Chery Group SA recalls Tiggo 4 Pro and C5 over rear-axle issue
Chery Group South Africa has announced a recall of certain Tiggo 4 Pro and Omoda C5 units over a potential issue with these Chinese crossovers’ respective rear axles…
Tiggo 4 Pro and C5 recalled in South Africa
Issue involves potentially defective rear axle
Recall includes over 20 000 units in Mzansi
Chery Group South Africa has announced what it describes as a “precautionary recall campaign” for certain Tiggo 4 Pro (a model that has since been supplanted by the Tiggo 4 Cross) and Omoda C5 units to “inspect the rear axle and replace it where necessary”.
The announcement comes shortly after Chery initiated a recall of nearly 54 000 units in China for the same “manufacturing issue” with rear axles. This was seemingly prompted by at least two instances in Malaysia (in 2024 and 2026) where the rear axle of affected vehicles completely detached.
According to Chery Group SA, the recall action in South Africa includes 17 508 units of the Tiggo 4 Pro and 2 685 units of the C5, all produced between 6 June 2022 and 31 December 2023. The company says “replacement parts are available in South Africa” and that “repairs will be prioritised”.
“These vehicles are being recalled as a precautionary measure, and inclusion in the campaign does not mean that every vehicle has a defective rear axle. Affected models are no longer being produced, and current models on sale in South Africa are not part of the affected batch of units,” Chery Group SA said in a statement.
“The campaign relates to a rear axle manufacturing issue that may affect the weld between the rear axle trailing arm and sleeve on some vehicles. In extreme and rare circumstances, the weld could fail and separate, which could affect wheel control and increase the risk of an accident,” the statement added.
Chery Group SA further emphasised that “inclusion in the recall does not mean that every vehicle has a defective rear axle”. The Chinese firm’s local division says the campaign “covers vehicles that may have been fitted with an axle from the identified production batch and is being undertaken as a precautionary measure to ensure that all potentially affected vehicles are checked”.
Vehicles included in the campaign will be inspected by one of Chery’s authorised dealers and, “where necessary”, affected units will have the “complete rear axle” replaced “free of charge”. Chery Group SA encouraged owners to check whether their vehicles were included in the campaign by entering their Tiggo 4 Pro’s VIN into the recall checker on Chery’s website or their C5’s VIN into a similar tool on Omoda’s website.
Frequently Asked Questions (FAQ)
Q: Why has Chery Group South Africa issued a recall for the Tiggo 4 Pro and Omoda C5?
A: Chery Group SA initiated a precautionary recall campaign to inspect and potentially replace rear axles on selected vehicles due to a manufacturing defect affecting the weld between the rear axle trailing arm and sleeve, which could compromise wheel control under extreme conditions.
Q: How many vehicles are affected by the Chery and Omoda rear axle recall in South Africa?
A: The South African recall affects a total of 20 193 vehicles produced between 6 June 2022 and 31 December 2023, comprising 17 508 Chery Tiggo 4 Pro units and 2 685 Omoda C5 units.
Q: How can South African Chery and Omoda owners check if their vehicle is recalled?
A: Vehicle owners can verify whether their model is part of the recall batch by entering their VIN into the online recall checker on Chery’s or Omoda’s South African websites. Inspections and complete rear axle replacements are carried out by authorised dealers free of charge.
The Volkswagen Caravelle is one of the most storied nameplates in South African family motoring, and now the all-new model has arrived exclusively as a plug-in hybrid. VW pitches it as an alternative to a luxury 7-seater SUV, but at almost R1.8 million, does this electrified Volksiebus make sense?
We like: Driving refinement; fuel efficiency; Caravelle comes generously equipped as standard.
We don’t like: It’s undoubtedly pricey; not as spacious as some rivals; small fuel tank.
Where does the Volkswagen Caravelle eHybrid fit in?
