The National Consumer Commission has issued recall notices for Volkswagen, Volvo and Toyota. Here’s which cars are affected.
The National Consumer Commission (NCC) has sent out notices regarding the Volkswagen Golf 8, Volvo XC90 PHEV and on the commercial side of things, the Toyota Hino 500.
Volkswagen Golf 8 Recall
Volkswagen has announced a recall of 159 Golf 8 R and Golf 8 GTI sold between 16th April 2025 and 30 June 2025. The reason behind the recall is due to the front passenger seat belt being defected. The brand said the belt is not properly attached to the lower anchoring point due to a fault in the sewing process. In the event of an accident, the seat belt’s functionality is affected.
Volvo XC90 Plug-In Hybrid
Volvo South Africa has confirmed that 26 XC90 PHEV in the model year 2025-2026 are affected by a braking issue when the vehicle is in its brake regeneration mode / one pedal drive after coasting downhill for a period of time. According to the NCC, ‘this could lead to a collision with potentially serious safety consequences.’
Toyota Hino 500
Toyota SA has confirmed the recall of 6 662 Hino SKD and 77 Hino 55 CBU vehicles, assembled between 11 May 2017 and 14 December 2023 and 31 May 2018 to December 2024 respectively. Toyota says ‘an incorrect cage bolt spanner was supplied in the Hino 500 SKD vehicles, while the Hino 500 CBU came without the cage bolt spanner.’ The parking brake will continue to operate during a vehicle failure, but it won’t be possible to release the parking brake as the tool is incorrect.
Comment from the National Consumer Commission: “The NCC has noted the recent rise of recalls of motor vehicles or related components of such motor vehicles and is engaging affected suppliers for further information to determine the required steps to address this. In the meantime, consumers with affected vehicles are urged to urgently book their vehicles with their nearest approved dealerships for a thorough vehicle check, at no cost”, said Acting Commissioner, Mr. Hardin Ratshisusu.
Is the pricing of the facelifted Volkswagen Polo Vivo out of your reach? What other cars should you be looking at before laying down your cash? Here are 5 budget-friendly hatchbacks that you should consider before making your final decision.
So, the facelifted VW Polo Vivo came to market in 2024 and it’s based on the fifth-generation Polo which is a good thing when it comes to build quality and ride quality. The interior is also more upmarket with some big car features, all good reasons for Volkswagen to charge a premium for a product that now sits in the upper reaches of the budget car tree.
The Polo Vivo offers 3 engine options including a 1.4 (55 kW/130 Nm), 1.6 (63 kW/132 Nm – 77 kW/153 Nm) and a turbocharged, 3-cylinder 1.0-litre engine (81 kW/200 Nm). Buyers also have the choice of 3 trim levels including the base Polo Vivo, Vivo Life, Vivo Style and range-topping Polo Vivo GT.
As for Polo Vivo pricing, the range starts at R271 900 and goes all the way up to R363 100 for the range-topping Polo Vivo GT model. Budget? Who said budget? For price-sensitive buyers, pricing of the Vivo may very well be a push too far and if that’s the case, what’s the next best thing?
Here are 5 alternative budget cars that you should consider…
5 Hatchbacks to Consider Instead of a VW Polo Vivo
Suzuki Swift
There’s an all-new Swift in South Africa and the Swift 1.2 GL is still a great buy in this segment. The Swift is a reliable and frugal daily runner that’s powered by a 1.2-litre, 3-cylinder petrol engine with 60 kW and 112 Nm of torque. It is offered with a 5-speed manual transmission or in automatic guise (we’d stick to the manual).
However, the Swift does fall short when it comes to loading space, its load bay at 265 litres is much smaller than that of the Polo Vivo’s at 280 litres.
The Toyota Starlet is a solid value offering and is equipped with a 1.5-litre petrol engine with 77 kW and 138 Nm of torque. A 5-speed manual transmission is available as well as a 4-speed automatic transmission. The Starlet is offered in either Xi, Xs and XR trim lines. Pricing for the Starlet starts from R258 000.
Note that the Toyota Starlet is a rebadged Suzuki Baleno, which is equally worth consideration with a starting price of R266 900.
Kia’s facelifted Picanto came to market in 2024 and its styling is funkier than most. The Picanto is available with a 3-cylinder 1.0-litre petrol engine with 49 kW and 95 Nm or a 4-cylinder 1.2-litre petrol engine with 61 kW and 122 Nm of torque and can be mated to either a 5-speed manual or automatic transmission (we’d opt for the manual).
The Picanto is not as big as the Polo Vivo but it makes up for this shortfall in the style stakes. The Picanto still offers a reasonably-sized load bay at 255 litres, expanding to 1 010 litres with the rear seats folded down.
Priced in the same ballpark as the VW Polo Vivo is the Renault Clio, a stylish alternative to the locally made Vivo.
A turbocharged, 3-cylinder 1.0-litre petrol engine does duty under the bonnet with 74 kW and 160 Nm of torque available and comes exclusively paired with a 5-speed manual transmission. Note that the Clio is not sold with an automatic transmission in South Africa.
Note that the Clio has a larger load bay than the Polo Vivo at 391 litres.
In 2024, Hyundai updated its Grand i10 range, featuring a revised hatchback and sedan range with improved specification. A 1.25-litre petrol engine with 64 kW and 114Nm of torque is the engine to have and it drives the front wheels via a 5-speed manual transmission or 4-speed automatic transmission. Note that a base 1.0-litre, 3-cylinder engine with 49 kW and 94 Nm is also available.
Is the Volkswagen Polo Vivo a good car to buy in South Africa?
