Bucket Seat: Lepas L6 EV

Lepas is getting ready to make a bigger impression on the South African EV market with the arrival of the new L6 EV, an all-electric crossover that brings together sharp styling, decent performance and a claimed range of up to 450 km. Visually, the L6 has a modern and sporty stance, helped by its 19-inch alloy wheels and red brake calipers, while the front-mounted electric motor produces 160 kW and 275 N.m, sending power to the front wheels. It also supports both AC and DC charging, making it practical for everyday use and longer journeys. Lepas is even sweetening the deal for early adopters, with the limited pre-order package including a 7 kW home charger, standard installation, a Type M charging cable, V2L functionality and R5,000 worth of charging credit.

Inside, the L6 continues with a strong technology focus, featuring an 8.88-inch digital instrument display and a large 13.2-inch central touchscreen with Apple CarPlay and Android Auto. There is also an eight-speaker Sony sound system, wireless smartphone charging, heated and ventilated electric front seats, dual-zone climate control, a panoramic sunroof and a powered tailgate. Safety has not been forgotten either, with 20 advanced driver-assistance systems, seven airbags, a panoramic camera and automatic parking forming part of the package. On paper at least, the L6 certainly doesn't feel like Lepas has tried to cut corners when it comes to standard equipment.

But the big number here is that 450 km range. For South African buyers, range remains one of the biggest considerations when making the switch to electric, and the L6's claimed figure should make it capable of handling the daily commute while still offering enough breathing room for longer trips. The inclusion of V2L is another nice touch, giving owners the ability to use the vehicle's battery to power compatible appliances and equipment. Add the home charger and installation into the pre-order package and Lepas is clearly trying to make the transition to EV ownership as straightforward as possible.

The one piece of the puzzle still missing is the price. Lepas has yet to confirm exactly how much the L6 EV will cost in South Africa, and that will ultimately determine where it sits in an increasingly crowded EV market. With Chinese manufacturers continuing to bring more electric models into the country, the L6 will need to offer the right combination of price, range and equipment to get buyers interested. For now, though, the L6 EV certainly looks like an interesting addition to the local market, and with its distinctive styling, 450 km range and generous specification, it is one we will be keeping an eye on. 

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 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: 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

 

 

Bucket Seat: Leapmotor C10 REEV

I'll be honest, I cannot keep up with the various Chinese brands that are entering our market and I'm in the motoring space, so I can only imagine how the general consumer feels. It's like over the last year, there's just been a sudden influx of brands that we have never heard of popping up. Some are affiliated or are sub-brands of well known Chinese manufacturers that have a really good footprint and some are just totally new. For my first test car of 2026, I had one of the latest brands give me a car to spend some time with, and it was from "Leapmotor". Founded in 2015 in Hangzhou China, they are now the third largest new energy vehicle startup in China, having sold over 400,000 EV's in China as of July 2024. So over year has passed since that last stat, so that number has grown exponentially since then. The Financial Times calls them a "no-frills" EV maker", with offerings cheaper than their Chinese counterparts BYD which helped them gain market share in China, catching the likes of Tesla and soon BYD. Now while the SA market is still getting accustomed to the Chinese offerings, let alone EV's, Leapmotor which is partly owned by leading global automobile group Stellantis, they've taken the decision to introduce the C10 REEV, which is a petrol hybrid model medium SUV to the market. Offering locals a test of their EV technology but the safety net of a range extender petrol engine. After spending a week with the car, here are my thoughts on this latest addition to our market. 

DESIGN

When the C10 cruised into my driveway, I was surprised at the size of it, as I was expecting something a bit smaller, sort of the Corolla Cross size but this was substantially bigger, about the size of the Audi Q5, if not a bit bigger. The clean design reminded me of the Geely which I saw late last year of which the lines are similar but with their own added flair. There aren't many ridges or edges but rather smooth flowing panels with subtle and soft curves that make the car look futuristic and elegant. It is a handsome looking car, I cannot deny that, the front LED headlights sit recessed into the front facia almost making it look like it was carved into the the body work. The slim grille that connects the two headlamps provides a subtle break in the body work with a straight edge difusser to make the front face more pronounced. There is a curvature to the bumper that folds into the body which just adds more character. The profile of the car is sleek with recessed door handles that continue the minimalist look with a black badge protruding from the front just above the wheel arch with the Leapmotor branding on it. The 20-inch multi-spoke alloy wheels are standard on the "Design" version of the C10 are really eye-catching. The rear is more of what you expect, clean, smooth and a solid light bar that runs across the back with a design very similar to that of the Porsche Cayenne. In fact, at a quick glance of the rear, some might mistake it for the German sports SUV. 

