GAC South Africa has announced the price and local specification details of the M8 Master, which it describes as the 1st plug-in hybrid (PHEV) MPV to be offered in the South African new-vehicle market.
Distinctive GAC M8 Master – primed for high efficiency
Well, GAC’s distinctive 7-seater is now available to order. At 5 212 mm (with a 3 070 mm wheelbase) in length, the M8 Master is slightly longer than a V-Class, available in either an Elegant Black or Crystal White finish, and its design is highlighted by a “Star Diamond Prism” grille, “Lion Fang” LED lighting signature and elevated body lines.
The newcomer is powered by a 2.0T plug-in hybrid powertrain, which puts out combined outputs of 274 kW/630 Nm and is paired with an 8-speed Aisin automatic transmission.
GAC claims the M8 Master can accelerate from 0–100 kph in 8.8 seconds, return an average fuel consumption of 8.8 L/100 km, and deliver a combined range of over 1 000 km with up to 106 km of pure-electric driving from (what we believe is) a 26 kWh hybrid battery.
Opulent, tech-laden interior
Fuel efficiency aside, the M8 Master’s Nappa leather-trimmed interior (available in either Olympus Brown or Black & Red colour schemes) is sumptuously finished, GAC says, replete with “handcrafted Semi-Aniline top leather, a stitched dash and sculpted door panels, premium tactile switches (as well as) ambient trim (embellishments).”
Standard features include dual power-sliding doors (complemented by an electric tailgate), soundproof laminated glass, tri-zone climate control, and what GAC says is a “first-in-class” windless aircon system that delivers “silent, evenly diffused cooling”.
Technology abounds, with a 10.1-inch touchscreen infotainment system (we assume it will feature smartphone-mirroring) flanking a 12.3-inch digital instrument cluster. Other luxuries include power adjustment for the front seats (including lumbar, with massage function for the driver), keyless entry and start, and an auto-dimming rear-view mirror.
2nd-row occupants get the best seats!
Audio comes courtesy of an 8-speaker Yamaha audio system and ADiGO virtual arena acoustics, but true indulgence is reserved for the occupants of the pair of First-Class seats in the 2nd row under the sectional panoramic sunroof… Those seats are 4-way power adjustable and offer “10-point air-pump massage, heating and ventilation”.
A wireless charging pad is standard and there are multiple USB-C ports across all rows.
Comprehensive safety spec
In terms of the safety specification, the GAC M8 Master is equipped with 7 airbags, including rear screen airbags and what is said to be longest-in-class curtain airbags.
Over and above the usual active safety systems (ABS with EBD and brake assist, as well an electronic stability program, incorporated in Active Vehicle Dynamic Control), the newcomer is equipped with L2+ semi-autonomous driving assistance systems.
These include adaptive cruise control (with traffic-jam assist), traffic-sign recognition, autonomous emergency braking with forward-collision warning, lane-keep assist, blind-spot detection, and rear cross-traffic braking, as well as automatic parking assist.
How much does the GAC M8 Master cost in South Africa?
GAC M8 Master
R1 499 900
The price (correct in November 2025), includes a 5-year/150 000 km warranty, 8-year/150 000 km warranty for EV battery components, 5 years of comprehensive roadside assistance, and most notably, a 5-year/100 000 km maintenance plan.
Frequently Asked Questions (FAQ)
Q: What is the price of the GAC M8 Master in South Africa?
A: The GAC M8 Master is priced at R1,499,900 (correct in November 2025), which includes a 5-year/100,000 km maintenance plan and an 8-year/150,000 km warranty for the EV battery components.
Q: What type of powertrain does the GAC M8 Master use?
A: The M8 Master uses a 2.0T plug-in hybrid (PHEV) powertrain that delivers combined outputs of 274 kW and 630 Nm, paired with an 8-speed Aisin automatic transmission.
Q: What is the claimed pure-electric driving range of the M8 Master?
A: GAC claims the M8 Master can deliver up to 106 km of pure-electric driving and a total combined range of over 1,000 km.
Q: What makes the GAC M8 Master significant for the South African market?
A: GAC South Africa describes the M8 Master as the first plug-in hybrid (PHEV) MPV to be offered in the South African new-vehicle market.
Q: What luxury features are included on the 2nd-row seats?
A: The 2nd-row First-Class seats are 4-way power adjustable and offer a 10-point air-pump massage, heating, and ventilation.
Audi Q7 (2025) Review
The Audi Q7 55TFSI quattro is the only variant in the Ingolstadt-based brand’s local premium SUV range apart from the performance-oriented SQ7. Is it worthy of serious consideration, or should you rather wait for the arrival of its turbodiesel sibling?
We like: Refined and punching powertrain, open-road cruising capability, cabin space, massive load bay.
We don’t like: A little on the thirsty side when hurried, options quickly add up.
The 55TFSI turbopetrol is currently the only variant in the Audi Q7 line-up apart from the SQ7 flagship. It is expected that the range will gain a turbodiesel in late 2025/early 2026.
Two trim levels available: Platinum Edition and Black Edition
Pricing starts from R1.9 million, before options.
Where does the Audi Q7 55TFSI fit in?
Three rows, strong engine, quattro all-wheel drive: do you need much more than this for family road trips?
At the moment, the local line-up of the facelifted Audi Q7 comprises only the 55TFSI quattro and the headlining V8-powered SQ7 flagship. As a reminder, the Q7 is Audi’s big premium family SUV, offering 7 seats as standard. That’s right, unlike its rivalling compatriots, Audi doesn’t charge extra for the 3rd row.
The facelift, or Product Improvement (PI) in “Audi speak”, introduced a subtle visual overhaul and a revision of the standard equipment loadout, as well as tweaks to the infotainment system.
After its 2nd facelift, the Q7’s tailgate features a revised model logo.
As the end of 2025 draws near, the Audi Q7 range has just one “standard” variant, and it’s powered by a 3.0-litre V6 turbopetrol. While customer preference indicates a love for diesel, Audi South Africa says its oil-burning versions will only be heading to our shores by the end of 2025, with a 45TDI badge.
As a reminder, the Audi Q7 is underpinned by the VW Group’s MLB Evo setup, which it shares with the Volkswagen Touareg, Bentley Bentayga, Lamborghini Urus, and Porsche Cayenne. It’s remarkable when you consider that all of those SUVs have different positioning and purposes, yet they are based on the same platform. But they have one major on-road characteristic in common: comfort.
For 2025, all Audi Q7s feature air suspension, and it makes a big difference when it comes to ride quality. Our test unit came with 22-inch alloy wheels wrapped in 285/35 tyres. Sure, they look good, but given the amount of potholes on South African roads, we’d suggest having Road Assist saved on speed dial.
Few will venture into the mud with their Q7, but the SUV is reassuringly sure-footed in Offroad mode.
While not many customers will be taking their premium family SUVs off-road, it’s well worth mentioning that the Q7 does have (quattro) all-wheel drive, as well as an off-road mode where the centre differential will help you out of tricky terrain, and the air suspension can raise the vehicle for extra ground clearance.
Open-road cruising is where the Q7 shines. Few vehicles are this comfortable, refined, and deliver such a relaxed driving experience. It’s a genuine contender for one of the finest family road-trip vehicles.
These leather-trimmed front seats offer commendable support – and comfort – on long drives.
