The 2027 Mercedes-Benz GLA is available with electric and petrol hybrid and this 3rd-gen model is under consideration for South Africa.
This is the third-generation Mercedes-Benz GLA and the Stuttgart-based brand is offering the vehicle with a choice of either petrol or electric. Officially, Merc says its ‘electric-first’ which is understandable given how Europe is gearing for a battery-electric future.
The looks are more reserved than the rest of Mercedes-Benz’s current releases which is justified given this a mainstream model. Naturally, it too features the large grille, which features 608 LEDs in the electric derivatives. There are some neat touches like the aerodynamic door handles. There’s a new identity for the rear tail lights.
The 2027 Mercedes-Benz GLA shares the same Mercedes-Benz Modular Architecture (MMA) platform as the recently-launched CLA sedan (which we drove recently) and as a result, has grown in size. Overall length is up 102 mm to 4 565 mm, it is 39 mm wider and the wheelbase has grown by 61 mm to 2 790 mm. One of the criticisms of the outgoing model was its lack of rear cabin space, so this is progress.
With the 2027 Mercedes-Benz GLA now being offered with both combustion power and battery-electric motors, this means its the end of the road for the all-electric EQA. The internal-combustion petrol engine is a 1.5-litre turbocharged four-cylinder petrol engine with 48V mild-hybrid tech.
Full outputs were not revealed, but the release suggested the launch range will comprise outputs of 120 kW to 140 kW, with both front-wheel and 4Matic all-wheel drive. There’s a new 8-speed dual-clutch transmission and the vehicle can run briefly on pure electric power thanks to a 1.3 kWh battery.
There was more info regarding the electric GLA where the GLA 200 offering up 165 kW and 335 Nm from a single motor powered by a 58 kWh LFP battery. The GLA 250+ brings 200 kW and 335 Nm, while the GLA 350 4Matic packs 260 kW and 515 Nm. Both have 85 kWh NMC batteries.
The electric GLA range is assembled on 800V architecture which can accept 320 kW, and the range claims look more than adequate, on paper at least.
GLA 200 394-447 km
GLA 250+ 577-657 km
GLA 350 4Matic 555-643 km
Climb inside and the new cabin is dominated by large screens. Passengers can opt for a screen on their side should the 10.25-inch digital instrument cluster and 14.5-inch central infotainment screen be inadequate. The latest iteration of MBUX now features an AI-powered virtual assistant.
There’s a new panoramic glass roof as standard which Mercedes-Benz says is made of special heat-insulating laminated glass. There’s also a full loadout of driver-assistance tech as well as safety hardware in the form of 5 radars, 12 ultrasonic sensors and 8 cameras.
When will the 2027 Mercedes-Benz GLA come to South Africa?
Officially and according to Mercedes-Benz South Africa, the new 2027 Mercedes-Benz GLA is under consideration for our market. We think that given the recent arrival of the Audi Q3 and the BMW X1 proving popular, Mercedes-Benz SA will try get into local showrooms before the end of next year.
What platform and powertrains underpin the 2027 Mercedes-Benz GLA?
The third-generation 2027 Mercedes-Benz GLA is built as an “electric-first” vehicle on the modern MMA architecture. It is offered with fully electric battery-powertrains as well as electrified combustion engine variants featuring 48-volt mild-hybrid assistance.
When is the 2027 Mercedes-Benz GLA arriving in South Africa?
Following its global reveal, the new 2027 GLA model range is rumoured to arrive in South Africa around mid-2027.
How do the interior technology and digital features update on the 2027 GLA?
The redesigned cabin introduces a panoramic glass roof, a large MBUX Superscreen spanning across the dashboard, and a next-generation MBUX Virtual Assistant powered by generative AI for intuitive natural voice interaction.
Is the 2027 Mercedes-Benz GLA larger than the previous generation?
Yes, the 2027 GLA model is noticeably larger, measuring 4,565 mm in length (+102 mm), 1,873 mm in width (+39 mm), and standing on an expanded 2,790 mm wheelbase (+61 mm) to increase passenger legroom and overall cabin comfort.
What standard service and maintenance plan is offered on Mercedes-Benz vehicles in SA?
In South Africa, new Mercedes-Benz models typically come standard with the brand’s PremiumDrive Comfort Care Plan, providing 5 years or 100,000 km of service and maintenance coverage alongside a 2-year / unlimited kilometre manufacturer’s warranty.
VW wants to simplify its operations, but at what cost?
In an effort to become more profitable, Volkswagen will dramatically reduce the number of models and options it offers. How did we get here?
Germany’s biggest company offers too many models across too many configurations to too few buyers. Ten years ago, VW was the world’s biggest car company, and arguably its most successful. Since then, it’s been struggling.
In China, demand for Audi and VW products dropped by more than 25% in the first half of this year. Porsche, once the most profitable car company by units sold in the world, had its worst year on record.
To understand the scale of the problem, you have to understand the structure. VW is arguably the world’s most complicated car company. It has a motorcycle brand (Ducati), a Spanish legacy brand that it doesn’t sell in most global markets (Seat), and two trucking divisions (MAN and Scania). Then there’s Audi, Bentley, Lamborghini and Porsche. All ultra-premium and luxury car brands.
In a year where its passenger car division has performed poorly, the only silver lining was Škoda. And that’s telling, because in the world’s 2 biggest car markets – the United States of America and China – few people know what a Škoda is.
The first half of 2026 numbers are bad and they’re not predicted to get any better towards year-end.
Leadership at VW has suggested it needs to reduce global headcount by a staggering 100 000 employees. That would be the biggest number of job losses sustained by any car company in history.
VW also wants to close 4 factories in Germany. Bitter negotiations are underway between VW, organised labour and local German governments where those VW car factories operate.
Investors, workers and suppliers are desperate for answers about the future of VW before the European summer shutdown, which runs for most of August.
The Group is simply too big
South African David Powels is VW Passenger Car CFO. He has very difficult decisions to make.
The current VW Group structure was created in the late 1990s into the early 2000s by one of the best automotive engineers in history: Ferdinand Piëch (1937–2019). However, without his coercive personality, authoritarian control and ability to force through R&D priorities, the complex and layered VW structure is buckling.
