The Changan Alsvin will soon join South Africa’s budget sedan segment (e-hailing drivers, rejoice!). Here’s a look at pricing and specs for this new-to-SA saloon…
Changan to enter SA’s budget sedan segment with Alsvin
2 variants to be offered at launch, priced from R238 000
5-speed manual and 5-speed dual-clutch ‘box available
Chinese brand Changan Automobiles is poised to relaunch in South Africa, offering not only the CS75 Pro SUV, fully electric Deepal S07 and Hunter bakkie but also a budget sedan in the form of the Changan Alsvin.
At launch in Mzansi, the 3rd-generation Alsvin range comprises a pair of derivatives. Measuring 4 390 mm from front to back (with a wheelbase of 2 535 mm), Changan’s budget sedan is 395 mm longer than the Suzuki Dzire but 100 mm shorter than the Suzuki Ciaz.
So, what does it cost? Well, the local line-up kicks off with the Changan Alsvin 1.4 CS 5MT, priced from R238 000. That effectively makes it South Africa’s 3rd most affordable sedan, behind the Proton Saga (currently available from R209 900) and the aforementioned Dzire (from R224 900).
The Alsvin 1.4 CS 5MT employs a naturally aspirated 1.4-litre, 4-cylinder petrol engine sending 74 kW and 135 Nm to the front axle via a 5-speed manual gearbox. The fuel consumption is a claimed 5.8 L/100 km.
Meanwhile, the Changan Alsvin 1.5 CE 5DCT is priced from R271 200. Interestingly, this derivative switches to a likewise-atmospheric 1.5-litre, 4-cylinder petrol mill that delivers 78 kW and 145 Nm to the front wheels through a 5-speed dual-clutch transmission. The Chinese firm claims a fuel economy of 6.9 L/100 km for this powertrain.
According to Changan’s local brochure for the Alsvin, the manual-equipped variant ships standard with items like 15-inch alloy wheels, manual air conditioning, leather-and-cloth upholstery, a 7.0-inch touchscreen and a 4-speaker sound system.
Listed safety features include ABS, dual front airbags, rear parking sensors and a reverse-view camera, though the brochure makes no mention of stability control. Meanwhile, the auto-equipped derivative gains tyre-pressure monitoring, a start-stop system, automatic headlamps, a sunroof and cruise control.
The 3rd-gen Alsvin – which has been in production since around 2018 – has a listed luggage capacity of 390 litres. In South Africa, 3 exterior paint colours will be available: Stellar White, Lunar Silver and Galaxy Black.
What does the Changan Alsvin cost in South Africa?
DERIVATIVE
PRICE
Changan Alsvin 1.4 CS 5MT
R238 000
Changan Alsvin 1.5 CE 5DCT
R271 200
According to Changan’s local website, the prices above include a 5-year/150 000 km warranty. It’s not yet clear whether a service plan is included.
Frequently Asked Questions (FAQ)
Q: What are the South African pricing and variants for the Changan Alsvin?
A: The Alsvin will be available in two variants at launch with the following pricing:
Changan Alsvin 1.4 CS 5MT: R238 000
Changan Alsvin 1.5 CE 5DCT: R271 200
The prices include a 5-year/150 000 km warranty.
Q: What are the engine and transmission specifications for the two derivatives?
A: The entry-level 1.4 CS 5MT features a naturally aspirated 1.4-litre petrol engine (74 kW and 135 Nm) paired with a 5-speed manual gearbox. The 1.5 CE 5DCT features a 1.5-litre petrol engine (78 kW and 145 Nm) with a 5-speed dual-clutch transmission.
Q: What is the luggage capacity and what are the available exterior colours for the Changan Alsvin?
A: The 3rd-generation Alsvin has a listed luggage capacity of 390 litres. In South Africa, three exterior paint colours will be available: Stellar White, Lunar Silver, and Galaxy Black.
Mercedes-AMG SL63 vs GT63 S coupe: Similar Money, Roadster or Rocket?
In this head-to-head review, David Taylor and Ash Oldfield pit 2 of Affalterbach’s most potent V8 machines against each other: the elegant Mercedes-AMG SL63 convertible, and the ferocious, plug-in hybrid-powered Mercedes-AMG GT63 S coupe.
In the exclusive world of Teutonic ultra-high-performance road cars, Mercedes-AMG often finds itself competing against its own creations, which is exactly the case with the SL63 and GT63 S coupe!
The difference in the 2 models’ multi-million-rand price tags (R3 983 284 and R4 386 749, before options, in November 2025) isn’t huge (in relative terms), leading to 1 crucial question: when spending this kind of money, do you opt for the sun-seeking open-top grand tourer, or the hybridised rocket ship?
Many believe a Mercedes-AMG SLmust have a V8 engine – and after the (now locally discontinued) 2.0-litre 4-cylinder powered SL43 initially underwhelmed – ‘Benz has given the purists what they want.
The Mercedes-AMG SL63 is powered by the Three-pointed Star’s 4.0-litre twin-turbo V8 (M177), which produces a muscular 430 kW/800 Nm that is channeled through an all-wheel-drive system.
David spent time behind the wheel of the SL63, focusing on how Mercedes-AMG has balanced the grand tourer credentials of the brand’s roadster (now in its 7th generation) with modern sportscar dynamics.
While the current iteration of the Mercedes-AMG SL is designed for gentle, open-road cruising, its performance figures hint at a different character. The roadster features a sporty suspension tune and rear-wheel steering that facilitates impressive grip and connection to the road when tackling corners.
David notes that the SL63‘s driving modes offer a genuine split personality. While Comfort ensures a genuinely luxurious and relaxed convertible experience – complete with Mercedes’ famed Air Scarf – switching to Sport+ or Race mode sharpens the car’s responsiveness and stiffens the damping.
This provides a highly satisfying level of driver engagement for performance driving, although the SL63‘s ride quality (especially in sportier modes) is compromised on uneven and pockmarked road surfaces.
Lining up as the SL63’s sibling rival is the Mercedes-AMG GT63 S coupe. In this video review, David is joined by our resident “tame racing driver”, Ash Oldfield, who pilots the plug-in hybrid GT63 S coupe.
The GT63 S coupe represents a new breed of hyper-performance. It combines AMG’s hand-built 4.0-litre twin-turbo V8 with a 150 kW permanently excited synchronous electric motor (on the rear axle).
This plug-in hybrid setup delivers staggering combined outputs of 600 kW and a massive 1 420 Nm of torque, making it the most powerful production car Mercedes-AMG has ever created.
Ash describes the GT63 S coupe as potentially the most dynamic Mercedes-AMG model he has ever driven, and one that attempts to completely rewrite the rules of physics for a car of its size and power.
The ‘Benz hides its kerb weight (just under 2.2 tonnes) remarkably well and provides immense stability, partly due to the weight distribution over the front axle and its complex drivetrain technologies.
