The GWM P300 is positioned as a thoroughly updated version of the P-Series. Here’s how much the fresh 2.4-litre turbodiesel double-cab variants cost…
The GWM P300 hit the market in South Africa in February 2025, touching down as a thoroughly facelifted version of the P-Series bakkie. The big news, of course, is the local availability of a new 2.4-litre turbodiesel engine at the top of the line-up.
Desmond Els, Sales Director at GWM South Africa, told us late in 2024 that the commercial derivatives will again employ the brand’s familiar 2.0-litre turbodiesel engine, while passenger-spec variants will be available with a choice of either this motor or the newer 2.4-litre unit.
The P300 will be available with a new 2.4-litre turbodiesel engine.
From February 2025, the new 2.4-litre oil-burning motor (codenamed GW4D24) – which debuted in the larger P500 that arrived locally in August 2024 and before being added to the Tank 300 line-up in March 2025 – launched in a trio of double-cab derivatives.
The GWM P300 2.4TD LT 4×2 9AT is priced at R599 900 (a marginal increase of R1 050 over the P-Series 2.0TD equivalent), while the GWM P300 2.4TD LT 4×4 9AT starts at R649 900 (interestingly, a R3 850 decrease over the outgoing 2.0TD version). Finally, the GWM P300 2.4TD LTD 4×4 9AT comes in at R699 900, some R4 950 more than before.
The new motor will be available in passenger-spec double-cab derivatives.
However, in July 2025, GWM SA rolled out 2 more derivatives, each employing the more accessible LS grade. The GWM P300 2.4TD LS 4×2 9AT is priced at R529 900, while the GWM P300 2.4TD LS 4×4 9AT kicks off at R579 900.
As a reminder, the older 2.0-litre oil-burning mill makes 120 kW and 400 Nm, while the new 2.4-litre (likewise 4-cylinder) turbodiesel engine generates peak outputs of 135 kW and 480 Nm, with drive delivered via a 9-speed automatic transmission rather than the 8-speeder mated to the smaller-capacity engine.
The P300 wears the “Poer” badge in China (and the “Cannon” nameplate in Australia).
Claimed consumption comes in at 7.4 L/100 km in the case of the P300 2.4TD 4×2, with this figure rising to 8.0 L/100 km for the 4×4 version and further still to 8.2 L/100 km for the likewise all-paw LTD. The 4×2 drivetrain is rated to tow 3 000 kg (braked), while the 4×4 version boasts a braked towing capacity of 3 500 kg.
The new LS trim level comes with items such as 18-inch alloy wheels, LED headlamps, roof rails, fixed sidesteps, an electric-lock tailgate, tyre-pressure monitoring, 6 airbags, keyless entry, push-button start, automatic air-conditioning, a 12.3-inch touchscreen, a reverse-view camera, wireless smartphone charging, a 6-speaker sound system and a 7-inch digital instrument cluster.
The LS grade joined the P300 range in July 2025.
The LT grade adds features such as leather upholstery, a 6-way electrically adjustable driver’s seat (with 4-way adjustment for the front passenger), front-seat heaters, adaptive cruise control, an electro-chromatic rearview mirror, a sunroof and various driver-assistance features.
What about the P300 LTD? Well, this flagship off-road-ready derivative boasts extra items such as an oil-cooling fan, front-and-rear electronically controlled diff locks, a front winch, a snorkel, added underbody protection, front-seat ventilation and a front-centre airbag (for a total of 7). However, it seems to stick with the styling of the outgoing P-Series version.
The P300 LTD appears to inherit the styling of the outgoing P-Series LTD.
Compared with the outgoing P-Series, the P300 LT features a new grille design, along with a restyled front bumper housing updated foglamps. The wheel-arch extensions, too, have been tweaked. Inside, the revised bakkie gains a freestanding 7-inch colour LCD instrument cluster and the aforementioned 12.3-inch touchscreen (as opposed to the old integrated 9-inch item) that likewise sits proud of the facia.