It may have a sporty motor bolted into the engine bay, but does it thrill when the long straights morph into twists? Not quite, which is surprising, considering its Cayenne cousin is such a dynamic performer.
The steering is not the most direct or generous with its feedback, and the brakes do an okay job of reining in the 3-row family SUV, but you get the distinct impression that the Audi Q7 55TFSI is at its happiest when driven on the national highways, instead of being hustled around tight bends.
If you really want a sporty and thrilling drive, fork out the difference and opt for the V8-powered SQ7:
Audi Q7 55TFSI: Performance & Efficiency
At the heart of the Audi Q7 55TFSI is a 3.0-litre V6 turbopetrol engine that produces 250 kW and 500 Nm – well, in this instance. You see, this powertrain has been used in numerous VW Group models over the years, perhaps most famously in the S5, the performance variant of Audi’s business-class range.
In Black Edition guise, the Audi Q7 sports a blacked-out grille and large alloy wheels.
Given the 55TFSI’s pedigree, does the Q7 deliver? With its sportiest setting selected and launch control active, the 3-row family SUV galloped to 100 kph in 5.66 seconds, which is on par with its claimed time.
A subtle V6 growl emanates from the engine bay, just to remind you that this is indeed a special motor.
The array of selectable drive modes is impressive, but the Q7 excels in its default (Auto) setting.
Favour prudent drive modes, such as Auto or Comfort, and the Audi will impress you with its poise and fuss-free progress – the ZF-sourced 8-speed automatic deserves a lot of the credit for that.
Sure, there are gearshift paddles on the wheel, but the box’s software is just so well calibrated (it shifts almost intuitively) that it’s best left to its own devices. It may sound like faint praise, but we commend Audi for making a model that can just get in and drive without having to think too much about settings.
That 3.0-litre V6 turbopetrol performs strongly and smoothly, but it’s no fuel-efficiency champion.
That mighty engine does have one minor shortcoming, but take it with a proverbial pinch of salt. If you can fork out R2 million for a Teutonic premium SUV, its fuel bill is unlikely to be too much of a worry. Our test unit’s trip computer showed over 4 000 km, and over that distance, it averaged 13.8 L/100 km.
During our test, we found that a gentle and measured driving style, complemented by Efficiency mode, resulted in 10.1 L/100 km, which was satisfactory, but if you work that V6 hard, you will see 15 L/100 km. An 85 litre tank gives an estimated range of around 850 km, which is some way off the Q8 45TDI‘s mark.
The front-cabin layout and ergonomics haven’t changed much for the 2nd facelift, but it’s still a classy, premium setup.
Our test unit was the Q7 55TFSI Black Edition, which incorporates some visual goodies such as the bigger wheels, blacked-out mirrors, a blacked-out grille and rear privacy glass, to name just a few.
Climb inside, and you’re greeted by a familiar layout – the Q7 cabin is a premium space to occupy.
The Audi MMI system has been one of the best in the business for some time, but hasn’t been changed radically for this iteration. In truth, for all of its user-friendliness and crisp graphics, it is starting to show its age – Audi’s new-gen infotainment system (seen locally in the new A5) represents a big leap forward.
The MMI interface now has themes to personalise your user experience.
Still, the Q7‘s MMI system is not clunky at all. New for this model are the customisable light signatures, and there are 4 styles to choose from. These are optional, mind you, but such a cool talking point.
In terms of standard features, the 2025 Audi Q7 satisfies buyers’ expectations by being well-equipped. It has leather sports seats with heating functionality, a Bang & Olufsen audio system, USB ports for the 1st and 2nd rows, Audi application store, a panoramic sunroof, a towbar, 4-zone climate control, and so on…
Customisable LED light signatures: gimmicky or cool?
In terms of safety, there are tyre pressure sensors, a reverse-view camera, lane-departure warning, side exit warning and rear cross-traffic alert on top of the must-haves like ABS with EBD and electronic stability control. It also has a complement of 6 airbags, with the option of increasing that total to 8.
Our test unit came loaded with around R180 000 worth of additional features and content, such as Satellite Silver metallic paint (R2 300), adaptive cruise control with front assist (R8 200), adaptive cruise control with limiter, efficiency and swerve assist (R25 500), heated steering wheel (R5 100), digital OLED rear lights (R23 000), a head-up display (R32 500), Audi LED headlights with laser light and cleaning system (R19 500) and some carbon goodies both inside (R19 800) and out (R41 300). Spec carefully!
Plenty of utility space is available if you fold the 2nd and 3rd-row seats down.
In terms of practicality, the Audi Q7 is available in 5- and 7-seater configurations, but it appears Audi SA offers the Q7 only with a 3-row setup. With the 2nd and 3rd row folded, the SUV offers generous utility space: 780 litres when the 2nd row is deployed, and 1 908 litres if you fold both rows down, Audi says.
The 2nd row provides ample head- and legroom for occupants – yes, even tall adults. We reckon that it’s the nicest place to occupy (other than the driver’s seat, obviously) on long-haul trips. Plus, there’s no shortage of comfort and convenience features, with USB charging ports and individual climate controls.
The 2nd row of the Audi Q7 scores highly for occupant comfort – and amenities.
Audi Q7 55TFSI: Price & After-sales support
The Audi Q7 55TFSI quattro Black Edition costs R1 987 900 (November 2025), which includes a 1-year/unlimited km warranty, as well as a 5-year/100 000 km Audi Freeway Plan (maintenance plan).
We enjoyed our time with the Audi Q7 55TFSI, but this version of the Q7 would truly benefit from a turbodiesel mill.
There’s no denying the performance appeal of the 3.0-litre V6 turbopetrol-powered Audi Q7 55TFSI quattro. If required, it can deliver more than enough straight-line punch, and that begs the question: why would you splurge on an SQ7 when this variant offers (about) 75% of the performance for R500k less?
We believe the 3.0-litre V6 turbodiesel (45TDI), which we’ve already experienced in the Q8 coupe-SUV, is better suited to the Q7 than the admittedly fleet-footed 55TFSI. Having said that, if you’re happy to enjoy the performance the latter offers at the expense of economy, we have no trouble in recommending the turbopetrol – it remains one of the more accomplished, refined and practical offerings in its segment.
Frequently Asked Questions
What are the engine options for the Audi Q7 in South Africa?
In South Africa, the Audi Q7 is primarily available with a 3.0-litre V6 petrol engine (55TFSI) producing 250 kW and 500 Nm of torque. The high-performance Audi SQ7 features a more powerful 4.0-litre twin-turbo V8 petrol engine that delivers 373 kW and 770 Nm of torque. An additional diesel-powered model (Q7 45 TDI) is expected to be added to the range at a later date.
What is the starting price for a new Audi Q7 in South Africa?
Pricing for the Audi Q7 in South Africa varies depending on the model and trim level. The Q7 55TFSI quattro Tiptronic Platinum Edition starts from approximately R1 958 000, while the high-performance Audi SQ7 TFSI quattro Tiptronic starts from around R2 540 500.
Does the Audi Q7 come with a 7-seat configuration?
Yes, the Audi Q7 is a spacious SUV that offers seating for up to seven passengers with a standard third row of seats. This provides versatile seating and generous luggage capacity, making it a practical choice for families.
What is the warranty and service plan for the Audi Q7 in South Africa?
New Audi Q7 models are sold in South Africa with a comprehensive 5-year/100,000 km Audi Freeway Plan, which covers both service and maintenance. The vehicle also includes a standard 1-year/unlimited kilometre warranty.
