1965 Porsche 911: Classic Drive

We track down a fully restored 1965 Porsche 911 2.0 SWB in Pretoria. In the more than 60 years since the first model made its debut, the 911 has become a true sportscar icon. But what is it like to drive in 2025?

It doesn’t take long to realise that the Porsche 911 is probably the only sportscar that has stayed so close to its roots for as long as 6 decades. The engine has the same number of cylinders and is positioned in the same location in the car – just to name just 2 examples. Of course, the car has grown (immensely) and never before has there been such a wide variety of new 911 variants as today, but there is a clear thread that runs from 1963 (when the car was unveiled at the Frankfurt Motor Show) to 2025.

If you’re an enthusiast, you’ve probably wondered about what an early 911 model is like to drive. Would it be fair to assume that such a car is painfully slow, cumbersome and has terrible handling? It depends on what you compare it with, but bear in mind, in its heyday, this car achieved much motorsport success.

The details

This 1965 Porsche 911 2.0 SWB has been with its current owner for 6 years. It is chassis number 300757 and appears to be 1 of only two 911s in South Africa that date from 1965. The Certificate of Authenticity from Porsche states that the heating system was the only option that the original owner specified for this vehicle. The system is installed at the front and can only be seen when you lift the carpet and open a small compartment. It makes sense, as the dealer that sold it was AMAG Suisse, located in Switzerland.

The owner found the car when it was in the middle of restoration at Bailey Cars in Johannesburg and immediately expressed interest in it. Following the restoration, the owner has been enjoying the car and maintaining it to perfection. Up close, and even from some distance, the car presents as if it’s “in perfect factory original condition”. At the rear is the gold-coloured Porsche script with the “911” towards the right side. Flip the engine cover open and the clean 2.0-litre flat-6 petrol engine presents itself. During the era before Fuchs wheels, Porsche fitted 10-hole wheels, which also featured on the earlier Porsche 356.

1965 Porsche 911 rear three-quarter view (tracking)

“I think the 911 had a very subdued start, but the 356 had to evolve. It might have been similar to when the 911 went from air-cooled to water-cooled in the Nineties – a lot of enthusiasts were unimpressed at the time,” says the owner. “If you park a late 356 next to this 911, you see the improvement it represents. Visually, there are a lot of similarities, but you can also immediately see all the design updates.”

It is hard to believe, but before this 1965 Porsche 911 was restored, a previous owner was modifying it into a Turbo-bodied 911. Thankfully, it ended up in the right hands!

1965 Porsche 911 steering wheel and instrumentation

“The main reason I bought the project was that I always wanted a 911 – the pinnacle of the Porsche brand. It was coincidently sold in Switzerland by the same firm that sold my 356 A. At first, the owner of Bailey Cars wasn’t interested in selling it, but we eventually struck a deal. That happened in 2018.

“Elements that stand out for me are the original 2.0-litre flat-6 engine and this very basic off-white paint finish, which is reminiscent of early 911s; in terms of their colours, the early 911 looked quite bland.”

Specifications:

Model: 1965 Porsche 911 2.0 SWB
Engine: 2.0-litre, flat-6 petrol
Power: 95 kW at 6 100 rpm
Torque: 174 Nm at 4 200 rpm
Transmission: 5-speed manual
Weight: 1 080 kg
0-100 kph: 8.7 seconds (claimed)
Top Speed: 210 kph (claimed)

Behind the wheel

The 1st thing that grabs your attention is the car’s small footprint; the 1965 Porsche 911 truly represents a “narrow body”. The moment you lower yourself into the comfy driver’s seat, the cabin feels snug, as if the car wraps itself around you. Outward visibility is great – only the thin pillars interrupt your view.

The cabin is a cosy and intimate space, for both the driver and the passengers. The instruments are very basic, but you have 5 dials in front of you, which is such an iconic element of the Porsche 911. The rev counter is marked to a redline just below 7 000 rpm.

In the centre of the steering wheel is the Porsche crest and, apart from the partially wooden rim, there is real wood along the lower part of the dashboard. To my right (this is a left-hand drive car, remember) is the radio and, lower down, the bent gear lever for the 5-speed, dog-leg manual gearbox.

The 1965 Porsche 911’s large-diameter steering wheel has a thin rim – and spokes. Furthermore, there is abundant floor space because there is no transmission tunnel to effectively bisect the cabin.

It is important to remember how different these early days of Porsche were compared to the – relatively – large car manufacturing company it is today. In 1960, according to The Porsche Book (by Jürgen Barth and Gustav Büsing), Porsche had only 1 250 employees, while of these 172 engineers and draftsmen were deployed in the design office and 204 carried out experimental work.

Back on the road, it doesn’t take long to get acquainted with the 1965 Porsche 911. To say that its driving experience is completely different to that of a late-60s or early-70s 911 model would be incorrect, but from behind the 2.0 SWB’s tiller, there is a clear relationship with some of the very last 356s.

However, the view from the driver’s seat is typical of a 911. The bonnet that dips down in the middle, plus the 2 fenders that house the headlamps (and indicate the front extremities of the car) are prominent.

As with most Porsches, the boxer engine dominates the on-road experience. It can easily be driven calmly with the rev needle moving between 2 500 and 3 000 rpm. Changing gears is relatively effortless – once you shift up and to the right from 1st gear, it’s easy to shift up and down between 2nd and 3rd.

1965 Porsche 911 luggage bay and spare wheel

These early transmissions can be tricky to operate if you have not driven an early 911 before. It only takes a few shifts to realise how easy it is to direct the bent gear lever through each shift up to top gear. You still can’t rush ‘shifts like you would in a modern Porsche, but you can change up/down without worrying that you’d miss a gear. It is an easy car to drive, both at speed and at a leisurely pace.

I realise this car does not have to be driven as sedately as we are often inclined to do with older cars. I pick up my pace and, within a few moments, I quickly understand why even this era’s Porsche 911 was campaigned in several rallies and other racing events – and achieved so many successes in a multitude of those races. For a car of this vintage, the steering wheel is also quite sensitive to minor inputs.

Within the first few turns the lightweight and compact nature of the 911 becomes clear. Because things happen slowly in and with the car, you can spend more time appreciating the steering feedback, the balanced suspension and the willing engine. Even from 3 000 rpm, the engine is eager to rev and past 4 000 rpm even more so. Although there is still around 2 000 rpm left, I change up shortly after 5 000 rpm.

As this is an extremely hot summer’s day in Pretoria, we have the front quarter windows open to direct air into the cabin, while the 2 rear pop-out windows have been opened to allow air to flow out of the back, which does make a difference! It also makes me much more aware of all the noises that enter the cabin.

Wilhelm Lutjeharms drives a 1965 Porsche 911

Apply the brakes and the 911 easily scrubs off speed, giving you even more confidence to drive the car in the way it was intended. On a busy road, there’s no chance to test the car’s peak cornering capability, but period reports do point out its on-the-edge handling quirks. When production of the B-Series began in 1969, these cars’ wheelbases increased by 57 mm, which apparently improved on-the-limit handling.

