Car Safety Ratings: What They Mean and Why They Matter

What are car safety ratings, and what do they mean for you and your family? We unpack the details here…

Every year, thousands of South Africans step into car dealerships with dreams of finding their perfect vehicle. They compare prices, fuel efficiency figures, and features, but many walk away without fully understanding one of the most important aspects of their purchase: car safety ratings. These mysterious star systems and technical jargon can leave even the most savvy buyers scratching their heads.

The reality is that car safety ratings aren’t just marketing gimmicks or nice-to-have badges. They’re scientific assessments that could mean the difference between walking away from an accident or becoming another tragic statistic on our roads. Let’s break down what these ratings actually mean and why they should influence your next car purchase.

What Are Car Safety Ratings?

Car safety ratings are comprehensive evaluations that measure how well a vehicle protects its occupants and helps prevent accidents from happening in the 1st place – they’re report cards for cars. Independent organisations conduct rigorous testing on vehicles to see how they perform under extreme conditions.

Several organisations worldwide conduct these assessments, including Global NCAP, Euro NCAP, and ANCAP. For South African buyers, Global NCAP’s work is particularly relevant, as they’ve been testing popular local models through their #SaferCarsForAfrica campaign in partnership with AA South Africa. The AA helps fund, promote, and publicise these crash tests to help local consumers make informed decisions, but does not conduct separate, independent crash tests itself.

These ratings aren’t based on guesswork or manufacturer claims. They’re the result of systematic crash tests and detailed safety feature assessments conducted in controlled laboratory environments.

How Car Safety Ratings Are Determined

The testing process involves subjecting vehicles to various crash scenarios that simulate real-world accidents. Cars are crashed into barriers at specific speeds to replicate frontal impacts, side collisions, and sometimes rear-end crashes. Sophisticated sensors and crash test dummies collect data on how the vehicle’s structure holds up and how much force is transmitted to occupants.

Modern safety assessments evaluate 4 key areas, often called “pillars.”

Adult Occupant Protection measures how well the car protects grown-ups during a crash.
Child Occupant Protection focuses on the safety systems designed to keep young passengers secure.
Vulnerable Road User Protection examines how the vehicle’s design minimises harm to pedestrians and cyclists in the event of a collision.
Safety Assist evaluates active safety technologies such as electronic stability control (ESC), anti-lock braking system (ABS), and autonomous emergency braking (AEB). These systems work to prevent accidents from happening rather than just protecting occupants when they do occur.

Interestingly, while modern safety assessments aim to encourage balanced safety across all categories by considering multiple areas, such as adult occupant protection, child occupant protection, vulnerable road user protection, and safety assist features, the overall star rating often primarily reflects the adult occupant protection score. In some testing protocols and regional campaigns, child occupant protection and other pillars are reported separately and may not directly lower the headline star rating.

However, as testing standards evolve, there is a growing emphasis on ensuring that the lowest-performing area influences the overall rating, pushing manufacturers to improve safety comprehensively across all categories.

The Star System Explained

The star rating system ranges from zero to 5 stars, with 5 being the highest achievement. A 5-star rating indicates excellent protection combined with advanced safety features that represent the current state of automotive safety technology. These vehicles typically include multiple airbags, strong structural design, and sophisticated electronic safety systems.

Four-star vehicles offer good protection with some advanced features, while 3-star cars provide average protection but may lack the latest safety technologies. Two-star ratings indicate basic protection with few advanced features, and 1-star vehicles offer only marginal protection with minimal safety technology.

Perhaps most concerning is the 0-star rating, which means the vehicle meets only minimum legal requirements but lacks many modern safety features that have become standard elsewhere. These cars often lack basic equipment like airbags or have structural designs that perform poorly in crash tests.

Why These Ratings Matter

The difference between star ratings isn’t academic – it translates directly to real-world consequences. Research shows that higher-rated vehicles significantly reduce the risk of serious injury or death in accidents. In a country where far too many road fatalities occur, this info becomes even more valuable.

Many budget vehicles historically sold in South Africa have lagged behind international safety standards. However, awareness is growing, and manufacturers are beginning to respond to consumer demand for safer vehicles. The publication of safety ratings empowers consumers to make informed choices and sends a clear message to manufacturers about what South African buyers expect.

This shift in awareness has already begun influencing the market. Some manufacturers have started offering improved safety specifications on their South African models after receiving poor ratings, demonstrating the power of informed consumer choice.

Popular Models Compared

To illustrate how these ratings work in practice, let’s examine some popular South African models and their performance:

Model	Adult Occupant	Child Occupant	Star Rating	Notable Features
Toyota Etios	4 stars	3 stars	4 stars	Dual airbags, ABS
Renault Sandero	Not recently tested by Global NCAP; older tests showed ~3 stars for adult occupant, child occupant varies; ESC on some models	3 stars (older data)	~3 stars (older data)	Airbags, ESC (some models)
Volkswagen Polo Vivo	Not recently tested by Global NCAP; older tests showed ~3 stars for adult occupant and child occupant	~3 stars (older data)	Airbags, ABS
Kia Pegas (2024)	2 stars	4 stars	2 stars	Dual airbags, no ESC standard
Maruti Suzuki Ertiga (2024)	1 star	2 stars	1 star	Dual airbags, no ESC
Chery QQ3	0 stars	0 stars	0 stars	No airbags

The Toyota Etios stands out as a good example of how a budget-friendly vehicle can still achieve a strong safety performance. Its 4-star overall rating demonstrates that affordable doesn’t have to mean unsafe. Conversely, the Chery QQ3’s 0-star rating highlights the safety compromises that come with some ultra-budget options; fortunately, the QQ3 model has long been discontinued in South Africa.

See also: Tyre Maintenance Tips

Finding Safety Information

Before making your next vehicle purchase, take time to research safety ratings through official channels. The Global NCAP website provides comprehensive test results for many models sold in emerging markets, while AA South Africa’s crash test section offers local testing results and analysis.

Euro NCAP provides detailed explanations of their testing methodology and results for European models that may also be sold locally. Don’t rely solely on manufacturer marketing materials or dealer claims – independent testing provides the most reliable safety information.

Consider making safety ratings a primary factor in your decision-making process, especially if you regularly carry family members or drive long distances. The small price difference between a 2-star and 4-star vehicle becomes insignificant compared to the potential cost of serious injury.

Make Car Safety a Priority

Understanding car safety ratings empowers you to make informed decisions that could protect you and your loved ones for years to come. These ratings provide objective, scientific data about how vehicles perform under controlled conditions that simulate real-world accidents.

The next time you visit a dealership, ask about safety ratings and request to see official test results. Don’t accept vague assurances about safety – demand specific information about star ratings and safety features. Your insistence on safety helps drive the entire industry toward better standards.

Remember that the cheapest car isn’t always the best value if it compromises your safety. Make informed choices based on comprehensive safety data, and encourage others to do the same. After all, no destination is worth reaching if you don’t arrive safely.

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VW launches more affordable auto-equipped Amarok derivative

Volkswagen has launched a more affordable automatic-equipped Amarok double-cab derivative in South Africa, undercutting the previous most economical by R93 900…

Volkswagen has rolled out a new Amarok double-cab derivative in South Africa, combining the “Life” trim level with a 4×2 configuration and an automatic transmission. The newcomer thus arrives as the most affordable auto-equipped variant in the local range.

The launch of the fresh 2.0 TDI Life 4×2 6AT derivative sees the local VW Amarok line-up – which, of course, is built alongside the Ranger at Ford’s Silverton plant in Gauteng – expand to 13 variants, with all but 2 featuring the double-cab body style.

Priced from R704 700, the new 2.0 TDI Life 4×2 6AT comes at a premium of R40 300 over the base 2.0TDI double cab (R664 400), though keep in mind the latter features a 6-speed manual gearbox as standard. This new variant thus assumes the role of most affordable auto-equipped Amarok in the range, undercutting the 4Motion version by R93 900.

While double-cab derivatives further up the portfolio use either the 2.0 BiTDI (154 kW/500 Nm) or 3.0 TDI V6 (184 kW/600 Nm) oil-burners, the new 2.0 TDI Life 4×2 6AT employs the single-turbo version of the 4-cylinder motor.

