VW Polo Vivo: Should you settle for a 1.4 or bite the bullet and get the 1.6?
With rising ownership costs and high fuel prices, choosing the right Polo Vivo engine comes down to your budget, usage and location. We break down the real-world differences between the 1.4- and 1.6-litre options.
Volkswagen’s Polo Vivo is the go-to starter car for many South Africans wanting entry into a legacy German brand. VW’s smart continuation-model strategy has kept older generations of the Polo on local roads long after being retired in global markets.
While a sunset for VW’s best-selling local model is approaching, it remains the default choice for buyers resistant to the crossover trend. An engineering and spec analysis validates this choice: a crossover built on the same hatchback platform offers minimal practical benefits while adding significant cost.
With recent interest rate hikes and high fuel prices, Polo Vivo buyers are more budget-conscious than ever. How do these economic realities – combined with South Africa’s distinct geographic challenges – shape which engine option you should choose?
Here is how the Polo Vivo’s naturally aspirated 1.4- and 1.6-litre petrol engines compare for different driving needs, budgets and altitudes.
Unlike its rivals, the Polo Vivo 1.4-litre engines lack variable valve timing.
An aged but simple 1.4-litre naturally aspirated engine powers entry-level versions of VW’s popular hatchback.
Although VW builds some of the world’s most sophisticated petrol engines, the Vivo’s 1.4-litre unit is distinctly old-school. Unlike rivals like the Suzuki Swift 1.2 – which features variable valve timing – the VW 1.4 lacks valve timing adjustments or cam phasing. Consequently, it can sound noisier and feel less responsive at low engine speeds than competitors with similar power outputs.
Is 15% more power worth the R20 000 price premium?
An 8 kW difference between the base 1.4 and the Life trim might sound minor on paper, but it represents a nearly 15% power increase. That difference becomes noticeable when overtaking or climbing steep gradients under load, such as Van Reenen’s Pass between Durban and Gauteng.
Both 1.4 models use a five-speed manual transmission, lacking an overdrive sixth gear to lower highway consumption. Under ideal conditions, the lower-powered 55 kW base model uses roughly 7.7% less fuel than the 63 kW Life version.
This tiny footrest doesn’t work if you wear anything larger than a UK 10 sneaker.
The entry-level 55 kW Polo Vivo is bare-bones. It rolls on 14-inch steel wheels – which, ironically, handle potholes better than alloys – and offers minimal cabin infotainment or digital connectivity. (Driver ergonomics also reveal minor quirks, like a narrow footrest unsuitable for shoe sizes larger than a UK 10).
Upgrading to the 1.4 Life costs around R20 000 extra. For that premium, you get upgraded cabin trim, 15-inch alloy wheels, cosmetic enhancements, daytime running lights and that 15% bump in power for joining highway traffic.
If you don’t need those features, the base 1.4 offers tangible running-cost savings. That R20 000 price difference equates to roughly 15 full tanks of unleaded fuel – which, for the average driver, covers about six months of driving.
Want that 6th overdrive gear for highway economy? You’ll need to upgrade to the 1.6 Style.
Because the Polo Vivo’s 1.4-litre engines are naturally aspirated, they lose roughly 15% to 17% of their power at Highveld altitudes. For families carrying full loads of passengers and gear, this performance drop is significant.
If you regularly drive at altitude or carry heavier loads, upgrading to the 1.6-litre Style becomes a compelling option:
Power gain: Upgrading from the 63 kW 1.4 Life to the 77 kW 1.6 Style adds 14 kW, a 17% increase in power.
Highway driving: The extra power helps maintain momentum in the fast lane on Gauteng highways without constantly working the engine.
Despite the displacement increase, the fuel consumption penalty is surprisingly modest. Unlike the 1.4 models, the 1.6 Style features a six-speed manual gearbox with a taller top gear for efficient highway cruising. On average, the 1.6 uses only about 5% more fuel while delivering 17% more power when you need it most.
Ultimately, your choice in the Polo Vivo line-up depends entirely on where and how you drive. If your daily commute is an inner-city coastal shuffle and your main priority is stretching every rand, the honest, low-maintenance 55 kW base model is hard to beat.
However, if you regularly tackle long-distance highway trips, load up the car for family duties or battle the Highveld’s power-sapping altitude, the extra punch and sixth gear of the 1.6-litre Style justify the modest fuel trade-off.
The Geely Coolray looks like a mix between an SUV and a boy-racer hatchback. It’s keenly priced and comes with a peppy turbo engine. We sampled the newcomer at the local launch to see if it can make a dent in the Jolion/Tiggo/Omoda sales segment.
The Geely Coolray marks the latest addition to Geely‘s expanding South African portfolio. Following the initial impact made by the all-electric E2 hatchback, the Chinese manufacturer is expanding its local dealer network and targeting the compact crossover market. We drove the new Coolray on its local media launch route from Stellenbosch to Greyton to evaluate its credentials against established segment rivals.
Measuring 4 380 mm long, 1 795 mm wide and 1 609 mm tall atop a 2 600 mm wheelbase, the Coolray sits squarely in the compact crossover class. It competes against established Chinese offerings like the Haval Jolion Pro and Omoda C5, as well as mainstream Japanese alternatives.
Powering the range is a 1.5-litre 4-cylinder turbocharged direct-injection petrol engine delivering 128 kW at 5 500 rpm and 290 Nm of torque. Power is sent to the front wheels via a 7-speed wet dual-clutch transmission. On paper, these figures put the Coolray ahead of its main Chinese competitors in terms of outright output.
How does the Geely Coolray drive?
Out on the open road to Greyton, the 1.5-litre turbocharged unit felt peppy. With a claimed 0-100 kph sprint time of 7.6 seconds and strong in-gear acceleration, merging onto the freeway and overtaking at highway speeds was effortless.
However, despite aggressive styling cues like the large rear wing and diffuser on the top-spec Vertex derivative, the chassis does not match the boy-racer aesthetic. It is less engaging through corners than a genuine hot hatch or performance crossover, lacking the sharper steering feedback and body control required for spirited driving.
The ride quality is acceptable. While it lacks the ultimate suspension compliance found in Japanese competitors over uneven tarmac, the damping is a notch above most Chinese rivals. Refinement is generally fair, although wind whistle from both the driver and passenger side windows was noticeable at 120 kph freeway cruising speeds.