Ask any South African of a certain vintage about the Volkswagen Caravelle, and you’re likely to hear fond stories of family holidays along our national highways, school lift clubs and, if they’re somewhat interested in automotive history, the locally developed Audi-engined 2.5i and 2.6i models of the late 1980s and early 1990s. Of course, there are also those iconic David Kramer TV advertisements… Few nameplates have carried as much cachet in the people-mover segment.
The new Caravelle (T7) is a significant departure from its predecessors. It was developed by Volkswagen independently of the Ford-based Transporter (sold here in various Kombi-badged passenger variants), and here it’s offered in a single specification: the 1.5 TSI eHybrid Style 4Motion in the short wheelbase (SWB) body style. Gone is the trusty 2.0 TDI turbodiesel; in its place is a plug-in hybrid powertrain that combines a 1.5-litre turbopetrol engine with an electric motor on each axle and a 19.7 kWh battery pack.
Volkswagen is pitching the Caravelle as an alternative to luxury 7-seater SUVs, but it does have more traditional rivals too. Its only true direct competitor in South Africa is the GAC M8 Master PHEV Executive Plus (R1 499 900), another plug-in hybrid luxury MPV, which we haven’t yet tested, so we can compare the two only on specification and dimensions. Then there’s the all-electric Mercedes-Benz EQV 300, which costs a whopping R2.3 million and offers a claimed range of only 363 km. And, as we’ll see, there are other options well worth considering if your heart isn’t set on electrification…
How the Volkswagen Caravelle eHybrid fares in terms of…
Design
The Caravelle’s styling is clean and contemporary, with slim LED headlights joined by an illuminated light bar and a partially blanked-off grille that hints at the electrified powertrain. Specify one of the two-tone paint finishes and the Caravelle stands out more. In a single, sober hue, like the all-white of our test unit, it blends into the background somewhat.
And therein lies a dilemma. Volkswagen wants the Caravelle to be cross-shopped against luxury SUVs and, rationally, the comparison holds water. But luxury SUVs aren’t desirable only because they’re versatile all-rounders. They’re desirable because of the image they project and their muscular road presence.
A Land Rover Defender or Toyota Land Cruiser Prado says something about its owner when it pulls up at the school gate or a Constantia restaurant. A relatively conservative-looking bus, however well-specified on the inside, struggles to make the same statement, and in a very superficial world, that matters more than many buyers would care to admit.
Interior & Practicality
Volkswagen’s Digital Cockpit Pro instrument cluster and a 10-inch infotainment touchscreen (with wireless Apple CarPlay and Android Auto) dominate the dashboard, which is modern in its design, if not exactly cutting-edge; the system is VW’s older generation, rather than the larger-screened set-up found in the brand’s latest passenger cars. It unfortunately still has those annoying touch-sensitive slider controls for the volume and climate controls, just below the main infotainment screen. More disappointing, at this price, are the hard plastics used on the lower sections of the dashboard and door cards.
The driving position is excellent, however. You sit high, visibility is good in all directions and the major controls are easy to find and operate. The Style specification includes a 13-speaker Harman Kardon sound system, tri-zone climate control, 30-colour ambient lighting and, crucially for a family vehicle, electrically operated sliding doors on both sides alongside an electric tailgate.
The individual rear seats are mounted on rails, so the cabin can be configured in a variety of ways, and the much-loved Caravelle multifunction table is still present and correct. The seats weigh around 20 kg each, which is claimed to be 25% lighter than before. In terms of practicality, the Caravelle comfortably beats any luxury SUV at its price.
That said, the Caravelle isn’t quite as spacious as you might expect. A look at the dimensions explains why. At 1 941 mm wide and 1 907 mm tall, the VW is competitive with its rivals (the GAC M8 is 1 893 mm wide and 1 823 mm tall, while the EQV measures 1 928 mm and 1 901 mm). Its 3 124 mm wheelbase is also on par: longer than the GAC’s (3 070 mm); shorter than the EQV’s (3 200 mm).
