Bucket Seat: Mazda CX-5 - First Impressions

Mazda has been relatively quiet in South Africa over the past few years, particularly since Covid, but the brand is slowly starting to find its way back into the spotlight. It’s not an easy task, especially with the growing Chinese onslaught bringing increasingly well-equipped and competitively priced SUVs to our market, but Mazda clearly has a plan, and the new CX-5 is going to play a big part in it. Taking over from one of Mazda’s best-selling models locally, the new CX-5 stays true to the brand’s Kodo design philosophy and, in my opinion, looks fantastic. The styling is clean, sophisticated and unmistakably Mazda, with a great selection of colours available, although the Soul Red was the one that really caught my eye as it popped under the Highveld sunlight. It has the presence of a premium SUV without going overboard with unnecessary styling, which is something Mazda has always managed to get right.

Power comes from a 2.5-litre naturally aspirated petrol engine producing 132kW and 240Nm, which is more than adequate for everyday driving and provides enough punch when you need to pick up pace or overtake. The six-speed automatic gearbox, however, does let the package down slightly, with the revs climbing higher than expected and the transmission sometimes holding onto gears unnecessarily. A turbocharged engine or a newer gearbox would certainly make the CX-5 even more appealing, particularly when compared with some of the newer competition. Where the CX-5 really impressed me was its ride quality. Whether cruising on the highway or travelling over gravel roads, the suspension remained composed and comfortable, making it feel like a vehicle that would be equally at home as a daily commuter or on a long-distance road trip. The interior has also received a significant overhaul, with the standout feature being the large 12.9-inch infotainment screen, along with a digital instrument cluster and leather-wrapped steering wheel. Wireless CarPlay was somewhat tricky to get working during my drive, eventually requiring a USB-C connection, but with two USB-C ports up front, there is still plenty of convenience.

The new CX-5 is available in four trim levels – Active, Dynamic, Individual and Homura – giving buyers a range of options depending on their budget and desired level of specification. Starting at R578,500, the CX-5 enters an extremely competitive mid-size SUV market, but Mazda is banking on more than just specification and pricing to win buyers over. There is a loyal following for the brand in South Africa, and the CX-5 combines that established reputation with attractive styling, improved technology, excellent comfort and a familiar driving experience. Order books are already open, with the first shipment reportedly almost secured, which shows that there is still a strong appetite for what Mazda offers. The Chinese competition may have changed the game, but the new CX-5 shows that Mazda isn't sitting back – it has a product that could help the brand find its voice again in South Africa.

Pricing and trim levels:

2.5L Active  - R578,500

2.5L Dynamic - R636,000

2.5L Individual - R717,000

2.5L Homura - R749,100

Bucket Seat: Hyundai Creta

The compact SUV market in South Africa has become one of the most competitive spaces in the motoring industry, especially with a growing number of Chinese brands arriving with feature-packed vehicles at aggressive prices. Hyundai has clearly taken notice, and the introduction of the new CRETA range seems to be its answer to a market where buyers are looking closely at exactly what they are getting for their money. The biggest talking point has to be the price. The new Hyundai CRETA 1.5 Premium comes in at R434,900, which is an impressive R44,000 cheaper than the outgoing 2024 model. At a time when new vehicle prices continue to climb, it is refreshing to see a manufacturer bringing a newer offering to market at a more affordable price point rather than simply adding another increase.

Under the bonnet, the CRETA Premium uses a 1.5-litre petrol engine producing 84 kW and 144 Nm of torque. These figures are not going to set the world on fire, but for everyday driving, commuting and the occasional longer road trip, it should offer more than enough performance. Hyundai claims fuel consumption of 6.3 litres per 100 km, which should also make it relatively affordable to run. Where the CRETA starts becoming more interesting is with the technology and standard equipment. The Premium model comes with Apple CarPlay, Bluetooth with voice recognition, USB charging, keyless entry and start, automatic headlights and a 4.2-inch supervision display. Safety equipment includes multiple airbags, ESC, hill-start assist, a rear-view monitor, parking sensors and tyre-pressure monitoring.

