The Tata Punch 1.2 turbo brings more muscle to the Indian brand’s budget crossover range. But who needs the extra performance? And why does a little FWD SUV have hill descent control?
Tata returned to South Africa’s passenger-car market in September 2025, with the Punch subcompact crossover among its launch models. We reviewed the original Punch earlier this year.
Just over a year after that return, Tata has updated the Punch. The styling is fresher, but the more interesting changes are under the skin.
Indian-built cars are big business in South Africa. And you might be surprised by how much of our imported-car market comes from India. It is not just about Indian brands such as Tata and Mahindra: global manufacturers also build affordable cars there for export. The Punch arrives from a country already deeply woven into our budget-car market.
So, with some meaningful technical upgrades, how does the latest version of the Punch stack up for South African buyers?
What’s changed on the Tata Punch?
The original Punch already made a case for taking the gravel road home.
The Punch is not simply a Tiago hatchback dressed for an adventure. It uses Tata’s ALFA architecture, shared with the Altroz. Its compact footprint and raised stance are part of the appeal: hatchback-sized convenience, with a little more room beneath the underbody.
The update brings revised styling, more equipment and a turbocharged engine option. Ground clearance is now quoted at 193 mm, while the flagship adds hill descent control. That last feature is an unusual talking point for a budget crossover.
Wide doors, less school-run gymnastics
School runs, sports bags and busy Gauteng days: practicality matters more than posing.
The Punch’s practicality starts before you even sit down. Getting people in and out is one of those everyday jobs that deserves more attention in car design.
Its doors open to 90 degrees, giving passengers a wide aperture to work with. That can make life easier when helping a child into a car seat or accommodating someone who finds a narrow doorway awkward.
For South African families juggling school runs and sports-club lifts, that easy access is useful. Just remember that a door needs room to swing: a tight parking bay can cancel out the benefit. And on a windy Cape Town day, keep a firm hand on it.
The turbocharged 1.2-litre engine gives Highveld buyers a more convincing option.
A weakness of the original Punch was the absence of a turbocharged engine. For buyers in Gauteng and other high-lying regions, altitude-related performance losses matter, even at the budget end of the market. Forced induction helps offset the effects of thinner air.
The biggest mechanical news is the addition of a turbocharged 1.2-litre three-cylinder petrol engine. It gives the Punch a more persuasive answer to buyers who want a compact crossover without having to work quite so hard for its performance.
The naturally aspirated 1.2-litre triple remains available, producing 65 kW and 115 Nm. It may be enough for buyers whose driving is mostly coastal and urban. The turbo petrol lifts those outputs to 88 kW and 170 Nm, making it the more appealing option for heavier loads and regular highway trips.
That is about 35% more peak power, with extra torque to match. It should give the Punch more breathing room for overtaking and highway driving, particularly at altitude. Think Gauteng, the higher parts of North West and Limpopo, the eastern Free State, the Mpumalanga escarpment, and the mountain regions of the Eastern Cape and KwaZulu-Natal.
Six gears, but no fuel-saving guarantee
Six forward ratios give the turbo Punch an extra gear for the open road.
The turbo petrol brings another mechanical change: a six-speed manual gearbox, rather than the five-speed manual used by the naturally aspirated models. An extra ratio gives the driver more scope to keep the engine in a useful part of its rev range, and Indian road tests report relaxed cruising in sixth.
But an extra gear does not automatically mean lower fuel consumption. Tata’s quoted combined figures for the updated South African range are 5.5 L/100 km for the naturally aspirated engine and 6.1 L/100 km for the turbo. The extra performance is the attraction here, not a promise of cheaper fuel bills.
The petrol Punch retains front disc brakes and rear drums. Electronic stability control is also part of the updated range’s standard safety equipment. The more unusual braking-related feature, though, is the flagship’s hill descent control.
Ground clearance for a gravel-road detour
A gravel-road detour suits the Punch’s brief. A demanding 4×4 trail is another matter.
India’s varied road conditions help explain the appeal of a small crossover with useful ground clearance. South African buyers can appreciate the same idea. But stories of mountain adventures in Sani Pass and Lesotho are a reminder to match the vehicle to the route, not assume that every high-riding car belongs there.
Tata quotes 193 mm of ground clearance for the updated Punch. That gives it useful room beneath the underbody for uneven roads and shallower ruts. It does not make it immune to a rock strike, and the front-wheel-drive layout still sets limits on where it should go.
There is an urban benefit, too. A little more clearance is welcome around awkward driveway entrances and uneven school-sports-day parking areas. Just do not confuse the brochure measurement with a guarantee that the bumper will clear every obstacle.
Hill descent control is an unexpected addition to a budget crossover’s feature list.
Perhaps the most interesting addition to the range-topping Punch is hill descent control. The principle is straightforward: electronic brake control helps regulate the car’s speed on a descent, leaving the driver more attention for steering. It is a downhill speed-management aid, not a substitute for the correct gear or clutch use. Owners should follow the Punch’s manual for its operating conditions.
It is a feature more readily associated with larger SUVs, all-terrain 4x4s and double-cab bakkies. Its inclusion on the Punch is a useful reminder that assistance on a steep descent need not be reserved for expensive vehicles. Nor does having the button turn a compact crossover into a 4×4.
More useful than the badge suggests
Downhill assistance can ease the workload, but it cannot conjure up grip.
So why give a little Punch hill descent control? Think less hardcore off-road expedition, more the steep gravel access road between you and a weekend away. That is the sort of situation in which help managing speed could be welcome.
Picture a lodge approach where tar or concrete gives way to loose gravel just as the road turns downhill. It is an everyday-holiday scenario rather than an expedition, and a useful illustration of why a budget crossover might offer this feature.
The benefit is a lighter workload: the system assists with braking while you concentrate on the route ahead. But it cannot create grip where there is none, repair a washed-out surface or make an unsuitable descent safe. Load, tyres and road conditions still matter.
For buyers who mostly commute, ferry the family around and occasionally take a gravel road to a mountain getaway, the turbo Punch’s appeal is easy to understand. More power answers an everyday need; hill descent control adds a little reassurance for the less everyday bit. Handy? Yes. A licence to tackle every track in the Malutis, Lesotho or the Drakensberg? Certainly not.
BizCars podcast: ‘The market is tough, but value always wins’ – CEO of Kia SA
In this episode of the Cars.co.za podcast, we sit down with Kia South Africa CEO, Paul Turnbull, to discuss the brand’s evolving product line-up, navigating intense market competition, and maintaining strong value propositions for local motorists.
The South African automotive landscape is undergoing rapid transformation, with shifting consumer budgets and a influx of new brand options challenging established players. For Kia South Africa and its CEO, Paul Turnbull, maintaining market momentum relies on precise product positioning and a clear understanding of local buyer needs.