The Volkswagen Polo Vivo has a strong reputation in South Africa and is a consistent top-seller. It is often considered a reliable, affordable, and practical choice for everyday driving, with a strong focus on build quality. Its popularity also means there is a good market for used models and parts are readily available.
Where is the Volkswagen Polo Vivo manufactured?
The Volkswagen Polo Vivo is proudly manufactured in South Africa at Volkswagen’s plant in Kariega (formerly Uitenhage), Eastern Cape.
What are the engine options for the Volkswagen Polo Vivo in South Africa?
The Polo Vivo range in South Africa is available with several engine options, including naturally aspirated 1.4-litre and 1.6-litre petrol engines. The top-of-the-range GT model features a 1.0-litre turbocharged TSI petrol engine.
What is the Volkswagen Polo Vivo’s safety rating?
The Volkswagen Polo Vivo has a 4-star Global NCAP safety rating for Adult Occupancy Protection and a 3-star rating for Child Occupancy Protection. Key safety features include driver and passenger airbags, ISOFIX mounting points, and in some models, Electronic Stability Control (ESC) and side airbags.
Why do younger drivers pay more for car insurance, and more importantly, what can they do about it? Budget Insurance sheds some light on the matter…
You’re fresh out of driving school with your shiny new licence and ready to hit the road. Then comes the insurance quote that makes your jaw drop… Young drivers in South Africa face premiums that are 2 to 3 times higher than those paid by their parents. But this isn’t just insurance companies being greedy – it’s cold, hard data at work. We need to understand why younger drivers pay more for car insurance.
According to the Road Traffic Management Corporation, drivers under 25 are involved in 35% of all fatal accidents despite making up only 15% of licensed drivers. That statistic alone explains why young drivers’ car insurance premiums can feel more like mortgage payments. But there’s a bit more to this matter than meets the eye, as this article, brought to you by Budget Insurance, will explain.
Do insurers really have data to back up higher premiums for young drivers?
Yes, actuarial data consistently shows drivers under 25 are statistically more likely to be involved in car accidents and, therefore, make claims against their insurance policies.
Insurance companies aren’t guessing about risk – they’re number crunchers with decades of data. Every time you get behind the wheel as a young driver, you’re statistically more likely to have an accident than someone who’s been driving for 20 years. It’s not personal; it’s probability.
Think about it this way: would you lend money to someone with no credit history at the same rate as someone with a perfect 10-year track record? Insurance companies face the same dilemma.
They’re essentially betting on your ability to drive safely, and without a proven history, you’re considered a higher risk. This is the foundational reason why younger drivers pay more for car insurance.
The numbers tell a stark story. Young drivers are 4 times more likely to be in a serious accident during their first year of driving compared to experienced drivers. That’s not just bad luck; it’s inexperience showing up in real-world consequences.
Are young male drivers truly riskier than young female drivers?
Yes, statistics show young male drivers have significantly higher accident rates and engage in more risky driving behaviours than their female counterparts. Insurance companies have the data to prove it.
Young drivers – especially young men – have a reputation for taking risks. Speeding, aggressive overtaking, and that feeling of invincibility that comes with youth all contribute to higher accident rates.
Night driving adds another layer of risk. Young drivers are more likely to be out after dark, when visibility is poor and the chances of encountering impaired drivers increase. Add passengers into the mix, and the distraction factor multiplies. Your friends might be fun, but they’re not helping your insurance premium.
How long does it take to build a good driving history that lowers premiums?
Most insurers begin offering meaningful discounts after 3-5 years of clean driving, with the most significant reductions coming after 10 years of claims-free driving.
The thing about trust is that it takes time to build. Insurers want to see that you can drive for years without making a claim. Every clean year on your record is money in the bank for future premium reductions.
Your driving history is like a financial credit score. Fines, accidents, and claims all work against you. But there is good news! Time heals all wounds in the insurance world. A clean record over several years can dramatically reduce your premiums.
Most insurers offer their first meaningful discount after 3 years of claims-free driving. By year 5, you’ll notice a significant difference. After a decade of clean driving, you’ll wonder why you ever paid those sky-high premiums.
Are certain car brands always more expensive to insure for young drivers?
To an extent, yes, but it largely depends on the model: high-performance vehicles, premium models, and cars with poor safety ratings consistently carry higher insurance premiums regardless of the driver’s age.
That sportscar might look amazing, but it’s also expensive to repair and attractive to thieves. What’s more, insurance companies are all too aware which cars are accident magnets and which ones are targets for crime. Your choice of car can add zeros to your insurance premium.
Savvy young drivers choose their first car with insurance costs in mind. A reliable sedan with good safety ratings will serve you better than a flashy coupe that eats into your slim budget.
Can moving to a safer area actually lower car insurance premiums?
Yes, your residential address significantly impacts your premium, with high-crime areas carrying surcharges of 20-50% compared to low-risk neighbourhoods.
Where you park your car at night matters more than you might think. Johannesburg’s crime hotspots carry different risk profiles than quiet suburbs in Cape Town, for example. Insurers factor in theft rates, hijacking statistics, and accident frequency for different areas.
If you’re living in a high-crime area, your premium reflects that reality. Moving to a safer neighbourhood can literally save you thousands of rand per year on insurance.
It’s one of the most immediate ways to impact your premium, and a good idea all round.
Driving Courses: Complete an advanced driving course through the AA or a similar organisation. Many insurers offer discounts for certified defensive driving training.
Policy Comparison: Shop around annually. Different insurers weigh risk factors differently, and what’s expensive with 1 company might be affordable with another.