The discussion also touches on the long list of options fitted to the GT63 S coupe, among them is carbon ceramic braking system – a feature Ash highlights as great for track days (due to the brakes’ resistance to fade), but which can feel less responsive during everyday commuting than traditional steel discs.
To truly settle the debate on raw, straight-line pace, the team subjects both cars to performance testing.
The SL63 has a claimed 0–100 kph time of 3.6 seconds, but when David tested our test unit he managed to shave a fraction off that time, confirming the roadster’s ability to pull away with incredible efficiency.
The GT63 S coupe, being the 2-door flagship Mercedes-AMG, makes an even bolder claim: 0–100 kph in a mind-bending 2.8 seconds. After a quick analysis of the testing conditions and some adjustments, Ash and David (acting as the timekeeper) manage to achieve sub-3-second acceleration runs.
A fastest recorded time of 2.99 seconds confirms the GT63 S coupe as one of the fastest production cars ever tested against the clock by Cars.co.za, showcasing its brutal, electrically-assisted thrust.
Prices (before options, in November 2025) include a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan. The GT63 S coupe‘s hybrid battery has an 8-year/160 000 km warranty.
When the dust settles, the choice between the Mercedes-AMG SL63 and its GT63 S coupe sibling is immensely difficult. Both cars are technical masterpieces delivering next-level performance, yet they cater to fundamentally different tastes: the SL63 offers the joy of a V8-powered convertible grand tourer, but augmented with impressive athleticism, while the GT63 S coupe is the unapologetic, plug-in hybrid-boosted supercar. The small difference in price (in relative terms) further complicates the decision.
To find out which car David ultimately decides to take home – the elegant roadster or the ballistic plug-in hybrid coupe – you’ll have to watch the video!
Frequently Asked Questions (FAQ)
Q: What is the main difference between the Mercedes-AMG SL63 and GT63 S coupe?
A: The SL63 is an open-top V8-powered grand tourer offering elegant convertible motoring with impressive athleticism, while the GT63 S coupe is a hardtop plug-in hybrid “rocket ship” delivering extreme performance with combined outputs of 600 kW and 1 420 Nm.
Q: How much do the Mercedes-AMG SL63 and GT63 S coupe cost in South Africa?
A: In November 2025, the Mercedes-AMG SL63 is priced at R3 983 284 and the Mercedes-AMG GT63 S coupe at R4 386 749 (both before options), with prices including a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan.
Q: How quick are the SL63 and GT63 S coupe from 0–100 kph?
A: The SL63 has a claimed 0–100 kph time of 3.6 seconds and achieved slightly quicker times in testing, while the GT63 S coupe – claimed at 2.8 seconds – recorded a best tested time of 2.99 seconds, confirming it as one of the fastest production cars ever tested by Cars.co.za.
Changan Hunter (2025) Price & Specs
SA’s double-cab bakkie segment is about to welcome yet another Chinese contender: the Changan Hunter. Here’s what this turbodiesel newcomer costs in Mzansi…
Changan to enter double-cab segment with turbodiesel Hunter
Pair of oil-burning Hunter derivatives to be offered from launch
Hunter REEV coming later as flagship of Changan’s bakkie range
Chinese brand Changan Automobiles – distributed locally by Saudi Arabian company Jameel Motors – is poised to relaunch in South Africa, kicking off its local operations with the Alsvin sedan, CS75 Pro SUV, fully electric Deepal S07 and Hunter bakkie. So, what will the latter cost?
Well, according to Changan’s local website, the Hunter double-cab portfolio – which will later welcome a Hunter REEV flagship (an interesting range extender electric vehicle that we’ve already reviewed and that we’re told will start at R795 900) – will comprise a pair of diesel-powered derivatives at launch.
As a reminder, the Hunter (which is known in some markets as the “F70”) is closely related to the Peugeot Landtrek and dates back to 2019. While Changan SA’s website suggests the Hunter will be available with a 2.0-litre turbodiesel engine offering 110 kW and 350 Nm, we suspect it’s actually the same 1.9-litre oil-burner used across the Landtrek line-up.
According to the Chinese firm’s local division, the Hunter 2.0TD 6MT 4×2 will be priced at R449 900, while the Hunter 2.0TD 6AT 4×4 will kick off at R569 900. From what we can tell, these prices include a 5-year/150 000 km warranty, though it remains to be seen whether a service plan is part of the package.
The rear-driven derivative will thus go up against fellow Chinese-built double-cab contenders like the GWM P300 2.0T SX 6MT (R446 950), Peugeot Landtrek 1.9TD Professional 6MT (R454 900) and LDV T60 2.0TD Elite 6MT (R480 000). The 4WD Hunter, meanwhile, is priced broadly in line with variants like the LDV T60 2.0TD Elite 4×4 6AT (R560 000) and GWM P300 2.4T LS 4×4 9AT (R579 900).
The rear-wheel-drive, stick-shift Hunter derivative has a ground clearance of 226 mm, a listed payload capacity of 1 100 kg and a claimed fuel economy of 7.8 L/100 km. It ships with “premium” fabric upholstery, a 10-inch touchscreen, cruise control, roof rails and 17-inch alloy wheels. Safety features include ABS with EBD, electronic stability control, hill-start assist, hill-descent control, ISOfix child-seat anchors, 4 airbags, rear parking sensors and a reverse-view camera.
Meanwhile, the all-paw, auto-equipped variant has a slightly lower payload capacity of 1 000 kg and sips at a claimed 9.1 L/100 km. But it gains features like leather upholstery, electrically adjustable front seats, 18-inch alloy wheels, a rear differential lock, an engine immobiliser, a smart key, automatic headlamps and a 12-volt socket in the load bed. It also features what Changan describes as “additional curtain airbags”, pushing the airbag count to 6.
In Mzansi, the Changan Hunter will be available in 5 exterior paint colours: Stellar White, Metallic Grey, Lunar Silver, Electric Blue and Red.
What does the Changan Hunter cost in South Africa?
DERIVATIVE
PRICE
Changan Hunter 2.0TD DC 6MT 4×2
R449 900
Changan Hunter 2.0TD DC 6AT 4×4
R569 900
According to Changan’s local website, the prices above include a 5-year/150 000 km warranty. It’s not yet known whether a service plan is included.
Frequently Asked Questions (FAQ)
Q: What are the South African prices for the launch derivatives of the Changan Hunter turbodiesel double-cab?
A: The two turbodiesel double-cab models available at launch will be priced as follows:
These prices are reported to include a 5-year/150 000 km warranty.
Q: What engine and transmission options are offered in the initial Changan Hunter double-cab range?
A: Both launch models will feature a 2.0-litre turbodiesel engine that delivers 110 kW of power and 350 Nm of torque. The rear-wheel-drive (4×2) model uses a 6-speed manual gearbox, while the four-wheel-drive (4×4) model is equipped with a 6-speed automatic transmission.
Q: What is the Changan Hunter REEV and when will it be available in South Africa?