These features are important because this is exactly where the Chinese competition has been putting pressure on established brands. Manufacturers such as Chery, Haval, OMODA, Jaecoo and others have changed buyer expectations by offering large screens, cameras, advanced technology and long equipment lists at prices that were previously difficult for mainstream brands to match. The CRETA may not necessarily have the biggest touchscreen or the longest list of flashy features in its segment, but Hyundai still brings something extremely valuable to the table: a well-established brand, a strong dealer network and the reassurance that comes with the company's long-term presence in South Africa. The seven-year/200,000 km warranty and four-year/60,000 km service plan also add to that peace of mind.

For buyers wanting something with a bit more excitement, Hyundai is also introducing the CRETA N Line to South Africa for the first time. This is the more interesting model in the range from a performance and technology perspective. The N Line gets a 1.5-litre turbocharged engine producing 117.5 kW and a healthy 253 Nm of torque, paired with a dual-clutch transmission. That is a significant step up from the standard Premium model and should give the CRETA a much stronger and more engaging driving character. Hyundai has also loaded the N Line with technology that helps it compete directly with the increasingly sophisticated Chinese alternatives. A 360-degree camera, adaptive cruise control, blind-spot detection, lane-departure warning and pre-collision avoidance are all included. There is also fatigue detection, rear parking sensors and hill-hold assistance.

Inside and out, the N Line feels like a more premium and distinctive offering, with leather upholstery, wireless smartphone charging, a panoramic sunroof, LED lighting, roof rails and 18-inch alloy wheels. The satin-black grille and N Line styling also help give it a sportier personality. At R569,900, the CRETA N Line is entering territory where there is no shortage of alternatives, particularly from Chinese manufacturers offering plenty of space, technology and equipment for the money. However, Hyundai's advantage is that it is combining modern technology with a brand that South African buyers already know and trust.

The new CRETA range feels like Hyundai recognising that the market has changed. It is no longer enough to simply offer reliability and a good reputation. Buyers now expect technology, safety features, stylish design and value for money as standard. By dropping the entry price significantly while still offering modern equipment, and then introducing the much more powerful and technology-packed N Line, Hyundai has given the CRETA a stronger position in an increasingly crowded market. The Chinese brands may still have an advantage when it comes to offering the biggest feature list for the lowest price, but the new CRETA shows that established manufacturers are not standing still. Hyundai is fighting back with better value, improved technology and the confidence that comes with an established reputation in South Africa.

Bucket Seat: BMW iX3 Nuwe Klasse

BMW has officially introduced the new-generation iX3 in South Africa, and this is a very important model for the brand. It is the first production model to come from BMW’s Neue Klasse programme and, more than just being a new electric SUV, it gives us a glimpse into what the future of BMW is going to look like.

For me, one of the biggest talking points has to be the design. I really like what BMW has done with the Neue Klasse styling. It is completely different from what we have seen from BMW before, yet it still manages to look unmistakably like a BMW. The design is clean, modern and quite unique, and I think that is something BMW has done particularly well here. It has created a design language that feels very much its own, rather than following the trends we are seeing from other manufacturers.

The new iX3 also feels like a significant step forward from the existing iX. While the iX was certainly a bold move for BMW when it first arrived, the new iX3 takes that idea and evolves it into something that feels more refined and more representative of where the brand is heading. This isn't simply a facelift or an update; BMW describes it as a complete leap forward in development, and I think that is quite evident when you look at the car.

The iX3 50 xDrive is powered by BMW’s latest sixth-generation eDrive technology, producing 345 kW and driving all four wheels. It offers an impressive claimed range of up to 820 km on the WLTP cycle, while 400 kW charging means that this is an EV designed not only for city driving but also for long-distance travel. BMW has also introduced its new “Heart of Joy” system, which manages the drivetrain and driving dynamics to deliver the kind of precision and responsiveness we have come to expect from the brand.

