standard spec in the Luxury trim level (adaptive cruise control and 360-degree cameras), with turbocharged performance. The 1.5-litre 4-cylinder turbopetrol is good for 125 kW and 275 Nm. Those numbers should be decent for reasonable overtaking performance, even fully loaded, at Gauteng altitudes.
There’s only one drivetrain option with the ZS Pro, a continuously variable automatic transmission (CVT), which offers good fuel economy. But it can take some getting used to, regarding the drivetrain’s droning sound, without ‘traditional’ shift points.
CVTs can require more mid- to long-term maintenance than conventional torque-converter automatic transmissions, or even simpler manual gearboxes.
ZS Pro rivalJolion Pro Super Luxury R427 950
Great value and performance. Just a bit tight in the back.
One of South Africa’s favourite Chinese car models, the GWM crossover has excellent spec at the price.
Jolion Pro Super Luxury’s 1.5-litre turbopetrol makes less power (105 kW) and torque (210 Nm) than MG’s ZS Pro. But its 7-speed dual-clutch transmission makes it feel more responsive than those engine output numbers would allude to.
The weakness is luggage space, which at only 291-litres, is much smaller than the MG’s 443-litres.
Corolla Cross 1.8 XS R452 200
Suffers a lot of performance loss at altitude. But any compact crossover discussion must include this Toyota.
Makes a lot less power than the ZS Pro. And if you live in Gauteng, or any of the high altitude inland areas, the drop-off in performance from its naturally-aspirated 1.8-litre engine is real. Especially when a Corolla Cross is fully loaded, and you need to overtake some slower truck or bus traffic.
Infotainment and spec do not match for the MG. But Toyota’s proven dealer network and build quality mean the Corolla Cross offers the most sensible ownership experience.
VW T-Cross 1.0 TSI Style R511 300
Very expensive for what it is. But very good at high speed cruising.
Can’t compete with the ZS Pro’s luggage space or generous specification, despite being more expensive. But it has turbocharged power and is an excellent long-distance driving car, despite its size.
The T-Cross 1.0 TSI engine is much smaller than MG’s 1.5, yet it offers an excellent power- and drivetrain combination from VW. The small 85 kW 1.0 TSI engine is terrifically responsive, especially when paired with the VW Group’s 7-speed dual-clutch transmission.
T-Cross might be small and expensive, compared to ZS Pro, but it has a real ‘big car’ feel at highway speeds. One of the best compact crossovers for intra-provincial travel.
Hyundai Venue 1.0 TGDI N-Line R499 900
Smaller and less powerful than ZS Pro. Better value than the T-Cross.
Like the T-Cross, it’s smaller than ZS Pro, but unlike the VW, the Hyundai is reasonably equipped in N-Line trim, without needing to pay for every single option.
Venue has a similar powertrain and drivetrain to the T-Cross, too: a 1-litre turbocharged triple and 7-speed dual-clutch transmission. With a lightweight chassis, 88kW of peak power, and rapid dual-clutch shifting, it feels lively at Gauteng altitudes.
Seat padding isn’t amazing for long-distance driving. And compared to the ZS Pro, the Hyundai compact crossover has 100-litres less luggage space.
GWM SA chasing top 5 place for P-Series bakkie
With the full suite of P300 derivatives now in the local bakkie market, the head of GWM SA says the Chinese firm is eyeing a regular top 5 place for the P-Series range…
Local boss says P300 sales are “picking up significantly”
Full suite of P300 derivatives now available in Mzansi
New 3.0-litre turbodiesel on the cards for P500 in 2026?
The man at the helm of GWM South Africa says now that the full suite of P300 derivatives is finally available, the P-Series range – which also includes the larger P500 – has a stronger chance of regularly placing inside the top 5 on the list of Mzansi’s best-selling bakkies.
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.
Conrad Groenewald during the Cars.co.za podcast.
“P300 with the new 2.4 turbodiesel is picking up significantly. I think we’re kind of trying to get into the top 5 bakkie sales in South Africa,” Groenewald said, adding that the P300 double-cab derivatives offered “a lot of bang for your buck”.
Over the opening 9 months of 2025, the P-Series has placed 5th on 3 occasions: in April, August and September. Year to date at the end of September 2025, this model range sits in 7th on 3 355 units. That’s a mere 338 sales behind the Rosslyn-built Nissan Navara (3 693 units) and 914 units behind the seemingly evergreen Toyota Land Cruiser 79 (4 269 units).
