Audi A3 (2013-2020) Buyer’s Guide

Juliet McGuire lists the strengths and weaknesses, common problems and resale values of the 3rd-gen Audi A3. Also in this guide, Ryan Bubear reveals which variants were offered in South Africa and how much you can expect to pay for a good example…

Back in 2012 when the 3rd-gen Audi A3 broke cover, C-segment family hatchbacks were still very much in vogue (yes, not quite everyone had made the switch into a crossover). The 5-door version of Ingolstadt’s then-fresh contender went right at the top of the premium hatch class, offering an assortment of sprightly powerplants, a high-quality interior and oodles of badge appeal.

Of course, considering they shared much of their running gear, you could make the argument the closely related Volkswagen Golf 7 represented better value than its Audi-badged cousin. But the A3 was certainly the more desirable of the 2, boasting arguably sharper exterior styling, a slightly more upmarket (yet still suitably robust) cabin and the sonorous 5-cylinder RS3 Sportback at the summit of the range.

In pre-facelift form, Audi’s RS3 Sportback delivered 270 kW.

Though the A3 line-up included as many as four body styles (we’ll touch on all of them below), we’ve narrowed the focus in this buyer’s guide to the most popular: the 5-door Sportback. For the record, while the 3-door hatchback and cabriolet soldiered on locally after the Mk3 model’s mid-cycle refresh in 2016, they were eventually quietly put out to pasture owing to comparatively slow sales.

Audi A3 model line-up

The third-generation A3 made its first appearance in 3-door form.

Revealed in 3-door guise at the 2012 Geneva International Motor Show, the third-generation A3 was the first Volkswagen Group product to use the now-familiar MQB platform (yes, beating the Golf 7 to the punch). Internally known as the Typ 8V, the A3 later won the 2014 World Car of the Year award, edging out the likewise third-gen Mazda3 and the original BMW 4 Series.

It was available in 3-door hatch, 5-door Sportback, 4-door Sedan and 2-door Cabriolet forms, with most of the cooking variants featuring front-wheel drive. Only select higher-powered derivatives as well as the S- and RS-badged versions offered Audi’s quattro all-wheel-drive system as standard.

The Sportback offered two extra doors and added practicality.

The 3-door version hit the South African market in November 2012, with the 5-door Sportback following a year later. At the launch of the latter, four variants were available (with the base 77 kW 1.2T FSI S plus top-spec 1.8T FSI S tronic SE and 1.8T FSI quattro S tronic arriving a few months later):

1.4T FSI S (90 kW/200 Nm) 6-speed manual
1.4T FSI S tronic S (90 kW/200 Nm) 7-speed dual-clutch
1.6 TDI S tronic S (77 kW/250 Nm) 7-speed dual-clutch
1.8T FSI SE (132 kW/250 Nm) 6-speed manual

In pre-facelift guise, the S3’s turbocharged 4-pot generated 206 kW.

The quattro-endowed S3 hatch touched down in South Africa in October 2013, boasting 206 kW and 380 Nm courtesy of a slightly detuned (thanks to the Republic’s classification as a “hot climate” market) 2.0T FSI engine. The S3 Sportback arrived a little while thereafter, but was interestingly available only in 6-speed dual-clutch guise, whereas the 3-door was initially offered in 6-speed manual form, too.

The A3 Sedan made local landfall as the curtains came down in 2013, with the S3 Sedan and A3 Cabriolet joining the burgeoning range in May 2014 (and the S3 Cabriolet following a while later). Fans of Audi’s famous 5-cylinder engine were forced to wait until the end of 2015 for the RS3 Sportback to rocket into the country. As the apex derivative, the RS3 Sportback’s turbocharged 2.5-litre engine delivered 270 kW and 465 Nm to all four wheels through a 7-speed twin-clutch transmission.

A refresh for the Audi A3 range late in 2016

The A3 range enjoyed a mid-cycle update in 2016.

By November 2016, the facelifted A3 line-up debuted locally, bringing subtle exterior styling changes, the option of the clever Audi Virtual Cockpit and fresh engines. The revamped powertrain line-up included the 1.0T FSI 3-cylinder unit (85 kW/200 Nm), the updated 1.4T FSI (110 kW/250 Nm), the oil-burning 2.0 TDI (105 kW/340 Nm) and the new 2.0T FSI (140 kW/320 Nm), with the latter furthermore ditching the old 6-speed dual-clutch cog-swapper in favour of a new 7-speed wet version. The refreshed S3 models also gained this latest twin-clutch gearbox, while Audi Sport’s 2.0T FSI was upgraded to the full peak outputs offered in overseas markets (228 kW and 400 Nm).

By August 2017, the very first RS3 Sedan arrived, with the updated RS3 Sportback following a few months thereafter. Both of these giant-slaying performance models drew their urge from a further fettled version of the 2.5T FSI 5-cylinder powerplant, which now delivered 294 kW and 480 Nm to all four corners via a 7-speed dual-clutch transmission. In the first half of 2019, the A3 range adopted Audi’s latest, somewhat confusing nomenclature (the A3 1.0T FSI, for example, became the A3 30 TFSI).

Product strengths

One of the best-quality facias in the segment, seen here in facelift form.

Fit and finish: The 3rd-gen A3 boasted best-in-class fit and finish virtually throughout its lifecycle, with its cabin offering sturdy build quality, an abundance of premium materials and enough insulation to keep refinement levels suitably lofty. Though the facia didn’t bear the most exciting design, it all felt very well constructed. Of course, that bodes well for today’s prospective buyers of used models.

Overall practicality: The A3 Sportback was the most versatile of all four body styles, delivering generous room for passengers as well as offering decent luggage capacity (plus impressive utility space with the rear bench folded down). The driver enjoyed a wonderfully ergonomic arrangement of switches and buttons, including an intuitive (but sadly since abandoned in favour of touchscreens) rotary controller to operate the MMI infotainment system.

Plenty of room to stretch out in the rear of the Sportback.

Broad powertrain range: The pre-facelift model was available with four engine choices – three turbopetrol and one turbodiesel – in addition to the high-performance units that powered the S3 and RS3. As outlined above, further options arriving with the mid-cycle refresh included a fuel-frugal 1.0-litre 3-pot and new turbocharged 2.0-litre, 4-cylinder units, the latter available in petrol and diesel flavours. In short, there was something to satisfy virtually every powertrain taste (up to 5 cylinders, of course).

Ride/handling balance: In this segment, buyers who valued dynamics above all else would have gone for BMW’s rear-wheel-drive F20-generation 1 Series (or F21, if they preferred three doors to five). However, the A3 certainly wasn’t a dud when the tarmac turned twisty, offering drivers predictable handling and accurate (if a little numb) steering. In addition, ride comfort levels were impressive, but bear in mind that variants with the S line package featured larger alloy wheels, lower-profile rubber and sports suspension. Though this still looks great today, there is a palpable trade-off in terms of comfort and road noise.

Product weaknesses

The S3’s 2.0T FSI was one of the engines prone to developing a leak from its water-pump housing.

