New Kia Seltos to be sold alongside outgoing version?
The as-yet-unrevealed new Kia Seltos might be sold alongside the outgoing version locally in the medium term, according to the head of the brand’s SA distributor…
New Seltos might be sold alongside existing model in SA
Set to be “a little bit bigger” and “a little bit pricier”
Expect an official Seltos reveal towards the end of 2025
The head of the Kia brand in South Africa says the as-yet-unrevealed new Kia Seltos will be “a little bit bigger” and “a little bit pricier” than the outgoing version, suggesting the 2 generations could be sold alongside one another locally in the “medium term”.
Paul Turnbull, Chief Executive Officer of Kia South Africa since July 2024, made the comments during an interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s South African Auto Week 2025 in Gqeberha in the Eastern Cape at the start of October.
“The other exciting one that’s being launched worldwide soon is the new Seltos – a really nice-looking car,” Turnbull told us, when asked about the Seoul-based brand’s broader product plans for the local market in 2026.
“It’s a little bit bigger than the old one – actually probably Sportage size – it’s really nice. Lots of tech. They’ve really gone big with that car,” he added. For the record, the current-generation Seltos measures 4 365 mm from front to back, while the pre-facelift NQ5-series Sportage is 4 515 mm long.
“We can start ordering from February [2026], so it depends on our runout. But it’s going to be a little bit pricier than the old one, so we can probably have both on the showroom [floors] for the medium term,” Turnbull revealed.
While little official information on the new Seltos is yet available, a recent Korean Car Blog report suggests a full reveal will take place on 10 December 2025, with sales expected to start in India – where this model will again be built (at the brand’s Anantapur plant) – early in 2026.
As a reminder, the current Seltos portfolio in Mzansi comprises as many as 10 derivatives, with pricing currently running from R379 995 to R626 995. Engine options include a naturally aspirated 1.5-litre petrol engine, a turbocharged 1.5-litre petrol mill and a 1.5-litre turbodiesel motor.
The Seltos launched in South Africa in February 2020, before a facelifted version touched down in April 2024 (with entry-level LS derivatives arriving a year later). In 2023, the South Korean firm’s local distributor sold 2 230 units of the Seltos, a figure that fell to 1 652 units in 2024. Year to date at the end of October 2025, Kia SA has registered 1 867 more examples.
Frequently Asked Questions (FAQ)
Q: Will the new Kia Seltos be sold alongside the existing model in South Africa?
A: According to Paul Turnbull, CEO of Kia South Africa, the 2 generations might be sold alongside one another locally in the “medium term” because the new model is expected to be “a little bit pricier” than the outgoing version.
Q: When is the reveal of the new Kia Seltos expected?
A: A recent ‘Korean Car Blog’ report suggests the full reveal will take place on 10 December 2025.
Q: How will the new Kia Seltos compare in size and price to the current model?
A: The new Seltos is expected to be “a little bit bigger” (with the CEO suggesting it will be “probably Sportage size”) and “a little bit pricier” than the outgoing version. For context, the current Seltos measures 4 365 mm, and the pre-facelift Sportage is 4 515 mm long.
SA’s auto industry could learn from China, says BMW boss
The head of BMW Group South Africa says the local automotive industry could “really learn” from China’s approach to the market over the past decade or so…
BMW’s local CEO says China is “open to trying new ideas”
Van Binsbergen spent almost 4 years with BMW in China
Says SA can “learn from the Chinese” on the topic of speed
The executive who heads up BMW Group South Africa says the local automotive industry could “really learn” from China, particularly when it comes to driving “innovation and speed”.
Peter van Binsbergen, CEO of BMW Group South Africa, was speaking during an interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s South African Auto Week 2025 in Gqeberha in the Eastern Cape at the start of October.
Peter van Binsbergen (left) speaks to Cars.co.za’s Alan Quinn during the podcast.
Van Binsbergen took the top job at BMW Group SA at the start of 2021, becoming the first South African CEO in the group’s history. The mechanical engineer previously worked in Japan as well as Germany and spent almost 4 years as Senior Vice President of Sales and Marketing at BMW Brilliance Automotive China.
“I don’t think it’s surprising,” he said when asked for his view on the way various Chinese automakers have entered (or, in some cases, relaunched in) South Africa’s new-vehicle market and quickly gained traction.
No ‘risk focus’ in China, says BMW SA boss
BMW currently builds the G45-series X3 at Rosslyn in SA.
“In fact, in my speech [earlier that day at SA Auto Week], I mentioned the Chinese auto industry as a case in point – where South Africa could learn from the way that the Chinese approach the topic,” said Van Binsbergen, who also serves as the Vice President for Manufacturing OEMs (original equipment manufacturers) at Naamsa.
“There are a few things that stand out for me. One is that, in China, there’s a very clear opportunity focus – not a risk focus. So, they’re very open to trying new ideas. Of course, you make some mistakes, but in the process, you drive innovation and speed.
Van Binsbergen has been in the top job since the start of 2021.
“And that’s the point. If this [were] China, they would already be on version three of the NEV [New Energy Vehicle] masterplan. We still haven’t even got version one out in South Africa,” he said, referring to Mzansi’s stalled NEV Roadmap. “So, we can really learn from the Chinese when it comes to the topic of speed.”
BMW SA CEO’s experience in China
Van Binsbergen went on to explain how he witnessed first-hand the Chinese automotive industry’s “clear focus” during his stint in the East Asian country.
Plant Rosslyn started building the G45-series X3 in October 2024.
“When I was there – it was [almost] 10 years ago I left China – they were very clear: ‘we’re focusing on new-energy vehicles and battery-electric vehicles; we’re not going to tackle you on ICE [internal combustion engines]’ – because the German brands were leading in that respect – ‘we’re going to have a clear focus’,” he said.
“They had that clear focus. And today, China holds 64% of the world’s battery-electric vehicle market. So, their strategy paid off.”