A: The Hunter REEV (Range Extender Electric Vehicle) is a unique flagship model that will be added to the Changan bakkie range at a later date. It is a type of electric vehicle where a petrol engine functions only as an on-board generator (range extender) to charge the battery, rather than providing direct propulsion to the wheels.
MG’s ZS Pro is a compact crossover that offers an interesting price-to-performance ratio for the majority of South African new car buyers. Who live at altitude.
Most cars in South Africa are registered inland, away from the coastal regions. And that means the highveld lives up to its naming convention: thinner air, which degrades engine performance. How much power do you lose driving the same naturally-aspirated engine at Gaueng versus Cape Town or Durban? About 17%. Which is a lot.
That’s why turbocharged engines are so important for most South African drivers: they lose the least power when all your driving is at altitude.
If your license plates are Gauteng, Northwest, Mpumalanga or Limpopo, a turbocharged engine has real appeal. Especially if you are in the market for a compact- to mid-sized crossover and do a lot of highway driving with a full complement of passengers.
Legacy brands that market compact crossovers in South Africa, at the sub R400 000 price point, don’t offer many turbocharged engine options. That’s where MG’s ZS Pro is interesting, because it does.
Boosting value – literally
If you live inland, turbocharging matters. This MG offers boost and generous luggage space.
MG’s compact crossover offers typically great Chinese standard spec in the Luxury trim level (adaptive cruise control and 360-degree cameras), with turbocharged performance. The 1.5-litre 4-cylinder turbopetrol is good for 125 kW and 275 Nm. Those numbers should be decent for reasonable overtaking performance, even fully loaded, at Gauteng altitudes.
There’s only one drivetrain option with the ZS Pro, a continuously variable automatic transmission (CVT), which offers good fuel economy. But it can take some getting used to, regarding the drivetrain’s droning sound, without ‘traditional’ shift points.
CVTs can require more mid- to long-term maintenance than conventional torque-converter automatic transmissions, or even simpler manual gearboxes.
ZS Pro rivalJolion Pro Super Luxury R427 950
Great value and performance. Just a bit tight in the back.
One of South Africa’s favourite Chinese car models, the GWM crossover has excellent spec at the price.
Jolion Pro Super Luxury’s 1.5-litre turbopetrol makes less power (105 kW) and torque (210 Nm) than MG’s ZS Pro. But its 7-speed dual-clutch transmission makes it feel more responsive than those engine output numbers would allude to.
The weakness is luggage space, which at only 291-litres, is much smaller than the MG’s 443-litres.
Corolla Cross 1.8 XS R452 200
Suffers a lot of performance loss at altitude. But any compact crossover discussion must include this Toyota.
Makes a lot less power than the ZS Pro. And if you live in Gauteng, or any of the high altitude inland areas, the drop-off in performance from its naturally-aspirated 1.8-litre engine is real. Especially when a Corolla Cross is fully loaded, and you need to overtake some slower truck or bus traffic.
Infotainment and spec do not match for the MG. But Toyota’s proven dealer network and build quality mean the Corolla Cross offers the most sensible ownership experience.
VW T-Cross 1.0 TSI Style R511 300
Very expensive for what it is. But very good at high speed cruising.
Can’t compete with the ZS Pro’s luggage space or generous specification, despite being more expensive. But it has turbocharged power and is an excellent long-distance driving car, despite its size.
The T-Cross 1.0 TSI engine is much smaller than MG’s 1.5, yet it offers an excellent power- and drivetrain combination from VW. The small 85 kW 1.0 TSI engine is terrifically responsive, especially when paired with the VW Group’s 7-speed dual-clutch transmission.
T-Cross might be small and expensive, compared to ZS Pro, but it has a real ‘big car’ feel at highway speeds. One of the best compact crossovers for intra-provincial travel.
Hyundai Venue 1.0 TGDI N-Line R499 900
Smaller and less powerful than ZS Pro. Better value than the T-Cross.
Like the T-Cross, it’s smaller than ZS Pro, but unlike the VW, the Hyundai is reasonably equipped in N-Line trim, without needing to pay for every single option.
Venue has a similar powertrain and drivetrain to the T-Cross, too: a 1-litre turbocharged triple and 7-speed dual-clutch transmission. With a lightweight chassis, 88kW of peak power, and rapid dual-clutch shifting, it feels lively at Gauteng altitudes.
Seat padding isn’t amazing for long-distance driving. And compared to the ZS Pro, the Hyundai compact crossover has 100-litres less luggage space.
GWM SA chasing top 5 place for P-Series bakkie
With the full suite of P300 derivatives now in the local bakkie market, the head of GWM SA says the Chinese firm is eyeing a regular top 5 place for the P-Series range…
Local boss says P300 sales are “picking up significantly”
Full suite of P300 derivatives now available in Mzansi
New 3.0-litre turbodiesel on the cards for P500 in 2026?
The man at the helm of GWM South Africa says now that the full suite of P300 derivatives is finally available, the P-Series range – which also includes the larger P500 – has a stronger chance of regularly placing inside the top 5 on the list of Mzansi’s best-selling bakkies.
Conrad Groenewald, Chief Operating Officer of GWM South Africa, was speaking during a wide-ranging interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s South African Auto Week 2025 in Gqeberha in the Eastern Cape at the start of October.
“P300 with the new 2.4 turbodiesel is picking up significantly. I think we’re kind of trying to get into the top 5 bakkie sales in South Africa,” Groenewald said, adding that the P300 double-cab derivatives offered “a lot of bang for your buck”.
Over the opening 9 months of 2025, the P-Series has placed 5th on 3 occasions: in April, August and September. Year to date at the end of September 2025, this model range sits in 7th on 3 355 units. That’s a mere 338 sales behind the Rosslyn-built Nissan Navara (3 693 units) and 914 units behind the seemingly evergreen Toyota Land Cruiser 79 (4 269 units).
The P300 range launched with the LT in February 2025.
“We’ve had a bit of a staggered launch on the P300. We launched with the LT followed by the LS, and we’ve recently put the SX into the market. We haven’t had the full suite of the P300 line-up [until now], so we’ll hopefully – touch wood – start seeing a significant uptake in our volume on P-Series,” Groenewald told us.
As a reminder, the P300 debuted in South Africa in 2.4TD form (initially available in LT and LTD guise) in February 2025, before the Chinese firm added new 2.4TD LS derivatives in July 2025. The base P300 2.0TD SX variants (offered exclusively with the older 2.0-litre turbodiesel engine) finally arrived to complete the facelifted P-Series range in mid-September 2025.
The workhorse LX derivatives arrived in September 2025.
Nailing down 5th position would technically give the P-Series the title of South Africa’s most popular fully imported bakkie, with the locally built Toyota Hilux, Ford Ranger and Isuzu D-Max serving as the perennial podium finishers and the KwaZulu-Natal-assembled Mahindra Pik Up having made 4th place its own (since the departure of the Nissan NP200 half-tonner, that is).