Why a bad credit score will cost you thousands every month
In this feature, we explain why a bad credit record will cost you a lot of money in repayments – if it isn’t doing so already.
Everyone wants to get a great deal on a car – new, demo or used. You can browse through thousands of vehicles that are listed for sale on Cars.co.za.
Then, once you’ve made your shortlist, you can contact one or more of several dealers and haggle for hours over the price of the vehicle that you want. Maybe you’ll save a few thousand rands. Bon chance.
But there is a very important component of car-buying that is almost always forgotten … and it can cost you thousands every month on your vehicle finance: A bad credit score.
Let’s take 2 people, who we’ll name “Credit-wise Wandile” and “Carefree Cindy”. Both have their hearts set on a 2020 Volkswagen Polo 1.0 TSI that they found on Cars.co.za for R250k. They have shopped around for the car, the finance deal and the insurance. The amount they spend each month means everything to them. After all, who wants to spend a cent more than they have to?
Wandile is offered a premium of R3 421 per month by his bank for finance repayments and R492 per month for comprehensive insurance.
Cindy is offered R5 019 pm for finance repayments and R1 215 p/m for insurance.
Remember that they are buying a similar car, but Cindy is paying R1 598 pm extra for financing, plus R723 pm for comprehensive insurance cover. That is in excess of R2 300 more than Wandile – for virtually the same car. Over the 72-month term of the loan agreement with the bank, that represents a saving of R167k on finance and insurance. That’s a lot of money – nearly half the value of the car.
Why? Credit-wise Wandile knows his credit score and is pretty good at managing it. Carefree Cindy has no clue what her credit score is and while it was good enough to get approval from a bank for an asset-finance loan, the premium they offered her was comparatively horrible.
What exactly is a credit score?
Think about it, when you apply for credit for a car, you are asking a bank to lend you hundreds of thousands of Rands over many years. That means you are promising to pay the bank a significant sum of money every month for, on average, 6 years. What the bank wants to know is whether it can trust you to pay them back. Your credit score is calculated by a Credit Bureau and is basically a measure that the banks can use to work out whether they “can trust you”.
A good credit score means the banks feel they can trust you to repay the loan/pay your instalments regularly. Because of this, 2 things will happen:
1. When you apply for vehicle finance, the banks will be keen to gain you as a customer – after all, you are the kind of person who has a reputation for always paying back loans. This means they will offer you the best terms possible to get the deal.
2. All the banks will offer you a deal, which creates great competition. This means that your dealer will be able to negotiate with all the banks to get you the best deal.
So why is there such a big difference in the amount they pay each month?
There are major reasons why there is a big difference:
Better interest rates for vehicle finance
Credit-wise Wandile’s good credit score meant he got a great interest rate offer of prime. Only the customers with the best credit scores get prime on vehicle finance. Unfortunately, Carefree Cindy’s poor credit score meant she only got offered prime +6%.
Banks will often allow a residual of up to 30% of the value of the vehicle for a good credit score. Residuals offered for low credit score will be less than 10% – often zero. Residuals can make a big difference to your monthly payments. Credit-wise Wandile not only got offered prime for his good credit score, he was offered a 30% residual as well. Cindy did not get offered any residual, which increased her monthly payments.
Your insurance is cheaper
If you finance your car, the bank will insist that you have comprehensive insurance. Almost all insurers will get your credit score before they generate a quote and guess what? People with bad credit scores pay more for their insurance – often several hundred Rand more – every month.
When banks see poor credit scores, they will often not finance the full value of the car. For example, if you want to buy a R250k vehicle, they may not finance the full value of the car. They might only approve finance of 80-90% of the vehicle, which means you might have to find R50k (in the case of a R250k purchase price) to put down as a deposit in order to get the car.
You can add extras
If you are buying a used car, it is often useful to buy an extended warranty or maintenance plan with the car. These are not cheap – they can cost up to R20k (it depends on the make, model and age of the vehicle), but they can give you a lot of peace of mind. Also, you may not have R20k cash in your pocket to pay for this product.
If you have a good credit score, the Finance Manager in the dealership can arrange that this product is added into the finance deal and paid off along with the car, which means that you won’t have to pay R20k in cash, but pay it off monthly. If you have a poor credit score, however, this option will not be offered.
I hope I have convinced you that a good credit score can save you a lot of Rands per month. Your credit score is like your waistline – if you let go and just eat and drink everything, then there will be consequences. You need to watch what you eat and exercise regularly to get or maintain a trim waistline.
With your credit score, you need to know what it is and manage it regularly. Your credit score may not be as visible as your waistline to your friends – but when it comes to your bank balance, your bank account will love you more if you manage your credit score.
The Dongfeng Box has finally launched in South Africa, almost a year after the brand announced its arrival. Here’s what this fully electric Chinese hatchback costs…
Dongfeng Box officially hits the market in SA
Launches as Mzansi’s 2nd most affordable EV
Single-charge range tops out at claimed 430 km
Back in December 2024, Chinese automaker Dongfeng held a launch event in Gauteng, announcing its entry into South Africa’s new passenger-vehicle space and displaying the fully electric Box. Now, after an almost year-long wait, the Dongfeng Box is finally available locally.
Yes, thanks to the resourceful vehicle-information specialists over at duoporta.com, we can share pricing for the 5-seater Box, which is known as the “Nammi 01” in its domestic market of China.
According to duoporta.com, the 4-strong local range kicks off at R459 000, which makes the Dongfeng Box the 2nd most affordable fully electric vehicle (EV) in South Africa, after the recently launched BYD Dolphin Surf (which currently runs from R339 900 to R389 900).
While all Box derivatives feature a front-mounted electric motor delivering 70 kW and 160 Nm (and a top speed of 140 kph), Dongfeng offers the choice of 2 battery packs. The base Box E1 330 (R459 000) and Box E2 330 (R469 000) both employ a 32.6 kWh lithium-iron phosphate battery pack offering a single-charge range of 330 km – on the China Light-Duty Vehicle Test Cycle (CLTC).
From what we can tell, the E1 330 rides on 16-inch steel wheels, while the E2 330 can seemingly be specified with 17-inch alloy wheels. The latter derivative furthermore scores faux-leather trim for its steering wheel and seats, as well as items like cruise control and a reverse-view camera. Interestingly, all variants across the range ship standard with only 2 airbags (dual front items).
Meanwhile, the Box E2 430 (R499 000) and Box E3 430 (R519 000) each employ a 43.9 kWh battery pack, which – like the name suggests – facilitates a claimed single-charge range of 430 km (again, a CLTC figure). The E3 grade features items such as climate control (as opposed to manual air conditioning), high-beam assist, lane-departure warning, lane-keeping assist, adaptive cruise control and a 360-degree camera system.
The Box measures 4 020 mm from front to back (making it a mite shorter than, say, a Volkswagen Polo hatchback), while its wheelbase comes in at 2 663 mm. Interesting design features include frameless windows and flush exterior door handles.
As a reminder, Dongfeng is distributed locally by a company called “E Auto Motor”, which – based on the recently opened Pretoria dealership’s website (which describes itself as an “independent dealer working with” E Auto Motor) – also plans to launch the 06 SUV and 007 fastback in South Africa.
What does the Dongfeng Box cost in SA?