Even though it rides on plump, modestly sized tyres (165/80 R15 front and rear) the 1965 Porsche 911 changes direction with conviction and relatively little body roll – overall, it is a much more settled and involving driving experience than I expected. Considering the driving dynamics of some other European cars of the era, the 911 was one of the best sportscars, and that rings true for its successors as well.

Because the 1965 Porsche 911 tips the scales at only 1 080 kg, there is an honest level of enthusiasm from the engine that can certainly put a smile on your face. The claimed top speed of this model is 210 kph, which sounds a bit ambitious, but it could just be achievable…

Summary

Porsche quickly made some updates after the launch of the 911. For example, if you look at this car’s engine bay and compare it with pictures of the original launch model, the air intake system was changed.

This 1st-gen (1965) Porsche 911 is a true classic in every sense of the word. Whether you’ve driven or owned a 911 from as late as 1980, you will feel at home in its cabin and savour the driving experience.

Even with all the technological advancements that contemporary Porsche 911 models offer, I can fully understand why retro-, outlaw and restomod 911s have such a huge following among enthusiasts around the globe. For some of us, an elemental and analogue driving experience is sorely missing from new cars.

A lot of research, maintenance experience and plain old effort is required to enjoy these older cars, but then again, that is surely part of the classic car ownership experience. Needless to say, it is because of these first Porsche 911s that we can today enjoy some of the best sportscars on the planet.

Find a new or classic Porsche 911 listed for sale on Cars.co.za

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New BYD Sealion 7 EV confirmed for SA

The new BYD Sealion 7 fully electric crossover has been confirmed for South Africa, offering local buyers a coupé-like roofline and a claimed range of nearly 500 km…

We already knew the Shark 6 and Sealion 6 plug-in hybrids were scheduled to launch in South Africa in the opening quarter of 2025, but now the new fully electric BYD Sealion 7 crossover has also been confirmed for the local market.

As first spotted by the folks over at The Citizen Motoring, BYD Auto South Africa has quietly added the Shark 6, Sealion 6 and Sealion 7 to its local website, listing all 3 models as “launching soon”.

*A screenshot from BYD Auto SA’s website shows the Shark 6, Sealion 6 and Sealion 7.*

The Sealion 7 is the Chinese new-energy vehicle brand’s mid-size crossover pitched against the likes of the Tesla Model Y overseas. This battery-powered 5-seater measures 4 830 mm from nose to tail (and has a wheelbase of 2 930 mm), which – for local context – makes it around 20 mm longer than a current-generation Kia Sorento.

Though local specifications and pricing have yet to be announced, it’s perhaps worth noting the Sealion 7 is available in 2 flavours (each using an 82.56 kWh lithium iron phosphate battery pack) in fellow right-hand-drive market Australia.

Down Under, the rear-wheel-drive “Premium” derivative generates peak outputs of 230 kW and 380 Nm, with a claimed 0-100 kph time of 6.7 seconds and a WLTP range of 482 km. The all-wheel-drive “Performance” variant (with a motor on each axle), meanwhile, churns out 390 kW and 690 Nm, sprinting from standstill to 3 figures in a claimed 4.5 seconds and featuring a WLTP range of 456 km.

Inside the Australia-spec models, you’ll find a 10.25-inch digital instrument cluster and BYD’s 15.6-inch rotating touchscreen, along with features such as 128-colour ambient lighting, a 50 W wireless smartphone charger, a head-up display and a panoramic glass roof. Luggage capacity is listed as 500 litres, with a front compartment adding a further 58 litres of storage space.

BYD Sealion 7 interior — *The Sealion 7 features BYD’s rotating infotainment screen.*

Currently, BYD markets only the Dolphin, Atto 3 and Seal fully electric vehicles in South Africa. The imminent arrival of the Shark 6 bakkie, Sealion 6 and indeed the Sealion 7, however, will see the Chinese firm effectively double the size of its local range.

BMW X3 Rugged Under Consideration for SA

The BMW X3 Rugged has not yet been greenlit for production, but BMW SA reckons there’s appetite for an adventure-ready X3. Here’s what we know so far.

At the recent media launch of the G45-generation BMW X3, the brand took the opportunity to show off an accessorised X3 that features all-terrain tyres, a towbar-mounted bicycle rack and a BMW-branded roofrack. Unfortunately, we only got to see the vehicle after sunset and the available lighting was poor.

Right now, we understand that nothing has been confirmed for production and the vehicle we saw was just a working concept to be shown to the attending media to gauge reaction. There was mention of paint protective film (PPF) being fitted to help prevent scratches from bushes, commonly known in the offroading circles as ‘bush rash’.

While the M Sport trim level is the most popular by volume in our market, we reckon there could be some appetite for a derivative that loses the sporty suspension in favour of something more gravel-biased.

Read our first thoughts from the media launch of the BMW X3

However, our team was able to conjure up a render, giving you an idea of what a BMW X3 Rugged could look like. The concept is simple, give the G45 X3 a bit more capability in off-tar scenarios. Currently the CLAR platform in X3 application doesn’t make provision for air suspension, which would allow the ride height to be increased.

Officially, BMW claims 216 mm based on its technical documentation, but visually it looks a lot lower. All derivatives feature all-wheel drive, tagged as xDrive and automatic transmissions – a useful combination when it comes to gravel, sand and snow scenarios. We don’t think BMW needs to add anything mechanically other than a slight suspension raise and bash plates to protect the vulnerable mechanicals like the sump.

How soon could the BMW X3 Rugged go into production?

This is tough to answer as the BMW Group plant Rosslyn manufactures the G45 X3 not just for local consumption but also for export, and its the latter that takes priority here, with just 3% of the X3’s built headed to SA showrooms.

As a result, BMW SA has the best problem in the world; where demand outstrips supply and its not just a case of asking the factory to build more as the outputs are dictated by headquarters in Munich. For what its worth, the plant has an installed capacity of 77 000 vehicles annually. Currently there are 3 shifts operating 5 days a week, and around 110 vehicles roll off the line each day. As a reminder, the plug-in hybrid X3 30e is manufactured exclusively in South Africa for the world.

***BMW M Performance Parts for the G45 X3***

As for the X3 Rugged, we suspect that a number of things will need to take place before it gets approval. There’s the tricky subject of local homologation where a vehicle needs to be approved and conforms to SA specifications. We don’t think there’ll be a huge demand for this model, and naturally the current local order book will need to be satisfied first before the brand can expand on its portfolio.

Finally, the pricing and positioning. Does BMW SA make this a standalone derivative, or an option pack to be added onto the configurator? Remember that customising a vehicle on the configurator adds complexity and increased time to complete that build slot. An order with BMW Individual paints like the matte Frozen finish can’t be fulfilled at the SA plant as it doesn’t have the capability for such and the vehicle would need to be sourced from another X3 plant. As it stands, the high-performance X3 M50 is assembled by the USA’s Spartanburg plant.

We’ll update this article as soon as we hear any news regarding the BMW X3 Rugged. Would you consider a derivative like this? Should BMW SA greenlight this project?

