How safe is the 1st-generation BR-V for a large family?

The 1st-gen model has 2 airbags and ABS but lacks electronic stability control and ISOfix anchors. It lacks the advanced active safety suites found in more modern competitors.

What is the Toyota Century, and why is it coming to Mzansi?

The Century is Toyota's new top-tier luxury brand. It represents the pinnacle of Japanese craftsmanship and will be sold in very limited numbers in SA to offer an ultra-premium alternative to traditional European luxury marques.

What happens after Vivo?

The Volkswagen Polo Vivo is locally built and very popular. But like the Citi Golf, there will be a time when it doesn’t exist anymore. How will VWSA possibly manage that transition?

Continuation models like the Polo Vivo are the real South African vehicle heroes. The local automotive industry might build some of the world’s best-quality luxury cars (BMW X3 and Mercedes-Benz C-Class). And two of the world’s most popular global bakkie models (Hilux and Ranger). Yet, for South Africans who want to buy local, it’s the humble continuation hatchback that has always delivered value.

Before Suzuki launched a flood of budget Indian-built hatchbacks and compact crossovers, the Polo Vivo was by far South Africa’s most popular budget family car. And if you remember back far enough, to the early 1990s and 2000s, South Africans had many locally built budget hatchbacks to choose from: the Opel Corsa, Ford’s Fiesta, the Mazda 121 Soho, Toyota’s Tazz, and of course, the Citi Golf…

During the 1990s and early 2000s, a competitive used-car market created real value for South African budget-car buyers. And because all those budget hatchbacks were made with a lot of local content, there were robust parallel supply chains for spare parts and independent servicing.

Why continuation models work

*How strong was the Citi Golf brand? Check prices for one of these…*

But in 2026, it’s very different. The only locally built “affordable” family car is the Polo Vivo, and VW is under pressure to secure the next round of future investment from Germany to keep its Kariega assembly plant running at the required capacity. That’s potentially a very big problem.

VW’s success has been building the new and previous-gen Polos concurrently during the last three decades. It’s a simple but brilliant strategy. Why? Because you have all the technical labour skills and suppliers in place to keep building the older version, which has given you a much broader price spread in the market.

In a price-sensitive South African market with low-enforced safety and emissions requirements, VW has been sensible and smart by keeping its previous-generation Polos in production since 1996 and marketing them as Vivos.

When old tech becomes expensive

Volkswagen Polo Vivo — *Pure German engineering, but the Vivo is based on an aged vehicle platform from the late 2000s…*

One of the biggest problems for VWSA and its future product planning for South African production is engine technology. This has been a problem that the VW Group has been warning about regarding South African fuel for a very long time.

Product planners foresaw the chasm in fuel quality and underinvestment back in the early 2010s, warning that South African diesel and petrol quality, country-wide, would decouple from European engineered powertrain specifications. This would effectively render future turbopetrol and turbodiesel engines unserviceable on local fuel. It’s one of the reasons why the Ford ST brand died early in South Africa.

The Euro7 fuel risk is real for VWSA. There could be a future compact-car platform where the form factor of legacy VW engines, which can run on South African fuel, becomes a real packaging, sensor integration, or engine-control-software issue. Lagging South African fuel quality will age out the options VW engineers have for South African-market engines. Plus, more importantly, the small but vital components to build them: like injectors, emissions systems, and engine control units.

Advanced injectors, engine control units, ABS/ESP sensors, and safety systems are a complex investment, but also a scale business. And controlled by a select few global suppliers, the most important of which for German brands is Bosch. You need very large numbers to secure a specific future-spec commitment from Bosch for engine and safety-system production components.

There is a point at which keeping the order book open for the “simple” engine components and ABS/ESP sensors can become too costly as production volumes drop and the technology ages. Because all things Polo predicts everything Vivo into the future, the engine tech runway is a real concern.

Polo Vivo can’t become Citi Golf 2.0

*Iconic. But aged-out components and supply costs eventually caught up with the Citi Golf*.

What happens when the next generation of Polo doesn’t happen? VW can’t keep building a legacy Polo Vivo indefinitely if the current Polo is VW’s last compact city car.

Rmours have been swirling for years that VW Kariega will become the new global hub for an entry-level model. However, that would require a big investment from Germany at a time when VW is struggling with European production plant overcapacity, rising energy costs and pressure to keep jobs back in Germany.

VWSA is preparing to build the new Tengo crossover in Kariega from 2027. But it desperately needs a more affordable bakkie model beyond the Amarok, too. And that’s where the Tukan could become a make-or-break decision point for VWSA.

Small bakkie – big challenge

*Yes or no for local Tukan production might define VWSA’s future.*

For years, South African automotive marketers have wondered whether the South American Saveiro could be a success in South Africa, where the once-robust compact bakkie market is there for the taking. Securing Tengo, Tukan and some legacy Vivo production, a version based on the current Polo, could ensure VWSA’s Kariega plant and assembly future well into the early 2030s.

The big risk is that the current Polo could reach sunset without a successor. That will mean only one more generation of Polo Vivo before it’s discontinued. And can you imagine VW South Africa dealerships without Vivos to reach first-time car buyers or parents seeking a proven, locally built budget car for their kids?

You might think VWSA create a Citi Golf with the Vivo and keep building them for a decade after the final-generation Polo is discontinued. But what was doable with continuation models in the 1980s and 1990s no longer works in a globally integrated market with increasing safety and emissions standards in the 2020s.

Revealed! SA’s most wanted car brands & models

The South African automotive landscape is changing fast. Data from the Cars.co.za 2025 Demand Charts reveals a market in transition, where traditional powerhouses are being challenged by a surge in affordable alternatives and the relentless rise of Chinese brands.

In a market defined by economic pressure, the Cars.co.za Demand Charts makes it clear South Africans are increasingly hunting for value, utility, and reliability.

Cars.co.za’s Demand Charts measure 2 elements::

Demand on Cars.co.za at a brand level; and
Demand on Cars.co.za at a make/model level.

For this exercise, Cars.co.za analysed only vehicles younger than 5 years (new and used) and with less than 200 000 km. The metric used is leads: enquiries submitted on Cars.co.za on advertised vehicles during 2025.

Right, let’s get to the 2025 Demand Charts results!

2025 Demand Charts: Top 20 most in-demand brands on Cars.co.za

Rank	2024		2025
	Make	Lead share	Make	Lead share	Movement
1	Toyota	20.0%	Toyota	22.4%	–
2	Volkswagen	17.8%	Volkswagen	15.3%	–
3	Suzuki	8.6%	Suzuki	10.5%	–
4	Ford	8.2%	Ford	7.3%	–
5	Hyundai	5.9%	Hyundai	5.0%	–
6	Nissan	4.5%	Nissan	4.4%	–
7	Renault	4.5%	Renault	4.4%	–
8	BMW	3.8%	Kia	3.3%	Up 1
9	Kia	3.7%	BMW	3.3%	Down 1
10	Mercedes-Benz	3.4%	Isuzu	2.9%	Up 1
11	Isuzu	2.7%	Haval	2.7%	Up 1
12	Haval	2.4%	Mercedes-Benz	2.5%	Down 2
13	Audi	2.0%	Chery	2.3%	Up 2
14	Mazda	1.9%	Audi	1.7%	Down 1
15	Chery	1.5%	Mahindra	1.6%	Up 1
16	Mahindra	1.2%	GWM	1.3%	Up 2
17	Honda	0.9%	Mazda	1.3%	Down 3
18	GWM	0.9%	Honda	0.8%	Down 1
19	Land Rover	0.8%	Land Rover	0.7%	–
20	Mitsubishi	0.6%	Omoda	0.6%	Up 7

Scroll to the end of this article for the full chart.

The giants hold the line

Toyota continues to dominate the local market with clinical efficiency. Not only did it retain its #1 spot, but it actually grew its lead share from 20.0% to 22.4% during 2025. This suggests that in uncertain times, buyers are flocking to the “safe bet.”

Volkswagen and Suzuki round out the top three brands. While VW saw its lead share dip from 17.8% to 15.3%, Suzuki’s upward trajectory continues, with its share growing from 8.6% to 10.5%. Notably, Toyota and Suzuki were the only brands in the top 7 to grow their demand share last year.

The rise of Chinese value

One of the most significant takeaways from the 2025 data is the “Chinese Charge”. Brands like Haval and Chery continue to climb the rankings, with Chery moving up 2 spots to 13th behind a significant jump in lead share.

The biggest brand winner in the Top 20 was Omoda, jumping 7 spots from 27th to 20th. Even more impressive was Jetour, which climbed from 44th in 2024 to an incredible 22nd by the end of 2025. New entrants are also making an immediate impact, with MG reaching 38th and BYD entering at 40th.

Luxury brands feel the pinch

It wasn’t a stellar year for traditional German luxury brands. BMW, Mercedes-Benz, and Audi all slipped down the table, experiencing significant lead share decreases:

Kia (+1) overtook BMW (-1), pushing the German brand to 9th place.
Mercedes-Benz dropped 2 spots to 12th, overtaken by Isuzu and Haval.
Audi slipped to 14th as it was overtaken by Chery.

Smaller luxury brands like MINI, Volvo, Jaguar, Lexus, and Jeep took even heavier hits. Most notably, supercar brands like Ferrari, Lamborghini, and McLaren disappeared from the Top 50 entirely, largely due to the influx of new brands at more accessible price points.

2025 Demand Charts: Top 20 most in-demand models on Cars.co.za

Rank	2024		2025
	Make and model	Lead share	Make and model	Lead share
1	Volkswagen Polo	7.5%	Volkswagen Polo	6.1%	–
2	Ford Ranger	5.5%	Toyota Hilux	5.5%	Up 2
3	Volkswagen Polo Vivo	4.9%	Ford Ranger	5.1%	Down 1
4	Toyota Hilux	4.8%	Volkswagen Polo Vivo	4.6%	Down 1
5	Suzuki Swift	2.6%	Suzuki Ertiga	3.1%	Up 3
6	Toyota Quantum	2.2%	Suzuki Swift	2.7%	Down 1
7	Isuzu D-Max	2.2%	Isuzu D-Max	2.6%	–
8	Suzuki Ertiga	1.9%	Toyota Starlet	2.2%	Up 2
9	Toyota Fortuner	1.8%	Toyota Quantum	2.2%	Down 3
10	Toyota Starlet	1.7%	Toyota Corolla Cross	2.0%	Up 2
11	Hyundai i20	1.5%	Toyota Rumion	2.0%	Up 13
12	Toyota Corolla Cross	1.5%	Toyota Fortuner	1.6%	Down 3
13	Renault Kwid	1.5%	Haval Jolion	1.6%	Up 8
14	Nissan NP200	1.4%	Renault Kwid	1.4%	Down 1
15	Volkswagen T-Cross	1.2%	Nissan NP200	1.4%	Down 1
16	Hyundai Grand i10	1.2%	Hyundai Grand i10	1.4%	–
17	Kia Rio	1.2%	Nissan Magnite	1.3%	Up 8
18	BMW 3 Series	1.1%	Renault Triber	1.3%	Up 5
19	Toyota Urban Cruiser	1.1%	Toyota Urban Cruiser	1.2%	–
20	Ford EcoSport	1.0%	Chery Tiggo 4 Pro	1.2%	Up 8

Scroll to the end of this article for the full chart.