Peak outputs stand at 125 kW and 405 Nm, with the latter on tap from 1 750- to 2 500 rpm. With drive directed to the rear axle via a 6-speed automatic cog-swapper, the German firm claims a combined fuel-economy figure of 6.9 L/100 km and a top speed of 180 kph. This derivative’s payload capacity comes in at 1 080 kg, while its braked towing capacity is listed as 3 500 kg.

Standard features include 17-inch “Combra” alloy wheels (wrapped in 255/70 R17 tyres), a powered tailgate lock, a trailer hitch, parking sensors (front and rear), a reverse-view camera, fabric upholstery, an 8-inch infotainment display, a 6-speaker sound system, a leather-trimmed steering wheel, manual air conditioning, cruise control and automatic LED headlamps.

How much does the VW Amarok cost in South Africa?

Volkswagen Amarok 2.0 TDI SC 4×2 6MT – R588 500

Volkswagen Amarok 2.0 TDI SC 4Motion 6MT – R660 500

Volkswagen Amarok 2.0 TDI DC 4×2 6MT – R664 400

Volkswagen Amarok 2.0 TDI DC Life 4×2 6AT – R704 700

Volkswagen Amarok 2.0 TDI DC 4Motion 6MT – R736 600

Volkswagen Amarok 2.0 TDI DC Life 4Motion 6MT – R758 600

Volkswagen Amarok 2.0 TDI DC Life 4Motion 6AT – R798 600

Volkswagen Amarok 2.0 BiTDI DC Life 4Motion 10AT – R871 200

Volkswagen Amarok 2.0 BiTDI DC Style 4Motion 10AT – R966 500

Volkswagen Amarok 3.0 TDI V6 DC Style 4Motion 10AT – R1 071 100

Volkswagen Amarok 2.0 BiTDI DC PanAmericana 4Motion 10AT – R1 081 500

Volkswagen Amarok 3.0 TDI V6 DC PanAmericana 4Motion 10AT – R1 176 800

Volkswagen Amarok 3.0 TDI V6 DC Aventura 4Motion 10AT – R1 237 400

The prices above include VW’s 5-year/150 000 km warranty and a 5-year/100 000 km maintenance plan (with 15 000 km intervals).

Find a used VW Amarok on Cars.co.za!

Ferrari 250 GT Cabriolet: Classic Drive

It’s not often that you see a ’60s Ferrari with 3 layers of paint. However, a full restoration was never on the cards when this car’s owner finally bought his dream Ferrari – a 250 GT Cabriolet Pinin Farina Series II – after waiting patiently for 15 years.

If you think of a Ferrari 250 GT, most associations that come to mind will likely involve events such as the Pebble Beach Concours and fancy auctions where pristine vintage cars command millions of dollars. Or, maybe, vintage tours and races across the globe, where the legendary 3.0-litre V12 can sing freely and owners and spectators alike can enjoy seeing these cars being used as Enzo Ferrari intended.

And then there’s this 1962 Ferrari 250 GT Cabriolet Pinin Farina Series II (s/n 2307GT) – the only example of such a car in Mzansi (that we know of). As I walk around the Ferrari, there’s no hiding its age… There are several dings and dents in the sheet metal, while the paintwork behind the cabin is clearly cracked.

“It stood outside, sometimes partially covered, from around 1983 until we bought it a few years ago,” says Russell Haselau, who maintains the Ferrari for its current owner. “You’ll notice the 2 circular stains above the front bumper. At some point in the car’s past, reflectors were fitted here. The car spent some time in Zimbabwe, where front reflectors had to be fitted to conform with local legislation.”

Ferrari 250 GT Cabriolet unrestored front end

There are more shocks in the 250 GT Cabriolet’s back story. Not only had the Ferrari been abandoned to the elements, but before his death, the previous owner had attempted a restoration (of sorts) – he never completed it. “The car was about 75% stripped (when purchased from his estate),” Haselau continues.

“As we thoroughly searched the garage, including several boxes and shelves, however, we fortunately found almost every part. We also found the car’s original ashtray (shown below) – it sat on the previous owner’s veranda, where he used it as an ashtray! Needless to say, the rare item, bearing the crossed flags of Ferrari and Pinin Farina, has been returned to its proper position between the car’s seats.

The new owner decided not to embark on a nut-and-bolt restoration, because that would have kept the Ferrari off the road for at least 2, if not 3, years.

“I had been chasing this car for about 15 years,” he says, “and I don’t think I will restore it. I don’t want to waste driving time with the car by having it sitting on blocks while being restored!”

But that doesn’t mean that bringing the Ferrari 250 GT Cabriolet back to life was a quick or simple task.

“It is not always easy working on such an old Ferrari,” explains Haselau. “With other cars, you can do a lot of research on the internet, but there isn’t a lot of information or details out there regarding working on or maintaining these types of cars.”

The 1st step was to drain and refill all the Ferrari’s fluids. Next up was the braking system, which was overhauled. The original wheels, which were painted, were still on the car, but they’d been damaged by errant swings of a hammer (used to remove/refit the dual-ear knock-offs). Period-correct chromed replacements were ordered and fitted with period-correct Michelin 185VR-15 XVS radial tyres.

A more challenging task involved resuscitating the gearbox. “The selectors needed some work,” says Haselau. “It has some rubber bushes, and all of them were worn out. We also restored the cooling and ignition systems. Then we replaced a number of the exterior lights.

“These were but a few of a small number of parts of the Ferrari 250 GT Cabriolet that we could not find when we bought the car. Following a trip to Europe, we were able to source most of these lights. Then we replaced the belly plate, which was also missing.”

It was during this partial restoration that more details about the Ferrari’s history were uncovered. Below the current beige paint, there’s a layer of yellow; it’s clearly visible around the front grille.

Further investigation showed that when the car arrived in South Africa (from Italy) in 1967, it was yellow. However, checking the car’s serial number against Ferrari’s records revealed the 250’s original colour was, as a matter of fact, Shell Grey, meaning the car wears no fewer than 3 discrete layers of paint.

Ferrari 250 GT Cabriolet rear tracking shot

The focus then shifted to the Ferrari’s interior. The seats and other trim areas, such as the transmission tunnel and lower part of the fascia, were reupholstered. Finally, a new soft top was fitted.

The model came with a rare hard top, which gives the car a very coupe-like look when fitted. That’s not too surprising, since the Coupe and Cabriolet versions are essentially identical below the waistline.

Initially, there was very little interest at the factory to build a topless version of the 250 GT Pinin Farina; Ferrari was already producing the prettier 250 GT Cabriolet Pinin Farina Series I.

But the firm’s North American distributors pushed for the production of the variant, which was unveiled at the Paris Motor Show in 1959. The Series II remained in production until 1962; 202 units were made.

Ferrari 250 GT Cabriolet front three quarter tracking shot

Specifications:

Model: 1962 Ferrari 250 GT Cabriolet Pinin Farina Series II
Years produced: 1959–1962
Engine: 3.0-litre V12, petrol w/3 Weber 36 DCF carburettors
Gearbox: 4-speed manual
Power: 176 kW at 7 000 rpm
Chassis: tubular steel
Kerb weight: 1 200 kg
Fuel tank: 100 litres
Top speed: 250 kph

What the Ferrari 250 GT Cabriolet is like to drive

I pull the Ferrari 250 GT Cabriolet door open, then slide into its driver’s seat. These red leather pews are suitably comfortable, although, unlike in modern cars, there’s no support for your upper body; the seat’s backrest ends just below my shoulder blades. But, to be fair, you wouldn’t expect it to be any other way.

The rest of the red leather interior contrasts starkly with the car’s off-white exterior and dashboard – not only because of the lush colour, but how it thoroughly dominates the interior: The seats, gear lever boot, transmission tunnel, footwells, and door cards are all trimmed in the bright hue. The carpet’s red, too.

I sit very close to the simple wood-rimmed 3-spoke steering wheel, replete with the black Prancing Horse on a yellow background in its centre. Behind the tiller are no fewer than 7 (yes, you read that correctly) dials: the large speedometer and tachometer bracket a small oil pressure gauge, with a quartet of gauges (for oil and water temperature, fuel level, and the analogue clock) located to their right.

It is believed that this car (s/n 2307GT) was originally earmarked for Italy, as evidenced by the Italian words dotted about the cabin; for instance, the oil-pressure gauge reads olio.

I enjoy a very commanding view of the road ahead. Through the windshield, I can see the rear of the bonnet’s modest air intake, a small reminder of the performance potential 3.0-litre Colombo V12.