Excess Management: Choose a higher excess to lower your monthly premium. Just make sure you can afford the excess if you need to claim.
Now that you understand why younger drivers pay more for car insurance, there’s the good news: those alarming insurance quotes don’t have to be permanent. Indeed, young drivers in South Africa face higher premiums because the data supports it, but that doesn’t mean you’re stuck with sky-high costs forever.
Every year of safe driving, every smart vehicle choice, and every proactive step you take builds toward more affordable coverage. Insurance premiums reflect risk, not bias.
By addressing the factors that make you a higher-risk insurance client – through careful driving, smart vehicle choices, and proactive safety measures – you can start bringing those costs down.
If you want to learn more about car insurance or review your car insurance requirements with the help of experts, Budget Insurance‘s team is always ready to assist. Contact them on 086 1600 120 or leave your details and they’ll call you back at no expense to you! You can also request an online quote.
The Honda HR-V facelift has gone on sale in South Africa. Here’s a quick look at what exactly has changed, plus how much you can expect to pay.
The Honda HR-V facelift has just reached local showrooms featuring a revised look plus enhanced features at a competitive priced. Priced at R539 900, the HR-V facelift range has been trimmed to just the one model, badged Elegance.
As a reminder, the pre-facelift HR-V range included derivatives called Comfort (R520 900) and Executive (R622 900). Based on the spec sheets, it appears the Elegance (R539 900) straddles the two predecessors in terms of features. It retains most of the safety tech from the Executive (but loses Blind Spot Warning) but loses the panoramic sunroof, heated front seats, electric seat adjustment for the driver and the electric tailgate.
Visually, the facelift features a new-look full-LED taillight, redesigned front bumper, new-look dual-tone 18-inch wheels and customers can choose from five colours: Crystal Black Pearlescent, Opal White Pearlescent, Brilliant Sporty Blue Metallic, Meteoroid Grey Metallic, and Ignite Red Metallic.
Inside, the cabin has been redesigned with practicality and convenience in mind, and it now features two USB ports (Type A, Type C), 15W wireless smartphone charger, 8-inch touchscreen infotainment screen and wireless CarPlay and Android Auto.
How much does the Honda HR-V facelift cost in South Africa?
The Honda HR-V comes with a 5-year / 200 000 km warranty, a 4-year / 60 000km service plan, and 3 years of AA roadside assistance—all included in the retail price.
Another Chinese brand is confirmed for South Africa, with Chery Group’s Lepas earmarked for launch in 2026.
Lepas forms part of the Chery Group and was globally announced back in April 2025. It is positioned as a younger, style-conscious brand, and it will be interesting to see where it sits in the current hierarchy. As a reminder, Chery Group is massive with Chery itself, Omoda, Jaecoo, Exceed, Luxeed, iCaur and Jetour. Not all of these brands have presence in South Africa… yet.
The Lepas name comes from the words Leap and Passion, and while its product portfolio is still very new, it appears the Lepas L8 will be the first model to launch. Final specifications will only be confirmed when the car is launched, but we understand the Lepas 8 is based on the Chery Tiggo 8 Pro.
Lepas claims its L8 has a “spacious and sumptuously trimmed interior, features the latest driver-assist technologies and redefines what’s expected from a premium SUV.” That’s quite a statement, but we know from past experience that the Chinese brands learn and adapt very quickly. The cars from just 5 years ago feel antiquated in comparison to the fresh metal landing on our shores.
We’ll update this article with additional info as and when it comes to light. Do you think we have too many brands selling fundamentally the same thing? Or is this a case similar to that of the Volkswagen Group where Volkswagen, Seat, Skoda, Audi all share a platform and positioned for different target markets? Only time and sales figures will give us this answer.
The all-new Opel Grandland has arrived in South Africa. Here’s how much you can expect to pay.
The new Opel Grandland has arrived in South Africa which parent company hopes will steal some sales away from the value-for-money Chinese brands. The Grandland makes quite the visual statement with a fashionable lightbar and illuminated logos at the front and rear.
Physically, the new Grandland is larger than the outgoing model, with an additional 173 mm in overall length, 19 mm in height and wider by 64 mm. The boot space is larger too, with Opel claiming an increase of 36 litres, taking the total to 550 litres.
Opel is offering the Grandland in just one trim level, the GS Line. It rides on 19-inch alloys and is loaded with standard features like its Intelli-Lux Pixel Matrix HD headlights, 16-inch central infotainment system, heads-up display, tyre pressure sensors, heated steering wheel, heated seats with massage function, power assisted tailgate and much more.
The ADAS (Advanced Driver Assistance Systems) complement is extensive and the Grandland offers up Automatic Cruise Control with Stop&Go, Extended Traffic Sign Recognition, Intelligent Speed Adaptation and In-Crash Braking. The vehicle features front/rear parking sensors, rear-view camera with auto clean as well as a 360-degree Intelli-Vision camera.
New Opel Grandland Engine and Efficiency
Powering the new Grandland is the Stellantis Group’s 1.6-litre turbocharged petrol engine. In this application, there’s 134 kW and 300 Nm driving the front wheels via a 6-speed automatic transmission.
Opel is claiming its new family SUV is efficient with combined fuel economy figures of 7 L/100 km with the open road figure pegged at 5.3 L/100 km.
How much does the new Opel Grandland cost in South Africa?
The Opel Grandland is supported by a 5 years/100 000 km warranty with roadside assistance and a 12 years/unlimited km anti corrosion warranty. Service intervals are every 12 months or 15 000 km and covered for the first 5 years/90 000 km thanks to Opel’s service plan.