China ‘protected’ its industry in early days
Producing X3 units in both left- and right-hand drive, Plant Rosslyn exports to more than 40 countries.
Van Binsbergen added that China had shrewdly protected the automotive industry during its foundational period, suggesting there were lessons in that area for South Africa, too.
“They focused on building an industry in China and protecting it until it was big enough to be let go. That’s something [from which] South Africa can really learn because our industry is still very small and very susceptible to outside forces.
The Rosslyn plant is the only factory in the world producing the PHEV version of the X3.
“Today, most vehicles sold in China are produced in China. In South Africa, 67% of the cars sold here are imported. So, we can really learn from the Chinese – they had a clear focus and a clear strategy. In 10 years, it delivered – we can do it, too,” he said.
According to Naamsa, imported vehicles represented 62.8% of South Africa’s total new light-vehicle sales in 2024, with 304 355 units (out of an overall market of 484 808 units) shipped into Mzansi from 24 countries. India was the top country of origin in pure volume terms, accounting for 57.1%, followed by China on 17.1%.
Production at Rosslyn is currently “maxed out”, according to Van Binsbergen.
BMW Group SA builds the G45-series X3 at Plant Rosslyn and is the only facility in the world producing the X3 30e xDrive PHEV. Producing units in both left- and right-hand drive, the factory exports to more than 40 countries.
Frequently Asked Questions (FAQ)
Q: What did Peter van Binsbergen, CEO of BMW Group South Africa, say the local automotive industry can learn from China?
A: He stated that the South African automotive industry can learn from China’s approach to driving “innovation and speed”. He attributed this to China’s “opportunity focus” rather than a “risk focus”, making them very open to trying new ideas.
Q: What evidence did Van Binsbergen use to show that China’s strategy for New Energy Vehicles (NEVs) has paid off?
A: Van Binsbergen noted that when he was in China, they had a “clear focus” on NEVs and Battery Electric Vehicles (BEVs), consciously choosing not to compete with German brands on Internal Combustion Engines (ICEs). He stated that this strategy paid off, as China now holds 64% of the world’s BEV market.
Q: What did Van Binsbergen suggest South Africa could learn from China regarding the protection of its local auto industry?
A: He pointed out that China focused on building and protecting its automotive industry until it was big enough to stand on its own. He contrasted this by noting that most vehicles sold in China are produced there, while saying 67% of cars sold in South Africa are imported.
If you’re getting tired of clambering into the back seats through the front doors or just looking for something a little more grown up and spacious than a hatchback, then you’ve come to the right segment.
Family sedans under R300k are where South Africans on a budget are looking for value. We list three options with huge boot space and some decent cabin tech features.
Although the larger sedan market is shrinking, the affordable family sedan market is still reasonably strong, with several options. There’s such a wide variety, it’s often difficult to split the good from the okay from the cheap and nasty.
We think that R300k represents good value in a family sedan, it’s not a bank breaking amount (relatively) and you’re likely to get a full house of comforts. Things like airbags, infotainment with Apple CarPlay/Android Auto and the odd passive safety system.
At the R300k price threshold, you aren’t going to get impressive engine performance. Much less so, if you live and drive on the Highveld. Most of the affordable family sedans priced in that budget aren’t turbocharged, which means they do lose a lot of performance at Highveld altitudes.
What you want most in an affordable family sedan, is boot space. And the sedans on our list all have huge boot capacity, exceeding that of some larger German luxury sedans.
Family sedans under R300k
Kia Pegas
Kia is known for its bold and appealing designs. Then there’s the Pegas, which isn’t a bold or appealing design, but is wildly practical.
If you need a low-maintenance sedan with a huge boot, this very average-looking Kia is good value. The boot is literally its big feature, measuring 475-litres in capacity. That’s huge by any measure. To give you an idea of just how massive the Pegas boot capacity is: a Mercedes-Benz C-Class has 20-litres less boot space than the bargain Korean family sedan.
The Pegas is powered by a proven 1.4-litre naturally aspirated petrol engine. It’s rated at 69 kW, which isn’t terrible for a small petrol engine, with 132 Nm of torque. It’s always going to feel slow at Highveld altitudes, but equipped with a short-ratio 5-speed gearbox, performance is average to adequate. Kia’s 4-speed automatic version of the Pegas might feel a bit too slow for most.
Several trims are available, but it’s the LX 5-speed manual Pegas that is still priced just under R300 000. And it comes with practical steel wheels and a 7-inch infotainment touchscreen featuring Apple CarPlay and Android Auto. The LX only has two airbags, though.
Suzuki’s hatchbacks and compact crossovers are hugely popular in South Africa. But the Japanese brand does some value models with a boot, too. Like Ciaz.
Nothing spectacular about the design, but the Ciaz is optimised for cabin and luggage space. And it has a lot of latter. Open that boot, and you have access to 480-litres of luggage space. That’s a huge amount of safe, lockable storage space in such a compact car. For comparison, that’s more luggage space than you’d get in a Corolla Cross…
Mechanically robust, the Ciaz is powered by Suzuki’s 1.5-litre naturally aspirated petrol engine. It makes 77 kW and 138 Nm, which are reasonable outputs for a lightweight sedan like the Ciaz. Performance on the Highveld is average. But this 1.5 petrol is the same engine used in Jimny, so it’s capable of operating under severe conditions without issue.
Ciaz safety kit is a mixed list, with dual airbags but strangely, no ESP. The only Ciaz under R300 000 is the entry-level GL model. It has no infotainment touchscreen system, but still has a CD player, if you want those retro playlists you made on disc in the late 2000s.
Japanese bargain family sedan that looks decent, thanks to Honda’s new large-grille front design language.
Boot space isn’t quite in the Pegas or Ciaz league, but it’s still more than adequate at 416-litres. Rear legroom is decent, and so is the cabin equipment. The Amaze 1.2 Comfort features a wireless charging pad for your Smartphone and an 8-inch infotainment touchscreen with embedded Android Auto and Apple CarPlay.