New BYD Sealion 6: SA specs for 1 000 km PHEV revealed

The BYD Sealion 6 – with a slated range of up to 1 092 km – is set to launch in South Africa soon. Here’s a look at local specifications for this plug-in hybrid model…

The new BYD Sealion 6 – like the Chinese automaker’s highly anticipated Shark bakkie – is expected to hit the market in South Africa before the end of Q1 2025. And we’ve unearthed local specifications for this upcoming plug-in hybrid electric vehicle (PHEV).

We don’t yet have a firm idea of pricing but, for the record, SA’s most affordable PHEV is currently the 225 kW Toyota RAV4 2.5 PHEV at R980 000 (though Toyota SA Motors is not actively marketing this model). Still, we now at least know what to expect in terms of the Sealion 6 crossover’s specification. According to our information, the local Sealion 6 line-up will comprise 3 derivatives: Comfort, Dynamic and Premium.

Comfort and Dynamic derivatives combine a naturally aspirated 1.5-litre, 4-cylinder petrol engine with a front-mounted electric motor drawing urge from an 18.3 kWh battery pack. Peak outputs for this PHEV system come in at 160 kW and 300 Nm, facilitating a 0-100 kph sprint in a claimed 8.5 seconds. All-electric range is a listed 80 km, while the overall range is slated to be as high as 1 092 km.

Meanwhile, the flagship Premium variant upgrades to a turbocharged 1.5-litre petrol mill and adds a 2nd (rear-mounted) electric motor. This all-paw derivative’s maximum power and torque figures thus increase to 238 kW and 550 Nm, respectively, cutting the claimed 0-100 kph time to just 5.9 seconds (though the electric range dips to 70 km and the overall range falls to 961 km).

All 3 variants ride on 19-inch alloy wheels as standard and ship with a panoramic sunroof, LED headlamps, sequential rear indicators, rain-sensing wipers, dual-zone climate control, faux-leather upholstery, an 8-way power-adjustable driver’s seat, a 4-way power-adjustable front-passenger seat, a 12.3-inch digital instrument cluster and a 15.6-inch rotating touchscreen.

Safety features standard across the range include 7 airbags, adaptive cruise control, autonomous emergency braking, rear parking sensors, lane-departure warning, lane-departure prevention, emergency lane-keeping assist, front-collision warning, rear-collision warning, blind-spot detection, high-beam assist and a raft of other driver-assistance features.

The mid-tier Dynamic and top-spec Premium trim levels further boast a 360-degree camera system (as opposed to the Comfort derivative’s reverse-view camera), front parking sensors, 1-touch tailgate operation, a 10-speaker “Infinity” audio system (rather than the Comfort’s 6-speaker “Dirac” arrangement), dual wireless smartphone chargers and heated-and-ventilated front seats. Finally, the all-wheel-drive Premium variant additionally scores a head-up display.

Measuring 4 775 mm from nose to tail, the BYD Sealion 6 is by no means a small vehicle, coming in at just 20 mm shorter than the 7-seater Toyota Fortuner, for instance, and exactly the same length as the Omoda C9. For the record, BYD claims a luggage capacity of 425 litres.

In South Africa, the Sealion 6 is expected to be available in only 4 (muted) exterior colours: Time Grey, Arctic White, Delan Black and Smokey Grey. Interior colour schemes set to be offered include plain black and a black-and-brown combination.

Currently, BYD markets only fully electric vehicles in South Africa – in the form of the Dolphin, Atto 3 and Seal – though the imminent arrival of the Sealion 6 and the Shark 6 bakkie will see the Chinese firm move into the local PHEV segment.

BMW X3 (2025) Launch Review

The G45 BMW X3 has been on sale in South Africa for a few months – the 1st units, which were pre-ordered, have already been delivered to customers. While BMW SA ramps up production of the model, we head to Gauteng to try out the newcomer.

What’s new?

As a rival to models such as the Audi Q5, Mercedes-Benz GLC and Lexus NX, the 4th-gen BMW X3, codenamed G45, has been on sale in South Africa since late 2024. Seeing as its predecessor was the most popular BMW model globally (based on 2024 sales), its critical BMW continues the success story.

It may be a new-gen model, but at its core, it’s an evolution of the previous X3 – still based on the CLAR platform, but with a few enhancements. The newcomer sits wider and lower, and is physically longer, while the engine lineup is mostly carried over, but with the addition of 48V mild-hybrid technology.

The styling is bold, yet – in the time-honoured BMW tradition – it polarises opinions. Perhaps we’re still enamoured with the outgoing G01’s muscular looks that have barely aged, but the new model is a touch fussy by comparison and photography doesn’t quite convey some of the more intricate design elements.

Meanwhile, the cabin layout of the 4th-gen executive SUV has been overhauled and features extensive use of recycled materials in its construction. As expected, the latest BMW Operating System is smartly integrated into the curved digital screen, which combines the instrument cluster and infotainment setup.

There’s fancy-looking lighting too (lifted straight from the 7 Series) and the colours and themes reflect the car’s drive modes. Sport mode sees a red tone flood the cabin, while Eco gets a gentle blue hue.

While this cabin looks desirable and tech-forward, we encountered a few issues. Some of the often-used elements, such as the door handles, don’t feel substantial or grand enough for a premium product (at least at this price point) and, despite BMW’s attempts to simplify the plethora of menu options, the infotainment system is less than intuitive – it requires practice and patience to navigate.

Part of our driving experience was a visit to the BMW Group Plant at Rosslyn, Pretoria, which has been building BMW vehicles since 1973 and employs around 5 700 people. Before this 4th-gen X3, the plant also assembled the 3rd-gen X3 and several generations of the 3 Series sedan, to name a few models.

With an installed capacity of 77 000 units annually, the plant has a daily output of approximately 110 units with 3 shifts operating 5 days a week. Right now (February 2025), new X3 stock is all but accounted for, with BMW facing the best problem in the world – demand outstripping supply. The 20d and the plug-in hybrid are assembled locally, with the latter built exclusively in SA for both local consumption and export, while the flagship M50 is sourced from the BMW Group plant in Spartanburg, in the United States.

What’s on offer?

There are 5 derivatives in the local G45-series X3 lineup, with 2 trim levels and 3 engine options. The model is available in standard/base trim, but we suspect that most customers will opt for the sportier and perennially popular M Sport derivatives – we see no reason why that trend should change in 2025!

As far as the engine range is concerned, the range comprises a 2.0-litre 4-cylinder turbodiesel engine (20d), a 3.0-litre inline-6 turbopetrol engine (M50), as well as a 2.0-litre 4-cylinder turbopetrol plug-in hybrid (30e) power unit. Every X3 variant features all-wheel drive and an automatic transmission.

The 20d (145 kW/400 Nm), which combines good efficiency and punchy performance, seems the most sensible option, but the M50 caters to those who want serious pace from their executive SUV. Previously, this was badged as the M40 and it features the iconic B58 motor that produces 280 kW and 580 Nm.

With a claimed 0-100 kph of just 4.6 seconds, it’ll be the quickest X3 until BMW’s M division decides to churn out a fully-fledged M Competition model. Right now, that model is yet to be officially confirmed.