To refresh your memory, the P-Series range launched in Mzansi in December 2020. The outgoing line-up comprises 17 derivatives (4 single cabs, 8 “commercial” double cabs and 5 “passenger” double cabs) – if you don’t count the trio of P500 variants, that is – with pricing running from R413 050 to R694 950.
Note the new infotainment screen.
While this bakkie wears the “Poer” badge in China and the “Cannon” nameplate in Australia, it has been known as the P-Series in South Africa since launch. However, with this mid-cycle update, GWM has seemingly opted to switch to the “P300” moniker, positioning the updated model below the larger P500.
In 2024, local registrations of the GWM P-Series slid 18.0% year on year to 3 659 units, seeing the Chinese-made bakkie drop a place to 8th. The firm’s local division will be hoping both this fresh P300 2.4TD engine option and the likewise updated remainder of the range (which should follow at a later stage) help to grow sales in 2025.
*Article originally published on 30 January 2025 and updated in February and July 2025.
How much does the new GWM P300 2.4TD cost in SA?
GWM P300 2.4TD DC LS 4×2 9AT – R529 900
GWM P300 2.4TD DC LS 4×4 9AT – R579 900
GWM P300 2.4TD DC LT 4×2 9AT – R599 900
GWM P300 2.4TD DC LT 4×4 9AT – R649 900
GWM P300 2.4TD DC LTD 4×4 9AT – R699 900
The prices above include GWM South Africa’s recently launched 7-year/200 000 km warranty and a 7-year/75 000 km service plan.
Mazda Southern Africa recently upgraded the standard equipment list of its Mazda CX-30 boutique crossover range. Here’s a summary of the derivatives and what they cost.
“With a solid base of standard features, this latest update (to the Mazda CX-30) ensures customers have a variety of choices across the range,” a Mazda Southern Africa spokesman was quoted as saying.
All CX-30 “Editions” are powered by a 2.0-litre 4-cylinder petrol engine, which delivers peak outputs of 121 kW and 213 Nm of torque, and is mated with a 6-speed automatic transmission.
2.0 Active Edition
All Mazda CX-30 derivatives feature LED headlamps, 16-inch alloy wheels, Mazda i-Stop, a leather-trimmed ‘wheel and transmission lever, push-button start, auto headlamps and -wipers, a head-up display, auto-dipping rear-view mirror, cruise control, auto folding mirrors and electronic parking brake.
All variants, including the entry-level 2.0 Active Edition, now feature a 10.25-inch infotainment screen (with touch functionality when the car is stationary, plus Android Auto and wireless Apple CarPlay), while the standard 8-speaker audio system is supplemented by a pair of USB (type C) ports.
2.0 Dynamic Edition
Beyond the tech upgrades to the 2.0 Active Edition, the 2.0 Dynamic Edition comes with 18-inch alloys, daytime running lights, parking sensors, smart keyless entry, dual-zone climate control, steering-wheel-mounted shift paddles, a wireless charging pad, a reverse-view camera and rear air vents.
2.0 Carbon Edition
The 2.0 Carbon Edition can be distinguished by black metallic 18-inch alloy wheels and matching side-mirror caps, while the cabin has red contrast stitching, a sunroof and an electrically operated tailgate.
2.0 Individual Edition
Like the 2.0 Carbon Edition, the range-topping 2.0 Individual Edition is also adorned with black metallic 18-inch alloy wheels and side mirrors, but additionally features what Mazda Southern Africa describes as a “retro sports” interior trimmed in black and terracotta suede and faux-leather combination upholstery.
Other notable standard equipment in the 2.0 Individual Edition (over the 2.0 Carbon Edition) include an 8-way power adjustable driver’s seat (including lumbar and with memory function), a 12-speaker Bose audio system, a frameless rear-view mirror, a blind-spot monitor as well as rear cross-traffic alert.
Safety equipment for the range includes dual front-, side- and curtain airbags, ABS with EBA and EBD, dynamic stability control, hill-hold assist, auto door lock and child-seat anchor points (ISOfix).