We drive a one-off racing version of the 1958/9 Protea Triumph – one of the most historically significant race cars ever built in South Africa – in Gauteng.
It started with a video, which was sent to me by the son of the owner of this unique car. I click on the link and download the video. The 4-minute clip shows the Protea Triumph being driven at what used to be the Grand Central racetrack in Johannesburg (1949–1961).
Behind the wheel is John Myers (who built and raced this machine and designed the South African Protea sportscar), and behind the camera is John Mason Gordon (who wanted this car to be built).
There are times when Myers needs to apply opposite lock on the ‘wheel to keep the open-topped race car on the track, and during pit stops, the Protea’s tyre pressures and intake system are checked.
It makes for fascinating viewing; it’s a flashback to when race cars could still be built by a few engineers during an era that many classify as the very height of the most romantic period of automotive design.
The owner of this Protea Triumph
Alan Grant has owned this one-off Protea Triumph race car for a few decades and can recall every little fact about it. More importantly, he prefers to work on the car himself and has maintained it fastidiously.
“I bought it in 1995, but I knew about the car since I was in my twenties. Peter du Toit of Zwartkops owned it, and I pestered him for years,” says Grant. “I had a movie of it, I had documents of it, and I had done tonnes of research on the car long before he finally allowed me to buy it.”
There is no doubt regarding Alan’s absolute infatuation with this car. He even drove it from Johannesburg to Cape Town and back shortly after he purchased it.
“The reason for doing it was that we had a Triumph Club national sports car gathering in Simon’s Town in 1996 and I wanted to meet John Myers,” Grant adds.
“We had a rainstorm in Beaufort West, and the car and I were completely drenched – but then the sun came out and all was good. This car has such a history, it is simple and just 1 of the most gorgeous cars.”
Specifications:
Model: 1958/9 Protea Triumph
Engine: 2.2-litre 4-cylinder, petrol
Power: 75 kW at 4 600 rpm
Torque: 172 N.m at 3 350 rpm
Transmission: 4-speed manual
Weight: +- 800 kg
0-97 kph: 9.8 sec (claimed)
Top Speed: >200 kph (claimed)
If you recognise a few Jaguar D-Type cues in the Protea Triumph’s appearance, that’s entirely by design. John Mason Gordon gave John Myers a D-Type Dinky Toy and instructed: “The car you create should look similar to this.” The aluminium body was handcrafted by aircraft sheeting guru Geoff Collins.
During the car’s first race outing at the 1959 Roy Hesketh 6-hour endurance race, the Protea Triumph won – how is that for a start! The Protea Triumph was also driven to Pietermaritzburg for the race and driven back to Johannesburg after the race. I imagine that must have been a joyous “drive home”.
Paging through Grant’s thick folder on the history of this car, as well as Ian Schwartz’s book “Protea: The Story of an African Car”, the changes this little race car has undergone are evident. Following a big crash at the practice for the Kyalami 9-Hour, it, for example, received a different, widened front air intake.
The Protea Triumph continued its success story with Pierre du Plessis behind the ‘wheel; Du Plessis drove the car to a third-in-class finish at Kyalami on 4 August 1962. Incidentally, the number 9 sticker that the car bears today refers to its original number for the Angolan Grand Prix of 1959.
Originally, the doors flipped open as they had piano hinges, but today, they open conventionally.
What the Protea Triumph is like to drive
Before I climb in, we drop the large engine cover, attach the hooks and put the rear, single-piece decklid back – all of those parts are genuine, period-correct race-car components.
The seating position is better than I expected, and it is not only relatively comfortable, but the small seat offers lower-back support, the gearlever is easy to reach, and so are the foot pedals and steering wheel.
The low seating position (the seat is only marginally higher than the floor) further adds to the sense of occasion. From here, you can also see the grey spaceframe. I’m told it was painted grey “to make it easier to see when cracks appear.”
I turn the key, press the starter button, and the 2.2-litre 4-pot Triumph engine sparks into life with a throaty bark from the single exhaust pipe. These engines are known for their low- and mid-range torque.
The redline is at 5 000 rpm, but I don’t intend to make the venerable motor spin past 4 500 rpm today. Interestingly, this engine is basically a modified Massey-Ferguson tractor engine with a longer stroke.
As I pull away, the mechanical and direct shift action of the gearlever is immediately noticeable. The 4-speed H-pattern is easy to operate, while the pedals are close to each other, encouraging blipping of the throttle as you shift down.
The view and experience from the cockpit are sensational, and I unashamedly enjoy every moment of it. The near-negligible wind deflector (as opposed to windscreen, of course) does help to direct some of the rushing air away from your face, but the view from the cockpit is something to behold.
The bonnet stretches ahead of you while the rounded air intake on top reminds you that fresh air is fed into the engine bay for cooling and combustion.
A relatively deep barking noise from the exhaust accompanies every touch of the throttle pedal. While there is some play in the steering wheel, it supplies honest feedback.
The tyres might be narrow, but seeing as the Protea Triumph weighs in at just around 800 kg, there is little heft to usher around corners. What a joy it must have been to race this lightweight for hours on end.
Another benefit of tipping the scales at such a low weight is the level of acceleration. The modest power delivery of the engine is enough for this ’50s race car to out-accelerate most traffic.
Even at 2 500 rpm, the engine is eager to perform, and I eventually rev it to over 4 000 rpm. There is even an overdrive switch that can be used in the higher gears – it lowers the revs by around 500 rpm.
You pick up speed quicker than you expect, and although there were only a couple of corners during our test drive, I can only imagine it would be an absolute joy to pilot the Protea Triumph up a mountain pass.