Turnbull highlights that, while macroeconomic pressure continues to weigh on household budgets, demand for reliable, feature-packed mobility remains high. By carefully tailoring derivative offerings – from popular compact crossovers to larger family transport – Turnbull stresses that keeping models accessible without sacrificing quality or technology is central to Kia’s ongoing local strategy.
Balancing value positioning, tech integration and total cost of ownership
As vehicle acquisition costs rise across the board, consumers are scrutinising long-term value retention, fuel economy and after-sales support more than ever. Turnbull points out that delivering value extends far beyond the initial showroom price tag.
Turnbull emphasises that offering long-term warranty coverage and structured service plans provides vital peace of mind for buyers. At the same time, Turnbull notes that integrating modern infotainment, advanced driver safety tech and efficient powertrain choices across the range ensures Kia derivatives stay highly competitive against both traditional rivals and aggressive new market entrants.
Strengthening dealer networks and customer loyalty
Beyond initial vehicle sales, building long-term brand equity depends heavily on the strength of the nationwide dealer footprint and the quality of customer care.
Turnbull believes that transparent servicing, accessible spare parts availability and high-quality customer touch points form the backbone of brand loyalty. As consumer expectations evolve and multi-franchise environments become more common, Turnbull remains committed to ensuring that the Kia ownership experience remains seamless from purchase to trade-in.
How Turnbull plans to navigate the road ahead
As Paul Turnbull outlines, navigating South Africa’s competitive automotive sector demands agility, strong product value, and a relentless focus on customer satisfaction. Through strategic range planning, competitive warranty structures and robust dealer support, he says he and his team aim to continue to reinforce Kia’s established position in the local market.
Find more episodes of BizCars on the Cars.co.za YouTube channel, or subscribe to our channel on your favourite podcast app.
Toyota Corolla Cross 60th Anniversary (2026) Price & Specs
The Toyota Corolla Cross 60th Anniversary special edition has launched in South Africa, offering extra equipment and a unique look. Here’s what it costs…
Celebrates six decades of Toyota’s Corolla nameplate
Gains black alloys, subtle body kit, cross bars & more
Toyota South Africa Motors has added a new Corolla Cross 60th Anniversary special-edition derivative – conceived to celebrate six decades of the Corolla nameplate (and over 57 million sales worldwide) – to its local line-up.
Yes, after rolling out 60th Anniversary versions of both the Corolla hatch and sedan, the Japanese brand’s local division has turned its attention to its Prospecton-built crossover. And this new variant’s introduction (big thanks to duoporta.com for alerting us to its arrival) sees the local Corolla Cross portfolio swell to eight derivatives.
Seemingly based on the 1.8 XS, the Corolla Cross 60th Anniversary – which was displayed at Naamsa’s recent SA Auto Week 2026 event in KwaZulu-Natal – is priced some R32 300 higher, starting at R499 900. It is offered in two paint colours, both paired with a black roof and black side-mirror caps as standard: Chromium Silver and Glacier White.
From what we can tell, the newcomer is set apart by its subtle body kit (including front-bumper addenda and side-skirt additions), black-painted 17-inch alloy wheels (wrapped in 215/60 R17 tyres), roof rack (with cross bars) and special-edition badges on the fenders.
The “60th Anniversary” badging is repeated in the cabin, including on the door-sill scuff plates and the headrests. In addition, the luggage compartment gains a likewise branded boot-sill protector as well as what Toyota describes as an “all-weather” luggage-compartment mat.
This variant also upgrades from the standard 7.0-inch instrument cluster to a 12.3-inch fully digital item, as fitted to the higher-grade XR and GR-Sport derivatives. The special-edition derivatives gains blind-spot monitoring, too, as well as a “panoramic view” function for its reversing camera.
For the record, the 60th Anniversary special edition uses a pure petrol powertrain – as opposed to the hybrid electric vehicle (HEV) set-up also available in the Corolla Cross – which here comprises a naturally aspirated 1.8-litre, four-cylinder engine delivering 103 kW and 172 Nm to the front axle via a continuously variable transmission (CVT). The listed fuel consumption is 6.7 L/100 km.
Year to date at the end of October 2026, the Corolla Cross ranks fifth on the list of South Africa’s best-selling passenger vehicles, with some 13 943 units registered. The locally built crossover’s best month of the year thus far was September 2026, when 1 964 units were sold across Mzansi.
What does the Corolla Cross 60th Anniversary cost in SA?
DERIVATIVE
PRICE
Corolla Cross 1.8 Xi
R429 100
Corolla Cross 1.8 XS
R467 600
Corolla Cross 1.8 60th Anniversary
R499 900
Corolla Cross 1.8 HEV XS
R511 200
Corolla Cross 1.8 XR
R518 400
Corolla Cross 1.8 GR-Sport
R537 600
Corolla Cross 1.8 HEV XR
R563 500
Corolla Cross 1.8 HEV GR-Sport
R581 200
The prices above include Toyota’s 3-year/100 000 km warranty (along with an 8-year/195 000 km battery-pack warranty for HEV derivatives) and a 6-service/90 000 km service plan (with intervals of 15 000 km).
Frequently Asked Questions (FAQ)
Q: What does the Toyota Corolla Cross 60th Anniversary special edition cost in South Africa?
A: The special edition is priced at R499 900, which sits between the 1.8 XS (R467 600) and the 1.8 HEV XS (R511 200).
Q: What features set the 60th Anniversary Corolla Cross apart from standard derivatives?
A: Exterior upgrades include a subtle body kit, black 17-inch alloy wheels, a black roof and mirror caps, roof cross bars, and fender badging. Interior additions feature a 12.3-inch digital instrument cluster, blind-spot monitoring, panoramic-view camera and 60th Anniversary scuff plates and boot mat.
Q: What engine powers the 60th Anniversary variant?
A: The special edition utilises Toyota’s naturally aspirated 1.8-litre 4-cylinder petrol engine producing 103 kW and 172 Nm of torque, driving the front wheels via a Continuously Variable Transmission (CVT).
Geely recently filed at least nine trademark applications in South Africa relating to its Zeekr sub-brand, giving us an idea of what might be on the menu for Mzansi…
Geely makes nine new Zeekr trademark filings
Zeekr sub-brand “coming soon” to Mzansi?
Global range includes BEV and PHEV models
The Zhejiang Geely Holding Group has filed several fresh trademark applications in South Africa relating to its Zeekr new-energy vehicle sub-brand, potentially hinting at which models might be on the cards for Mzansi.
As a reminder, Geely returned to SA late in 2025. Though the Hangzhou-based automaker initially suggested it had plans to launch the Zeekr marque (which was established in 2021) locally before the end of 2026, Geely Auto SA has since told us its management team is “still in discussions on timelines”.
Zeekr’s global website says the brand is “coming soon” to SA.
That said, a dedicated South African page has been added to Zeekr’s global website, which lists the brand as “coming soon” to the local market (and includes a “keep me updated” form that allows users to register their interest).