Leaking water-pump housing: In some versions of the 3rd-gen A3, the water pump and thermostat are packaged in a plastic housing. Unfortunately, these are prone to early failure, quickly leading to what can become quite a substantial coolant leak (and, if left unchecked, potential overheating of the engine). This problem appears to pertain to the 1.8T FSI and 2.0T FSI engines, including the S3. It’s worth noting other models in the Volkswagen and Audi line-ups using these engines have had similar problems, too.

Clogged DPF: As is the case with most oil-burning engines, the diesel particulate filters (DPF) on the 1.6 TDI and 2.0 TDI are by no means immune to becoming clogged, particularly if the vehicle is primarily limited to short journeys. In addition, both of these engines use a timing belt rather than chain, so require changing at set intervals. Also, keep in mind the 2.0-litre version of the EA189 engine was at the centre of the Volkswagen Group’s Dieselgate scandal (though no action was taken here in South Africa).

Perhaps the only niggle in the A3’s cabin? A potentially creaky infotainment screen.

Creaking infotainment screen: The 3rd-gen A3 shipped with an electrically retractable infotainment screen that automatically popped up out of the fascia on ignition. We’ve heard of a few owners of early cars complaining of creaking noises during operation as well as the odd rattle over rough roads with the screen in position. Though not impossible to remedy, it’s worth looking out for during your test drive.

Haldex failure on early S3 models: Though Audi uses the quattro name on the S3, this variant employs a Haldex system – just like the closely related Volkswagen Golf R and many other all-paw hot hatches. The Haldex system effectively turns a front-wheel-drive platform into one with four driven wheels, courtesy of clever electronics and differentials. Some pre-facelift versions of the S3 suffered from Haldex pump failures, leading to a lack of drive to the rear axle. Keep in mind routine maintenance is required here.

What to pay?

The Sportback body style is the most common, though a number of sedans are available used, too.

Of all the used 3rd-gen A3s listed on Cars.co.za at the time of writing, the Sportback body style was easily the most common. In terms of engines, the most popular was the 1.4T FSI (accounting for 37% of all listings), followed by the 1.0T FSI (making up 25%) and the 1.8T FSI (15%). The two turbodiesel units were in relatively short supply, as was the 2.0T FSI. Just 11% of all listings featured a manual gearbox.

Since the A3 was available with a wide selection of optional extras, make sure you’re comparing apples with apples if you find yourself trying to choose between two or more vehicles. As always, give preference to models with full service history (the A3 shipped standard with a 5-year/100 000 km Audi Freeway Plan, the balance of which might still apply on newer vehicles).

Below R200 000: As you’d expect, the handful of examples priced at less than R200 000 were all early model-year cars, most featuring quite high mileage (a good few on the wrong side of 200 000 km, in fact). That said, there were also a couple of base-spec sedans using the later 1.0-litre engine.
From R200 000 to R350 000: It’s in this price bracket we found the overwhelming majority of 3rd-gen A3 stock. We eyed everything from early saloons with the 1.8T FSI engine and a small selection of convertibles to post-facelift Sportbacks employing the above-mentioned 3-cylinder mill.
From R350 000 to R500 000: Though there was a little less choice between these pricing bookends, this is where we found many two- and three-year-old basic models, along with earlier versions of the S3 in both hatchback and sedan guise.
R500 000 and up: What about above half a million? Well, unsurprisingly, here we discovered low-mileage, post-facelift S3s as well as some RS3 examples (some priced well above R800 000). Interestingly, however, there were even some highly specced 2-year-old 1.0 TFSI derivatives.

Pick of the range?

A facelifted A3 Sportback with the updated 1.4T FSI powertrain is our pick.

While you’d be best placed to decide on the required body style, we’d suggest the 1.4T FSI engine is the pick of the available powertrains in the 3rd-gen Audi A3, particularly in post-facelift form. This version of the turbocharged 4-cylinder unit generates 110 kW and 250 Nm, peak outputs that are today still more than sufficient for most applications. It also boasts Audi’s cylinder-on-demand technology, deactivating two cylinders under light loads for further fuel savings. Note this isn’t the problematic “twin-charged” engine used by the likes of the Golf 6, pre-facelift Polo 5 GTI and original A1.

Regardless of your chosen engine, plumping for a facelifted model makes a fair bit of sense – should your budget allow, that is. After all, with its mid-cycle update, the A3 gained more standard kit as well as options such as the 12.3-inch Audi Virtual Cockpit (in addition to a range of more efficient powertrains). As mentioned earlier, however, be aware the S line package brings compromises to the ride quality.

What about the performance variants? Well, we’d suggest steering clear of the early S3 models and instead looking at updated 228 kW examples registered in late 2016 or thereafter (that way, you’d avoid the detuned engine and score the later, wet twin-clutch gearbox as well). The post-facelift RS3 Sportback, too, offers the full 294 kW power output, while those who prefer the 3-box body style are by default limited to this later version of the 5-cylinder engine.

Verdict

The updated version of the RS3 Sportback boasted a whopping 294 kW.

Sophisticated and classy, the Typ 8V version of the A3 was right at the top of its class. Thus, alternatives are today largely limited to contenders from fellow premium brands (though, again, there’s an argument to be made for the related Volkswagen Golf and perhaps even the third-generation Mazda3, should you harbour a distinct distrust of forced induction).

The BMW 1 Series of the era offers purer driving dynamics thanks to its rear-wheel-drive configuration, though the A3 has its number in virtually all other departments. The Audi is also significantly better to drive (and rides with far more finesse) than the underwhelming W176-generation Mercedes-Benz A-Class, and offers more interior room and refinement, too. The Volvo V40, meanwhile, is a solid if somewhat left-field (read: often overlooked) alternative.

When it comes to the performance variants, the S3 and particularly the RS3 offer ballistic pace but lack the sort of driver engagement that defined the pre-facelift F20 BMW M135i (with its N55 inline-6) and post-facelift M140i (which upgraded to the B58 inline-6). Still, there’s plenty to be said for the Audi’s hyper-hatch pace, limpet-like cornering ability and that iconic 5-cylinder soundtrack, along with plenty of everyday practicality. And, in the right hands, the RS3 will keep up with far more expensive machinery.

But let’s wrap things up by getting back to the standard model. During most of its time on the new-vehicle market, the 3rd-gen Audi A3 offered the best overall package, that catered to a wide variety of needs. That remains wholly true today. Scoop up a fastidiously maintained example – perhaps even one with a bit of Audi Freeway Plan remaining – and you’ll have a premium hatch (or sedan) that is capable of matching far newer models in areas such as in-traffic punch, open-road refinement and cabin quality.

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Updated Haval Jolion Pro Review: Does Pro mean better?

Jacob Moshokoa tests the new Haval Jolion Pro to find out if it represents an appealing buying proposition in a crowded compact SUV segment. Should you buy it? Watch the video!

The Haval Jolion has been a top seller in the compact SUV segment since its introduction in 2021.