DERIVATIVE
PRICE
Dongfeng Box E1 330
R459 000
Dongfeng Box E2 330
R469 000
Dongfeng Box E2 430
R499 000
Dongfeng Box E3 430
R519 000
The prices above include a 5-year/150 000 km warranty, an 8-year/200 000 drivetrain warranty (covering the battery pack, controller and electric motor) and a 5-year/100 000 km service plan.
Frequently Asked Questions (FAQ)
Q: What is the starting price of the Dongfeng Box in South Africa?
A: The Dongfeng Box range in South Africa kicks off at R459 000 for the base Box E1 330 derivative. This price makes it the 2nd most affordable fully electric vehicle (EV) in the country.
Q: What is the claimed maximum single-charge driving range of the Box?
A: The top-spec variants (Box E2 430 and E3 430), which employ a 43.9 kWh battery pack, offer a claimed single-charge range of 430 km (seemingly based on the CLTC standard).
Q: What are the main power and battery specifications for the Dongfeng Box?
A: All Box derivatives feature a front-mounted electric motor delivering 70 kW of power and 160 Nm of torque. There are two battery packs offered: a 32.6 kWh pack (offering 330 km range) and a 43.9 kWh pack (offering 430 km range).
The Foton Tunland V7 and V9 have arrived in South Africa. So, how do these super-sized Chinese double-cab bakkies differ from one another? Let’s take a closer look…
After finding success with its latest Tunland G7 range, Foton South Africa has introduced the Tunland V7 and Tunland V9 double-cab bakkies. Both measuring a whopping 5 617 mm in length, these mammoth newcomers share plenty – but there are also a few key differences.
For the record, the Chinese manufacturer markets 4×2 and 4×4 versions of the Tunland V7 and Tunland V9, meaning there are 4 variants in the V-series line-up in total. Interestingly, all employ a 2.0-litre, 4-cylinder turbodiesel engine (generating 120 kW and 450 Nm), along with a 48V mild-hybrid system.
A ZF-sourced 8-speed automatic transmission (with paddle shifters) is standard across the range, while the claimed fuel consumption is 9.0 L/ 100 km. Foton says the braked towing capacity is 3 500 kg for all variants, while 4×4 versions have front and rear electronically controlled differential locks.
In addition, it’s worth noting that Foton has done little to separate the cabins of the 2 bakkies. All variants feature items such as a 14.6-inch touchscreen, synthetic leather seats (with electric adjustment for the driver and front passenger), dual-zone climate control and wireless smartphone charging.
Rear suspension and steering
Foton bills the Tunland V7 as something of a workhorse. As such, it’s no surprise this bakkie – like most in the segment – features a traditional leaf-spring rear suspension set-up. In contrast, the Tunland V9 employs a multi-link arrangement at the rear, which the brand claims offers “superior ride comfort”.
Despite this significant distinction in suspension configuration, Foton lists a claimed payload of 1 000 kg across the range. It’s also interesting to note that the Tunland V7 uses hydraulically assisted steering, while the Tunland V9 comes standard with electric power steering.
Exterior styling distinctions
While the Tunland V7 and Tunland V9 clearly share sheet metal from the B-pillar back, their front-end designs are certainly distinct, though both with clear American inspiration.
Indeed, the Tunland V7’s face appears remarkably similar to that of Ford’s F-Series, while the Tunland V9’s front end could easily be mistaken for that of the Ram 1500.
Pricing and trim levels
As you might have guessed, the Tunland V7 is a little more affordable than the Tunland V9. That said, when it comes to the 4×2 versions, these 2 bakkies have virtually identical equipment lists. The key difference in terms of standard kit is found at the very top of the range.
While 3 of the 4 derivatives are offered in VLX form, the 4×4 version of the Tunland V9 comes in LTD guise. As such, it gains some additional equipment, including a panoramic sunroof, ventilated front seats, adaptive cruise control and a raft of additional advanced driver assistance system (ADAS) features.
The prices (correct in November 2025) include a 5-year/200 000 km warranty and a 5-year/75 000 km service plan (with intervals of 15 000 km).
Frequently Asked Questions (FAQ)
Q: What are the primary mechanical differences between the Foton Tunland V7 and V9?
A: The main mechanical difference is the rear suspension and steering setup. The V7, which is billed as a workhorse, features a traditional leaf-spring rear suspension and hydraulically assisted steering. In contrast, the V9 employs a multi-link rear arrangement — which the brand claims offers “superior ride comfort” — and comes standard with electric power steering.
Q: What are the engine specifications and performance figures for the Tunland V7 and V9 models?
A: Both the V7 and V9 variants share a 2.0-litre, 4-cylinder turbodiesel engine paired with a 48V mild-hybrid system. This setup generates 120 kW and 450 Nm. A ZF-sourced 8-speed automatic transmission is standard across the range, with paddle shifters. All variants have a claimed fuel consumption of 9.0 L/100 km and a braked towing capacity of 3 500 kg.
Q: What are the prices and warranty details for the Foton Tunland V-series in South Africa?
A: The prices for the four variants (as of the article’s publication) are: Tunland V7 4×2 VLX (R689 900), Tunland V7 4×4 VLX (R765 900), Tunland V9 4×2 VLX (R725 900) and Tunland V9 4×4 LTD (R799 900). These prices include a 5-year/200 000 km warranty and a 5-year/75 000 km service plan, with service intervals of 15 000 km.
In South Africa, the Volkswagen Amarok double-cab range includes 4 engine options, each catering to a specific taste. Here’s how the powerplants compare…
In October 2025, Volkswagen Group Africa added a new engine option to its Amarok range. The move, which increased the number of powerplants in the double-cab bakkie line-up up to 4, marked the local debut of turbopetrol power in the 2nd-gen version of the Wolfsburg-based brand’s bakkie.
As a reminder, while the original Amarok was based on a VW platform, the 2nd-gen model has much in common with the “T6.2” iteration of the Ford Ranger. In fact, the Amarok rolls off the same production line as its American cousin at Ford Motor Company of Southern Africa’s facility in Silverton.
Watch Ciro De Siena compare the 2024 Ford Ranger with its cousin, the Volkswagen Amarok:
Of course, this means the latest Amarok’s engines are all sourced from Ford. Customers can decide between turbopetrol and turbodiesel power, with both 4- and 6-cylinder options available.
So, how do these powerplants compare? Here we’ll examine their respective peak outputs, available transmissions and Volkswagen Group Africa’s claimed fuel-economy figures. This information should help you decide which engine is best suited to your needs.
Volkswagen Amarok Engines: Peak Outputs
The base engine in the Volkswagen Amarok line-up is the 2.0TDI unit. This 4-cylinder turbodiesel mill displaces 2.0 litres and features a single turbocharger. Peak power of 125 kW arrives at 3 500 rpm, while maximum torque of 405 Nm is on tap between 1 750- and 2 500 rpm.
ENGINE
POWER
TORQUE
2.0-litre TDI
125 kW at 3 500 rpm
405 Nm from 1 750- to 2 500 rpm
2.0-litre BiTDI
154 kW at 3 750 rpm
500 Nm from 1 750- to 2 000 rpm
3.0-litre V6 TDI
184 kW at 3 250 rpm
600 Nm from 1 750- to 2 250 rpm
2.3-litre TSI
222 kW at 5 900 rpm
452 Nm from 1 750- to 2 000 rpm
The 2.0TDI is the most prevalent mill in the Amarok range, accounting for half of the 14 derivatives, at the time of writing.