More airbags than most rivals, with the Amaze 1.2 Comfort having six airbags securing passenger safety in the case of a collision. Weirdly, despite the high airbag count, there’s no ESP.
Amaze is powered by a very simple 1.2-litre naturally-aspirated engine. It only features a single camshaft, which should mean low future maintenance costs and good mechanical durability. But it’s not that powerful at only 66 kW. At Highveld altitude with the resulting thin-air power loss, the Amaze is always going to feel slow.
The 1.2 Comfort version uses a CVT transmission, which is very fuel-efficient but may become an additional long-term maintenance cost.
Exactly how much can the GWM P300 carry? Let’s examine the payload capacity of each derivative in the Chinese brand’s current 11-strong line-up of P300 bakkies…
So, you have your eye on a GWM P300 bakkie, but aren’t quite sure which derivative will meet your load-carrying requirements? Well, we’ve trawled through the specification lists to identify which variants are rated to carry the most weight and which derivative has the lowest payload.
As a reminder, the Chinese brand’s P300 is effectively a revised version of the original P-Series bakkie. The P300 debuted in South Africa in 2.4TD form (in LT and LTD guise) in February 2025, before the LS variants followed in July. These versions all make 135 kW/480 Nm from a 2.4-litre turbodiesel engine.
The base SX variants completed the range in September 2025, though keep in mind they’re offered exclusively with the older 2.0-litre turbodiesel engine (120 kW/400 Nm). The current range comprises 11 derivatives – a pair of single cabs and 9 double cabs.
GWM P300 Single Cabs: Payload Capacities
Predictably, the 2-door workhorse versions of the 1-tonne P300 boast the highest payloads in the range. Since the 4×4 variants have a slightly higher GVM than their rear-wheel-drive counterparts, they match thier siblings’ maximum carrying capacity of 1 150 kg. Braked towing capacity is capped at 2 250 kg.
P300 SINGLE CAB DERIVATIVE
PAYLOAD CAPACITY
2.0TD SX 6MT 4×2
1 150 kg
2.0TD SX 6MT 4×4
1 150 kg
GWM P300 Double Cabs: Payload Capacities
Interestingly, 8 of the 9 double-cab derivatives in the P300 range are each rated to carry 1 050 kg (more on the outlier shortly). According to GWM South Africa, this figure is unchanged regardless of which engine or transmission is selected (and regardless of the 4×2 or 4×4 configuration).
P300 DOUBLE CAB DERIVATIVE
PAYLOAD CAPACITY
2.0TD SX 6MT 4×2
1 050 kg
2.0TD SX 8AT 4×2
1 050 kg
2.0TD SX 6MT 4×4
1 050 kg
2.4TD LS 9AT 4×2
1 050 kg
2.0TD SX 8AT 4×4
1 050 kg
2.4TD LS 9AT 4×4
1 050 kg
2.4TD LT 9AT 4×2
1 050 kg
2.4TD LT 9AT 4×4
1 050 kg
2.4TD LTD 9AT 4×4
875 kg
However, the 2.0TD derivatives have a listed braked towing capacity of 2 250 kg. GWM says rear-wheel-drive 2.4TD variants can tow up to 3 000 kg, while 4×4 iterations of the 2.4TD have a cap of 3 500 kg.
What about the P300 2.4TD LTD 4×4? Well, though it retains a braked towing capacity of 3 500 kg, this range-topping, off-road-ready derivative has a reduced payload capacity of 875 kg.
As a reminder, the LTD is fitted as standard with extra equipment such as a front winch, a snorkel, off-road side-steps and added underbody protection.
Frequently Asked Questions (FAQ) on GWM P300 Payload
Q: What is the maximum payload capacity available in the GWM P300 line-up?
A: The highest payload capacity in the GWM P300 range is 1 150 kg. This capacity is achieved by both single cab derivatives (2.0TD SX 6MT 4×2 and 2.0TD SX 6MT 4×4).
Q: What is the standard payload capacity for most GWM P300 double cab derivatives?
A: Most double-cab derivatives of the GWM P300 (8 out of 9) are rated to carry 1 050 kg. This figure is consistent across most engine, transmission and drivetrain configurations.
Q: Which GWM P300 derivative has the lowest payload capacity, and what is the reason for the reduction?
A: The GWM P300 2.4TD LTD 9AT 4×4 has the lowest payload capacity at 875 kg. This is due to it being a range-topping, off-road-ready derivative that is fitted with extra standard equipment like a front winch, snorkel, off-road side-steps and underbody protection, which increases its kerb weight.
Hilux Legend 55, Ranger Tremor… or wait for new Hilux?
The South African bakkie landscape is defined by a rivalry that spans generations: the Toyota Hilux versus the Ford Ranger. David Taylor discusses the merits of the bakkies’ Legend 55 and Tremor variants… and waiting for the new-gen Hilux’s debut in 2026.
The arrival of the next iteration of the Toyota Hilux is now not that far away, so prospective new-bakkie buyers are facing a difficult conundrum: Should they invest in the highly accessorised flagship of the Japanese giant’s current Hilux Legend 55, or opt for the formidable, enhanced Ford Ranger Tremor?
We compare the double cabs head-to-head while weighing up the prospect of the new, 9th-gen Hilux.
The Toyota Hilux has established itself as South Africa’s best-selling vehicle over its 50-plus-year history, achieving a truly mind-blowing market dominance. The current generation celebrates this heritage with the Legend 55 variant, marking 55 years of success in Mzansi (or 56, depending on who is counting).
The 2.8GD-6 double cab 4×4 Legend 55 is essentially a fully accessorised, top-spec version of the current Toyota Hilux. It is available in Extra Cab and Double Cab body styles and is visually set apart by distinct Legend 55 badging inside and out, specific colour options (including a striking beige sand colour), and wheels that appear to be sourced from the most recent update of the Fortuner.
It also comes equipped with functional upgrades, including a roller-shutter door, a rubberised load bay, and additional armouring underneath the front to protect vulnerable components.