Watch Ciro De Siena’s video review of the 2021 Mazda CX-30
What engine is available in the Mazda CX-30 in South Africa?
The Mazda CX-30 in South Africa is powered by a 2.0-litre, naturally aspirated Skyactiv-G petrol engine. This engine produces 121 kW of power and 213 Nm of torque and is exclusively paired with a 6-speed automatic transmission across all models.
Is the Mazda CX-30 an SUV or a hatchback?
The Mazda CX-30 is a compact crossover. It is positioned between the CX-3 and the CX-5 in Mazda’s SUV lineup. While it shares its platform with the Mazda3 hatchback, it offers a higher ground clearance and a more rugged body style, making it a distinct crossover model.
What is the safety rating of the Mazda CX-30?
The Mazda CX-30 has a 5-star Euro NCAP safety rating. It scored highly in tests for adult and child occupant protection. Standard safety features include seven airbags (including a driver’s knee airbag), ABS with EBD, and Dynamic Stability Control. Higher-end models also feature a range of advanced driver-assistance systems.
What are the different models of the Mazda CX-30 available in South Africa?
The Mazda CX-30 is available in several trim levels, including the Active, Dynamic, Carbon Edition, and Individual. Each model comes with a progressive list of standard features, with the top-of-the-range Individual model offering premium equipment like a 12-speaker Bose sound system and additional driver-assist technologies.
Ford SA recalls EcoSport, Puma, Everest and Ranger
Ford has issued safety recalls for over 5 700 vehicles in Southern Africa, with the EcoSport, Puma, Everest and Ranger all affected. Here’s what you need to know…
Ford Motor Company of Southern Africa has issued safety recalls for certain versions of the EcoSport, Puma, Everest and Ranger, with as many as 5 718 units affected in total.
The Blue Oval brand says its recall action for the since-discontinued EcoSport involves some 2 872 units, 2 806 of which were sold in South Africa (along with 25 units in Botswana and 41 in Namibia). Built between April 2021 and July 2022, Ford says the front half shafts in affected vehicles “may not have been fully inserted into the transmission during assembly, creating the potential for the half shaft to disengage from the transmission”.
“If the half shaft disengages, there is a possibility of loss of engine power while driving. It may also result in a vehicle rollaway when the vehicle is placed in ‘Park’ without the park brake being applied. Both conditions increase the risk of an accident,” the Dearborn-based automaker’s local division said in a statement.
Meanwhile, 1 796 units of the Puma (1 775 sold in SA, along with 6 units in Botswana, 13 in Namibia and 2 in Swaziland) built between November 2021 and September 2024 have also been recalled. The company says it has “become aware of a number of Ford Puma vehicles where a fuel line may rub against a bracket, damaging the fuel line”.
“Over time, the fuel line damage may result in a fuel leak. This potential issue may result in an engine stall or, in the presence of an ignition source, a fire. Owners may notice fuel odour, fuel leaking beneath the vehicle, or smoke from fuel on a hot surface.”
The third safety recall relates to certain Ranger and Everest derivatives fitted with 3.0-litre V6 turbodiesel engines. Ford says there is “a possibility that the left-side camshaft sprocket” in the affected vehicles (built between June 2022 and March 2025) may “fracture, causing the engine to stall. An engine stall without warning increases the risk of an accident”.
In total, 1 050 units of the V6-powered Ranger and Everest are included in this recall, with 995 units having been sold in SA, 17 in Botswana, 34 in Namibia and 4 in Swaziland. The Ranger accounts for 571 units (534 in SA, 10 in Botswana, 24 in Namibia and 3 in Swaziland), while the Everest accounts for the remaining 479 units (461 in SA, 7 in Botswana, 10 in Namibia and a single example in Swaziland).
In each case, Ford says it’s “contacting affected customers and advising them to contact their preferred dealer to schedule an appointment. The dealer will inspect the vehicle and carry out the necessary repairs. This service will be performed on all affected vehicles at no charge to the customer”.