Inside, the technology takes another major step forward. BMW Panoramic iDrive becomes one of the defining features of the new iX3, creating a much more immersive digital experience while still keeping the driver at the centre of the car. Behind all of this is BMW’s new electronics and software architecture, including four high-performance “superbrains” that manage everything from driving dynamics and automated driving to infotainment and comfort.

What makes the iX3 particularly interesting is that these technologies won't be exclusive to this model. BMW plans to introduce Neue Klasse technology across around 40 new models and model updates by 2027, making the iX3 effectively the starting point for a completely new generation of BMW vehicles.

There is also an entry-level BMW iX3 40 on the way, featuring rear-wheel drive, which will arrive in South Africa during the first quarter of 2027. This should give buyers another option and hopefully make the Neue Klasse experience accessible to a wider audience.

Of course, the biggest challenge for the new iX3 is going to be its pricing. There is no getting away from the fact that this is a premium product and the price is going to be stiff. However, when you look beyond the badge and the styling, there is a huge amount of technology packed into this vehicle. From its new electric drivetrain and impressive range to its software architecture, digital interface and driving technology, the iX3 offers considerably more than meets the eye.

For me, the new BMW iX3 is an exciting glimpse into the future of the brand. I really like the Neue Klasse design and the fact that BMW has managed to create something so distinctive that it feels like its own identity. The iX3 is a major step forward from the iX and, more importantly, it sets the tone for what we can expect from BMW over the next few years. It may come at a premium price, but this is much more than just another electric SUV — it is the beginning of a new era for BMW.

Bucket Seat: Volkswagen T-ROC

Volkswagen has officially introduced the all-new T-Roc in South Africa, and I have to say, this is probably one of the better-looking Volkswagen SUVs to hit the market in recent years.

The second-generation T-Roc gets a completely new design, and while it still looks unmistakably like a Volkswagen, there is something quite different about it. Personally, I really like the way it looks. There are certain elements that remind me of the Volkswagen ID.4, particularly the cleaner front-end design, the lighting signature and the overall proportions. It has a much more modern and sophisticated appearance than the outgoing model.

It is also bigger than before, with the new T-Roc growing by 122mm in length and gaining 28mm in wheelbase. That translates into a more substantial road presence while also creating more room inside. The design is probably the biggest change, though, with the illuminated Volkswagen badge, continuous light strip and sharper rear treatment giving it a much more premium look.

Inside, Volkswagen has also brought the T-Roc up to date with a much more digital cabin. Depending on the model, you get either a 10.3-inch or 12.9-inch infotainment display, a digital cockpit, ambient lighting and Volkswagen's new Drive Experience Dial. The higher-spec R-Line models add features such as IQ.Light LED Matrix headlights, sports comfort seats and additional technology.

There are three models available in South Africa, starting with the T-Roc Life, followed by the sportier R-Line and range-topping R-Line Black Style.

But perhaps the biggest surprise for me is the pricing.

The new T-Roc starts at R599,900 for the 1.4 TSI Life, with the R-Line priced at R689,900 and the R-Line Black Style coming in at R709,900, all including VAT and emissions tax.

What makes this interesting is that the new T-Roc is actually cheaper than the outgoing model, despite being larger, newer and significantly more technologically advanced. That immediately makes it a much more interesting proposition in the highly competitive compact SUV market.

Power comes from a 1.4-litre turbocharged TSI engine producing 110kW and 250Nm, paired with an 8-speed Tiptronic automatic transmission. It isn't trying to be a performance SUV, but the combination should offer a good balance between performance and everyday usability.

Practicality hasn't been forgotten either, with seating for five and a 475-litre boot, making it a fairly sensible option for families and everyday driving.