The P300 range launched with the LT in February 2025.
“We’ve had a bit of a staggered launch on the P300. We launched with the LT followed by the LS, and we’ve recently put the SX into the market. We haven’t had the full suite of the P300 line-up [until now], so we’ll hopefully – touch wood – start seeing a significant uptake in our volume on P-Series,” Groenewald told us.
As a reminder, the P300 debuted in South Africa in 2.4TD form (initially available in LT and LTD guise) in February 2025, before the Chinese firm added new 2.4TD LS derivatives in July 2025. The base P300 2.0TD SX variants (offered exclusively with the older 2.0-litre turbodiesel engine) finally arrived to complete the facelifted P-Series range in mid-September 2025.
The workhorse LX derivatives arrived in September 2025.
Nailing down 5th position would technically give the P-Series the title of South Africa’s most popular fully imported bakkie, with the locally built Toyota Hilux, Ford Ranger and Isuzu D-Max serving as the perennial podium finishers and the KwaZulu-Natal-assembled Mahindra Pik Up having made 4th place its own (since the departure of the Nissan NP200 half-tonner, that is).
Does GWM SA have anything else up its sleeve when it comes to the P-Series line-up? Well, while the Chinese brand made mention of the P500 PHEV at its dealer awards event back in February 2025, it’s our understanding that this plug-in derivative is off the table (for now, at least).
Will the P500 be offered with GWM’s upcoming 3.0-litre turbodiesel motor?
However, there is another new powertrain that may well be on the cards for the P500 – and arguably well suited to SA. Nicole Wu, Chief Technology Officer at GWM International, recently announced during an event in Australia that the brand will introduce a new 3.0-litre turbodiesel engine for both the Cannon Alpha (which we know here in SA as the P500) and the Tank 500 in that market in “mid-2026”.
As Australia is a fellow right-hand-drive market closely aligned with South Africa, it seems likely this new 3.0-litre oil-burner will also be under consideration for the SA-spec P500 (though we’d speculate only in the 2nd half of 2026). No technical details have yet been released, but thanks to its added displacement, the new 3.0-litre engine should easily exceed the peak outputs of its 135 kW/480 Nm 2.4-litre counterpart…
Frequently Asked Questions (FAQ)
Q: What is GWM South Africa’s sales goal for the P-Series bakkie range?
A: The head of GWM South Africa, Conrad Groenewald, says the Chinese firm is aiming for the P-Series range (which includes the P300 and P500) to regularly place inside the top 5 on the list of Mzansi’s best-selling bakkies.
Q: Why does GWM SA expect P-Series sales to pick up significantly now?
A: GWM SA’s COO noted that they have only recently had the “full suite” of P300 derivatives available. The range was completed in mid-September 2025 with the arrival of the base P300 2.0TD SX variants.
Q: Is a new 3.0-litre turbodiesel engine planned for the GWM P500 in South Africa?
A: A new 3.0-litre turbodiesel engine is scheduled to be introduced for the Cannon Alpha (P500) in the right-hand-drive Australian market in “mid-2026”. It is considered likely this new engine will also be under consideration for the SA-spec P500, possibly in the second half of 2026.
Leapmotor C10 REEV rivals (2025) and tech breakdown
Every legacy car company has a Chinese industry partner. And for Stellantis, it’s Leapmotor. The Chinese car brand is now available from your local Stellantis dealer, but can its C10 REEV rival GWM and Chery’s PHEVs?
Leapmotor is a big deal for Stellantis. Why? Although Stellantis sells 8 brands in South Africa, the hybrid and electric drive options have been absent. Leapmotor solves that with an interesting product.
If you want the benefits of electric drive, without the range anxiety issues, hybridity is the only solution. But most of the hybrids available in South Africa have been simple self-charging hybrids, which tend to be either light on fuel or very light on performance.
Plug-in hybrids (PHEVs) are better than simple hybrids. But what about a PHEV, which only uses electric power to drive the wheels? Enter the Leapmotor C10 REEV. It uses a simple petrol engine to charge its battery pack. That means the drive wheels are always electrically powered, for the smoothest, most consistent performance.
Leapmotor’s C10 REEV has a 50-litre fuel tank and 28.4 kWh battery pack, which can be plugged-in for recharging. The big win is that although it has a low-output 1.5-litre petrol engine, driving performance is always responsive. How? Because the battery pack and electric motor set-up is rated for a constant 158 kW peak power output.