The Blue Oval brand furthermore suggests customers check if their vehicle is affected (by these or any other recalls), by entering their VIN at the following link: www.ford.co.za/owner/recalls/. They are also encouraged to call Ford’s “Customer Relationship Resolution Centre” on 0860 011 022 (or +2712 843 5824, in the case of international callers) or email them on [email protected] should they have any queries.
Chinese firm GWM is pushing ahead with plans to enter the supercar segment, releasing a teaser image of a low-slung – and potentially V8-powered – contender…
GWM’s first supercar is still very much on the cards. In fact, the Chinese automaker has released a fresh teaser image showing various company executives posing alongside the upcoming supercar (the latter hidden under a cover, of course).
The image was originally posted by GWM Chairman Wei Jianjun (also known as Jack Wey) on Chinese social-media platform Weibo. However, the brand has since also shared the shot on its global Facebook and X pages, along with the caption: “GWM enters luxury supercar arena”.
Released to celebrate Wei Jianjun’s 35th anniversary as GWM chairman, the teaser image gives us an early look at the long, low-slung contender, which has reportedly been in development since 2021. So, what will power this seemingly mid-engined model?
Well, GWM surprised Auto Shanghai 2025 showgoers in April 2025 by revealing a new twin-turbo 4.0-litre V8 petrol engine, complete with plug-in hybrid system. This 8-cylinder mill (supplemented by an electric motor or 2) seems the most likely candidate to power the as-yet-unnamed supercar, though nothing is yet official.
This powertrain’s outputs – and indeed any other technical specifications – have yet to be released, while it’s also unclear what the new supercar will be called. That said, according to CarNewsChina.com, GWM will soon launch a new high-end sub-brand called “Confidence Auto”, with the supercar likely to serve as this marque’s flagship product.
According to the Chinese publication, the new GWM contender will serve as a rival of sorts to BYD’s Yangwang U9, though that model is a fully electric supercar generating a whopping 960 kW courtesy of 4 electric motors. BYD claims the U9 is capable of completing the 0-100 kph sprint in just 2.4 seconds.
Look out for more details on GWM’s upcoming supercar later in the year…
Porsche 911 (993) Carrera RS vs (991.1) GT3 RS: Classic Comparison
New or old? It is a choice many of us dream about when considering a sportscar. We drive an air-cooled, 993-series 911 Carrera RS and a much more recent 991-series 911 GT3 RS back to back, but which machine leaves the biggest impression?
It is quite a sight, isn’t it? A previous-generation Porsche 911 GT3 RS is parked next to an example of what is currently one of the most sought-after RS models, the 993-series 911 Carrera RS.
IMAGES: Rob Till
The values of most air-cooled 911s, and many other classic Porsches for that matter, may have levelled off lately, but they remain high. This situation has created a challenge for would-be 911 buyers: whether to opt for a modern water-cooled 911 or a classic air-cooled derivative. Ultimately, the decision depends on your needs and intended use for the car. Some decisions might be particularly difficult in this regard.
Most Porsche 911 RS models have increased in value over the past 10 to 15 years, and the 993-series 911 Carrera RS is no exception. These top-tier Porsche 911s are separated by 20 years – an almost light-year leap in automotive development. But which one should you consider, and how do their respective driving experiences differ from behind the wheel?
Neither of these white RSs is a garage queen. The day before their keys were handed to me, both cars were taken to Kyalami Grand Prix Circuit in Johannesburg, South Africa, to be enjoyed by their owner. The Porsche (991.1) 911 GT3 RS was acquired more recently, but he purchased the 911 (993) Carrera RS more than a decade ago. Today, we are heading for Red Star Raceway.
My adoration for the Porsche 911 (993) Carrera RS goes back to my teenage years, when I was thoroughly fascinated by “all things 993”, especially those versions adorned with enlarged wings.