Favourites slip, newcomers rise

While the Volkswagen Polo remains the most in-demand vehicle on the site, its share is declining, slipping a notable 1.4% from 2024 to 2025.

The South African love affair with the bakkie remains unbreakable. The Toyota Hilux has retaken its position as the country’s most in-demand bakkie, moving up to 2nd place overall and overtaking the Ford Ranger. Meanwhile, the GWM P-Series continues its steady march, rising 16 slots to 24th overall.

The Suzuki-Toyota “Clone” Effect

*(Photo by Cornel van Heerden) www.cornelvanheerden.com*

An interesting trend emerged in the budget MPV segment. The Suzuki Ertiga made a massive jump from 8th to 5th place, even outpacing the popular Suzuki Swift. Its mechanical twin, the Toyota Rumion, rocketed by 13 positions last year to 11th overall.

If you combine the lead share of these two identical vehicles, the Ertiga/Rumion twin-set is now as in-demand as the 3rd-placed vehicle on the chart, the Ford Ranger. This highlights a massive shift toward practical, multi-purpose vehicles at the entry-level of the market.

The real growth, however, is coming from Chinese SUVs; the Chery Tiggo 8 Pro was the ultimate “mover,” soaring 33 places up the charts. It was followed closely by the Omoda C5 (+28) and Chery Tiggo 7 Pro (+25).

The highest new entry into the Top 100 is the Toyota Vitz in 47th, followed by the Toyota Starlet Cross in 55th. Other interesting movers include the Toyota Land Cruiser Prado, which jumped 24 positions.

Discontinued favourites in decline

On the flip side, the biggest declines in the Demand Charts are dominated by once-popular cars that have since been discontinued. These include the Ford Figo (-39), Renault Clio (-35), and Nissan Almera (-29). Among cars still on sale, the Mazda2 (-21), Renault Duster (-17), and Mercedes-Benz A-Class (-17) saw the most significant drops in demand.

The full charts:

2025 Demand Charts: Top 50 most in-demand brands on Cars.co.za

Rank	2024		2025
	Make	Lead share	Make	Lead share	Movement
1	Toyota	20.0%	Toyota	22.4%	–
2	Volkswagen	17.8%	Volkswagen	15.3%	–
3	Suzuki	8.6%	Suzuki	10.5%	–
4	Ford	8.2%	Ford	7.3%	–
5	Hyundai	5.9%	Hyundai	5.0%	–
6	Nissan	4.5%	Nissan	4.4%	–
7	Renault	4.5%	Renault	4.4%	–
8	BMW	3.8%	Kia	3.3%	Up 1
9	Kia	3.7%	BMW	3.3%	Down 1
10	Mercedes-Benz	3.4%	Isuzu	2.9%	Up 1
11	Isuzu	2.7%	Haval	2.7%	Up 1
12	Haval	2.4%	Mercedes-Benz	2.5%	Down 2
13	Audi	2.0%	Chery	2.3%	Up 2
14	Mazda	1.9%	Audi	1.7%	Down 1
15	Chery	1.5%	Mahindra	1.6%	Up 1
16	Mahindra	1.2%	GWM	1.3%	Up 2
17	Honda	0.9%	Mazda	1.3%	Down 3
18	GWM	0.9%	Honda	0.8%	Down 1
19	Land Rover	0.8%	Land Rover	0.7%	–
20	Mitsubishi	0.6%	Omoda	0.6%	Up 7
21	Opel	0.5%	Mitsubishi	0.5%	Down 1
22	Datsun	0.4%	Jetour	0.4%	Up 22
23	Mercedes-AMG	0.4%	Peugeot	0.3%	Up 1
24	Peugeot	0.4%	Opel	0.3%	Down 3
25	MINI	0.3%	Mercedes-AMG	0.3%	Down 2
26	Volvo	0.3%	BAIC	0.3%	Up 6
27	Omoda	0.3%	JAC	0.3%	Up 4
28	Jeep	0.2%	Datsun	0.3%	Down 6
29	Fiat	0.2%	Citroën	0.3%	Up 1
30	Citroën	0.2%	MINI	0.3%	Down 5
31	JAC	0.2%	Jaecoo	0.2%	Up 6
32	BAIC	0.2%	Volvo	0.2%	Down 6
33	Lexus	0.2%	Jeep	0.2%	Down 5
34	Proton	0.1%	Proton	0.2%	–
35	Porsche	0.1%	Foton	0.2%	Up 10
36	Jaguar	0.1%	Fiat	0.2%	Down 7
37	Jaecoo	0.1%	Lexus	0.1%	Down 4
38	Subaru	0.1%	MG	0.1%	NEW ENTRY
39	Lamborghini	0.1%	Porsche	0.1%	Down 4
40	Ferrari	0.0%	BYD	0.1%	NEW ENTRY
41	Alfa Romeo	0.0%	Jaguar	0.1%	Down 5
42	Hino	0.0%	Subaru	0.1%	Down 4
43	JMC	0.0%	Hino	0.0%	Down 1
44	Jetour	0.0%	Iveco	0.0%	Up 3
45	Foton	0.0%	Alfa Romeo	0.0%	Down 4
46	McLaren	0.0%	TATA	0.0%	NEW ENTRY
47	Iveco	0.0%	GAC	0.0%	NEW ENTRY
48	B.A.W	0.0%	Golden Dragon	0.0%	NEW ENTRY
49	Chana	0.0%	Jinbei	0.0%	NEW ENTRY
50	UD Trucks	0.0%	B.A.W	0.0%	Down 2

2025 Demand Charts: Top 100 most in-demand models on Cars.co.za

Rank	2024		2025
	Make and model	Lead share	Make and model	Lead share	Movement
1	Volkswagen Polo	7.5%	Volkswagen Polo	6.1%	–
2	Ford Ranger	5.5%	Toyota Hilux	5.5%	Up 2
3	Volkswagen Polo Vivo	4.9%	Ford Ranger	5.1%	Down 1
4	Toyota Hilux	4.8%	Volkswagen Polo Vivo	4.6%	Down 1
5	Suzuki Swift	2.6%	Suzuki Ertiga	3.1%	Up 3
6	Toyota Quantum	2.2%	Suzuki Swift	2.7%	Down 1
7	Isuzu D-Max	2.2%	Isuzu D-Max	2.6%	–
8	Suzuki Ertiga	1.9%	Toyota Starlet	2.2%	Up 2
9	Toyota Fortuner	1.8%	Toyota Quantum	2.2%	Down 3
10	Toyota Starlet	1.7%	Toyota Corolla Cross	2.0%	Up 2
11	Hyundai i20	1.5%	Toyota Rumion	2.0%	Up 13
12	Toyota Corolla Cross	1.5%	Toyota Fortuner	1.6%	Down 3
13	Renault Kwid	1.5%	Haval Jolion	1.6%	Up 8
14	Nissan NP200	1.4%	Renault Kwid	1.4%	Down 1
15	Volkswagen T-Cross	1.2%	Nissan NP200	1.4%	Down 1
16	Hyundai Grand i10	1.2%	Hyundai Grand i10	1.4%	–
17	Kia Rio	1.2%	Nissan Magnite	1.3%	Up 8
18	BMW 3 Series	1.1%	Renault Triber	1.3%	Up 5
19	Toyota Urban Cruiser	1.1%	Toyota Urban Cruiser	1.2%	–
20	Ford EcoSport	1.0%	Chery Tiggo 4 Pro	1.2%	Up 8
21	Haval Jolion	1.0%	Volkswagen T-Cross	1.2%	Down 6
22	Kia Picanto	1.0%	Hyundai i20	1.1%	Down 11
23	Renault Triber	1.0%	Renault Kiger	1.0%	Up 7
24	Toyota Rumion	1.0%	GWM P-Series	0.9%	Up 16
25	Nissan Magnite	1.0%	Kia Picanto	0.9%	Down 3
26	Toyota Avanza	0.9%	BMW 3 Series	0.9%	Down 8
27	Volkswagen Golf	0.9%	Suzuki Fronx	0.8%	Up 14
28	Chery Tiggo 4 Pro	0.9%	Kia Rio	0.8%	Down 11
29	Mercedes-Benz C-Class	0.9%	Suzuki Baleno	0.8%	Up 6
30	Renault Kiger	0.9%	Toyota Corolla Quest	0.8%	Up 1
31	Toyota Corolla Quest	0.9%	Mahindra Pik Up	0.8%	Up 11
32	Volkswagen Tiguan	0.8%	Toyota Avanza	0.8%	Down 6
33	Toyota Corolla	0.8%	Nissan Navara	0.7%	Up 5
34	Volkswagen Amarok	0.7%	Ford EcoSport	0.7%	Down 14
35	Suzuki Baleno	0.7%	Volkswagen Amarok	0.7%	Down 1
36	Mazda CX-5	0.7%	Volkswagen Tiguan	0.7%	Down 4
37	Ford Everest	0.6%	Mercedes-Benz C-Class	0.6%	Down 8
38	Nissan Navara	0.6%	Chery Tiggo 7 Pro	0.6%	Up 25
39	BMW X3	0.6%	Volkswagen Golf	0.6%	Down 12
40	GWM P-Series	0.6%	BMW X3	0.6%	Down 1
41	Suzuki Fronx	0.6%	Suzuki Dzire	0.6%	Up 3
42	Mahindra Pik Up	0.6%	Suzuki Jimny	0.6%	Up 6
43	Audi A3	0.6%	Hyundai Venue	0.6%	Up 2
44	Suzuki Dzire	0.6%	Ford Everest	0.6%	Down 7
45	Hyundai Venue	0.5%	Omoda C5	0.6%	Up 28
46	Mazda CX-3	0.5%	Toyota Corolla	0.5%	Down 13
47	Mercedes-Benz A-Class	0.5%	Toyota Vitz	0.5%	NEW ENTRY
48	Suzuki Jimny	0.5%	Kia Sonet	0.5%	Up 17
49	Toyota RAV4	0.5%	Suzuki S-Presso	0.5%	Up 6
50	Hyundai Tucson	0.5%	Haval H6	0.5%	Up 2
51	BMW 1 Series	0.5%	Mazda CX-5	0.5%	Down 15
52	Haval H6	0.5%	Toyota Land Cruiser 79	0.5%	Up 19
53	Hyundai Creta	0.5%	Kia Seltos	0.4%	Up 6
54	Nissan Almera	0.4%	Toyota Agya	0.4%	Up 6
55	Suzuki S-Presso	0.4%	Toyota Starlet Cross	0.4%	NEW ENTRY
56	Ford Figo	0.4%	Audi A3	0.4%	Down 13
57	Toyota Etios	0.4%	Volkswagen T-Roc	0.4%	Up 1
58	Volkswagen T-Roc	0.4%	BMW 1 Series	0.4%	Down 7
59	Kia Seltos	0.4%	Chery Tiggo 8 Pro	0.4%	Up 33
60	Toyota Agya	0.4%	Mazda CX-3	0.3%	Down 14
61	Renault Clio	0.4%	Toyota RAV4	0.3%	Down 12
62	Hyundai Atos	0.4%	Hyundai Tucson	0.3%	Down 12
63	Chery Tiggo 7 Pro	0.4%	Hyundai Creta	0.3%	Down 10
64	Haval H2	0.4%	Mercedes-Benz A-Class	0.3%	Down 17
65	Kia Sonet	0.4%	Mercedes-Benz V-Class	0.3%	Up 1
66	Mercedes-Benz V-Class	0.3%	Suzuki Grand Vitara	0.3%	NEW ENTRY
67	Renault Duster	0.3%	Toyota Land Cruiser Prado	0.3%	Up 24
68	Volkswagen Tiguan Allspace	0.3%	Hyundai Atos	0.3%	Down 6
69	Hyundai H-1	0.3%	BMW X1	0.3%	Up 13
70	Datsun Go	0.3%	BAIC X55	0.3%	NEW ENTRY
71	Toyota Land Cruiser 79	0.3%	Toyota Etios	0.3%	Down 14
72	Hyundai H100 Bakkie	0.3%	Hyundai H100 Bakkie	0.3%	–
73	Omoda C5	0.3%	Datsun Go	0.3%	Down 3
74	Suzuki Vitara Brezza	0.3%	GWM Steed 5	0.3%	Up 13
75	Nissan X-Trail	0.3%	Suzuki Ciaz	0.3%	Up 20
76	Toyota C-HR	0.3%	Citroen C3	0.3%	NEW ENTRY
77	Mazda2	0.3%	Ford Territory	0.3%	NEW ENTRY
78	Mercedes-Benz GLC	0.3%	BMW 2 Series	0.3%	Up 18
79	Volkswagen Caddy	0.3%	Nissan X-Trail	0.2%	Down 4
80	BMW X5	0.3%	Suzuki Vitara Brezza	0.2%	Down 6
81	Honda Amaze	0.3%	Volkswagen Caddy	0.2%	Down 2
82	BMW X1	0.3%	Haval H2	0.2%	Down 18
83	Kia Sportage	0.3%	Nissan Almera	0.2%	Down 29
84	Mazda3	0.3%	Renault Duster	0.2%	Down 17
85	Mercedes-Benz X-Class	0.3%	Mahindra XUV 3XO	0.2%	NEW ENTRY
86	Toyota Yaris	0.3%	BMW X5	0.2%	Down 6
87	GWM Steed 5	0.3%	Audi Q3	0.2%	Up 11
88	Isuzu KB	0.3%	Land Rover Defender 110	0.2%	NEW ENTRY
89	Nissan Qashqai	0.2%	Honda Amaze	0.2%	Down 8
90	Ford Fiesta	0.2%	Suzuki Celerio	0.2%	Up 7
91	Toyota Land Cruiser Prado	0.2%	Volkswagen Taigo	0.2%	NEW ENTRY
92	Chery Tiggo 8 Pro	0.2%	Haval H6 GT	0.2%	NEW ENTRY
93	Volkswagen Kombi	0.2%	Toyota Land Cruiser 300	0.2%	NEW ENTRY
94	Nissan NP300	0.2%	Isuzu MU-X	0.2%	NEW ENTRY
95	Suzuki Ciaz	0.2%	Ford Figo	0.2%	Down 39
96	BMW 2 Series	0.2%	Renault Clio	0.2%	Down 35
97	Suzuki Celerio	0.2%	Jetour Dashing	0.2%	NEW ENTRY
98	Audi Q3	0.2%	Mazda2	0.2%	Down 21
99	Honda BR-V	0.2%	Kia Pegas	0.2%	NEW ENTRY
100	Renault Sandero	0.2%	Jaecoo J7	0.2%	NEW ENTRY