Managing the engineering needs of different parts of the VW Group while keeping production costs in check is extremely difficult. VW’s only real rival in terms of scale is Toyota, and its structure and model line-up are both a lot simpler. It also sells a lot more body-on-frame models (bakkies and rugged SUVs), which are cheaper to engineer and build, and easier to make a profit on. VW knows it needs more of a presence in the bakkie and rugged SUV market…
Eastern Cape-born and -educated David Powels has spent his entire career at VW, including stints in South America and China. He now serves in a powerful position as the VW Passenger Car and Group Core CFO in Germany. Many of the most challenging financial decisions about staff reductions and factory closures in Germany need to be guided by Powels.
So, what are the plans? One of the solutions is to cut the global model range by half by 2030. Simultaneously, the Group wants to reduce the number of build options – powertrain, colour, trim, and spec additions – by 75%. These are changes with immense consequences for Germany’s largest automaker, both abroad and in South Africa.
Interesting engines, colours and carbon trim bits? Those options might be disappearing in future.
VW has been very careful with its wording about the plans to reduce its model range by 2030. The core products will likely remain, i.e. don’t expect the Polo or Tiguan to go anywhere. However, models developed and built for regional markets could be axed.
VW South Africa’s continuation cars, especially the Vivo, have accounted for the bulk of the brand’s local sales over the last few years. But we know that the current Vivo is nearly out of technical runway and viable supplier support, so seeing it disappear won’t be the cause of the unprecedented VW global restructuring. It was always going to happen.
However, other models like the Taigo and T-Roc might be at higher risk. Although these low-roofline crossovers sell for more than their donor cars (T-Cross and Golf), the configuration and production complexity of their unique shapes are costs VW may not be able to sustain.
Will all these interior luxury trim options still exist by 2030?
A simplified VW model range in South Africa, with fewer options and more affordable base models, could work out well. Consumers are cash-strapped and the Chinese brands offer amazing value. VW has been going upmarket in South Africa for a long time, but that looks set to end in the near future. The brand will need to reposition to its roots as a simpler, family-car company.
A potentially bigger issue exists for Audi and Porsche. Customers who spend luxury car money want options, lots of configuration options – from engines to wheels, to cabin trim, to all manner of other individualisation items, including expensive paint options.
Reducing the number of options an Audi or Porsche customer can specify by up to 75% could put both brands in a difficult position. Even more so if their 2 German rivals (BMW and Mercedes-Benz) continue to offer greater depth of options and configurability.
Additionally, no discussion of automotive product planning can exist without mentioning China. Full-house specification is standard with most Chinese models. And increasingly, Chinese brands are offering a depth of factory-level customisation that’s deeply impressive. The recent launch of iCAUR in South Africa, with its extraordinary colour and trim combinations, is proof of that.
In a future car market where Chinese brands are offering more luxury models, with comprehensive specs and lots of customisation options, how does the VW Group respond with a product range that is going to become 75% simpler?
VW needs a Golf 1 moment
Can VW do affordable and purposeful cars again?
This is not VW’s first crisis. The company nearly went bankrupt in the early 1970s because it was too preoccupied with air-cooled engines.
Although the original Beetle and Kombi were globally successful, VW’s product planners obsessed over horizontally opposed air-cooled engines. This came at the cost of developing more traditional family-car configurations such as front-wheel drive and water-cooled, inline-engine platforms.
The air-cooled fixation nearly ruined the company. But in its moment of crisis, it created a product that would save the brand and give it a dominant position in the family car market for years: the Golf 1.
During the early 1990s, the company faced rising production costs and was under threat from Japanese automakers that were building better sedans and hatchbacks. By the early 2000s, VW was pioneering design, cabin comfort, and powertrains in the family hatchback and sedan market. In only 10 years, it went from crisis to product excellence under the powerful leadership of Ferdinand Piëch. Can it do so again by 2030?
Supersized Audi Q9 revealed (and it’s coming to SA)
The new Audi Q9 has been revealed as the German brand’s flagship SUV. And this massive luxury barge has already been pencilled in for a 2027 launch in South Africa…
New Q9 is larger than both X7 and GLS
3.0 V6 TDI engine detailed for Europe
SQ9 with 4.0-litre V8 confirmed for US
Scheduled to hit South Africa in 2027
Meet the new Audi Q9. Billed as the Ingolstadt-based automaker’s largest SUV to date, the fresh-faced, 3-row luxury model slots in at the very summit of Audi’s portfolio, above the Q7 and Q8. And it’s already been pencilled in for a 2027 launch in South Africa.
Measuring 5 310 mm long, 2 210 mm wide and 1 810 mm tall (with a wheelbase stretching 3 140 mm), the new Q9 – which will be built in Bratislava, Slovakia – debuts as the largest Audi of all time. For context, the current BMW X7 is 5 181 mm long, while the X167-series Mercedes-Benz GLS measures 5 207 mm from front to back.
The new Q9 is larger than the X7 and GLS.
The German brand says it will offer 2 “distinct equipment packages” (standard and S line) and 2 interior variants. As standard, the new Audi Q9 will seat 7 occupants across 3 rows, though the luxury SUV will also be optionally available with 6 seats – including a pair of power-adjustable individual pews in the 2nd row.
According to Audi, highlights will include the “largest-ever” panoramic sunroof fitted to an Audi as standard, a Bang & Olufsen premium sound system, alloy wheels up to 23 inches in diameter, digital Matrix LED headlights, 3rd-generation digital OLED taillamps and adaptive air suspension. There are also new “advanced turn signals”, which project stylised indicators onto the ground when signalling at night.
A trio of displays up front.
Audi claims the new Q9’s infotainment is “clearer and more user-centric” than earlier systems. The curved MMI panoramic display comprises a 12.3-inch Audi virtual cockpit and a 14.5-inch MMI touch display. There’s also a 12.3-inch passenger display with what the brand calls “distraction-free dynamic privacy mode” (which ostensibly ensures “distracting content such as videos cannot be viewed from the driver’s seat while driving”).
Though powertrain options for South Africa have yet to be confirmed, Audi’s international press material suggests a 3.0-litre V6 turbodiesel engine (driving all 4 wheels via an 8-speed automatic transmission) will be offered in Europe. Interestingly, the brand looks set to offer this 6-cylinder oil-burner in 2 states of tune: a 180 kW/500 Nm version and a 220 kW/630 Nm iteration.
The new Audi SQ9, confirmed for the US market.
In either case, a mild-hybrid system – comprising a generator, alternator starter and a lithium iron phosphate battery pack – is included. The “powertrain generator” provides up to 18 kW and 370 Nm when “starting off and overtaking”. The V6 TDI unit also features an electrically powered compressor, which “complements” the mild-hybrid set-up, as well as 2-stage turbocharging.