The gear lever is perfectly positioned to my right, on the raised transmission tunnel. To start the car, slot the key upside down into the ignition, turn it clockwise 180 degrees, then press inwards. The motor catches immediately and settles into a smooth idle, burbling through the car’s quad exhaust tips.

Once underway, I discover the engine is fairly tractable, but it doesn’t pull strongly below 1 500 rpm. As I slowly put my right foot down, the engine quickly gains momentum, and the timbre of the V12 deepens. Pottering around in traffic clearly isn’t the engine’s strong suit – it wants revs and needs an open road.

Out of respect for the 58-year-old engine, which ostensibly remains unopened since it left the factory, I upshift at roughly 5 000 rpm. Ferrari rated the engine at 176 kW at a significantly higher 7 000 rpm, yet the 250 GT Cabriolet still moves along quite briskly, helped by the car’s trim kerb weight (a claimed 1 200 kg). I can only imagine how punchy and aurally enticing it must feel during that final 2 000 rpm…

While the V12 revs easily, changing gears requires solid effort from my right arm. However, the shift action is wonderfully engaging – there’s a pure mechanical metal-on-metal feeling to each cog swap.

When it’s time to slow for bends, the reconditioned brakes feel strong and entirely capable of scrubbing off speed. When I rotate the large steering wheel, the Ferrari changes direction with minimal effort.

For most of the morning, we drive with the roof down, which only heightens the senses of speed and involvement that the Ferrari 250 GT Cabriolet instils. Johannesburg cannot be compared to Italy, of course, but I get a sense of what it must be like to drive this car through the hills of its home country.

It’s an enlightening experience; it immediately brings home why these vintage cars are still revered.

Ferrari 250 GT Cabriolet rear three-quarter view

Summary

“The 250 range is one of Ferrari’s most special models,” agrees the 250 GT Cabriolet’s owner. “It has a visionary engine, which did a lot to establish Ferrari back in the day. Once you’ve become smitten with Ferrari, other car brands pale in comparison. For me, it was the 250 LM, which raced several decades ago at the 9 Hour (endurance race at Kyalami), that kickstarted my interest and love for the brand.”

“Another highlight is the car’s ride quality,” he adds. “It’s better to drive than some of the later Ferraris, such as the 365.” And that is what he plans to do: drive it. “It can be restored at any time in the future,” notes Haselau, but for now, this car needs to be driven, because it was off the road for far too long.”

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Your Complete Guide to Safe Towing in South Africa

Master safe towing in South Africa with our complete guide. Learn about weight limits, speed restrictions, driving tips, equipment essentials and more…

Nothing beats the freedom of hitching up your boat, caravan, or trailer and heading off on an adventure. But here’s the reality check – that weekend getaway can quickly become a nightmare if you’re not ready for safe towing.

We’ve all seen it: the guy wrestling with a swaying trailer on the N1, or the family stranded on the Karoo highway with an overheated bakkie. The difference between a memorable trip and a disaster often comes down to preparation and knowledge.

This guide cuts through the confusion and gives you everything you need to tow safely and confidently on South Africa’s extensive road network.

Understanding Towing Basics

Towing Capacity Explained

Your vehicle’s towing capacity represents the maximum weight it can safely pull without compromising performance or safety. This figure accounts for your engine’s power, transmission strength, cooling system capacity, and braking ability. Exceeding this limit can cause transmission damage, engine overheating, or complete brake failure.

Finding your towing capacity requires checking your vehicle’s handbook or contacting the manufacturer directly. The figure is typically listed in kilograms and may vary depending on your vehicle’s specific engine and transmission combination. Some manufacturers provide different ratings for braked and unbraked trailers, with braked trailers allowing significantly higher weights.

Term	Definition	How It Relates to Towing
Gross Vehicle Mass (GVM)	Maximum allowed weight of the fully loaded tow vehicle (vehicle + passengers + cargo + fuel)	Limits how much total weight your vehicle can safely carry, including the trailer’s tongue weight
Gross Trailer Mass (GTM)	Weight of the trailer plus its load pressing down on the tow vehicle’s hitch (tongue weight)	Must be within the tow vehicle and towbar’s rated limits to avoid sway and maintain control
Gross Combination Mass (GCM)	Combined maximum weight of the fully loaded tow vehicle plus the fully loaded trailer	Must not be exceeded to ensure safe braking, handling, and structural integrity
Towing Capacity	Maximum weight your vehicle can safely tow, as specified by the manufacturer	Should never be exceeded; includes trailer weight plus cargo
Tongue Weight (TW)	Downward force the trailer hitch exerts on the tow vehicle’s hitch ball (usually 10-15% of trailer weight)	Proper tongue weight ensures trailer stability and prevents sway

What is Tongue Weight?

Tongue weight refers to the downward force your trailer exerts on your vehicle’s hitch ball. For conventional trailers, this weight should typically represent 10-15% of your total trailer weight to maintain proper balance and steering control. In the case of gooseneck or 5th-wheel trailers, the tongue weight can be higher, usually between 15% and 30% of the trailer’s total weight.

Maintaining the correct tongue weight is essential for safe towing, as it helps prevent trailer sway and ensures stable handling on the road.

Define GTM and ATM

Gross Trailer Mass (GTM) represents your trailer’s maximum loaded weight, including the trailer itself and all cargo on it. Aggregate Trailer Mass (ATM) includes the GTM plus any additional weight transferred to your towing vehicle through the hitch connection.

Weight Limits and Legal Requirements

South African law regulates trailer dimensions and weights to ensure road safety. Standard trailers are limited to a maximum width of 2.6 meters and a maximum length of 12.5 meters.

Without special permits, exceeding these dimensions is prohibited. Weight restrictions depend on the driver’s license code, with specific limits on Gross Vehicle Mass (GVM) and Gross Combination Mass (GCM) for different vehicle and trailer combinations.

Understanding these legal requirements protects you from fines and liability issues. Local traffic authorities can weigh your combination at roadside checkpoints, and penalties for overloading can be severe. Always verify current regulations through official channels, as requirements change periodically.

Safe Towing Speed

South African law imposes specific speed restrictions for towing combinations that differ from standard vehicle limits. Vehicles exceeding 3 500 kg GVM or GCM must observe a maximum speed of 100 kph, even on freeways, where other traffic may travel at 120 kph. This reduced limit acknowledges the additional stopping distances and handling challenges associated with heavier combinations.

Safety experts recommend maintaining speeds between 80 and 90 kph for optimal control, regardless of legal limits. Higher speeds dramatically increase fuel consumption, with towing at 100 kph using approximately 30% more fuel than maintaining 80 kph. This speed reduction also provides better reaction time for unexpected situations and reduces stress on your towing equipment.

How to Tow Heavy Loads Safely

With towing fundamentals and legal requirements out of the way, it’s time to consider their practical application. Safe towing isn’t about luck – it’s about following proven procedures that keep you and other road users protected.

Pre-Towing Checks

Always verify your vehicle and trailer weight limits before loading. Weigh your loaded trailer at a certified scale, as estimating cargo weight often leads to dangerous overloading. Check your towbar rating independently, as it may be lower than your vehicle’s maximum towing capacity.

Inspect trailer lights, brakes, and tyres before every trip. Trailer tyres age differently from regular tyres due to extended storage periods and load cycling. Check tyre pressure when cold, as trailer tyres often require higher pressures than passenger car tyres to handle their load ratings safely.

Loading the Trailer Correctly

Weight distribution affects handling more than total weight in many situations. Place heavy items low and forward in the trailer to maintain proper tongue weight and centre of gravity. Avoid concentrating weight at the rear, which can cause dangerous oscillations at highway speeds.

Secure all cargo with appropriate tie-downs rated for the loads they’re restraining. Cargo can shift dramatically during emergency manoeuvres, potentially causing loss of control or trailer rollover. Use multiple attachment points and inspect tie-downs regularly during long trips.

See also: Tyre Maintenance Tips

Driving Tips While Towing

Maintain larger following distances to account for increased braking requirements
Accelerate gradually to avoid excessive stress on your vehicle’s powertrain
Use lower gears on steep grades to maintain engine braking capability
Take wider turns to prevent trailer wheels from cutting corners
Monitor trailer behaviour through mirrors and respond immediately to any swaying

Trailer sway correction requires specific techniques that differ from normal driving responses. Gradually reduce speed without applying brakes if possible, as braking can worsen sway conditions. Manual trailer brake controllers allow you to apply the trailer’s brakes independently, often stopping sway effectively.