New for 2024 is the Jolion Pro which receives new styling and an uprated engine. The price has gone up with the introduction of the Pro model, but does that mean it’s still a worthwhile buy in the segment?

Jacob Moshokoa takes us through the fine details of the new model, reviewing the new interior features and how this new model stacks up against its closest rival, the Toyota Corolla Cross.

If you’re in the market for a used Haval Jolion be sure to watch our Haval Jolion Buyer’s Guide video for buying tips and useful information.

Buy a new Haval Jolion on Cars.co.za

Buy a used Haval Jolion on Cars.co.za

Also See: Haval Jolion Vs Toyota Corolla Cross – Which should you buy?

Single- & double-cab bakkie sales: Hilux vs Ranger in July 2024

In July 2024, the Hilux and Ranger again led SA’s bakkie sales race. But which one dominated the single-, extended- and double-cab segments? Here are the figures!

You’ve likely already seen our list of South Africa’s best-selling bakkies for July 2024, which was yet again topped by the Toyota Hilux, with the Ford Ranger taking 2nd place. But what happens when we separate the sales by the single-, extended- and double-cab body styles?

Well, since Naamsa’s monthly sales report unfortunately doesn’t include a breakdown of the 3 bakkie body styles, we’ve again turned to the folks over at Lightstone Auto for assistance with these fascinating figures.

Before we jump into sales by body style, it’s worth noting the Hilux topped the bakkie charts overall in July 2024, hitting a total of 3 021 units (up 24.1%, month on month). The Ranger (2 258 units) was 763 units off the pace in the runner-up position, while the Isuzu D-Max again completed the podium, despite sales sliding 8.5% month on month to 1 641 units.

According to our records (based on collated Naamsa figures), the Hilux (18 766 units) is still comfortably in 1st place overall year to date, ahead of the Ranger (14 470 units) and D-Max (11 090 units).

SA’s best-selling double-cab bakkies in July 2024

So, let’s now turn our attention to sales by body style. According to Lightstone Auto’s dataset, the Ford Ranger once again topped the double-cab sales charts in July 2024, with 1 758 dual-cab units registered. By our maths, that translates to 77.9% of the Silverton-built bakkie’s overall tally for the month.

Therefore, the Toyota Hilux again had to settle for 2nd position in Mzansi’s double-cab sales race in July, with 1 514 units sold. For the record, that figure represents 50.1% of the Prospecton-produced stalwart’s overall tally last month.

Predictably, then, 3rd place on the double-cab podium thus went to the Struandale-made Isuzu D-Max, which hit 683 dual-cab units last month. Thanks to a few choice pokes at a calculator, we find that works out to 41.6% of the Japanese contender’s aggregate for July 2024.

Lightstone Auto’s figures showed that all other 1-tonne double-cab bakkie derivatives (over and above the Ranger, Hilux and D-Max) collectively managed 1 357 registrations last month. Year to date, the Ranger leads the double-cab race on 11 099 units, ahead of the Hilux (8 576 units) and D-Max (4 537 units).

July 2024 sales of single- and extended-cab bakkies

What about the single-cab space? Well, in July 2024, the Hilux (1 145 units or 37.9% of its total) stood at the very top of the table, finishing well ahead of the D-Max (752 units or 45.8%). The 2-door version of the KwaZulu-Natal-assembled Mahindra Pik Up again grabbed 3rd in July, with 615 units (or 77.8% of the nameplate’s total).

In the year-to-date race in this segment, the Hilux (7 143 units) holds a strong lead over the D-Max (5 393 units), with the Pik Up in 3rd on 3 929 units. The Ranger single cab, meanwhile, managed just 142 registrations last month and stands at 1 091 units, year to date.

Meanwhile, the Hilux Xtra Cab (359 units) retained 1st place in the extended-cab segment in July 2024, with the Ranger Supercab (352 units) right on its tail in 2nd position. Year to date, the Hilux leads in the segment, with 3 038 units compared with the Blue Oval bakkie’s 2 274 registrations. As the only other model offered in this body style, the D-Max Extended Cab was 3rd both in July (206 units) and year to date (1 160 units).

Volkswagen Polo Vivo (2024) Launch Review

A freshly updated Volkswagen Polo Vivo – with styling enhancements, equipment upgrades and improved safety features – has been launched in South Africa. We visited VW Group Africa’s Kariega production facility to drive the revised model.

Since arriving in 2010 (as a “replacement” for the beloved Citi Golf), the Polo Vivo has been a sales success story for Volkswagen; it’s consistently ranked among the nation’s top-selling passenger cars.

The success of the Polo Vivo is rooted in the engineering prowess of the previous-gen Polo – a proven and highly regarded product. Unsurprisingly, used Volkswagen Polos are in high demand in Mzansi.

The Polo Vivo is, therefore, an important model for Volkswagen Group Africa – it’s one that the German firm is immensely proud of, and rightfully so. The Polo Vivo is built in South Africa, for South Africa, and is also exported to other African countries, such as Kenya, Namibia, Botswana, Mozambique and Mauritius.

Volkswagen Polo Vivo BlaCK sTYLE pACKAGE — *A Black Style Package is offered on Vivo and Life derivatives.*

Since 2010, the Polo Vivo (of which each iteration was based on a previous-gen Polo model) has racked up more than 425 000 sales over 14 years, with numerous special edition Polo Vivos coming to market. Remember the 1st-generation Polo Vivo Street or the Polo Vivo Citi: a homage to the original Citi Golf?

The current, 2nd-generation Volkswagen Polo Vivo came to market in 2018. It’s based on the 5th-generation Polo and is built alongside the 6th-generation Polo in the Eastern Cape.

To enhance the Polo Vivo and further entice local buyers, Volkswagen has launched this thoroughly updated model that ushers in refreshed styling, enhanced safety kit, as well as interior improvements.

Importantly, Volkswagen has not increased pricing for this updated Polo Vivo, which should come as a welcome relief for cash-strapped consumers in South Africa (prices are listed lower in the article).

Watch Jacob Moshokoa’s video review of the pre-facelift Polo Vivo GT

What exactly has changed in the latest VW Polo Vivo?

The first major change for the Volkswagen Polo Vivo is seen in its naming convention, which now includes the entry-grade Vivo (replaces Trend), mid-spec Vivo Life (replaces Comfortline), high-spec Vivo Style (replaces Highline) and range-topping GT (okay, well, that one remains the same).

Volkswagen Polo Vivo GT rear — *The centred chrome Vivo lettering now conforms with the rest of the Volkswagen product range.*

In terms of aesthetics, Volkswagen has revised the Polo Vivo’s bumpers and updated the hatchback’s grille and headlamp designs to create a sharper, sportier look. The lower grille section now features wider horizontal ribs flanked by new boomerang trim elements inspired by those of the Polo GTI.

Note how the rounded headlamps have been replaced with more squared-off units; they give the Polo Vivo an edgier look. Onlookers might even mistake the Polo Vivo GT for a Polo GTI, which is a good thing!