However, at 4 973 mm long, the Caravelle is notably shorter overall than the M8 (5 212 mm), the EQV (5 140 mm) and even the diesel-powered Kia Carnival (5 155 mm) and Hyundai Staria (5 253 mm). In other words, the Caravelle’s cabin is generously proportioned, but its rivals offer more overall length to play with – including Volkswagen’s own Kombi SWB, by the way.
The Caravelle has a claimed payload of 592 kg (fully fuelled, with the driver aboard), which is sufficient for five passengers and a boot full of luggage, and it can tow a braked trailer of up to 1 570 kg. The latter figure is almost identical to the Kia Carnival’s. A Staria, however, can tow 2 500 kg and a Volkswagen Kombi (in SWB Style 4Motion guise) manages an impressive 2 800kg.
Performance & Driving
The Caravelle’s 1.5 TSI engine produces 130 kW and 250 Nm on its own; combined with the electric motors, the system outputs are 180 kW and 350 Nm. VW claims a 0-100 km/h time of 8.2 seconds, which is respectable for a vehicle weighing more than 2.2 tonnes. We just about matched the claim during our testing (8.24 seconds).
On paper, the GAC M8 Master is considerably more muscular (274 kW and 630 Nm), but it drives only its front wheels, whereas the VW benefits from 4Motion all-wheel drive courtesy of the rear-mounted electric motor. That’s a meaningful advantage on a wet, steep driveway with a full complement of passengers aboard.
The Caravelle starts up in EV mode by default and, with a fully charged battery, it can cover 90-95 km on electric power alone at speeds of up to 130 kph. That’s more than enough for the average day’s commuting and school runs. In Hybrid mode, the petrol engine and electric motors work together pretty much seamlessly.
On the road, the Caravelle is genuinely nice to drive. It feels more like a large passenger car than a van, which makes sense given that it rides on VW’s MQB Evo platform. The suspension strikes a good balance between long-distance comfort and composure through corners, the steering is light but accurate, and there’s enough in reserve for confident overtaking. As a cross-country tourer, it’s a pleasant companion and it’s very easy to manoeuvre around town, too.
Efficiency & Charging
Volkswagen claims a fuel consumption figure of just 1.9 L/100 km when the battery is charged, but as with all PHEVs, that number is achievable only if you plug in regularly. Once the battery is depleted, the claimed figure rises to 8.1 L/100 km (slightly more in our experience), and that’s where the Caravelle’s small 45-litre fuel tank becomes a limitation. But if you factor in regular charging into your schedule, the consumption will come down significantly.
VW quotes a combined range (petrol and electric) of between 556 and 700 km, which is modest for a vehicle that might be considered for long-distance family road trips. By comparison, the GAC M8 Master (with a 56-litre tank and a 25.6 kWh battery) claims a combined range of more than 1 000 km. Of course, GAC’s claims remain unverified.
The Caravelle eHybrid is sold with a 7.4 kW AC wallbox home charger, providing a charging time of five and a half hours. Fast charging is supported, allowing charging from 10% to 80% in 26 minutes under “optimal conditions”. For a plug-in hybrid, it’s a handy feature on a long trip, but most owners are likely to do the vast majority of their charging at home.
Charging costs
The Caravelle eHybrid supports up to 11 kW AC and 40 kW DC fast charging. Keep in mind charging speed drops significantly after 80% to safeguard battery health. If time is limited, charging to 80% is recommended.
Supplier
Rate per kWh
Cost (10% to 80% / 13.79 kWh)
Cost per km
Residential home
~R3.50/kWh
R48.27
R0.51/km
Public AC charging
~R5.88/kWh
R81.09
R0.85/km
Public DC fast charging
~R7.25/kWh
R99.98
R1.05/km
Public ultra-fast DC charging
~R8.35/kWh
R115.15
R1.21/km
Price & After-sales support
The Volkswagen Caravelle 1.5 TSI eHybrid Style 4Motion costs R1 794 000, which includes a 5-year/100 000 km maintenance plan, a 3-year/120 000 km vehicle warranty and an 8-year/160 000 km hybrid battery warranty. That warranty looks a touch stingy next to the GAC M8 Master’s 5-year/150 000 km cover (it also has a 5-year/100 000 km service plan), but VW’s extensive dealer network remains a significant advantage, particularly when you’re far from home on a cross-country road trip.