Regardless of exactly when the first Zeekr units are due to touch down, it’s interesting to note the Zhejiang Geely Holding Group filed at least nine separate Zeekr-related trademark applications with SA’s intellectual property regulator from late August to early September 2026 (after having registered the “Zeekr” name locally in 2025).
The Zeekr X measures just under 4.5 metres long.
In August, the company applied to protect the “X” badge – as used on the fully electric Zeekr X, a 4 432 mm-long crossover that has been in production in China since 2023 – as well as the “Guanghui” moniker (seemingly a trim-level name). In fellow right-hand-drive market Australia, the Zeekr X is available in 250 kW rear-wheel-drive form and 365 kW all-paw guise.
Applications to trademark the “7X”, “8X”, “9X”, “7GT”, “8GT”, “9GT” and “9S” names locally followed in early September 2026. Pictured on the SA page of Zeekr’s global website, the 7X is a fully electric mid-size crossover (4 787 mm long) offered in 310 kW rear-driven flavour and 475 kW all-wheel-drive form.
The Zeekr 9X has already been locked in for several European markets.
Meanwhile, the 8X and 9X are large plug-in hybrid electric vehicles (PHEV) marketed as luxury SUVs. The 8X has only just gone into production in China, while the six-seater 9X recently detailed for Europe combines a turbocharged 2.0-litre, four-cylinder petrol engine with front and rear electric motors, plus a 55 kWh (gross) battery pack. Peak power for this 5 239 mm-long model comes in at 660 kW.
Then there’s the 7GT, a fully electric shooting brake that measures 4 817 mm long. The flagship version boasts peak power of 475 kW and a claimed 0-100 kph time of just 3.3 seconds. Interestingly, Zeekr has yet to use the 8GT and 9GT badges on a production model, while the 9S has likewise yet to officially break cover.
The 7GT is a battery-powered shooting brake.
Of course, we should point out that a trademark application is by no means a guarantee that the automaker will use the badge in question. So, there’s certainly no confirmation that all of the models mentioned above are indeed in the pipeline for South Africa. Still, this latest flurry of applications at least gives us a fair idea of what to expect…
Frequently Asked Questions (FAQ)
Q: Is Geely launching its Zeekr sub-brand in South Africa?
A: While Geely Auto SA is finalising timelines, Zeekr’s global site lists the brand as “coming soon” to South Africa, backed by nine new trademark applications filed with local patent authorities in late 2026.
Q: Which Zeekr models were trademarked for South Africa?
A: Geely applied to protect the X, 7X, 8X, 9X, 7GT, 8GT, 9GT and 9S badges, alongside the “Guanghui” moniker, covering a mix of battery-electric vehicles (BEVs) and plug-in hybrids (PHEVs).
Q: What are the powertrain specs for key Zeekr models like the 7X and 9X?
A: The fully electric 7X crossover offers up to 475 kW in all-wheel-drive form, while the flagship 9X PHEV luxury SUV pairs a 2.0-litre turbo-petrol engine with dual electric motors for a total output of 660 kW.
Toyota’s bZ4X Touring pairs family-friendly space with startling electric performance. Is this practical powerhouse as convincing to live with as it is to drive?
We like: Sensational straight-line performance; generous luggage capacity; reassuring off-tar X-Mode capability; rich standard specification list; enjoyable to drive.
We don’t like: Awkward instrument cluster/steering wheel placement; firm low-speed ride on 20-inch alloy wheels; some wind rustle at speed; rapid DC charging speeds still lag behind class bests.
Predictable and resolutely sensible… Toyota’s bZ4X crossover-EV approaches dedicated battery-electric motoring with the caution you might expect from the Japanese giant. Sensible walking shoes, rather than running spikes. However, the longer, taller bZ4X Touring provides an intriguing twist at the top of the range.
The Touring is more than another model derivative: it is an estate-inspired flagship with family-wagon practicality and a surprisingly potent powertrain. A rear overhang extended by 140 mm and a roofline raised by 70 mm give it a more practical shape. Then come the dual electric motors and their thumping 334 kW output. The result is a Toyota intended to handle the suburban school run and dirt passes with rather more urgency than its sensible image suggests.
We spent a week behind the wheel to find out whether this R1.3-million EV’s blend of performance and practicality earns it a continued place in Toyota’s evolving line-up. Does the outdoorsy family wagon deliver the best of both worlds, or do its compromises make its price somewhat hard to justify?
How the bZ4X Touring fares in terms of…
Design & Packaging
Where the standard bZ4X treads a well-worn crossover-EV path, the Touring leans into a more rugged look. A chunkier front bumper, thicker protective body cladding and raised roof rails distinguish it from typical rounded electric crossovers. High-gloss black, 20-inch five-spoke alloy wheels complete the treatment. Up front, Toyota’s striking “Hammerhead” design finds one of its more expressive applications, with ultra-slim LED headlights and adaptive high-beam technology.
The key structural difference between the bZ4X and the Touring lies behind the rear wheels. The 2 850 mm wheelbase is identical, but the extended rear overhang gives the Touring a classic, muscular station-wagon silhouette. It looks deliberate, purposeful and reassuringly unpretentious, yet it’s a design that requires some familiarisation – the vehicle is taller than you may think, and a little awkwardly styled from some angles. One tester described it as Toyota’s version of a Subaru Outback or Volvo V90 Cross Country, which sums it up perfectly.
Inside, a 14-inch touchscreen dominates the cockpit, but Toyota has sensibly retained some physical controls for essential climate functions. The multimedia system is fast and intuitive, a substantial improvement on Toyota systems of old, and supports wireless Apple CarPlay and Android Auto. Around it, the expansive, open layout – what Toyota calls an “Activity Hub” – uses soft-touch woven fabric across the dashboard to create a warmer, more inviting atmosphere than the screen-heavy design might suggest. Materials are reassuringly solid, but we’d have liked a bit more colour variation than dark greys and black.
Tall adults have ample room in the rear, with legroom that invites comparison with luxury saloons. The dedicated e-TNGA platform’s flat floor helps make the space easy to use. Behind the seats, the extended rear end expands boot capacity to 603 litres. Its flat, square loading floor comfortably accommodates camping equipment, bulky sports gear or four large suitcases.
Not all’s perfect, however. The cabin’s main ergonomic irritation is the 7-inch digital instrument cluster. Mounted high to act as a pseudo head-up display, it can instead be obscured by the small-diameter steering wheel, cutting across the speedometer and forcing some drivers to compromise their seating position.
Storage brings two further quirks: there’s very little oddments space on the centre console, and no front boot, or “frunk”, beneath the bonnet for charging cables.
Standard equipment is exceedingly generous – Toyota South Africa Motors has taken a single, fully loaded specification approach with the bZ4X Touring. There are virtually no extra-cost options to select.