Honda BR-V (2016-2022) Buyer’s Guide

The original Honda BR-V combined MPV-like cabin versatility with SUV-mimicking exterior styling. Here’s what you should know when shopping for a used version of the Japanese brand’s 7-seater…

Back in early 2016, there were just 2 high-riding models in Honda Motor Southern Africa’s line-up: the HR-V and the CR-V. However, the Japanese brand’s local arm added a 3rd option late that year, launching the original Honda BR-V.

Interestingly, the 7-seater BR-V replaced the Mobilio – an MPV to which it was very closely related – in South Africa, with Honda acknowledging the fact local buyers were increasingly favouring crossovers. In effect, though, the DG1-series BR-V fell somewhere between an MPV and an SUV.

Although Honda’s global division initially said the BR-V was “developed exclusively for the Asian market”, this 3-row model arrived in South Africa within 6 months of its launch in India. It immediately found favour among local buyers, regularly topping the monthly list of Honda’s best sellers.

For the record, the BR-V badge – which, incidentally, stands for “Bold Roundabout Vehicle” – has since been retired in South Africa, with Honda Motor Southern Africa quietly axing the 2nd-generation model (along with the Ballade) late in 2025.

Honda BR-V model line-up in South Africa

*The BR-V touched down in South Africa in October 2016.*

Honda revealed its production-ready BR-V prototype in Indonesia in August 2015, before the Indian-market version was unveiled in February of the following year. By October 2016, the BR-V had touched down in South Africa.

At launch, the local BR-V portfolio comprised 5 front-wheel-drive derivatives, each powered by a naturally aspirated 1.5-litre, 4-cylinder petrol engine. Honda offered a trio of trim levels, with the mid-tier and flagship grades optionally available with a continuously variable transmission (CVT) as opposed to the otherwise standard 6-speed manual gearbox:

BR-V 1.5 Trend 6MT (88 kW/145 Nm)
BR-V 1.5 Comfort 6MT (88 kW/145 Nm)
BR-V 1.5 Comfort CVT (88 kW/145 Nm)
BR-V 1.5 Elegance 6MT (88 kW/145 Nm)
BR-V 1.5 Elegance CVT (88 kW/145 Nm)

In February 2020, the facelifted version made local landfall. The make-up of the range was unchanged, with the 5-derivative structure carrying over. However, the BR-V gained (exceedingly) subtle styling updates, extra soundproofing and some additional features. For instance, all variants scored LED daytime running lights, while the mid-spec Comfort and top-spec Elegance derivatives gained rear parking sensors.

*The facelifted model arrived in early 2020.*

Just 2 months later, after the Japanese brand’s India division announced it would end production of the BR-V, Honda Motor Southern Africa released a statement confirming it had “no plans to discontinue the BR-V” and was “securing sufficient stock of the BR-V from India while the alternate factory is being set up for production”.

The DG1 generation’s time in South Africa finally ended in September 2022, when the 2nd-gen BR-V – which was instead sourced from Honda’s Karawang facility in Indonesia – hit the local market.

What are the original Honda BR-V’s strengths?

Versatile, spacious cabin: Thanks largely to its 2 655 mm long wheelbase, the BR-V was endowed with a rather roomy cabin (though admittedly one that featured plenty of hard plastics). It was a versatile space, too, with the Comfort and Elegance grades both boasting sliding and reclining functions for the middle row of seats as well as dedicated rear air-conditioning vents.

While space in that 2nd row was indeed generous, note the centre occupant had to make do with a lap belt. The final row of 2 seats was also surprisingly accommodating and access was relatively simple thanks to the 60:40-split folding middle bench, while as many as 11 cupholders were scattered around the MPV-like cabin.

What about luggage space? Well, with all pews in place, the BR-V offered a reasonable 223 litres of packing space, a figure that grew to a considerable 691 litres with the 3rd row stowed. Drop the middle row and utility space ballooned to 1 164 litres (but keep in mind the resulting loading area wasn’t exactly flat).

Well-proven engine: The atmospheric 1.5-litre motor (L15Z) that powered the DG1-series BR-V was a widely employed unit, having already proven its worth in various other Honda models, such as the Ballade, HR-V, Jazz and Mobilio.

While turbocharged versions of this SOHC 4-cylinder engine have gained a reputation for middling reliability overseas, the naturally aspirated iteration offered locally faced no such criticism. Treat it right by meeting its maintenance requirements and this free-revving i-VTEC mill should provide plenty of trouble-free miles.

It was also relatively fuel efficient, with the Minato-based automaker claiming CVT-equipped derivatives could sip unleaded at 6.2 L/100 km on the combined cycle. The 6-speed manual variants, meanwhile, had a listed fuel economy of 6.3 L/100 km.

Primed for potholes: Considering the state of South Africa’s road network in various parts of the country, there’s certainly something to be said for a robust suspension system. The BR-V’s set-up offered a handy 210 mm of ground clearance, with all derivatives furthermore benefitting from high-profile tyres (195/60 R16) and a full-size spare wheel.

What are the 1st-gen Honda BR-V’s weaknesses?

*Peak torque arrived at a fairly lofty 4 600 rpm.*

Lack of low-down grunt: Though the BR-V’s atmospheric engine was well proven, it lacked low-down grunt, with its relatively modest peak torque of 145 Nm arriving at a lofty 4 600 rpm. So, with all 7 seats occupied and the luggage compartment stuffed to the gills, the crossover struggled with inclines – particularly at higher altitudes.

Moreover, access to maximum power of 88 kW required the motor to spin to 6 600 rpm, which resulted in a coarse engine note. In fact, the BR-V – which tellingly was not rated to tow – could even sound strained at the national limit, despite having upgraded from the Mobilio’s 5-speed manual gearbox to a 6-speed item.

*No airbag coverage for the 2nd and 3rd rows.*

Missing safety features: For a 7-seater crossover billed as a family hauler, the original BR-V was curiously offered with just 2 airbags (dual front items). Furthermore, this model did without any form of electronic stability control, while also (just as surprisingly) lacking ISOFIX child-seat anchors.

Though discs were used up front, the rear axle made do with drum brakes, while the mid- and top-tier grades gained rear parking sensors only at the facelift (with the flagship specification also scoring a reverse-view camera at that time). As mentioned above, the middle passenger in 2nd row had to settle for lap belt, too.

Basic infotainment set-up: At launch, the BR-V shipped with a decidedly rudimentary (though at least Bluetooth-enabled) infotainment system, combining a small dot-matrix display with a 4-speaker radio system. The Elegance grade, though, had an additional 2 tweeters.

Still, at least this set-up featured a large volume dial. In addition, it’s worth keeping in mind the Elegance range-topper upgraded to a 7.0-inch touchscreen system at the model’s mid-cycle update.

How much is a used Honda BR-V in South Africa?

*White was easily the most popular paint colour.*

In South Africa, the price of Honda’s DG1-series BR-V included a 5-year/200 000 km warranty. Take note, however, that a service plan was optional for the base Trend derivative, while the Comfort and Elegance models featured a 4-year/60 000 km arrangement (with intervals of 15 000 km) as standard.

Just 4 basic exterior paint colours (red, white, silver and grey) were offered, though the names of these hues were changed at the facelift. Factory-backed accessories available from local Honda dealers included a plastic cargo tray, chunky running boards, chrome tailpipe trim and BR-V-branded side-sill protectors.

*CVT-equipped derivatives are easiest to come by.*

Of the 1st-generation Honda BR-V units listed on Cars.co.za at the time of writing, a considerable 68% were fitted with a CVT, while around 53% featured the flagship Elegance grade (with the mid-spec Comfort accounting for 34% and the base Trend just 13%).