Volkswagen Caravelle 1.5 TSI eHybrid Style 4Motion
R1 794 000
Pricing correct in November 2026.
Verdict
The new Volkswagen Caravelle eHybrid is a niche offering. It blends the practicality of an MPV with a dose of luxury and the feel-good factor of electrification. It’s a pleasant, refined vehicle to drive. For a family that would otherwise consider a luxury seven-seater SUV, it makes a sound rational case. It’s more practical than any SUV at its price, its 4Motion drivetrain inspires confidence and VW’s dealer network offers peace of mind.
But rational doesn’t necessarily mean desirable. At almost R1.8 million, the Caravelle lacks the image of the SUVs it hopes to lure buyers away from; its cabin is less spacious than I’d anticipated; and its small fuel tank limits its range on long hauls. The cheaper, more powerful GAC M8 Master looks a strong proposition on paper, if you really must have a PHEV.
The Caravelle makes the most sense as a primarily city- or town-based runner, recharged every night and used mostly on electric power during the week, then pressed into service on weekends for sport or lifestyle outings. In that role, its electric range, all-wheel drive and flexible cabin all come into their own. Its main USP is refinement. However, is that alone worth its near-R400 000 premium?
If you really want to hit the long road with the same vehicle and have a genuinely all-in-one people mover, however, look elsewhere. There are a number of (mainly diesel-powered) offerings from Volkswagen itself – as well as the Ford vehicles upon which they are based – at significant savings. We would argue, however, that the Ford/VW siblings are nowhere near as refined and are much more van-like in character than the more upmarket Caravelle.
We think that the Caravelle’s deadliest minibus/MPV rivals are actually two Koreans, but for different reasons. Pick the Hyundai Staria if you prioritise space; it remains the king of long-distance, real-world family travel with a hint of luxury and style. Or pick the Kia Carnival if you want superb practicality with a strong dose of tech, design and luxury. Both use frugal turbodiesel engines that excel over long distances, and either will leave you with almost half a million rand to spare.
AARTO fines and demerit points: How to check, pay and appeal online
Most drivers see AARTO as a demerit points system. What’s often overlooked is how its deadlines affect what a fine actually costs. Here’s how to save money and avoid a nasty surprise on your NaTIS profile.
Despite several false starts over the past few years, the Administrative Adjudication of Road Traffic Offences (AARTO) system continues to be rolled out in phases. It aims to move minor traffic violations from a criminal process to an administrative one, while encouraging compliance through a standardised fine structure.
Most drivers are more concerned about demerit points, but these are also linked to how fines are calculated and when they’re paid. While the administrative enforcement process is being implemented, the demerit points system itself is not yet in operation.
How will AARTO demerit points work?
Image courtesy of unsplash.com.
Under the planned AARTO demerit points system, the days of racking up fine after fine without further consequences will be numbered. Each violation will carry a monetary penalty and, where applicable, demerit points linked to a driver’s profile.
Under the 2026 AARTO regulations, the planned threshold is 15 demerit points for both learner drivers and licensed drivers. If you exceed it, your licence will be suspended for 3 months for every point over the limit.
For example, 17 points would mean a 6-month suspension: 3 months for each of the 2 points over the limit.
If you’re disqualified for the third time, your driving licence will be cancelled. Once the disqualification period has ended, you may reapply for a driving licence under the applicable road traffic laws.
On the plus side, demerit points will not be permanent. One point will be deducted for every 3 months in which you commit no violations.
The 4-stage AARTO enforcement process
Image courtesy of unsplash.com.