Some notable standard features include heated front and rear seats, plus a heated leather steering wheel, a panoramic glass roof with integrated electric sunshade, dual wireless smartphone charging pads, a 9-speaker JBL audio system, Intelligent Park Assist with a 360-degree surround-view camera system, and an electric power tailgate.
Eight airbags protect occupants, while driver assistance comes courtesy of Toyota Safety Sense 3.0. This package includes a pre-collision system with pedestrian and cyclist detection, adaptive cruise control, lane-trace assist, blind-spot monitor with safe-exit assist, and road-sign assist.
Performance & Efficiency
The standard bZ4X’s 255 kW is already a respectable output. The Touring’s dual electric motors raise that to 334 kW, giving this outdoorsy estate a level of performance well beyond its leisurely family-wagon image. If you were expecting conservative performance, think again…
The claimed 0–100 kph time is 4.3 seconds, and accessing that pace requires no launch-control menu or special drive mode: press the accelerator and the Touring bolts forward, its 334 kW driving all four wheels. The shove presses occupants back into their heated leather seats, with silence making the acceleration feel all the more striking. More usefully, that response makes merging onto fast-moving freeways and overtaking on single-lane roads feel incredibly easy and safe.
A 74.69 kWh gross-capacity lithium-ion battery supplies the energy, with advanced liquid cooling and a newly integrated Electricity Supply Unit (ESU). Toyota claims a WLTP driving range of up to 487 km. Power delivery remains syrupy smooth as speed builds, with the electronically limited top speed set at 180 kph.
For mixed South African driving, including city commutes and highway cruising at 120 kph, an estimated range of around 390 to 410 km provides a more realistic planning figure than the WLTP claim. Urban use with active regenerative braking could bring that closer to 440 km. Overall, the bZ4X is more consistently efficient than a number of smaller EVs across a variety of driving conditions.
Steering wheel-mounted paddles make it easy to adjust regenerative braking strength, helping you slow progressively around town with less reliance on the brake pedal. However, we would have liked the strongest regen setting to be even more effective and bring the bZ4X to a standstill.
A 10% to 80% charge takes approximately 30 minutes under optimal conditions when connected to a 150 kW DC rapid charger. Some EVs can replenish their batteries more quickly.
Ride, Handling & Comfort
Classic MacPherson struts at the front and a double-wishbone rear suspension underpin the bZ4X. The heavy battery sits deep within the chassis, helping give this EV a low centre of gravity, while the structure offers strong claimed torsional rigidity. Those fundamentals matter in a vehicle weighing more than two tonnes, where keeping the ride composed is no small task.
On a winding stretch of asphalt, the Touring feels smaller and more agile than its length suggests. Well-controlled pitch and body roll let you link corners with confidence, while the light, precise and direct steering makes placing the car straightforward. Its tidy body control is a pleasant surprise in something with such a practical brief.
At highway speeds, tyre noise remains subdued, but rustle across the vast windscreen is noticeable. Thankfully, the 9-speaker JBL premium audio system is easily able to drown out any intrusions.
Firm damping is most noticeable at low speeds, where the standard 20-inch wheels and low-profile tyres transmit sharp urban ruts and imperfections in corrugated asphalt into the cabin. The resulting fidgetiness is the main compromise in an otherwise generally comfortable ride. On smooth highways and sweeping country roads, the Touring settles into a much more effortless rhythm.
Dirt roads and loose gravel are where the Touring makes a stronger case for itself than its urban-focused rivals, although it is no replacement for a Hilux or Land Cruiser. Ground clearance rises to 216 mm, while Toyota’s X-Mode off-road system helps it tackle changing surfaces with composure. The dual-motor AWD system distributes power between the wheels, and Grip Control and Downhill Assist Control help manage low-speed progress over rough terrain. It is a useful extension of this family EV’s abilities, rather than a licence to take on every obstacle.
Charging costs
The bZ4X supports up to 22 kW AC and 150 kW DC fast charging. Keep in mind charging speed drops significantly between 90% and 100% to safeguard battery health. If time is limited, stopping at 80% is recommended.
Supplier
Rate per kWh
Cost (10% to 80%/52.29 kWh)
Cost per km
Residential home
~R3.50/kWh
R183.02
R0.61/km
Public AC charging
~R5.88/kWh
R307.47
R1.03/km
Public DC fast charging
~R7.25/kWh
R379.10
R1.27/km
Public ultra-fast DC charging
~R8.35/kWh
R436.62
R1.46/km
All pricing relevant in November 2026.
Price & After-sales support
The bZ4X is covered by a 3-year/100 000 km vehicle warranty, an 8-year/160 000 km battery warranty and a 6-service/90 000 km service plan.
The Toyota bZ4X Touring is a thoroughly charming, accomplished electric vehicle that puts a fun, practical spin on battery-electric family motoring. It’s also as adeptly engineered and impressively resolved as you would expect a Toyota to be.
What’s more, the Touring addresses key drawbacks of the standard bZ4X with generous boot space, higher ground clearance and an addictive 334 kW powertrain that makes everyday driving genuinely entertaining.
However, its appeal depends partly on how well you fit behind the wheel: an obscured instrument display is not something every driver will want to accommodate. The low-speed ride on 20-inch wheels could also be softer. Those compromises do not undo the package’s strengths at all, but they deserve attention on a test drive rather than dismissal as minor blemishes.
Toyota’s extensive dealer network, renowned build quality and comprehensive battery warranty strengthen the ownership case. Backed by those reassuring fundamentals, the bZ4X Touring combines the sensible appeal of a family EV with a distinct personality that’s unlike any other EV on the market. And considering how same-same many cars have become, that’s worth celebrating.
What is the Toyota bZ4X Touring and what powertrain drives it in South Africa?
The Toyota bZ4X Touring is the flagship, extended-body crossover derivative of Toyota’s all-electric e-TNGA platform. It features front and rear e-Axles providing dual-motor All-Wheel Drive (AWD) with Subaru-co-developed X-MODE traction control (featuring Snow/Dirt, Deep Snow/Mud, and Grip Control modes) and generates a combined power output of 334 kW and 538 Nm of torque.
How much does the Toyota bZ4X Touring cost in South Africa?
The Toyota bZ4X Touring BEV AWD is priced at R1,317,700 in South Africa, positioned above the standard bZ4X BEV AWD priced at R1,182,800.
What is the driving range and battery charging capability of the bZ4X Touring?
Equipped with a liquid-cooled 71.4 kWh to 73.1 kWh lithium-ion battery pack, the bZ4X Touring offers a claimed driving range of up to 487 km on a single charge. It supports up to 22 kW AC three-phase charging as well as DC fast charging (up to 150 kW via CCS2), allowing a 10% to 80% recharge in approximately 30 minutes.
How does the Touring variant differ from the standard bZ4X?