Fuel economy has traditionally been a bugbear with modern non-hybrid Chinese cars, but the Coolray appears to be reasonably efficient. Geely claims 6.5 L/100 km in mixed use, and during our mostly freeway drive to Greyton and back, we returned 8.1 L/100 km. Some competitors have been known to venture over 10.0 L/100 km, so it seems to be one of the more frugal Chinese crossovers.
What is the Geely Coolray like inside?
Step inside, and the cabin lacks the distinctive personality suggested by the exterior design. Without a logo on the steering wheel, it would be difficult to distinguish this layout from contemporary offerings by GWM, BYD, Chery or any other Chinese brand. The small 8.8-inch digital instrument cluster and large 14.6-inch central infotainment display mirror current industry trends, while the wireless charging-bay design appears heavily inspired by that of the Omoda C5.
That said, material selection and fitment are upmarket. Geely has used vegan leather across the seats and dashboard inserts, paired with a neat red-and-black colour combination.
Tech coverage is strong across the range, with Apple CarPlay, Android Auto, a 540-degree panoramic camera system on mid- and upper-tier models, and Level 1 ADAS safety features on the Vertex.
Rear legroom is good and the full-length panoramic sunroof fitted to the top derivative lets in plenty of light. Device charging is catered for by 2 USB ports in the front, although rear passengers share a single USB-A port. Boot capacity is rated at 330 litres, expanding to 1 054 litres via a 60/40 split rear seat arrangement. While smaller than the space offered by key rivals, the luggage bay remains usable for daily requirements.
How much does the Geely Coolray cost in South Africa?
Pricing includes Geely Care+, which provides a 5-year/150 000 km vehicle warranty, 5-year/150 000 km engine warranty, 5-year/50 000 km service plan and 5-year unlimited roadside assistance.
The Geely Coolray brings strong performance, high specification levels and neat cabin assembly to the lower end of the crossover spectrum. However, its aggressive exterior styling overpromises on dynamic handling and its raised crossover silhouette contrasts with the current market trend toward traditional SUV shapes.
Yet, supported by a competitive price point, a comprehensive warranty and an expanding local dealer infrastructure, the Coolray presents a credible alternative to the established players in its segment.
A ticking clock: What happens when your hybrid-battery warranty expires?
Hybrid battery warranties on SA’s early HEVs have long expired, and those in newer models will eventually do the same. So what happens when your factory coverage runs out; how much does a replacement cost; and should you sell come Day Zero?
Consumers are increasingly looking towards more efficient cars, such as hybrids, to shield themselves from record fuel prices. While hybrids offer a fair percentage of savings over time, the downside is that – apart from the inevitability of general capacity loss – every hybrid’s traction battery eventually expires, leaving owners exposed to potentially serious expenses if major components fail and the battery warranty has expired.
Understanding what happens when manufacturer coverage ends and you become responsible for the bill is essential to calculating the true long-term cost of ownership.
What happens to your car when the battery warranty runs out?
While most standard factory mechanical warranties run for three years, coverage for hybrid traction batteries (which power the electric motor) tends to span significantly longer periods and distances.
For example, the hybrid batteries in the Toyota Corolla Cross and 48 V Hilux/Fortuner models are covered for 8 years or 195 000 km. Curiously, the RAV4 Hybrid battery warranty is valid for 8 years or 160 000 km.
What should you expect when your vehicle’s odometer crosses that battery warranty threshold? Fortunately, nothing immediately: the car will continue to operate normally. It won’t suddenly illuminate its dashboard with a Christmas tree of warning lights or grind to a halt.
The unseen consequences are what you should be wary of, though. You are on your own should anything fail on the hybrid battery once the warranty expires; what’s more, an out-of-warranty status will negatively affect the car’s resale value.
How much does a hybrid battery replacement cost in South Africa?
When calculating the total cost of ownership of a hybrid vehicle, the price of its traction battery is the elephant in the room, partly because it’s an invisible, non-serviceable item whose replacement is only due in the distant future.
Replacement costs vary depending on the vehicle brand, the battery technology (NiMH vs. lithium-ion, for example), and whether you opt for a brand-new original dealer unit or recondition individual cells through a third-party specialist.
As a rough guide, replacing the battery pack in a mainstream Japanese self-charging hybrid could cost in the region of R25 000 to R45 000, while owners of premium European hybrids and plug-in hybrids (PHEVs) may face bills ranging from R65 000 to well over R100 000.
However, there are less expensive repair alternatives outside the franchise dealership network. Depending on the vehicle model and the nature of the fault, a specialist technician may be able to repair a battery or replace selected weak modules rather than the complete pack. Such work can cost considerably less than fitting a brand-new assembly, although the price, secondary warranty and remaining service life will depend on the overall condition of the pack and the quality of the repair.
Before committing to a replacement, carry out a thorough hybrid-system diagnosis and compare the cost of a new battery against other available repair options. A fault code or a slight reduction in fuel economy does not automatically mean the entire battery pack requires replacement.
Warning signs your hybrid battery is failing
A hybrid vehicle’s battery life cycle is not dissimilar to that of mobile devices that constantly charge and discharge.
In a hybrid car, the first telltale sign is usually a gradual increase in fuel consumption. This indicates that the hybrid system is no longer operating efficiently and is failing to deliver a meaningful contribution to propulsion to reduce load on the internal-combustion engine.
Listen carefully and you may also notice the battery’s cooling fan running far more frequently than usual – a clear sign of thermal stress and overheating.
As a further indication of a dying battery, you will notice a rapidly fluctuating state of charge (SoC) indicator. By this stage, the battery-management system will likely have alerted you to a malfunction with a permanent warning light on the instrument cluster.
Out-of-warranty hybrids: repair, replace or sell?
It’s crunch time. Your hybrid car is otherwise in perfectly sound mechanical condition, but its traction battery is now out of warranty.
The good news is that you have options. The bad news is that none of them are particularly cheap.
Option 1: Sell or trade in. If you feel a bout of buyer’s remorse, you can sell or trade in the car. However, expect a reduced trade-in valuation due to the prospective buyer factoring in the looming battery replacement.
Option 2: Main dealer replacement. Going the dealer route provides total peace of mind but at a premium. Keep in mind that, despite fitting genuine spare parts, the standalone warranty on the replacement battery is usually shorter (typically 1 to 2 years) compared to the original coverage when the car was brand new.
Option 3: Third-party reconditioning or cell replacement. Opting for a reconditioned battery or swapping out individual weak cells are both considerably less expensive than a dealer unit, but carry higher risk. A reconditioned battery is cheaper, but its overall service life will not match that of a new unit. Replacing individual cells saves money today, but the remaining ageing cells may fail shortly down the line.