There’s more good news: AARTO’s enforcement process is not all-or-nothing. A fine moves through several stages, giving you opportunities to respond. Ignore the warnings, though, and the costs and admin can mount.
The following process applies to AARTO infringements in areas where the system has been implemented.
Stage 1: Infringement notice. You’ll receive a notice in person, electronically or by registered mail. This is the cheapest and least painful stage: you may qualify for a 50% discount if you act within the applicable 32-day period.
Stage 2: Courtesy letter. If you haven’t acted after 32 days, you can expect a reminder. By then, the 50% discount has fallen away and an admin fee has been added.
Stage 3: Enforcement order. Still determined to tough it out? Your next notice will be an enforcement order. This brings more admin through a NaTIS hold, which can prevent the issuing or renewal of your driving licence, professional driving permit or vehicle licence disc.
Stage 4: Warrant of execution. If the matter proceeds to further enforcement, a warrant of execution may be issued. This allows measures such as financial deductions or the attachment of assets to settle the outstanding amount.
How to check and pay AARTO fines online
Image courtesy of unsplash.com.
Several online channels let you check, track and pay traffic fines without visiting a traffic department.
Official portal: The official AARTO portal lets you check relevant infringements and access the available payment and dispute options. What’s available depends on the issuing authority and whether the AARTO process applies.
Third-party payment platforms: PayThat, FinePay, Easypay, PayCity and FinesSA let you look up fines across several municipalities. Not every platform covers every municipality.
Municipal portals: The City of Cape Town and City of Johannesburg portals let you view camera-offence photos and pay fines directly. AARTO applies only where it has been implemented. The Western Cape is excluded from the current rollout, so check Cape Town fines through the city’s own channels rather than assuming they fall under AARTO.
Most banking apps and digital wallet services, such as Zapper, SnapScan and Masterpass, also let you pay by entering the fine reference number or scanning the QR code on the fine.
How to dispute or appeal an AARTO fine
Image courtesy of unsplash.com.
AARTO has its own administrative process for challenging infringements, including representations and appeals to the AARTO Appeals Tribunal. Your options depend on the stage your notice has reached.
Nominating another driver. You have 32 days to provide the details of the driver caught on camera: their full name, ID number, address and licence information. If the nomination is successful, the fine will be transferred to their profile, along with any applicable demerit points once the points system is in operation.
Submitting a representation. If you believe a fine is legally invalid – for example, because it contains incorrect vehicle details, involves duplicate number plates or was recorded by an incorrectly calibrated camera – you can challenge it with supporting documents. Your submission will be assessed. If it succeeds, the fine and all penalties will be withdrawn. If not, the fine and any additional penalties will be payable.
Image courtesy of unsplash.com.
Paying in instalments. If your dispute is rejected, or you cannot afford to pay the fine in full, you can apply to pay in instalments, subject to the applicable rules. The repayment period depends on those rules and the amount owed. You may lose the 50% early-payment discount, so check the terms before proceeding. It’s best to act before an enforcement order is issued.
Appealing to the AARTO Appeals Tribunal. If your representation is unsuccessful, you can appeal within the applicable deadline stated in the notice or decision you receive.
Stage
Document code
Action window
Financial impact
NaTIS/licence impact
Infringement notice
AARTO 01 / 02 / 03
First 32 days
50% discount on base fine
Demerit points not yet in operation
Courtesy letter
AARTO 12
Next 32 days
Discount withdrawn + admin fee added
System warning issued
Enforcement order
AARTO 13
After the next 32-day period expires
Full fine + admin fees
NaTIS block may apply; demerit points are not yet in operation
Planned demerit-point threshold
Not applicable
Once system is in operation
Not applicable
3-month suspension per point over 15
What many drivers fear about AARTO – and probably despise – is its demerit points system.
Viewed more objectively, though, it’s an administrative framework that aims to ease the burden on the justice system by rewarding proactivity and penalising procrastination.