The Touring edition is 140 mm longer and 70 mm taller than the standard bZ4X model, featuring an extended rear overhang that significantly increases boot capacity. It also gains 216 mm of ground clearance, rugged lower body cladding, raised roof rails, 20-inch alloy wheels, a 14-inch infotainment screen, a 9-speaker JBL sound system, and integrated camera washers.
What warranty and service plan come standard with the Toyota bZ4X Touring?
In South Africa, the Toyota bZ4X Touring comes standard with a 3-year / 100,000 km manufacturer warranty, a 6-year / 90,000 km service plan, and a dedicated 8-year / 160,000 km high-voltage battery warranty.
Audi RS5 Sedan and RS5 Avant (2026) Price & Specs
The new Audi RS5 has officially launched in South Africa, available in both Sedan and Avant body styles. Here’s what these 470 kW PHEV siblings will cost you…
New RS5 siblings dock in Mzansi
Both Sedan and Avant body styles
PHEV powertrain makes 470 kW
Priced above outgoing RS6 Avant
The new Audi RS5 twins have officially touched down in South Africa, with local buyers offered the choice of Sedan and Avant body styles. In each case, the Volkswagen Group’s latest plug-in hybrid electric vehicle (PHEV) powertrain offers a heady 470 kW.
As a reminder, the A5 Sedan arrived in Mzansi in August 2025 as a replacement for the B9-series A4 Sedan as well as for the F5-series A5 Sportback. The new RS-badged twins slot in above this four-strong B10-series A5 Sedan portfolio.
So, what do the new performance models cost? Well, the RS5 Sedan quattro has a starting price of R2 430 000, while the RS5 Avant quattro kicks off at R2 470 000. That makes both derivatives more expensive than the outgoing (larger) RS6 Avant, which is still listed on Audi SA’s official pricelist for R2 417 800.
The new RS5’s PHEV powertrain comprises a 2.9-litre twin-turbocharged V6 engine, an electric motor and a 22 kWh lithium-ion battery pack, along with an eight-speed automatic transmission and quattro all-wheel drive. Combined system outputs stand at 470 kW and 825 Nm, translating to a claimed 0-100 kph time of 3.6 seconds.
The electronically governed top speed is listed as 250 kph, though specifying the optional Audi Sport package adds not only a sportier bumper design but also a raised maximum speed of 285 kph. According to the German firm, the battery pack facilitates an all-electric driving range of between 78 and 84 km.
Highlights include a “bespoke” RS Sport suspension system (featuring twin-valve shock absorbers), an RS exhaust system (with centrally positioned matte oval tailpipes), gloss-black exterior accents, 20-inch Audi Sport five-Y-spoke alloy wheels (finished in Platinum Grey) and darkened Matrix LED headlamps (with an RS-specific signature).
Inside, you’ll find RS Sport Seats Plus, featuring perforated leather upholstery with honeycomb detailing as well as power adjustment plus heating, ventilation and massage functions. There are also various Dinamica micro-fibre surfaces, Anthracite brushed aluminium inlays and illuminated RS accents, along with an RS Sport steering wheel and three-zone climate control.
Other items on the list of standard equipment for both the saloon and wagon include a head-up display, a Bang & Olufsen 3D Premium sound system, a digital key, a powered luggage-compartment lid and what the Ingolstadt-based firm describes as a “comprehensive selection of driver-assistance technologies”.
What does the new Audi RS5 cost in SA?
DERIVATIVE
PRICE
RS5 Sedan quattro
R2 430 000
RS5 Avant quattro
R2 470 000
The prices above include Audi SA’s 1-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan. Note that the new RS5 is available locally only via 10 specific Audi RS dealerships.
Frequently Asked Questions (FAQ)
Q: What does the new Audi RS5 cost in South Africa?
A: The new Audi RS5 Sedan quattro starts at R2 430 000, while the RS5 Avant quattro is priced from R2 470 000.
Q: What powertrain and performance specs does the new Audi RS5 feature?
A: The RS5 combines a 2.9-litre twin-turbo V6 engine with an electric motor and a 22 kWh battery to produce 470 kW and 825 Nm of torque. Mated to an 8-speed automatic transmission and quattro all-wheel drive, it accelerates from 0–100 km/h in 3.6 seconds.
Q: What is the all-electric driving range of the new Audi RS5 PHEV?
A: Thanks to its 22 kWh lithium-ion battery pack, the new Audi RS5 PHEV delivers a claimed pure-electric driving range of between 78 km and 84 km.
Big Bakkie Buyer’s Guide (2026): 8-way double-cab comparison
South Africa’s 1-tonne double-cab bakkie segment is more fiercely contested than ever. With established heavyweights constantly updating their offerings and aggressive new entrants shaking up the market, choosing the right bakkie needs a fine balance between performance, practicality, refinement, value for money and long-term capability.
The double-cab bakkie contenders
Our comprehensive 8-way bakkie shootout brings together some of the primary contenders dominating South African roads.
Fast facts
Segment: 1-tonne 4×4 double-cab bakkies
Engine range: 2.0L 4-cylinder turbodiesel to 3.0L V6 turbodiesel (plus a 2.3 TSI turbopetrol and an ultra-powerful PHEV)
The segment spans everything from heavy-duty workhorses styled for upmarket driveways to feature-packed budget contenders.
The Ford Ranger, Volkswagen Amarok and BYD Shark 6 lead the field in cabin tech, packaging and digital integration, offering wide-screen infotainment setups and clever load-bed solutions (such as built-in steps and flexible tie-down rails). The Toyota Hilux and Isuzu D-Max stick to a more traditional, rugged cabin architecture with robust physical controls designed for durability under heavy use.
Among the newer Chinese bakkie entrants, the JAC T9 punches well above its price tags in visual presence, offering expansive luxury-trimmed interiors, leather upholstery, and massive touchscreen displays as standard equipment. The Kia Tasmanand Mitsubishi Triton, meanwhile, aim to tread a satisfying middle ground.
Performance & Efficiency
Under the bonnet, engine configurations vary significantly across the test group:
Powerhouses: The Ford Ranger, VW Amarok and BYD Shark 6 powertrains dominate this comparison for different reasons: the Ford has the most diesel torque, the VW a high-revving turbopetrol and the BYD, well, performance car numbers.
Proven 4-cylinders:Toyota’s 2.8 GD-6 (150 kW/500 Nm) and Isuzu’s reliable 3.0-litre motor deliver honest, muscular low-down torque with proven long-term durability and widespread local service support.
Frugal challengers: The Mitsubishi Triton and Kia Tasman deliver strong midrange pulling power paired with competitive real-world fuel economy.
Value turbo: The JAC T9 relies on a smaller-displacement 2.0-litre turbodiesel engine that provides respectable urban performance, but it requires a bit more effort under full payload or heavy towing conditions.