Does GWM SA have anything else up its sleeve when it comes to the P-Series line-up? Well, while the Chinese brand made mention of the P500 PHEV at its dealer awards event back in February 2025, it’s our understanding that this plug-in derivative is off the table (for now, at least).
Will the P500 be offered with GWM’s upcoming 3.0-litre turbodiesel motor?
However, there is another new powertrain that may well be on the cards for the P500 – and arguably well suited to SA. Nicole Wu, Chief Technology Officer at GWM International, recently announced during an event in Australia that the brand will introduce a new 3.0-litre turbodiesel engine for both the Cannon Alpha (which we know here in SA as the P500) and the Tank 500 in that market in “mid-2026”.
As Australia is a fellow right-hand-drive market closely aligned with South Africa, it seems likely this new 3.0-litre oil-burner will also be under consideration for the SA-spec P500 (though we’d speculate only in the 2nd half of 2026). No technical details have yet been released, but thanks to its added displacement, the new 3.0-litre engine should easily exceed the peak outputs of its 135 kW/480 Nm 2.4-litre counterpart…
Frequently Asked Questions (FAQ)
Q: What is GWM South Africa’s sales goal for the P-Series bakkie range?
A: The head of GWM South Africa, Conrad Groenewald, says the Chinese firm is aiming for the P-Series range (which includes the P300 and P500) to regularly place inside the top 5 on the list of Mzansi’s best-selling bakkies.
Q: Why does GWM SA expect P-Series sales to pick up significantly now?
A: GWM SA’s COO noted that they have only recently had the “full suite” of P300 derivatives available. The range was completed in mid-September 2025 with the arrival of the base P300 2.0TD SX variants.
Q: Is a new 3.0-litre turbodiesel engine planned for the GWM P500 in South Africa?
A: A new 3.0-litre turbodiesel engine is scheduled to be introduced for the Cannon Alpha (P500) in the right-hand-drive Australian market in “mid-2026”. It is considered likely this new engine will also be under consideration for the SA-spec P500, possibly in the second half of 2026.
Leapmotor C10 REEV rivals (2025) and tech breakdown
Every legacy car company has a Chinese industry partner. And for Stellantis, it’s Leapmotor. The Chinese car brand is now available from your local Stellantis dealer, but can its C10 REEV rival GWM and Chery’s PHEVs?
Leapmotor is a big deal for Stellantis. Why? Although Stellantis sells 8 brands in South Africa, the hybrid and electric drive options have been absent. Leapmotor solves that with an interesting product.
If you want the benefits of electric drive, without the range anxiety issues, hybridity is the only solution. But most of the hybrids available in South Africa have been simple self-charging hybrids, which tend to be either light on fuel or very light on performance.
Plug-in hybrids (PHEVs) are better than simple hybrids. But what about a PHEV, which only uses electric power to drive the wheels? Enter the Leapmotor C10 REEV. It uses a simple petrol engine to charge its battery pack. That means the drive wheels are always electrically powered, for the smoothest, most consistent performance.
Leapmotor’s C10 REEV has a 50-litre fuel tank and 28.4 kWh battery pack, which can be plugged-in for recharging. The big win is that although it has a low-output 1.5-litre petrol engine, driving performance is always responsive. How? Because the battery pack and electric motor set-up is rated for a constant 158 kW peak power output.
Why the C10 REEV range extender make sense
Very under-stressed petrol engine. But 158 kW system output for acceleration. REV’s are clever like that.
Suppose you want the acceleration benefit of an electric motor’s instant torque, and you desire the promised ultra-low fuel consumption of a hybrid. In that case, you need to be able to plug in.
But even PHEVs have their weaknesses, because the petrol engines that drive them still do too much work driving the wheels. And many of these engines are turbocharged, which means they have added complexity and long-term maintenance needs.
China is unquestionably the leader in global battery car technology. Chinese engineers believe in the range-extender hybrid (REV) approach, which drives the wheels with battery power and electric motors. Only using the onboard petrol engine as a constant output generator to charge the battery when required.
Simple REV engines are better
Design isn’t OTT. Cabin and load area optimize for the best possible space utilization.
REVs are clever hybrid engineering. Since the system uses a battery pack or drive, and the petrol engine serves as a secondary function, functioning as a generator set, you can use a much simpler, lower-tech engine running at ideal generator specs.
Instead of dealing with inertia during pull-away and high rpm surges for overtaking, a REV engine never runs under strain. That means simpler engines, which are very under-stressed, should last a long time without maintenance issues because they function as constant output generators.
This is why Leapmotor uses a very low-output, simple, 1.5-litre naturally aspirated engine. It’s an Atkinson cycle engine, and if that sounds familiar, it’s because Toyota has been using Atkinson cycle petrol engines in its hybrids for a long time.
What makes an Atkinson cycle petrol engine different? These are low-power, high-efficiency petrol engines, which use advanced cam phasing to delay the intake valve closing. This shortens the compression stroke in comparison to the expansion stroke. The result? Atkinson stroke engines sacrifice power for efficiency, but that makes them ideal as onboard generators for any REV.
Like many Chinese cars, the C10’s avalanche of ADAS systems has good intentions. But the ADAS can become overwhelming, especially in South African driving conditions where pedestrians, animals, and other road users frequently do the unexpected, triggering too many interventions from the ADAS suite.
It’s big inside – but easy to park
Beyond its clever powertrain and drive system, the C10’s real benefit is its packaging. Chinese customers demand comfort and space, but they also spend most of their driving lives in some of the world’s worst traffic. So, they want all the room inside, without driving a vehicle with needlessly huge exterior dimensions.
Leapmotor’s interior architects have optimised the space utilisation. It might be rear-wheel drive, but because it’s an electric motor doing the driving, there’s no prop shaft tunnel ruining floorspace for the second row passengers.
The C10’s traditional 5-door station wagon/SUV proportions make it airy and roomy, unlike those silly sloping-roofline 5-door crossovers. The core load capacity numbers are good, with 435-litres of luggage space, which expands to 1410-litres with the rear seats folded.
We’d never recommend sleeping in your car, but the C10 does allow it if you need to. The front seatbacks recline completely. That means you can line them up with the rear seat bases, and create a huge, flat, load or chill area.
What does C10 REEV compete with?
Less luggage space than C10. But H6 GT PHEV has a lot more power and performance.
The two C10 REEVs are both priced (just) below R800 000. The Style trim is R759 900 and Design is R799 900. Like any Chinese vehicle, the equipment levels are very comprehensive, with all manner of infotainment screen syncing and advanced ADAS systems being standard.
Total theoretical driving range, with a fully charged battery and brimmed 50-litre fuel tank, is 970 km. But is that good enough in a market where other Chinese PHEVs offer a lot more total system power?
Haval’s H6 PHEV is the same price (R799 900) as the C10 REEV Design, but with enormous performance and less luggage space. GWM’s Haval sub-brand has proven hugely successful in South Africa. H6 PHEV combines a sleek sloping liftback design with a 321 kW PHEV powertrain, delivering more than double the C10’s power and performance.