Image courtesy of unsplash.com.
Taking a few minutes to check your AARTO status every few months can help you avoid extra admin fees and a nasty surprise when it’s time to renew your licence.
Best of all, it could keep a few pennies in your pocket – or, more accurately, prevent more from leaving it. That’s a pretty rare treat when you’ve landed on the wrong side of the law.
Kia SA boss hopeful despite ‘disappointing’ Tasman sales
Though the head of Kia South Africa admits Tasman sales have thus far been “disappointing”, he says the brand remains hopeful of reaching its targets…
Kia SA boss “disappointed” by Tasman sales
Remains hopeful of reaching sales targets
264 units of Tasman registered, year to date
Facelift to bring “more acceptable” styling?
The man at the helm of Kia South Africa admits that initial sales of the Tasman double-cab bakkie have been “disappointing” but adds that the brand remains hopeful of reaching its local sales targets.
Paul Turnbull, Chief Executive Officer of Kia South Africa, made the comments during a wide-ranging interview in Cars.co.za’s custom-built podcast booth at Naamsa’s SA Auto Week 2026 event in Durban, KwaZulu-Natal in October.
“We all know [the Tasman is] the best bakkie – it’s really good. But sales have been disappointing. When we first launched the bakkie, it looked different and [that styling] was something to get used to. So, [we realised] you need to get the cars on the road and people behind the wheel,” Turnbull said.
“So, [initial sales of the Tasman have been] disappointing but each month it’s growing and we’re still hoping to get to our target soon,” Turnbull said, adding that Kia South Africa was approximately “40% off where we’d like to be”.
According to figures reported to Naamsa, 73 units of the Tasman were registered in March 2026, ahead of the official launch in April 2026. Sales in that launch month amounted to 31 units, a figure that grew to 39 units in May before dropping to 28 units and 27 units in June and July, respectively. Some 17 units were sold in August, before 30 units were moved in September and 18 in October.
Year to date at the end of October 2026, total registrations of the Tasman in South Africa stand at 264 units. As a reminder, the three-strong Tasman range runs from R679 995 to R999 995, with all derivatives employing Kia’s 2.2-litre, four-cylinder turbodiesel engine (154 kW/440 Nm) and an eight-speed automatic transmission.
Turnbull suggested the Motus-distributed brand was “doing a lot of lifestyle events and lots of outdoor shows and getting people in the bakkie, because that’s the only way we’re going to win that market”.
“Bakkie buyers – especially [when it comes to] the double cabs – are loyal to their brands. You can see the sales numbers every month; it’s the same top five and the numbers are huge. And, yes, we want a piece of that market,” he added.
“I think when it comes time to do the facelift, [Kia Motors] might shape it a little bit differently, so it’s more acceptable to everybody. But as you see more of them [on local roads], it grows on people,” Turnbull said.
Revealed globally back in October 2024, the Tasman is imported from the automaker’s Hwasung factory in South Korea. The double-cab model offered in South Africa measures 5 410 mm from front to back, while the listed payload ranges from 1 008 kg to 1 123 kg.
Frequently Asked Questions (FAQ)
Q: How have sales of the Kia Tasman performed in South Africa?
A: Kia South Africa CEO Paul Turnbull admitted to Cars.co.za that initial Tasman sales have been “disappointing” and running about 40% below target, with total year-to-date registrations reaching 264 units by the end of October 2026.
Q: What engine and transmission power the Kia Tasman in South Africa?
A: All derivatives in the three-strong local Tasman line-up are powered by a 2.2-litre 4-cylinder turbodiesel engine producing 154 kW and 440 Nm of torque, paired with an 8-speed automatic transmission.
Q: What is current pricing and what future updates are expected for the Kia Tasman?
A: The local Tasman range is priced from R679 995 to R999 995. Looking ahead, Kia’s leadership suggested that a future mid-cycle facelift may adjust the bakkie’s polarising styling to broader buyer tastes.
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, charging to 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.
