The local bakkie landscape has become more interesting with the arrival of the Changan Hunter range. While the Chinese brand is still finding its feet in a market dominated by the Toyota Hilux and Ford Ranger, the Hunter offers buyers something different: a choice between a conventional turbo-diesel workhorse and a range-extended electric vehicle that thinks differently about powertrains.
The standard Changan Hunter diesel is a conventional double-cab bakkie in the traditional mould. Priced from R449 900 for the two-wheel drive manual and R569 900 for the four-wheel drive automatic, it competes directly with the GWM P-Series, Foton Tunland G7 and Peugeot Landtrek. The CE 4x4 Auto tested locally uses a 1,9-litre turbo-diesel engine producing 110 kW and 350 Nm, sent through a six-speed automatic gearbox.
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On paper, those numbers look modest compared with rivals offering 120 kW or more but, the Hunter diesel is not designed to win drag races. Its claimed fuel consumption of 9,1 l/10 km is reasonable for a body-on-frame bakkie weighing over two tonnes and the 80-litre fuel tank gives a theoretical range approaching 880 kilometres between fill-ups.
Where the diesel Hunter reportedly earns its keep is off the tarmac. The CE 4x4 trim includes a rear differential lock, approach and departure angles of 28 degrees and 27 degrees respectively and ground clearance of 226 millimetres. On rocky terrain it is capable and confidence-inspiring for its class. The part-time four-wheel drive system with low-range gearing means this bakkie can handle genuine off-road work, not just gravel drives to weekend getaways.
Inside, the diesel CE trim is generously equipped for its price point. Leather upholstery, keyless entry, a 10-inch touchscreen, six crash bags and rear parking camera are all included. However, some specification levels lack smartphone mirroring, so buyers should confirm the infotainment setup before signing.
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The diesel Hunter’s limitations become apparent at highway speeds. With only 110 kW on tap and a six-speed gearbox, overtaking requires planning. The bakkie runs out of breath near the legal limit, and performance is best described as leisurely rather than urgent. For buyers who spend most of their time on the open road, this could become frustrating.
The K50 REEV: A Different Philosophy
The Hunter K50 REEV represents a fundamental shift in how a bakkie can be powered. REEV stands for Range Extender Electric Vehicle, and the system works differently from a conventional hybrid. Under the bonnet sits a 2,0-litre turbo-petrol engine producing 140 kW and 340 Nm, but here is the crucial detail: that engine never drives the wheels. Its sole job is to charge a 31,2 kWh battery pack when the charge runs low.
The driving is done entirely by two electric motors, one on each axle, producing a combined 200 kW and 470 Nm. That power figure matches the Ford Ranger Wildtrak V6, and the torque output exceeds it. The result is startling performance for a bakkei.
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The Hunter K50 REEV accelerated from zero to 100 km/h in 7,37 seconds when placed in the most aggressive drive mode. That makes it substantially quicker than the Toyota Hilux GR-Sport and the Ford Ranger Wildtrak X, both of which cost significantly more money.
The REEV system offers three selectable driving modes. One Key Injection Force mode unleashes the full electric torque for maximum acceleration. Auto mode lets the bakkie decide how to manage the battery and petrol generator. Forced EV mode attempts to run on battery power alone, though the petrol engine may still intervene when needed. The pure electric driving range is quoted at 133 kilometres, enough for most daily commutes without burning a drop of fuel.
Changan claims a total range of 1 000 kilometres when combining the battery and a full 70-litre fuel tank but real-world testing showed that figure to be optimistic, with actual numbers closer to 700 kilometres of combined range with a fuel consumption of around 10 l/100 km when the petrol generator is working hard. That is still reasonable for a vehicle of this size and performance, but it falls short of the marketing claims.
A further caveat is an anomaly – the flap covering the electric charging inputs is tinny and flimsy and very much out of context with the upmarket look and feel conveyed by the rest of the vehicle.
The K50 REEV’s advanced powertrain brings complexity the diesel Hunter avoids. Owners will need to understand when to charge, when to let the petrol generator run, and which drive mode suits the day’s journey. The question can be asked why Changan uses such a sophisticated turbo-petrol engine just to charge a battery, suggesting a simpler, less expensive unit would suffice. At service time, that turbo engine still needs maintenance, potentially adding to running costs.
Then there is the price. The Hunter K50 REEV retails for R779 900, a full R210 000 more than the diesel CE 4x4. That is a significant premium for electric torque and novel technology. Both models come with a 5-year or 150 000 kilometre warranty and a 5-year or 90 000 kilometre service plan. But the REEV’s battery warranty and long-term reliability remain unknown quantities in the South African context.
Off-road capability also differs between the two. The diesel Hunter, with its low-range transfer case and mechanical rear diff lock, is built for serious trails. The REEV, by contrast, uses independent rear suspension and places its rear electric motor in a vulnerable low position. It will handle gravel roads and mild off-roading comfortably, but it is not designed for the same level of rugged use as its diesel sibling. Changan positions the K50 as a lifestyle bakkie for urban buyers who want electric refinement with the option of weekend adventure.
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Inside, the K50 REEV pulls ahead of the diesel model on technology. A large 12,3-inch infotainment screen, wireless charging, a full suite of ADAS features and a 540-degree camera system are all included. Importantly for drivers who dislike touchscreen-heavy interfaces, the K50 retains physical buttons for climate control. The diesel CE trim is well equipped but lacks some of these high-end features.
Both bakkies share the same basic cab architecture, which means generous space for five adults and a load bay that can accommodate a standard Euro pallet. The REEV adds vehicle-to-load functionality, with 220-volt plugs in the load bin capable of powering tools, camping equipment or lights. For buyers who spend time off-grid, this feature alone could justify the price premium.
Choosing between the two Hunters comes down to use case and budget. The diesel version is the sensible, proven choice. It costs less, will likely hold its value better in the short term, and can handle genuine off-road work without worrying about battery placement or charging infrastructure. Its modest highway performance is a compromise, but one that many bakkie buyers accept in exchange for rugged capability and value for money.
The K50 REEV is for buyers who prioritise driving experience and technology over outright ruggedness. The instant electric torque makes it feel more responsive than any diesel bakkie on the market, and the ability to run on pure electric power for daily commutes could significantly reduce running costs for owners who charge at home. But the higher purchase price, uncertain long-term running costs and added complexity mean this is not a decision to take lightly.
Drive both before deciding. The diesel Hunter’s relaxed character suits some buyers perfectly, while the REEV’s urgent acceleration and smooth powertrain will win over others. Neither is a bad choice, but they serve different masters. For now, the diesel remains the safer bet. The REEV is the more interesting one.
Colin Windell for Colin-on-Cars in association with
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