For me, though, the new T-Roc is all about the combination of design, technology and price. I really like the way Volkswagen has evolved the styling without making it look like just another generic SUV. It has a bit of that ID.4 influence that I think works particularly well, while still retaining the familiar Volkswagen identity.

At R599,900 to start, the new T-Roc also undercuts its predecessor while offering more space, more technology and a completely fresh design. That could make this one of the more interesting Volkswagen launches for the South African market.

Bucket Tech: Changan Hunter K50 REEV

The South African bakkie market has become one of the most competitive segments in the automotive industry, and we are seeing more and more manufacturers bringing products to our shores that challenge the traditional way of doing things. The Changan Hunter REEV Double Cab is perhaps one of the most interesting examples of this, because it isn't simply another double-cab bakkie entering an already crowded market. Instead, it introduces a completely different approach to electrification. The Hunter is claimed to be the world's first range-extended electric double-cab bakkie, combining a 31.2kWh battery pack with a 2.0-litre turbocharged petrol engine that acts as an onboard generator. The electric drivetrain produces a claimed 200kW and a staggering 3 470Nm of torque. Changan also claims that the Hunter can achieve more than 1 000km of range, which immediately caught my attention. I had high expectations for the Hunter. The idea of having the performance and smoothness of an electric vehicle, while still having a petrol engine available to extend your range, sounds like an ideal solution for the South African market. After spending some time with the Hunter, however, I found myself impressed by the vehicle in many areas, but slightly disappointed by others.

DESIGN

There is no denying that the Changan Hunter is a striking-looking bakkie. My particular test vehicle came finished in a dark green/olive colour, and I think this suited the Hunter exceptionally well. It gave the vehicle a rugged, almost military-inspired appearance, while also allowing the numerous design details to stand out. The Hunter is imposing. It has a large and aggressive front end, a bold grille treatment and distinctive lighting that immediately gives it a strong road presence. It doesn't look like Changan has tried to copy any of the established players in the bakkie market either, which I really appreciate. There is a certain individuality to the Hunter. From the side, the proportions are typical of a large double-cab bakkie, but the sculpted bodywork, pronounced wheel arches and large wheels give it plenty of character. It has that elevated stance that you expect from a modern bakkie, while the design manages to blend ruggedness with a more futuristic appearance. The rear continues the same theme, with chunky styling and a strong stance. I found myself looking back at the Hunter whenever I parked it, which is always a good indication that a designer has got something right. The dark green paint also helped tremendously. While the Hunter would certainly stand out in almost any colour, the olive shade gave it a distinctive character that made it feel different from the usual white, silver and grey bakkies that dominate our roads. For me, the design is one of the Hunter's biggest strengths, it looks expensive, it looks tough and, most importantly, it looks different.