Next up is the 2.0BiTDI oil-burning motor, which powers a further 3 variants. This engine gains a 2nd turbocharger, with its outputs increasing to 154 kW (at 3 750 rpm) and 500 Nm (from 1 750- to 2 000 rpm). Ford will axe this motor from its line-up in 2026, so it will probably leave the Amarok portfolio, too.
Ash Oldfield presents our findings of a 10 000-km test of the Volkswagen Amarok:
Then there’s the 3.0TDI V6 option, which delivers 184 kW at 3 250 rpm and 600 Nm from 1 750- to 2 250 rpm. What about petrol power? Well, the latest engine to join the VW Amarok range is the 2.3TSI motor, which delivers 222 kW at 5 900 rpm and 452 Nm from 1 750- to 2 000 rpm. Interestingly, this motor will become available locally in the Ranger only at some point in the first half of 2026.
Which Engines are Available for Each Body Style?
In South Africa, the Volkswagen Amaroksingle cab is available only with the 2.0TDI engine. By contrast, all 4 engine options are included in the double-cab range. The 2.0TDI can be ordered in both base and Life specifications, while the 2.0BiTDI is available in the Life, Style and PanAmericana trim levels.
Meanwhile, the 3.0TDI V6 is offered in the Style, PanAmericana and flagship Aventura grades. Finally, the 2.3TSI motor is exclusive to the PanAmericana trim level.
Transmissions for VW Amarok Engines
In South Africa, 5 of the 14 Volkswagen Amarok derivatives are available with a 6-speed manual gearbox, all in conjunction with the 2.0TDI engine. Life derivatives offered with this powerplant, however, can be optionally specified with a 6-speed automatic cog-swapper.
Meanwhile, the 2.0BiTDI, 3.0TDI V6 and 2.3TSI ship standard with the 10-speed automatic transmission.
Which Amarok Engine is Most Fuel Efficient?
So, which Volkswagen Amarok engine offers the most wallet-friendly fuel economy? Well, VW’s claimed figures for the 2.0TDI engine range from 6.9- to 7.7 L/100 km, depending on the transmission, driven wheels and body style.
Available only in 4Motion guise, the 2.0BiTDI motor has a listed figure of 7.5 L/100 km. Finally, the 2.3TSI is, unsurprisingly, the thirstiest of the bunch, sipping unleaded at a rate of 9.7 L/100 km, VW claims.
Q: How many engine options are available for the Volkswagen Amarok in South Africa, and which one is the newest?
A: The Volkswagen Amarok range in South Africa includes a total of four engine options. The latest engine to join the range, debuting locally in October 2025, is the 2.3-litre turbopetrol (2.3TSI) motor, which also marked the introduction of petrol power for the 2nd-generation Amarok.
Q: What are the peak power and torque outputs for the four available Amarok engines?
A: The peak outputs for the Volkswagen Amarok engines are: 2.0-litre single-turbo diesel (2.0TDI) at 125 kW and 405 Nm; 2.0-litre bi-turbo diesel (2.0BiTDI) at 154 kW and 500 Nm; 3.0-litre V6 turbodiesel (3.0TDI V6) at 184 kW and 600 Nm; and the 2.3-litre turbopetrol (2.3TSI) at 222 kW and 452 Nm.
Q: Which transmissions are paired with the Volkswagen Amarok engines in South Africa?
A: The base 2.0TDI engine is available with a 6-speed manual gearbox (standard on five derivatives) or an optional 6-speed automatic transmission. The remaining engines—the 2.0BiTDI, 3.0TDI V6, and 2.3TSI—all ship standard with a 10-speed automatic transmission.
Hyundai SA boss ‘not a fan of multi-franchise’ dealers
Hyundai Automotive SA’s boss says he’s “not a fan of multi-franchise” dealers, suggesting that “4 or 5 brands” in one dealership results in a loss of focus…
Hyundai’s local CEO says multi-franchise dealers “lose focus”
“I refuse that they multi-franchise [Hyundai] with the Chinese”
Says Motus-owned dealer network “promotes from within”
The head of Hyundai in South Africa says he’s “not a fan of multi-franchise” dealers, suggesting that squeezing “4 or 5 brands” into a single dealership results in a loss of focus.
Stanley Anderson, CEO of Hyundai Automotive South Africa, was speaking during an interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s South African Auto Week 2025 in Gqeberha in the Eastern Cape at the start of October.
“If you look at all these new brands that have come in, they’re all multi-franchise. Especially the independent groups – they’ll put 4 or 5 brands in one building [with] one workshop. I’m not a fan of multi-franchise because you lose focus,” he told us.
“You sell what’s flavour of the month and whoever that manager is, he’s got 4 or 5 brands to keep happy – he’s always in meetings; he’s always away. Whereas 99% of our 43 dealers – and that’s close to 70% of our volume – [are] standalone Hyundai,” said Anderson, adding that way there are “no distractions”.
Year to date at the end of October 2025, Hyundai Automotive SA is 4th overall.
Motus Holdings – which imports and distributes the Hyundai, Kia, Renault, Mitsubishi and Tata (the latter restricted to passenger vehicles) brands in South Africa – said in its latest integrated report that 70% to 75% of its new-vehicles sales volumes were generated through Motus-owned dealerships, with the remainder sold via independent dealerships.
That said, in the retail-operations (as opposed to import and distribution) part of its business, Motus recently increased its Chinese-brand representation, now representing 9 marques from the East Asian country: BAIC, Chery, GWM, Haval, Jetour, Jaecoo, MG, LDV and Omoda.
In June 2025, the Santa Fe launched as Hyundai Automotive SA’s first hybrid.
Anderson emphasised that if an independent dealership group already authorised to sell Hyundai models approached him with a proposal to put a Chinese brand in the same showroom, he would flat-out refuse.
“I refuse that they [independent dealer groups] multi-franchise [Hyundai] with the Chinese – you must choose. If you come to me and say you want to put Jetour in [with a Hyundai dealer], I’ll say ‘well, then choose – either Hyundai or Jetour’. I refuse. Other brands are allowing it, unfortunately, but I just refuse.”
The launch of the Exter has helped increase Hyundai Automotive SA’s sales volumes.
Anderson – who was promoted into the local CEO role in July 2025 after almost 25 years with Hyundai Automotive South Africa – added that his dealers further defined themselves by their “activity-driven culture”.
“We have a very good performance culture in our dealer network. We also promote from within. We’ve seen if you take a dealer principal from Toyota or Volkswagen into Hyundai, it just doesn’t work,” he concluded.
Frequently Asked Questions (FAQ)
Q: What is the CEO of Hyundai Automotive SA’s stance on multi-franchise dealerships?
A: Stanley Anderson, the CEO of Hyundai Automotive South Africa, stated he is “not a fan” of multi-franchise dealers, suggesting that having “4 or 5 brands” in one location results in a loss of focus and distracts from their primary business. He notes that 99% of Hyundai’s 43 dealers are standalone.
Q: Does Hyundai Automotive SA allow its independent dealers to co-franchise with Chinese automotive brands?
A: Anderson explicitly stated, “I refuse that they multi-franchise [Hyundai] with the Chinese – you must choose”. He requires independent groups to select either Hyundai or the Chinese brand if they approach him with such a proposal.
Q: What approach does Hyundai Automotive SA take regarding its dealer network’s staffing and culture?