GT lettering has also been added to the grille and, at the rear, you’ll notice new Vivo lettering neatly centred beneath the new 2D Volkswagen emblem, bringing the model in line with other VW products. Also, note that front fog lights and cornering lights are now standard on all Polo Vivo derivatives.

See more specification details for the Volkswagen Polo Vivo

The Polo Vivo package is further enhanced with new wheel designs for each trim grade. For example, the base Vivo derivative still rides on 14-inch steel wheels, but now has the option of 15-inch Tosa alloy wheels, while the Vivo Life gains 15-inch Ubomi alloy wheels. Similarly, the Vivo Style is now fitted with 16-inch Rivazza alloys, while the range-topping GT wears the familiar 17-inch Mirabeau alloy wheels.

Volkswagen Polo vivo infotainment system — *A new 9-inch infotainment system is an interior highlight.*

Inside, the biggest change is the fitment of a new, enlarged (9-inch) Mirgar touchscreen infotainment system (with Apple CarPlay and Android Auto functionality), which is standard equipment across the entire Polo Vivo range. The centre of the instrument cluster has also been updated.

The new infotainment system marks a major improvement over the rather basic “Composition” radio it replaces. Not only does the system lift the interior ambience to a more modern level, but its easy-to-use menu interface, which is similar to that of a modern smartphone, is sure to be a hit with local buyers.

Volkswagen Polo Vivo Interior — *New seat designs add style and comfort to the Polo Vivo package.*

Volkswagen has also taken the initiative to improve the safety credentials of the Polo Vivo and it has done so by adding electronic stability control (ESC) and a tyre-pressure monitoring system (TPMS) to all Polo Vivo derivatives. Moreover, passenger seat-belt recognition is now standard.

While the base Vivo and Life derivatives are equipped with 2 front airbags, Volkswagen has upped the airbag count to 4 on the Style and GT derivatives with the fitment of front side airbags, which are located in the variants’ sporty front seats. As a matter of fact, new seats feature throughout the 2024 Polo Vivo range, plus they’re clad in fresh cloth upholstery designs that differentiate trim grades from each other.

What engines power the latest VW Polo Vivo?

Volkswagen Polo Vivo rear — *Engines and transmissions remain unchanged.*

Mechanically speaking, there are no changes to the engine and transmissions on offer in the range.

The familiar 55 kW/130 Nm and 63 kW/132 Nm 1.4-litre- (paired with a 5-speed manual transmission) and 77 kW/153 Nm 1.6-litre (paired with a 5-speed manual or 6-speed automatic transmission) naturally-aspirated petrol engines are carried over, while the range-topping 1.0-litre turbopetrol engine with 81 kW and 200 Nm (paired with a 6-speed manual transmission) continues its service in the Polo Vivo GT.

The Polo Vivo range is as follows:

Derivative	Engine
Base Polo Vivo	55 kW 1.4-litre (manual)
Polo Vivo Life Polo Vivo Life	63 kW 1.4-litre (manual) 77 kW 1.6-litre (automatic)
Polo Vivo Style	77 kW 1.6-litre (manual)
Polo Vivo GT	81 kW 1.0-litre TSI (manual)

What’s the VW Polo Vivo like to drive?

As there are no mechanical changes to the updated Polo Vivo, buyers can expect the 2024 version of the popular hatchback to deliver the same driving experience as before (unless the ESC needs to intervene).

The Polo Vivo remains one of the market’s most refined “budget” hatchbacks. Not only does it deliver a composed and pliant ride quality, but it’s impressively fuel-efficient. VW’s claimed average consumption figures range from 4.8 L/100 km (for the Polo Vivo GT) to 6.6 L/100 km (for the Polo Vivo 1.6 Style).

While the base 55 kW 1.4-litre petrol engine is said to return a respectable fuel consumption figure of between 5.7- and 5.9 L/100 km, its general performance is sluggish. And, that sensation will only be exacerbated when the base Polo Vivo is loaded with passengers and luggage, especially if you’re driving “at altitude” in the northern part of the country (where the thinner air saps about 17% of engine power).

If you will be driving in such conditions most of the time, prepare to gear down often to squeeze every ounce of power out of the engine – thankfully, the manual gearbox has quite a positive shift action.

*The Polo Vivo GT offers punchy performance, but the Polo Vivo 1.6 Style is probably the sweet spot in the range.*

While the 63 kW 1.4 Polo Vivo Life performs marginally better than the base offering, we think that the 77 kW 1.6-litre Polo Vivo Life and Style derivatives represent the performance (and price) sweet spot in the range. These derivatives cope better under load and mid-range acceleration is more forthcoming.

Of course, if you’re after punchy turbocharged performance then the Polo Vivo GT is a no-brainer (if you can afford to buy one). With impressive overall performance and a dollop of street-cred with its GT-spec styling details, the Polo Vivo GT will appeal to those looking for more kerb appeal from their Polo Vivo.

How much does the Volkswagen Polo Vivo cost in SA (Aug 2024)?

Derivative	Price
Base Polo Vivo 1.4 55kW Manual	R266 600
Polo Vivo Life 1.4 63 kW Manual	R288 500
Polo Vivo Life 1.6 77kW Auto	R320 200
Polo Vivo Style 1.6 77kW Manual	R318 000
Polo Vivo GT 1.0TSI 81 kW Manual	R356 000

The 2024 Polo Vivo is sold with 3-year/120 000 km general- and 6-year anti-corrosion warranties. Volkswagen has also added a 5-year/150 000 km engine warranty, but a service plan remains optional.

Buy a new Volkswagen Polo Vivo on Cars.co.za

*Sales of the Polo Vivo are expected to improve in conjunction with this latest update.*

Summary

This represents the most significant update that has been applied to the 2nd-gen Volkswagen Polo Vivo to date and, with the model’s 15th birthday coming up in 2025, we wouldn’t be surprised if Volkswagen Group Africa introduced a new special edition derivative to celebrate the milestone.

While the styling changes are welcome, the infotainment system upgrade is perhaps the feature that local buyers will appreciate the most along with the much-needed safety upgrades (ESP and additional airbags), all for the same prices as Volkswagen Group Africa charged for the pre-facelift derivatives!

Volkswagen Group Africa recognises the importance of the Polo Vivo in the local market and the Kariega-based firm is sensitive and sympathetic to the plight of budget-sensitive car buyers. The decision to keep the Polo Vivo’s pricing unchanged should be applauded.

With the current-gen Polo expected to soldier on until the end of the decade, so too will the Polo Vivo. The locally built hatch will continue to serve South Africa and other African markets. Viva Polo Vivo, Viva!

Buy a used Volkswagen Polo Vivo on Cars.co.za

EVs and hybrids: SA sales figures for 1st half of 2024

How many fully electric vehicles, traditional hybrids and plug-in hybrids were sold in South Africa in the 1st half of 2024? Let’s take a closer look at the official sales figures…

Naamsa has released official sales figures for so-called new-energy vehicles (NEVs) – that is, fully electric vehicles (EVs), traditional hybrids and plug-in hybrids (PHEVs) – for the 2nd quarter of the year, allowing us to calculate total registrations for the 1st half of 2024.