The most popular model year was 2019 with 37% of all listed 1st-generation BR-V units, followed by 2018 on 21%. Mileage ranged from 27 500 km (on a 2020 1.5 Elegance CVT) to a considerable 291 000 km (achieved by a 2018 1.5 Comfort CVT).

Below R200 000: About 33% of listed 1st-generation BR-V units were priced below R200 000. All 3 trim levels were represented in this space, though the vast majority were pre-facelift examples. The high-mileage unit mentioned above was the cheapest listing at R119 999.

R200 000 to R250 000: This pricing bracket played host to approximately 40% of all listings, with most examples here showing well under 150 000 km on their respective odometers. The overwhelming majority of units positioned between these bookends featured a CVT.

R250 000 and up: The final 27% of listings were priced north of R250 000, with most being facelifted 1.5 Elegance CVT units. The most expensive 1st-gen BR-V we found was a 2021 flagship derivative (with 77 000 km on the clock) priced at R298 000.

Which Honda BR-V derivative is best?

*Note this facelifted Elegance derivative’s chrome door handles and front foglamps.*

Since the lone engine on offer was the 1.5-litre 4-pot, you need only decide on your preferred transmission. The snappy 6-speed manual gearbox offers the better driving experience, though should you regularly find yourself enduring bumper-to-bumper traffic, you’d be remiss not to test drive a CVT-equipped example, too.

Considering the entry-level Trend grade did without items such as alloy wheels (instead riding on steelies), height adjustment for the driver’s seat and an alarm system (and made do with manual air conditioning, too), we’d point to the mid-spec Comfort derivative as the smarter pick.

*The Elegance grade gained a touchscreen at the mid-cycle update.*

That said, should your budget allow, the Elegance furthermore added niceties like smart keyless entry, a start button, leather upholstery, chrome-effect exterior door handles, front foglamps, power-folding side mirrors and (in facelifted guise) a touchscreen infotainment system.

What are some alternatives to Honda’s BR-V?

Part MPV, part crossover?

At launch, the original Honda BR-V’s key 7-seater rivals were the Suzuki Ertiga – first the ZE series and later the NC series – and the 2nd-generation Toyota Avanza. While the Toyota Rush was also (relatively briefly) available locally, the SA-spec version was sold in 5-seater guise only.

Still, while the Ertiga and Avanza – along with the Mitsubishi Xpander, the Ertiga-based Toyota Rumion and the Renault Triber that all arrived later in the original BR-V’s local lifecycle – were unmistakably MPVs, Honda Motor Southern Africa made a concerted effort to pitch its contender as a crossover.

As such, popular 5-seater competitors of the era included the B515-series Ford EcoSport, the HM-generation Renault Duster and the LY-series Suzuki Vitara. There was also the Hyundai Creta (in both 1st- and 2nd-generation guise), while the 7-seater Grand Creta arrived just 6 months before the DG1-series BR-V was replaced on the local market.

Is the Honda BR-V a smart used purchase?

*Broadly reliable but lacking low-down torque.*

So, should you consider a used version of the original Honda BR-V? Well, there’s no doubt this model has its strong points, particularly in terms of cabin space and versatility. Its motor, too, has proven to be a typically reliable thing when maintained properly.

Indeed, a well-looked-after example will in all likelihood provide several years of fuss-free motoring, making it a solid option for several applications. But we would be remiss if we didn’t reiterate that the BR-V doesn’t do its best work when treated as a full-time 7-seater.

Indeed, we’d suggest buyers who plan on regularly filling all 7 seats instead consider a vehicle that features the requisite safety kit (in this case, stability control and additional airbags, items that were thankfully added to the 2nd-gen BR-V) and a powertrain offering a mite more low-down torque.

Looking for a used Honda BR-V to buy?

Find one on Cars.co.za!

Looking to sell your car? You can sell it to our dealer network here

Frequently Asked Questions (FAQ) About Buying a Used Honda BR-V (1st Gen)

Q: Is the original Honda BR-V a reliable used car choice?

A: Yes, it’s generally considered so, with the usual caveats. The BR-V uses the well-proven L15 1.5-litre i-VTEC engine, which is known for its longevity if serviced every 15 000 km.

Q: How safe is the first-generation BR-V for a large family?

A: While the BR-V achieved a 5-star ASEAN NCAP rating for structural integrity, its local safety spec is basic. It features only 2 front airbags and lacks electronic stability control and ISOfix anchors (features that were added to the 2nd-generation model).

Q: What is the real-world fuel consumption for the 1.5-litre engine?

A: While Honda claimed 6.2 L/100 km, real-world South African figures typically range between 7.5 and 8.5 L/100 km. Consumption can climb significantly in stop-start traffic or when the vehicle is fully loaded with 7 passengers, as the relatively small engine has to work much harder at higher revs.

Toyota SA Motors hints at fresh Daihatsu plans

Remember Daihatsu? Well, Toyota SA Motors has hinted it could leverage this “value-focused” brand’s products, while also confirming the high-end Century marque is on the cards…

Toyota SA Motors eyeing Daihatsu models
Daihatsu brand quit Mzansi back in 2015
High-end Century marque also on cards

A high-ranking Toyota South Africa Motors executive has hinted that products from Daihatsu – a small-car specialist that exited Mzansi back in 2015 – could return to SA in some shape or form, while separately promising to “push hard” to bring the high-end Century brand to local roads.

Leon Theron, Senior Vice President of Sales & Marketing for Toyota SA Motors, made the comments during the Japanese firm’s recent State of the Motoring Industry (SOMI) 2026 event in Gauteng.

*The Toyota Raize is based on the Daihatsu Rocky.*

“No news to most of you that we [Toyota Motor Corporation] own Daihatsu. We would really like to get more involved now in Daihatsu in the South African context [to] give us an affordable option as a brand that we will definitely be investing in going into the future,” Theron said, without going into further detail.

It remains to be seen whether the Japanese giant’s local division plans to bring in Daihatsu as a standalone brand or simply offer selected Daihatsu products rebadged as Toyota vehicles (as it once did with the Ayla-based Toyota Agya and Terios-based Toyota Rush, for instance).

*The Toyota Agya briefly offered in SA was based on the Daihatsu Ayla.*

Either way, it will be interesting to see how Toyota SA Motors positions any such products considering the success of its global alliance with Suzuki (which, like Daihatsu, is regarded as a something of a small-car specialist). Remember, Toyota’s local passenger-car line-up currently features several strong-selling budget vehicles based on Suzuki models and sourced from India (think Vitz, Starlet, Starlet Cross and Rumion).

As a reminder, Daihatsu – which made its first (fairly brief) appearance in South Africa in the early 1980s, before returning in 1993 – last exited South Africa at the end of March 2015 at the directive of the brand’s head office in Japan. Models such as the Charade, Copen, Materia, Terios and Sirion were offered locally.

*Toyota markets a GR version of the current Copen in Japan.*

During its last stint in South Africa, the “value-focused” brand was imported and distributed by Imperial, with no involvement from Toyota. For the record, in August 2016, Daihatsu became a wholly owned subsidiary of the Toyota Motor Corporation. Currently, its main markets include Japan, Indonesia and Malaysia.

At the other end of the scale, Theron said Toyota’s now-standalone Century luxury brand – which was presented globally in October 2025 and is positioned above Lexus – was also on the cards for South Africa.

The Century brand currently includes 3 body styles.

“Century is now a core brand [in the broader Toyota group]. Century was always only sold in the Japanese domestic market. It will now be available globally and we will really push hard to get this brand into South Africa. This is a very high-end brand and volume is not a discussion here. It’s not a brand that we will push on volume,” Theron emphasised.

Frequently Asked Questions (FAQ) About Daihatsu and Century in South Africa

Q: Is Daihatsu officially returning to South Africa as a standalone brand?

A: Not necessarily. While Toyota SA Motors (TSAM) confirmed at the SOMI 2026 event that it intends to leverage the Daihatsu brand for more affordable options, it remains to be seen if the badge itself will return. Toyota may continue its current strategy of “badge-engineering”, where Daihatsu-developed models (like the previous Agya and Rush) are sold under the Toyota nameplate.

Q: What is the Century brand and why is it potentially coming to Mzansi?

A: The Century is Toyota’s ultra-luxury flagship, historically reserved only for the Japanese Imperial family and top executives. It is now being launched as a standalone global brand positioned above Lexus. Toyota plans to bring it to South Africa to compete with the likes of Bentley and Rolls-Royce, focusing on prestige over volume. The range now includes both a stately sedan and a high-riding luxury SUV.

Q: Why would Toyota bring back Daihatsu products now?

A: As new vehicle prices in South Africa continue to rise, there is a massive gap in the “budget” sector. Toyota currently uses Suzuki-sourced models (like the Starlet and Rumion) to fill this need, but owning Daihatsu outright gives Toyota more control over its own entry-level supply chain. This move would allow Toyota to offer competitive, high-quality small cars tailored for emerging markets.

Tired of high car prices? These new Chinese brands are launching in SA this year

South Africa’s new vehicle market is set for further expansion in 2026 as 6 new arrivals take the number of Chinese brands to more than 20. Who are the newcomers – Lepas, iCaur, Denza, Zeekr, Farizon and Riddara – and why should they be on your radar?

There’s simply no let-up in the arrival of new Chinese brands to the South African car market. The last two years saw power players like Jaecoo, Omoda and Jetour almost immediately rocket to respectable chunks of local market share.

Similarly, former entrants such as BAIC, MG, JAC and Changan have re-entered the ring with an improved product focus. As all of these importers continue finding a captive audience for their competitively priced and well-specced vehicles, the floodgates will stay open in 2026 as at least another 6 new Chinese brands are set to be established in Mzansi.

Interestingly – and for a degree of peace of mind for skeptics – the debuting Lepas, iCaur, Denza, Zeekr, Farizon, and Riddara marques are all subsidiaries of established Chinese automotive parent companies.

Who are they & should you care?

Brand	Parent company	Key models	Estimated launch date	Vehicle type
Lepas	Chery Group	L4, L6, L8	March	Premium crossovers
iCaur	Chery Group	03T, V23	May	Retro-lifestyle EVs
Denza	BYD	B5, B8	Mid-year	Ultra-luxury NEVs
Zeekr	Geely	X, 001	Q3	High-performance tech
Riddara	Geely	RD6	Late-2026	Electric/PHEV bakkies
Farizon	Geely	SV, V6E	Q4	Commercial/last-mile

The Chery expansion: What we know about Lepas & iCaur

Notwithstanding the appeal of its affiliate labels Jaecoo, Jetour and Omoda, Chery ranks as one of the top-selling Chinese marques in the country. It’s just introduced Lepas, which is positioned slightly above the Tiggo portfolio. The range will comprise the compact L4 (Haval Jolion-sized), mid-size L6 (Mazda CX-5) and large L8 (Volkswagen Tiguan Allspace) model line-up.

Engines are expected to be carryovers, so expect to see Chery’s turbocharged 1.5-litre and 2.0-litre power units, as well as plug-in hybrid option.

Lepas L8 (2026) International Launch Review

By mid-year, Chery will introduce the retro-modern iCaur line, which stars the 03T urban SUV and Land Rover Defender-inspired V23. Early models will be EV-only, with a range-extender option made available closer to the year-end or early in 2027.