Summary
In an era long before aerodynamic downforce, sticky tyres and turbocharged engines, cars like these represent racing in its purest form. Single-seater race cars might sit at the top of that pyramid, but the ability to road-register such a car, use it and share it with fellow enthusiasts is still one of its owner’s major highlights. South Africa has such a rich history in terms of automotive engineering, and this car illustrates, in a rather elegant and emotional fashion, what is possible when enthusiasts have a dream.
The Renault Boreal is the French brand’s new C-segment SUV and it’s earmarked for launch in South Africa. Here’s your first look.
The Renault Boreal is confirmed for South Africa towards the end of 2026, early 2027 according to a representative from Renault South Africa. The new model is said to have been developed for markets outside of Europe and will be assembled in Brazil and Turkiye.
At 4 556 mm long and with a wheelbase of 2 702 mm, we’d say the Renault Boreal is positioned as a rival to the Chery Tiggo 7 Pro, Toyota Corolla Cross and Kia Seltos. The styling is quite unique, not taking many common design elements from the rest of the Renault portfolio and that face makes quite the visual statement!
The Renault Group’s CMF-B platform underpins the Boreal, which is the same setup as the Renault Duster. It will be assembled in two plants; Renault’s Curitiba plant in Brazil and the Bursa factory in Turkiye. Renault has lofty ambitions for this vehicle and is aiming for 17 Latin American countries supplied by the Brazilian plant, while 54 markets across Eastern Europe, Middle East and the Mediterranean countries will be serviced by the Turkish factory.
In terms of powertrain, the Renault Boreal will feature a new-generation 1.3-litre turbocharged petrol engine and given its Latin American roots, this can be powered by Flex Fuel too. Outputs of 116 kW and 270 Nm are claimed, while the Turkish version musters 103 kW and 240 Nm. Renault is claiming a 0-100 kph time of 9.26 seconds, and customers will have only one transmission option; a 6-speed dual-clutch gearbox.
When will the Renault Boreal come to South Africa?
SA specifications will be confirmed when the vehicle launches towards the end of 2026/early 2027, but the international brochure mentions premium features like 360-degree camera, adaptive cruise control, adaptive LED lights, Google-based infotainment system as well as a Harman Kardon audio system.
The Audi RS Q8 Performance is the Ingolstadt-based brand’s most powerful and fastest SUV yet. A 471 kW premium SUV that costs more than R3.2 million is, of course, overkill, but in this market niche, the Audi is an attractive proposition.
We like: Exceptional pace and performance, resolved ride quality, cabin fit and finish.
We don’t like: Price of options, infotainment system shows its age.
The badge signifies the most powerful series-production model in Audi Sport’s history.
Much has been said – and written – about the decline in demand for sedans, hatchbacks, station wagons and MPVs as a consequence of the rampant popularity of crossovers and SUVs. Still, we tend to forget that the change in consumption patterns has significantly impacted the uptake of sportscars too.
As youngsters, we had posters of supercars on our bedroom walls, but we now know those low-slung, 2-door dream machines were utterly impractical. Enter the Performance SUV – it may not have sportscar-like dynamism, but it offers similar levels of performance, wrapped in a far more user-friendly package.
And this high-riding, tar-shredding juggernaut has undoubtedly won the hearts and minds of consumers. Global new-car sales figures confirm that Lamborghini, Porsche, Bentley, and Aston Martin‘s respective SUVs comfortably outsell those brands’ traditional sportscar offerings. Whether the purists approve of Performance SUVs doesn’t matter; the number of units leaving showrooms justifies their existence.
Ascari Blue with matching brake callipers makes a bold visual statement.
Audi offers an array of SUVs (the new Q5 will arrive in Mzansi late in 2025), but the RS Q8 Performance rules over them all. Interestingly, this is a facelift of the 1st-gen Audi RS Q8, and while exterior changes appear to be minimal, the real enhancements can be found in the performance and tech departments.
Based on price, peak outputs and headline numbers, the RS Q8 Performance’s most obvious rivals are its BMW X6 M Competition and Mercedes-AMG GLE 63 S coupe compatriots. All offer that sporty SUV shape, bold spoilers and side skirts, big wheels, thundering V8 petrol engines, and are 4-wheel drive.
But, when you’re shopping in this price bracket, you can probably afford to dig deeper in your pockets, and that opens up models with prestigious badges, especially if you’re willing to go the used-car route. Consider Lamborghini Urus, Porsche Cayenne Turbo GT, Aston Martin DBX and Bentley Bentayga.
How the Audi RS Q8 Performance fares in terms of…
Performance and Efficiency
This twin-turbopetrol 4.0-litre V8 produces peak outputs of 471 kW and 850 Nm.
It’s no secret that Audis with RS (RennSport) designations are extraordinarily powerful vehicles, but with the addition of the Performance badge (which is the only guise in which the facelifted RS Q8 is offered in our market), the Ingolstadt-based brand’s apex premium SUV’s capabilities move into another league.
Why? Because the newcomer is significantly more potent than the 1st-gen RS Q8. Compared with the older car’s 441 kW/800 Nm, the Audi’s 4.0-litre V8 twin-turbopetrol now churns out 471 kW/850 Nm.
The RS Q8 Performance teases its abilities with 23-inch alloy wheels and large-bore exhaust ends.
Thanks to the additional shove, along with tweaks to the 8-speed automatic transmission’s software, the 2.3-tonne RS Q8 Performance is claimed to blast from zero to 100 kph 2 tenths of a second faster than before. Yes, Audi’s most powerful series-produced ICE model has a claimed 0-100 kph time of 3.6 sec!