Overtaking acceleration might be wildly superior to the C10, but the H6 GT PHEV’s luggage capacity isn’t, as its rearmost luggage compartment is 43 litres smaller.
With a 35.4 kWh battery pack and 55-litre fuel tank, the H6 GT PHEV is capable of a 1000 km theoretical driving range. In comparison to C10, the Haval offers near supercar acceleration.
Jaecoo J7 SHS
J7 has a traditional two-box design and a powerful PHEV powertrain.
Has a similar shape and proportions to C10, but the 1.5 turbopetrol engine means there’s a lot more power available.
J7 SHS offers significantly more performance than the C10, with 255 kW of peak power compared to 158 kW, but the Leapmotor has a much larger battery, at 28.4 kWh versus the Jaecoo PHEV’s 18 kWh. Despite having a much smaller battery, thirstier turbopetrol engine, and similarly-sized fuel capacity, J7 SHS claims a better overall range of 1200 km. In the real world, the C10 should be more efficient, though. It’s bigger battery and naturally aspirated engine make that a reality of physics.
Cabin and luggage space are nearly equal. J7 SHS has 65-litres more luggage space in the back, but the C10’s total cargo space (with rear seats folded) is better by a significant 145-litres.
It’s challenging to ignore the performance advantages of Jaecoo’s J7 SHS at a price of R689 900, which significantly undercuts both the C10 variants.
Chery Tiggo 8 1.5 CSH PHEV Apex
Third row seating. And lots of power.
Uses the same powertrain as Jaecoo’s J7 SHS. That means it has 255 kW and an 18 kWh battery pack, delivering an outstanding balance of performance and hybridised driving economy.
Bigger in size than C10, but cheaper. This Tiggo 8 has 10 airbags, typically generous Chery equipment levels, and 7 seats. With the third-row seating folded down, Tiggo 8 PHEV’s luggage capacity is 59-litres better than C10. Drop the Tiggo 8’s second row, and its luggage space is a massive 1930 litres, dwarfing the C10’s total luggage capacity of 1410 litres.
Also rides on 19-inch wheels, which are an inch smaller than C10’s 20-inchers. That means the Tiggo 8 CSH PHEV has larger volume tyres with more sidewall cushioning, which makes a difference to real-world ride quality on coarse South African roads. The Tiggo 8’s price of R729 900 offers a lot more value than Leapmotor’s C10.
Hunter REEV tech and its Chinese double cab rivals
Like all Chinese car companies trading in South Africa, Changan know the value of double cab bakkies for profitability. But what are the benefits and disadvantages of Hunter REEV and its advanced design?And who are the rivals?
Changan’s Hunter REEV double cab bakkie is powered by an advanced powertrain, where the petrol engine only supports battery charge.
You can fuel up and plug-in both elements of the powertrain, making range-anxiety and heavy fuel consumption (a weakness of non-plug-in hybrid bakkies) irrelevant. But does the tech all make sense? And how does it compare to other double cabs in the local market, with hybridised powertrains that combine petrol power with batteries?
If it only charges the battery, why isn’t it naturally aspirated for peak durability?
A turbopetrol generator?
Changan’s Hunter REEV has a notably different powertrain from what most South African bakkie buyers are used to. It’s not a diesel (obviously). And it’s not a PHEV or HEV, either. It’s a REV, where the turbopetrol engine never drives the wheels, but only charges the battery. That means this is a true battery electric drive bakkie, with petrol power functioning as an on-board generator.
Some engineers believe this is the best way to do a blended powertrain with internal-combustion power and batteries. Why? Because the petrol engine is never straining at very high rpm. It’s always running at its most efficient rpm, because it functions solely as a constant output power generator for the battery pack, which is doing the actual driving. And there’s no argument that pure electric drive is smoother and more responsive, in daily driving conditions, than a petrol or diesel.
Hunter REEV’s power generator is a 2-litre turbopetrol. This engine is rated at 140 kW of maximum power, but it’s configured to run at 100 kW of output. Why? That’s the sweet spot between efficiency, durability, and keeping the Hunter REEV’s battery pack charged – and long-term petrol engine maintenance low. If it only acts as a generator, should it be turbocharged if long-term powertrain durability is one of the Hunter REEV’s supposed benefits? That’s a fair question…
Two electric motors power the bakkie’s actual driving. There’s a 70 kW/150 Nm one on the front axle and 130kW/200Nm at the rear. That makes 200 kW and 470 Nm of combined output, which is plenty powerful. Changan claims 0-100 kph in 7.9 seconds, and despite the Hunter REEV weighing 2360 kg, that’s an entirely believable number. Making it faster than most turbodiesel double cab bakkies.
Look at the size of that rear axle electric motor casing – limiting ground clearance and increasing snag risk.
How far can it go – how much can it carry?
The clever bit is that Hunter REEV has a lot of on-board energy, in the form of petrol and battery capacity. There’s a 70-litre fuel tank and 31.18 kWh lithium ion phosphate battery, which can be recharged.
Range numbers are impressive. You can cruise 180 km on pure battery power, if it’s fully charged. And with a full 70-litre tank of fuel and charged battery pack, the Hunter REEV can theoretically run for 1000km.
The core bakkie utility numbers aren’t amazing. Loadbed capacity is very modest, at only 495kg. And the towing ability is a third less than Ranger or Hilux double cabs, which can haul a braked 3500 kg trailer, whereas the Hunter REEV is only rated for 2200 kg.
Hunter REEV’s loadbed does feature a potent 3.3 kW power outlet, with 220v, which can keep your camp lighting or any power tools going for hours (or days), if you need to.
More ‘all terrain’ than off roader
Hunter REEV’s all-terrain ability is limited by the form factor and packaging of those electric motors at each axle. It has 220mm of ground clearance, which is average but adequate. The tyres are 265/60/18s, which should provide a reasonably comfortable ride quality on potholed backroads and corrugated dirt surfaces.
It’s more of an all-terrain bakkie than a dune conqueror or rock crawler. There’s no transfer range or mechanical axle lockers. Changan has given Hunter REEV a centre diff lock, and then it uses the electric drive control at the front and rear motors to split countering-torque when there’s wheel slip. It’s handy, but no substitute for low-range gearing or true axle lockers in really challenging off-road terrain.
Like most double cab bakkies, the Hunter REEV has independent front suspension to ensure it has decent steering authority.
At the rear, instead of a leaf-sprung solid axle, like most other double cabs on sale in South Africa, the REEV uses a different design. It has a five-link semi-independent rear suspension set-up, complete with coil springs, like what you’d get on a bakkie-based SUV like Fortuner or Everest. In theory, that should give the REEV good small bump absorption ability, enhanced ride comfort and superior stability on corrugated dirt roads. Coil springs are better at smoothing out surface corrugations and bumps than leaf-sprung axles.