Pricing has been announced to start from R550 000 and it’s anticipated that the V23 range will also spawn a lifestyle double cab bakkie.

The full-size V27 SUV has also been confirmed for South Africa. It uses a turbocharged 1.5-litre engine solely as a range-extender, enabling a combined range of 1 000 km on a single tank. Its 335 kW output is said to be able to produce a 5.0-second 0-100 km/h sprint time.

Luxury EVs and lifestyle tech: Enter Denza & Zeekr

If ultra-luxury and high-performance tech is your thing, BYD’s upcoming Denza and Geely’s Zeekr ranges are sure to scratch that itch.

Aping the same brand strategy of Lexus as a right-side-of-the-railroad-track Toyota, the Denza B5 is a Prado-sized body-on-frame luxury SUV. It’s propelled by the Shark’s 1.5-litre turbo/plug-in hybrid powertrain. The latter is good for a 100 km EV-only and combined 1 200 km range. Expected pricing varies between R1.2 and R1.4 million.

The bigger B8 takes aim at the Toyota Land Cruiser 300. With 3 electric motors and a plug-in hybrid setup, total claimed power in conjunction with its 2.0-litre turbo engine is 550 kW. That enables a claimed 4.8-second 0-100 kph blast.

BYD plans to have 300 countrywide fast-charging stations up and running by year’s end, each said to deliver a 400 km charge in just 5 minutes.

The Geely Group gets credit for introducing no fewer than half of the brands listed here.

Zeekr is one of the few new Chinese brands to directly target premium German marques with a still-to-be-confirmed fleet ranging in size from a compact crossover to a luxury MPV providing – in most cases – supercar-scaring performance.

The gateway X model is a Volvo EX30-type executive city crossover available in single- (200 kW) or twin-motor (319 kW) setups.

The 001 is a sporty shooting brake similarly offered with a choice of multiple motor arrangements. Maximum power is 400 kW, while the range tops out at 750 km.

The 7X is a mid-size crossover powered by a choice of motors, with outputs ranging between 310 kW and 585 kW. 2026 versions feature a 900 V electric system for brisk charging (10-80% in 13 minutes), and a sub-4.0-second 0-100 kph sprint.

Balancing high-performance and high-tech with European quality and safety, the 7X personifies the Chinese onslaught of previously mainstream market strongholds.

Finally, the premium people-moving 009 takes the above concept, but repackages it as a Mercedes V-Class-contender, except adding hot hatch levels of performance. There’s a 30-speaker Yamaha sound system, enough acres of Nappa leather to make environmentalists weep, dual-chamber air suspension, an 8.6-litre hot/cold compartment for beverages and more screens than your nearest Hi-Fi Corporation. Best of all, it’ll race to 100 kph in 5.8 seconds and cover nearly 600 km between recharges.

Riddara RD6: Will 2026 be the year of the electric bakkie?

The launch of the 9^th-generation Toyota Hilux may be this year’s biggest bakkie news, yet don’t discount the possible disruption when the Riddara RD6 arrives.

For starters, it’s constructed not as a body-on-frame (à la Hilux, Ford Ranger, Isuzu D-Max, et al), but as a comfort-boosting monocoque using high-strength materials to minimally impact structural rigidity. while that makes the RD6 more of a leisurely lifestyle bakkie than an outright boulder buster, in truth its true potential is best unleashed on the drag strip.

The range is split between the 2WD/4WD Econ grade (180 kW/309 Nm and 280 kW/485 Nm); the Standard (200 kW/384 Nm) and the Ford Raptor-beating Horizon über-version, capable of 315 kW/595 Nm and a 4.5-second 0-100 kph sprint. Cue the new robot-to-robot ranch truck ruler.

Fully-loaded in terms of tech, luxury and active safety, the RD6 can even power 6 kW of auxiliary devices during camping or off-site jobs. Maximum claimed range is 424 km, load-lugging is set at a tonne and towing capacity up to 3 tonnes, depending on output.

Still want that Shark?

Read more: Geely Riddara RD6 PHEV Announced

Farizon & beyond: The tuture of China’s 20-brand influx

The final of Geely’s threesome of incoming new Chinese brands is Farizon. The SV (short for Supervan) is a full-size, 5-metre-long light commercial vehicle with a 1 300 kg payload and is powered by a 169 kW electric motor capable of cruising for 400 km when fitted with the biggest available battery.

Although a by-wire driver/vehicle interface is nothing new, the headline news here is that the SV takes this to a whole new level, incorporating this tech not just to control the throttle, but also steering, braking and shifting. This, Geely says, allows for greater energy recovery, shorter braking distances and sharper steering, though very likely at the cost of feel.

Meanwhile, the V6E panel van is a (slightly) downscaled, less sophisticated iteration of the SV focused on urban logistics, and has a 260 km range and a 70 kW electric motor.

Electric vans are unchartered territory in SA. However, in Europe there’s an electrified version of the Ford Transit Custom and the Volkswagen ID.Buzz Cargo. The remoteness between urban centres renders inter-provincial travel somewhat of a no-no for all types of EVs. Besides, downtime owing to charging necessities equals money lost for courier companies.

The math works for the metro, but it fails for the vast distances of the greater country. Until range anxiety is a relic of the past, Farizon vans are likely to remain a vanishing point on the South African horizon.

1913 Benz 10/30hp: Classic Drive

Cars weren’t always as effortless to drive as they are today. The Benz 10/30hp, a car predating the unification of Daimler-Benz, is a perfect case in point.

The Benz 10/30hp and I are off in first gear – barely at jogging speed – but, for the first time in my driving life, I’m wary of changing into second gear. The problem is, I have to change up… I can’t keep the car in first gear, as it would take hours to drive to our planned destination.

This 10/30hp is the oldest – and one of the most intimidating – car I’ve ever driven. All those inspirational posters that say, “It is not about the destination, but the journey”, have a point, but I can’t stay in first gear for the next 5 km.

With some trepidation, I press the clutch pedal and try (rather unsuccessfully) to blip the throttle and pull the long, vintage gearlever backwards. After a second or 2 of clack-clacking, everything comes together and 2nd gear is engaged.

Now I need to build up confidence for 3rd gear (I can already feel the sweat droplets forming on my brow). The thing is, you need to press the throttle after you have engaged the clutch to make the change process as slick as possible. This is one of the many challenges of piloting an early car such as this Benz 10/30hp, which doesn’t have a synchromesh gearbox.

Specifications

Model: 1913 Benz 10/30hp
Years produced: 1912-1914
Engine: 2 610 cm³, 4 cylinder
Power: 30 bhp (22 kW) at 1 750 rpm
Transmission: 4-speed manual, RWD
Chassis weight: 960 kg
Top speed: 70 km/h
Fuel consumption: 15-17.0 L/100 km

Apart from that, I need to stay focused. There are 3 pedals but they don’t operate things in the order you would expect; the clutch and the throttle pedal are swapped around. I remind myself of this configuration constantly and, fortunately, I never get it wrong. It is not all smooth sailing, though.

As we slowly make our way up a spectacular mountain pass in the southern Cape, I only realise when we arrive at the turnaround point that I have driven the entire distance with the 10/30hp’s handbrake lever engaged! Embarrassment engulfs me and not just because the owner was sitting right next to me the whole time.

It is on the return downhill, with 2nd gear selected and a light application on the brakes, that the drivetrain’s characterful whine is most noticeable. In the distant past, I suppose drivers were only too happy not to have to walk to their destination, and this mechanical noise was possibly preferable to the sound of a horse’s hooves. These are pretty much my thoughts every time I get behind the wheel of this 1913 Benz 10/30hp, a car produced a good 13 years before Daimler-Benz was officially founded.

The delight’s in the details

As I sit behind the wheel, I ask the owner about the gauges and controls. These include a speedometer on the far left, illuminated by a neat lamp at night. The centre of the steering wheel hosts a throttle lever, fulfilling a similar function to the cruise control system of modern cars. You can even increase your speed by turning this lever in a clockwise direction. Each of these controls is made from brass or copper, and for a moment I cannot help but think of the bridge of the RMS Titanic.

After all, that majestic ship collided with an iceberg a year before this Benz 10/30hp rolled off the production line. It is important to remember that this was an era when the manufacturing of motorcars was not as complicated as it is now.

Unlike today, when manufacturing is mostly done by massive global companies, during the first few decades of automotive manufacturing, there were around 4 000 different companies (and individuals) who tried their hand at the business of building cars. The year 1913 was also the last year companies and countries could focus fully on motor manufacturing before the start of World War 1 in 1914.

Following the onset of the war, both Benz and Mercedes would change their focus to building military vehicles and aeroplane engines.

It is also understandable why these early cars were still frowned upon by the general public. Firstly, they made a lot of noise, and if you were used to the relaxing, clip-clop soundtrack of horse riding, the noise pollution of these cars could easily disrupt an entire village upon its arrival.

Indeed, this is the first motorcar I’ve driven in which I can truly sense the historical connection with a horse-drawn vehicle. Although the cloth roof is in place, when it is removed the car closely resemblances a carriage.

Walk around this Benz and the details grab your attention, such as the little brass light at the rear illuminating the numberplate, the copper(!) exhaust pipe, and a fuel tank that is there for everyone to see. There is even beading between the rear wheelarches and the bodywork of the cabin.

The two spare tyres are positioned next to the driver, and the wheels have so many spokes I don’t even want to contemplate counting them – or cleaning them!

Brass grand

At the front, the angled radiator (no grille in front of it) was a well-known Benz feature at the time. The headlights are situated above the single spotlight and the hooter. If you feel brave, you can still start the engine manually by using the crank handle. Fortunately, this car’s owner has added an electrical system, which connects a button next to the steering wheel with the engine. Thus equipped, it only takes a push of this switch to start the car.

Don’t forget the toolbox attached to the side steps. In it, you’ll find a comically big spanner, required to loosen or fasten the centre-wheel nut. Rear-seated passengers can easily stretch out without touching the front seats, although comfort is somewhat hindered by the breeze that whips around the cabin when the roof is lowered.

From auction to junkyard to cherished possession

The owner of this car is a passionate Mercedes-Benz collector. He bought this 1913 Benz at an automotive auction in 2000. There were obviously several other interesting cars on offer, but the owner had his heart set on this specific example. Fortunately, the car was basically in the condition you see on these pages.

That’s not always been the case, however. Although it has lived in South Africa since the 1930s, it was at one stage in pieces scattered around a yard. Thankfully, 2 enthusiasts found and rebuilt it.

Over the years, a few things have needed attention. The cloth roof was overhauled, and so was the 2.6-litre, 4-cylinder engine. The latter work is evident from the way the 2-valve motor idles perfectly while I chat to the owner. For a car that’s more than a century old, it is in exceptional condition.

The Benz 10/30hp: Battle-scarred but not beaten

There is an interesting twist to the early life of this Benz. On the left-hand side of the car, there is a brass plate showing that the body was manufactured by Carosserie H. Buhne in Berlin. After some research, the owner discovered that this company was founded only after World War 1. This means that the body of this car was redone after it left Benz in 1913.