For optimal results, wait for the powertrain and braking system to reach their optimal temperatures.
With our test gear hooked up to the RS Q8 Performance, we headed to our test strip to see if we could achieve that sub-4-sec benchmark. It’s not a job that one can rush – we’ve learned that it takes quite a while for the various components of a test unit’s powertrain to reach peak operating temperatures, and unless everything is warmed up/primed, you’re not going to achieve anywhere near the desired results.
The RS Q8 Performance offers immense scope for configurability.
Once that procedure is complete, press the RS button on that lovely Alcantara-clad multifunction ‘wheel to activate either RS1 or RS2 (they’re configurable drive modes that are well worth tweaking/exploring).
We set the modes as follows: for RS1, the powertrain settings – and exhaust note – were at their sportiest states (ideal for having a quick blast on a quiet stretch of road) and for RS2, all parameters were set to maximum (for when you need full performance or want to tear up your favourite twisty road); the air suspension also automatically lowers the car, and valves in the exhausts open up for added aural drama.
Use the RS button to access 2 sporty drive modes, both of which you can tweak to your preference.
Drive-mode changes are reflected by specific graphics, which is a great touch. Right, so with RS2 and the launch-control programme active, the RS Q8 Performance’s first 0-100 kph run returned a 3.63-sec time, which was almost spot on. However, the comprehensive infotainment screen readout indicated the 23-inch tyres weren’t quite up to temperature, which explained the dramatic wheelspin we experienced in the first few gears. Once the tyres were toastier, the 2nd run took 3.56 sec – better than Audi’s claim!
When Launch Control is ready, all you need to do is release the brake pedal – and hold on for dear life.
Let’s unpack this ultrafast launch experience: The Audi RS Q8 Performance gets off the line cleanly (with no hesitation) and after just a second, it’s already travelling at 40 kph. There was a hint of wheelspin as the SUV shifted from 1st into 2nd, followed by unrelenting thrust that pins your head to the headrest.
Our unit was capable of a top speed of over 300 kph, which we didn’t test for safety (and legal) reasons, but with a mammoth 850 Nm on tap from 2 300 and 4 500 rpm, overtaking urge is liberal and pervasive.
The Alcantara-wrapped wheel is a joy to hold… and twirl.
You might assume that, given its performance capability and heft, the Audi must have a prodigous thirst for 95 unleaded, but then, if you can afford to procure this beast, you should have the means to feed it.
Audi claims an average consumption of 12.2 L/100 km. At the end of its tenure in our fleet, the test unit indicated 17 L/100 km, but we’re confident that without the 48V mild-hybrid system, which shuts off the motor when coasting and can deactivate 4 cylinders when you’re driving gently, it would’ve been worse!
Inside the big oval pipes are small, discrete exhaust ends.
For all its awesome firepower, however, the highlight of the RS Q8 Performance’s driving experience is its sheer adaptability; you may have used this tar-shredding bruiser to flatten a mountain pass (so to speak) at the weekend, but on the daily commute, the Audi is perfectly civilised (comfortable and refined).
Indeed, in its Comfort and Eco modes, the Audi’s exhaust note is dialled back completely, the suspension relaxes, and if it weren’t for the black badges, you could be fooled into thinking this is a standard Q8.
Ride and Handling
A ceramic-disc braking system appears to be a no-cost option.
It’s all very well and good for the RS Q8 Performance to offer ballistic straight-line performance, but Audi’s other goal was to endow this variant with dynamic, and preferably class-leading, handling ability.
So, did Neckarsulm-based Audi Sport achieve its goal? The proof is in the lap time. In 2024, the RS Q8 Performance grabbed the title of Fastest Production SUV around the Nurburgring with a staggering 7:36.698 lap, which was quicker than times set by some thoroughbred supercars just a few years ago.
The RS Q8 Performance’s air suspension will lower the ride height automatically at higher velocities.
A key element of the RS Q8 Performance’s dynamism is its trick centre differential; depending on which of the Audi’s tyres have the most grip at the time, the software that manages the quatto all-wheel drive will automatically direct up to 70% of the available torque to the front axle, and up to 85% to the rear.
There’s also a smart electromechanical active roll stabilisation system (optional) which helps to optimise the SUV’s body control (roll) under hard cornering, as well as a standard all-wheel steering setup.
The blue contrast stitching on the Alcantara-clad ‘wheel rim is a classy touch.
When you drive the Audi spiritedly, it rewards you with tremendous stability and confidence-inspiring grip. Granted, we weren’t pushing its limits of adhesion… because they are rather lofty, and besides, no large SUV offers razor-sharp handling in tight corners. The ‘Performance is more than quick enough to meet most drivers’ needs; you can pile on the pace safe in the knowledge that it will respond predictably.
The steering feel is light and could offer a bit more feedback, however. We get that the steering is set up for the daily commute and general driving conditions, but we would have liked a bit more engagement. If the Porsche Cayenne can offer that, why can’t the Audi – it’s based on the same platform as its cousin!
That said, despite its substantial exterior dimensions, the RS Q8 Performance never felt cumbersome. Four-wheel steering reduces its turning circle to make the Audi feel more manoeuvrable at low speeds.
Audi RS Q8 Performance is only available with 23-inch wheels.
As for the RS Q8 Performance’s overall ride quality, we were quite impressed with how the Audi dealt with road imperfections despite riding on large (23-inch) alloys wrapped in 295/35 (low-profile) tyres.