Depending on the brand and market value of your vehicle, it’s worth asking whether a full dealer replacement makes financial sense. The numbers may add up on a high-value premium European vehicle, but on an older Japanese commuter nearing 200 000 km, it likely won’t.
An expired hybrid battery warranty doesn’t mean the end of your car’s usable life. Rather, it’s a planned maintenance milestone. Having a clear picture of the available options allows you to decide how much to spend … and knowing when that moment is coming gives you the power to prepare.
GWM Haval H7 (2026) Price & Specs
Scoop! The new GWM Haval H7 is set to launch in South Africa in October 2026, with 3 powertrains on offer: turbopetrol, traditional hybrid and plug-in hybrid. Here’s how much you can expect to pay.
New H7 to arrive in October 2026 priced from R554 900.
Three powertrain options confirmed
Turbopetrol, HEV & PHEV locked in
The new Haval H7 is scheduled to launch in South Africa in October 2026, with GWM’s local division having now confirmed the latest version of the boxy 5-seater crossover will be available with a choice of 3 powertrains.
As a reminder, the Haval H7 nameplate debuted in Mzansi in January 2025, before GWM SA handed this unibody crossover (which is badged as the “Big Dog” in its domestic market of China) the “Black Edition” treatment in March 2026.
Now, however, the Chinese brand’s local arm is preparing to switch to a fresh H7, this time based on a model known as the “Haval Raptor” in China (where it’s been in production since 2023). Measuring 4 800 mm from snout to rump, the new version is some 95 mm longer than the model it will replace.
GWM South Africa has confirmed the new Haval H7 will be available locally with a choice of 3 distinct powertrain flavours: turbocharged petrol, traditional hybrid electric vehicle (HEV) and plug-in hybrid electric vehicle (PHEV).
The turbopetrol engine is identical to the 2.0-litre motor that does duty in the outgoing H7, where it makes 170 kW and 380 Nm, and is linked to a 9-speed dual-clutch transmission as standard. There’ll be three trim levels, with the flagship gaining all-wheel drive.
The HEV powertrain is built around a turbocharged 1.5-litre petrol engine, an electric motor and a 1.53 kWh battery pack, a combination that delivers peak outputs of 182 kW and 540 Nm. It features front-wheel drive, direct hybrid transmission and only available in the Super Luxury trim.
What about the PHEV powertrain? There are two and all feature a turbocharged 1.5-litre petrol mill (but a far larger 23.7 kWh battery pack). Customers have the choice of a front-wheel-drive version generating 240 kW and 540 Nm or an all-paw variant that boasts peak outputs as lofty as 320 kW and 670 Nm, facilitating a 0-100 kph sprint in a claimed 4.9 seconds.
As a reminder, the outgoing Haval H7 line-up comprises 3 derivatives – the aforementioned turbopetrol powertrain, available in both front- and all-wheel drive guise, as well as a traditional hybrid (179 kW/530 Nm) – with pricing bookends of R604 950 and R734 950.
We’ll confirm final specifications, tech and features in the coming weeks.
How much does the GWM Haval H7 cost in South Africa?
The vehicle will be sold with a 7-year/200 000 km warranty, 8-year/150 000 km battery warranty, and a 7-year/75 000 km service plan.
Q: When will the new Haval H7 launch in South Africa, and what will it cost?
A: The new Haval H7 is set to launch locally in October 2026. While full pricing has yet to be finalised, GWM South Africa indicates that the HEV derivative will start at R624 900, with entry-level turbopetrol variants expected to start at a lower price point.
Q: What powertrain options will be available for the new Haval H7 in South Africa?
A: GWM South Africa has confirmed three powertrain configurations for the new Haval H7 line-up: a turbocharged petrol engine, a traditional hybrid (HEV) and a plug-in hybrid (PHEV).
Q: How does the new Haval H7 compare in size and design to the outgoing model?
A: Based on China’s “Haval Raptor” model, the new 5-seater boxy unibody crossover measures 4 800 mm in total length, making it roughly 95 mm longer from front to rear than the outgoing H7.
Honda CR-V RS Hybrid (2026) Price & Specs
The Honda CR-V RS Hybrid joins the local range, adding all-wheel drive, a hybrid powertrain and a sportier aesthetic. Here’s what’s new plus how much you can expect to pay.
The Honda CR-V is one of the Japanese brand’s legacy offerings and the sales figures highlight just how popular this SUV has been globally. It’s easily Honda’s best-selling vehicle and more than 15 million have found homes worldwide.
Prior to this RS Hybrid derivative joining the local range, the 6th-generation Honda CR-V line-up comprised just a single model, the 7-seater Exclusive. Slotting in at R91 400 less is the new 5-seater Honda CR-V RS Hybrid. Officially, it’s badged as the CR-V RS e:HEV AWD, which gives you some clue about its powertrain.
Honda CR-V RS hybrid engine
The engine on duty is a 2.0-litre, naturally-aspirated 4-cylinder petrol engine which makes 106 kW and 189 Nm. Thanks to the addition of two electric motors, the total outputs are 135 kW and 335 Nm, meaning the CR-V RS should be both punchy and efficient. Honda claims 5.4 L/100 km and the vehicle has an e-CVT.
It’s worth pointing out that this hybrid power system does not require plugging in, as the powertrain is self charging and features regeneration. The CR-V is able to run on electric power when pulling away and in traffic, switching to petrol power on the open road.
The CR-V now features all-wheel drive and while the vehicle is primarily front-wheel driven, the rear wheels supply torque before slip occurs.
Trim level
The Honda CR-V RS Hybrid comes with the following features:
RS styling with dual exhaust and gloss-black bumpers
RS-style leather trim with red stitching and white ambient lighting
How much does the Honda CR-V RS Hybrid cost in South Africa?
The new addition to the Honda range is sold with a 5-year/90 000 km service plan with intervals every 15 000 km, a 5-year/200 000 km warranty, a hybrid system warranty of 8-year/200 000 km as well as 3 years of roadside assistance.
What powertrain options power the Honda CR-V in South Africa?
The Honda CR-V is available in South Africa with two main powertrains: a 1.5-litre 4-cylinder turbocharged petrol engine producing 140 kW and 240 Nm paired with a CVT, and a self-charging 2.0-litre e:HEV hybrid system paired with two electric motors delivering a combined output of 135 kW and 335 Nm via an e:CVT with Real Time All-Wheel Drive.