Why the C10 REEV range extender make sense
Very under-stressed petrol engine. But 158 kW system output for acceleration. REV’s are clever like that.
Suppose you want the acceleration benefit of an electric motor’s instant torque, and you desire the promised ultra-low fuel consumption of a hybrid. In that case, you need to be able to plug in.
But even PHEVs have their weaknesses, because the petrol engines that drive them still do too much work driving the wheels. And many of these engines are turbocharged, which means they have added complexity and long-term maintenance needs.
China is unquestionably the leader in global battery car technology. Chinese engineers believe in the range-extender hybrid (REV) approach, which drives the wheels with battery power and electric motors. Only using the onboard petrol engine as a constant output generator to charge the battery when required.
Simple REV engines are better
Design isn’t OTT. Cabin and load area optimize for the best possible space utilization.
REVs are clever hybrid engineering. Since the system uses a battery pack or drive, and the petrol engine serves as a secondary function, functioning as a generator set, you can use a much simpler, lower-tech engine running at ideal generator specs.
Instead of dealing with inertia during pull-away and high rpm surges for overtaking, a REV engine never runs under strain. That means simpler engines, which are very under-stressed, should last a long time without maintenance issues because they function as constant output generators.
This is why Leapmotor uses a very low-output, simple, 1.5-litre naturally aspirated engine. It’s an Atkinson cycle engine, and if that sounds familiar, it’s because Toyota has been using Atkinson cycle petrol engines in its hybrids for a long time.
What makes an Atkinson cycle petrol engine different? These are low-power, high-efficiency petrol engines, which use advanced cam phasing to delay the intake valve closing. This shortens the compression stroke in comparison to the expansion stroke. The result? Atkinson stroke engines sacrifice power for efficiency, but that makes them ideal as onboard generators for any REV.
Like many Chinese cars, the C10’s avalanche of ADAS systems has good intentions. But the ADAS can become overwhelming, especially in South African driving conditions where pedestrians, animals, and other road users frequently do the unexpected, triggering too many interventions from the ADAS suite.
It’s big inside – but easy to park
Beyond its clever powertrain and drive system, the C10’s real benefit is its packaging. Chinese customers demand comfort and space, but they also spend most of their driving lives in some of the world’s worst traffic. So, they want all the room inside, without driving a vehicle with needlessly huge exterior dimensions.
Leapmotor’s interior architects have optimised the space utilisation. It might be rear-wheel drive, but because it’s an electric motor doing the driving, there’s no prop shaft tunnel ruining floorspace for the second row passengers.
The C10’s traditional 5-door station wagon/SUV proportions make it airy and roomy, unlike those silly sloping-roofline 5-door crossovers. The core load capacity numbers are good, with 435-litres of luggage space, which expands to 1410-litres with the rear seats folded.
We’d never recommend sleeping in your car, but the C10 does allow it if you need to. The front seatbacks recline completely. That means you can line them up with the rear seat bases, and create a huge, flat, load or chill area.
What does C10 REEV compete with?
Less luggage space than C10. But H6 GT PHEV has a lot more power and performance.
The two C10 REEVs are both priced (just) below R800 000. The Style trim is R759 900 and Design is R799 900. Like any Chinese vehicle, the equipment levels are very comprehensive, with all manner of infotainment screen syncing and advanced ADAS systems being standard.
Total theoretical driving range, with a fully charged battery and brimmed 50-litre fuel tank, is 970 km. But is that good enough in a market where other Chinese PHEVs offer a lot more total system power?
Haval’s H6 PHEV is the same price (R799 900) as the C10 REEV Design, but with enormous performance and less luggage space. GWM’s Haval sub-brand has proven hugely successful in South Africa. H6 PHEV combines a sleek sloping liftback design with a 321 kW PHEV powertrain, delivering more than double the C10’s power and performance.
Overtaking acceleration might be wildly superior to the C10, but the H6 GT PHEV’s luggage capacity isn’t, as its rearmost luggage compartment is 43 litres smaller.
With a 35.4 kWh battery pack and 55-litre fuel tank, the H6 GT PHEV is capable of a 1000 km theoretical driving range. In comparison to C10, the Haval offers near supercar acceleration.
Jaecoo J7 SHS
J7 has a traditional two-box design and a powerful PHEV powertrain.
Has a similar shape and proportions to C10, but the 1.5 turbopetrol engine means there’s a lot more power available.