The air suspension’s settings can be adjusted (manually or automatically) for height and stiffness, and in its softest (most pliant) configuration, the SUV has a relaxed and (dare we say) plush gait. The variant is only available with 23-inch rims, for which Audi SA offers trick performance Pirelli tyres as a R10k option. Bear in mind, however, that it will probably cost a fair bit more to replace all 4 of those boots one day.
And finally, the Audi’s brakes provide suitably potent stopping power to bring the (to reiterate, 2.3-tonne) performance SUV to a standstill, but the caveat is that they’re carbon-ceramic units, which can squeak around town. Impressively, according to the configurator, Audi SA has made them a no-cost option.
Features and Practicality
A classy cabin trimmed in an abundance of Alcantara and carbon fibre.
At first glance, the Audi’s cabin is a sleek, minimalist occupant space. There’s a digital instrument cluster, a primary screen for the infotainment system and a secondary screen lower down for the climate control.
Haptic feedback adds a classy and upmarket touch, and even if the touchscreens dominate, we don’t mind the lack of physical buttons when only a few intuitive taps (as opposed to sifting through many submenus) are required to adjust the cabin temperature or switch on the seat heating/ventilation.
Audi’s MMI is functional and looks crisp, but it’s starting to show its age.
The graphics are crisp and detailed, and the system feels pretty responsive, but with continued use, the screens do become covered in fingerprints – a good reason to store a little cloth in the central armrest.
If we had to nitpick, we’d say the RS Q8 Performance’s MMI infotainment system, while functional and ergonomically sound, looks a bit old-fashioned and understated in comparison with the oversized and flashy screens of its (newer) rivals. Also, some of the gloss black plastic trim feels cheap in places, but most will probably not notice it among the copious swathes of Alcantara and matte-look carbon fibre.
No complaints about the crystal clear surround-view camera system.
As a full-size luxury family car, there is ample head- and knee-room for 4 adult occupants. The middle seat at the back is perhaps better suited for a child on account of the high transmission tunnel, but a bi-zone climate control panel, along with heated seats and additional USB ports, add some luxury flair.
The RS Q8 Performance has one of the largest load bays in class (605 litres), which is cavernous enough to hold 2 sets of golf clubs or 2 big suitcases. If you drop the 2nd row of seats, that capacity increases to 1 755 litres. Granted, the Mercedes-AMG GLE 63 S coupe is more capacious (655–1790), but only just.
Rear passengers are well catered for.
The Audi’s list of standard equipment is long, which consumers will expect at this price point (R3 266 100, in July 2025), but not what we’d call comprehensive. We’ll delve into the various options soon…
The lighting signature of the, um, dazzling LED lamps is customisable – you can select themes, plus there’s a very cool startup sequence when you unlock the vehicle. A head-up display, wireless charging pad and -Android Auto/Apple CarPlay, plus USB-C ports should keep the technophiles well satisfied.
The light signatures are jaw-droppingly cool.
Now, about those options… Our test unit was specified with R630 000 worth of extra-cost equipment, and whereas some of those features are definitely worth considering, others seem a bit cheeky.
Suffice it to say, you can tailor the RS Q8 Performance’s configuration to the nth degree. You’ll want a posh paint finish, such as the Ascari Blue Metallic (R42 000), the lightweight forged 23-inch wheels (R42 000), and if you’re serious about your performance driving, then consider the durable ceramic brakes (no cost), the trick anti-roll tech (R108 000) and the increased top speed (to 305 kph, for R56 000).
The optional B&O tweeters rise from the dashboard when the car starts.
RS Q8 Performance buyers won’t be charged exorbitant amounts to fit a tow bar and tinted windows, but you’d think that when you’re shopping in the R3-million-plus market, those items would be standard.
Everything in the cabin is performance-oriented.
Meanwhile, the Audi’s (heated and ventilated) front sports seats not only look beautifully sculpted, they offer plenty of comfort and support (even if blue stitching and seatbelts seem a pricey option for R65k).
Playing with the Ingolstadt-based brand’s online configurator can keep you occupied for hours; the array of colours and wheel combinations is almost limitless, but they quickly add up, so “spec carefully”.
We love these blue seatbelts, even if they’re a pricey option.
Audi RS Q8 Performance price and after-sales support
The Audi RS Q8 quattro Performance costs R3 266 100 (July 2025), which includes a 5-year/100 000 km Audi Freeway comprehensive service and maintenance plan and a 1-year/unlimited km warranty.
The RS Q8 Performance is brutally fast, yet still offers practicality and ease of use.
The Audi RS Q8 Performance is an astonishingly accomplished offering. Beyond the magnificent manner in which it can unleash 471 kW/850 Nm on terra firma, it’s a practical, easy-to-drive and civilised luxury family car that can cover long distances in great comfort. Versatility/adaptability is its secret weapon.
Should you buy one? Yes, the phrase “value for money” seems trivial when you’re willing to pay more than R3.2 million for a performance SUV, and yet when you compare it with its direct rivals (especially the GLE 63 S coupe), Audi’s most powerful ICE model to date suddenly makes a compelling case for itself.
It’s also the newest offering in the segment, which, along with its outrageous performance and relatively keen price tag, would give you solid bragging rights. If you can afford one, well, we give it 2 thumbs up.
The SA-built Volkswagen Polo Vivo hatch received a facelift in 2024, scoring refreshed styling and extra kit (including stability control across the range)…Take a look at the specifications and pricing below!
Meet the facelifted Volkswagen Polo Vivo hatchback boasting refreshed exterior styling, updated interior trim and extra equipment – though unfortunately still no standard service plan (there is a new 5-year/100 000 km engine warranty, though).