How much does the Honda CR-V cost in South Africa?
Pricing for the Honda CR-V lineup in South Africa is structured as follows:
Honda CR-V 2.0 RS e:HEV AWD Hybrid: Priced from R949,900
Honda CR-V 1.5T Exclusive 7-Seater: Priced from R1,041,300
What is the fuel consumption of the Honda CR-V?
The CR-V 2.0 RS e:HEV hybrid model features an impressive claimed average fuel consumption of between 5.4 L/100 km and 5.7 L/100 km, offering a theoretical driving range of up to 1,000 km per tank. The 1.5-litre turbo-petrol variant carries a claimed average consumption of 7.4 L/100 km.
How many seats does the Honda CR-V offer?
Seating capacity varies by trim: the CR-V 2.0 RS e:HEV Hybrid features a spacious 5-seat layout with 581 litres of boot space, while the 1.5T Exclusive model offers a practical 3-row 7-seat arrangement.
What warranty and service coverage come standard with the Honda CR-V?
Every Honda CR-V in South Africa comes standard with a 5-year/200 000 km manufacturer warranty, a 5-year/90 000 km service plan, and 3 years of roadside assistance. Hybrid (e:HEV) models also include an 8-year/200 000 km high-voltage battery warranty.
Lexus ES (2026) Launch Review
The 8th-generation Lexus ES has gone on sale in South Africa, featuring a plush cabin, huge space in the rear and, for the first time, an all-electric powertrain. We take it for a drive through the Winelands.
The Lexus ES now waves the flag as the sole sedan offered by the premium Japanese brand in South Africa, as both the sporty IS and LS limousine have been withdrawn from our market. Now in its 8th generation, the Lexus ES takes the fight to the Audi A5, BMW 3 Series, Mercedes-Benz C-Class and, for the new ES battery electric vehicle (BEV) derivative, the BMW i4 and Volvo ES90.
The sedan market has seen a massive decline, both globally and locally. This author can remember the days when the 3 Series and C-Class were consistently selling over 1 000 units each more than a decade ago. Then the SUV revolution began, and if you look at premium brand portfolios, SUVs outnumber sedans by some margin.
It’s not a good starting point for the new Lexus ES, so it had better put on a good show – the answer is yes, it certainly does.
This new 8th-generation Lexus ES is larger in every metric, offering more cabin space as well as greater luggage capacity. The length and wheelbase have grown by 165 mm and 80 mm respectively, and in the metal, Lexus’ entry-level sedan suddenly appears far more substantial and, dare we say it, luxurious.
There are three derivatives and two powertrains on offer. Lexus continues to focus on petrol-hybrid engines and the ES 350h is powered by a 2.5-litre naturally aspirated petrol-hybrid setup. For this 8th-gen model, outputs have increased from 160 kW to 182 kW, with total torque output moving from 221 Nm to 235 Nm. The vehicle rides on the TNGA-K platform (the same as the impressive Toyota RAV4), is front-wheel-driven and features a continuously variable transmission (CVT).
While many petrolheads loathe the non-interactive CVT, it’s worth pointing out that this transmission setup best complements the Toyota hybrid system, as it keeps the engine in that sweet spot, balancing performance with efficiency. Speaking of which, Lexus claims 4.4 L/100 km and a total range of more than 1 200 km between fill-ups. This vehicle is not marketed as a straight-line sprinter, but for interest’s sake, Lexus reckons 7.7 seconds is how long the ES will take to get to 100 kph.
Lexus ES BEV
And now, for the first time, the Lexus ES has gone all-electric. For our market, we get a single-motor ES 350e setup with 167 kW and 268 Nm. It has a battery capacity of 77 kWh (74.69 kWh usable), giving it a claimed range of up to 615 km based on the NEDC test. The 400 V platform supports DC charging up to 150 kW and AC charging up to 22 kW.
You can spot the ES 350e by its charging flap located behind the front wheel on the driver’s side, the subtle ‘e’ badge on the rear and the fact that this derivative exclusively rides on 21-inch wheels wrapped in 235/45 rubber. In terms of performance, it’s a tad slower than its petrol siblings, with a 0-100 kph claim of 8.0 seconds.
Synthetic leather steering wheel with heating functionality
Perforated synthetic leather seats with heating
Digital inner mirror
Auto climate concierge
17-speaker Mark Levinson audio system
Active Noise Control
Auto-parking function
19-inch alloy wheels
ES 350e SE
Active Sound Control
Easy-close doors
Cornering lamps
Rear sunshade
Semi-aniline leather seats
Ventilated front seats
Dual wireless phone chargers
21-inch alloy wheels
What is the new Lexus ES like to drive?
First impressions count for a lot, and visually, the new ES is a treat. Photographs can’t really convey how interesting the design is. Typical booted sedans can be predictable from a visual point of view, but like the Volvo ES90, the Lexus ES adopts a sporty fastback shape. From pretty much every angle, this is a car that effortlessly turns heads.
Climb inside and the visual treat continues. This is a beautifully finished interior with plenty of interesting nuggets. Take the steering wheel, for example: the buttons are darkened until you need them, at which point they illuminate. The same is true of the temperature buttons, where the blue and red arrows light up only if your fingers are in close proximity. When not in use, they add to the minimalist experience.
It’s the choice of materials that really impresses, however. The trim on common touch surfaces both looks and feels high-end, but it doesn’t stop there. Less common areas feature plush materials, too, and suede trim around the instrument cluster is a first for us.
Like the majority of Lexus and Toyota hybrids, the ES350h starts up in silence and will run on electric power at low speeds, with the petrol engine stepping in as the pace increases or when sudden bursts of acceleration are needed. You can change the driving modes, but we preferred to leave the car to its own devices, and the transition from electric to petrol is imperceptible. The driver-monitoring system is overly sensitive right from the get-go, but it’s pretty straightforward to switch that off.
Our launch route took us across the Cape Winelands with plenty of open-road cruising. We came away recording a consumption figure of 7.4 L/100 km, which is impressive considering we overtook a great many slower cars at full throttle. Some colleagues saw as low as 5.5 L/100 km, and if you’re driving in traffic, we reckon you’ll get close to the claimed figure.
The ride quality is superb, with the suspension tuned explicitly for comfort, and we suspect those tyres are working hard at soaking up the road’s imperfections. Given its positioning as a luxury cruiser, don’t expect anything in terms of excitement if you throw it into some bends.