Piloting the air-cooled 911 Carrera RS
As I climb into the 911 (993) Carrera RS, the environment immediately feels familiar, akin to any 911 from the ’80s or ’90s. The cabin is snug, the steering column is non-adjustable, and the 5 instrument dials are present and correct.
The driver’s seat firmly supports your upper legs and hips, and even hugs your shoulders slightly. Pull the lever beneath your seat to move to your desired distance from the steering wheel, and voilà, you have your perfect driving position.
On the motorway, as we make our way to the track, I am immediately impressed by the 911 Carrera RS’s ride quality. It is, in fact, very well damped, unlike some modern performance cars. Even at an indicated 120 kph, I can easily converse with my passenger while the RS’s rev needle hovers at 3 000 rpm.
On arrival at the track, we prioritise the photoshoot. It also gives me time to take in the details of both RS models and to discuss them with their owner.
Some of the weight-saving measures Porsche implemented with the 911 (993) Carrera RS include the removal of most sound insulation materials, replacing the bonnet with an aluminium one, and fitting thinner glass for the side and rear windows.
The increased engine capacity was achieved by enlarging the bore from 100 to 102 mm; engine size is now up to 3.8 litres. Overall power increased only to 221 kW – marginally more than the 203 and 212 kW generated by the base 911 (993) Carreras produced between 1994 and 1998.
Thirty minutes later, when a gaggle of racing motorcycles returns to the pits from their final outing, I point the RS’s nose onto the track’s smooth asphalt.
According to the owner, the car had a hard life before he bought it, so he has fixed and restored various parts. Surprisingly, the car feels solid from behind the wheel, with no rattles or noises coming from any part of the vehicle, even though it’s well over 20 years old and has clocked up more than 56 000 km.
The gearbox operates smoothly; each gear engages with minimal effort. You are never in doubt about which gear you are in, nor which one you should select next.
As I settle into a rhythm with the car’s handling, I am reminded of how nimble these earlier 911 models are, particularly these lightened 993s. Look, 221 kW is not a mammoth power output, but as Porsche has removed 100 kg compared to the base 911 (993) Carrera 2, the car weighs in at only 1 270 kg.
As a result, whether you’re turning in or applying power mid-corner, the 933-series 911 Carrera RS never feels intimidating to pilot. The placement of the brake pedal – almost in line with the throttle when already pressed – further encourages a heel-and-toe technique.
After a while, I gradually gain more confidence, only to realise that the old car’s grip is not quite as high as I had anticipated. This could partly be due to our privilege of driving dynamically superior modern sportscars almost each month; nevertheless, it is an enlightening experience.
However, it remains a sensitive machine, and you can sense that, if you are deliberately over-eager with the throttle through a corner, the rear wheels will break traction. Yet, on this tight circuit, with its relatively slow corner speeds, the 993 surprised me with its breadth of capability and the joy it offers the driver.
Moving into the 911 (991) GT3 RS
Stepping from “the 993” into “the 991” requires more than just a few physical steps; it requires a mental adjustment. The 991.1 generation’s footprint is larger than the 993’s, and the cabin is notably roomier.
The GT3 RS’ exterior is dominated by the massive rear wing, a prominent front splitter, and those track-inspired cuts in the front wheel arches, making this one of the least graceful 911 road cars of all time.
However, if you understand and appreciate the Zuffenhausen-based marque’s race- and track-focused cars both past and present, the intense stance of the 991.1-series RS’ stance will speak to you.
The modern RS interior is more user-friendly and accommodating than that of the ’90s RS. The car isn’t built for touring, but you feel as though you could easily spend several hours behind the Porsche’s helm. All the contemporary luxuries are available, most notably an automatic dual-clutch (PDK) transmission. The steering wheel and supportive bucket seat are perfectly positioned for my driving style.
I move the PDK lever to D, and with a gentle press of my right foot, the 911 (991.1) GT3 RS makes its way onto the track. As the owner has already completed a few laps, the powertrain’s fluids are still at optimal temperature. I select second gear and lean on the accelerator pedal.