Mechanically, the Legend 55 remains identical to the 2.8GD-6 4×4 variants of the existing Toyota Hilux range – it is powered by the well-proven 2.8-litre 4-cylinder turbodiesel engine.
The engine is praised for its refinement in the segment, delivering its 500 Nm of torque smoothly through a 6-speed automatic transmission and a part-time 4-wheel-drive system with a low-range transfer case and rear diff-lock. Drivers can also choose between the Power and Eco driving modes.
The Ford Ranger has established itself as the favourite in the double-cab segment in terms of outright sales volume. The Ford Ranger 2.0 BiTurbo double cab Tremor 4WD, based on the XLT specification, takes this already excellent platform and applies upgrades that beef up the bakkie’s off-road capability.
The Ranger Tremor’s enhanced capability comes from factory modifications that include:
Suspension: An upgraded Bilstein off-road-specific suspension setup.
Tyres & Clearance: All-terrain wrapped tyres and raised ground clearance.
Body: Underbody armour protection and a widened front track for a more aggressive stance.
These modifications translate directly to the on-road experience. While the Legend 55 offers a generally compliant ride, the Ranger Tremor’s dedicated Bilstein off-road setup provides a noticeably more controlled and composed feel, particularly when pushing the vehicle or traversing uneven terrain.
This output is managed by the Blue Oval’s now ubiquitous 10-speed automatic transmission. While David notes that the powertrain is highly competent, it does have a slightly more prominent diesel clatter higher up in the rev range compared with the Hilux’s more refined delivery.
Legend 55 vs Ranger Tremor: Modernity vs Durability
The interior is where the age difference between the 2 rivals becomes most apparent, creating a clear contrast between modern feature-rich design and durable, long-lasting practicality.
Ranger Tremor Interior Highlights
The Ford Ranger’s cabin is lauded as one of the best in its class, feeling distinctly contemporary and feature-rich. Key highlights include:
A large, portrait-oriented infotainment system with wireless Android Auto and Apple CarPlay.
Convenience features like wireless charging, USB-A and USB-C ports, and even a French fry slot!
Practical vinyl flooring in place of carpets, making it far easier to clean after off-road excursions.
By comparison, the Toyota Hilux‘s cabin betrays the model’s age. The level of fit-and-finish is admirable, and the materials appear highly durable, but the technology is lacking. Specific complaints include:
A dated, low-resolution reverse camera that is barely fit for purpose.
Limited connectivity, with just a single USB-A port for charging and smartphone integration.
However, the cabin leaves no doubt as to the vehicle’s identity. The Legend 55‘s interior features just enough in the way of variant-specific detailing, such as badging on the headrests and scuff plates.
The primary question facing prospective double-cab buyers is one of timing. With the 9th-gen Hilux confirmed to be built locally and arriving in South Africa in 2026, Toyota loyalists must now grapple with whether to invest in the Legend 55, the last variant of its generation, or hold off on a purchase entirely.
While the Ford Ranger and other modern entrants have significantly moved the interior game on – making the Legend 55‘s cabin feel rather out of date – the choice ultimately comes down to an individual’s preference for established reliability, or desire for the latest features and technology.
The sheer competence of the Hilux keeps it a strong contender, but the Ranger Tremor‘s modern design and dedicated off-road enhancements make it arguably the most compelling bakkie, for the moment…
Frequently Asked Questions (FAQ)
Q: What are the main differences between the Hilux Legend 55 and the Ranger Tremor?
A: The Hilux Legend 55 offers proven reliability and a refined 2.8L engine but has an older interior design. The Ranger Tremor offers a modern, tech-rich cabin, a 10-speed auto, and enhanced Bilstein off-road suspension for a more controlled driving feel.
Q: What is the main reason a buyer would choose the Ranger Tremor’s interior over the Hilux Legend 55’s?
A: The Ranger Tremor’s cabin is significantly more modern, featuring a large portrait-oriented infotainment system, wireless smartphone connectivity, numerous ports, and practical features like easy-to-clean vinyl flooring.
Q: When is the new 9th-generation Toyota Hilux scheduled to arrive in South Africa?
A: The new 9th-generation Hilux is confirmed to be built locally and is tentatively scheduled to arrive in South Africa in 2026.
Q: What engine powers the Hilux Legend 55?
A: The Hilux Legend 55 is powered by Toyota’s well-proven 2.8-litre 4-cylinder turbodiesel engine, which delivers 150 kW and 500 Nm of torque.
Q: How does the Ranger Tremor’s ride compare to the Hilux Legend 55’s?
A: While the Hilux is compliant, the Ranger Tremor’s dedicated Bilstein off-road suspension provides a noticeably more controlled and composed feel compared to the older Hilux’s inherent ladder-frame ride quality.
Toyota SA boss: EVs are ‘great’ but ‘just too expensive’
The head of Toyota in South Africa says EVs are “great” but “just too expensive”, suggesting traditional hybrids offer a better value proposition for local buyers…
Local Toyota CEO says EVs haven’t become “accessible” enough
Suggests traditional hybrids offer a stronger value proposition
Fully electric Toyota bZ4x yet to officially launch in South Africa
While Toyota South Africa Motors offers a broad range of powertrain solutions locally – including the battery-powered Lexus RZ – the head of the Japanese brand’s local division says fully electric vehicles (EVs) are generally “just too expensive”, suggesting traditional hybrids offer a better value proposition in Mzansi.
Andrew Kirby, President and CEO of Toyota South Africa Motors, made the comments during an interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s South African Auto Week 2025 in Gqeberha in the Eastern Cape at the start of October.
While some automakers have gone all-in on battery electric vehicles (EVs), Toyota has long advocated for a “multi-pathway” approach to carbon neutrality, instead offering what it terms “diverse options” to meet different energy situations and usage patterns in different markets. Kirby suggested this global strategy had already been proven correct.