The disadvantage is that when fully loaded, a bakkie with a coil-sprung rear axle tends to sag more at the rear than a leaf-sprung version.
Much better towing than Hunter REEV or BYD’s Shark 6. But hugely heavy on fuel.
Hunter REEV rival – GWM P500 HEV
Big, luxurious, and powerful. The P500 HEV demonstrates GWM’s capabilities, although its sheer size and heavy fuel consumption make it a difficult sell compared to traditional turbodiesel double cabs.
P500 HEV’s advanced powertrain has excellent overtaking acceleration at highway speeds. And it’s whisper-quiet and smooth at slow speeds, around town. This is a very relaxing double cab to be crawling along in during peak hour traffic.
Can tow a proper 3.5t (braked), but payload is low at only 735 kg. P500 HEV has a proper low-range transfer case and (electronic) axle lockers, making it reasonably capable off road in steep terrain, although the 224mm ground clearance isn’t amazing.
An issue is its sheer size. Double cab bakkies are too big for most parking areas and covered parking garages. And P500 HEV is a touch larger than Ranger or Hilux, making it even more of an anxiety to park and drive around tight parking garage infrastructure.
The powertrain is wonderfully advanced, but without plug-in recharging, the P500’s hybrid system is just too heavy on fuel, with real-world consumption going to 13l/100km and worse.
Lack of low-range, limits the Shark 6’s ability off road.
BYD Shark 6
Arguably the most advanced double cab on sale in South Africa, from the world’s biggest manufacturer of battery-powered vehicles.
Brilliantly integrated plug-in hybrid power and drivetrain make it incredibly versatile. Like Changan’s Hunter REEV, the Shark 6’s turbopetrol engine primarily functions as a generator for the 29.6 kWh battery pack.
Electric only range is 85 km. With the full battery capacity and a 60-litre fuel tank, you should be good for 760 km of range. Plug-in recharging from a mid-power DC charger gets you 50% battery capacity in only 20min. True to BYD’s reputation as the global leader in all things EV and PHEV, the Shark 6 is very easy to live with regarding recharging.
With 321kW of peak system output, overtaking acceleration is terrific. It’s heavy, though, and without a low-range transfer case Shark 6 has limited off road ability in steep, technical terrain, despite 230mm of ground clearance and all that power.
Not a hauling hero, either, with only a 2.5t maximum braked tow rating. Payload isn’t terrible at 835kg, but that is still more than 100kg less than traditional turbodiesel double cabs.
New Toyota Land Cruiser FJ revealed!
Say hello to the new Toyota Land Cruiser FJ, a boxy 5-seater SUV featuring retro-inspired styling. And it’s “definitely under study” for a local introduction…
New Land Cruiser FJ officially unveiled in Japan
Measures 40 mm shorter than outgoing RAV4
JDM-spec model to use 2.7-litre petrol engine
Meet the new Toyota Land Cruiser FJ. Revealed online ahead of its world premiere at the Japan Mobility Show 2025, the retro-styled newcomer effectively slots in at the foot of the broader Land Cruiser SUV range, below the J250-series Prado, the evergreen Land Cruiser 70 Series and the flagship Land Cruiser 300.
The new model is scheduled to launch in Japan “around mid-2026”. Toyota South Africa Motors told Cars.co.za the Land Cruiser FJ is “definitely under study” for a local introduction, given “our market’s affinity for the Land Cruiser brand”. In addition, it’s worth noting Toyota applied to trademark the “Land Cruiser FJ” badge in SA back in November 2023.
The design of the new Land Cruiser FJ – which was leaked back in May 2025 – clearly draws inspiration from the single-generation FJ Cruiser that was available in South Africa from 2011 to 2023, though the FJ badge traces its roots all the way back to the early 1950s. Several design cues from 2022’s similarly boxy Compact Cruiser concept are present, too.
Toyota says the new FJ Land Cruiser’s front and rear corner bumpers are removable, allowing “only damaged parts to be replaced to improve repairability, while also taking customisability into account”. Interestingly, round heritage-style headlights will be available in some markets.
Interestingly, the Land Cruiser FJ is based on a “refined” version of Toyota’s trusty IMV platform (which underpins the likes of the Hilux and Fortuner). However, this box-fresh 4WD measures a relatively compact 4 575 mm from nose to tail, making it 115 mm longer than the Corolla Cross but 40 mm shorter than the outgoing RAV4. The listed vehicle width is 1 855 mm, while the height is a considerable 1 960 mm.
The new FJ’s 2 580 mm wheelbase, meanwhile, is a full 270 mm shorter than that of the Prado, which the Japanese automaker claims will ensure “excellent manoeuvrability”. Furthermore, the brand says the 5-seater newcomer boasts wheel articulation “equivalent to [that of] the 70 Series” and “outstanding off-road performance worthy of a Land Cruiser”.
So, what’s under the bonnet? Well, so far Toyota has revealed basic details only for the Japanese-spec version. In its domestic market, the new Land Cruiser FJ will be available with the Aichi-based manufacturer’s long-in-the-tooth 2.7-litre, 4-cylinder petrol engine (2TR-FE). Here, this naturally aspirated motor delivers 120 kW and 246 Nm to all 4 wheels via a 6-speed “Super ECT” (electronically controlled transmission).
Considering this ladder-frame platform effectively underpins the Hilux and Fortuner, it’s certainly not beyond the realm of possibility that Toyota could also eventually offer its 2.4- and 2.8-litre turbodiesel units in the new Thai-built FJ-badged model…
Frequently Asked Questions (FAQ) about the new Toyota Land Cruiser FJ
Q: When is the new Toyota Land Cruiser FJ scheduled to launch?
A: The new model is officially scheduled to launch in Japan “around mid-2026.”
Q: What engine will the Japanese-spec model use?
A: The JDM-spec model will be available with Toyota’s long-in-the-tooth 2.7-litre, 4-cylinder petrol engine (2TR-FE), which delivers 120 kW and 246 Nm of torque to all four wheels via a 6-speed “Super ECT” (electronically controlled transmission).
Q: Where does the new Land Cruiser FJ slot into the broader Land Cruiser SUV range?
A: The retro-styled newcomer effectively slots in at the foot of the broader Land Cruiser SUV range, positioned below the J250-series Prado, the evergreen Land Cruiser 70 Series, and the flagship Land Cruiser 300.
The 2nd generation of the BMW 2 Series Gran Coupe is again headlined by the M235 xDrive and its enhancements include a power bump, a different transmission and tech upgrades. Can the newcomer see off its Audi S3 and Mercedes-AMG A35 rivals?
We like: Straight-line performance, slick infotainment system, value for money.
We don’t like: Compromised rear space, synthesised engine noise, could be a bit more engaging.
The BMW M235 headlines the 2nd-gen 2 Series Gran Coupe range.
Two petrol engines are available: 218 (3 cylinder) and M235 (4 cylinder).
M235 offers xDrive all-wheel drive, while the 218 is front-wheel drive.