Could it be that the car might have been used during the War and needed refurbishment afterwards? And to whom did it belong? Questions without answers…

The plaque may also explain why this particular car has only a single door, while other similar models featured 3 doors, meaning the driver must enter the Benz via the front passenger side. Hardly an ideal 1st date car, then.

A Benz 10/30hp reborn

As we head back to the owner’s residence, I’m slightly more relaxed and have time to focus on the quality of the ride. With such a narrow wheel and tyre combination (815×105 6 ply tyres front and rear), I expected a bumpy and choppy ride, but that is not the case. The leaf-sprung suspension absorbs some bumps better than I had anticipated.

Once the car is moving, it can be steered easily by means of the thick-rimmed, wooden steering wheel. Parking at low speed without assistance is a different matter, however. Fortunately for drivers in the first half of the 20th century, 3-point turns and parallel parking were not as prevalent as they are today. At higher speeds, the steering loads up away from centre.

Brake, braaake!

This car’s owner regularly takes the Benz on runs of more than 70 km taking the best part of a morning to complete. The challenge is managing the car’s speed, particularly when going downhill, as there are only drum brakes at the rear and no brakes up front!

It is understandable why, for some enthusiasts, a car such as this 1913 Benz 10/30hp might seem slightly less appealing than Mercedes’ later creations.

After all, the cars from the 1920s and ’30s are more practical and usually require less effort to drive. However, the rarity factor is definitely part of this car’s appeal. One 10/30hp model, which was restored, came up for sale a few years ago at the prestigious Auto Salon Singen showroom on the border between Germany and Switzerland. The price was a substantial €259 000.

Experiencing the 10/30hp: How times have changed!

High value aside, piloting this car was such an illuminating experience. It comes from a time when people still needed to fully grasp the concept of a self-powered carriage. It was a time when no one could have predicted the future of these remarkable vehicles. A time when driving a road car required great physical exertion – actions that are unlikely ever to be needed again.

Indulge in Mercedes-Benz Classic Drives on Cars.co.za:

Mercedes-Benz 170S: Classic Drive

Mercedes-Benz 500SLC: Classic Drive

Mercedes-Benz 560 SEC: Classic Drive

Mercedes-Benz 300S & 300Sc: Classic Drive

Mercedes-Benz 600 Grosser: Classic Drive

Mercedes-Benz G63 AMG 6×6: Classic Drive

Mercedes-Benz C63 AMG Black Series: Classic Drive

Mercedes-Benz 300CE Cabriolet: Classic Drive

Mercedes-Benz (W123) 280E: Classic Drive

Mercedes-Benz 280SL ‘Pagoda’: Classic Drive

Mercedes-AMG (R231) SL65: Classic Drive

Mercedes-Benz ‘560CE’ (C124): Classic Drive

Mercedes-Benz (W202) C43 AMG: Classic Drive

Mercedes-Benz 230S Fintail Estate: Classic Drive

Mercedes-Benz 300SL Roadster: Classic Drive

Mercedes-Benz 300 GD Cabriolet: Classic 4×4 Drive

Polo Vivo Maxx comeback? VW trademark filing hints at return

A local trademark application suggests Volkswagen might be planning to revive the high-riding Polo Vivo Maxx in South Africa. Here’s what we know so far…

VW files to trademark “Polo Vivo Maxx” in SA
Original Maxx derivative launched back in 2013
2nd high-riding version hit SA market in 2018

Remember the Volkswagen Polo Vivo Maxx, that high-riding version of South Africa’s best-selling passenger car? Well, we’ve stumbled across a trademark application that suggests the German firm’s local division might just be thinking of reviving the name.

Cars.co.za can confirm that late in September 2025, VW’s head office in Wolfsburg filed a trademark application to protect the “Polo Vivo Maxx” badge in South Africa. Around the same time, the automaker also made fresh applications for “Vivo”, “Polo Vivo” and “Polo Vivo Eclipse” (the latter familiar from another local special edition). All applications are currently listed as pending.

The original Polo Vivo Maxx was launched back in 2013.

Interestingly, VW previously owned all 4 of these trademarks, but each had its respective status changed to “removed” after the brand seemingly failed to renew them in South Africa. Protection for the Vivo and Polo Vivo nameplates fell away in 2020, before the Maxx and Eclipse trademarks were removed in 2023 and 2024, respectively.

Of course, as we always point out in reports involving trademark filings, an application by an automaker to protect a badge is by no means a guarantee the brand will use the nameplate in question. Sometimes it’s simply a case of one company preventing a rival firm from snapping up said trademark.

*VW’s 2nd version of the Maxx hit the market in 2018.*

But there’s certainly still a chance VW Group Africa is considering a Vivo Maxx comeback. Indeed, the German firm’s local division has just officially revived another name familiar from earlier in the Kariega-built Polo Vivo nameplate’s life – the “Xpress” light-commercial vehicle – after rolling out special “Edition 15” derivatives last year.

As a reminder, the original Vivo Maxx hit the market back in February 2013, with the next-gen version following in June 2018 (before quietly exiting towards the end of 2020). Both iterations of this cross-hatchback were distinguished by raised suspension, 17-inch alloy wheels (“Budapest” rims for the original and “Canyon” items for the 2nd), silver-painted side-mirror caps, sportier tailpipe trim, aluminium roof rails and “Maxx” decals. Inside, both had sports pedals and painted centre consoles. The later model furthermore featured black-plastic body cladding.

*Note the black-plastic cladding on this 2018 example.*

If VW Group Africa were to revive the Maxx, we’d expect it to be powered by either the 77 kW/153 Nm naturally aspirated 1.6-litre, 4-cylinder engine (used by mid- and high-spec versions of the Polo Vivo) or perhaps even the turbocharged 1.0-litre, 3-cylinder motor (81 kW/200 Nm) currently reserved for the flagship GT derivative.

So, will we see a new Maxx-badged version of the Polo Vivo hatch in the future? Well, with nothing confirmed, we’ll simply have to wait to see whether such a model does indeed materialise…

Find a used VW Polo Vivo Maxx on Cars.co.za!

Frequently Asked Questions (FAQ) About the Potential VW Polo Vivo Maxx Revival

Q: Is the Volkswagen Polo Vivo Maxx officially returning to South Africa?

A: While VW Group Africa hasn’t formally announced its return, the company filed a fresh trademark application for “Polo Vivo Maxx” in late 2025. This move suggests the brand might be protecting the nameplate for a potential 2026 or 2027 revival.

Q: What features would a new Vivo Maxx likely include?

A: If it follows the formula of previous generations, a new Maxx would be a “cross-hatch” version of the current facelifted Vivo. We would expect raised suspension for better ground clearance, roof rails, derivative-specific alloy wheels and black-plastic body cladding to give it a more rugged, SUV-inspired look.

Q: Which engine would power the new Vivo Maxx?

A: It would most likely use the 1.6-litre naturally aspirated engine (77 kW/153 Nm) found in the Style trim. However, there is speculation that VW could use the flagship 1.0-litre TSI turbo engine (81 kW/200 Nm) from the GT to give the Maxx the extra “grunt” needed to match its adventurous styling.

Volkswagen Transporter 2.0 TDI Kombi SWB Life (2026) Review

Courtesy of its current commercial-vehicle collaboration strategy with Ford, the new Volkswagen Transporter (and Kombi derivatives) is based on the Blue Oval’s widely acclaimed Transit/Tourneo platform. Will this move disappoint the VW faithful, or do they have nothing to be concerned about? Let’s see.

We like: Mix of cabin space and versatility in a shape/size that’s not too inconvenient to drive around town, improved practicality, good manoeuvrability given its size, seats easier to remove/carry.

We don’t like: Lack of padded oddments storage space around driver, engine can get caught a little flat-footed, pricey.

FAST FACTS

Model: Volkswagen Transporter 2.0 TDI Kombi SWB Life
Price: R1 174 600
Engine: 2.0-litre turbodiesel
Transmission: 8-speed automatic
Power / Torque: 125 kW/390 Nm
Claimed fuel consumption: 8.0 L/100 km
0-100 kph: 12.14 sec (tested)

Where does the Volkswagen Transporter 2.0 TDI Kombi SWB Life fit in?

With such a rich history of providing fun, practical motoring to South Africans, the news that the latest-generation Volkswagen (T7) Transporter/Kombi would be based on the Ford Tourneo/Transit undoubtedly raised many an eyebrow with the VeeDub faithful. But let’s not forget that the iconic Ford van has an immense history in the UK (and elsewhere), too, even though it had a late start in South Africa.

Still, there are risks and opportunities that come with this collaboration. On the one hand, a package that benefits from Ford’s historical strengths of developing hardy, super-practical goods-movers that are surprisingly good to drive could be even greater when enhanced with Volkswagen’s traditional talents of car-like refinement, comfort and passenger-focused design … and vice versa.

On the other hand, in attempting to be all things to all possible consumers, both vehicles could end up compromising the stand-out aspects that made them so beloved by their respective fan bases in the first place.

*In Life trim, the Transporter Kombi features neat 17-inch alloys wrapped in chunky tyres to enhance ride comfort.*

In this review, we look at one of the more affordable variants of the new Volkswagen (T7) Transporter Kombi line-up, the Life SWB, which is still priced at nearly R1.2 million. Besides its Ford sibling and the Mercedes-Benz Vito, it also has to counter the popular Hyundai Staria, and for those consumers who prioritise passenger comfort and luxury, the fantastic Kia Carnival.

How the Volkswagen Transporter 2.0 TDI Kombi SWB Life fares in terms of…

Design & Packaging

While those in the know will easily spot similarities between the new Volkswagen Transporter and the Ford it is based upon, particularly from the rear, Volkswagen’s designers have done an admirable job of giving it its own persona. The design of the body colour-coded grille, bumper and the LED headlamps give the front-end a slightly more upmarket appearance compared with the Trend-specification Ford. At the same time, the design is in line with Volkswagen’s current design language; squint and it also reminds of the T5 generation. The fitment of neat, dual-tone 17-inch wheels further lifts the visual appeal.

*Despite sitting lower in the spec pecking order, Life models gain full LED headlamps and a Driver Assistance Package.*

At its core, the Transporter is, of course, a commercial van, but a lot of detailed work has gone into making it attractive from a people-transporting point of view, too. It has sliding doors on both sides, for example, and because the floor is low, ingress/egress is easy.

It might be a minor feature, but for us the fact that the windows on the sliding doors can slide open, too, is a welcome inclusion (on the Tourneo Custom Trend, these windows are fixed).

All 6 rear seats (3 in the middle row, 3 in the back) are individual, rail-mounted chairs that can be easily moved around or removed. They are also much lighter than in previous iterations of the Transporter, so are easier on the carrier’s back, too. Another nice touch is that there are roller blinds for those seated in the middle row.

*Dual sliding side doors ease access. They feature power latching only on top-spec Style trim.*

Second-row passengers have access to an overhead air-conditioning control unit and there are roof-mounted ventilation outlets throughout. Access to the 3rd row is simple – the middle row tilts forward and you just step through the gap. There is no need to clamber over anything.

The Transporter has 8 individual chairs, a sensible arrangement if you want to carry 5 and a mountain of luggage by removing the rearmost 3 pews.