For those who want something different, the plug-in hybrid 30e makes an interesting case for itself. Combining a 2.0-litre 4-cylinder turbopetrol engine with an electric powertrain in a plug-in hybrid configuration has resulted in combined outputs of 220 kW and 450 Nm, with a claimed consumption figure of just 1.1 L/100 km. Naturally, this figure is a little far-fetched, but BMW did say that this applies to when the battery is fully charged – you can expect 7.9 L/100 km once the battery’s charge is depleted.

What is it like to drive?

We anticipate that the turbodiesel-powered 20d xDrive M Sport will be the most popular G45-series X3 variant and when the “ride and drive” section of the launch began, we made a beeline for that derivative.

The adoption of 48V mild-hybrid tech benefits efficiency, yes, but also the driving experience. When you accelerate hard, a small “e-boost” icon lights up to let you know that electric assistance is helping out.

With 145 kW and 400 Nm on tap, the 20d never struggles for motivation, while its 8-speed automatic transmission shifts effortlessly and smoothly. The BMW’s steering wheel is adorned with ‘shift paddles, but we never felt the need to utilise them – the ‘box is finely calibrated with the engine’s characteristics.

After the 1st leg of our route, which combined driving on open and urban roads, our test unit indicated a consumption of 7.2 L/100 km – a figure that will only improve the more time you spend on the highway.

Our test unit was an M Sport, therefore it was fitted with larger alloy wheels (wrapped in low-profile tyres) and a sports suspension, so we weren’t surprised the ride quality was on the firm side of pliant.

But considering the G45-series X3’s target market, a sportier on-road demeanour is quite acceptable, and it was balanced out by admirable road/wind noise suppression, which added to the refinement.

The X3 remains such a well-balanced proposition; it’s a comfortable family car, but when required to corner briskly, it feels agile with excellent body control, helped by the accurate, well-weighted steering.

How much does the G45 BMW X3 cost in South Africa?

BMW SA has not increased the prices of the X3 range since they were announced in September 2024. The BMW X3 is sold with a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan.

X3 20d xDrive	R1 136 417
X3 20d xDrive M Sport	R1 186 417
X3 30e xDrive	R1 260 000
X3 30e xDrive M Sport	R1 310 000
X3 M50 xDrive	R1 545 447

Summary

At the time of writing, we had only driven the 20d, with drives of the plug-in hybrid and M50 derivatives scheduled for the next day. Suffice it to say, this new-gen BMW X3 picks up right where the outgoing model left off, by providing a luxurious, well-packaged premium executive SUV that’s engaging to drive.

The engine range is likely to expand in the not-too-distant future, but right now, there’s little to fault the current line-up. For those who want to reduce their fuel bills, the pricing of plug-in hybrid derivatives is impressively close to that of their 20d siblings. While our petrolhead hearts desire the B58-powered M50, common sense says that a 20d (with a few choice options) is likely to be all the X3 you’ll need.

We look forward to conducting a deep-dive analysis of the new-generation X3 in the coming weeks.

GWM P500 PHEV loading? New 300 kW bakkie’s specs confirmed

The new GWM Cannon Alpha PHEV has been detailed in Australia. So, could this 300 kW plug-in bakkie be on the cards for South Africa as the GWM P500 PHEV?

Pre-orders for the new GWM Cannon Alpha PHEV have opened in fellow right-hand-drive market Australia. Why is this potentially significant for South Africa? Well, should this plug-in hybrid bakkie be approved for Mzansi, we’d likely see it here as the GWM P500 PHEV.

UPDATE: During its dealer awards event at the Sandton Convention Centre in Gauteng in late February 2025, GWM South Africa confirmed plans to offer the P500 HEV locally. Launch timing, however, has yet to be announced.

As a reminder, the P500 launched locally in August 2024 and is currently available with either the Chinese firm’s 2.4-litre turbodiesel engine or a turbocharged 2.0-litre petrol-hybrid powertrain generating 255 kW and 648 Nm.

GWM P-Series P500 — *The P500 launched in SA in August 2024.*

In contrast, the latest version of GWM’s big bakkie combines a plug-in hybrid system with the turbocharged 2.0-litre petrol motor. As now confirmed by the automaker’s division Down Under, this PHEV set-up delivers total peak outputs as high as 300 kW and 750 Nm.

Of course, whether the freshly detailed P500 plug-in derivative is indeed being lined up for South Africa remains to be seen (we’ve asked GWM SA but have yet to hear back). Still, it’s worth keeping in mind such a model’s final landed price – which would likely be well over the P500 HEV’s current R999 990 figure – would play a key role in any decision.

Indeed, as Desmond Els, Sales Director at GWM SA, explained to Cars.co.za during a podcast interview in October 2024: “When it comes to [PHEV in] the South African market, it’s all about cost. It’s a price-sensitive cost introduction that you need to be very considerate about”.

But back to the vehicle at hand. Paired with a 9-speed automatic transmission as standard, GWM says the new Hi4T powertrain offers “up to 110 km” of fully electric driving range (courtesy of its 37.1 kWh ternary lithium battery), resulting in a combined claimed range of 880 km. The corresponding claimed combined fuel economy comes in at just 1.7 L/100 km, though that’s using the optimistic NEDC system.

*A closer look at GWM’s Hi4T system built on the P500’s ladder-frame chassis.*

Braked towing capacity is listed as 3 500 kg, while GWM claims a water-wading depth of 800 mm and a ground clearance of 224 mm. However, the bakkie’s listed payload falls to 685 kg (down from the P500 HEV’s 735 kg and the P500 2.4TD’s 760 kg). The Australian-spec model features front, rear and centre locking differentials, a raft of terrain modes and selectable low-range gearing.

Interestingly, the new BYD Shark (320 kW and 650 Nm) is scheduled to launch in South Africa in March 2025 and thus looks set to arrive as Mzansi’s very first PHEV bakkie, beating both Ford’s upcoming electrified Ranger (which is technically not yet confirmed for SA despite the fact it will be built here) and the GWM P500 PHEV to the punch.

Ineos Grenadier (2025) Review

The Ineos Grenadier may have been inspired by a legendary off-roader, but it has enough merit to leave its own tyre tracks on the 4×4 enthusiast vehicle market. We drove the Diesel variant off the beaten track in Franschhoek to see how well it fares.

We like: Off-road capabilities, incredible levels of customisation, coolness factor.

We don’t like: Some minor ergonomic, refinement and finish issues, may seem too utilitarian, heavy steering.

FAST FACTS

Model: Ineos Grenadier 3.0TD Trialmaster Edition
Price: R1 862 100 (December 2024)
Engine: 3.0-litre inline-6 turbodiesel
Transmission: 8-speed automatic transmission
Power/Torque: 183 kW/550 Nm
0-100 kph: 9.8 sec (claimed)
Claimed fuel consumption: 9.3 L/100 km
Luggage capacity: 1 152-2 035 litres

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Where does the Ineos Grenadier Diesel fit in?

*One-trick pony from a brand with zero heritage? Let’s find out*.

The Ineos brand is a recent addition to the car world and the Grenadier station wagon (ahem, SUV) is its first product. So, how did the Grenadier come to be? The boss of Ineos, Sir Jim Ratcliffe, is a passionate adventurer and he aspired to produce a go-anywhere vehicle. Sir Jim attempted to purchase the rights to the original Defender from Land Rover and, understandably, (the firm now known as) JLR said no.