We also had a quick drive in the battery-electric ES 350e. The electric powertrain is unlike other BEVs in that it doesn’t deliver that instant, aggressive shove, opting instead for a more measured and relaxed approach. Because there is a complete lack of internal-combustion engine noise, the cabin could be deathly quiet thanks to Lexus’ fantastic insulation and refinement, but there is an artificial sound to gently remind you there is some powertrain life beneath you.
The biggest takeaway for us is that it doesn’t drive too dissimilarly from its hybrid-powered siblings, and with the price of fuel constantly increasing, it may be well worth considering for a lower cost of ownership.
How much does the new Lexus ES cost in South Africa?
The new ES is sold with a 7-year/105 000 km maintenance plan, a 7-year/105 000 km warranty and an 8-year/160 000 km battery warranty. At the time of writing, there are 14 Lexus dealerships across South Africa.
The new 8th-generation Lexus ES continues right where the previous model left off. All the positives – quietness, stellar efficiency and class-leading build quality – have been retained, and are now wrapped in a strikingly attractive package.
If you had to look up “refinement” in the dictionary, a picture of the ES should appear. It genuinely is one of the most comfortable, refined and plush driving experiences available, but given how much space is in the back, it begs the question: would you like to drive, or be driven?
What powertrain options are available for the Lexus ES in South Africa?
The Lexus ES sedan range in South Africa is offered primarily with self-charging hybrid powertrains, as well as fully electric variants. The popular ES 350h derivative pairs a 2.5-litre 4-cylinder petrol engine with an electric motor to generate a combined system output of 182 kW.
How much does the Lexus ES cost in South Africa?
Pricing for the Lexus ES lineup is structured across the following derivatives:
Lexus ES 350h EX: Starts from R1,051,200
Lexus ES 350h SE: Starts from R1,232,700
Lexus ES 350e SE (Electric): Starts from R1,561,000
What is the fuel consumption of the Lexus ES 350h hybrid?
The Lexus ES 350h hybrid features an exceptionally low claimed average combined fuel consumption of just 4.4 litres per 100 km. With its 55-litre fuel tank, it offers an estimated driving range of up to 1 250 km on a single tank.
What features differentiate the EX and SE trim levels?
While the EX trim comes well-equipped with digital instrumentation, touchscreen infotainment with Apple CarPlay and Android Auto, and full leather upholstery, the flagship SE grade adds premium enhancements such as a Mark Levinson Surround Sound system, a Head-Up Display (HUD), and a panoramic sunroof.
What warranty and maintenance plan come standard with the Lexus ES?
In South Africa, every new Lexus ES is backed standard by a 7-year/105 000 km manufacturer warranty alongside a full 7-year/105 000 km Distance Plan (maintenance plan). Hybrid derivatives also include a dedicated 8-year/160 000 km high-voltage battery warranty.
A guide to DrivePass: The benefits and what to consider
Want a virtually new car but can’t get vehicle finance or do not want to commit to years of repayments? DrivePass offers a monthly-subscription-based alternative, with most running costs included. Here’s how it works and what to consider.
What is DrivePass?
DrivePass is Cars.co.za’s prepaid car-subscription offering, delivered through FlexClub and its fleet partners.
You pay to use a car rather than borrowing to buy it. There are no traditional credit checks or requirements to submit bank statements and payslips. A poor credit record does not prevent you from using the offering, although payment and collection requirements still apply.
The popular VW Polo Vivo is included in DrivePass’ offering.
Your monthly payment includes many of the monthly running costs which car owners do not take into account until it is too late. This includes insurance, servicing, maintenance, vehicle licensing and tyre wear and tear.
How does it work?
Choose your vehicle and mileage plan.
Pay a refundable deposit and your first 30 days upfront.
Collect your car with the required licence and eligible payment card.
Top up for additional 30-day periods.
Return the vehicle and end your subscription when you finish.
There is no long-term lock-in or cancellation penalty.
Why consider DrivePass?
DrivePass may suit you if you need transport while improving your credit profile; want a temporary second car; or are unsure how long you will need a vehicle.
It also offers an alternative for people who prefer predictable running costs and flexibility over ownership.
What are the benefits?
Virtually new cars
Choose from entry-level hatchbacks, family cars and SUVs, subject to availability. Match the vehicle to your needs and budget. These cars have low mileage, are reliable and are in great condition.
Looking for something a little more practical? A Suzuki Ertiga is within reach…
Several costs in one payment
Insurance, servicing, maintenance, warranty and tracking are included, along with roadside assistance.
Pretty much, add fuel and go! Financially, it’s simple to budget for because monthly fees are fixed and it gives real peace of mind.
Flexibility when circumstances change
You can request another vehicle or end your subscription without committing to years of payments. Vehicle changes depend on availability and collection arrangements.
Buying remains an option
You can explore purchasing the car you are driving. If your credit profile improves and you qualify for finance, DrivePass can help facilitate the purchase.
Buying is a separate transaction; subscription payments do not automatically build ownership.
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The new Lamborghini Revuelto SV – the brand’s most powerful production car yet – is heading to South Africa in limited numbers. Here’s what this V12 hybrid will cost…
Revuelto SV is most powerful Lamborghini yet
V12 hybrid generates 783 kW and 1 425 Nm
To debut as one of SA’s priciest new vehicles
The new Lamborghini Revuelto SV is coming to South Africa in limited numbers, with deliveries likely to commence early in 2027. And we now know this V12 hybrid will debut as one of the most expensive models on SA’s new-vehicle market.
Yes, thanks to our ever-watchful friends over at duoporta.com, we can confirm the new Lamborghini Revuelto SV will be priced from a heady R15 000 000 – a significant R2 200 000 more than the “standard” (for lack of a better term) Revuelto.
That will effectively make the Revuelto SV – the latest chapter in the Sant’Agata Bolognese-based firm’s “Super Veloce” story – the 2nd-most expensive model on the market, behind only the Rolls-Royce Cullinan (which, though technically listed as “price on application”, is thought to start above that mark).
In a nod to the year in which Lamborghini was founded, the Italian firm will produce only 1 963 units of the Revuelto SV, with just a handful of those destined for South Africa. As such, this special model will be reserved for what the brand describes as its “most loyal customers and collectors”.