According to the industry representative body, NEV sales across the now-18 brands active in this space increased 169.8% year on year to 4 122 units in the 2nd quarter of 2024. According to our calculations, that takes the H1 2024 total to 7 164 units. As a reminder, this part of the market saw significant year-on-year increases of 421.7% (to 4 674 units) in 2022 and 65.7% (to 7 746 units) in 2023, though both instances admittedly came off low bases.

*Toyota’s dual-powered Corolla Cross variants likely led the charge in the traditional hybrid segment.*

In addition, it’s worth noting electrified models still comprise only a small (but growing) fraction of local registrations, with NEV sales – Naamsa seemingly doesn’t include mild hybrids in this group – breaching the 1% barrier for the 1st time last year, having comprised 1.45% of the total new-vehicle market. In the opening half of 2024, meanwhile, NEV registrations represented 2.91% of the total market, based on our calculations.

According to Naamsa, EV registrations in Q2 2024 came in at 419 units, up from 270 units in the 2nd quarter of 2023 (that’s a year-on-year increase of 55.2%). By our maths, that pushes the EV total to 749 units in the 1st half of 2024; for context, the industry representative body says total EV sales for 2023 sat at 929 units. The Volvo EX30 was the top-selling fully electric car in H1 2024 with 281 units, accounting for more than a 3rd of all registrations.

BMW X1 xDrive30e PHEV — *We have it on good authority that BMW’s X1 xDrive30e was the best-selling PHEV in H1 2024.*

What about PHEVs? Well, plug-in hybrids were yet again far less popular than fully electric models, with just 160 units sold in Mzansi in the 2nd quarter of the year (up 31.1%, year on year). Still, with the H1 2024 total thus sitting at 298 units, the PHEV segment (which recently welcomed the Toyota RAV4 PHEV, albeit quietly) remains on track to surpass its 2023 total of 336 units.

That leaves traditional hybrids, which unsurprisingly accounted for the bulk of NEV registrations in Q2 2024 at approximately 86% (likely largely thanks to dual-powered versions of the Prospecton-built Corolla Cross), with a sales total up a whopping 203.6% year on year to 3 543 units. So, over the 1st half of 2024, as many as 6 117 units have been sold in the traditional hybrid segment. For the record, Naamsa’s latest dataset suggests traditional hybrid sales came in at 6 518 units last year, so we’ll surely see a new record here, too.

Audi RS3 Facelifted for 2025

The Audi RS3 facelift has just been revealed and it’s confirmed for South Africa in early 2025. Here’s a look at the updates.

The Audi RS3 facelift brings some cosmetic and mechanical upgrades to the party for 2025. There are no engine enhancements mind you, but we’d argue that the 2.5-litre 5-cylinder petrol engine makes enough power already.

As a reminder, the engine makes 294 kW and 500 Nm, with a 7-speed dual-clutch transmission on duty. The 0-100 kph claim is pegged at 3.8 seconds which is one tenth quicker than its nemesis, the Mercedes-AMG A45 S.

So, what’s actually changed then? Audi Sport has upgraded the chassis control system and added brake torque vectoring which essentially dials out understeer during high-speed cornering and allows drivers to apply more power when accelerating out of bends. Customers have the option of specialised Pirelli P Zero Trofeo R tyres for track driving, but the vehicle comes standard with C-rated Pirellis.

Do these upgrades make a difference? Well, Audi set a Nurburgring record of 7:33.123, which is five seconds quicker than the BMW M2, which is one of its chief rivals.

You can spot the updated model with a new front-end splitter, new-look headlight and taillight signatures, carbon detailing as well as new air intakes. The cabin gets some updates too with a new style of steering wheel which have haptic controls instead of physical buttons.

The changes also include repositioned air vents, redesigned gear selector and the addition of a new chequered flag mode which activates a performance mode, while the RS button brings up the car’s individual mode where you can tinker with various settings like exhaust sound, engine responsiveness and so on.

When is the Audi RS3 facelift coming to South Africa?

Audi SA has confirmed its compact performance legend will be touching down locally in the first quarter of 2025. European dealers will be receiving their vehicles from October 2024. As before, the RS3 will be offered in sedan and hatchback body styles.

Want to purchase a new or used Audi?

Read the latest Audi news and reviews

GWM P500 & Tank 500 (2024) Launch Review

The petrol-electric flagships of the GWM P500 “grande bakkie” and its 7-seat SUV equivalent – the GWM Tank 500 – may cost R1 million and R1.22 million, but they come equipped with enough luxury features to make SA’s other luxury bakkies blush.

GWM recently launched a new pair of heavy hitters – the GWM P500 double cab and GWM Tank 500 – in a near-perfect setting – the Garden Route – and, well, they’ve arrived with a proverbial thud! I will cut through all the double-speak and rigmarole and give you the most direct anecdotal comparison I can…

The GWM (P-Series) P500 and Tank 500 are to each other what Ford’s Ranger is to the Everest; what Toyota’s Hilux is to the Fortuner; what Isuzu’s D-Max is to the MU-X. The former is based on the latter – the P500 is a ladder-frame-based full-sized pickup and the Tank 500 is its 7-seat Adventure SUV sibling.

And, while neither are as large as the giants that roam the United States (think Ram 1500, Ford F-150 and Toyota Tundra – no name a few examples), the GWMs are notably larger than the aforementioned bakkies and SUVs that prowl the asphalt- and gravel road networks of our beloved Republic.

Who would have guessed that when our collective Government Agent-style fantasies finally came true, we’d have a Chinese automotive manufacturer to thank for it? One would most certainly be petrified at the prospect of having half a dozen of these, all clad in black from rim to roof, roll up on the driveway.

It’s a numbers game

Men in black fantasies aside, there’s a lot to unpack here. Such as how GWM does, as a matter of fact, have way more equity in the game of producing 4x4s than you think. And it’s via this not-so-humble flex, that Great Wall Motor SA has attached similarly monolithic sticker prices to the P500 and Tank 500.

GWM is number one in China and has been producing pickups for more than 3 decades. That’s more skin in the game than Volkswagen and Mercedes-Benz combined, Peugeot too… unless you really start delving back into history at the odd rarity (or rare oddity). Yet, even armed with these lofty credentials, you might be as staggered as we were at the price tags of the pair of new Chinese offerings.

Let’s play a game. If a range-topping Everest 3.0TD V6 4WD Platinum costs R1 240 600 and a Fortuner 2.8GD-6 48V 4×4 VX costs R961 800 (Aug 2024), what would you guess is the Tank 500’s price tag?

Before you do, perhaps I should drop some clues to the Tank 500’s specification: the roughly 2.5-tonne behemoth propels its enlarged frame with a hybridised 2.0-litre turbopetrol engine; the sheer amount of technology and gear on board is enough to make your IT manager shudder in awe – and tremble in fear.