As a reminder, Ineos is a chemicals company and the closest automotive tie-in was initially sponsorship of the Mercedes-AMG Petronas F1 team in April 2020, but it subsequently became a shareholder, when it acquired a 3rd of the Brackley-based team later that year.

Ineos Grenadier Diesel rear three-quarter view — *The Ineos Grenadier crawls up a steep and rutted ascent.*

Development of the Grenadier began in 2017 and Ineos partnered up with some established brands, such as BMW (for powertrains), ZF (gearboxes), Brembo (brakes), Eibach (suspension), as well as Magna Steyr and Magna Powertrain (chassis and suspension).

If you’re an off-road fanatic, the name Magna Steyr should be familiar – the Austria-based company produces the iconic Mercedes-Benz G-Class in Graz. Interestingly, the Grenadier prototypes were sent to the same proving grounds as the G-Class (located in Schöckl), and it passed with flying colours.

Ineos Grenadier prototypes take on G-Class testing facility in Austria

*The Grenadier shows off its considerable ability in the G-Class’ backyard*.

Several low-volume vehicles have been produced by Magna Steyr, including the Toyota GR Supra, BMW Z4, Jaguar I-Pace, Mini Countryman, and Peugeot RCZ, as well as many other vehicles’ components.

It’s a niche product in the classic sense: “We want to build the world’s purest 4×4 and are aiming it at explorers, farmers and off-road enthusiasts across the globe,” Grenadier says.

While Ineos is very new to cars, it has called upon proven component suppliers and vehicle-assembly specialists to deliver a premium product. But is it worth your time and money?

It looks a lot like the now-retired Defender but is a far more modern offering.

We’d completely understand if you said the Ineos Grenadier looks like a copy of the original Defender. But, if you look at contemporary off-road SUVs, such as the Suzuki Jimny, Land Rover Defender, Mercedes-Benz G-Class and Toyota Land Cruiser, they conform to a traditional box shape.

That brings us to the Ineos Grenadier’s rivals. If you want go-everywhere capability and have about R1.8 million to spend, you can also consider the Land Rover Defender and Toyota Land Cruiser 300 (which seats 7), even if they’ve become progressively on-road biased and very luxurious models.

Compare the Ineos Grenadier to the Land Rover Defender and Toyota Land Cruiser 300

If off-roading and overlanding adventures are your primary reasons for purchase, then look to the retro Toyota Land Cruiser 76 or a demo Mercedes-Benz G-Class.

How the Ineos Grenadier Diesel fares in terms of…

Performance and Efficiency

The Ineos Grenadier Diesel is powered by a BMW-sourced 3.0-litre inline-6 turbodiesel engine. The motor (B57) produces 183 kW and 550 Nm, with power going to a permanent all-wheel-drive setup via a ZF-sourced 8-speed automatic transmission. The model is also available with an (again, BMW-sourced) B58 turbopetrol engine with 210 kW and 450 Nm.

Ineos Grenadier Diesel at the beach — *That ladder is not just for style. Like everything in (and on) the Grenadier, it is a functional accessory.*

This turbodiesel powertrain has been used in numerous BMW products throughout the years, such as the X5 30d (where it makes over 200 kW and 650 Nm, but interestingly, for its installation in the Ineos Grenadier Diesel, the motor’s outputs have been detuned for reliability and longevity.

Considering the Ineos Grenadier has a kerb weight of just over 2.7 tonnes and aerodynamic properties comparable to those of a block of flats (just a joke), we weren’t expecting much in terms of straight-line performance, but tested it anyway. The claimed 0-100 kph time of 9.8 sec was the reference point and we managed 9.4 sec, which we feel is impressive considering the model’s purpose and heft.

Ineos Grenadier Diesel centre console — *The BMW transmission lever (right) is flanked by a heavy-action low-range lever that will test your forearm strength.*

We’re well acquainted with this powertrain; in BMW models, it delivers sharp responses to accelerator-pedal inputs, as well as lively performance.

It’s much the same in the Grenadier Diesel: the shift-point mapping of the transmission is near-perfect and while there are no ‘shift paddles on the steering wheel, you can shift cogs manually by tapping the transmission lever. We didn’t feel the need to use that function though, the ‘box shifts quite smartly.

Ineos Grenadier Diesel steering wheel — *The multifunction ‘wheel is neat and simple to make it easier for drivers to executive technical off-road manoeuvres.*

Of course, no one expected that Ineos would get the Grenadier spot on with its very 1st attempt – there is room for improvement. As impressive as the powertrain is, we still discerned a small vibration from the turbodiesel engine at low revs and could feel it through the test unit’s pedals and steering wheel.

The turbopetrol inline-6 in the Grenadier Quartermaster (double cab), which we evaluated as a finalist in the 2024/25 Cars.co.za Awards programme was sonorous, but its fuel consumption was steep. However, the turbodiesel motor in this SUV variant is said to consume a more moderate 9.3 L/100 km. Given its 90-litre tank capacity, the 3.0TD Trialmaster therefore has a theoretical full-to-empty range of 968 km.

Ineos Grenadier Diesel infotainment screen — *This reskinned BMW iDrive system is intuitive*.

It’s not miserly, though. During its tenure in our fleet, the Ineos Grenadier Diesel indicated returns of between 10.5- and 12 L/100 km. Those figures could have been worse – and Ineos’ efficiency claim is a tad ambitious, anyway – but keep the 3.0TD’s thirst in mind when planning an adventure into the bundu.

Features and Practicality

Wow. The Grenadier’s cabin is simultaneously intimidating – and delightful! It features a multitude of buttons that “beg to be pushed” and, in an era in which vehicles are equipped with large touchscreens and very few fascia toggles, the Ineos feels refreshingly old-school and military-grade inside.

Ineos Grenadier Diesel front of cabin — *The Ineos Grenadier’s blocky fascia looks elementary but is packed with functionality.*

The driving position is commanding, and you are afforded excellent outward visibility. The left footrest is awkwardly positioned (perhaps it sits above a vital component?), but we soon got used to its location.

The standard “Recaros” are some of the finest car seats ever, with excellent bolstering and support; it certainly helps that they look great too. There is seating for 5, but an adult may be uncomfortable in the middle seat of the rear bench due to the intrusion of the bulky transmission tunnel (as shown below).

Ineos Grenadier Diesel rear bench — *Rear passengers get separate vents, plus USB charging points*.

There’s no traditional instrument cluster – you get a basic panel for warning lights. The rev counter, speedometer, fuel tank etc are integrated into the neat, high-tech infotainment screen.

*Android Auto functionality is neatly integrated with the Grenadier’s infotainment* system.

We found this infotainment system deeply impressive. It displays critical info clearly and concisely, along with plenty of additional content, such as system readouts, an altimeter and even a route recording app.

For added convenience and connectivity, Apple CarPlay and Android Auto are available (both of which connect wirelessly), USB-A and USB-C ports are located in the armrest and, finally, a high-end audio system is a nice-to-have in a vehicle that is this rugged, especially considering its great sound quality.