Where does the BMW M235 fit in?
Styling has been enhanced for the 2nd-gen 2 Series Gran Coupe (GC).
The compact segment has been a critical volume engine for BMW. It’s rather impressive, given the Munich-based brand’s history of rear-wheel-drive performance cars, yet these accessible models are essential to the strategy that sees BMW consistently outsell both Mercedes-Benz and Audi worldwide.
As a reminder, this vehicle is underpinned by the BMW Group’s UKL2 platform, which also forms the basis of models such as the 1 Series hatchback, X1 and X2 small crossovers, and the Mini Countryman. Drivetrain flexibility is a particular highlight of UKL2, because it can support turbopetrol, turbodiesel, plug-in-hybrid, and electric power units, as well as front-wheel and all-wheel drive configurations.
The ‘i’ suffix is now reserved for all-electric BMWs.
BMW South Africa offers the 2nd-gen 2 Series Gran Coupe in 2 derivatives, 218 and M235 (the “i” suffix has fallen away, because BMW now reserves the letter for its battery-electric vehicles).
The M235 is pitched as a compact performance sedan, and its direct rivals (also German) offer similar pace for similar money.
To reiterate, this is BMW’s smallest sedan (ignore the Gran Coupe nomenclature for a moment) and for the 2nd iteration, there are slight increases to some of its physical dimensions. Although the wheelbase remains unchanged, the overall length has gone up by 20 mm and the height has grown by 25 mm.
While seating for front occupants is commendably comfortable and the driving position is suitably sporty, adult passengers of average height will feel cramped in the 2nd row. Although BMW tried to make provision for taller folk with scalloped front seatbacks and neat indents in the rear roof lining, we found the bench only really appropriate to seat children.
Rear legroom is a little tight side for adults of average height.
But, given that the M235 xDrive is an M-flavoured derivative, does the cabin give off an appropriate vibe?
The shapely front seats feature a tasteful blend of materials and finishes (the illuminated M logo is a great touch) and offer plenty of support. The downside is these little numbers form part of an options pack, and as always, you need to spec carefully to avoid the total list price spiralling out of control.
These sports front seats with an illuminated M logo are optional.
The biggest highlight in the 2nd-gen M235 xDrive’s cabin is the introduction of BMW’s iDrive 9 software.
The shift in the design of the infotainment system has resulted in an almost entirely touchscreen-based experience, with very few physical buttons remaining on the fascia as numerous in-car functions have been integrated into the screen. This minimalist approach, while sleek, may not appeal to all drivers.
Thankfully, the BMW voice control system is responsive and capable, allowing you to control climate functionality by simply saying things like, “I’m cold”, and the car will increase the cabin temperature.
BMW OS 9 supports OTA updates.
The iDrive 9 system supports over-the-air updates to will roll out running improvements to the interface. During its time with us, the M235 had an update, which took about 20 minutes to download and install.
If you are paying over R1 million for a premium compact car, it is fair to expect that it will have a long list of standard features. To a large extent, the BMW delivers with items such as Harman Kardon audio, a panoramic sunroof, LED headlights, cloud-based nav, and Apple CarPlay/Android Auto connectivity.
The 360-degree camera display is crisp and clear.
In terms of options, our vehicle came specced with the M Sport package Pro, which added the M Sport seats and ‘belts, M Sport brakes with red brake callipers and some Shadow Line visual enhancements.
Handling Ability & Ride Comfort
Red brake callipers underline the M235’s sporty credentials.
The 2nd-gen BMW 2 Series Gran Coupe features a stiffer unibody structure and optimised suspension geometry for enhanced agility. As before, there is a variety of drive modes for the driver to choose from, but some simply alter the interior appearance and “ambience”! Besides, Sport is the only one that really matters – it makes the adaptive M suspension stiffen up sharpens up the powertrain’s responses.
When cornering with zeal, you’ll appreciate the generous grip facilitated by the xDrive all-wheel drive system. It’s reassuring in low-grip road conditions and when you’re pinning those apexes, but in truth, you need to drive rather spiritedly to gain intense excitement. The M235 isn’t fun to drive at all speeds—we get the impression its setup is geared more towards the daily commute than outright driving pleasure.
Fit-and-finish is impressive, even if some of the interior plastics feel marginal.
Still, the sporty suspension setup helps the range-topping 2 Series Gran Coupe to corner with planted body control and the steering ‘wheel does a fair job of communicating what the car’s front end is doing.
Given its underpinnings and potent powerplant, the M235 should be an excellent “point-and-squirt road machine”, but the reality is that you really have to work for your fun, which won’t be to everyone’s taste.
BMW M235 – Performance & Efficiency
New transmission and 50 Newtons less for this generation.
At face value, it seems nothing much has changed; the M235 has a 2.0-litre 4-cylinder turbopetrol that drives all 4 of its wheels via an automatic transmission, but when you glance at the technical specs, things look different with 7 kW more and 50 Nm less (for peak outputs of 233 kW and 400 Nm).
Primed and ready to launch!
The different state of tune is related to the switch from an 8-speed automatic gearbox to a 7-speed dual-clutch transmission (perhaps the latter could not handle more than 400 Nm reliably?). Not that the torque deficit to the previous-gen model matters much; BMW again claims a 0-100 kph time of 4.9 sec.
Our test unit was feeling particularly punchy and according to our test equipment, it galloped to 100 kph from a standstill in a spirited 4.76 sec. The launch control procedure is fairly straightforward and the car sped towards the horizon with unbridled vigour.
The only 3 drive modes you’re likely to use often…
However, its straight-line ability is overshadowed by distinct lack of theatre. Dare we say that the M235 xDrive is a touch too clinical and predictable? It may have a quartet of exhuast ends, but due to ever stricter noise and emissions regulations, it produces a less-than-evocative soundtrack. BMW is not alone in piping in augmented audio effects through its car’s interior speakers – and it’s not a bad attempt, but we feel that the novelty will quickly wear off if you’re constantly driving in the sportier drive modes.
But forget the aural performance for a second, can the M235 balance pace with economy? Yes, it can! Our test unit indicated an average consumption of 9.2 L/100 km, which was notably higher than BMW’s claim (7.7 L/100 km), but not horrendous – if you buy a sporty car, you may as well enjoy its performance! A fuel tank capacity of 49 litres gives the Bimmer an estimated range of around 630 km between fill ups.
Reasonable consumption figure after a week in our test fleet.
BMW M235 Price and after-sales support
The BMW 2 Series M235 Gran Coupe retails for R1 043 100 (October 2025, before options), which includes a 2-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan.
The 2nd-gen BMW M235 xDrive Gran Coupe has a new transmission, 50 Newton metres less and gained a plush, digitally-connected cabin, yet still delivers straight-line performance on par with its predecessor.