There will also be an Audi SQ9, though Audi’s North American arm says this Audi Sport performance model will be “built for the US market”. The SQ9 features the Volkswagen Group’s twin-turbo 4.0-litre V8 petrol engine, which delivers 441 kW to all 4 corners. It’s not yet clear which other markets will receive the SQ9.
Frequently Asked Questions (FAQ)
Q: When is the new Audi Q9 arriving in South Africa, and how does its size compare to competitors?
A: The flagship Audi Q9 is pencilled in for a South African arrival in 2027. Measuring 5 310 mm long, 2 210 mm wide and 1 810 mm tall with a 3 140 mm wheelbase, it debuts as the largest Audi of all time — eclipsing key full-size 3-row rivals such as the BMW X7 (5 181 mm long) and Mercedes-Benz GLS (5 207 mm long).
Q: What cabin configurations and tech features are showcased in the Audi Q9 interior?
A: The Q9 seats 7 occupants across 3 rows as standard, with an optional 6-seat setup featuring power-adjustable individual 2nd-row seats. Tech highlights include a curved MMI display (12.3-inch Virtual Cockpit and 14.5-inch touch screen), a dedicated 12.3-inch front passenger display with privacy mode, Audi’s largest panoramic sunroof and OLED taillamps.
Q: What engine options have been detailed for the Audi Q9 and SQ9 ranges?
A: Internationally, Audi detailed a 3.0-litre V6 TDI mild-hybrid engine for Europe offered in 2 outputs (180 kW/500 Nm and 220 kW/630 Nm) with an 8-speed automatic. Additionally, the high-performance Audi SQ9 performance model gets a 441 kW 4.0-litre twin-turbo V8 petrol engine. Local SA powertrain specs will be confirmed closer to launch.
GWM P500 3.0TD coming to SA with ‘class-leading’ torque
The GWM P500 3.0TD is set to launch in South Africa later this year, offering what the Chinese brand terms a “class-leading” torque output. Here’s what to expect…
New 3.0TD engine confirmed for P500
Maximum torque to come in at 620 Nm
Bakkie market’s torquiest 4-pot diesel?
The GWM P500 3.0TD is expected to launch in South Africa later in 2026, offering a markedly higher torque figure than derivatives fitted with the Chinese brand’s current 2.4-litre turbodiesel motor. In fact, it looks set to debut as the torquiest 4-cylinder turbodiesel bakkie in the country.
As a reminder, the Baoding-based automaker confirmed back in April 2025 it was developing a new 3.0-litre turbodiesel engine. Now, GWM South Africa has published a “Register Your Interest” page on its website, with posts on the brand’s social-media platforms revealing the P500 3.0TD is “coming soon”.
Exactly when the newcomer is scheduled to hit the market in Mzansi has yet to be confirmed, though it’s worth keeping in mind GWM has announced the new engine will make its “global debut in Australia this September [2026]”. So, it’s fair to assume we won’t see it before then.
What do we know about the new powerplant? Well, the 3.0-litre, 4-cylinder oil-burning engine boasts peak outputs of 170 kW and 620 Nm, representing respective increases of 35 kW and 140 Nm compared to the 2.4-litre 4-pot. The new motor is paired with GWM’s in-house developed 9-speed automatic transmission as standard.
According to specifications released for the Australian market, the new 3.0-litre turbodiesel version of the P500 (a model known in that market as the Cannon Alpha) has a claimed fuel consumption of 7.3 L/100 km, seemingly on the NEDC standard. The braked towing capacity, meanwhile, is listed as 3 500 kg, the same as that of the P500 2.4TD derivatives.
In Australia, GWM notes the new 3.0-litre engine “matches the largest-displacement 4-cylinder turbodiesel” currently available in that market and “sets a new benchmark with [its] class-leading torque output”.
It will be a similar case here in South Africa, where the P500 3.0TD’s 620 Nm will eclipse the peak twisting force of the Isuzu D-Max‘s 3.0TD (450 Nm), Nissan Navara‘s 2.5DDTi (450 Nm), Mitsubishi Triton‘s 2.4DI-D Bi-Turbo (470 Nm), Toyota Hilux‘s 2.8GD-6 (500 Nm) and LDV Terron 9‘s 2.5TD (520 Nm). Its maximum torque will even beat that of the Ford Ranger‘s 184 kW 3.0TD V6 (600 Nm), a 6-cylinder mill also used by the Volkswagen Amarok.
Of course, the upcoming GWM P500 3.0TD won’t be the torquiest double-cab bakkie in South Africa, with that title instead going to the freshly launched 350 kW BYD Shark 6 Performance, which churns out 700 Nm courtesy of its plug-in hybrid petrol powertrain. In addition, the current 255 kW GWM P500 2.0T HEV offers a maximum of 648 Nm from its petrol-hybrid arrangement.
It remains to be seen whether the 135 kW/480 Nm 2.4TD engine (which also does duty in the P300 and Tank 300 portfolios) and 2.0T HEV powertrains will remain in the P500 range or end up being outright replaced by the 3.0TD unit. It’s likewise not yet clear whether the new 3.0-litre motor will also be offered locally in the Tank 500, though we suspect it eventually will.
Frequently Asked Questions (FAQ)
Q: When will the new GWM P500 3.0TD launch in South Africa, and what are its key engine specifications?
A: The GWM P500 3.0TD is expected to arrive in South Africa later in 2026, following its global debut in Australia in September 2026. Powered by a new 3.0-litre 4-cylinder turbodiesel engine paired with a 9-speed automatic transmission, it delivers peak outputs of 170 kW and 620 Nm of torque.
Q: How does the P500 3.0TD’s torque output compare to other double-cab bakkies in South Africa?
A: Generating 620 Nm, the P500 3.0TD is set to debut as the torquiest 4-cylinder turbodiesel bakkie in SA, outperforming 4-cylinder rivals like the Toyota Hilux 2.8GD-6 (500 Nm) and LDV Terron 9 2.5TD (520 Nm). Its torque output even surpasses 6-cylinder diesel alternatives like the Ford Ranger 3.0 V6 (600 Nm), though hybrid models like the 700 Nm BYD Shark 6 Performance remain overall torque leaders.
Q: What are the towing and efficiency ratings for the 3.0TD engine?