Would you play it safe and land somewhere in between the Everest and Fortuner’s price points? Would you recoil in horror at the notion that an Adventure SUV produced in China costs R1 million? But no, you would, in fact, be quite modest with your estimation, seeing as the GWM Tank 500 2.0T HEV Ultra Luxury 4×4 has a stratospheric R1 222 900 price tag, which positions it just R50k shy of the new Toyota Prado.

What then of the P500 double cab, you may ask? Well, thankfully, there’s a range of variants to choose from; prices start from R799 900 and top out at R999 900 (for the 2.0T HEV Ultra Luxury 4×4, in which you’ll encounter an extensive list of mod cons and extra features to humble a flagship Hilux and Ranger).

And for scale, the GWM P500 is 120 mm longer than the Hilux and 75 mm longer than the Ranger. It’s 135 mm wider than the Toyota and 73 mm broader than the Ranger – and taller than both.

How much does the GWM P500 cost in SA? (Aug 2024)

And what you may lose out in potential aftersales security, GWM has mitigated with a commendable 5-year/75 000km service plan and 7-year/200 000 km warranty with 7-year roadside assistance. For the HEV model, GWM includes an 8-year/150 000 km “high-volt(age) warranty”.

GWM P500 2.4T Luxury 4×4	R799 900
GWM P500 2.4T Super Luxury 4×4	R889 900
GWM P500 2.0T HEV Ultra Luxury 4×4	R999 900

New GWM P500 Specs & Prices in South Africa

Find a new/used GWM P-Series bakkie listed for sale on Cars.co.za

What are the GWM P500 & Tank 500 like to drive?

Now that we’ve established that both new vehicles can be had for a great deal of money, let’s discuss what your fortunes get you.

We tested both the flagship P500 and the solitary Tank 500 variant (both of which feature hybrid powertrains) so that we could experience the full effect of their 255 kW and 648 Nm of torque.

Those outputs are derived from a 2.0-litre turbopetrol engine in combination with a 9-speed hybridised auto transmission. A hybrid battery helps both HEVs achieve an 8.3-sec sprint from zero to 100 kph, which is impressive… considering there’s still a mere 4-pot at the heart of these obelisks on wheels.

GWM Tank 500 frontal view – international model shown — *International Tank 500 model shown.*

The P500 will later receive a robust alternative powertrain in the form of a 135 kW/480 Nm 2.4-litre 4-cylinder turbodiesel paired with a 9-speed auto. It will be available in Luxury and Super Luxury grades.

The P500 and Tank 500 have respective party tricks, with the bakkie featuring a pretty nifty split tailgate, which is great for forklifts and general access. Like the P-Series (P300), it also remains the only double-cab in SA that can park itself, thanks to some clever driver-assistance systems, as well as Level 2 ADAS.

The Tank 500, in turn, gets an equally impressive ability to automatically retract its side steps, and a spare wheel located on its horizontally opening tailgate.

Hop aboard either and you’ll encounter a very similar cabin – and near identical controls, each dominated by a larger-than-life 14.6-inch touchscreen infotainment system. Where the GWM P500 favours dark plastics, its Tank 500 sibling boasts a more retro aesthetic with wood trim and an analogue clock.

Nappa leather abounds in both vehicles, with triple-zone climate control across multiple rows keeping driver and passengers cooled (or heated) to exacting standards. All seats are heated and cooled, with the front occupants being further treated to extensive massage functions. There’s a lot to love here!

There’s also a lot that can go wrong

This is the cynical bit, so I’ll keep it brief and polite. As we see our beloved four-wheeled sources of vehicular transport grow ever more digital, and being over-engineered to higher levels, it’s only common sense to be wary of the potential problems that tend to accompany this sort of automotive “progress”.

We live in an era in which vehicle components are repaired less and replaced more, with components growing in size and complexity. Once we breach that R1-million mark, it’s only natural to worry more about what life will be like when things go wrong, which they will, one day. What then of resale value?

Even if our 2-day, 500-km evaluation of the P500 and Tank 500 (on some spectacular dirt and tar roads) were completely incident-free, I still have mild reservations about recommending these new GWMs. A few minor gremlins did rear their heads, such as a tailgate that wouldn’t always open the way it should.

The performance figures may look impressive, but the hybrid power unit felt somewhat breathless when ascending inclines. At other times, the HEV felt quite punchy, especially on flatter sections and downhills, where it would barely scrub off momentum as we weaved through natural chicanes and switchbacks.

Still, the P500 HEV and Tank 500 were awfully fun to pilot – they offer numerous drive modes, including Drift Mode and Off-road Racing. Because of all the “fun” that we had, the hefty GWM test units’ indicated fuel consumption figures rivalled those of comparable 6- or 8-cylinder vehicles during the trip.

But, in defence of our high-18 L/100 km returns, we were pushing some serious tin along the Outeniqua and Phantom Passes – they’re epic slivers of road that downright encourage a heavy right foot.

How much does GWM Tank 500 cost in SA?

GWM Tank 500 2.0T HEV Ultra Luxury 4×4

R1 222 900

The Tank 500’s price includes a 7-year/200 000 km warranty (plus 8-year/150 000 km coverage for the hybrid battery), as well as a 5-year/75 000 km service plan.

New GWM Tank 500 Specs & Prices in South Africa

Find a new/used GWM Tank 500 listed for sale on Cars.co.za

Summary

The GWM P500 and Tank 500 models have me vexed. They challenge that adage of “being worth more than the sum of (their) parts”. Both models are appointed to the rafters with ambient lighting, panoramic roofs, heated helms and smartphone connectivity, Harman Infinity audio and a host of safety acronyms.

They might have the most impressive luxury feature lists offered in the local bakkie and Adventure SUV segments. Ever. But R1 million or R1.22 million might still be more than you should be willing to part with.

Volkswagen Polo Vivo (2024) Price & Specs

The SA-built Volkswagen Polo Vivo hatch has been facelifted, scoring refreshed styling and extra kit (including stability control across the range)…

Meet the facelifted Volkswagen Polo Vivo hatchback, which launches in South Africa with 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). Pricing, however, is unchanged, with the line-up again kicking off at R266 600.

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 Polo Vivo 1.4 5MT at R266 600, followed by the 63 kW/132 Nm Polo Vivo 1.4 Life 5MT at R288 500. Next comes the 77 kW/153 Nm Polo Vivo 1.6 Style 5MT (R318 000), followed by the Polo Vivo 1.6 Life 6AT, which upgrades to a 6-speed automatic transmission and starts at R320 200.

*The cain of the refreshed Polo Vivo Life.*

Finally, the Polo Vivo 1.0 TSI GT 6MT tops the range, priced at R356 000, 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.

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 Polo 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 Polo 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 Polo 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).*

The Polo Vivo holds the crown as South Africa’s best-selling passenger vehicle, with 20 866 units registered in 2022 and 23 904 units in 2023. Over the opening 7 months of 2024, VW’s prolonged-lifecycle hatch has attracted 14 327 sales, putting it firmly on track to retain its title this year.

How much does the facelifted VW Polo Vivo cost in SA?