A: Anderson said that their dealer network operates with an “activity-driven culture” and a policy to “promote from within”. He added that taking a dealer principal from a competitor like Toyota or Volkswagen “just doesn’t work” within the Hyundai network.
Geely has become the umpteenth Chinese car brand to enter/re-enter the South African market over the last two years. But what does the new Geely E5 offer compared to its Chinese rivals?
When Geely exited the local market many years ago, there were no Chery sub-brands like Jetour or Jaecoo. And GWM’s Haval range wasn’t the mainstream hit it has become. Geely now enters a much more competitive South African SUV with the Geely E5.
Geely owns Volvo and holds a significant shareholding in Mercedes-Benz, giving it a good understanding of what luxury car buyers want. Combine that design awareness with the cost advantages of being a Chinese car company, and you know the new-generation Geely vehicles are all about value and an impressive tech stack.
Although it is one of China’s most established car companies, re-entering the South Africa market isn’t easy. But is the value offering strong enough to attract buyers in the frenzy of affordable luxury and tech offered by so many Chinese car companies in South Africa, at the moment?
Full width rear lighting strip is very VW SUV…
What Geely E5 Aspire offers
It’s a mid-sized SUV/crossover with a lot of Macan/Tiguan design inspiration. Clean lines, uncomplicated surfaces and decent passenger/luggage space.
There’s 461 litres of luggage space and a 51-litre underfloor storage area if you need really safe storage for valuable items. Or some wet/muddy adventure gear. But, like many Chinese SUVs the E5 doesn’t have a spare wheel, at all. It doesn’t even have a space saver. This is always an issue on South African roads due to pothole-strike risk.
At the effective R600 000 pricing threshold, the E5 Aspire offers a lot more standard cabin comfort and convenience equipment than you’d find on any Toyota or VW. There’s a 6-way electrically adjustable driver’s seat, front-seat ventilation, a 15.4-inch touchscreen, and a 10.2-inch instrument cluster.
The value offering is enhanced by the absence of many superfluous features that add cost without real value. Features like a panoramic sunroof and multi-colour ambient cabin lighting.
In a market with so many Chinese value SUVs with blended petrol-electric powertrains, why does E5 matter? Because it’s being marketed, at its launch price, as the most affordable PHEV. Total system outputs with the 1.5-litre naturally aspirated engine and electric motor are 193 kW. Don’t expect crazy acceleration, though, because E5 is hauling along a heavy 18.4 kWh lithium-iron phosphate battery back.
Benchmark acceleration is adequate: 0-100km/h in only 8 seconds. But it is underwhelming for something with nearly 200 kW. Why? Because E5 PHEV is heavy, at 1730 kg.
Efficiency was Geely’s goal with this PHEV SUV. Not performance. E5 is capable of a daily commute (80 km) on pure battery power. The total theoretical driving range, in ideal conditions, with a fully charged battery and a brimmed tank of fuel, is 943 km.
Geely is making a bold launch statement with the E5 Aspire, at R599 900. But does it really offer better value than other similarly-sized Chinese PHEV SUVs?
Power, space and a full size spare. Chery gets a lot right with this PHEV.
Chery Tiggo 7 CSH Plus R619 900
Same battery and engine size as the E5, but turbocharged. That helps the Tiggo 7 CSH to a total system output of 265 kW, making it a third more powerful.
The average fuel consumption with full battery assist is 4.9l/100 km, and the Tiggo 7 CSH has a theoretical driving range of 1200 km. And 93 km of pure EV-mode driving, which should cover a daily commute and school run with ease.
Chery’s most affordable mid-size PHEV SUV offers impressive standard equipment that Geely’s E5 Aspire doesn’t have. Inside the Tiggo 7 CSH, you’ll find powered front seats that also feature heating and cooling. There’s wireless charging, which the E5 Aspire doesn’t have, and front parking sensors with 540-degree surround camera functionality – both missing on the E5 Aspire.
There is a significant space difference between E5 Aspire and Tiggo 7 CSH is in the luggage area. The Tiggo 7 CSH’s luggage capacity is nearly a fifth larger at 626-litres. And crucially, it has a full-size spare wheel, which is a big win and proves that whoever did the local product planning for the Tiggo 7 listened to South African driver needs.
Chery’s Tiggo 7 CSH Plus is only about R20 000 more than Geely’s E5 Aspire, but it has significantly more performance, luggage space, standard equipment, and that anxiety-reducing full-size spare wheel.
Aero wheels, plenty power and many standard features. J7 offers a lot.
Jaecoo J7 SHS R689 900
Another Chery sub-brand offering a lot more power and spec than the Geely E5 Aspire, for not a lot more money.
Similar powertrain to the Tiggo 7 CSH, but slightly less total system power at 255 kW. Acceleration, overtaking performance and cruising refinement are still excellent. So is the range and average consumption. With a fully charged battery, you have 90 km of pure EV driving range. Start a journey with the 60-litre fuel tank and battery pack both full, and you have 1200 km of theoretical ideal cruising range.
J7 SHS has a lot more equipment than E5 Aspire, which is expected, as it’s priced nearly R100 000 higher. A panoramic sunroof, wireless charging, 15.8-inch touchscreen with Apple CarPlay/Android Auto, and a 360-degree camera are all standard features on the J7 SHS.
Its only real point of vulnerability is the missing spare wheel. This is a real issue on South African roads, where potholes and road debris can trigger tyre failure at the most inopportune times. In the J7 SHS, you’re relying on a tyre-inflation kit if anything goes wrong.
BYD is globally renowned for its advanced battery tech and futuristic interiors.
BYD Sealion 6 Comfort R639 900
Everyone knows BYD is the global leader in EVs, but the BYD PHEVs are what really matter to South African buyers.
The most affordable Sealion 6 Comfort can’t match the performance of any of the other Chinese PHEVs listed here. It has a similar-sized battery pack (18.3 kWh) and a 1.5-turbopetrol engine, but BYD’s engineers have configured the front-wheel drive Sealion 6 Comfort for peak efficiency instead of performance.
Sealion 6, in its front-wheel-drive configuration, has a total system output of only 160 kW. That means average acceleration (0-100km/h in 8.5 seconds), but the EV-only driving range is decent enough at 80km. With all energy systems charged and a full tank of petrol, you can expect average real-world consumption of 5.5l/100km.
Its luggage space is also the smallest of all, at only 425-litres. And there’s no spare wheel, either.
Sealion 6 has a lot of standard equipment. There’s a full ADAS suite with all the collision-avoidance and intervention systems you need, and a panoramic sunroof, which you really don’t need.
Inside, there is dual wireless charging and 8-way power adjustment for the driver seat. The 15.6-inch rotating infotainment touchscreen has excellent graphics, clarity and processing power. Best of all, it supports both Apple CarPlay and Android Auto.
Is the Y62-series Nissan Patrol worth considering as a used buy? Let’s take a look at this V8-powered ladder-frame-based SUV’s strengths and weaknesses…
Endowed with a naturally aspirated V8 petrol engine, a robust ladder-frame chassis and 7 seats, the Y62-series Nissan Patrol was unashamedly “old school”. But despite its advanced age and comparatively out-of-date configuration, this 3-row behemoth survived in South Africa all the way into 2025.
Entirely fitting, if you ask us, considering the Patrol still holds the title of the Yokohama-based brand’s longest-running model series, with a legacy that stretches back to the “4W60” of 1951.