A: According to specifications released for right-hand-drive markets, the 3.0-litre turbodiesel P500 has a claimed fuel consumption of 7.3 L/100 km and retains a standard braked towing capacity of 3 500 kg.
How to sell a financed car privately in South Africa
What’s the safest way of selling a financed car in South Africa? How does that compare to selling privately? How does positive or negative equity affect the transaction? And which selling platforms can simplify the process? Let’s find out how the process works.
Be it owing to buyer’s remorse, a desire to upgrade or a sudden lack of affordability, it’s almost inevitable that at one point in your motoring journey, you will get to a situation where you will be selling a car that is still financed. Understanding the rights of all interested parties, as well as your financial position afterwards, determines how – and if – such a transaction can be viably carried out.
Can you sell a financed car privately in South Africa?
Yes. When it’s financed, however, it’s not as easy as just listing the vehicle for sale on Cars.co.za. That’s because as long as you’re still paying monthly instalments, the car isn’t yours. In legal terms, you are the operator while the bank is the title holder. When selling privately, the bank is due what it’s owed first. As the legal title holder, it will release the original certificate of ownership (NaTIS) only once the full finance amount has been settled.
Step-by-step: How to sell your financed car to a private buyer
Selling your under-finance car requires a step-by-step procedure of compliance and the correct procedure:
1. To ascertain the exact outstanding value of the loan amount, you will have to request a 14-day settlement letter from your vehicle’s finance house.
2. Once a price has been agreed upon, the prospective buyer settles the outstanding balance directly with the bank.
3. If the funds have been correctly received, the bank will release the original NaTIS/registration document to you.
4. The Notification of Change of Ownership (NCO) must then be completed. The seller needs to submit the NCO form to their local licensing department to register the transfer, while the buyer takes the original NaTIS along with their own RLV (Application for Registration and Licensing of Motor Vehicle) form and a Roadworthy Certificate to register the car in their name.
Understanding equity: What happens with a shortfall or a surplus?
In terms of your credit status, you will at this stage find yourself in 3 possible scenarios, listed in order of preference:
If the car was sold for a higher price than what was owed to the bank, you have earned a profit (positive equity) that can be used towards a deposit on your next purchase.
Should the settlement have matched the vehicle’s value, you’ve broken even. You’re debt-free but cash-neutral.
By far the worst case scenario is being stuck with negative equity: that’s when you owe more on the car than the car is worth on the market. Example: you sell your car for R300 000 while still owing the bank R400 000. You will be liable for the R100 000 difference before the bank releases the car’s papers to you. You’ll either have to pay that amount out of pocket, refinance it separately, or include it in the finance of your next vehicle purchase. None of these scenarios is ideal, locking you into a debt trap lasting many more years than you would have liked.
Private sale vs. selling directly to a dealer or a platform
If you’re uncomfortable with the hassle and security issues of private vehicle sales, and are similarly put off by the sometimes-predatory nature of dealerships when trading in, there is another alternative.
The recent rise of instant-offer platforms has created another avenue for would-be sellers looking for the safest and quickest way of selling their cars in South Africa; financed or otherwise. As one-stop shops (or effectively single-visitors to you), these handle all the paperwork and intermediary admin with your bank.
High. Possibility of payment fraud, test drive risks and sharing personal information.
Low. Established physical business premises and verified transactions.
Low. Fully vetted, verified dealer network with secure escrow/bank clearing.
Convenience level
Low. You handle bank settlement, buyer queries, NaTIS collection and licensing.
High. Dealer manages bank payoff and transfer paperwork for you.
High. Single inspection; platform handles bank settlement and full admin.
Finance settlement procedure
Manual. Buyer pays bank directly, or you coordinate funds clearance.
Seamless. Dealer settles outstanding loan directly with your finance house.
Seamless. Dealer settles bank balance and pays out surplus directly to you.
Speed to sell
Slow. Days to weeks depending on listing traction and buyer finance approval.
Fast. Same day, usually tied to purchasing another vehicle on-site.
Fast. Inspection to offer and payout typically within 24 to 48 hours.
Realised value
Highest potential. Cuts out middleman margins, although open to negotiation.
Lower. Trade-in offers factor in dealer markup and reconditioning costs.
Competitive. Multiple dealers compete for your vehicle, driving up the offer price.
Safety meets value
Selling a financed car privately is entirely possible. The process doesn’t have to be a minefield of bank and licensing queues, NaTIS delays, or private buyer risks. However, the biggest danger sellers face isn’t just administrative; it’s falling into a debt trap. If you have negative equity, rolling an unsettled balance into your next car-finance agreement locks you into compounding debt for years to come. Settle your outstanding balance before taking on a new commitment.
While a traditional private sale gives you control over your asking price, managing settlement letters, test drives, and title transfers by yourself takes time and exposes you to transaction fraud. Using a trusted multi-dealer platform eliminates all that uncertainty.
Ready to sell your financed car hassle-free?
Skip the lowball trade-in offers and dodgy late-night private meeting risks. Listing your vehicle on Cars.co.za’s Sell My Car entitles you to receive competitive cash offers from over 1 500 verified South African dealers, with full bank settlement and NaTIS admin handled seamlessly for you. It’s the smartest, safest way to wrap up your finance and pave the way for your next financial move.
Ahead of the new Mazda CX-5’s official launch in SA, we’ve unearthed several details about the local line-up, including specifications and powertrain particulars…
New CX-5 to arrive in South Africa in August 2026
Local line-up to comprise 4 derivatives at launch
Fresh Homura specification set to top the portfolio
“Recalibrated” 2.5-litre petrol mill to make 132 kW
The new Mazda CX-5 is scheduled to launch in South Africa in August 2026, but Cars.co.za has managed to unearth details of the local line-up ahead of this 3rd-generation model’s official market introduction.
To refresh your memory, the KM-series CX-5 was revealed in July 2025, featuring evolved exterior styling, larger dimensions and extra cabin (and luggage) space. The new CX-5 furthermore gains a completely redesigned interior, including fresh touchscreen options.