“We were right because of the value proposition. It’s not that EVs are not great technology – they’re just too expensive,” said Kirby, who has been at the helm of Toyota South Africa Motors since 2016.
Kirby says the fuel savings offered by the Corolla Cross Hybrid quickly offset its price premium.
“So, the price premium that the customer is prepared to pay in South Africa is now quite easy to understand for a hybrid, a plug-in hybrid and a BEV [battery electric vehicle]. But, at the time [several years ago], there was a feeling that these plug-in hybrids and EVs would be a lot more accessible – and they’re not. They are expensive.
“The Corolla Cross [Hybrid], for example, uses 33- to 35% less fuel [than the purely petrol-powered version]. Do that calculation over a year and it more than pays for the premium of the hybrid. That’s not true for some of the plug-in hybrids and battery electric vehicles – the payback period is too long,” Kirby explained.
Of the 7 derivatives in the Corolla Cross line-up, 3 are hybrids.
The Japanese automaker produces the Corolla Cross – which benefitted from a facelift early in 2025 – at its Prospecton plant in KwaZulu-Natal, with the 7-strong local range currently including a trio of hybrid derivatives.
Based on pricing in November 2025, the so-called “self-charging” hybrid versions of the Corolla Cross cost between R42 200 and R43 700 more (depending on the derivative) than the equivalently specified petrol version. The hybrid powertrain uses a claimed 4.3 L/100 km, while the petrol engine has a listed figure of 6.8 L/100 km.
Toyota SA Motors also markets PHEVs, such as the Lexus RX 450h+.
Toyota SA Motors also offers traditional hybrid versions of the Corolla Hatch, Corolla Sedan and RAV4, along with the Crown HEV (though the company has not actively marketed the latter since its under-the-radar arrival back in 2023) as well as locally built turbodiesel mild-hybrid Hilux and Fortuner derivatives (wearing the “48V” badge).
Furthermore, its Lexus stable includes traditional hybrid iterations of the (outgoing) ES, IS, UX, NX and RX, along with the plug-in hybrid NX 450h+ and RX 450h+. As with the Crown HEV above, the Japanese firm’s local division is not actively pushing the fully electric RZ, though it quietly arrived as Toyota SA Motors’ first EV earlier in 2025.
The facelifted Toyota bZ4x was revealed in March 2025.
Meanwhile, the likewise fully electric Toyota bZ4x – which was on display at the SA Auto Week 2025 in pre-facelift form despite this model having been handed a mid-cycle update overseas in March 2025 – has yet to officially hit the local market…
Frequently Asked Questions (FAQ) on Toyota SA’s EV Stance
Q: What is the Toyota South Africa CEO’s main concern regarding fully electric vehicles (EVs)?
A: Andrew Kirby, President and CEO of Toyota South Africa Motors, stated that fully electric vehicles are “just too expensive” and have not become “accessible” enough for the local market. While calling EVs “great technology,” he noted the lengthy “payback period” in South Africa currently makes them a poor value proposition.
Q: What alternative does the Toyota SA CEO suggest offers a better value proposition than EVs?
A: Kirby suggests that traditional hybrids offer a stronger value proposition. He cited the Corolla Cross Hybrid, noting that its significant fuel savings (33-35% less than the purely petrol version) quickly offset its price premium, making the hybrid’s premium “quite easy to understand” for local buyers.
Q: What is Toyota’s overall strategy for achieving carbon neutrality?
A: Toyota advocates for a “multi-pathway” approach to carbon neutrality. This strategy involves offering “diverse options” (including traditional hybrids, PHEVs, mild-hybrids and EVs) to meet different energy situations and usage patterns in various global markets, which Kirby suggested has already proven correct.
The BAIC B30 has gone on sale in South Africa. Here’s a look at pricing and specifications for this adventuring SUV.
The BAIC B30 joins the offroad-orientated family SUV segment and is priced from just R519 000. There are four derivatives, culminating with the flagship all-wheel drive hybrid model.
BAIC says its new B30 has been rigorously tested in harsh and demanding environments for longevity and reliability. Given its rugged looks, it can head off-tar thanks to 215 mm ground clearance, 25° approach, and 30° departure angles.
The BAIC B30 is available with two powertrains. The first two derivatives are powered by a 1.5-litre turbocharged petrol engine which makes 138 kW and 305 Nm. The vehicle is front-wheel driven and there’s a 7-speed dual-clutch transmission on duty. The hybrid system is of the self-charging variety, no added complexity of plugging in and thanks to the additional electric motors, there’s more power.
Things get a little complicated as the first of the hybrid derivatives features a single electric motor which makes 130 kW and 315 Nm. Combined with the petrol motor, there’s a combined output of 246 kW and 550 Nm. The all-wheel-drive flagship introduces a second electric motor which has 55 kW and 125 Nm on the rear axle, and in total that makes 301 kW and 685 Nm.
Fuel efficiency is claimed to be 8.06 L/100 km for the non-electrified models, while the front-wheel driven hybrid consumes 5.85 L/100 km and the flagship 6.45 L/100 km.
Trim Levels
Impressively, all BAIC B30 units are sold with dual-zone climate control, alloy wheels, digital instrument cluster and assisted driving safety tech. That includes things like Adaptive Cruise Control (ACC), Lane-Keeping Assist (LKA), Blind-Spot Detection (BSD), Rear Cross Traffic Alert, Autonomous Emergency Braking (AEB) with pedestrian detection and 360-degree panoramic camera system. Also included is Apple CarPlay and Android Auto, along with voice recognition, wireless charging, and Bluetooth connectivity.
Higher spec models get 19-inch wheels, LED fog lights, heated/ventilated leather seats with memory function, panoramic sunroof, multi-colour ambient lighting, and a wireless phone charging pad.
B30 Assembled in South Africa
The BAIC B30 will be assembled at the brand’s plant in the Coega Industrial Development Zone, near Gqeberha in the Eastern Cape. The B40 Plus and X55 Plus are also built there and the facility is gearing up for export operations to the rest of the continent.