The new Super Veloce combines a naturally aspirated 6.5-litre V12 petrol engine and an 8-speed dual-clutch transmission with a trio of electric motors (two at the rear and one at the front) and a 7.3 kWh lithium-ion battery pack (up from the standard model’s 3.8 kWh item). While the standard Revuelto offers total system power of 747 kW, the SV-badged version boasts 783 kW, making it Lamborghini’s most powerful production car yet.
With a whopping 1 425 Nm of total system torque on tap, the obligatory 0-100 kph sprint takes a claimed 2.4 seconds (a tenth quicker than the Revuelto), while the 0-200 kph is done and dusted in a mere 6.7 seconds. The SV’s top speed is listed as being in excess of 345 kph.
In addition to what Lamborghini terms an “even more striking design”, the Revuelto SV scores “enhanced aerodynamics” with increased downforce, a newly developed suspension system (with “racing-inspired” adjustable passive dampers), “next-generation” CCM-R Plus carbon-ceramic brakes and bespoke Bridgestone Potenza Race R tyres.
This model furthermore features a dedicated “Pilota” driving mode, which the company says delivers an “even more engaging and customisable track driving experience”. The cabin also features Lamborghini’s latest-generation steering wheel, specially developed racing seats and oodles of carbon fibre.
What does the Lamborghini Revuelto SV cost in SA?
DERIVATIVE
PRICE
Revuelto
R12 800 000
Revuelto SV
R15 000 000
The prices above include a 3-year/unlimited kilometre warranty and a 3-year/100 000 km maintenance plan.
Q: What is the price of the Lamborghini Revuelto SV in South Africa?
A: The Lamborghini Revuelto SV is priced from R15 000 000 in South Africa, which is R2 200 000 more than the standard Revuelto (R12 800 000). The price includes a 3-year/unlimited km warranty and a 3-year/100 000 km maintenance plan.
Q: What are the performance specs of the Lamborghini Revuelto SV?
A: Powered by a naturally aspirated 6.5-litre V12 hybrid setup with three electric motors and a 7.3 kWh battery, it generates a massive 783 kW and 1 425 Nm of torque. It accelerates from 0-100 km/h in a claimed 2.4 seconds, 0-200 km/h in 6.7 seconds and has a top speed exceeding 345 km/h.
Q: How many units of the Lamborghini Revuelto SV will be produced globally?
A: Lamborghini is limiting production to just 1 963 units worldwide (paying homage to the year the company was founded), with only a handful designated for South Africa.
With every Maybach around the world built strictly to order, no two are ever the same. That makes the opportunity to get behind the wheel exceptionally rare. Here is what happened when Mercedes-Benz SA invited us on an exclusive back-to-back drive from Somerset West to the Hemel-en-Aarde Valley to test the brand-new Mercedes-Maybach SL680.
Mercedes-Maybach has added a fourth model to its global line-up. The badge on the back reads SL680, but beneath the emblem and two-tone paint job sits an AMG SL63, powered by Mercedes-Benz’s stalwart 4.0-litre bi-turbo under its elongated bonnet.
Mercedes SA invited us on a rather exclusive drive, starting at a beautiful old hotel in Somerset West with a cracking driving route twisting and turning to the top of the stunning Hemel-en-Aarde Valley.
After a quick coffee and a quiche, we sauntered over to the line-up of two Mercedes-AMG SL63s and two Mercedes-Maybach SL680s gleaming in the morning sun. The idea was to afford the journos the opportunity to drive a “normal” SL and the Maybach SL back-to-back, which was actually a great approach.
First impressions and interior luxury
The PR chap at Mercedes SA told me that the Maybach SL680 offers a radically different driving experience to the AMG SL63, and that I should immediately feel the difference. Apparently the Maybach is waftier, the exhaust setup and exhaust note are totally different, and the interior seems to be made of recycled polar bears, with the thickest, whitest footwell carpets I’ve ever seen.
In short, he was completely bang-on about everything. Even on start-up, with the SL63s cranking over right next to the Maybachs, the latter’s exhaust note is smoother, toned down, less rowdy. It’s bassy and distinctly V8 in character, but it’s more … luxurious? Can an exhaust note be luxurious?
On the road: Ride quality and performance
Leaving the parking lot, the difference in how the air suspension was set up was immediately apparent. The Mercedes-Maybach SL680 feels like it’s floating, compared to the setup in the SL63 which is tuned to send much more feedback and road feel to your backside.
The Maybach’s ride quality has an impressive dual nature. In comfort mode, the whole experience is quiet, plush and feels extremely expensive, with a burble of V8 noise reminding you that you do have a 430 kW/800 Nm bi-turbo V8 in front of you.
Pop the system into sport mode, hit the twisties and the suspension noticeably firms up, almost completely dialing out body roll so you can throw it around a bit with confidence.
Ultimately, 430 kW and 800 Nm are potent numbers and the V8 delivers such a powerful burst of acceleration that I actually got a fright when I unleashed it. The SL680 is properly, properly fast, and I don’t think any prospective Maybach owner will feel the need for any more oomph.
The exhaust system is active and the pipes open up in sport mode, delivering a much more aggressive exhaust note, but still with a touch of class. While the claimed power outputs remain unchanged from the AMG SL63, the Maybach is quite a bit heavier, probably because of the extensive soundproofing and perhaps all the polar bear fur…
Pricing and exclusive touches
Driving the SL63 and SL680 back-to-back was an illuminating experience. Before I set off, I asked the price difference between the two: an SL63’s starting price is currently R3.982 million, while the SL680 starts at R5.029 million (before you get stuck into the options list).
So the challenge was to see and feel if the Maybach’s R1.05 million premium felt like a R1.05 million premium. There are certainly some standout exclusive features, including:
Hood ornament: The erect Three-pointed Star makes a comeback, sitting proudly on the bonnet and built on a swivel so you don’t stab a pedestrian on impact. Nostalgic Mercedes enthusiasts will love this option.
Paint and styling: The OEM paint colours available are exclusive to Maybach, as is the two-tone paint scheme.
Wheels: There are myriad 21-inch wheels to choose from. South Africans do seem to love the Merc Monoblocks, and a slightly reimagined Monoblock was fitted to the white test car on the day, splitting opinions on social media.
Verdict
The two Maybachs drew an enormous amount of attention on the road. While some may find them a bit gaudy, a bit over the top, or perhaps tacky even (the laser-etched Maybach emblem on the canvas roof is very debatable), the fact remains that they look like nothing else on the road.
And that, I suspect, is the point. If you have R5 million to spend, you either want no one to notice you, or you want everyone to notice you. In the Mercedes-Maybach SL680, you are absolutely guaranteed to stand out.