Ride, Handling & Comfort
On both tarmac and gravel routes, coil-sprung rear setups and modern suspension tuning have transformed double-cabs into viable primary family vehicles.
The BYD Shark 6 (utilising independent rear suspension) and the refined chassis of the Ford Ranger/VW Amarok twins set the benchmark for unladen ride comfort, absorbing sharp road ruts effortlessly. The Isuzu D-Max and Toyota Hilux maintain a slightly firmer unladen setup to cope with maximum payload ratings, though both remain exceptionally composed on high-speed gravel sweeps.
Off-road, all eight models offer selectable 4×4 systems with low-range and rear differential locks, but electronic terrain modes and permanent AWD capability give the high-spec Ranger, Amarok, and Triton derivatives an edge in technical terrain.
Summary
Judges Ashley Oldfield, David Taylor and Rebaneilwe Semakane.
Whether you prioritise high-output V6 towing power, bulletproof resale value, low running costs, or maximum standard features per Rand, South Africa’s double-cab market offers a tailored option for every lifestyle requirement. But not all contenders are created equal… Watch the full video to find out what we rate as Mzansi’s best double cab.
BizCars podcast: ‘The local automotive industry stands at a critical crossroads’ – CEO of BMW SA
In this episode of the Cars.co.za BizCars podcast, we sit down with BMW Group South Africa CEO Peter van Binsbergen to discuss global geopolitics, the surging influx of Chinese brands and the urgent need for a cohesive new energy vehicle roadmap.
Modern automotive manufacturing operates within a deeply integrated global framework, but shifting international trade dynamics have introduced unprecedented volatility. For premium manufacturers like BMW, Peter van Binsbergen highlights that navigating geopolitical turbulence requires absolute agility.
Van Binsbergen notes that while BMW’s multi-regional production footprint insulates it against certain short-term shocks, other local producers relying heavily on traditional export corridors like the United States face serious headwinds. As global trade alliances evolve, Van Binsbergen stresses that the South African government and industry leaders must actively forge new trade agreements to ensure the long-term viability of local automotive manufacturing.
Balancing local assembly, PHEV demand and the global EV shift
Economic realities and infrastructure realities dictate how powertrain technology is adopted locally. Van Binsbergen points out that while global markets transition toward electrification, consumer demand in South Africa shows a distinct preference for flexibility, making plug-in hybrid electric vehicles (PHEVs) a vital stepping stone.
At the same time, Van Binsbergen emphasises that industrial strategy must account for the rapid global timeline – notably Europe’s impending transition to full electrification. Without a definitive new-energy vehicle (NEV) masterplan and robust local incentives, Van Binsbergen warns that South Africa risks falling behind international competitors as global production footprints shift toward zero-emissions mobility.
Addressing import pressures and fostering deep local industrialisation
The rapid ascent of new market entrants has reshaped showroom floors across the country, bringing fresh competition alongside structural challenges. Van Binsbergen acknowledges that while healthy competition benefits consumers, the sheer volume of imported vehicles threatens to displace local manufacturing capacity and disrupt the domestic supplier network.
Drawing on his extensive international experience, Van Binsbergen believes South Africa can learn valuable lessons from manufacturing powerhouses like China, where clear, long-term strategic focus and government-backed industrial support successfully built self-sustaining automotive ecosystems. For Van Binsbergen, true industry growth relies on deeper localisation, broader supplier investments, and turning strategic dialogue into concrete action.
As Van Binsbergen outlines, the South African automotive sector stands at a critical juncture. Through sustained multi-decade investments, world-class manufacturing at the Rosslyn plant and a clear focus on customer-centric ownership solutions, Van Binsbergen says the team at BMW Group South Africa continues to champion a competitive, resilient future for the local economy.
Find more episodes of BizCars on the Cars.co.za YouTube channel, or subscribe to our channel on your favourite podcast app.
Mazda SA boss ‘working on’ MX-5 return
Could the Mazda MX-5 make a shock return to South Africa? Comments from the brand’s SA boss certainly suggest the sportscar is in line for a local comeback in 2027…
Mazda SA boss hints at MX-5 return
Nameplate axed in Mzansi in 2021
5th-gen MX-5 tipped for reveal soon
The head of Mazda in South Africa says the Japanese brand’s local division is “working on” bringing the MX-5 nameplate back to Mzansi in 2027, potentially ending what would by that point have been a 6-year local hiatus for the world’s best-selling 2-seater sportscar.
Bonite van der Merwe, Managing Director at Mazda Southern Africa, made the comments during an interview in Cars.co.za’s custom-built podcast booth at Naamsa’s SA Auto Week 2026 event in Durban, KwaZulu-Natal in October.
Mazda has so far built four generations of the MX-5.
“We are working on two product launches for next year [2027]. One I just mentioned is a plug-in hybrid and the other one is a sportscar. We all know Mazda’s well-loved roadster – we’re very excited and are working closely with Mazda Motor Corporation to get our market ready to introduce [the MX-5],” she told us.
“We all love the MX-5 – it has such a loyal following. Globally, the Miata [the name used in North America] is the consumer’s choice for a roadster; a car that is purely [about] the joy of driving. It’s all about putting the roof down, using your manual transmission and experiencing the car,” Van der Merwe added.
The ND-series MX-5.
As a reminder, the ND-series MX-5 arrived in SA towards the end of 2015, before Mazda Southern Africa added the MX-5 RF (that’s “Retractable Fastback”) in March 2017. But later that year, the manual-equipped MX-5 roadster was axed, with the brand curiously opting to keep the auto-equipped MX-5 RF alive. That derivative soldiered on until 2021.
Though the rear-wheel-drive ND-series model is still in production in Hiroshima, reports suggest Mazda is preparing to reveal the new 5th-generation MX-5, complete with a larger (2.5- rather than 2.0-litre) naturally aspirated petrol engine and a manual transmission. While an official unveiling date has yet to be announced, it seems more likely that Van der Merwe was referring to this as-yet-unrevealed model than to the outgoing ND-series MX-5.
The current-generation MX-5 was revealed back in 2014.
The upcoming 5th-generation MX-5 – which may well be underpinned by an updated version of the ND-series platform – could potentially to be the final iteration of the nameplate to be offered without any form of electrification, in the interests of saving weight. And there seems to be a fair chance it will reach South Africa…
Frequently Asked Questions (FAQ)
Q: Is the Mazda MX-5 returning to South Africa?
A: Bonite van der Merwe, Managing Director at Mazda Southern Africa, confirmed to Cars.co.za that the local division is actively working with head office to re-introduce the iconic MX-5 roadster to Mzansi in 2027.
Q: When was the Mazda MX-5 previously discontinued in South Africa?
A: The ND-series soft-top manual roadster was dropped in 2017, while the automatic MX-5 RF (Retractable Fastback) soldiered on locally until it was officially axed in 2021.
Q: What do we expect from the upcoming 5th-generation Mazda MX-5?