J7 SHS offers significantly more performance than the C10, with 255 kW of peak power compared to 158 kW, but the Leapmotor has a much larger battery, at 28.4 kWh versus the Jaecoo PHEV’s 18 kWh. Despite having a much smaller battery, thirstier turbopetrol engine, and similarly-sized fuel capacity, J7 SHS claims a better overall range of 1200 km. In the real world, the C10 should be more efficient, though. It’s bigger battery and naturally aspirated engine make that a reality of physics.
Cabin and luggage space are nearly equal. J7 SHS has 65-litres more luggage space in the back, but the C10’s total cargo space (with rear seats folded) is better by a significant 145-litres.
It’s challenging to ignore the performance advantages of Jaecoo’s J7 SHS at a price of R689 900, which significantly undercuts both the C10 variants.
Chery Tiggo 8 1.5 CSH PHEV Apex
Third row seating. And lots of power.
Uses the same powertrain as Jaecoo’s J7 SHS. That means it has 255 kW and an 18 kWh battery pack, delivering an outstanding balance of performance and hybridised driving economy.
Bigger in size than C10, but cheaper. This Tiggo 8 has 10 airbags, typically generous Chery equipment levels, and 7 seats. With the third-row seating folded down, Tiggo 8 PHEV’s luggage capacity is 59-litres better than C10. Drop the Tiggo 8’s second row, and its luggage space is a massive 1930 litres, dwarfing the C10’s total luggage capacity of 1410 litres.
Also rides on 19-inch wheels, which are an inch smaller than C10’s 20-inchers. That means the Tiggo 8 CSH PHEV has larger volume tyres with more sidewall cushioning, which makes a difference to real-world ride quality on coarse South African roads. The Tiggo 8’s price of R729 900 offers a lot more value than Leapmotor’s C10.
Hunter REEV tech and its Chinese double cab rivals
Like all Chinese car companies trading in South Africa, Changan know the value of double cab bakkies for profitability. But what are the benefits and disadvantages of Hunter REEV and its advanced design?And who are the rivals?
Changan’s Hunter REEV double cab bakkie is powered by an advanced powertrain, where the petrol engine only supports battery charge.
You can fuel up and plug-in both elements of the powertrain, making range-anxiety and heavy fuel consumption (a weakness of non-plug-in hybrid bakkies) irrelevant. But does the tech all make sense? And how does it compare to other double cabs in the local market, with hybridised powertrains that combine petrol power with batteries?
If it only charges the battery, why isn’t it naturally aspirated for peak durability?
A turbopetrol generator?
Changan’s Hunter REEV has a notably different powertrain from what most South African bakkie buyers are used to. It’s not a diesel (obviously). And it’s not a PHEV or HEV, either. It’s a REV, where the turbopetrol engine never drives the wheels, but only charges the battery. That means this is a true battery electric drive bakkie, with petrol power functioning as an on-board generator.
Some engineers believe this is the best way to do a blended powertrain with internal-combustion power and batteries. Why? Because the petrol engine is never straining at very high rpm. It’s always running at its most efficient rpm, because it functions solely as a constant output power generator for the battery pack, which is doing the actual driving. And there’s no argument that pure electric drive is smoother and more responsive, in daily driving conditions, than a petrol or diesel.
Hunter REEV’s power generator is a 2-litre turbopetrol. This engine is rated at 140 kW of maximum power, but it’s configured to run at 100 kW of output. Why? That’s the sweet spot between efficiency, durability, and keeping the Hunter REEV’s battery pack charged – and long-term petrol engine maintenance low. If it only acts as a generator, should it be turbocharged if long-term powertrain durability is one of the Hunter REEV’s supposed benefits? That’s a fair question…
Two electric motors power the bakkie’s actual driving. There’s a 70 kW/150 Nm one on the front axle and 130kW/200Nm at the rear. That makes 200 kW and 470 Nm of combined output, which is plenty powerful. Changan claims 0-100 kph in 7.9 seconds, and despite the Hunter REEV weighing 2360 kg, that’s an entirely believable number. Making it faster than most turbodiesel double cab bakkies.
Look at the size of that rear axle electric motor casing – limiting ground clearance and increasing snag risk.
How far can it go – how much can it carry?
The clever bit is that Hunter REEV has a lot of on-board energy, in the form of petrol and battery capacity. There’s a 70-litre fuel tank and 31.18 kWh lithium ion phosphate battery, which can be recharged.