Paris Motor Show 2026: The old guard reaches for the history books
With around 20 brands in attendance, Chinese car companies might have hoped to dominate the headlines at the Paris Motor Show. But, finally, it looks like the European legacy marques have come up with an actual plan – not to price-match the Chinese or out-tech them, but to do the one thing a factory in Shenzhen simply cannot: to look backwards with genuine authority.
It must be more than a decade since I last walked the halls of the Paris Motor Show. The Mondial de l’Auto – it has always had a certain je ne sais quoi – used to be the kind of event that got me genuinely excited. Important world premieres. Futuristic concepts with flair that made you pause mid-croissant. Less formal than Frankfurt, but less wacky than Geneva, Paris was important … but fun.
Then COVID-19 happened, followed by the Chinese crossover invasion. Many shows were paused as brands cut back on what was seen as unnecessary, or “frilly” spending. For those brands that did make an effort to display, stands were dominated by parades of mid-size crossovers with illuminated logos and electrified drivetrains. I watched a few from a distance and increasingly felt … less.
But I’m getting a different vibe from the 2026 Paris Motor Show – I know because I actually wish I was there! Something is shifting. Whether it’s the sheer pressure of having an entire continent’s worth of Chinese brands set up camp in the exhibition halls – again, and now more comfortably than ever – or whether someone at Stellantis, in particular, finally had enough of watching the crossover wars and decided to do something more interesting, I’m not entirely sure. Probably both. But the result is a show that’s actually given me something to smile about.
The rather large elephant in the room…
First, the uncomfortable truth: the Chinese car companies are not visitors to the Paris Motor Show anymore. BYD, Leapmotor, Denza, Li Auto, GAC, Aito, Forthing and many more. They have stands. They have (many and bigger) screens. And, importantly, they have pricing that makes the European finance managers go very quiet in meetings.
They have cracked the crossover formula. They have the technology. They have the scale and manufacturing efficiency. On the traditional metrics of modern car-buying – standard spec, screen size, price – they are a genuinely formidable proposition. Trying to out-Chinese the Chinese on those terms is a strategy with limited prospects.
Which is why what Stellantis, in particular, has done in Paris is either the smartest thing the group has pulled off in years … or the most elaborate act of expensive nostalgia the industry has seen since that period that gave us the reborn VW Beetle, Mini Cooper, Chrysler PT Cruiser and others. Stellantis rolled out concept cars for each of its European brands and five of them in particular caught my eye – Alfa Romeo, Citroën, Fiat, Peugeot and Opel. Not one was a crossover. And almost every single one of them was in deliberate, pointed conversation with its own past.
Let’s go through them.
Alfa Romeo Cuorerosso: The Red Heart is beating fast
Alfa has named its jaw-dropping Paris Motor Show star the Cuorerosso – “red heart” in Italian, naturally – and it arrives in exactly the colour it promises: a deep, arterial red that makes everything parked near it look like it’s apologising for something. The concept does not directly preview the next-generation Giulia, but rather a design direction and a multi-energy approach (a fancy way of saying BEV, PHEV, hybrid or ICE).
So what’s its point, then? Is it just a pretty dream? From what I’ve read, the decision to unveil the new design direction with this sleek, compact, suicide-door GT/sedan with huge 23-inch teledial wheels is both deliberate and an acknowledgement of what remains at the heart of Alfa Romeo: style, passion, performance and emotion.
So, yes, crossovers remain in Alfa Romeo’s future, but cars like the Cuorerosso will continue to define the brand. Hints of 8C Competizione and 33 Stradale can be found on the Cuorerosso, but it’s also not an entirely retro design. Under the bonnet of this concept is the same twin-turbo 2.9-litre V6 that can be found in the current Giulia QV and Stelvio QV models.
Consider the Cuorerossa an exercise in realignment of purpose for the Alfa Romeo brand.
Citroën 2CV Concept: Brave, bonkers and possibly the most important car at the Paris Motor Show
I have always had a soft spot for the 2CV because it was designed around a philosophy so clear and so unselfconscious that every single line expressed it without ambiguity. It was made for farmers. For rural tracks. For the transport of eggs across uneven ground without breakage. It was quirky to the point of absurdity and became iconic precisely because of that.
The 2026 concept is, by all accounts, not that far from an actual production car. Citroën is targeting a price of around R280 000 and a 2028 launch, which would make it one of the cheapest new cars in Europe and, more importantly, a car with a story. It has the rollback canvas roof. The bent-metal sofa-style seats. A removable radio (Bluetooth speaker) and even egg storage compartments! There is a lot of the original car in its overall look, but it’s not a simple copy. Truthfully, there are areas that I think could be improved and Citroën says it is doing just that. It will be built on a European-made E-Car city platform, which feels pointed, given the context of the show surrounding it.
Of everything Stellantis brought to the Paris Motor Show, the 2CV is the one I keep coming back to. Not because it is the most dramatic concept – it is probably the least – but because if they actually build it faithfully, and hit the proposed price point, it could be genuinely meaningful in a market that has quietly forgotten what a city car with soul looks and feels like.
Opel STX: Previewing the Astra revolution
The Opel STX – short for Sports Tourer Experimental – is the concept that I suspect most people will walk past and then stop and look back at. It’s a shooting brake; a boxy, Kamm-tailed, resolutely practical load-carrier that makes no apology whatsoever for being long and low and fundamentally anti-crossover. In a world where “versatile family transport” has become a synonym for “anonymous crossover box with a panoramic roof”, the STX feels like an act of rebellion.
The design uses a futuristic take on Opel’s established Vizor front end with vertical light elements. It’s a purposeful, slightly stern face that suggests the car has things to do and places to be. The proportions are long and low in a way that the raised crossover format, with its inflated dimensions and inevitable plastic body cladding, simply cannot replicate. Opel has toyed with the concept of a large/sporty shooting brake before and I see glimpses of a lot of its older designs in this STX, including the wheels of the first-generation Corsa, proportions and crispness of the Monza (not the South African sedan, but the European coupé) and even the much older Opel CD concept.
Recently, the German brand pretty much confirmed that the next-generation Astra will move away from being a hatchback-first model to an estate car. Therefore, the STX is not merely a concept for a concept’s sake. It is a reminder that “estate” or “station wagon” are not dirty words. Somehow, in 2026, that feels like a radical (not to mention brave) position.