Using Technology and Accessories for Safe Towing

Modern trailer brake controllers integrate seamlessly with your vehicle’s systems, providing proportional braking that feels natural. These systems automatically adjust braking force based on deceleration demands, reducing wear and improving safety. Some advanced systems include gain adjustment for different trailer weights.

Tow-assist camera systems (shown above) eliminate traditional blind spots and simplify backing manoeuvres. Multiple camera angles help position trailers precisely, while some systems provide projected path guidance for complex backing situations (see below).

Commonly Asked Questions About Towing

What happens if I exceed my vehicle’s towing capacity? Exceeding towing capacity can cause transmission overheating, engine damage, brake failure, or suspension problems. Insurance companies may deny claims for accidents involving overloaded vehicles, leaving you financially responsible for damages.

How do I know if my towbar is rated for my trailer? Check the towbar’s rating plate, which should specify maximum tongue weight and total towing capacity. These figures must equal or exceed your trailer’s requirements. Professional installation ensures proper rating and legal compliance.

Can I tow with a passenger car, or is a truck/SUV necessary? Many passenger cars can tow light trailers safely within their rated capacities. However, trucks and SUVs generally offer higher capacities, better stability, and superior cooling systems for sustained towing operations.

How often should I maintain my towing equipment? Inspect hitches, electrical connections, and safety chains before each use. Professional servicing should occur annually or every 20 000 km, whichever comes 1st. Trailer bearings require regular greasing according to the manufacturer’s specifications.

Are there special licenses or permits required for towing heavy loads in South Africa? Standard licenses cover most recreational towing situations. Commercial operators or exceptionally heavy loads may require special permits or upgraded licenses. Consult local traffic authorities for specific requirements.

Towing License Requirements

License Code	Vehicle and Trailer Types Allowed	Trailer Gross Vehicle Mass (GVM) Limits	Additional Notes
B	Light motor vehicles (up to 3 500 kg GVM)	Trailer up to 750 kg GVM (unbraked trailers must be less than 50% of the towing vehicle’s tare mass)	Suitable for towing small trailers without independent brakes
EB	Vehicles allowed by Code B plus trailers	Trailer up to 3 500 kg GVM (must not exceed towing vehicle’s tare mass)	Required for towing heavier braked trailers; max 2 trailers allowed if combined GVM ≤ towing vehicle’s tare mass and ≤ 3,500 kg
EC1	Medium vehicles (3 500 kg to 16 000 kg GVM) plus trailers	Trailer over 750 kg GVM	Allows towing heavier trailers with appropriate braking systems
EC	Heavy vehicles (over 16 000 kg GVM) plus trailers	Trailer over 750 kg GVM	For towing very heavy trailers; requires advanced vehicle and trailer braking systems

Key Points:

Unbraked trailers must be less than 750 kg and less than 50% of the towing vehicle’s tare mass to be towed legally with a Code B license.
Braked trailers up to 3 500 kg GVM can be towed with an EB license, provided the trailer’s GVM does not exceed the towing vehicle’s tare mass.
The combined length of the tow vehicle and trailers must be less than 22 meters.
Both trailers must have independent braking systems if the combined GVM exceeds 750 kg.
License upgrades require passing the learner’s test and practical driving test with a suitable tow vehicle and trailer.

Additional Practical Tips

Long-distance towing requires extra preparation beyond local trips. Plan routes to avoid steep grades where possible, and identify service stations with trailer-friendly layouts. Carry spare trailer parts, including lights, fuses, and a tyre repair kit designed for trailer tyres.

Weather conditions dramatically affect towing safety. Crosswinds can destabilise trailers, while rain reduces braking effectiveness and visibility. Reduce speed significantly in adverse conditions, and consider postponing trips during severe weather warnings.

Emergency procedures can prevent minor incidents from becoming major disasters. If your trailer begins swaying, resist the urge to steer aggressively or brake hard. Instead, lift off the accelerator pedal gradually and allow the combination to slow naturally while maintaining straight steering inputs.

Safe Towing Starts With Knowledge

Understanding your limits and respecting your equipment form the foundation of safe towing. Every vehicle and trailer combination behaves differently, so start with light loads and familiar routes before attempting challenging towing situations.

Regular maintenance and proper preparation prevent most towing problems before they occur. Invest in quality equipment rated for your specific needs, and don’t hesitate to consult professionals for complex installations or unusual requirements.

Explore Cars.co.za’s extensive inventory to find the perfect towing vehicle for your adventures. Our detailed specifications and expert reviews help you make informed decisions based on your specific towing requirements and budget considerations.

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Golf 8.5 1.4TSI: Why the U-turn, VW?

While it’s no surprise that the new Golf 8.5 1.4TSI is an appealing family hatchback, what makes Volkswagen think the newcomer could be a success? After all, the brand anticipated the crossover apocalypse when it withdrew non-GTI Golf variants in 2021.

After a 4-year absence of standard Golf variants from the local market, Volkswagen Group Africa recently added the Golf 8.5 1.4TSI (available in 4 trim grades) to its line-up. This follows VW’s decision in 2021 to offer only GTI and R versions to satisfy what was left of rapidly shrinking demand for family hatchbacks.

In light of feverish demand for crossovers – including Volkswagen’s cute-but-befuddling armada of T-named niche-within-a-niche small and compact SUVs, it’s easy to understand the brand’s 2021 move.

Watch Ciro De Siena’s video review of the Volkswagen Golf 8.5:

At the same time, that doesn’t make it less ironic that VW has reversed its decision to bring back what it deems to be more budget-oriented options in a segment that the Kariega-based firm, well, helped to kill.

Speaking from experience, this has not made the jobs of automotive magazine editors any easier.

Their critical choice of each title’s monthly shop window – the cover – is conventionally hailed as a make-or-break opportunity meant to entice would-be readers. It affects circulation, therefore profitability and, in the wake of lasting misjudgements down the line, ultimately, that magazine’s survival… or demise.

What has happened to cover-worthy cars?

For consumer-oriented magazines, what subjects to deem as cover-worthy defines the tightrope between escapism and sensibility for the readers. If you slap a R3-million supercar on the cover, your mailbox will be flooded with complaints that the publication is out of touch with economic realities.

Volkswagen Taigo front three-quarter view

Conversely, put the popular Polo Vivo on the front page, and the store manager will be forced to call up the exterminators to get rid of the colony of chirping crickets he imagines next to the magazine shelf.

“What about compact crossovers/small SUVs? Nearly everybody wants one!” Yep, but they all look the same, do the same, and bear the same cross of the spirit-crushing inability to raise a pulse (chirp, chirp).

Toyota GR Corolla tracking shot — *If it wasn’t for the headline-grabbing GR Corolla, buyers wouldn’t take much notice of Toyota’s 5-door family car.*

And while South Africa is a dyed-in-the-wool bakkie country, you can’t put a Hilux on the cover all the time; readers simply tire of seeing the same type of vehicle on magazine covers month after month.

Part of this shortage of striking subjects is the disappearance of the once-staple of family transport – the C-segment hatch. These are, or were, 1st-world hatchbacks – not budget-priced carry-alls built in India or China; models such as the Ford Focus, Renault Mégane, Hyundai i30, Toyota Corolla hatch and the subject of this op-ed – the Volkswagen Golf – that have all but disappeared from our showrooms lately.

Volkswagen Golf 5 GTI front view — *The author nominated the VW Golf 5 GTI as a candidate for SA’s Car of the Quarter Century.*

Volkswagen, though, hasn’t done itself any favours by pushing the Golf – a car meant to replace the OG Beetle as the “people’s car” and conceived as an attainable compact hatch – progressively upmarket.

Fifteen years ago, 2 out of every 5 Golfs sold in South Africa were GTI variants. The Golf 6 GTI DSG had a launch price of R368 300 and in 2013, when its Golf 7 successor arrived on our market, that iteration of the GTI retailed for R382 800. Volkswagen was riding a wave and barely able to keep up with demand.