How much does the BAIC B30 cost in South Africa?
Every BAIC B30 comes with a 7-year/200 000 km warranty, a hybrid warranty of 8-year/150 000 km as well as a 7-year/90 000 km service plan.
What engine options and drivetrains are available for the BAIC B30 in South Africa?
The BAIC B30 range in South Africa is offered with two primary powertrain options:
Petrol (ICE): A 1.5-litre turbocharged four-cylinder engine producing around 138 kW and 305 Nm, typically paired with a 7-speed dual-clutch transmission (7DCT) and Front-Wheel Drive (FWD).
Hybrid (HEV): A powerful hybrid system that combines the 1.5-litre turbo engine with electric motors. The top-spec HEV model delivers up to 301 kW and 685 Nm of torque and is available with a Real-Time All-Wheel Drive (AWD) system.
What is the approximate price range for the BAIC B30 in South Africa?
The pricing for the BAIC B30 is highly competitive within the SUV segment. Prices are expected to start from approximately **R550,000** for the entry-level petrol models, with the price for the flagship All-Wheel Drive Hybrid (HEV AWD) derivative reaching up to around **R700,000**.
Is the BAIC B30 built in South Africa?
Yes. BAIC South Africa has confirmed that the B30 SUV will be assembled locally at the company’s multi-billion rand facility located in the **Coega Industrial Development Zone** in Gqeberha (Port Elizabeth), reinforcing the brand’s long-term investment in the country.
What are the key technology and adventure features of the B30?
The B30 blends rugged capability with a high-tech cabin. Key features include a respectable **215 mm ground clearance**, a spacious interior, a large **14.6-inch floating central touchscreen**, a fully digital instrument cluster, and a suite of Level 2 Advanced Driver Assistance Systems (ADAS) like Adaptive Cruise Control and a 360-degree panoramic view camera.
Tata Tiago Review: We drive one of SA’s most affordable cars
David Taylor drives the Tata Tiago 1.2 XT to see if this highly anticipated entry into the South African budget-car segment can compete with the established leaders.
The South African motoring public has been eagerly awaiting the return of Tata passenger cars. While the brand never truly left the country (it continued to operate in the commercial sector), the arrival of models like the Tata Tiago signals a serious commitment to re-entering the high-volume car market.
David Taylor puts a 1.2 XT through its paces to assess everything from the mid-spec variant’s packaging, performance and efficiency, features list, practicality, as well as the after-sales support offered by Tata.
The Return of the Tata Passenger Car
Before diving into the Tiago itself, David provides crucial local context on the Tata brand, which recently returned to the South African passenger car market with a 4-pronged model line-up. The Tiago leads a charge that includes the Punch, Curvv, and Harrier models, all of which seem very competitively priced.
Fighting for the Budget Crown: Pricing & Rivals
With prices that start under R200 000 and top out at R224 900 (in November 2025, a high-spec XR is in the pipeline), the Tata Tiago is aimed squarely at the heart of the budget-hatch segment. Its launch line-up comprises 3 derivatives: the entry-level 1.2 XM, mid-spec 1.2 XT (tested here), and 1.2 XT automatic.
The Tata Tiago‘s key rivals are well-known to South African buyers; they include the Renault Kwid, as well as the Suzuki Celerio and Toyota Vitz cousins. The contenders all have the following in common: 3-cylinder, naturally aspirated engines, small hatchback bodies, and country of manufacture: India!
The 1.2 XT is powered by a 1.2-litre 3-cylinder petrol engine that produces 63 kW/113 Nm and is mated with a 5-speed manual ‘box. Although Tata claims an average fuel consumption of 5.0 L/100 km for the variant, our testers achieved around 6.6 L/100 km, which was a little higher than that of its direct rivals.
However, David notes the Tata’s peak outputs are among the highest in its segment, which is a potential advantage, considering that non-turbo engines suffer a 17% power loss in the thinner air of Gauteng.
On the Road: Tata Tiago Drivetrain & Agility
Reviewing the Tata Tiago 1.2 XT’s manual gearbox required David to temper his expectations. While it performs adequately for a budget-car offering, the test car’s shift action and clutch engagement lack the effortless precision of some of its competitors, particularly the Suzuki Celerio and Toyota Vitz.
The 1.2-litre engine delivers acceptable momentum, even when negotiating gradients, but David noted the 3-pot was typically thrummy at higher engine speeds – a necessary compromise in this category.
However – and somewhat unexpectedly – the Tata Tiago shines in terms of handling characteristics. Its ride comfort is surprisingly compliant, thanks to plump tyres fitted to its 14-inch wheels (with decorative covers), which successfully absorb the bumps and ruts often found on South African secondary roads.
Furthermore, the Tata Tiago’s excellent turning circle, which David demonstrated with a U-turn test, is highlighted as a game-changer for urban driving – it makes easy work of tight parking manoeuvres.
Interior Features & Safety Specification
Inside, the Tata Tiago’s cabin is built to a price point, featuring hard, durable plastics. How well these materials will hold up over long-term ownership remains to be seen, but prospects look promising.
The 1.2 XT features several key features over the 1.2 XM that justify the step-up in price: a 7.0-inch Apple CarPlay and Android Auto-compatible touchscreen infotainment system, a 4-speaker audio setup, a reverse-view camera (to complement the rear parking sensors), electrically adjustable side mirrors, a multifunction ‘wheel, along with electronic stability control, hill-hold control, and a rear-window demister.
However, the segment’s biggest compromise lies in safety specification. Tata has ensured that all Tiago derivatives are equipped with anti-lock brakes (ABS with EBD) and 2 front airbags – the basics, then.
But David makes a strong case that an electronic stability control (ESC) should be non-negotiable across the entire Tiago range, arguing that active safety systems are essential for keeping drivers out of trouble.
Finally, while the 242-litre load bay is adequately sized (it can fit 3 Budget Insurance cooler boxes), some cost-cutting is visible. There is no rear windscreen wiper – a drawback when driving in wet weather.