Ineos Grenadier Diesel off-road drive mode screen — *This display includes tyre pressures and -temperatures, plus a compass and altimeter.*

You cannot fail to notice the extra switchgear located in a neat roof panel positioned between the pair of individual sunroofs (Ineos calls them “safari roofs”), which are included as part of the Fieldmaster trim grade. Towards the rear is an array of auxiliary switches for add-ons such as extra lighting, a winch etc.

The Ineos online configurator allows you to spec a Grenadier as lavishly as you like… or stick with a simple base spec. The array of accessories is incredible – right down to an Ineos-branded shovel. To simplify matters, the Fieldmaster and Trialmaster trim grades group several nifty features together.

Ineos Grenadier Diesel safari roofs — *The Safari roof is a great concept and offers sufficient protection from the blazing sun.*

Trialmaster is tailor-made for the ultimate off-roader and our test unit looked ready to take on the world.

BF Goodrich all-terrain tyres, front- and rear differential locks, heated seats, a reverse-view camera, front park assist, heated side mirrors, heated windscreen washers, a raised air intake, exterior utility mounting points, a 400W inverter and auxiliary battery, a compass (with altimeter), a roof ladder and a reinforced bonnet are just some of the package’s highlights.

Ineos Grenadier Diesel roof-mounted control panel — *Roof-mounted switchgear would not look out of place in a jumbo jet’s cockpit and is perfect for a vehicle of this type.*

The roof-mounted panel houses the controls for the diff locks, off-road drive modes, exterior lighting, hill descent control and stability control, as well as a handy sizing guide for the vehicle (see below).

*This control panel incorporates 2 dif-lock controls, plus off-road drive- and wading modes.*

One of the coolest features of the Grenadier is its 2nd hooter. There is a main hooter (on the hub), as all cars have, but there’s also a much softer, subtle hooter (red button) to alert cyclists and pedestrians.

Ineos Grenadier Diesel 2nd-hooter button on the steering wheel — *Toot! The red button operates the gentlest car hooter in the world.*

As for luggage capacity, the Grenadier is said to accommodate 1 152 litres, which expands to 2 035 litres of utility space if you fold the 2nd-row seats down. Note these don’t fold completely flat.

You’ll also notice the rear seatbacks, load-bay floor and footwells are NOT trimmed in carpet material. So, when your Grenadier gets truly dirty inside, you can open the drains and hose out the interior.

Ineos Grenadier Diesel load bay — *The Grenadier load bay is practically trimmed and equipped with mounting points to secure cargo.*

It seems as if virtually every interior element of the Grenadier was designed to be fit for purpose. The infotainment screen can be operated while wearing gloves, and the battery is positioned under the rear seats (for safety and efficient packaging). But even if the chunky switches look swell and are all clearly labelled, some felt a little loose and perhaps too insubstantial to withstand long-term use.

For example, often-used buttons, such as the rotary fan controller, could be beefed up, and the same applies to the handbrake surround, which had worked loose. That said, most of the cabin felt hewn from solid and durable, which was emphasised by the heavy-duty doors that needed a proper slam to close.

Ineos Grenadier Diesel fascia — *The Ineos Grenadier’s fascia has clearly marked (and chunky) switchgear, but they don’t all feel substantial to operate.*

Ride and Handling

Considering the Ineos Grenadier is primarily an off-road vehicle, we’ll discuss its on- and off-road ride- and handling characteristics separately.

In terms of its on-road demeanour, the Grenadier is, unsurprisingly, a little cumbersome. It has a huge turning circle; the steering has more turns from lock to lock than any SUV that we’ve reviewed recently. It’s not the most direct steering setup either, which means your arms will get quite the workout as you make tiny corrections constantly. If you make long-haul road trips often, perhaps bear that in mind.

Speaking of the steering, the Ineos Grenadier Diesel eschews a traditional rack-and-pinion setup for a simpler recirculating ball system – presumably for better reliability under extreme 4×4 conditions – and the result is a light tiller with very little feel. It’s acceptable for a vehicle of this type, however.

Ineos Grenadier Diesel tyre — *BF Goodrick off-road tyres make a big difference when off-road conditions become challenging.*

As for cruising on the open road, the all-terrain tyres are not the quietest when travelling at triple-digit speeds, but the cabin’s insulation and audio system work well together to drown out that drone.

For something that’s built on a ladder-frame chassis and optimised for off-roading, the Grenadier’s ride quality is quite refined compared to that of a Toyota Land Cruiser 76, for example, and the Brembo brakes give it decent stopping power too.

*The Grenadier instils so much confidence off-rad; you feel that you can drive virtually anywhere.*

But off-road capability is the Ineos Grenadier’s raison d’etre. Previously, only the Mercedes-Benz G-Class had 3 locking differentials, quite a marketable angle. Now, the Grenadier joins that elite club.

The 3.0TD Trialmaster’s list of off-road hardware makes for fascinating reading: a box-section ladder-frame chassis, a 5-link front and rear suspension setup, 264 mm of ground clearance, a wading depth of 800 mm, as well as 35.5-degree approach-, 28.2-degree breakover and 36.1-degree departure angles.

*The attention to detail: there’s a Grenadier icon on the stability control light.*

Those elaborate wheel arches make provision for impressive axle articulation. The vehicle has permanent 4-wheel drive and a low-range transfer case, which is operated by an old-school lever that felt a bit stiff to operate (not very user-friendly), but we’ve read on owner forums that this will loosen up over time.

Ineos Grenadier Diesel ruts — *With low-range activated, the Ineos Grenadier utilises its off-road-specific stability control programme.*

Our quick off-road assessment in the Franschhoek area consisted of some steep rocky inclines and descents, replete with nasty ruts. Many so-called off-roaders have been caught out by this little-known route, and this small, technical section provides a small, but nonetheless comprehensive test.

Given the Grenadier’s permanent 4High and off-road tyres it was unnecessary to engage low range; the Ineos effortlessly dispatched the challenge. It got to a point where our tester deliberately took a poor line through the ruts and then reversed back up the steep hill in low range, simply because the vehicle could.

Ineos Grenadier Diesel articulation — *Climbing a steep and rutted gravel road? It’s a doddle in the Grenadier.*

Any other key takeaways? At no point did the vehicle make contact with the ground, which is something that often happens with some of the bakkies we test because their running boards tend to get in the way.

The Grenadier has side steps and underbody bash plates, but due to the off-roader’s short overhangs, plus excellent wheel articulation and -ground clearance, there was no damage. We would have loved to take it through a stream, but due to some unseasonable rain, there was more water than we expected.

Ineos Grenadier Diesel off-road — *Note the impressive articulation on the rear axle.*

Can the Ineos Grenadier Quartermaster survive the Baviaanskloof? You bet

Price and After-sales support

The Ineos Grenadier 3.0TD Trialmaster Edition costs R1 862 100 (before options, February 2025) and comes with a 5-year/100 000 km warranty. Service and maintenance plans are optional.