Find a new/used Volkswagen Golf GTI listed for sale on Cars.co.za

Francisco Nwamba presents a Volkswagen Golf 7 GTI (2013-2021) Buyer’s Guide:

However, the arrival of the Golf 7.5 in 2017 signalled the death of the reasonably affordable GTI, with the price skyrocketing by nearly R200 000 to R545 000. The days of the cheap Golf were well and truly over.

The worst was still to come

The Golf 8 GTI launched any remaining hope of attainability into space with a 1-way ticket. Its price went up to R669 300 by 2021, followed in 2023 by an increase for no reason other than “demand and supply constraints” and today, in 2025, to an eye-watering, wallet-wilting R853 400 (for the pre-facelift car).

Watch Ciro De Siena’s video review of the Volkswagen Golf 8 GTI:

Offering only incremental improvements over its predecessor, the Golf is no longer worth what you pay for it. I’d be the 1st to admit to acknowledge that inflationary technological, design and manufacturing costs – even that vague chestnut of “market forces” – have driven up the prices of all cars over time.

However, the model’s gradual drift towards the pointy end of the premium hatch segment has rendered the Golf too pricey to still be considered a serious mainstream contender; a phenomenon that is further atrophied by salaries unable to keep up with our beleaguered Rand’s ever-weakening exchange rate.

It’s little wonder, then, that Volkswagen locally discontinued all non-GTI variants of the Golf in 2021, leaving the GTI and R as outlying oddities in the rest of the company’s car park; sales slowed to a trickle.

The result wasn’t just a lesson for all alarmed vehicle importers as it was a snapshot of South Africa’s Gini coefficient (an indicator of the domestic wealth inequality): With the gradual wittling away of the middle class, the stock on local showroom floors increasingly represents our country’s financial inequalities – dealers either sell R200 000 econoboxes or R1-million double-cabs. But very little in between.

Volkswagen Golf 8.5 1.4TSI rear three-quarter view

As recent sales reports from naamsa | The Automotive Business Council (of South Africa) reveal, there isn’t a single C-segment hatch among the top 30 vehicles sold every month.

The proliferation of Chinese-made crossovers, which ramped up around 2021, ate the Golf’s lunch. Not only has the passenger hatchback been rendered superfluous, but car buyers can acquire a larger, fully-loaded crossover with everything thrown in as standard for the same price as the new Golf 8.5 1.4TSI.

*The Chery 4 Pro (recently joined by its Tiggo Pro Cross sibling) often ranks among SA’s top 10 best-selling passenger cars.*

And that is what, more than ever before, is hurting not just Volkswagen, but all other German premium vehicle brands (and others) that doggedly persist with the now-obsolete business model of offering customers 4 wheels and an engine, but whereafter every other convenience item is a cost-option.

Most (smart) car companies employ futurologists who interpret socio-economic trends to anticipate customer behaviour; it’s critical to product planning. In the wake of the tsunami (forgive me) of Chinese products entering not just in South Africa, but other markets (where they’re viable), it’s therefore mind-boggling that in light of the recent launch of the Golf 8.5, Volkswagen still hadn’t learnt its (own) lesson.

Once again, VW is offering a non-GTI Golf variant, but of which only the 2 most expensive trim grades are truly desirable because they are optionally fitted with the R-Line bodykit and the tech that you really want. It also unfortunately means you have to stretch to a minimum of R80k beyond the try-or-die base model that comes standard with nothing but buyer’s remorse for as long (or short) as you own it.

Price is what you pay – value is what you get: for every entry-level Golf 8.5 that Volkswagen hopes to sell for R580 000, there’s a raft of better-equipped and more spacious Chinese offerings from Chery, Haval, Jaecoo, Jetour, JAC and Omoda. Okay, many of these lack brand credentials and a proven track record, but for the struggling middle class, those are nice-to-haves. And the sales numbers don’t lie.

Haval H7 rear three-quarter view — *Prices for the recently launched Haval H7 family car, replete with off-roader looks, begin at just above R600k.*

It’s an impossible battle: as a result of rationalisation (“buyers buying down”), Audi and Volvo have begun closing struggling dealerships; even the automotive giant, Toyota, has admitted that competition (from new Chinese brands) is “very real” and that the Aichi-based brand needs to find ways to become more competitive and further differentiate itself. Read: Chinese threat ‘very real’, says Toyota SA boss

Premium brands must embrace ‘the new normal’

That also means that for the SA new-vehicle market, the days of posh dealerships that resemble ivory-towered crystal palaces that endeavour to sell (now just a handful of) R1-million-plus cars, with matching unsustainable overheads, are almost over. A fundamental affordability crisis, coupled with runaway new-car price inflation, has seen luxury brands’ volumes shrink, while Chinese brands gain a larger foothold.

A contemporary Audi dealership floor in China

Speaking of which: in China, some cars are sold in iPhone-like stores in shopping malls at a fraction of the operating costs. Imagine a same-specced, more affordable Golf 8.5 taking up those same spaces in Sandton City, Gateway, or Canal Walk is an effortless exercise in value-driven and customer-oriented appropriateness, to say nothing of the feel-good factor and the bigger audience that it would reach.

Now that would be cover-worthy for any automotive magazine.

Find a new/used Volkswagen Golf listed for sale on Cars.co.za

Bold GAC M8 confirmed for South Africa

The GAC M8 has been confirmed for South Africa, with the Chinese firm seemingly suggesting its boldly styled MPV will make local landfall at some point in 2025…

Chinese automaker GAC Motor says it plans to not only expand its dealership network in South Africa in 2025 but also introduce fresh models. And it seems a boldly styled MPV called the M8 (a trademark BMW holds locally, of course) is very much on the menu for Mzansi.

As a reminder, the GAC Motor portfolio in South Africa currently comprises the GS3 Emzoom (which marked the brand’s local arrival in August 2024) and the Emkoo (which touched down the following month). The fully electric Aion Y is also on the cards for SA.

In addition to adding new derivatives to its current range (perhaps including a plug-in hybrid option), GAC Motor says it plans to launch the M8. Sold under the “Trumpchi” sub-brand in China, the M8 wears GAC badging in international markets.

Measuring 5 212 mm from snout to rump, the 7-seater GAC M8 is a little longer than the Mercedes-Benz V-Class, though its wheelbase of 3 070 mm is 130 mm shorter than that of the Stuttgart-based firm’s luxury MPV. The 2nd row features a pair of captain’s chairs.

The M8 is available in the world’s 2nd most populous nation with a choice of 3 powertrains, including hybrid and plug-in hybrid options. However, most international markets currently receive a turbocharged 2.0-litre, 4-cylinder petrol engine.

That motor generates peak outputs of 185 kW and 400 Nm, with the latter on tap from 1 750- to 4 000 rpm. From what we can tell, the front axle is driven by an 8-speed automatic transmission sourced from Aisin.

The PHEV powertrain, however, is also available in countries like Malaysia and Thailand, where it generates peak power of 274 kW and maximum torque of 630 Nm. Featuring a 26 kWh battery pack, this version has an all-electric range of 120 km and a total range of more than 1 000 km (both based on the NEDC testing procedure).

In overseas markets, features for the M8 include powered sliding doors on each flank, a large sunroof, triple-zone automatic air conditioning, electrically adjustable front seats (with heating and ventilation), a 14.6-inch touchscreen infotainment system, a 12.3-inch LCD instrument cluster, a surround-view camera system and various driver-assistance features.

Look out for more local info ahead of the GAC M8’s arrival in South Africa…

Ferrari 348 vs Honda NSX: Classic Comparison

Honda resisted the urge to build a supercar until the start of the Nineties, when the iconic NSX – a car designed to go head-to-head with the Ferrari 348 – debuted.

For many car enthusiasts, the Nineties marked the end of an era… Given the proliferation of advanced tech in high-performance road cars, the elemental sportscars adored by purists – equipped with manual transmissions and shorn of significant electronic gimmicks – were on the endangered-species list. That’s why the Ferrari 348 and the car that Honda built to beat it – the NSX – are so revered by enthusiasts.

Between 1989 and 1994, the Ferrari 348 filled the gap left by the 328, which was an evolution of the 308 that debuted in the late ’70s and the adored F355, with its F1-inspired ‘box. The 348, which incorporated more than a few Testarossa styling cues, was launched at the Frankfurt Show in September 1989.

The 348 laid the foundation for the F355; its proportions are similar to those of the latter, but importantly, it has characteristic side strakes that channel air into the rear engine bay. Many would argue the F355’s design is cleaner (and prettier), but even if that’s the case, this “in-between Ferrari” does have its place.