So, what do we know about the local line-up? Well, according to our information, the new CX-5 portfolio in South Africa will comprise 4 derivatives at launch. The Japanese brand’s local division will offer its familiar Active, Dynamic and Individual grades, along with a new “Homura” flagship specification:
CX-5 2.5 Active 6AT FWD
CX-5 2.5 Dynamic 6AT FWD
CX-5 2.5 Individual 6AT AWD
CX-5 2.5 Homura 6AT AWD
All SA-spec variants will feature a “recalibrated” version of Mazda’s naturally aspirated 2.5-litre, 4-cylinder petrol engine, which here generates peak outputs of 132 kW and 240 Nm. A 6-speed automatic transmission will ship standard, with Mazda Southern Africa offering both front- (Active and Dynamic) and all-wheel-drive (Individual and Homura) derivatives.
As a reminder, the outgoing KF-series CX-5 employs a likewise atmospheric 2.0-litre petrol engine offering 121 kW and 213 Nm. That 3-strong line-up (topped by the Carbon Edition) currently has pricing bookends of R570 500 and R688 400. Though Mazda Southern Africa has yet to announce pricing for the new CX-5, our information suggests the range will again start at under R600 000.
We expect the entry-level Active grade to include features like a reverse-view camera, automatic LED headlamps, rain-sensing wipers, a 12.9-inch touchscreen, an 8-speaker sound system, wireless smartphone charging, parking sensors (front and rear), tyre-pressure monitoring, black fabric upholstery, grey 17-inch alloy wheels and an advanced driver-assistance system (ADAS) package.
Meanwhile, the Dynamic specification will upgrade to faux-leather upholstery (in a black-and-white colour combination), 8-way power adjustment for the driver’s seat (including a memory function), a head-up display (projected onto the windscreen), a memory function for the side mirrors, a powered tailgate, roof rails and black-and-silver 19-inch alloys.
According to our information, the Individual grade will boast black 19-inch rims, black leather upholstery, a 12-speaker Bose sound system, a 360-degree camera system, 6-way power adjustment for the front-passenger seat, front-seat ventilation, a panoramic sunroof, adaptive LED headlamps, an “off-road” driving mode, piano-black exterior trim and a few extra ADAS functions.
Finally, the range-topping Homura trim level will seemingly be set apart by tan-and-black leather upholstery (as pictured here), a 15.5-inch touchscreen system, a hands-free function for the powered tailgate, paddle-shifters, heated seats (front and rear), a heated steering wheel and what Mazda terms a “driver personalisation system”.
We expect the new Mazda CX-5 to be available in South Africa in a choice of 7 exterior paint colours, including the Japanese brand’s signature Soul Crystal Red Metallic. The colour palette will also feature Navy Blue Mica, Rhodium White Metallic, Jet Black Mica, Machine Grey Metallic, Polymetal Grey Metallic and Aerogrey Metallic.
As a reminder, the 2nd-gen CX-5 has been around since 2017 but remains Mazda Southern Africa’s best-selling model. In 2024, for instance, 1 218 units were registered in Mzansi, a figure that increased marginally to 1 242 units in 2025. A further 599 examples were sold locally in the first half of 2026.
Interestingly, the local CX-5 line-up was rationalised from 6 to 3 derivatives back in February 2024, with both the 2.2-litre turbodiesel engine (140 kW and 450 Nm) and the 2.5-litre petrol mill (which back then made 143 kW and 258 Nm) removed from the range, leaving only the aforementioned 2.0-litre petrol motor.
Q: When will the new 3rd-generation Mazda CX-5 launch in South Africa, and how many variants will be available?
A: The new 3rd-generation (KM-series) Mazda CX-5 is scheduled to launch in South Africa in August 2026. According to Cars.co.za, the local line-up will consist of 4 derivatives across four trim levels: Active (FWD), Dynamic (FWD), Individual (AWD) and a new flagship Homura grade (AWD).
Q: What engine and transmission power the new South African-spec Mazda CX-5?
A: All South African derivatives will feature a recalibrated naturally aspirated 2.5-litre 4-cylinder petrol engine producing 132 kW and 240 Nm of torque. This unit is paired with a standard 6-speed automatic transmission in either front- or all-wheel-drive configurations.
Q: What key features distinguish the top-spec Homura grade from the rest of the CX-5 range?
A: According to Cars.co.za, the range-topping Homura model is set apart by exclusive tan-and-black leather upholstery, a larger 15.5-inch touchscreen infotainment system, hands-free power tailgate operation, steering wheel paddle shifters, heated front and rear seats, a heated steering wheel and Mazda’s driver personalisation system.
New Nissan X-Trail versus Toyota RAV4 – The battle of the OG compact SUVs
X-Trail versus RAV4 used to count as the compact-SUV comparison in South Africa. Should you still care which one is best in an era of so many Chinese crossovers and SUVs?
X-Trail. Great name but, as with so many of Nissan’s legacy products, it’s been largely forgotten. That’s a pity, because there was a time when the Nissan X-Trail was Toyota’s biggest rival in the mid-size crossover-SUV segment.
Toyota’s RAV4 is one of the world’s best-selling vehicles. In South Africa, it has quietly dominated the mid-size crossover-SUV segment for a long time. Most people know how successful the Fortuner is, but not as many pay attention to the monthly RAV4 sales stats, which are deeply impressive.
There’s a new RAV4 in the market, and it’s the first one with a PHEV powertrain. In response, Nissan has launched the updated version of the 4th generation of its mid-size crossover SUV. And that’s unusual for a Nissan product in South Africa, where followers of the brand have been used to waiting for years after an international model rollout for local availability.
The X-Trail is arguably Nissan’s most important product
The T31 Nissan X-Trail (2007-2014) was renowned for its brilliantly practical luggage compartment.
In the 1st decade of the century, Nissan had an incredible product offering in South Africa. It’s almost unrecognisable from what the brand offers in South Africa today.
In the late 2000s, the Navara was unquestionably the best-looking bakkie on sale in South Africa. The 350Z was a bargain driver’s car, and the GT-R redefined what supercar ownership could be. And then there was the second-generation X-Trail.
Nissan had engineered the X-Trail with good turbodiesel engines and decent all-terrain ability for a non-low-range-enabled vehicle. It had brilliant packaging, too. The X-Trail had a huge load area and lots of clever storage spaces for muddy mountain bikes, trail-running gear, and fishing or adventure equipment.
If you were in the market for a mid-size crossover SUV toward the tail-end of the 2000s, the ideal shortlist featured a RAV4 and X-Trail.
In 2026, Nissan’s South African product portfolio is much smaller, while Toyota remains the most influential car company in South Africa. Every fifth car sold in South Africa is a Toyota, after all. By comparison, Nissan has become a niche brand trying to reinvent itself now that it’s ceased local production after 6 decades. That means the X-Trail has become even more important.