Volkswagen Polo Vivo 1.4 5MT (55 kW) – R266 600

Volkswagen Polo Vivo 1.4 Life 5MT (63 kW) – R288 500

Volkswagen Polo Vivo 1.6 Style 5MT (77 kW) – R318 000

Volkswagen Polo Vivo 1.6 Life 6AT (77 kW) – R320 200

Volkswagen Polo Vivo 1.0 TSI GT 6MT (81 kW) – R356 000

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.

Buy a used VW Polo Vivo on Cars.co.za!

New Mercedes‑Maybach SL680 roadster revealed

Meet the new Mercedes-Maybach SL680, a V8-powered 2-seater roadster billed as the “sportiest model in the Maybach brand’s history”…

This is the new Mercedes‑Maybach SL680, an ultra-luxurious version of the German automaker’s roadster. Yes, the storied Maybach badge has now – for the first time – been applied to Mercedes-Benz’s SL nameplate.

The new SL680 joins the growing Maybach range, slotting in alongside Maybach-badged versions of the S-Class, GLS and fully electric EQS SUV. The roadster is furthermore billed as the “sportiest model in the Maybach brand’s history”.

Before we delve into what makes the new SL680 a Maybach, let’s touch on the engine. In short, the powertrain is carried over from the Mercedes-AMG SL63 (as opposed to the 4-cylinder SL43 currently offered in South Africa or indeed the 600 kW SE Performance flagship). As such, the twin-turbo 4.0-litre V8 petrol motor delivers an unchanged 430 kW and 800 Nm to all 4 wheels via a 9-speed automatic transmission.

However, likely largely due to added heft, the claimed 0-100 kph time slows by half a second to 4.1 seconds, while top speed falls by 55 kph to 260 kph. In addition, according to Mercedes, its engineers “adapted” the accelerator-pedal characteristics to ensure “the supremely dynamic driving pleasure expected of a Maybach”.

Moreover, the company claims “comprehensive measures” have been implemented to “guarantee a quiet and comfortable, typically Maybach, driving experience”. These include a “noise-optimised” exhaust system, an extensive insulation package and a “comfort-oriented” suspension set-up, along with “soft” engine mounts.

In terms of exterior styling, the Maybach-specific chrome grille features illuminated contours (and illuminated “Maybach” lettering), while the black bonnet bears an upright Mercedes-Benz star and a chromed fin running down its centre. The bonnet is available “upon request” with the Maybach pattern incorporated in graphite grey.

The headlights boast rose-gold accents, while the windscreen frame is finished in chrome, a material repeated on the sill cladding. The Mercedes‑Maybach SL680 rides on 21-inch forged wheels in a 5-hole or a multi-spoke design. The “extensively insulated” acoustic soft top is fashioned from light black fabric, with the Maybach pattern incorporated in anthracite.

Round back, there’s a brand-specific rear skirt (with yet more chrome trim) and a new diffuser design. An “aerodynamically designed” double scoop means the rear bench has been ditched, which sees the Mercedes‑Maybach SL680 function as a strict 2-seater rather than a “2+2” roadster, like the SL43 and SL63. Inside, you’ll find “sustainably tanned” crystal white Nappa leather and trim parts in “gleaming” silver chrome.

The new Mercedes-Maybach SL680 is scheduled to hit initial countries in Europe in 2025, with “other markets to follow”. It’s not yet known whether this high-end model will be offered in South Africa.

GAC GS3 Emzoom (2024) Launch Review

GAC (Guangzhou Automobile Group) has made a suitably flashy debut in the local new vehicle market with the GS3 Emzoom, which exudes much boutique crossover appeal. We drove the flagship of the range – the 1.5T R-Style – in Gauteng recently.

Just to dispel any doubt, the GAC GS3 Emzoom demonstrates that Chinese automakers are willing to fight each other just as bitterly for market share in South Africa (and elsewhere) as in their homeland.

2023 alone saw the local introduction of brands and sub-brands such as BYD, Maxus and Omoda. In 2024, they were joined by Jaecoo, LDV and, as of yesterday, the battle has been turned up a few more notches – with the arrival of GAC (which has no relation to the similar-sounding Chi-African badge, JAC).

GAC is the abbreviation for Guangzhou Automobile Group Motor Company. It is a state-owned company, the 5th-largest automaker in China and reportedly retailed no fewer than 2.5 million cars in 2023.

The Portugal-based Salvador Caetano holding company has obtained the rights to distribute GAC products in South Africa, of which the GS3 Emzoom is the first. Other Em-prefixed (not M) vehicles in GAC’s stable include the Emkoo family car/medium SUV (which will be launched in Mzansi shortly) and Empow sedan (a possibility for the local market?). The Aion Y electric crossover may arrive next year.

Segment-wise, the GS3 Emzoom targets the overcrowded automatic, front-driven, turbopetrol small crossover segment; with models that are 4.4-ish metres long and powered by 1.4- to 1.7-litre engines.

Head-turning looks? Check!

The newcomer has arresting styling, comes loaded with many crowd-pleasing features and will pique the interest of young, well-remunerated, highly image-conscious buyers; that description also applies to the Omoda C5, Jaecoo J7 and BAIC X55 Beijing, so, yeah, the GAC is not afraid of taking on its countrymen.

Pricing for the GS3 Emzoom begins at R469 900 and tops out at R549 900 (Aug 2024). All variants are powered by a 130 kW 1.5-litre 4-pot turbopetrol that develops 270 Nm between 1 400 and 4 500 rpm.

Visually, the range-topping 1.5T R-Style takes the concept of a crossover and ties it into a bowl of writhing serpentine noodles. “Hot hatch meets high rider” is probably the best way to describe it, with a mishmash of diamond-shaped patterns scattered throughout its styling palette, further characterised by a walrus-toothed snout and lavish lashings of orange to accentuate its flamboyant flagship styling.

The non-functional rear diffuser wraps around a pair of howitzer-proportioned exhaust tips, of which the right houses a (visible) valve that can open with the press of a steering-wheel-mounted button… to emit a mildly more boisterous tone. The boy racer-meets-bush styling is conceivably open to interpretation; yes, it’s brash – but not overly offensive. It does limit the R-Style’s customer age and profile, however.

GAC GS3 Emzoom rear diffuser and exhaust tips

GS3 Emzoom’s surprisingly spacious interior

The utilisation of space in the GAC GS3 Emzoom is quite smart, however. Both rows of seats extend rearwards beyond their adjacent roof pillars. That, along with the absence of a transmission tunnel, creates an entirely flat rear passenger floor that facilitates a truly cavernous passenger area.

There’s no such thing as a free lunch, though. The price for being able to comfortably accommodate adults who like consuming extra (oh, let’s say) wontons is a limited luggage capacity. The load bay is said to accommodate 341 litres, which extends to 1 271 litres when the rear seatback is folded forward.

Up front – and similar to many of the GS3 Emzoom’s compatriots – there’s a dizzying mix of materials scattered around the fascia, although the more industrial ones have been implemented sparingly to solely carry out the heaviest buffering against scuffing.