Prices (correct in November 2025) include a 5-year/125 000 km warranty and a 2-year/30 000 km service plan.
Tata Passenger Cars are imported by the Motus Group, an established player responsible for brands like Hyundai, Kia, and Renault. With an initial dealer footprint of around 40, Tata aims to expand this to 70 dealers by 2027, addressing common consumer concerns about after-sales support.
David concludes by balancing the Tata Tiago‘s strong points – its punchy engine and keen price, to mention just 2 – with the lack of ESC across the range and middling (2-year) service plan. The core question for any prospective buyer becomes: do the newcomer’s strengths outweigh the overall value proposition offered by its more established budget-car segment rivals?
Watch the full video review above to find out where the Tata Tiago lands in the budget car pecking order.
Frequently Asked Questions (FAQ)
Q: What are the key engine specifications for the Tata Tiago 1.2 XT?
A: The 1.2-litre 3-cylinder petrol engine produces 63 kW of power and 113 Nm of torque, paired with a 5-speed manual transmission.
Q: What is the biggest compromise in the Tata Tiago’s safety specification?
A: The segment’s biggest compromise is the lack of an electronic stability control (ESC) system across the entire Tiago range, although all derivatives include ABS with EBD and 2 front airbags.
Q: What after-sales support is included in the purchase price?
A: The purchase price includes a 5-year/125,000 km warranty and a 2-year/30,000 km service plan.
New Hilux – what looks new but isn’t
The new Hilux might use old engines and gearboxes, but the design is definitely all-new, or is it? Will Hilux buyers be happy with another decade of (very) average rear seat comfort because of a legacy platform?
But often all that exterior design, hides aged engineering underneath. Toyota’s new Hilux looks more futuristic than many expected. The aerodynamic front end is a smart design, because bakkies are notoriously poor aerodynamically.
Looks can be very deceiving. And automotive designers are experts at making vehicles look bigger, smaller, taller, thinner or wider. Using the ratio of metal to glass, body panel proportions, and vehicle stance to influence perception.
Yet all the clever design and sneaky imitation features, like the Hilux’s version of the Ranger’s box step, doesn’t answer the driving questions about ths new bakkie. Which is how much investment Toyota has really made in the frame and cabin space?
Hilux chassis is tough enough
Inspired by Ford’s Ranger box step, and a very useful feature on the new Hilux.
The 9th-generation Hilux will be built on a frame that is anything but new.
Toyota supporters will argue that Hilux’s proven durability, especially in farm applications and across millions of kilometres of severe dirt-road use, proves that its steel ladder frame doesn’t need an upgrade. And they might be right.
Take the Land Cruiser 70-Series example. These Toyotas have effectively been using the same steel ladder frame design for nearly four decades and enjoy universal customer approval. Despite being very uncomfortable for passengers.
But the issue is that Hilux’s IVM platform dates back to the late 2000s – and other bakkies have evolved a lot since then, with newer platforms. Toyota did comprehensively reengineer the chassis from the 7th to the 8th generation Hilux in 2015. Between the 8th and 9th-generation? Not so much…
Digital design tools and available automotive-grade steels are continuously evolving. And not using all that technological advancement, by creating an entirely new frame for Hilux, is a thing. Especially with so many newer rivals in the market.
Toyota has mentioned that the new Hilux, built on the legacy IMV platform, does feature an upgraded spot-welding profile. But that’s now quite the same as a completely new design, which can optimise strength, reduce weight, and allow for a bigger, better, cab-design, with more space and comfort. Which is what most double cab bakkie customers really want.
The TNGA-F chassis question
Possibly the best volume ladder frame chassis in the world. Used in Prado, Cruiser 300 and Tacoma. Not Hilux.
There’s a lot of disappointment that Toyota didn’t use a shortened version of the TNGA-F platform for the new Hilux. Consolidating similarly sized vehicles onto a single platform can create significant economies of scale, enabling some terrific engineering innovation. And that’s exactly what Toyota has been doing with its severe-duty off-road SUVs and bakkies over the last few years.
The company’s engineers have invested heavily in R&D into the TNGA-F platform, an overengineered ladder-frame platform familiar to South Africans in the Land Cruiser 300 and Prado. Imagine the product potential of Prado-grade of 4×4 chassis durability, toughness and cabin comfort in a new Hilux?
Suspension mounting points and greater off road wheel travel are two benefits of using the TNGA-F platform. And considering how popular Hilux is for South Africans who actually use their bakkies in an all-terrain role, or as a platform for overlanding, it’s curious that Toyota didn’t want to transition Hilux to the TNGA-F platform.
Rear seat legroom?
Same core cab structure and chassis, means the same rear comfort issues as 8th-gen Hilux.
The bakkie as a family vehicle, and even a luxury family vehicle, is something few product planners predicted 15 years ago. But it’s become a reality, creating new customer demands for double cab designers and engineers.
Body-on-frame vehicles have poor cabin comfort. Especially double cab bakkies, because there’s very little floor depth to work with to create legroom and seating angle comfort for rear passengers. It’s improving, but very slightly.
Toyota says its Hilux customers are bothered by cabin space, but the truth is that all its rivals now effectively offer better cabin comfort. And some Hilux rivals offer much better rear passenger legroom and seating comfort. Which matters a lot when you are using any double cab as a family vehicle.
How IMV limits Hilux cab comfort
Ford Ranger has set high standards for long distance rear-seat bakkie comfort.
Look beyond that aerodynamic new front-end, and you’ll notice that new Hilux has the same core cab structure and panels.
The roof and doors haven’t really changed. And that’s limiting. Because it means the cabin packaging inside can’t have changed much. That means the same cramped rear with that uncomfortable seating position that has made Hilux one of the less pleasant spaces for passengers on long journeys across South Africa, especially if seated behind a tall driver.