PERFORMANCE

This is where the Hunter really starts to become interesting, the REEV system is what sets this bakkie apart from almost everything else currently available. Rather than being a conventional petrol or diesel bakkie, the Hunter uses its electric drivetrain to power the wheels, with the 31.2kWh battery providing the energy and the 2.0-litre turbocharged petrol engine acting as an onboard generator. The result is an incredibly smooth driving experience. The claimed 200kW output makes the Hunter seriously quick, particularly for a vehicle of this size. But it is the claimed 3 470Nm of torque that really grabs your attention. Electric motors are brilliant at delivering instant torque, and the Hunter is no exception. Put your foot down and the response is immediate. There is no waiting for a turbocharger to spool up or for a conventional gearbox to find the correct ratio. The Hunter simply moves. And it moves very quickly, Overtaking on the highway is effortless, while pulling away from traffic lights can be surprisingly entertaining. The power delivery is smooth and linear, making the Hunter feel much more like an electric SUV than a traditional bakkie. For everyday driving, I genuinely enjoyed the experience, starting the vehicle is slightly unconventional. There isn't a traditional start/stop button that you press before driving away. Instead, you simply get into the vehicle, press the brake pedal and you're ready to go. It takes a little getting used to, particularly if you've spent years driving conventional vehicles, but once you understand the system, it becomes second nature. The Hunter also surprised me off-road, I'll be honest, I was initially a little hesitant about taking it off-road. Having a large battery pack underneath the vehicle and an electric drivetrain naturally makes you think twice when you are dealing with rocks, uneven terrain and obstacles. However, the Hunter coped remarkably well, the electric drivetrain actually works in its favour when driving slowly over difficult terrain. The immediate torque delivery allows for very precise throttle inputs, and the vehicle felt composed and comfortable when the road disappeared beneath the wheels. It gave me more confidence than I expected, where I was less impressed was the real-world range. Changan's claim of more than 1 000km was one of the major reasons I was so interested in testing the Hunter. In theory, this range-extended system should offer the best of both worlds: electric driving around town and the reassurance of a petrol generator when travelling long distances. Unfortunately, my experience didn't quite live up to the expectations created by that 1 000km-plus figure. Having done a long distance journey with it, the Hunter struggled to give me 600km from the "tank of fuel" with me having to top up in fear of running out of fuel before I reach my destination. This was probably my biggest disappointment with the vehicle.

COMFORT & TECHNOLOGY

Inside the Hunter, Changan has created a cabin that feels much more like an SUV than a traditional workhorse. The driving position is commanding, visibility is good and there is plenty of space for occupants. The cabin is modern and packed with technology, which is exactly what buyers in this segment are increasingly demanding. The days when a double-cab bakkie was simply a work vehicle are long gone. These vehicles are now family cars, lifestyle vehicles, long-distance commuters and weekend adventure machines. The Hunter understands this shift, the interior has a modern design and a good level of technology, while the smooth electric drivetrain makes the cabin a particularly pleasant place to spend time. There is also a sense of refinement to the way the Hunter drives. Without conventional gear changes, acceleration is smooth and almost completely uninterrupted, which makes it feel more premium than you might expect. However, there was one particular technology issue that really frustrated me., the wireless Apple CarPlay connectivity. When you stop, park and lock the Hunter, the vehicle doesn't immediately shut down completely. The interior systems remain active for a short period of time. Normally, this wouldn't be an issue, the problem is that my iPhone remained connected to Apple CarPlay even after I had locked the vehicle and walked away. This completely confused my phone because it believed it was still connected to the car. On several occasions, I would return to the vehicle and find that the CarPlay connection wasn't behaving as it should. The only workaround I found was to restart my iPhone. For someone who relies heavily on their phone for navigation, calls and music, this became incredibly frustrating. It is a relatively small issue, but it is exactly the kind of software quirk that can take the shine off an otherwise impressive technology package. Hopefully, this is something that Changan can address with a software update.

VERDICT

The Changan Hunter REEV is an incredibly interesting addition to the South African bakkie market. It is different, and I think that is important, rather than simply producing another double-cab to compete against the likes of the established Japanese, European and American players, Changan has taken a completely different approach by combining an electric drivetrain with a petrol-powered range extender. And in theory, this makes a lot of sense for South Africa. Our charging infrastructure is improving, but range anxiety remains one of the biggest barriers for people considering an electric vehicle. The Hunter's REEV system attempts to solve that problem by giving you the benefits of electric driving without making you completely dependent on charging infrastructure. The performance is excellent, the design is bold and distinctive, the cabin is comfortable and it proved itself to be surprisingly capable off-road. But it isn't perfect, my biggest disappointment was the real-world range compared to the expectations created by the 1 000km-plus claim. The Apple CarPlay issue was another frustration that I hope can be resolved through software. Despite these shortcomings, I came away from my time with the Hunter impressed by what Changan is attempting. This feels like a vehicle that is looking towards the future rather than simply trying to compete with the present. The Changan Hunter REEV may not be perfect, but it is innovative, incredibly quick, comfortable and genuinely different. And in an increasingly crowded bakkie market, being different might just be one of its biggest advantages. When you look at other range extender electric models in the market, the Leapmotor C10 sticks out and works like a charm. Maybe the two companies should sit together and have a knowledge sharing exercise as they both do certain things particularly well but others, not so much. 