Verdict

Ineos Grenadier Diesel wheel — *British brand, with German engines, and built in France. What a collaboration!*

The Ineos Grenadier is a quirky yet exceptionally accomplished SUV. It’s arguably a far more capable off-roader than the majority of 4x4ing enthusiasts will need it to be, and we can imagine the British brand’s newcomer being enlisted for mountain rescue-, border patrol- and other roles. However, this is also its shortcoming as some similarly priced rivals offer far more luxury and superior day-to-day usability.

Think of the Land Rover Defender. Yes, with the right options ticked, it will probably follow the Grenadier to the ends of the Earth, but when you’re doing the school run, popping to the shops or cruising on a freeway, the new Defender is the better “daily” – and priced similarly to the Ineos Grenadier. Still, despite its limitations as a luxury family car, the 3.0TD Trialmaster is not a jack of all trades, but a master of one.

Ineos Grenadier Diesel beach — *When it comes to extreme adventuring and off-roading, the Grenadier is unmatched at the price.*

Should you buy one? If you spend lots of time off-roading/adventuring, are happy to put up with the Grenadier’s, um, indelicate on-road demeanour and your budget can’t quite stretch to a new G-Class, then the Grenadier is a tantalising prospect. Compared with the Toyota Land Cruiser 76, the British firm’s offering feels vastly more modern and upmarket, without compromising on go-anywhere ability.

And the best part? The Grenadier is Ineos’ first foray into building road vehicles, and we’d say that it has gone well. Car making is a complicated and expensive business fraught with numerous challenges and cutthroat competition and yet, the signs are there that the Grenadier is bound to have a lasting impact.

A facelift to the Grenadier (which we expect in a few years’ time), will iron out all the kinks and owners of this model will likely form part of focus groups to enhance what’s already quite an impressive product.

BMW X3 (2025) Price & Specs

The all-new 2025 BMW X3 is now on sale in South Africa! Take a look at key features and pricing details for the Bavarian marque’s 4th-gen executive SUV.

The 4th-generation X3 is manufactured right here in South Africa, at BMW Group plant in Rosslyn, Pretoria. Interestingly, the plug-in hybrid derivative is manufactured solely in SA for both local consumption and export, while other X3 models are sourced from the US and China.

Engines and Lineup

The all-new 2025 BMW X3 will be sold in a three-model lineup, with a petrol performance flagship, a sensible diesel and a plug-in hybrid. All models will feature all-wheel drive as well as automatic transmissions.

The 20d is likely to be the volume seller and its easy to predict why. The 2.0-litre turbocharged 4-cylinder diesel engine makes 145 kW and 400 Nm, and will be the most frugal of the range, with a claimed consumption figure of 6.2 L/100 km. In terms of acceleration, the 20d is good for a claimed 7.7 seconds to 100 kph.

For the performance-minded customers, the BMW X3 M50 storms in with a 3.0-litre turbocharged 6-cylinder petrol engine that makes 293 kW and 520 Nm. It’ll be the quickest X3, with a claimed 0-100 kph of just 4.6 seconds.

A plug-in hybrid model makes its debut and it designated as the X3 30e xDrive. It’s powered by a 2.0-litre turbocharged petrol engine and an electric motor. Combined, there’s 140 kW from the engine + 135 kW electric boost giving it a total outputs of 220 kW and 450 Nm.

It is said to consume just 1.1 L/100 km and capable of hitting 100 kph in just 6.2 seconds. It’s also capable of a claimed pure electric range of around 85 km.

Options on offer

Options include the Launch package for R40 000, which has things like ambient lighting, panorama glass roof, rear window blinds, tow bar. The Equipment package Professional for R45 000 throws in Live Cockpit Professional, interior camera, Driving Assist Plus and Parking Assist Plus.

Individual options like heated steering wheel (R5 000), M seat belts (R6 000), Personal eSIM (R6 000), heated seats (R7 000), M sports suspension (R12 000), M sport brakes in red or blue (R10 000), Harmon Kardon audio (R16 000), adaptive suspension (R22 000), Driving Assist Professional (R30 000) to name but a few are also available.

How much does the all-new 2025 BMW X3 cost in South Africa?

The all-new 2025 BMW X3 is sold with a 5-year/100 000 km maintenance plan and 2-year/unlimited km warranty. The below prices include VAT and emissions tax.

X3 20d xDrive	R1 136 417
X3 20d xDrive M Sport	R1 186 417
X3 30e xDrive	R1 260 000
X3 30e xDrive M Sport	R1 310 000
X3 M50 xDrive	R1 545 447

The first customer deliveries of the new BMW X3 will commence before the end of 2024.

All the latest BMW news and reviews

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

Fastest New Cars Under R500k in SA (2025)

We love our stats at Cars.co.za and the 0-100 kph benchmark is always a firm favourite. We take a closer look at the fastest-accelerating cars in South Africa for under R500 000. Start your engines…

Unless you’re on an unlimited budget, chances are that you’re looking for value-for-money in your choice of wheels. Car enthusiasts have an inclination towards performance and if you have R500 000 to spend and are looking for the fastest cars to dash to 100 kph, then this list might be of interest to you.

Here are the fastest accelerating new cars for under R500k in South Africa. Note that this list is generated based on manufacturer-claimed performance figures.

Prices are accurate as of February 2025.

Fastest new cars under R500 000 in South Africa

1. BAIC Beijing X55 – 7.8 seconds

The Beijing X55 arrived in South Africa back in 2022 and BAIC claims 7.8 seconds in the sprint to 100 kph making it the thriftiest car you can buy under R500k.

The Beijing X55 gets its motivation from a 1.5-litre turbocharged petrol engine that produces 130 kW and 305 Nm of torque and is offered in conjunction with a 7-speed dual-clutch transmission.

Pricing for the Beijing X55 starts from R429 900.

Buy a Beijing X55 on Cars.co.za

2. Chery Tiggo 7 Pro – 8.0 seconds

Chery enters the fray with the Tiggo 7 Pro claiming 8 seconds in the dash from zero to 100 kph, just 0.2 seconds behind the Beijing X55.

While the Chery Tiggo 7 Pro is offered with 2 engine options including a 1.5 and 1.6-litre turbopetrol engine, it’s the latter engine that is the most potent with 145 kW and 290 Nm of torque and comes paired with a 7-speed dual-clutch transmission.

Also see: Chery Tiggo 7 Pro Max (2023) Living with it

Pricing for the Chery Tiggo 7 Pro starts from R399 900.

Buy a Chery Tiggo 7 Pro on Cars.co.za

2. GAC GS3 Emzoom – 8.0 seconds

GAC arrived in South Africa in 2024 with the bold-looking GS3 Emzoom compact crossover and the larger Emkoo family car.

The GS3 Emzoom, however, has a punchy a 1.5-litre turbopetrol engine that produces 130 kW and 270 Nm of torque and comes paired with a 7-speed dual-clutch transmission. GAC claims 8 seconds in the sprint from zero to 100 kph and pricing for the GS3 Emzoom starts from R419 900.

Buy a GAC GS3 Emzoom on Cars.co.za

2. Suzuki Swift Sport – 8.0 seconds

An all-new Swift hatchback arrived in South Africa in the last quarter of 2024 but sadly there hasn’t been any confirmation of a new Swift Sport coming to market. Nonetheless, Suzuki South Africa is still offering the outgoing Swift Sport to buyers and it’s a load of fun to drive!