As is de rigeur nowadays, the driver is faced by a pair of digital displays, with the centre one offering a range of adjustments (including opening all windows and the panoramic sunroof). It sits atop a row of physical buttons to control the more essential in-car functions.

Wireless Apple CarPlay is available, though Android users can only mirror their smartphone screens by installing a CarbitLink app or using an aftermarket box that allows wireless Android Auto, which GAC will install for R1 500. GAC says the latter connectivity should appear as an integrated feature by next year.

Sweet – and slightly sour – driving experience

The driving experience is a mainly sweet (and only minorly sour) affair. GAC claims a 0-100 kph sprint time of 8 sec, although an impromptu, smartphone-measured attempt to emulate this time only delivered a double-digit result. This is owed either to overzealous traction control (with no switchable traction or stability control) or too much clutch slip at pull-away, which robs the 1.5T R-Style of any instantaneous alacrity – or both. Plus, the kerb weight (of around 1 400 kg) makes a meal of its power-to-weight ratio.

GAC GS3 Emzoom drive modes selection screen

Once the GAC gets going, though, metres are munched as it sets off chasing the horizon. It’s not firing-squad-facing fast, but the flat torque curve – once reached – keeps the GS3, um, effortlessly zooming (sorry, Mazda) at impeachable velocities. Just mind the hyperactive ABS when it’s time to brake hard.

And akin to the Chery Tiggo 4 Pro’s dual-clutcher, shifts from the 7-speed automatic transmission are seamless yet nowhere near Volkswagen’s DSG in terms of crispness or rapidity. So much so, that, truth be told, the uninformed would be none the wiser over the transmission’s inner workings.

Gearshift paddles would have added an extra layer of engagement (by enabling drivers to keep the engine in “its sweet spot” longer) and more in keeping with the 1.5T R-Style’s alleged sporty character. The electric steering setup is also quite sterile – the ‘wheel feels lifeless, no matter the steering angle.

But do you know what? That narrower performance window only broadens the GAC GS3 Emzoom’s appeal. Sure, while the abundance of power is pleasing, there isn’t a hint of athleticism in its suspension setup, which isn’t helped by the 18-inch alloy wheels being wrapped in higher-profile (225/55) tyres.

But that’s exactly why you won’t see the GS3 Emzoom in Fast & Furious film anytime soon. And that makes the GAC – as a beefy, better-rounded (even if admittedly flashy) offering – all the better for it.

The GS3 Emzoom also rides comfortably and quietly without fear of ruts and juts, with only wind and tyre rumble audible at highway speeds. And what about that bulk (1.4-tonne kerb weight) I mentioned? It’s put to great use in sealing in the solid feel so often and sorely absent in some Chinese brands’ models.

And, a mere glance at the GAC’s panel gaps (a tell-tale build quality benchmark) reveals a consistency that is easily comparable with those of the newcomer’s European counterparts. You read that correctly.

How much does the GAC GS3 Emzoom cost in SA?

GS3 Emzoom 1.5T Comfort	R469 900
GS3 Emzoom 1.5T Executive	R499 900
GS3 Emzoom 1.5T R-Style	R549 900

All GAC GS3 Emzoom variants come with a 5-year/150 000 km warranty and a 5-year/60 000 km service plan, with service intervals every 15 000 km.

Summary

So is that a shì or a bú shì for the GAC GS3 Emzoom 1.5T R-Style? My head says the running shoe-cum-Timberland boot thing is a bit muddled, or that you’d be just as happy in the mid-range 1.5T Executive variant, which is arguably the pick of the range. But my heart says that I want this one – don’t you?

Audi A3 (2013-2020) Buyer’s Guide

Juliet McGuire lists the strengths and weaknesses, common problems and resale values of the 3rd-gen Audi A3. Also in this guide, Ryan Bubear reveals which variants were offered in South Africa and how much you can expect to pay for a good example…

Audi A3 model line-up

A refresh for the Audi A3 range late in 2016

Product strengths

Product weaknesses

What to pay?

Pick of the range?

Verdict

Looking for an Audi A3 to buy?

Updated Haval Jolion Pro Review: Does Pro mean better?

Jacob Moshokoa tests the new Haval Jolion Pro to find out if it represents an appealing buying proposition in a crowded compact SUV segment. Should you buy it? Watch the video!

Single- & double-cab bakkie sales: Hilux vs Ranger in July 2024

In July 2024, the Hilux and Ranger again led SA’s bakkie sales race. But which one dominated the single-, extended- and double-cab segments? Here are the figures!

SA’s best-selling double-cab bakkies in July 2024

July 2024 sales of single- and extended-cab bakkies

Related content

Volkswagen Polo Vivo (2024) Launch Review

A freshly updated Volkswagen Polo Vivo – with styling enhancements, equipment upgrades and improved safety features – has been launched in South Africa. We visited VW Group Africa’s Kariega production facility to drive the revised model.

What exactly has changed in the latest VW Polo Vivo?

What engines power the latest VW Polo Vivo?

What’s the VW Polo Vivo like to drive?

How much does the Volkswagen Polo Vivo cost in SA (Aug 2024)?

Summary

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EVs and hybrids: SA sales figures for 1st half of 2024

How many fully electric vehicles, traditional hybrids and plug-in hybrids were sold in South Africa in the 1st half of 2024? Let’s take a closer look at the official sales figures…

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Audi RS3 Facelifted for 2025

The Audi RS3 facelift has just been revealed and it’s confirmed for South Africa in early 2025. Here’s a look at the updates.

When is the Audi RS3 facelift coming to South Africa?

GWM P500 & Tank 500 (2024) Launch Review

The petrol-electric flagships of the GWM P500 “grande bakkie” and its 7-seat SUV equivalent – the GWM Tank 500 – may cost R1 million and R1.22 million, but they come equipped with enough luxury features to make SA’s other luxury bakkies blush.

It’s a numbers game

How much does the GWM P500 cost in SA? (Aug 2024)

What are the GWM P500 & Tank 500 like to drive?

There’s also a lot that can go wrong

How much does GWM Tank 500 cost in SA?

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Volkswagen Polo Vivo (2024) Price & Specs

The SA-built Volkswagen Polo Vivo hatch has been facelifted, scoring refreshed styling and extra kit (including stability control across the range)…

How much does the facelifted VW Polo Vivo cost in SA?

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New Mercedes‑Maybach SL680 roadster revealed

Meet the new Mercedes-Maybach SL680, a V8-powered 2-seater roadster billed as the “sportiest model in the Maybach brand’s history”…

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GAC GS3 Emzoom (2024) Launch Review

GAC (Guangzhou Automobile Group) has made a suitably flashy debut in the local new vehicle market with the GS3 Emzoom, which exudes much boutique crossover appeal. We drove the flagship of the range – the 1.5T R-Style – in Gauteng recently.

Head-turning looks? Check!

GS3 Emzoom’s surprisingly spacious interior

Sweet – and slightly sour – driving experience

How much does the GAC GS3 Emzoom cost in SA?

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