SPECIFICATIONS

Engine	Electric Drive Train with 2.0L Turbocharged Petrol Range Extender Engine
Gear Box	Single speed electic drive
Power	200kW
Torque	470Nm
Battery size	31.2kW
Price	R799,900

 

Bucket Seat: Jetour X70 Plus

The Chinese automotive invasion shows no signs of slowing down and, if anything, manufacturers are becoming increasingly confident with every new product they launch. Jetour is one of the latest brands to arrive on South African shores, introducing itself with two SUVs that immediately made people take notice – the boldly styled Dashing and the practical X70 Plus. The X70 Plus happened to be my first experience behind the wheel of a Jetour and, truthfully, I wasn't quite sure what to expect. New brands often need time to find their feet, but after spending a few days with the seven-seater SUV, I came away pleasantly surprised. It doesn't try to reinvent the segment, nor does it bombard you with gimmicks. Instead, it focuses on delivering exactly what many South African families are looking for space, comfort, plenty of technology and attractive styling at a price that remains accessible. Like many newcomers from China, the value proposition is immediately obvious. But what impressed me most wasn't necessarily the long list of standard features; it was how complete the overall package felt.

DESIGN

The X70 Plus is one of those SUVs that photographs well, but looks even better in person. It has genuine road presence without appearing oversized, and there's a maturity to the design that gives it a more premium feel than its badge might suggest. The large chrome grille dominates the front end, complemented by sharp LED lighting and clean body lines that avoid being overly aggressive. It's modern without trying too hard, and that's something I really appreciated. Unlike some competitors that seem determined to add as many styling elements as possible, the Jetour feels restrained and cohesive. It looks like it was designed with confidence rather than desperation. Walking around the vehicle, its proportions work particularly well. You immediately get the impression that this is a proper family SUV, yet it still carries enough character to stop it looking like just another anonymous seven-seater. The cabin feels welcoming from the moment you climb in. Build quality is solid, the materials feel good to the touch and everything is laid out exactly where you'd expect it to be. I especially liked the centre console, which is one of the better designs I've experienced recently. It's clean, uncluttered and incredibly ergonomic, allowing you to settle into the driving position almost immediately. The only aspect that lets the interior down is the infotainment screen. In an era where manufacturers seem to be fitting increasingly larger displays, the Jetour's screen feels disappointingly small. While the graphics are perfectly acceptable, its size makes interacting with certain functions more difficult than it needs to be. Because it's a touchscreen, making adjustments while driving requires taking your eyes off the road for longer than I'd like. Jetour has attempted to solve this by fitting a rotary jog shuttle controller, which is certainly a welcome addition, but in practice it simply isn't quick enough. Navigating through menus takes longer than it should and, more often than not, I found myself reverting back to the touchscreen anyway.

PERFORMANCE

Powering the X70 Plus is a 1.5-litre turbocharged petrol engine paired to a six-speed dual-clutch transmission. It isn't a drivetrain that shouts about performance figures, but that's never really been the point of this vehicle. Where the X70 Plus excels is refinement. The engine delivers its power smoothly and predictably, while the gearbox deserves a special mention. Dual-clutch transmissions have come a long way over the years and this is one of the smoother calibrations I've experienced in this segment. Gear changes happen seamlessly, with none of the hesitation or awkward low-speed behaviour that can sometimes plague this type of transmission. Whether crawling through traffic or cruising on the open road, it always seemed to be in the right gear. Ride quality also deserves praise. The suspension strikes a pleasing balance between comfort and body control, soaking up road imperfections without becoming overly soft. It's a vehicle that encourages relaxed driving rather than spirited corner carving, and that's exactly how a family SUV should behave. Fuel consumption was another pleasant surprise. While I certainly wouldn't describe it as exceptionally frugal, it proved to be noticeably lighter on fuel than several other Chinese SUVs I've driven recently. That's encouraging, although there's still room for improvement. If fuel efficiency is your absolute priority, there are alternatives that perform better, but for a seven-seater of this size, it's perfectly acceptable.