We feel the BMW M235 does a fair job of balancing tech, performance and practicality at a better-than-expected price. It arguably has the measure of its rival from Stuttgart (the Mercedes-AMG A35 Sedan), which is rather understated, produces slightly less power and comes at a premium in excess of R100k. However, although we have yet to test it, the newly-launched Audi S3 Sedan produces 245 kW and has its RS3 sibling’s torque-splitter differential (among a host of other upgrades). Given that it does not retail for a much higher price than the M235, it’s certainly worth a look if you’re shopping in this bracket.
We also feel that customers shopping for a performance BMW should go for what the brand does best. At this price, it is tough to ignore more serious performance BMW models avaiable in the used market. If you absolutely must have a 4-door car, the 3.0-litre inline-6 turbopetrol-propelled BMW M340i xDrive is “simply lovely” and if you’d be willing to compromise on a 2-door body, so is the BMW M240i xDrive.
Watch David Taylor’s video review of the BMW M135 xDrive:
Frequently Asked Questions
What models of the BMW 2 Series Gran Coupé are available in South Africa?
The BMW 2 Series Gran Coupé line-up in South Africa typically includes models such as the 218 Gran Coupé and the high-performance M235 xDrive Gran Coupé. These are usually petrol derivatives, with a 1.5-litre turbocharged three-cylinder in the 218 and a 2.0-litre turbocharged four-cylinder in the M235 xDrive.
What is the starting price for a new BMW 2 Series Gran Coupé in South Africa?
Pricing for the BMW 2 Series Gran Coupé in South Africa can vary significantly based on the model, trim level (e.g., M Sport), and optional extras chosen. As of a recent estimate, the starting price for the entry-level 218 Gran Coupé is typically in the region of R733,559, while the M235 xDrive Gran Coupé starts higher, around R1,043,100 (Recommended Retail Price, subject to change and excluding optional extras/transfer costs).
Does the BMW 2 Series Gran Coupé have all-wheel drive?
The core models of the BMW 2 Series Gran Coupé, such as the 218, typically feature Front-Wheel Drive (FWD). However, the top-tier performance model, the M235 xDrive Gran Coupé, comes standard with BMW’s intelligent xDrive All-Wheel Drive system for enhanced traction and dynamics.
What warranty and maintenance plan is included with the purchase?
New BMW vehicles in South Africa, including the 2 Series Gran Coupé, typically come standard with a 2-year/unlimited kilometre warranty and a 5-year/100,000 km BMW Motorplan (Maintenance Plan).
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Mitsubishi Pajero successor locked in for SA
The as-yet-unrevealed successor to the Mitsubishi Pajero has effectively been confirmed for SA, with the brand’s local boss claiming it will be a “gamechanger”…
Pajero successor to be “a gamechanger for the brand”
Mitsubishi’s outgoing SA boss “excited” about new SUV
Will upcoming large SUV replace the Pajero Sport, too?
The outgoing head of Mitsubishi in South Africa has confirmed the as-yet-unrevealed successor to the legendary Mitsubishi Pajero is planned for local shores, billing the upcoming flagship SUV as a “gamechanger for the brand”.
Thato Magasa, outgoing Managing Director of Mitsubishi Motors South Africa, made the comments during an interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s South African Auto Week 2025 in Gqeberha in the Eastern Cape.
Thato Magasa (left) in conversation with Cars.co.za’s Alan Quinn.
“In terms of our 4×4 technology, there are very few vehicles that can match up from a standard and quality perspective. So, there’s big growth and focus [going] into our 4×4 vehicles,” said Magasa, who is in the process of moving into a new role as CEO of Tata Passenger Vehicles in SA (a brand that, like Mitsubishi, is distributed locally by Motus).
“That’s going to come through with Pajero Sport – we’ve just had a facelift – [and] we’ve got Triton ‘Super High Power’ coming next year,” he added, referring to the 150 kW flagship version of Mitsubishi’s bakkie due to arrive in Mzansi in the opening half of 2026.
The Pajero Sport was updated in May 2025.
“And the plan, once Pajero Sport comes to an end, is then for the relaunch of what may look and feel like a box-shaped SUV that many people would have been familiar with in South Africa – that they loved,” he revealed.
“So, we’re quite excited about that relaunch, because I think that is going to be a gamechanger for the brand. I’ve personally seen the vehicle and it’s certainly going to elevate the brand,” Magasa predicted, before quipping: “I think they used to call it a Pajero”.
Pajero production ended in 2021.
Production of the Pajero (known in some markets as the Montero) started way back in 1981. After 4 generations, the nameplate was put out to pasture in 2021. In South Africa, the Pajero was officially discontinued towards the end of that year, with Mitsubishi Motors SA marking the occasion with a limited-edition Pajero “Legend 100” package.
Little is known about the upcoming Pajero successor, though a recent report from NHK World Japan suggested a reveal would take place towards the end of 2026. That publication furthermore claimed the new model would be produced in Thailand (rather than in Japan) and exported to global markets.
Thus far, Mitsubishi has built 4 generations of the Pajero.
While Mitsubishi’s global division has thus far remained entirely mum on its large SUV plans, there are 2 theories currently doing the rounds. The first is that both the decade-old Pajero Sport and the long-since-departed Pajero will receive direct successors (if rather belatedly in the case of the latter).
The 2nd possibility is that the Japanese automaker will offer a single new model – likely badged simply as the “Pajero” – to cover both segments. Based on Magasa’s remark that the upcoming flagship SUV will arrive only “once Pajero Sport comes to an end”, this hypothesis seems the most plausible to us.
Locally, the 4th-gen Pajero was available in SWB and LWB guise.
If that indeed turns out to be the case, we’d speculate the new flagship SUV would be based on the 6th-generation Triton’s platform and thus likely also share that bakkie’s powertrains (perhaps the 2.4-litre twin-turbodiesel motor that generates 150 kW and 470 Nm?). Expect more details to emerge in the coming weeks and months…
Frequently Asked Questions (FAQ)
Q: Has the successor to the Mitsubishi Pajero been confirmed for South Africa?
A: Yes, the outgoing Managing Director of Mitsubishi Motors South Africa, Thato Magasa, confirmed the as-yet-unrevealed successor to the legendary Mitsubishi Pajero is planned for local shores, billing it as a “gamechanger for the brand”.
Q: When is the new Pajero successor expected to arrive, and will it replace the Pajero Sport?
A: The vehicle’s arrival is expected after the current Pajero Sport comes to the end of its lifecycle, as Magasa stated the relaunch would happen “once Pajero Sport comes to an end”. This suggests the new flagship SUV will likely be a single model (perhaps just called ‘Pajero’) to cover both the previous Pajero and Pajero Sport segments.
Q: What is known about the design and potential platform of the Pajero successor?
A: The outgoing MD, Thato Magasa, described the vehicle as one that “may look and feel like a box-shaped SUV that many people would have been familiar with in South Africa”. It is speculated the new model will be based on the 6th-generation Triton’s platform, potentially sharing its powertrains, such as the 2.4-litre twin-turbodiesel motor.