Range numbers are impressive. You can cruise 180 km on pure battery power, if it’s fully charged. And with a full 70-litre tank of fuel and charged battery pack, the Hunter REEV can theoretically run for 1000km.
The core bakkie utility numbers aren’t amazing. Loadbed capacity is very modest, at only 495kg. And the towing ability is a third less than Ranger or Hilux double cabs, which can haul a braked 3500 kg trailer, whereas the Hunter REEV is only rated for 2200 kg.
Hunter REEV’s loadbed does feature a potent 3.3 kW power outlet, with 220v, which can keep your camp lighting or any power tools going for hours (or days), if you need to.
More ‘all terrain’ than off roader
Hunter REEV’s all-terrain ability is limited by the form factor and packaging of those electric motors at each axle. It has 220mm of ground clearance, which is average but adequate. The tyres are 265/60/18s, which should provide a reasonably comfortable ride quality on potholed backroads and corrugated dirt surfaces.
It’s more of an all-terrain bakkie than a dune conqueror or rock crawler. There’s no transfer range or mechanical axle lockers. Changan has given Hunter REEV a centre diff lock, and then it uses the electric drive control at the front and rear motors to split countering-torque when there’s wheel slip. It’s handy, but no substitute for low-range gearing or true axle lockers in really challenging off-road terrain.
Like most double cab bakkies, the Hunter REEV has independent front suspension to ensure it has decent steering authority.
At the rear, instead of a leaf-sprung solid axle, like most other double cabs on sale in South Africa, the REEV uses a different design. It has a five-link semi-independent rear suspension set-up, complete with coil springs, like what you’d get on a bakkie-based SUV like Fortuner or Everest. In theory, that should give the REEV good small bump absorption ability, enhanced ride comfort and superior stability on corrugated dirt roads. Coil springs are better at smoothing out surface corrugations and bumps than leaf-sprung axles.
The disadvantage is that when fully loaded, a bakkie with a coil-sprung rear axle tends to sag more at the rear than a leaf-sprung version.
Much better towing than Hunter REEV or BYD’s Shark 6. But hugely heavy on fuel.
Hunter REEV rival – GWM P500 HEV
Big, luxurious, and powerful. The P500 HEV demonstrates GWM’s capabilities, although its sheer size and heavy fuel consumption make it a difficult sell compared to traditional turbodiesel double cabs.
P500 HEV’s advanced powertrain has excellent overtaking acceleration at highway speeds. And it’s whisper-quiet and smooth at slow speeds, around town. This is a very relaxing double cab to be crawling along in during peak hour traffic.
Can tow a proper 3.5t (braked), but payload is low at only 735 kg. P500 HEV has a proper low-range transfer case and (electronic) axle lockers, making it reasonably capable off road in steep terrain, although the 224mm ground clearance isn’t amazing.
An issue is its sheer size. Double cab bakkies are too big for most parking areas and covered parking garages. And P500 HEV is a touch larger than Ranger or Hilux, making it even more of an anxiety to park and drive around tight parking garage infrastructure.
The powertrain is wonderfully advanced, but without plug-in recharging, the P500’s hybrid system is just too heavy on fuel, with real-world consumption going to 13l/100km and worse.
Lack of low-range, limits the Shark 6’s ability off road.
BYD Shark 6
Arguably the most advanced double cab on sale in South Africa, from the world’s biggest manufacturer of battery-powered vehicles.
Brilliantly integrated plug-in hybrid power and drivetrain make it incredibly versatile. Like Changan’s Hunter REEV, the Shark 6’s turbopetrol engine primarily functions as a generator for the 29.6 kWh battery pack.
Electric only range is 85 km. With the full battery capacity and a 60-litre fuel tank, you should be good for 760 km of range. Plug-in recharging from a mid-power DC charger gets you 50% battery capacity in only 20min. True to BYD’s reputation as the global leader in all things EV and PHEV, the Shark 6 is very easy to live with regarding recharging.
With 321kW of peak system output, overtaking acceleration is terrific. It’s heavy, though, and without a low-range transfer case Shark 6 has limited off road ability in steep, technical terrain, despite 230mm of ground clearance and all that power.
Not a hauling hero, either, with only a 2.5t maximum braked tow rating. Payload isn’t terrible at 835kg, but that is still more than 100kg less than traditional turbodiesel double cabs.