The Swift Sport is powered by a turbocharged 1.4-litre petrol engine that develops 103 kW and 230 Nm of torque and is offered with either a 6-speed manual or 6-speed automatic transmission.

Pricing for the Suzuki Swift Sport starts from R454 900.

Also see: Suzuki Swift (2011-2018) Buyer’s Guide

Buy a Suzuki Swift Sport on Cars.co.za

Opel Corsa – 8.7 seconds

The facelifted Opel Corsa came to market in 2024 and its 3-cylinder 1.2-litre turbopetrol engine is quite punchy with outputs of 96 kW and 230 Nm. The Corsa 1.2T automatic is the fastest Corsa you can buy and is equipped with a 6-speed automatic transmission and is priced from R459 900.

Buy an Opel Corsa on Cars.co.za

4. Peugeot 208 1.2 T automatic – 8.8 seconds

The new Peugeot 208, which arrived locally in 2021, cracks the nod on this list with the 208 1.2t Allure automatic and the range-topping 208 1.2T GT automatic claiming 8.8 second in the sprint to 100kph.

A sprightly 1.2-litre turbopetrol engine offers 96 kW and 230 Nm of torque and is paired with a 6-speed automatic transmission. Pricing for the 208 1.2T Allure starts from R448 900 while the 208 1.2T GT is priced from R489 900.

Buy a Peugeot 208 on Cars.co.za

5. Peugeot 2008 – 9.1 seconds

Featuring similar styling cues from the 208 hatchback (see above), the 2008 compact SUV is a stylish offering from the French car firm.

Like its 208 stablemate, the 2008 is powered by the same 1.2-litre turbopetrol engine that produces 96 kW and 230 Nm of torque and comes paired with a 6-speed automatic transmission.

Buy a used Peugeot 2008 on Cars.co.za

Here’s when the new BYD Shark will go on sale in SA

Launch timing for the new BYD Shark has finally been locked in for South Africa. Here’s when this 320 kW plug-in hybrid bakkie is scheduled to hit the local market…

Back in October 2024, we reported that the new BYD Shark was set to launch in South Africa at some point in 2025. Now, the Chinese brand’s local division has confirmed when this year its plug-in hybrid electric vehicle (PHEV) bakkie is due to hit the local market.

BYD Auto South Africa told Cars.co.za it plans to launch the new Shark in March 2025. That suggests the Shark will beat Ford’s upcoming electrified Ranger (which is technically not yet confirmed for SA, despite the fact it will be built here) to market as Mzansi’s first PHEV bakkie.

Thanks to a peak system-power figure as high as 320 kW, this new double-cab contender – which we believe will adopt the “Shark 6” badge locally, as used in markets such as Australia and New Zealand – will also immediately grab the title of South Africa’s most powerful bakkie from the 292 kW Ford Ranger Raptor.

Interestingly, certain local BYD dealerships have already opened “pre-orders” for the new Shark. From what we understand, initial units are expected to start rolling onto dealership floors towards the end of March 2025. Of course, local pricing has yet to be announced.

As we reported earlier, the Chinese new-energy automaker applied to register the “BYD Shark” trademark in South Africa at the end of January 2024. Revealed in May 2024, the Shark employs a ladder-frame chassis and is the brand’s first attempt at a bakkie. It features independent suspension at each corner (rather than traditional leaf springs at the rear), while the battery pack is integrated into the platform.

The powertrain comprises a turbocharged 1.5-litre, 4-cylinder petrol engine combined with a plug-in hybrid system featuring a 29.6 kWh battery pack and an electric motor on each axle. Peak system outputs stand at 320 kW and 650 Nm (170 kW and 310 Nm up front, and 150 kW and 340 Nm at the rear), while 3 terrain modes are on offer, along with a so-called “virtual” differential lock. For the most part, the petrol engine acts as a generator (to top up the battery) and is only capable of directly driving the front wheels at speeds higher than 70 kph.

BYD claims the Shark can complete the obligatory 0-100 kph sprint in 5.7 seconds, before topping out at 160 kph. According to the Chinese firm, the lithium-iron phosphate battery pack offers an all-electric NEDC range of up to 100 km, which pushes the combined range to a claimed 840 km. BYD says the battery’s state of charge will move from 30 to 80% in approximately 20 minutes when using a 55 kW DC fast charger.

According to the international press material, the 5-seater plug-in bakkie has a payload of 835 kg (with the load bed measuring 1 520 mm by 1 500 mm by 517 mm), a towing capacity of 2 500 kg and a ground clearance (with maximum load) of 210 mm. The listed approach, departure and breakover angles are 31, 19.3 and 30 degrees, respectively.

Measuring 5 457 mm from nose to tail, the BYD Shark – which stands 1 971 mm wide and 1 925 mm tall – is a considerable 107 mm longer than a Ranger double cab, while featuring a 10 mm shorter wheelbase (at 3 260 mm) than that of the Blue Oval brand’s bakkie. Inside, you’ll find a 12.8-inch multimedia rotating screen and a 10.25-inch LCD instrument panel, along with a 12-inch head-up display and wireless smartphone charging.

Currently, BYD markets only fully electric vehicles in South Africa – in the form of the Dolphin, Atto 3 and Seal – though the imminent arrival of the Shark and indeed the Sealion 6 will see the Chinese firm enter the local PHEV space.

1965 Porsche 911: Classic Drive

We track down a fully restored 1965 Porsche 911 2.0 SWB in Pretoria. In the more than 60 years since the first model made its debut, the 911 has become a true sportscar icon. But what is it like to drive in 2025?

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Ineos Grenadier (2025) Review

The Ineos Grenadier may have been inspired by a legendary off-roader, but it has enough merit to leave its own tyre tracks on the 4×4 enthusiast vehicle market. We drove the Diesel variant off the beaten track in Franschhoek to see how well it fares.

FAST FACTS

Serious about buying/selling?

Where does the Ineos Grenadier Diesel fit in?

How the Ineos Grenadier Diesel fares in terms of…

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BMW X3 (2025) Price & Specs

The all-new 2025 BMW X3 is now on sale in South Africa! Take a look at key features and pricing details for the Bavarian marque’s 4th-gen executive SUV.

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How much does the all-new 2025 BMW X3 cost in South Africa?

Fastest New Cars Under R500k in SA (2025)

We love our stats at Cars.co.za and the 0-100 kph benchmark is always a firm favourite. We take a closer look at the fastest-accelerating cars in South Africa for under R500 000. Start your engines…

Fastest new cars under R500 000 in South Africa

1. BAIC Beijing X55 – 7.8 seconds

2. Chery Tiggo 7 Pro – 8.0 seconds

2. GAC GS3 Emzoom – 8.0 seconds

2. Suzuki Swift Sport – 8.0 seconds

Opel Corsa – 8.7 seconds

4. Peugeot 208 1.2 T automatic – 8.8 seconds

5. Peugeot 2008 – 9.1 seconds

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Launch timing for the new BYD Shark has finally been locked in for South Africa. Here’s when this 320 kW plug-in hybrid bakkie is scheduled to hit the local market…

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