A: Tipped for reveal soon, the next-gen MX-5 is expected to retain a lightweight rear-wheel-drive platform, paired with a larger naturally aspirated petrol engine (potentially 2.5-litre) and a manual gearbox option before full electrification occurs.
The Volvo EC40 may not be an entirely new car, but with several of its would-be premium-segment rivals absent from the South African market, the stylish Swede has the premium compact electric crossover segment almost to itself. However, its price may prove to be a stumbling block…
We like: Performance; design; standard features tally; build quality.
We don’t like: The price is steep; how much performance do you really need in a crossover?
In line with Volvo’s recent global strategy to tidy up the names of its fully electric models, the car that was previously known as the C40 has become the Volvo EC40, and in South Africa the rebranding coincided with a move from Ultimate to Ultra specification. There’s just one derivative on offer here: the Twin Performance Ultra, which uses an electric motor on each axle to deliver 300 kW and 670 Nm.
The EC40 doesn’t operate in the busiest of neighbourhoods, however. With key rivals from Mercedes-Benz (EQA and EQB) and Audi (Q4 Sportback e-tron) not offered locally, its most obvious premium competitor is the BMW iX2 eDrive20 M Sport (R1 330 000), a stylish coupé-crossover that is, however, considerably less potent. And if you’re prepared to compromise somewhat on badge cachet, the far larger BYD Sealion 7 Performance AWD and Toyota bZ4X demand consideration at a lower price. So, how does the Volvo stack up?
The EC40‘s coupé-crossover shape has been with us for a few years now, so it no longer has the element of surprise on its side. Even so, it’s one of the most attractive EV crossovers by some margin. It doesn’t shout for attention; there’s no “blingy” chrome, no flashy light signature and no oversized grille (the body-coloured, covered “grille” is a neat electric-age touch). And yet, the EC40 turned heads wherever we travelled with it. Note the Sand Dune paint colour of our test unit is a R5 000 option.
Much of the EC40’s aesthetic appeal can be attributed to the striking 20-inch, five-spoke diamond-cut wheels that fill the arches (there are three wheel designs on offer), as well as the gloss-black roof pillars/arch and mirror caps that emphasise the gently sloping roofline. A neat bootlid spoiler is affixed to the rear, a not-so-subtle hint at the performance available under foot.
The Pixel LED headlights, with their Thor’s Hammer daytime running lights, remain one of the most recognisable signatures in the business. It represents understated Scandinavian design done properly.
Step inside, and it’s almost refreshing to not find a dashboard dominated by a wall of screens and pixels. By modern standards, the EC40’s 12.3-inch driver display and 9-inch portrait-orientated centre touchscreen are on the small side, and a tech-hungry buyer coming out of a BYD (with its 15.6-inch rotating screen) may find the cabin a touch conservative.
But there’s something to be said for restraint. Perhaps precisely because it isn’t overloaded with screens, the EC40’s cabin is a calming place to spend time. The leather-free Microtech and textile upholstery, backlit topography decor and soft ambient lighting contribute to that feeling of Nordic serenity, and build quality is excellent; nothing creaks or rattles, and the controls are a pleasure to use.
A full-length, fixed panoramic glass roof is standard. There’s no blind to pull across, which initially had this (bald) tester a little worried about baking under the Western Cape sun. As it turned out, the glass does a very good job of filtering out the sun’s rays, and it never became an issue. It does, however, flood the cabin with natural light, which many buyers will like.
The sloping roofline does impact rear space, however. Taller passengers will find their heads in close proximity to the headliner (Volvo quotes 932 mm of rear headroom with the panoramic roof), although legroom is acceptable for a vehicle of this footprint. Rearward visibility through the narrow back window is restricted, too, but the extensive camera system offers clear, high-resolution views, so manoeuvring is not really a problem.
The boot offers 404 litres of utility space with the rear seats upright (expanding to 958 litres with the seat backs folded), and there’s a 31-litre front load compartment in which to stow charging cables. That’s competitive for a compact crossover, but if you need to carry a family’s worth of holiday luggage regularly, the substantially larger Sealion 7 (500 litres plus a 58-litre frunk) is the more practical proposition. The EC40 can also tow up to 1 800 kg (braked).
Performance
This is where the EC40 really shines. With 300 kW and 670 Nm on tap, and all four wheels putting the power down, performance is nothing short of blistering. Volvo claims a 0-100 kph time of 4.7 seconds and we recorded 4.66 seconds, which is only a whisker off the claimed time of the more powerful Sealion 7 Performance AWD, which wears its 4.5-second claim as a badge on its tailgate. The Volvo’s top speed is limited to 180 kph, as is Volvo’s policy.
The BMW iX2 eDrive20, with its single, front-mounted 150 kW/250 Nm motor, is simply not in the same league; the EC40 leaves it in its dust. But raw numbers tell only part of the story.
Ride, Handling & Comfort
Compared with the Sealion 7, the Volvo feels significantly more composed and dynamic, more “together” in the way it deploys its considerable performance. There is still some lean in the corners, but body control is tighter and there’s a reassuring sense of cohesion between the chassis and the powertrain when you string a series of bends together. The BYD is undeniably quick in a straight line, but the EC40 is the more satisfying vehicle to drive.
Curiously, for a vehicle with “Performance” in its name, there’s no Sport mode. In fact, there are only two drive modes: Standard and, surprise-surprise, Off-road! Given the EC40’s low-profile 20-inch wheels and low-slung roofline, we suspect few owners will venture much further off the beaten track than a gravel road to a Franschhoek wine farm. You can, however, adjust the steering feel. In Standard, it’s very light (ideal for parking manoeuvres in tight shopping-centre basements), but selecting the firmer setting adds welcome heft at speed.
You can also activate one-pedal driving, which maximises regenerative braking. This takes some time to get used to because the EC40 really nose-dives when you lift your foot off the throttle. With practice, however, you learn to modulate the accelerator smoothly, and driving this way becomes both relaxing and satisfying; in traffic, you’ll seldom need to touch the brake pedal at all.
What’s more, the ride quality is exceptional for a vehicle shod with 20-inch wheels. The chassis soaks up the imperfections of our urban roads with commendable poise, and very little road noise reaches the cabin. It’s this combination of performance, refinement and comfort that makes the EC40 such an accomplished all-rounder.
Features & Connectivity
The Twin Performance Ultra is the only EC40 derivative offered locally, and it’s comprehensively equipped; the buyer’s only real choices at purchasing time are restricted to aesthetics.
A fairly unique feature is the Google built-in infotainment system, which remains one of the more intuitive setups in the business. Instead of relying on a manufacturer’s own (often clunky) navigation, you get Google Maps natively integrated into the centre screen and mirrored in the driver display.