Which brings us to the X-Trail and RAV4 in 2026…
The design is a bit more restrained than the RAV4’s, or those of the Chinese crossover SUVs.
How does the new Nissan X-Trail compare to Toyota’s RAV4? Curiously, the latter now has a much more daring design than the X-Trail, which was never really the case.
From the first-generation X-Trail, Nissan designers pushed the boundaries of design. For example, the original X-Trail had a central instrument stack, which showed Nissan’s confidence at the time.
Compared to similarly priced Chinese crossover SUVs, the latest X-Trail and RAV4 don’t have the same infotainment screen sizes or graphics quality. But they do have more logical ergonomics and a sensible UX, with physical buttons, dials, and controls where people need them.
The X-Trail’s luggage volume and payload trail the RAV4’s.
Crossover SUVs need to be versatile when it’s weekend-away or vacation time. That means decent luggage capacity and a usable payload rating.
The X-Trail can take 585 litres of luggage, which is sufficient, and leave you with about 480 kg of payload capacity when packing for that big year-end road trip with the family. Those are useful numbers for a crossover SUV of the X-Trail’s size.
However, the Toyota soundly beats it. Offering 688 litres of luggage space, the RAV4 can also take a payload of 500 kg (on the non-hybrid models, mind you).
Nissan offers the bigger non-hybrid engine option, promising more performance.
The mid-size crossover-SUV segment is where Chinese brands offer incredibly advanced HEV and PHEV powertrains. Even Toyota has had to respond, launching the latest RAV4 with HEV and PHEV powertrain options, but at much higher prices than what is available from brands like Jetour.
Nissan offers just one powertrain on the new X-Trail at launch, a proven 2.5-litre, naturally aspirated petrol engine. It’s broadly the same configuration of engine that powers the petrol component of the RAV4 hybrids. Meanwhile, the RAV4 non-hybrid is powered by a smaller 2.0-litre naturally aspirated petrol engine, which is less powerful and torquey than the X-Trail’s.
Nissan’s launch strategy has been impressively targeted, with significant discounts on the new X-Trail compared to previous versions. The entry-level X-Trail is priced at only R599 900. That compares favourably with the RAV4 range starting at R770 500 for the 2.5 GX HEV E-Four.
The most relevant pricing comparison is between Toyota’s mid-grade RAV4 2.0 VX, which costs R799 900, and the spec-equivalent X-Trail 2.5 Acenta at R770 900. The Nissan’s outputs measure 135 kW and 244 Nm versus the Toyota’s 127 kW and 203 Nm. At high altitudes like Gauteng, the X-Trail’s torque advantage should play a noticeable role.
It’s clear these 2 legacy rivals are as close as ever. However, in a market awash with glitzy new rivals offering turbocharged engines and laptop-sized infotainment systems, their jobs to convince potential buyers to sign on the dotted line have become much, much more challenging…
New JAC T9 PHEV to grab title of SA’s most powerful bakkie?
The JAC T9 PHEV looks set to take the title of South Africa’s most powerful bakkie when it finally hits the market, offering more oomph than the BYD Shark 6 Performance…
Way back in December 2022, the Chinese brand’s local division suggested the T9 PHEV double-cab bakkie would arrive in Mzansi “at the end of 2023”. The company later shifted this targeted launch date to the 2nd quarter of 2025. Though this plug-in hybrid derivative has still yet to materialise, JAC Motors SA’s website now lists it as “coming soon”.
In addition, the website suggests the T9 PHEV will boast peak power of 360 kW (and maximum torque of 674 Nm), markedly higher than the 290 kW figure mentioned in JAC Motors SA’s earlier press material. From what we can tell, the PHEV powertrain comprises a turbocharged 2.0-litre petrol engine (160 kW/370 Nm), a pair of electric motors (one on each axle) and a 31.2 kWh lithium iron phosphate battery pack.
As a reminder, the freshly launched BYD Shark 6 Performance currently ranks as SA’s most powerful bakkie, generating 350 kW courtesy of its PHEV powertrain. The Ford Ranger Raptor is next with 292 kW (from a turbocharged 3.0-litre V6 petrol engine), though the upcoming production version of Chery’s KP31 diesel PHEV bakkie (with 350 kW) looks set to beat the Blue Oval contender in the power stakes.
In fellow right-hand-drive market Australia, the T9 PHEV – which measures 5 330 mm long, just like the turbodiesel derivatives available locally – has a listed all-electric range of 100 km (according to the NEDC standard) and a claimed combined range of some 1 005 km. Payload and braked towing capacity in that country come in at 915 kg and 3 500 kg, respectively.
Frequently Asked Questions (FAQ)
Q: How much power will the upcoming JAC T9 PHEV produce compared to rival bakkies?
A: According to updated listings from JAC Motors South Africa, the T9 PHEV delivers a peak power output of 360 kW and 674 Nm of torque. This places it ahead of the 350 kW BYD Shark 6 Performance and the 292 kW Ford Ranger Raptor, making it poised to take the title of South Africa’s most powerful bakkie on paper.
Q: What engine and battery set-up powers the JAC T9 PHEV?
A: The T9 PHEV is built around a plug-in hybrid architecture combining a 2.0-litre turbocharged petrol engine (160 kW/370 Nm) with electric motors mounted on the front and rear axles. Electric power is supplied by a 31.2 kWh lithium iron phosphate (LFP) battery pack.
Q: What are the expected driving range and utility capability figures for the T9 PHEV?
A: Based on specifications listed for right-hand-drive markets, the T9 PHEV offers an all-electric driving range of up to 100 km (NEDC) and a total combined range exceeding 1 000 km. For utility work, it maintains full double-cab functionality with a 915 kg payload capacity and a 3 500 kg braked towing rating.
Toyota’s ‘V35A’ recall in SA: fix requires engine replacement
Toyota’s global recall for the V35A twin-turbo V6 has been expanded in SA, with Land Cruiser 300 and Lexus LX affected. And the fix requires a full engine replacement…
Toyota SA issues new recall for V35A engine
Land Cruiser 300 and Lexus LX600 affected
Recall fix requires a full engine replacement
Toyota South Africa Motors has confirmed to Cars.co.za that its recently announced safety recall campaign for certain Toyota Land Cruiser 300 and Lexus LX600 models (which use the internally designated “V35A” motor) will include a full engine replacement.