PERFORMANCE

While Leapmotor are known for their EV's in China, the C10 REEV is a PHEV, meaning it has an electric plug in motor as well as an internal combustion engine but while most PHEV's use the electric motor as a slave with the master being the ICE, with the C10 its the opposite. If you have enough charge, it will use the electric motor for most part of your drive. Hence giving you a total range with a full tank of fuel and fully battery of 970km! The switch over from petrol to electric is seamless and only can be felt on the highway when extra power is required where the all too familiar groan of the CVT kicks in. The dual power plants are broken into a 158kW electric motor that punches our which is rear wheel driven that has a 28.4kwh battery and gives you a pure electric range of 145km on a full charge. The ICE part of the car sits up front with a 1.5L naturally aspirated 4-cylinder engine that has 63kW and 125Nm of torque, this is the sort of engine you'd find in a small C-Segment car. It has a 50L petrol tank so quite big but don't ask me how to open the fuel car for it as I'll explain that further in the next paragraph. The vehicle feels solid and steady on the road, with minimal body roll and extremely smooth on most surfaces. The steering wheel is light and rear active making easy work of controlling this big car on the road. I didn't take it on any gravel road but I feel with its raised suspension and big profile tyres, it would make light work of it. 

COMFORT

The C10 is big, its spacious, its futuristic and most importantly, its comfortable. Like most of the Chinese cars, the brief for the interior seems to be standard "Big infotainment screen in excess of 10-inches, small instrument screen behind the steering wheel, little to no buttons, and floating center console with hard to reach USB ports". I get the whole futuristic thing but there's certain things about the C10 that annoyed me, a lot. For starters, the key, its an NFC card that only unlocked and locks the car from the driver side mirror. It had no proximity sensor which also means that there isn't comfort access for opening the tailgate when you are carrying a lot of things in your hands. With the cover on the car, it also made it tricky to get the card to read on the mirror. Once in the car, the second thing that annoyed me, was adjusting the side mirrors, no physical buttons meant going into the menu on the massive display screen, when you eventually find the sub-menu to adjust the mirrors, you have to use the little dials on the steering wheel to move the mirrors on either side. Extremely frustrating especially when you are trying to do this while driving. Then comes the climate control, works like a charm, dispelling even Durban's harsh humid conditions but when you want to change the direction of the airflow, you met with another conundrum, there isn't any physical lourves to adjust, how do you do it? Yes, you guessed it, its on that magic big screen, granted this one was much easier to access and it was pretty cool to just move your finger to show which direction you want the the air to go but all of that doesn't compare to the biggest gripe I have with the car, THERE IS NO MOBILE APPLICATIONS! Yes, no Apple Car Play, no Android Auto! in 2026?! Really?!!!! Well enough of the complaining, lets talk about the nice things, the seats were ultra comfy and have heating and ventilation, the ambient lighting is subtle and has a nice "rhythm" feature which changes colour to the beat of the music you are listening too. The electric seats are quite nice to use and easy to save for driver memory. The panoramic roof is large and the tint lets in the light without the heat. The driving safety sensors are not as pedantic as the other Chinese cars. The infotainment screen is easy to use and the vehicle menu gives you quite a comprehensive breakdown on the driving stats but I wish it had a graphic to show you when you are using the electric motor and when you are using the petrol engine. 

VERDICT

For it's first model to hit the roads in South Africa, the C10 REEV is a decent offering, the thing that will appeal to most is the range of the car. 970km is quite impressive and the overall package is nice apart from those few grips I shared about, but I realised I forgot two more, to start the car, you need to place the NFC card on the wireless charging mat while pushing on the break, while it worked most of the time, some times I found myself fighting with the car to start. The car has a premium feel to it which I loved, the design is different to what we are used to and looks more on the sophisticated side instead of being brash and in your face. The drive is great and I'm sure on long distances it will perform extremely well. While some in the industry said they feel this car was rushed, I think it was just short-sightedness from the brand to not see what the local market liked and adapted that to their offering but they rather chose to just give us what they think we wanted, or hoped we would ignore those short-comings with some fancy things. The price tag for this model is quite high, with it being just shy of 800K, so it's hard to ignore those factors when you are paying European money for something coming out of China. 

SPECIFICATIONS

Engine	1.5L N/A 4 cylinder  +28.4kWh electric motor
Gear Box	Automatic CVT
Power	158kW + 63kW
Torque	320Nm + 125Nm
Average Fuel Consumption	6.1L per 100km (as tested)
Price	R799,900