What engines and transmissions are available for the VW Polo Vivo in South Africa?
As before, the Kariega-produced line-up comprises 5 derivatives, with all 3 engines and 2 transmissions carried over. But VW has dropped the old trim-level naming convention, bidding farewell to the “Trendline”, “Comfortline” and “Highline” grades in favour of Wolfsburg’s latest nomenclature.
This is the entry-level Vivo (note the plastic wheel covers and black side-mirror caps).
So, the base derivative is now known simply as “Vivo”, while the mid-tier variant is called “Vivo Life” and the Highline replacement is named “Vivo Style”. The top-spec Vivo GT, however, retains its designation.
The revised line-up kicks off with the 55 kW/130 kW Vivo 1.4 5MT at R271 900, followed by the 63 kW/132 Nm Polo Vivo 1.4 Life 5MT at R294 300. Next comes the 77 kW/153 Nm Vivo 1.6 Style 5MT (R324 400), followed by the Vivo 1.6 Life 6AT, which upgrades to a 6-speed automatic transmission and starts at R326 600.
The cain of the refreshed Polo Vivo Life.
Finally, the Vivo 1.0 TSI GT 6MT tops the range, priced at R363 100, again serving as the only forced-induction variant in the portfolio. As a reminder, this turbocharged 1.0-litre, 3-cylinder engine generates 81 kW and 200 Nm.
What features are available?
So, what’s changed? Well, while the base derivative again rides on 14-inch steel wheels (with 15-inch “Tosa” alloys listed as an option), the Vivo Life switches from “Estrada” 15-inch alloy rims to “Ubomi” versions. Similarly, the Vivo Style ditches the old “Rivazza” 16-inch items in favour of the “Portago” wheels familiar from the previous Black Style package. The GT, however, keeps its 17-inch “Mirabeau” alloys.
Pre-facelift Vivo at the top and refreshed version at the bottom.
In terms of exterior styling, you’ll notice the updated front bumper design, new headlight inserts (on all derivatives bar the base model) and the central placement of the “Vivo” lettering on the tailgate, bringing this model in line with other VW products. In addition to these relatively subtle exterior styling revisions and cabin updates (the latter chiefly in the form of new upholstery and an updated instrument cluster), VW has made some interesting specification alterations.
For instance, all Vivo variants now feature a 9-inch Mirgor-sourced infotainment system (replacing the previous 6.5-inch “Composition” system), along with front foglamps that incorporate cornering lights. However, manual window winders are again employed at the rear, with the side mirrors likewise still manually adjustable.
A new 9-inch touchscreen system is standard across the range.
Perhaps the most significant under-the-skin upgrade, though, is the adoption of electronic stability control and tyre-pressure monitoring (both previously optional on the 1.4 derivatives) as standard across the range. It’s worth noting Life and GT derivatives (which again feature cruise control) furthermore gain front side airbags in addition to dual front airbags, while all variants bar the single auto-equipped model gain hill-start assist.
The list of options again includes the Black Style package (though VW says just 1 000 units will be built), a storage package (that incorporates a front centre armrest and a drawer under the driver’s seat) and various “Lights and Vision” packages. In addition, a rear-view camera with rear parking sensors is optionally available for all but the entry-level variant.
This is the Vivo in Style specification.
In terms of paint colours, Pure White, Reef Blue, Reflex Silver and Wild Cherry carry over, while Limestone Grey has been removed and Ascot Grey and Smoky Grey added. Furthermore, the Vivo GT can be specified in any of these hues along with a black finish for the roof.
The current (2nd) generation of Vivo – which is, of course, based on the previous (Mk5) Polo hatchback – hit the market in South Africa back in February 2018. This, then, is the generation’s first significant update, with previous tweaks limited to minor specification adjustments and a subtle cosmetic revision to the flagship GT derivative.
Note the placement of the Vivo badge (Black Style package pictured).
How much does the facelifted VW Polo Vivo cost in SA?
*Note that pricing is accurate as of September 2025.
Model
Price
Vivo 1.4 5MT (55 kW)
R271 900
Vivo 1.4 Life 5MT (63 kW)
R294 300
Vivo 1.6 Style 5MT (77 kW)
R324 400
Vivo 1.6 Life 6AT (77 kW)
R326 600
Vivo 1.0 TSI GT 6MT (81 kW)
R363 100
The prices above include VW’s 3-year/120 000 km warranty along with a new 5-year/100 000 km engine warranty, though a service plan remains optional.
Is the Volkswagen Polo Vivo a good car to buy in South Africa?
The Volkswagen Polo Vivo has a strong reputation in South Africa and is a consistent top-seller. It is often considered a reliable, affordable, and practical choice for everyday driving, with a strong focus on build quality. Its popularity also means there is a good market for used models and parts are readily available.
Where is the Volkswagen Polo Vivo manufactured?
The Volkswagen Polo Vivo is proudly manufactured in South Africa at Volkswagen’s plant in Kariega (formerly Uitenhage), Eastern Cape.
What are the engine options for the Volkswagen Polo Vivo in South Africa?
The Polo Vivo range in South Africa is available with several engine options, including naturally aspirated 1.4-litre and 1.6-litre petrol engines. The top-of-the-range GT model features a 1.0-litre turbocharged TSI petrol engine.
What is the Volkswagen Polo Vivo’s safety rating?
The Volkswagen Polo Vivo has a 4-star Global NCAP safety rating for Adult Occupancy Protection and a 3-star rating for Child Occupancy Protection. Key safety features include driver and passenger airbags, ISOFIX mounting points, and in some models, Electronic Stability Control (ESC) and side airbags.