I’m reminded of the Ferrari 348 owner’s short remark during the shoot and test drive of these cars: “Many enthusiasts remark that this is the baby Testarossa thanks to those side intakes and the square rear lights.” That is a very pertinent point.

Interestingly, this targa-topped Ferrari 348 is the owner’s first and only Prancing Horse. He’s a keen motoring enthusiast and owns several cars, one of which dates back to 1911.

“Isn’t it every car nut’s ambition to own a Ferrari? I belong to several clubs – one of them is for cars older than 20 years,” says the owner. “I chose the 348 because of this, its affordability (compared with other mid-engined Ferraris) and the fact it’s the last of its kind that doesn’t have complicated electronics.”

A humorous touch on the Ferrari (a TS variant: the T is for transversale and the S is for spider) is the “I would rather be a Riley” sticker on the left front fender just above the wheel arch. The owner placed it on the area where a Ferrari shield would usually be – just to annoy acolytes of the Maranello-based brand.

The Ferrari 348 looks exotic from virtually every angle… Its compact dimensions and footprint contribute to the taut, attractive design, and the 5-spoke wheels add to the sporty stance of the car. However, compared with the sinuous Honda NSX, which has a kerb weight of 1 370 kg, the Ferrari 348 is the heavier machine (it has a dry weight of 1 390 kg, but that means it weighs over 1.4 tonnes as it stands).

The odometer of the Ferrari 348 reads just over 41 000 km, but the Honda NSX hasn’t clocked up many more kilometres: only 48 688 km. On the one hand, the Ferrari 348 and Honda NSX fit the profiles of pure ’90s supercars, but they also represent noticeably different design philosophies…

The pop-up headlamps are stark reminders of an era that began more than 4 decades ago. It’s extremely cool to drive a car with pop-ups, isn’t it? The impact of lighting elements on cars’ front-end designs has greatly diminished. Modern cars’ headlamps have shrunk in size, due to major advances in lighting tech.

As both cars are mid-engined, the Ferrari 348 and Honda NSX have stubby noses, and their cabins are pushed fairly forward. There is such simplicity to the latter’s exterior design: its side air intakes are rectangular, while its body flows elegantly to the rear of the car, which ends with a discreet wing.

The NSX has a clean, unfussy design – in marked contrast with the 348, which has sloping C-pillars that end in a small, integrated lip spoiler. The 348’s larger wheel and tyre combo (215/50 ZR17 (f); 255/50 ZR17 (r) vs the NSX’s 205/50 ZR15 (f); 215/45 ZR16) does give it a more sports-car-like stance, though.

Roughly 8 700 examples of the Ferrari 348 were produced between 1989 and 1994, while around 10 000 more units of the Honda NSX were made – admittedly over a much longer period (from 1991 to as late as 2005). Needless to say, in terms of production numbers, the 348 is much rarer than its Japanese rival.

Under the Ferrari’s engine cover resides a 3.4-litre, 90-degree V8 petrol engine (inherited from the Mondial T) and a 5-speed gearbox.

Behind the ‘wheel of the Ferrari 348

When you climb inside the Ferrari 348, its cabin is more spacious than you expect, partly because of the shallow dashboard, which creates additional space, even ahead of the passenger seat.

For the driver, the simple steering wheel, the stark, analogue gauges behind it and that gorgeous open gate for the gear lever are undoubtedly highlights of the cabin. When I start the engine, it turns over quickly, although the Ferrari’s exhaust note is not as raucous as I expected.

Specification:

Model: 1990 Ferrari 348 TS
Engine: 3.4-litre, V8, petrol
Power: 221 kW at 7 200 rpm
Torque: 323 Nm at 4 200 rpm
Transmission: 5-speed manual, RWD
Weight: 1 403 kg
0-100 km/h: 5.6 sec (claimed)
Top speed: 275 kph (claimed)

The dog-leg 1st gear is a delightful reminder of sports cars from, oh, a couple of decades ago. In a road car, the advantage of that race-car-like configuration is that on twisty roads such as these, you can easily shift between 2nd and 3rd gears (it requires a simple, straight up or down shift, which saves you time and effort when you’re scything through the H-pattern ‘box). Every shift action is a bit of an event.

You can’t rush it, but why would you want to, when every shift has such a satisfying, thoroughly mechanical action to it? Once the Ferrari 348’s engine and transmission have warmed up, the shift action is not particularly heavy, but there are, sadly, no click-clack sounds when you change gears. Being a right-hand drive version, the gear lever is within perfect reach, located just to the left of my leg.

You undoubtedly feel like “a real big deal” when piloting a car as beautiful and muscular as the 348. Because there is no power steering, parking manoeuvres require extra effort, but that doesn’t matter when the car’s in its stride, and you can gauge the car’s behaviour by the generous steering feedback.

Indeed, the steering wheel loads up the more you turn it, which is something you can’t truly experience in modern cars (with electric steering assistance). It has been a while since I’ve enjoyed a car’s steering feel to this extent; you do, however, need to exert some effort to make the car do exactly what you want it to.

As I begin to rev the engine harder, the V8 emits a more intense, soulful sound as it approaches its 7 500-rpm redline (maximum power of 221 kW is developed at 7 200 rpm). There is more than enough torque available in the middle of the rev range, but why would you want to dawdle if you could watch (and listen) as the rev counter’s orange needle spins from either end of the gauge all day long?

Later, when the owner drives away in his car, I note the sound from the 348’s engine and exhaust is purer and more intense than when you sit inside the car. Sadly, that’s the case with most performance cars…

Meanwhile, the Ferrari 348’s brakes feel firm and positive, although I admit I never needed to use all their stopping performance. The view from the driver’s seat is unobstructed; because I am 1.87 metres tall, I see only a small part of the nose, because the bonnet drops down sharply to that sculpted front bumper.

As a driver, you are always mindful that the Ferrari’s nose is stubby, and this contributes to the compact feel of the car from behind the wheel. It is an exotic experience in every way, so what about the Honda?

Honda NSX – the original Oriental supercar

The owner of the Honda NSX has owned this car since 2003. It is believed to be one of 3 examples of the NSX in South Africa; only 2 were officially imported to Mzansi, and the 3rd one arrived at a later stage. This particular NSX, however, can lay claim to a special place in South African motorsport history.

In 1993, it was used as the pace car for the South African F1 Grand Prix. Although its current owner didn’t own the car at the time, he was at Kyalami that day and remembers seeing the NSX leading the parade lap. As an incurable petrolhead and collector, he could not help but snap it up when he got the chance.

He comments: “I saw it at a Honda dealership and couldn’t believe my eyes. I remember it vividly, I traded in a black Honda Accord 2.4 Automatic for the NSX.

“The combination of the car’s exclusivity, especially in South Africa, the build-quality, the history of the car’s development and the engine all contribute to my love for – and enjoyment of – the NSX.”

Specification:

Model: 1994 Honda NSX
Engine: 3.0-litre, V6, petrol
Power: 201 kW at 7 300 rpm
Torque: 285 Nm at 6 500 rpm
Transmission: 5-speed manual, RWD
Weight: 1 370 kg
0-100 km/h: 6.0 sec (claimed)
Top speed: 270 kph (claimed)

The NSX was indeed an important car for Honda. At the time, Honda powered all 3 McLarens that the late Ayrton Senna drove to his trio of F1 drivers’ championship titles. As Honda had access to Senna, the firm enlisted the Brazilian’s help to fine-tune the setup of the NSX. If you haven’t seen it already, watch this YouTube clip in which Senna pilots an NSX-R at Suzuka while wearing loafers and white socks.

Launched in 1990 into a segment dominated by European brands, the NSX was designed to rival Ferrari’s 348 and Porsche’s 911 (964) Turbo. In its heyday, the NSX was the most expensive Japanese road car; it was manufactured by a select group of 200 Honda employees who built 25 examples of the supercar per day. For a marque that had never built a supercar before, the NSX was a major achievement.

Now it’s time to see if the myriad articles that have been written about the NSX’s brilliance are accurate.

I climb into the Honda’s driver’s seat and find it surprisingly comfortable, almost cosseting, yet it still manages to offer sufficient lumbar support. As I turn the ignition key, the 3.0-litre V6 petrol engine comes alive with a soft bark. I move the gear lever into 1st, let the clutch out and short shift to 3rd.