Up front, the driver and passenger have commanding views over a neat dashboard which, from the mid-line upwards, is largely different to the one in the Ford. While the finishes are mostly hard-wearing plastic, there does appear to be more of an attempt to appear upmarket compared with the Ford Tourneo Trend we had tested last year. This has been achieved mainly through the use of a combination of grey and black plastics (same hues for the attractive artificial leather upholstery, by the way), and a little bit more attention to detail on some of the surfaces.

*Oddments stowage is surprisingly limited.*

But one area in which the Volkswagen designers have definitely been trounced by their Ford partners is in terms of oddments stowage space, particularly around the driver. The gear shifter for the 8-speed gearbox may well be on the steering column, which has freed up a lot of space at the base of the centre hangdown section of the dashboard, but Volkswagen has not used it well. Consequently, the driver is forced to use the door pockets or the recesses on top of the dashboard. Yet, without padding, things slide around in those locations. It’s an irritating oversight. At least the front passenger has access to two lidded glove compartments.

*Crisp digital displays lift the interior despite the prevalence of hard grey plastics.*

Fronting the driver is a crisp, neat 12-inch digital display dashboard. In the centre is an even larger 13-inch infotainment unit. As is the case with many modern cars, it is unfortunate that some often-used controls are located on the screen, rather than being physical switches (particularly for the HVAC system – including the surprise feature of heated front seats).

*Prominent shortcut buttons make controlling the infotainment system easier, but not easy enough.*

At least there are reasonably prominent shortcuts at the bottom of the screen. The system also features Android Auto and Apple CarPlay compatibility as standard. While there is no wireless charge pad, there are numerous USB outlets dotted throughout the cabin, also for the rear passengers, to keep devices charged.

*USB-C connections abound throughout the cabin.*

If you’re in the market for a van-based people-mover, most likely you are also looking at occasionally making use of its load-carrying ability. As mentioned, the seats are easier to remove, largely because they’re all individual chairs and also lighter (28 kg each). The bigger footprint of this generation of short-wheelbase Transporter (146 mm longer and 128 mm wider) has also resulted in much more space inside, which allows for the transportation of even bulkier items.

*Thanks to increased dimensions all-round, the Transporter Kombi is a spacious van even in SWB form.*

The width between the wheelhousings at the rear has grown by 148 mm to 1 392 mm. Meanwhile, the length of the cargo floor has also stretched to 2 602 mm. While those needing maximum load carrying capability might have to opt for a long-wheelbase offering, we believe this short-wheelbase variant strikes a neat balance for families who will still appreciate the very large boot.

A minor concern (but it might be a bigger problem for some buyers) is that there is no electric tailgate. Lifting it open is not a problem, but closing it means you are pulling down using a strap with all your might.

Ride, Handling & Safety

The one thing that always distinguished Volkswagen’s people carriers was that they drove with more car-like comfort and refinement compared with other van-based rivals. With this new-generation of Transporter/Kombi, the underpinnings comes from the Ford Tourneo/Transit line. While that vehicle is widely admired as a van, it feels more utilitarian than plush.

*While the ride is inherently firm, the setup is comfortable enough and smooths out even further with cargo onboard.*

Still, we think Volkswagen/Ford has struck a nice-enough balance here. It offers even more practicality and load space than before, but without making the drive feel too agricultural. Certainly, we’d say road holding and general ride/handling is better than in a double-cab, for example.

There is some inherent firmness in the ride that occasionally, on some surfaces, may filter through to your backside. Overall, though, we’d rate it as a comfortable bus.

An area that could do with improvement, however, is cabin noise. The more upmarket Volkswagen busses of the past were better in this regard.

*Sensible, actual buttons on the steering wheel.*

We were pleasantly surprised by the Kombi’s manoeuvrability. It is long (just over 5 metres) and wide, and also has a 3.1m long wheelbase. Yet, its light steering and tight turning circle (better than a Golf 8.5’s, according to the data) make it a breeze to drive around town. Of course, a rear-view camera system and park distance sensors further aid matters, as does great visibility from the driver’s seat.

The Kombi is also just shy of 2 metres tall, so getting into most underground parking does not pose a problem. By the way, roof carrying capacity has increased by 20 kg to 170 kg. If you use it, remember the height.

*Myriad safety systems are standard on the Life derivative.*

This Kombi Life variant features 6 airbags in total. It also has a host of active safety features, including forward collision avoidance (with braking) and lane keeping etc. Sadly, there is no adaptive cruise control. This particular model has not yet undergone EuroNCAP crash testing. There are ISOFIX child seat anchors for the side seats in both the second and third rows.

Performance & Efficiency

The Kombi Life is powered by Ford’s 2.0-litre single-turbo diesel engine. It delivers 125 kW at 3 500 rpm and 390 Nm of torque from 1 750 to 2 500 rpm. Power goes to the front wheels via an 8-speed automatic transmission.

*Having the transmission lever on the steering column is a boon when making quick manoeuvres.*

Volkswagen does not state a claimed acceleration time for this vehicle. Our own testing resulted in a 0-100 kph time of 12.14 seconds. While this isn’t brisk, the Volkswagen was however faster during the benchmark sprint than its sibling the Tourneo Custom. Tested in LWB form (heavier), it clocked a time of 13.69 seconds. It also felt livelier in general driving.

During most usage situations, you’ll probably find power as sufficient. The VW doesn’t battle to keep up with traffic around town on highways. Where it does struggle somewhat is when quick acceleration or response is required. In those instances, it can be caught lagging. Of course, add to the weight of the vehicle by using all its seating and luggage capacity, and family journeys on the open road will be leisurely, with little reserve power on tap for overtaking at the national speed limit.

*Unladen, the Kombi achieves a consumption average of about 9.0 L/100 km.*

Efficiency is good for this size and type of vehicle. Volkswagen claims an average consumption of 8.0 L/100 km. In the real world, you’re likely to achieve 9.0 L/100 km. On a full 70-litre tank of diesel, you could achieve a cruising range of around 750 km.

Note, however, that the 9.0 L/100 km figure was achieved with minimal load. Factoring in our experience with its Tourneo sibling, we predict a figure of 10.0 L/100 km if you use the Kombi’s passenger/load-carrying abilities.

The Kombi Life has a (braked) tow rating of 2 800 kg, which is 300 kg more than its direct predecessor.

Volkswagen Transporter 2.0 TDI Kombi SWB Life Price & After-sales support

The VW Kombi Life is (February 2026) priced at R1 174 600 and comes with a 3-year/120 000 warranty and 5-year/60 000km maintenance plan. Service intervals are annual or every 15 000 km and there is also a 12-years anti-corrosion warranty.

Pricing for the Transporter passenger van range begins at R933 500 and tops out at R1 342 400.

Verdict

*In trying to be all things to all people, the Transporter Kombi falls short in some respects but is still an admirable addition to the MPV class.*

The new-generation Volkswagen Transporter Kombi, particularly in this Life specification, admirably attempts to tread a middle ground. However, a vehicle such as the Kia Carnival, or even the Hyundai Staria, are more passenger-focused than this Volkswagen.

On the other hand, if you really want a passenger bus that also delivers maximum load-carrying versatility, the long-wheelbase versions of the Ford Tourneo, as well as this Volkswagen and certain variants of the Mercedes-Benz Vito must be on the radar.

So this Kombi Life sits in the middle, slightly compromised when you view its traits individually. However, it has a breadth of abilities it has not offered before. Progress? Yes, but at a cost.

Tata Altroz firming for SA as Polo Vivo rival?

A recently unearthed trademark filing suggests the Tata Altroz might be on the cards for South Africa. Here’s what we know about this VW Polo Vivo-sized hatch so far…

Tata has filed to trademark “Altroz” in SA
Billed as India’s “most premium” hatch
Facelifted version revealed in May 2025

Is the Tata Altroz B-segment hatchback in the pipeline for South Africa? Well, while the Indian brand’s local distributor has yet to officially mention this model, a recently discovered trademark application suggests it may well be on the cards.

Yes, Cars.co.za can confirm the Tata Group’s holding company in Mumbai filed to trademark the “Tata Altroz” name in South Africa in September 2025, with the application’s status currently listed as “pending”.

Around the same time, the automaker applied to protect the Tiago, Punch and Curvv nameplates, models with which Tata kicked off its return to South Africa’s passenger-vehicle market the very same month – alongside the Harrier, the local rights to which the brand has held since 2020.

For the record, Tata has yet to trademark “Nexon” and “Sierra” in SA – the next 2 vehicles confirmed for launch at some point in 2026 (along with the facelifted Punch). Interestingly, both wordmarks are currently owned by other parties (specifically in trademark class 12, which covers vehicles and apparatus for locomotion by land, air or water).

But back to the Altroz, which slots into Tata’s hatchback family above the diminutive Tiago. Billed by its maker as both “India’s most premium hatchback” and “India’s safest hatchback” (the latter thanks to its 5-star Bharat NCAP safety rating), the Altroz launched in its domestic market back in early 2020. However, it received a substantial facelift in May 2025.

Measuring 3 990 mm from nose to tail (with a wheelbase of 2 501 mm), the Tata Altroz is slightly longer than SA’s most popular passenger car, the Kariega-built Volkswagen Polo Vivo, and precisely the same length as the likewise popular Toyota Starlet (which is, of course, based on the Suzuki Baleno). The Indian-spec 5-door hatch has a listed luggage capacity of 345 litres, along with a ground clearance of 165 mm.

Engine options in the world’s most populous nation include a naturally aspirated 1.2-litre, 3-cylinder petrol motor (65 kW/115 Nm) and a 1.5-litre, 4-cylinder turbodiesel mill (66 kW/200 Nm), along with a compressed natural gas (CNG) version of the former. A 5-speed manual gearbox ships standard, while the petrol mill is optionally offered with a 5-speed automated manual transmission (AMT) or a 6-speed dual-clutch cog-swapper.

Though a turbocharged version of the 1.2-litre 3-pot was once available in India, it is seemingly no longer listed. Meanwhile, specification highlights (depending on the derivative) in that market include a 10.25-inch touchscreen, a reverse-view camera, a sunroof and wireless smartphone charging, while 6 airbags, electronic stability control and rear parking sensors are all standard across the range.

Of course, as we always point out in reports that involve trademark filings, an application by an automaker to protect a badge is by no means a guarantee the brand will use the nameplate in question. But this filing at least suggests Tata and Motus Holdings – the latter being the Indian passenger-vehicle brand’s local distributor – are considering adding the Altroz to the local line-up.

In addition, we should keep in mind that Thato Magasa, CEO of Tata Motors Passenger Vehicles in South Africa, told us in October 2025 that the budget 5-door hatchback segment – one that is as yet largely untapped by the Chinese – was a still-critical element of the local new-car market, saying this sector “has to stay in South Africa and will stay for some time”.

Frequently Asked Questions (FAQ) About the Potential Tata Altroz Arrival

Q: Is the Tata Altroz officially confirmed for South Africa?

A: While Tata Motors South Africa has not yet officially confirmed the Altroz, a trademark application for the nameplate was filed locally in September 2025. This suggests the brand is clearing the path to introduce the hatchback alongside the Nexon and Sierra crossovers scheduled for 2026.

Q: How safe is the Tata Altroz compared to other hatchbacks in its class?