Peugeot RCZ Vision and E-T16: The double bubble returns and it’s still a beautiful idea
The original RCZ, which arrived in 2009 as a rival to the Audi TT, was one of those cars that was widely admired, but which, for various reasons, didn’t achieve the success it deserved. The double-bubble glass roof was distinctive in a way the industry hadn’t really seen before at its price point. It filled the gap left by the 406 Coupé, which was one of the most beautiful French cars of the 1990s and possibly of the century, if you’re feeling generous. And then the RCZ left, Peugeot made crossovers like everyone else and the world got slightly less interesting.
The RCZ Vision concept is Peugeot asking whether it might be time to bring back the double-bubble. A bizarre Hypersquare steering wheel – Peugeot seems intent on pursuing this – appears inside. To be honest, the interior is way more radical than the exterior, but even so it’s more interesting to look at than most of what surrounds it on the Paris Motor Show floor this week. The RCZ Vision asks an entirely reasonable question: could the coupé make a comeback? My answer: I hope so (even if it must also be an EV)! The world needs more Peugeot RCZs and fewer anonymous crossovers. This is not a controversial position. Or at least it shouldn’t be.
Also unveiled by Peugeot was the stunning E-T16. If you were around in the ‘80s and followed world rallying, you’ll know immediately what inspired it: the iconic 205 T16 gravel monster. It arrives on the 40th anniversary of the 205 T16’s consecutive World Rally Championship wins in 1985 and 1986. The E-T16’s colour is a deliberate match for the original’s grey livery. The backlit red line that runs around the body recreates the 205 T16’s signature pinstripe. The rear body section tilts open, exactly as it did on the original, to show the mechanical components beneath. In 2026, that means three electric motors producing a combined output of 603 kW, an 800 V architecture, an 85 kWh battery and a 0-100 kph time of just 2.5 seconds.
The original air intake position ahead of the rear wheel now houses the E-T16’s charging port. It was developed with Peugeot Sport, which tells you the intent is serious. Peugeot calls this a preview of the next-generation E-208’s design language, which – if even a fraction of this makes it through to production – would make the E-208 a very interesting thing indeed.
Fiat Multiplay: Diplomatically not called the Multipla (IYKYK)
Let’s get something out of the way. The Fiat Multipla (sometimes called the Multipadda in South Africa, mostly by me) of 1999 was at the same time a masterpiece of lateral thinking and a bearer of atrocious aesthetics. Depending on which camp you fall into, this next sentence will either delight you or concern you: Fiat has made another one. Well, sort of. The Multiplay – note the slightly amended naming, doing considerable diplomatic work – is about 4.5 metres long and features wildly flexible Metamorfosi architecture that can see it transform from an MPV into a four-seat bakkie. It has what Fiat calls 6+1 seating and something called a Petsenger seat, a modular unit that can be a mounting point for a child car seat, a dedicated space for a pet, a small table or a storage compartment.
The thinking draws on the original 1956 Multipla’s layout and the 1999 version’s commitment to the philosophy of everyone gets in, no arguments. It is not conventionally beautiful but it has personality in quantities that most modern cars can only aspire to. And in a room full of Chinese crossovers with impressive spec sheets and interchangeable faces, personality is the one currency that the legacy brands still have in surplus.
And then there’s the rest of Europe, which also came to play at the Paris Motor Show
Stellantis didn’t carry Paris alone. Renault brought the E-Space Concept, the electric revival of what was once Europe’s (and my) favourite family MPV, a car which basically gave birth to an entire segment. The Twingo is back, too, which is its own small victory for anyone who thought that the city car had been euthanised by a combination of pedestrian safety regulations and the relentless logic of the crossover market.
Audi showed the A2 e-tron in production form: up to 646 km of claimed range, the tall-and-narrow silhouette of the original A2 interpreted in modern electric-car language, and a starting price somewhere around R700k in the UK. The original A2 was a quietly brilliant efficiency pioneer that the market never entirely knew what to make of. It’s taken a quarter of a century and the electrification of the entire industry for Audi to try again. Sometimes, you have to wait for the world to catch up.
And Smart (now a joint-venture between Mercedes-Benz and Geely) brought the Concept #2 to Paris, a tiny two-seater electric pitched as the spiritual successor to the ForTwo. Around 300 km of range. Estimated price near R450 000. The original ForTwo was a car that was more beloved in theory than in practice, but perhaps it makes more sense these days? Still looks cute as a button.
Why did Paris 2026 make me smile?
Here is the observation that ties all of this together, and I don’t think it’s a coincidence: almost none of the star cars in Paris this week are crossovers. The Alfa Cuorerosso is a sleek GT/sedan. The Citroën 2CV is a city car. The Opel STX is a shooting brake. The Peugeot RCZ is a coupé. The Fiat Multiplay is a multi-purpose vehicle in the most literal sense. The Renault E-Space is an MPV. The Audi A2 e-tron is a tall hatchback. The Smart Concept #2 is a two-seater microcar.
That is not seven separate design teams arriving at the same conclusion by accident. That is a strategy. The Chinese have the crossover market thoroughly covered efficiently, technologically and at price points that Europe just can’t match. So the Europeans have retreated – or rather advanced, depending on how you want to frame it – into segments where they have history, emotional resonance and the type of genuine cultural capital that a factory in China, however large and however modern, simply cannot reproduce. Perhaps they’ll find enough consumers who want something different.
Will it work? I honestly don’t know. The gap between a beautiful concept on a Parisian show stand and a car that actual people buy from actual dealers is a very long road, and history is full of concepts that were glorious and production cars that were less so. There is a real risk that this feels like nostalgia for nostalgia’s sake, a strategy that buys good headlines at motor shows without meaningfully shifting the commercial reality of the market.
But I hope it works. I genuinely do. Because the car world has been a fairly monotonous place for the better part of a decade. We’ve witnessed a relentless parade of sensible, capable, safe and efficient boxes, each slightly larger than the last, with slightly bigger screens and slightly more advanced driver-assistance systems and slightly less reason to make you feel anything when you walk towards one in a car park.
If Paris 2026 is the beginning of something different – a genuine return to flair and personality, and the kind of design that makes you stop scrolling and actually look at something properly – then I’ll genuinely be thrilled. The 91st Mondial de l’Auto has, against reasonable odds, given me a glimmer of hope that the car world can recover its mojo.
It’s been a while. Vive la France!
Oh, one last thing: Credit where credit is due. Stellantis coming to a bleak-looking car world’s rescue was definitely not on my 2026 bingo card.