The Honda NSX’s gearbox has a major impact on the supercar’s driving experience. The brand’s now-discontinued S2000 is often hailed for its snappy close-ratio 6-speed gearbox – and rightly so – but the NSX’s ‘box feels even slicker to operate. Its throws may not be as short as the S2000’s, but the overall shift feel is noticeably better. It is a precise, mechanical action.

See also: Modern Classic: Honda S2000

Wilhelm Lutjeharms driving the Honda NSX

After a few miles, when the Honda’s oily bits have reached their optimal operating temperatures, I task the engine with more zealous throttle inputs. As interesting as it is to see how easily the engine spins between 2 000 and 3 000 rpm – where there is enough torque for simply pottering around – the motor its far happier when the needle swings to the 8 000 rpm redline (the rev limit is 8 300 rpm by the way).

As a source of driving enjoyment, a high-revving, naturally aspirated engine offers rich rewards, and the NSX’s V6, which produces 201 kW and 285 Nm, must be one of the best examples ever made.

Whenever you squeeze the Honda’s accelerator pedal, its motor responds immediately. As a matter of fact, the powerplant revs with far greater willingness than quite a few contemporary engines that I have experienced (yes, even in sportscars). It almost feels as if there is no flywheel at the back of the motor!

The Honda NSX builds speed briskly and, as the redline approaches, the engine sound (that emanates from behind your shoulders) and that metallic rasp from the flat-tipped exhaust tips intensify. One can only marvel at the fact that the (now 31-year-old) 3.0-litre V6 lump, which is equipped with titanium connecting rods, sounds and feels as if it could continue to spin forth to at least 10 000 rpm.

The NSX has an all-aluminium monocoque, in combination with a forged aluminium suspension, and its ride quality, helped by the supercar’s relatively high-profile tyres, is impressively pliant.

While driving along the serpentine coastal road at a brisk pace, the NSX feels well-planted; its lightness makes direction changes a cinch. The steering is power-assisted, but offers more than enough feedback. And, when driving through town, it’s palpably easy to pilot the car and visibility over the nose is good.

In its 1994 “Performance Car of the Year” issue, the British magazine Performance Car described the Honda NSX as “the most complete, subtly rewarding supercar experience this side of £100 000.”

Ferrari 348 follows Honda NSX - rear tracking shot

I once read that South African-born F1 and McLaren F1 road-car designer Gordon Murray not only owned a Honda NSX, but he was quoted as saying that he drew inspiration from it while he developed the (now legendary) BMW-engined, 3-seater McLaren F1 supercar – now that is a major feather in the NSX’s cap.

Verdict: Ferrari 348 vs Honda NSX

Ferrari and Honda’s approach to the supercar was vastly different. But thankfully, the 348 and NSX offer such special and very memorable driving experiences that it doesn’t matter which key you take; it’s all but guaranteed that the driver will be captivated, enthralled and have a smile etched on their face. While the Ferrari is probably the one that you’d prefer to have in your garage, I can’t ignore the NSX with its sublime engine, super-slick gearbox and broader usability. If I had to choose only one, it’d be the Honda.

Find a classic Honda listed for sale on Cars.co.za

Find a classic Ferrari listed for sale on Cars.co.za

Kia ‘investigating’ latest Carens (Clavis) for SA

The latest Kia Carens Clavis is under consideration for SA, though this crossover-styled 3-row MPV will likely drop the “Clavis” suffix should it make it to local roads…

This is the Kia Carens Clavis, which is effectively a facelifted version of the KY-series Carens. Freshly revealed in India, the crossover-styled 3-row MPV is seemingly in the pipeline for South Africa, too.

Kia South Africa has confirmed to Cars.co.za the newly unveiled Carens Clavis is under consideration for a local introduction, though points out it is “still investigating” timing (having previously suggested a local launch would take place at some point in 2025) and indeed negotiating price.

Furthermore, the South Korean firm’s local division says the Anantapur-built model will be called “Carens” – that is, without the “Clavis” suffix that has just been added to the refreshed model in the Indian market – should it receive the green light for South Africa.

As a reminder, back in August 2023, Kia SA quietly registered 2 units of the 4th-generation Carens in Mzansi, soon thereafter confirming to Cars.co.za these were brought in “for homologation, study and consideration”.

However, at the time, the company added that that version of the Carens – a nameplate that was briefly offered in South Africa in 2nd-generation form, before exiting the local market around 2009 – would “not be introduced” here. But this updated model is clearly on the cards.

Revealed at the end of 2021, the 4th-gen Carens is built on a stretched version of the Seltos platform. Measuring 4 540 mm from snout to rump (making it slightly longer than the current Sportage), the 3-row family vehicle boasts a generous 2 780 mm wheelbase. Unlike its decidedly MPV-shaped predecessors, the KY-series Carens features a distinctly crossover-inspired exterior design.

In India, the Carens is offered in both 6- and 7-seater guise, pitched as a rival to the likes of the Suzuki Ertiga, Suzuki XL6 and Hyundai Alcazar. But this latest Carens Clavis is seemingly positioned slightly above the pre-facelift version, with the latter interestingly set to soldier on in that market.

Compared with the pre-facelift version, the refreshed model gains Kia’s latest design language as well as some extra features. In the world’s most populous nation, the front-wheel-drive Carens Clavis is available with a choice of 1.5-litre, 4-cylinder engines: an 84 kW/144 Nm naturally aspirated petrol engine, an 85 kW/250 Nm turbodiesel mill and a 117 kW/252 Nm turbocharged petrol motor.

The free-breathing petrol unit is combined with a 6-speed manual gearbox as standard, while the turbopetrol engine and turbodiesel motor can be optionally equipped with a 7-speed dual-clutch transmission and a 6-speed automatic gearbox, respectively.

Of course, with the latest Carens technically not yet approved for South Africa, potential powertrain details for the local market remain unconfirmed (though all 3 engines mentioned above are available in SA in the related Seltos). Check back in the coming months to find out whether this MPV cracks the nod for Mzansi…

Hyundai Alcazar (2025) Launch Review

The compact crossover/family car segment is so cut-throat that even mainstays of the segment have to be continuously tweaked to remain competitive. Case in point: the popular Hyundai Grand Creta has made way for the significantly updated Alcazar.

The 7-seater Grand Creta was a popular choice for family-car buyers; it contributed around 35% to the Creta range’s sales numbers. Slotted between the 5-seat Creta and the bigger, pricier, but 5-seat-only Tucson, it occupied an important position in Hyundai’s line-up. So, where does the Hyundai Alcazar fit in?

View Ciro De Siena’s video review of the Hyundai Grand Creta:

Priced from around R500 000 to under R700 000, the Grand Creta faced numerous high-value offerings from China (in addition to the traditional rivals in the compact crossover segment) and so Hyundai South Africa has used the opportunity presented by the arrival of the Alcazar to negotiate an improved, high-value price positioning and enhanced specification with the the brand’s mother company in Korea.

The Hyundai Alcazar features bold design changes

The Hyundai Alcazar is essentially a facelift of the Grand Creta, and at its core, and mechanically at least, there are very few changes. But these days, design and technology are big differentiators, and so for its revamped 7-seat compact crossover offering, Hyundai focused its attention on those particular areas.

The Hyundai Alcazar has adopted the attractively “chiselled” design of its bigger Santa Fe sibling (which is due to arrive in South Africa around mid-year), which sees it gain squared-off design elements and striking H-pattern LED headlamps. Executive derivatives ride on 17-inch wheels, while the flagship Elite variant gets 18-inch alloys, and in both instances, they are attractive diamond-cut designs.

The Elite range-topper also scores a desirable panoramic sunroof to distinguish it from its less pricey siblings. In terms of dimensions, the Hyundai Alcazar has grown very marginally compared with its predecessor (60 mm in length and 10 mm in width), but it is certainly a surprisingly large car in the metal, stretching the tape to 4 560 mm, similar to vehicles in the Tucson (medium SUV/family car) category.

Inside, the changes are also immediately apparent. The fascia is dominated by a more modern, digital instrument cluster and infotainment touchscreen that flank one another. Some of the minor controls will be familiar to owners of the Grand Creta, but that’s not necessarily a bad thing – it’s a setup that’s easy to navigate and, with the upgrade in design and surface finishes, has a more upmarket ambience.