A: The Altroz is often marketed as one of India’s safest cars. The latest facelifted version (revealed in May 2025) recently secured a full 5-star rating from Bharat NCAP, scoring 29.65/32 for adult occupant protection and 44.9/49 for child safety. It comes standard with 6 airbags and electronic stability control (ESC) across the range.

Q: How does the Tata Altroz size up against the VW Polo Vivo?

A: The Altroz is roughly the same size as the Kariega-built Polo Vivo but offers slightly more interior versatility. It measures 3 990 mm in length with a 2 501 mm wheelbase, providing a 345-litre boot – significantly larger than the Polo Vivo’s 280-litre capacity. It also features 90-degree opening doors for easier cabin access.

Chinese crossover alternatives to Grand Vitara

The Grand Vitara has a legendary reputation. But Suzuki’s SUV has some very capable Chinese rivals that offer lots of features and performance for the same price. We believe these are the ones you should consider.

Suzuki’s Grand Vitara has a proven adventure-SUV history. Since its debut in the late 1980s, the Grand Vitara has been the bigger, more comfortable alternative to the Jimny. And for a long time, there weren’t any other compact SUVs that could rival the Grand Vitara for all-terrain ability or mechanical durability.

Suzuki’s last truly off-road-capable Grand Vitara, with its integrated monocoque/ladder-frame chassis and low-range gearing, went out of production in 2018. The current, 4^th-gen Grand Vitara is much more of a crossover SUV than a true all-terrain adventure wagon, unlike the first 3 generations of Grand Vitara.

If you need an example of just how much more of an urban crossover the Grand Vitara has become, consider that it no longer comes with a full-size spare wheel. Something unimaginable on those older hardcore Grand Vitaras, which proudly carried a full-size spare wheel on the tailgate…

Priced at just over R450 000, the Grand Vitara GLX is in direct price competition with some very capable Chinese crossover SUVs. They might not have on-demand all-wheel drive like the Grand Vitara GLX. However, they do offer a lot more engine power, especially if you live and drive on the Highveld. There, the Grand Vitara’s 1.5-litre naturally-aspirated engine’s 77 kW and 138 Nm can feel underpowered when it is fully loaded.

Chinese alternatives to the Grand Vitara generally have better infotainment screen specs and luggage capacity than the Suzuki’s 9-inch screen and 328-litre luggage capacity.

Buy a new or used Grand Vitara on Cars.co.za

MG ZS Pro Luxury – R431 500

*The MG has a lot more power and luggage space than the Grand Vitara.*

Neat exterior design and a cabin that’s not overdone, the MG ZS is an easy-to-live-with Chinese crossover SUV.

A high-definition 12.3-inch touchscreen infotainment system anchors the cabin. And yes, there are plenty of physical buttons, too, for drivers and passengers who aren’t comfortable making every little adjustment through the touchscreen.

Equipment levels outrank that of the Grand Vitara, with the ZS Pro Luxury offering a bigger, better touchscreen. It also has a direct tyre-pressure system, which is increasingly important on South African roads where potholes and road debris can cause slow pressure loss that can develop into a blowout. With the pressure sensors, you know there’s an issue in the MG, and can stop to inflate before suffering a blowout.

Disappointingly, the ZS Pro’s steering column is only height and not reach adjustable. The rear seats also don’t fold down flat, so should you need to move some bulky items on a weekend, the full load area isn’t shaped for absolute utility. But at 443 litres, the ZS Pro has 100 litres of luggage capacity more than the Grand Vitara.

The MG’s 1.5-litre turbopetrol makes 62% more power than the Grand Vitara’s engine. And being turbocharged, it doesn’t lose any of its performance at altitude. If you live on the Highveld, MG’s ZS Pro has a far superior powertrain to the Grand Vitara. The MG ZS Pro’s 125 kW and 270 Nm make it a much better long-distance highway cruiser, especially when fully loaded and you need to overtake.

If you are going to use the MG ZS Pro for a lot of gravel travel and adventure driving, be mindful that it doesn’t come with a full-size spare wheel.

Buy a new or used MG ZS Pro on Cars.co.za

Chery Tiggo 4 Cross Elite 1.5 DCT – R449 900

Chery Tiggo Cross — *For the money, the Chery offers more power and standard features than the Suzuki.*

Another example of tidy Chinese exterior design, with all the in-car tech you could need and a turbocharged engine. And all at a very reasonable price.

The Tiggo 4 Cross Elite is powered by a 1.5-litre turbopetrol engine rated at 108 kW. That’s a lot more power than a Grand Vitara’s 1.5-litre engine, and being turbocharged, the Chery doesn’t lose any power or performance on the Highveld.

Its 6-speed dual-clutch transmission has some odd shift patterns at low speeds, though. And like most dual-clutch transmissions, there’s the risk of increased clutch wear if you drive in heavy, bumper-to-bumper traffic daily, especially on a hilly commuter route.

Specification is superior to the Grand Vitara GLX’s, with several features the Suzuki doesn’t offer. These include adaptive cruise control and heated front seats. You do get excellent safety spec, including the rarity of an airbag running between the front seats.

Chery’s Tiggo 4 Cross Elite has 52 litres more packing space than the Grand Vitara in the luggage area, but you don’t get a full-size spare wheel.

Buy a new or used Tiggo 4 Cross on Cars.co.za

Haval Jolion Pro Super Luxury – R428 950

The Jolion Pro Super Luxury is the upper trim version in GWM’s very popular Haval sub-brand range, offering more space, performance and tech than a Grand Vitara 1.5 GLX for less money.

Like its MG and Chery rivals, this Haval boasts conservative styling and proportions. And the cabin tech isn’t too intrusive or overwhelming. The Jolion Pro Super Luxury has a much better infotainment system than the Suzuki, with a larger 12.3-inch screen, plus better cabin materials.

A disappointing feature of the Jolion Pro Super Luxury is its tiny luggage area. At only 291 litres, it has a smaller luggage capacity than the Grand Vitara’s 328 litres, and much less storage space than the Chery or MG. And don’t think that limited luggage space is because you get a full-size spare under the luggage area floor, because you don’t.

The Jolion Pro Super Luxury is powered by a 105 kW version of GWM’s 1.5-litre turbopetrol engine, which means power loss on the Highveld isn’t an issue, giving it much better highway and overtaking performance than the Grand Vitara. Like many Chinese turbopetrol engines, it’s much heavier on fuel than you’d expect, though.

With a 7-speed dual-clutch transmission, the Jolion Pro Super Luxury has a more complex gearbox than the old-school 4-speed automatic in Suzuki’s Grand Vitara. It might feel a lot more responsive to drive, but those dual-clutch transmissions have two clutches and many internal parts. And it can be vulnerable to increased clutch wear if you drive daily in heavy Gauteng or Cape Town peak traffic.

Buy a new or used Jolion on Cars.co.za

What happens after Vivo?

The Volkswagen Polo Vivo is locally built and very popular. But like the Citi Golf, there will be a time when it doesn’t exist anymore. How will VWSA possibly manage that transition?

Why continuation models work

When old tech becomes expensive

Polo Vivo can’t become Citi Golf 2.0

Small bakkie – big challenge

Revealed! SA’s most wanted car brands & models

The South African automotive landscape is changing fast. Data from the Cars.co.za 2025 Demand Charts reveals a market in transition, where traditional powerhouses are being challenged by a surge in affordable alternatives and the relentless rise of Chinese brands.

2025 Demand Charts: Top 20 most in-demand brands on Cars.co.za

The giants hold the line

The rise of Chinese value

Luxury brands feel the pinch

2025 Demand Charts: Top 20 most in-demand models on Cars.co.za

Favourites slip, newcomers rise

The Suzuki-Toyota “Clone” Effect

Discontinued favourites in decline

The full charts:

Honda BR-V (2016-2022) Buyer’s Guide

The original Honda BR-V combined MPV-like cabin versatility with SUV-mimicking exterior styling. Here’s what you should know when shopping for a used version of the Japanese brand’s 7-seater…

Honda BR-V model line-up in South Africa

What are the original Honda BR-V’s strengths?

What are the 1st-gen Honda BR-V’s weaknesses?

How much is a used Honda BR-V in South Africa?

Which Honda BR-V derivative is best?

What are some alternatives to Honda’s BR-V?

Is the Honda BR-V a smart used purchase?

Looking for a used Honda BR-V to buy?

Frequently Asked Questions (FAQ) About Buying a Used Honda BR-V (1st Gen)

Toyota SA Motors hints at fresh Daihatsu plans

Remember Daihatsu? Well, Toyota SA Motors has hinted it could leverage this “value-focused” brand’s products, while also confirming the high-end Century marque is on the cards…

Frequently Asked Questions (FAQ) About Daihatsu and Century in South Africa

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Tired of high car prices? These new Chinese brands are launching in SA this year

South Africa’s new vehicle market is set for further expansion in 2026 as 6 new arrivals take the number of Chinese brands to more than 20. Who are the newcomers – Lepas, iCaur, Denza, Zeekr, Farizon and Riddara – and why should they be on your radar?

Who are they & should you care?

The Chery expansion: What we know about Lepas & iCaur

Luxury EVs and lifestyle tech: Enter Denza & Zeekr

Riddara RD6: Will 2026 be the year of the electric bakkie?

Farizon & beyond: The tuture of China’s 20-brand influx

1913 Benz 10/30hp: Classic Drive

Cars weren’t always as effortless to drive as they are today. The Benz 10/30hp, a car predating the unification of Daimler-Benz, is a perfect case in point.

Specifications

The delight’s in the details

Brass grand

From auction to junkyard to cherished possession

The Benz 10/30hp: Battle-scarred but not beaten

A Benz 10/30hp reborn

Brake, braaake!

Experiencing the 10/30hp: How times have changed!

Polo Vivo Maxx comeback? VW trademark filing hints at return

A local trademark application suggests Volkswagen might be planning to revive the high-riding Polo Vivo Maxx in South Africa. Here’s what we know so far…

Frequently Asked Questions (FAQ) About the Potential VW Polo Vivo Maxx Revival

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Volkswagen Transporter 2.0 TDI Kombi SWB Life (2026) Review

FAST FACTS

Where does the Volkswagen Transporter 2.0 TDI Kombi SWB Life fit in?

How the Volkswagen Transporter 2.0 TDI Kombi SWB Life fares in terms of…

Design & Packaging

Ride, Handling & Safety

Performance & Efficiency

Volkswagen Transporter 2.0 TDI Kombi SWB Life Price & After-sales support

Verdict

Tata Altroz firming for SA as Polo Vivo rival?

A recently unearthed trademark filing suggests the Tata Altroz might be on the cards for South Africa. Here’s what we know about this VW Polo Vivo-sized hatch so far…

Frequently Asked Questions (FAQ) About the Potential Tata Altroz Arrival

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Chinese crossover alternatives to Grand Vitara

The Grand Vitara has a legendary reputation. But Suzuki’s SUV has some very capable Chinese rivals that offer lots of features and performance for the same price. We believe these are the ones you should consider.

MG ZS Pro Luxury – R431 500

Buy a new or used MG ZS Pro on Cars.co.za

Chery Tiggo 4 Cross Elite 1.5 DCT – R449 900

Haval Jolion Pro Super Luxury – R428 950