COMFORT

This is where the X70 Plus really begins to make sense. Space has clearly been prioritised and it's something you'll appreciate every time you load the family in for a weekend away. The first and second rows offer generous levels of comfort, while the third row provides useful flexibility for children or those occasional extra passengers. The seats are supportive without being overly firm, visibility is good and the overall driving position feels natural. After spending extended time behind the wheel, fatigue simply wasn't an issue, which says a lot about the vehicle's ergonomics. Jetour has also done an impressive job with standard specification. There's very little that feels missing. Modern connectivity, convenience features and safety technology are all present, making the X70 Plus feel every bit as well equipped as rivals costing considerably more. It's this combination of practicality and features that gives the X70 Plus its strongest selling point. You never feel like you're driving a budget SUV. Instead, it feels like a vehicle that punches well above its price bracket.

VERDICT

The X70 Plus has done exactly what a launch product should do—it gives buyers confidence in the brand. As my first experience with Jetour, I walked away impressed. The styling is attractive, the cabin is comfortable, the drivetrain feels refined and the overall ownership proposition is difficult to ignore. Yes, the infotainment screen feels outdated in both size and usability, and fuel consumption could still be improved, but neither issue is significant enough to overshadow what is otherwise a genuinely competent family SUV. Compared with the previous-generation X70, the Plus represents a significant leap forward. It looks considerably more sophisticated, the interior feels more premium, technology has improved and, perhaps most importantly, the driving experience feels far more polished. It isn't simply a facelift it feels like Jetour has matured as a manufacturer in a relatively short space of time. From a South African perspective, that's perhaps the biggest takeaway. Buyers have become far more accepting of Chinese brands over the past few years, but they're also becoming more demanding. Value alone is no longer enough. People expect quality, refinement and a product that can comfortably compete with established names. With pricing sitting comfortably below many of its direct seven-seat rivals, the X70 Plus finds itself in a very sweet spot. You'll inevitably cross-shop it against the Chery Tiggo 8 Pro, Mahindra XUV700 and even entry-level offerings from more traditional manufacturers, but Jetour has built a convincing argument of its own. The combination of styling, equipment, space and overall refinement makes it feel like excellent value without feeling cheap. If the X70 Plus is anything to go by, Jetour didn't arrive in South Africa simply to add another badge to the growing list of Chinese manufacturers. It arrived with genuine intent, and after spending time with the X70 Plus, I have every reason to believe it's a brand worth keeping an eye on.

SPECIFICATIONS

Engine	1.5L Turbocharged Petrol
Gear Box	6-speed dual clutch
Power	85kW
Torque	270Nm
Fuel Efficiency	7..8L per 100km
Price	R444,000

 

 

Bucket Seat: Geely E2 Apex

Electric vehicles have always been a difficult sell in South Africa. Between concerns over driving range, limited public charging infrastructure and premium pricing, many motorists have remained hesitant to make the switch. But after spending time with the new Geely E2 Apex, I genuinely believe this is one of the first electric cars that removes many of those barriers. It offers a compelling combination of affordability, practicality and everyday usability, making it an excellent entry point for anyone curious about starting their EV journey. I drove the range-topping Apex derivative, which naturally comes loaded with features, but what impressed me even more is that the entry-level Aspire model doesn't feel stripped back either. Geely has managed to create a package that delivers exceptional value regardless of which model you choose.