Hyundai is unequivocal that buttons are “here to stay”, so unlike in rival models that have absorbed some essential controls into their infotainment menus, there is no need to make multiple touchscreen inputs.

As a 7-seater, the Hyundai Alcazar is a relatively unique offering in its segment, and the good news is that the 3rd row is not fitted for marketing purposes… Yes, obviously it is better-suited to seating kids or small adults at the back, but those occupants are provided with ventilation outlets and even USB ports.

The 2nd row is highly spacious, also benefits from the fitment of ventilation outlets and USB ports, and if you opt for the Elite-spec variant, you even get flip-up tables and rear window blinds!

There are quite a few surprise-and-delight features too. Yes, some may be limited to the Elite (such as ventilation and electric adjustment for the front seats), but then again, a wireless charge pad, 6 airbags, hill assist, and a high-res infotainment system with Apple CarPlay and Android Auto are standard.

The Elite derivative (only available with the 1.5-litre 4-cylinder turbodiesel engine) is further equipped with a suite of safety features that include blind-spot monitoring, lane-keep assist and adaptive cruise control, the latter of which is particularly useful on longer, out-of-town trips. It’s worth noting that the more affordable Executive variants also get cruise control, but just not of the adaptive kind.

And what of the newcomer’s load-bay capacity? Usually, compact 7-seaters are heavily compromised in terms of how much rear occupant- or luggage space they offer, but the Alcazar strikes a good balance.

Even when all 3 rows are occupied, there is still sufficient space to accommodate a couple of soft bags. Hyundai claims a minimum capacity of 180 litres. Fold down the 3rd row (easy, via a strap attached to the rear seatbacks), and you free up a very impressive 579 litres – not to mention a long, flat luggage area.

Total utility space (with the 2nd and 3rd rows stowed) is 1 670 litres, Hyundai says. That’s cavernous.

Performance & Economy of the Hyundai Alcazar

The drivetrains are carried over from the Grand Creta, but as dictated by consumer trends, the manual transmission has disappeared from the lineup. The entry-level variant uses the proven 2.0-litre naturally-aspirated 4-cylinder petrol engine that develops 117 kW and 191 Nm of torque. For this engine, mated with a 6-speed automatic transmission, Hyundai claims an average consumption of 7.5 L/100 km.

But the engine you’ll want is the more torquey 1.5-litre turbodiesel – it delivers 84.6 kW and 250 Nm of torque, the latter figure from 1 500 to 2 750 rpm. If you plan to use the Alacazar’s occupant- and load-carrying ability often, you will need that additional torque. It is also very economical, with a claimed consumption of 5.9 L/100 km. On a full (50-litre) tank of diesel, you should be able to do 800 km stints.

What is the Hyundai Alazar like to drive?

Only 1 variant of the Alcazar was made available for test drives during the launch: the 1.5D Executive, priced at R599 900. It may lack some of the fancier features present on the 1.5D Elite, but visually, the LEDs, squared-off jaw and pretty alloy wheels certainly make it easier on the eye than the Grand Creta.

Inside, too, you’re probably going to like the nice balance of features with practicality and build quality. The horizontally-stacked fascia certainly appears more modern and in tune with current trends…

The placement of the 2 digital screens creates the illusion of a single, wide screen, which contributes to the interior’s more premium, modern appearance. Surfaces are generally of the hard plastic variety, but the textures are pleasing, and so the cabin’s tactile quality doesn’t come across as cheap and nasty.

Roads in the Western Cape rarely get truly atrocious, but we did find some poor, “knobbly” surfaces in the Wellington area. On the smaller (17-inch) rims with 215/60 tyres, the Alcazar’s ride quality was good. As it happened, I drove its rival, the Renault Duster (which is known for its pliant suspension) before this launch, and I’d say while the Alcazar is perhaps not as supple, it still provides impressive damping.

The 1.5-litre turbodiesel is maybe a little lazy off the mark (0-100 kph in around 12.9 sec), but it’s punchy once you get going and also devoid of an agricultural soundtrack. In fact, I’d say the word to describe the Alcazar’s driving experience is “mature” – no thrills or frills, it gets the job done in a quiet, refined manner.

Hyundai Alcazar front three-quarter view

How much does the Hyundai Alcazar cost in South Africa?

There are 4 variants in the Hyundai Alcazar line-up, which begins with the 2.0 Executive at R499 900 (all prices correct in May 2025). Interestingly, that price is about R65 000 cheaper than its direct Grand Creta counterpart. In fact, it’s even more affordable than the outgoing manual-transmission Grand Creta!

The 1.5D Executive (featured here) is priced at R599 900, and offers a very pleasing blend of economy, practicality and luxury features. If you want the extra safety tech and a few more luxury items, then there is the 1.5D Elite, which retails for R669 900. If you consider that the previous flagship was priced at R644 500, then it’s clear that there has been a significant value improvement with the new model.

New Hyundai Alcazar Specs & Prices in South Africa

What warranty & service plan comes with the Hyundai Alcazar?

The Alcazar is backed with Hyundai’s 7-year/200 000 km warranty, not that you’re likely to need it, as the brand has a solid reputation for superb reliability. It also comes with a 3-year/45 000 km service plan.

Summary

The Hyundai Alcazar‘s bold new looks may grab the headlines, but what you have here is a carefully evolved and refined offering, at prices that represent enhanced value.

Find a Hyundai Alcazar listed for sale on Cars.co.za

Refreshed Toyota Corolla Cross GR-Sport for SA in 2026

A refreshed version of the locally built Toyota Corolla Cross GR-Sport is scheduled to launch in South Africa at some point in 2026, featuring revised exterior styling…

When the facelifted Toyota Corolla Cross hit the market in South Africa in January 2025, the GR-Sport derivatives were – somewhat curiously – cosmetically unchanged. But now we can confirm that the local range is due to welcome updated GR-Sport variants at some point in 2026.

Yes, Toyota SA Motors told Cars.co.za that the revised GR-Sport iteration of the Prospecton-built Corolla Cross is “planned for 2026 introduction”, though added that exact timing and other details would be announced only closer to the launch.

The Corolla Cross GR-Sport gains a new front-end design.

So, for now, all we have to go on are the images you see here. Having just been revealed for European markets, the facelifted Corolla Cross GR-Sport (or GR-S, for short) gains a new derivative-specific front-end design as well as a fresh (19-inch) alloy-wheel design.

In Europe, the Corolla Cross GR-Sport will furthermore be available in a new “Storm Grey” bi-tone colour scheme. Inside, the seats are upholstered in a “suede-like synthetic leather”, complete with “GR” logos and red stitching.

*Current SA-spec GR-S at the top and the refreshed Euro-spec version at the bottom.*

That market’s version – which also boasts a “Sport” mode as well as a “Snow” mode – additionally features bespoke suspension tuning and a 10 mm ride-height drop. Toyota Europe says the steering tune and the paddle shifters “contribute to an engaging and exciting driving experience”.

Though powertrain details for South Africa have yet to be released, we’d expect the updated Corolla Cross GR-S to simply inherit the engine options of the current SA-spec version. That’d mean the choice of either a 103 kW naturally aspirated 1.8-litre petrol engine or a 90 kW 1.8-litre hybrid arrangement, driving the front axle via a continuously variable transmission (CVT) in each case.

As a reminder, though the GR-S derivatives in the current Corolla Cross line-up didn’t score exterior design updates at the recent facelift, they did gain extra features such as sequential indicators, a 12.3-inch digital instrument cluster, a 10.1-inch touchscreen and a panoramic-view monitor.

The Corolla Cross remains one of Mzansi’s best-selling passenger vehicles, having placed 2nd on the list in 2024 with as many as 21 861 units registered. After the opening 4 months of 2025, the Japanese firm’s locally made crossover finds itself in 3rd place on 5 815 units, behind the Suzuki Swift and Volkswagen Polo Vivo.

Find a Toyota Corolla Cross on Cars.co.za!

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What are car safety ratings, and what do they mean for you and your family? We unpack the details here…

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VW launches more affordable auto-equipped Amarok derivative

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The compact crossover/family car segment is so cut-throat that even mainstays of the segment have to be continuously tweaked to remain competitive. Case in point: the popular Hyundai Grand Creta has made way for the significantly updated Alcazar.

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