This is where the argument of using the TNGA-F platform re-enters the debate. New Hilux’s cabin packaging is limited, because a body-on-frame vehicle’s cabin comfort is as much influenced by the cab, as the steel frame it’s mounted onto. And that legacy Hilux IMV platform has limited what Hilux cabin architects and ergonomic specialists can do to make it comfier, because a redesigned, roomier, cab structure would never fit on the carry-over steel ladder frame.
If Toyota chose to use the newer, better TNGA-F platform, Hilux could have had an amazingly comfortable rear passenger seating experience, like the American-market Tacoma. Which is built on the TNGA-F platform.
Tacoma has all those Prado-type benefits regarding off road ability and cabin comfort, because it uses the best body-on-frame Toyota makes. And has invested the most money in.
Strangely, considering Hilux’s global product profile and importance to Toyota’s profitability, it’s peculiar that the engineering team decided not to use the newer, better, TNGA-F platform. Especially in a market where double cab customers are demaning more cabin comfort, instead of pure commercial vehicle bakkie usability.
The new Omoda C7 has arrived in SA, slotting in above the popular C5 and available from launch in turbopetrol and plug-in hybrid form. Here’s what this crossover costs…
New C7 officially hits the market in SA
3-strong local range starts at R539 900
Turbopetrol and PHEV variants available
Fresh off a recordsales performance in October 2025, the Chery Group’s Omoda & Jaecoo division has launched its 5th nameplate in South Africa: the Omoda C7 crossover.
As its name suggests, the newcomer – which was previewed at the 2025 Festival of Motoring at the end of August – slots in neatly between the popular C5 and the flagship C9. At launch, the local Omoda C7 range comprises a trio of derivatives, with both turbopetrol and plug-in hybrid powertrains available.
The local portfolio kicks off with the C7 1.6T Luxury 7DCT, which is priced at R539 900. Both this variant and the R589 900 Elegance derivative employ a turbocharged 1.6-litre, 4-cylinder petrol engine (familiar from the Jaecoo J7) delivering 145 kW and 290 Nm to the front axle via a 7-speed dual-clutch transmission. The Chinese firm lists a fuel consumption figure of 7.5 L/100 km.
Meanwhile, the C7 1.5T SHS PHEV DHT is priced at R689 900 – exactly in line with its Jaecoo J7 plug-in hybrid sibling – making it one of South Africa’s most affordable PHEVs. Like the J7, this derivative combines a turbocharged 1.5-litre, 4-cylinder petrol engine with an electric motor, generating total system outputs as lofty as 255 kW and 525 Nm.
According to Omoda, the front-wheel-drive PHEV derivative’s 18.4 kWh lithium-ion phosphate battery pack offers an all-electric range of 105 km, pushing the total cruising range to “approximately 1 200 km”. Fuel consumption for this SHS-badged variant is listed as 5.0 L/100 km.
Measuring 4 660 mm from nose to tail with a wheelbase of 2 720 mm, the Omoda C7 is 160 mm longer than the J7 (and has an additional 48 mm between its axles). The purely petrol-powered derivatives have a ground clearance of 176 mm and a claimed luggage capacity of 614 litres, while those values drop to 171 mm and 590 litres, respectively, in the case of the PHEV flagship.
The Luxury grade includes items like 19-inch alloy wheels, a panoramic sunroof, a powered tailgate, leather upholstery, dual-zone air conditioning, a 15.6-inch touchscreen, parking sensors (front and rear), tyre-pressure monitoring, 6 airbags, adaptive cruise control and various advanced driver-assistance system (ADAS) features.
Stepping up to the Elegance specification adds features such as 2 extra airbags (driver’s-knee and central items), a 540-degree camera system, wireless smartphone charging, 2 additional speakers (taking the total to 8), front foglamps, red brake callipers, yet more driver-assistance kit and electric adjustment (plus heating and ventilation) for the front seats.
Finally, in addition to its electrified powertrain, the range-topping C7 SHS PHEV scores 20-inch rims (though does without a spare wheel), a 12-speaker sound system, active noise control, an electro-chromatic rear-view mirror and a massage function for the front passenger.
What is the price of the Omoda C7 in South Africa?
DERIVATIVE
PRICE
Omoda C7 1.6T Luxury 7DCT
R539 900
Omoda C7 1.6T Elegance 7DCT
R589 900
Omoda C7 1.5T SHS PHEV DHT
R689 900
The prices above include a 5-year/150 000 km warranty for the ICE derivatives (plus a 10-year/1-million km engine warranty for the first owner) and a 7-year/200 000 km warranty for the PHEV flagship (with a 10-year/unlimited kilometre battery-pack warranty for the first owner). All derivatives furthermore come standard with a 5-year/75 000 km service plan.
Frequently Asked Questions (FAQ) about the Omoda C7
Q: What is the price range and model lineup for the new Omoda C7 in South Africa?
A: The Omoda C7 is available in a 3-strong range with a starting price of R539 900. The full price list is Omoda C7 1.6T Luxury 7DCT at R539 900; Omoda C7 1.6T Elegance 7DCT at R589 900 and Omoda C7 1.5T SHS PHEV DHT at R689 900.
Q: What are the main engine options and their respective outputs?
A: The Omoda C7 is available in both turbopetrol and plug-in hybrid (PHEV) forms:
The turbopetrol models (Luxury and Elegance) use a turbocharged 1.6-litre, 4-cylinder engine that delivers 145 kW and 290 Nm.
The PHEV model (1.5T SHS PHEV DHT) combines a turbocharged 1.5-litre engine with an electric motor for a total system output of 255 kW and 525 Nm.
Q: What is the all-electric driving range and key warranty details for the PHEV model?
A: The C7 PHEV, equipped with an 18.4 kWh lithium-ion phosphate battery, offers an all-electric driving range of 105 km and a total cruising range of approximately 1 200 km. It is covered by a 7-year/200 000 km warranty, which includes a 10-year/unlimited kilometre battery-pack warranty for the first owner. All derivatives come with a 5-year/75 000 km service plan.