Earlier this week, the National Consumer Commission (NCC) released a statement announcing Toyota SA Motors had issued a fresh recall. We asked the Japanese firm’s local division to confirm the campaign and indicate whether the “necessary repairs” mentioned by the NCC involved a full engine replacement.
“Toyota South Africa Motors (TSAM) confirms that it has launched a safety recall campaign for certain Toyota Land Cruiser 300 and Lexus LX600 models equipped with the V35A 3.4-litre twin-turbocharged V6 petrol engine,” the company told Cars.co.za in a statement.
“This campaign is part of a global engine replacement programme affecting vehicles produced from late 2022 through 2024. In South Africa, affected vehicles comprise of 507 Toyota Land Cruiser 300 units and 124 Lexus LX600 units,” the company confirmed.
As a reminder, this V6 engine – which is still available in the Land Cruiser 300 range (alongside a 3.3-litre turbodiesel mill) but no longer in the LX line-up (which instead now features the hybrid LX700h and the aforementioned oil-burning unit) – generates 305 kW and 650 Nm in SA-spec guise.
V35A engine replacement ‘a precaution’
According to Toyota, during the manufacture of affected V35A powerplants, “small metal particles may have remained inside the engine in certain vehicles”. Over time, these particles “could cause excessive wear of internal engine components, potentially resulting in engine knocking, rough running, difficulty starting, or in rare cases, engine stalling”.
“If the engine stalls while driving, the vehicle could lose power, increasing the risk of an accident. As a precaution, Toyota and Lexus will replace the engine in affected vehicles at no cost to customers. Owners of affected vehicles are being contacted directly and requested to arrange an appointment with their nearest Toyota or Lexus dealer,” Toyota SA Motors told us.
“Toyota and Lexus remain committed to the highest standards of Quality, Durability and Reliability. The safety and satisfaction of our customers remain our highest priority and we are working closely with our dealer network to ensure the campaign is completed as efficiently and conveniently as possible,” the firm said.
The Japanese automaker added that customers with any questions were welcome to contact the Toyota Customer Contact Centre (0800 139 111 or [email protected]) or the Lexus Customer Assistance Centre (0800 220 000 or [email protected]). Any local Toyota or Lexus dealership could also be approached for assistance.
What exactly does the V35A issue involve?
The NCC’s statement said the issue centred on potential damage to the turbopetrol V6’s crankshaft main bearings, caused by engine machining debris that “may not have been completely removed during manufacturing”. If said debris “adheres to the main bearings and the engine continues to operate under higher loads over time, the bearings may fail”, according to the NCC’s statement.
In August 2025, the NCC announced that 34 units of the LX600 had been recalled for the same reason. According to various international reports, at least 270 000 vehicles worldwide have thus been included in this broader recall, which has rolled out in waves across various markets. In North America, the Tundra – which uses the very same V35A engine – is seemingly at the centre of the campaign.
In May 2026, Toyota Motor North America issued its 3rd recall for Tundra models powered by this engine, following earlier campaigns announced in May 2024 and November 2025. The engines involved in this latest recall were produced using what Toyota termed “additional controls for removing manufacturing debris”.
“We have found that, even after these additional controls, the remaining debris could be sufficient to cause damage to the #1 main bearing and lead to this issue. Engines produced after those included in this recall were manufactured with an improved #1 main bearing to help resist certain debris that might remain,” Toyota Motor North America said.
Frequently Asked Questions (FAQ)
Q: Which vehicles are affected by the V35A engine recall in South Africa, and what is the fix?
A: The safety recall campaign affects 507 Toyota Land Cruiser 300 units and 124 Lexus LX600 units equipped with the 3.4-litre twin-turbo V6 petrol engine (“V35A”) produced between late 2022 and 2024. As a precautionary measure, Toyota and Lexus will perform a complete engine replacement at no cost to the customer.
Q: What is the cause of the V35A engine failure issue?
A: Toyota says the recall stems from machining debris and small metal particles that were not completely removed during the engine manufacturing process. Over time, these particles can adhere to the crankshaft main bearings (particularly the #1 main bearing), causing excessive component wear that may lead to engine knocking, rough running, power loss or sudden stalling while driving.
Q: How can affected South African owners arrange their engine replacement?
A: Toyota South Africa Motors is directly contacting owners of affected vehicles to schedule an appointment with their nearest dealer. Customers seeking further information or confirmation can contact the Toyota Customer Contact Centre (0800 139 111/[email protected]) or the Lexus Customer Assistance Centre (0800 220 000/[email protected]).
How does Ford’s new Ranger Super Duty compare to the never-say-die Land Cruiser 79?
Everyone knows about the Ranger-versus-Hilux battle. But there is a much bigger bakkie comparison loading (bigger in more ways than one, in fact)… Cue the upcoming Ford Ranger Super Duty taking on Toyota’s Land Cruiser 79.
Local demand for luxury and high-performance bakkies keeps on growing. South Africans love bakkies. Many double-cab owners are people who would have bought a German luxury sedan or a high-performance hatchback a decade ago.
That market shift has meant that whatever bakkie product planning teams imagine usually gets approved. The result? An amazing diversity of bakkie models.
In the late 2000s, nobody could have imagined something like a Ranger Raptor, a Hilux GR-S or Chinese double-cab bakkies with more luxury features than a C-Class.
Of course, there are those buyers who still need a hardcore commercial bakkie. Their choice will soon become a lot harder when Ford launches the Ranger Super Duty. But first, let’s spotlight the original (and most revered) working bakkie.
All those farmers can’t be wrong
Heavy-duty steel body stampings. Built to last for decades, not years.
There’s a blindspot in the bakkie development story – many of the newer luxury and high-performance double cabs sacrifice payload for comfort and stability. It’s a worthwhile sacrifice for double-cab owners who live in urban security estates to make, as they never really tax their bakkies’ load capacity. But it’s a problem for hardcore commercial bakkie buyers.
If your bakkie is engineered to carry more than 1 000 kg on the back, the worse its ride quality and handling will be. That’s why a Ranger Raptor, with some of the most sophisticated suspension ever fitted to a bakkie and amazing all-terrain handling dynamics, has a payload of just 670 kg… When engineers reduce the load capacity of a double-cab bakkie, they can enhance its ride quality by making the suspension more supple.