The Patrol arrived in SA nearly 8 years after its global reveal.
Of course, the Y62 series positively dwarfed the 4W60 original. In fact, measuring a whopping 5 165 mm long and standing nearly 2 metres broad (excluding its side mirrors), the 7th-gen Nissan Patrol was perhaps dimensionally overqualified to serve as the Japanese brand’s flagship SUV in Mzansi.
Interestingly, the Patrol effectively replaced the closely related Infiniti QX80 in the local market, with the latter Z62-series model enduring a short but comparatively unsuccessful stay in South Africa. Just like the Infiniti brand itself, then.
Considering its positioning, it’s no surprise the Patrol wasn’t a volume driver.
Still, the Patrol was anything but a volume driver. In fact, according to figures reported to industry representative body Naamsa, the Japanese firm sold just 115 units in 2023, a figure that fell to a mere 81 examples in 2024. Just a few units were registered in the opening months of 2025, before Nissan SA quietly pulled the plug on the Patrol.
Although the Y63-series Nissan Patrol, which features a twin-turbo 3.5-litre V6, was unveiled in September 2024 and has since gone on sale in various Middle Eastern markets (as well as in North America), a delay in right-hand-drive production means it’s planned to arrive in South Africa only in 2027.
Nissan Patrol (Y62) model line-up in SA
By the time the Y62 Patrol arrived in SA, it had already been facelifted.
The Y62-series Nissan Patrol was revealed in Abu Dhabi in February 2010. However, South Africa had to wait until December 2017 – yes, nearly 8 years later – for this model to make local landfall (the Infiniti QX80, meanwhile, plugged part of that gap, from 2015 until the Patrol’s arrival).
When it did finally touch down, the Patrol had already benefitted from a facelift. At launch in Mzansi, just a single derivative was available. Curiously, while the press material referred to this variant as the “Premium” grade, official specification sheets and brochures listed the trim level as “LE”.
In August 2020, an updated version of the Patrol arrived in South Africa, sporting more modern front-end styling, revised taillamps and a fresh design for its 18-inch alloy wheels.
Inside, the upgraded SUV gained new diamond-stitch quilted leather seats (with “added padding”), while extra insulation saw “significant reductions” in noise and vibration, according to Nissan.
The Patrol scored another styling update in 2020.
Nissan SA made no further official updates to the Patrol. However, in 2023, the BB Group of Nissan dealerships launched a “Black Hawk” limited-edition variant, complete with an aggressively styled body kit and a supercharger boosting the V8’s outputs to 396 kW and 772 Nm. We’re told these updates were “endorsed” by Nissan SA, with the warranty and service plan seemingly remaining intact.
In the end, the Y62-series Patrol enjoyed a nearly 8-year run in South Africa. Still, by the time it had quietly driven off into the local sunset around April 2025 (despite right-hand-drive production continuing for markets such as Australia), this generation was more than 15 years old.
What are the Y62-series Nissan Patrol strengths?
The Y62-series Patrol was all about the V8.
Plenty of V8 shove: What was the burly Patrol’s defining feature? We’d argue it was its powertrain. The naturally aspirated 5.6-litre V8 (VK56 K1) churned out a heady 298 kW at 5 800 rpm and 560 Nm at 4 000 rpm, peak outputs that were delivered to all 4 corners via a 7-speed automatic transmission.
Though Nissan didn’t list an official 0-100 kph time, the figure was thought to be somewhere around 7.5 seconds, despite the Patrol weighing in at more than 2.7 tonnes. Since there was no need to wait for pesky turbochargers to spool up, the smooth-revving V8 exhibited near-instantaneous throttle response.
Effortless overtaking oomph? Check.
This resulting effortless overtaking grunt was accompanied by a creamy V8 engine soundtrack, though the exhaust note was somewhat muted – in line with this SUV’s premium character. All that oomph also made the Patrol a highly capable towing vehicle, with Nissan listing a braked towing capacity of 3 500 kg.
Genuine off-road ability: The Y62-series Patrol was an exceedingly comfortable SUV on tarmac, thanks to its forgiving suspension set-up and meaty 265/70 R18 tyres. But it also excelled off the beaten track, where it benefitted from a 4WD system featuring “Auto”, “4H” and “4L” settings (activated via an electronically controlled part-time transfer case) plus “Rock”, “Sand” and “Snow” modes.
The hulking SUV was highly capable off the beaten track.
Other useful 4WD features included a rear differential lock, a rear helical limited-slip differential (LSD) and hill-descent control, while the listed ground clearance was a lofty 272 mm. The approach, breakover and departure angles came in at 34.3-, 24.4- and 26.2 degrees, respectively. Interestingly, the Patrol came fitted with Nissan’s “Hydraulic Body Motion Control” system rather than air suspension.
Loads of interior space and spec: Considering its exterior dimensions, it should come as no surprise that the Patrol’s cabin was cavernous. Nissan claimed the Y62 series boasted the “largest interior space in its class”, while even the 3rd row of 2 seats was capable of accommodating average-sized adults.
Plenty of space inside.
Befitting its flagship status, specification levels were lofty. The front seats, for instance, were not only trimmed in leather but power adjustable and climate controlled. A heated steering wheel, an electrically adjustable steering column, dual-zone climate control (with dedicated 2nd-row controls), satellite navigation and a 13-speaker Bose audio system (with a subwoofer and amplifier) were also standard.
Occupants of the 2nd row enjoyed access to 8-inch screens fitted to the rear of the front-seat headrests, while 9 cupholders and 4 bottle holders were scattered around the cabin. A sunroof, a powered tailgate and a raft of safety features (from a 360-degree camera, parking sensors and intelligent cruise control to lane-departure warning and an off-road monitor) also made the list.
What are the Y62-series Nissan Patrol’s weaknesses?
The V8 had a bit of a drinking problem…
Extremely thirsty V8 engine: There is no escaping the fact that the Y62-series Patrol‘s V8 powerplant was incredibly thirsty. In fact, the Japanese automaker’s local division listed a claimed combined fuel consumption as high as 14.4 L/100 km. In the real world, of course, the figure was even loftier.
While this likely wasn’t an issue for customers in oil-rich Middle Eastern markets, it surely put off several potential buyers here in South Africa. Still, at least Nissan fitted the Patrol with a 140-litre tank, allowing it to compete with more fuel-frugal competitors on cruising range (and indeed overlanding potential).
At least the Patrol had a 140-litre fuel tank.
In addition to significant fuel spend, buyers had to contend with arguably higher-than-average general running costs. The Patrol’s hefty weight, for instance, resulted in accelerated wear and tear on friction components such as brakes and tyres.
Lack of a turbodiesel option: If the Y62-series Patrol had been available in turbodiesel form, would it have attracted more local buyers? The answer is unquestionably “yes”, since diesel was – and remains today – the fuel of choice in this segment.
Outdated cabin: Despite being crammed full of standard equipment, the Patrol’s cabin felt outdated from the very moment the vehicle landed in Mzansi. Unsurprising, perhaps, considering the Nissan’s Y62 series traced its roots all the way back to 2010.
We suspect there were few fans of the glossy woodgrain trim applied to the centre console and dashboard, while the 8-inch touchscreen that did duty throughout the Patrol’s local lifecycle felt primitive compared to rival systems. This lack of modern infotainment was all the more frustrating since various other markets upgraded to a larger touchscreen (with Apple CarPlay and Android Auto) and a redesigned centre console years before the SUV was discontinued in our market.