DESIGN

The Geely E2 is one of those cars that immediately grows on you. It has a playful, youthful personality with smooth flowing lines and rounded body panels that give it a modern, approachable appearance. There's no denying that it carries a hint of Tesla-inspired styling, particularly in its clean, minimalist design language, but it still has enough character to stand on its own. Its compact proportions make it perfectly suited to urban environments, while the aerodynamic silhouette gives the little hatchback a surprisingly premium presence on the road. It's a design that feels contemporary without trying too hard, and it's likely to appeal to younger buyers as well as families looking for an economical second vehicle. Inside, the cabin follows the familiar recipe we've come to expect from many modern Chinese manufacturers. A large central infotainment display dominates the dashboard, while a compact digital instrument cluster provides the essential driving information. The overall layout is clean and uncluttered, creating an airy cabin that feels more spacious than the car's exterior dimensions would suggest.

PERFORMANCE

The Geely E2 isn't designed to be a performance EV, but that's not what it's trying to achieve. Instead, it focuses on delivering smooth, effortless electric motoring that perfectly suits daily commuting. With a claimed driving range of 325km on a full charge, the E2 offers more than enough range for the average South African motorist. For many people, that's easily enough to cover an entire week's commute without needing to plug in every evening. That alone goes a long way towards easing the range anxiety that still discourages many potential EV buyers. Charging is equally straightforward. Every E2 comes with a home wallbox charger included in the purchase price, making overnight charging convenient for owners with dedicated parking. I also charged the vehicle using a standard three-pin household plug, which took approximately 12 hours to replenish the battery overnight. While considerably slower than a dedicated wallbox, it's reassuring to know that virtually any household can charge the vehicle without specialised infrastructure. When you're on the move, compatible DC fast chargers can recharge the battery in around 30 minutes, making longer journeys increasingly practical as South Africa's charging network continues to expand.

COMFORT & TECHNOLOGY

The E2 Apex is exceptionally well equipped and offers all the features most buyers would expect in a modern electric vehicle. The standout technology feature is undoubtedly the integrated AI voice assistant, which proved responsive and intuitive throughout my time with the car. It makes interacting with many of the vehicle's functions quick and effortless without constantly reaching for the touchscreen. One quirky feature I particularly enjoyed was the musical chime that plays whenever the vehicle is locked. It adds a bit of personality to the ownership experience and, for those who prefer a quieter approach, the sound can easily be changed or disabled altogether. There were, however, a couple of frustrations. The smartphone connectivity requires a wired connection, with no support for wireless Apple CarPlay or Android Auto. Considering how many competitors are now moving towards wireless integration, this feels like a missed opportunity and slightly detracts from an otherwise modern cabin experience. That said, overall comfort levels are excellent for a vehicle in this segment. The cabin feels well assembled, visibility is good and the driving experience is relaxed and refined, making the E2 an enjoyable companion for everyday use.

VERDICT

The Geely E2 may well be one of the most convincing electric vehicles currently available for South African buyers. It successfully addresses many of the concerns that have traditionally kept motorists away from EV ownership by combining an attractive purchase price with practical range, simple charging solutions and generous levels of equipment. More importantly, it doesn't feel like a compromise. It's stylish, comfortable, easy to live with and genuinely enjoyable to drive. For first-time EV buyers, it's exactly the sort of vehicle that builds confidence and demonstrates just how straightforward electric motoring can be. With strong value for money and a well-rounded ownership proposition, the Geely E2 currently stands out as one of the best options in its class. Against rivals such as the BYD Dolphin Surf and the Dongfeng Box, Geely has delivered a product that feels polished, practical and ready for the South African market. If you're considering making the jump to electric motoring, this is undoubtedly one of the smartest places to start.

SPECIFICATIONS

Engine	Permanent magnet synchronous motor
Gear Box	Single gear
Power	85kW
Torque	150Nm
Range	325km
Price	R389,000