Somewhat ironically, bakkies with the best load-carrying ability and durability are often the least comfortable to drive. The Toyota Land Cruiser 79 single- and double-cab bakkies have asymmetric front-to-rear axle widths, truly terrible ride quality, poor brakes, and generally awful on-road handling. But the aged design is also robust, with an overbuilt steel ladder frame platform that can handle heavy loads.
If you’re a farmer who doesn’t want to do two journeys to town to get agri-chemicals or feed, you really value payload. And that’s why the Land Cruiser 79 bakkie is so popular among South African farmers: it has a higher functional payload than almost any other bakkie on sale. (Not to mention its popularity is also thanks to its renowned reliability and Toyota’s famed aftersales service.)
Ford will target the Land Cruiser 79 market with the Ranger Super Duty
The Land Cruiser 70 has HVAC controls from the 1990s. But nobody seems to mind.
Ford knows that Toyota’s Land Cruiser 79 has the valuable farm and mining bakkie market nearly all to itself. But, if you look at the 79 series’, ahem, robust pricing, it’s a market ready for creative disruption. If farmers and mining companies are willing to pay R1m-plus for 1990s bakkie technology, surely there’s scope for a more modern, yet equally capable, newcomer to disrupt the market?
With the Ranger Super Duty, Ford believes it’s created just that bakkie.
The Super Duty cabin is much comfier, more modern and less fatiguing for long-distance dirt-road driving.
The Ranger Super Duty is an upgrade of the current Ranger T6.1 underpinnings, which is one of the most modern and comfortable bakkie platforms in production.
That means the Super Duty has a modern cabin with comfortable seating, proper ergonomics, sound deadening and vibration damping. Those comfort features make a huge difference when journeying long distances on demanding dirt roads.
The Land Cruiser 79 is a tough vehicle, and for expedition overlanding beyond South Africa’s borders, its simple mechanics and proven toughness serve a purpose. But it’s fatiguing vehicle to drive on both gravel and tar for more than an hour or 2, especially if you use it for work purposes day in and day out.
That’s where the Super Duty is vastly superior to the Land Cruiser 79.
Super Duty by name … and purpose
When was the last time you saw 8-stud hubs on a bakkie?
No brand has ever successfully challenged the 79. Nissan tried with the Patrol bakkie, but it was very niche in South Africa. With the Super Duty, Ford has invested in upgrading the features that really matter, creating a Land Cruiser 79 rival that is superior in nearly every technical benchmark.
The Super Duty chassis is much stronger than the Land Cruiser 79’s. Everything that matters has been upgraded to commercial-vehicle spec, like the wheels.
For hardcore 4×4 driving and work vehicles, steel wheels matter. When you’re operating a bakkie at peak load on corrugated dirt roads, or driving into town on a rural tar road with potholes, a fully loaded bakkie hitting a pothole can easily suffer a damaged alloy wheel.
Some models in the Land Cruiser 79 range have steel wheels, as does the Super Duty. But the Super Duty features an 8-stud hub. If you’ve ever glanced sideways in traffic when an 18-wheeler truck rig is next to you, you’ll notice how many bolts secure a wheel. More bolts mean better load distribution (most bakkies feature 6 studs).
It’s clear the Super Duty has been engineered to carry its maximum payload with confidence, even on the harshest South African corrugated dirt roads.
There’s no arguing with the numbers
Raptor-like toughness, without the speed. Standard 33-inch tyres mean lots of traction.
If you need a bakkie to (legally) carry a lot of stuff and tow oversized trailers, the Super Duty is significantly superior to the Land Cruiser 79.
The single-cab Land Cruiser 79 is available with three engine options, and because all three engines weigh differently, it has slight differences in payload capacity. The Land Cruiser 79 with the best payload capacity is the 4.0 V6 petrol, which is rated at 1 185 kg. Ford’s Ranger Super Duty single cab has a payload rating of 1 982 kg!
There’s a lot of discussion in the local motoring market about payload at the moment. The popularity of crossover SUVs has lulled buyers into a false sense of security about how much they can actually take on a road trip.
For farmers and commercial bakkie buyers, payload matters. When you need to take equipment into isolated, hard-to-reach places where only a hardcore 4×4 bakkie can operate, you don’t want to make 2 journeys when a single will do. With the Ranger Super Duty, Ford has created a solution that’s literally twice as good as the established market leader at moving what’s needed to places where it’s difficult to get to.
Massive payload and towing capacity, but you’ll need to upgrade from a Code B driving licence.
Towing is another area where the Land Cruiser 79 single cab has earned its keep among the farming community. It has a braked towing capacity of 3 500 kg, which is impressive. However, that figure is soundly trumped by the Super Duty’s gargantuan 4 500 kg…
The Ford also has trailer sway control (TSC) programmed into its ESP system. This is a huge help if your heavy trailer starts yawing in a crosswind or rolls over highway surface imperfections at speed while going downhill. The Land Cruiser 79? Don’t expect TSC, or even stability control on some derivatives.
Surely the Super Duty isn’t perfect?
Farmers will love the 180-litre diesel capacity, but they might not love the AdBlue admin.
Ford’s engineers have over-developed the Super Duty’s chassis, suspension and wheel hubs. There’s no arguing how well it is configured to carry more load than a Land Cruiser 79. But, when a vehicle has a total CGM of 8 000 kg, strong engine outputs become a crucial requirement.
There’s just no getting over the power-to-weight reality of carrying and hauling all that mass. The Super Duty is powered by a detuned version of Ford’s 3.0 V6 turbodiesel. It’s a proven engine, but 154 kW divided by 8 000 kg equals a power-to-weight ratio of just 19.25 kW/ton. That’s half of what you’d have in a Hyundai i10. And that means you really need to think about maintaining momentum on long, steepening gradients when driving a Ford Super Duty that is fully loaded (the 600 Nm of torque will help, however).
There are also a couple of operational issues with the Super Duty. Because of its amazing load capacities, you can’t drive one with a standard driver’s licence. That might not be an issue for Ford’s South African target market, which is mostly farmers, because most farmers have licences to operate trucks, too.
What might be less appealing for farmers is that the Ranger Super Duty’s diesel engine needs AdBlue. That’s an additional top-up and maintenance admin that some farmers might just find annoying.
Ultimately, however, having to top up an AdBlue tank every now and then seems like a paltry consideration when so much counts in the Super Duty’s favour. We can’t wait to see how commercial buyers and farmers respond to Ford’s answer to the venerable Land Cruiser 79.