How much is a used Nissan Patrol in SA?
When viewing a used example for sale, check for underbody damage.
In South Africa, the Y62-series Patrol shipped standard with a 6-year/150 000 km warranty, as well as a 3-year/90 000 km service plan (with intervals of 15 000 km). The only listed options were “Nissan Approved Accessories” in the form of a detachable flange-type tow bar and an electrical towing kit.
At launch back in December 2017, the Patrol was priced at R1 299 000, while the last list price we saw for this model before its exit from the South African market in 2025 was R1 779 900.
At the time of writing, most examples on the used market were facelifted models.
When shopping on the used market, we’d suggest steering clear of modified examples, where possible. Furthermore, since the Patrol was lauded for its off-road prowess, it’s imperative to check for underbody damage that may have been sustained during overly enthusiastic jaunts off sealed surfaces.
At the time of writing, we found only 12 examples of the Y62-series Nissan Patrol on Cars.co.za. Just 4 took the form of the pre-2020 version, while 3 were supercharged “Black Hawk” derivatives. Another 2 examples were fitted with superchargers; 1 of those units also featured a so-called “Falcon” body kit.
The unmistakable front end of the Black Hawk edition.
Mileages ranged from just 500 km on the single 2025 model-year unit listed to 140 000 km on a stock-standard 2017 example. White was the most common paint colour, accounting for 7 of the 12 listings.
Below R800 000: We discovered just 3 listings below this price point, with one example from each of the opening 3 model years. All showed mileage over 90 000 km and all appeared unmodified.
R800 000 to R1 000 000: A further 3 units were positioned between these pricing bookends. Here we found a low-mileage 2019 example along with a pair of 2021 units, each showing around 80 000 km.
R1 000 000 and up: A 7-figure budget unlocked access to the remaining 6 listings. This group comprised a standard 2024 unit along with the 5 supercharged examples mentioned above. The most expensive Patrol we found was a 2023 Black Hawk – fitted with a B6 discreet armouring package, no less – listed for R3 599 999.
Which Y62-series Nissan Patrol should I buy?
The updated model featured thoroughly overhauled styling, front and rear.
Since the Nissan Patrol was available locally with just a single powertrain option, you need only decide which exterior design you prefer: the earlier version or the updated iteration that arrived in August 2020.
Of course, your budget may ultimately make that decision for you. But we’d argue the more modern styling of the latter – led by the so-called “V-motion” grille up front – is considerably easier on the eye, so we’d favour a later model year.
What models competed against the Y62-series Patrol?
The Patrol’s key rival was Toyota’s Land Cruiser 200.
In South Africa, the Y62-series Nissan Patrol’s chief rivals were the likewise ladder-frame Toyota Land Cruiser 200 and the Toyota Land Cruiser 300 that followed in 2021. By extension, the Lexus LX – initially in J200 form and later in J310 guise – was also a Patrol competitor.
Shoppers in this large 7-seater SUV segment might also have considered the 5th-gen Land Rover Discovery and even the L663-series Land Rover Defender (either the 110 with an optional 3rd row or the longer 130). There were also the usual German suspects, but they appealed to a different kind of buyer.
The Patrol has a modestly sized yet loyal fanbase.
Ultimately, the biggest thorn in the Patrol’s side in local-sales terms was Toyota’s Land Cruiser, which was crucially available in turbodiesel form. While the big Nissan wasn’t anywhere near as popular in South Africa as its Toyota-badged rivals – which makes unearthing a well-maintained, stock-standard example anything but straightforward – it nevertheless built up a modest but loyal local following.
After all, there’s something eminently charming about an old-school SUV with a thumping V8 under its bonnet – particularly to shoppers who have a least 1 foot planted in the “there’s no replacement for displacement” camp. Add proven mechanicals and authentic off-road chops, and we can certainly see the appeal. Now, if only petrol were a mite cheaper…
Stellantis SA boss says new Chinese brands must ‘invest’
The head of Stellantis SA says Chinese brands “build great vehicles” and have a “right” to enter the local market, though he has called on newcomers to “invest in the country”…
Local Stellantis boss calls for “level playing field”
Says modern Chinese brands “build great vehicles”
Stellantis launches China-founded Leapmotor in SA
While the man at the helm of Stellantis South Africa says new Chinese brands have “a right” to enter the local market, he has called on government to strongly encourage them to “invest in the country”.
Mike Whitfield, Managing Director of Stellantis 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.
Mike Whitfield during the Cars.co.za podcast.
“The competition is real – it’s not going to change – and protectionism has a short-term impact. However, let’s not underestimate the importance of ensuring that we at least put the local market on a level playing field,” the veteran executive told us.
“By the same taken, there needs to be strong encouragement for [new brands] – and I’m not talking about [companies that sell] 100 or 200 [units a month], but the bigger players that are coming in – to invest in the country, one way or another, in terms of manufacturing.”
The brands under the Stellantis umbrella.
Whitfield, who took the helm at Stellantis SA in September 2023 after a 42-year career with Japanese automaker Nissan, added that modern Chinese brands generally “build great vehicles”, something he suggested they could be doing locally, too.
“They’ve got a right [to come into SA] – they build great vehicles. Quality is good, technology is good, design is good. Competition is healthy, but it must be on a level playing field. I really believe that government should be working very closely with those brands to invest in the country and do proper investment,” he said.
The Stellantis site in Coega (image distributed late in 2024 by the Coega Development Corporation).
“Protectionism is not the long-term solution. We need to create the business environment – and a strong enough business case – for those who want to be part of this economy and benefit from it, to also invest in it.”
Interestingly, Stellantis SA – which plans to start local assembly the Peugeot Landtrek in the Eastern Cape “towards the end of 2027” – recently welcomed a Chinese brand to its stable. Leapmotor International is a joint venture (with exclusive rights outside of China) between Chinese firm Zhejiang Leapmotor Technology and Stellantis, with the latter holding a 51% majority stake.
Stellantis SA launched the Leapmotor brand in SA in October 2025.
The new-to-Mzansi brand thus falls under the broader Stellantis umbrella, alongside marques such as Alfa Romeo, Citroën, Fiat, Jeep, Opel and Peugeot. As such, it effectively leverages Stellantis South Africa’s existing sales and service network.
As a reminder, Stellantis is a Netherlands-based multinational corporation that was formed in early 2021 with the merger of Fiat Chrysler Automobiles and the PSA Group.
Frequently Asked Questions (FAQ)
Q: What is the Stellantis South Africa Managing Director’s view on modern Chinese vehicle brands entering the local market?
A: Mike Whitfield, Managing Director of Stellantis South Africa, stated that modern Chinese brands generally “build great vehicles” with good quality, technology, and design, and that they have a “right” to enter the South African market.
Q: What action did the head of Stellantis SA call for regarding Chinese brands entering the country?
A: Whitfield called on the government to strongly encourage new Chinese brands, particularly the bigger players, to “invest in the country,” especially in terms of manufacturing. He believes this is necessary to ensure a “level playing field” for the local market.
Q: How is Stellantis SA directly involved with a Chinese brand?
A: Stellantis SA recently launched the Chinese brand Leapmotor in South Africa. Leapmotor International is a joint venture (with exclusive rights outside of China) between Stellantis, which holds a 51% majority stake, and Chinese firm Zhejiang Leapmotor Technology.