Google Assistant allows you to control navigation, media, phone calls and even the climate control by voice, and it seems to understand speech far better than most in-car voice systems. Apps (such as Spotify) can be downloaded directly to the car via Google Play, and the system receives over-the-air updates. Apple CarPlay and Android Auto are also included for those who prefer to mirror their phones, but you need a wired connection. Note that Google services are enabled through a digital services package that’s included for four years. After that deadline, new terms and fees apply if you choose to renew.
Beyond the infotainment system, the EC40 wants for very little. The Harman Kardon sound system delivers rich, well-balanced audio that complements the hushed cabin, while Pilot Assist (adaptive cruise control with steering assistance) takes much of the strain out of long highway stints and stop-start traffic on the way home.
As you’d expect from Volvo, the safety suite is extensive, with blind-spot monitoring, oncoming lane mitigation and rear collision warning all part of the package.
Creature comforts are well catered for, too. The front and rear seats are heated (as is the steering wheel), the driver’s seat is power-adjustable with memory, and the air purifier and remote pre-conditioning (via the Volvo Cars app) mean you can cool the cabin before stepping into it on a hot summer’s afternoon. A hands-free power tailgate and wireless smartphone charging round off a comprehensive specification sheet.
Efficiency & Charging
Volvo claims an energy consumption figure of 18.7 kWh/100 km and a range of up to 510 km from the 82 kWh NMC battery pack. In terms of efficiency, the EC40 sits between its rivals: the smaller, lighter and less powerful iX2 is the frugal one of the trio, while the heavier, more powerful Sealion 7 (claimed 21.2 kWh/100 km) is the “thirstiest”. The power of the EC40 was addictive, however, and we often found the consumption beyond the 20 kWh/100 km mark…
As always, treat claimed figures with a degree of caution. Simple arithmetic based on the battery’s nominal capacity and the claimed consumption figure suggests a real-world range closer to 450 km is more realistic, and that’s before you start exploring the performance on offer. Even so, that’s more than sufficient for a trip from Cape Town to Hermanus and back, with ample buffer.
The EC40 supports AC charging at up to 11 kW, at which rate Volvo says a full charge (0-100%) takes around 8 hours. However, note that the 11 kW figure requires a 3-phase power supply. A seven-metre charging cable for a standard 10 A household socket is included, but that’s strictly an emergency option.
Elsewhere, the Volvo EC40 accepts DC fast-charging at up to 200 kW, and Volvo claims a 10-80% charge can be completed in as little as 28 minutes. Bear in mind, though, that many of the public DC chargers along South Africa’s national routes are rated at much less than 200 kW, so you won’t always be able to exploit the Volvo’s full charging capability. A standard heat pump is fitted to help preserve range (and battery temperature) in colder conditions.
Charging costs
Supplier
Rate per kWh
Cost (10% to 80%/57.4 kWh
Cost per km
Residential home
~R3.50 / kWh
R200.90
R0.70 / km
Public AC charging
~R5.88 / kWh
R337.51
R1.18 / km
Public DC fast charging
~R7.25 / kWh
R416.15
R1.45 / km
Public ultra-fast DC charging
~R8.35 / kWh
R479.29
R1.67 / km
Costs accurate in November 2026.
Price & After-sales support
The EC40’s price includes includes a 5-year/100 000 km warranty, a 5-year/100 000 km maintenance plan and an 8-year/160 000 km battery warranty. Interestingly, servicing intervals on the EC40 are stated as 30 000 km, as opposed to 20 000 km on its rivals.
Volvo EC40 Twin Performance Ultra
R1 396 800
Price correct in November 2026.
Verdict on the Volvo EC40
The Volvo EC40 may be an established product, and its cabin may not be the most modern in the segment, but it’s a supremely well rounded electric crossover. It’s the best-looking vehicle in its (admittedly small) competitive set, its interior is a calm and beautifully finished place to be, and it offers blistering performance without sacrificing ride comfort. Plus, its standard specification is comprehensive.
The sticking point is the price. At just under R1.4 million, the Volvo EC40 is more expensive than the BMW iX2 eDrive20 M Sport, which admittedly, is markedly less powerful, but carries a prestigious badge and is more efficient (but has a smaller battery). The Volvo is also pricier than the BYD Sealion 7 Performance AWD, which is bigger, more practical and more powerful, and costs less to boot. The BYD is not as good to drive as the Volvo, however.
For buyers who value design, driving finesse and build quality (and are reluctant to switch to a relatively unknown mainstream brand), the EC40 makes a compelling case. You’ll pay for the privilege, mind you.
Volvo Car South Africa offers a portfolio of mild-hybrid (MHEV), plug-in hybrid (PHEV), and fully electric (EV) luxury SUVs and sedans:
Volvo EX30: Compact, high-tech fully electric crossover.
Volvo XC40 & EC40: Compact luxury SUV available in mild hybrid, as well as pure-electric crossover configurations.
Volvo XC60: Mid-size luxury SUV offered with B5 mild-hybrid and T8 Recharge plug-in hybrid powertrains.
Volvo XC90: Flagship 7-seater luxury SUV available in B5 mild-hybrid and T8 Recharge plug-in hybrid options.
Volvo EX90 & ES90: Flagship electric vehicles, including the luxury 7-seater electric SUV and premium electric sedan.
How much do Volvo vehicles cost in South Africa?
Indicative starting prices across the Volvo range in South Africa are structured as follows:
Volvo XC40: Starting from R750 000
Volvo EX30: Starting from R835 500
Volvo XC60: Starting from R1 058 400
Volvo EC40: Starting from R1 396 800
Volvo XC90: Starting from R1 555 500
Volvo ES90: Starting from R1 590 000
Volvo EX90: Starting from R1 885 000
Does Volvo sell fully electric and plug-in hybrid vehicles in South Africa?
Yes, Volvo is one of the leading luxury brands advancing electrification in South Africa. The pure-electric lineup includes the EX30, EC40, ES90, and flagship EX90. In addition, the popular XC60 and XC90 model lines offer T8 Recharge plug-in hybrid (PHEV) powertrains that combine turbocharged petrol performance with pure-electric zero-emission city commuting.
What safety features are standard across the Volvo model range?
Renowned as an industry benchmark for vehicle safety, standard Volvo equipment includes City Safety Autonomous Emergency Braking (with vehicle, pedestrian, cyclist, and large animal detection), Pilot Assist semi-autonomous driving, Run-off Road Mitigation, Lane Keeping Aid, Blind Spot Information System (BLIS) with Cross Traffic Alert, and high-strength boron-steel safety cage passenger cabins.
What warranty and maintenance plan come standard with new Volvo vehicles in South Africa?
All new Volvo vehicles purchased in South Africa come backed standard by a 5-year/100 000 km manufacturer warranty alongside a comprehensive 5-year/100 000 km Volvo Plan (full maintenance and service plan). Furthermore, all plug-in hybrid and pure electric models include an 8-year/160 000 km high-voltage battery warranty.