With zero hesitation from the engine, I watch the rev needle swing toward 7 000 rpm as the GT3 RS piles into the first corner. The steel brakes work quickly and decisively, with decent feedback, while the front tyres bite as I turn in. It must be said, the whole car feels more solid and planted than its 993 forebear.
A longer straight beckons, and I keep my foot pinned to the floor. Seven thousand revs turn to eight, and then, approximately 200 rpm before the needle brushes the 9 000-rpm mark, I pull the right paddle to shift up. The intensity of the engine truly shapes the driving experience.
You might think that, as the flat-6’s pistons have increased in diameter over the years, the motor would be less rev-happy, but thanks to ceaseless research and development, that is fortunately not the case.
I soon begin to trust the Porsche 911 (991.1) GT3 RS’ massive 265/35 ZR20 front and 325/30 ZR21 rear tyres, marvelling at the level of grip that they provide. There are no high-speed corners here, which is a slight injustice to this modern RS, but even in these 2nd-gear bends, the machine feels phenomenal.
While you need to work the 993-series 911 Carrera RS hard by using all 3 pedals to get the most from a corner, with the 991.1-series RS, it is not, in fact, any easier. As the speeds – at the braking point, the apex, and corner exit – are so much higher, you must recalibrate your thinking in this 368-kW car.
If you leave the PDK to its own devices, it allows you to focus on your braking points and manage grip levels through accelerator-pedal and steering inputs.
After several laps, during which I spun the engine to 8 800 rpm on several occasions, I pulled into our parking spot. I hopped out, took out my phone and photographed the 2 cars side by side – I fanboyed.
Verdict
However, my hands were shaking slightly, which hadn’t happened for quite a while. Maybe I’d been a bit nervous because the 911 (991.1) GT3 RS was privately owned, but it was challenging – and exhilarating – to drive the car quickly. It demanded far more of my concentration than the 911 (993) Carrera RS did.
You might assume the GT3 RS is the model to choose if you are fortunate enough to afford a car in its price bracket. Indeed, the 991.1-series RS can be used for adrenaline-fuelled track outings, and not only in your local area – if you pack a weekend bag or two, the Porsche will facilitate memorable road trips.
However, the same, to a certain extent, can be said of the 911 (993) Carrera RS. Some drivers may find the older car easier to master when approaching the limits of its performance envelope, because everything happens more slowly, and you receive more feedback from every aspect of the vehicle.
It is more compact, has a manual gearbox, and remains truer to the original Porsche 911 philosophy. For once, I am not jumping the “993 bandwagon”, but after I drove the 993-series 911 Carrera RS for the first time, I came away pleasantly surprised: what an honest sportscar it is!
What a privilege it must be not to have to choose between these 2 machines; just imagine having both these models – each representing the hallowed RS pedigree of their respective eras – in your garage!
Join Ciro De Siena and Kaalvoet Swys as they put the all-new BYD Shark 6 and award-winning Ford Ranger Raptor through a rigorous off-road test in the Western Cape.
This head-to-head video delves deep into what makes the BYD Shark and Ranger Raptor bakkie unique, how their tech translates into real-world off-road ability, and which one tackles tough 4×4 obstacles best.
The action unfolds at a specialist 4×4 facility in the Western Cape, where expert guide Kaalvoet Swys (Francois Marais, pictured right) coaches Ciro through a demanding suite of off-road challenges – steep hill descents, wheel-articulation obstacles, tricky side slopes, breakover tests, and water crossings.
The Contenders:
BYD Shark 6 Premium AWD
Powertrain: 1.5-litre 4-cylinder turbopetrol engine + dual electric motors (PHEV)
Throughout the episode, Ciro and Swys challenge both bakkies with:
Steep Hill Descents: Assessing hill descent control and throttle modulation—showcasing electric precision from the BYD Shark and robust mechanical grip from the Ranger Raptor.
Articulation Obstacles: Suspension flex and traction control strategies under real duress.
Tight Turning Circles: A nod to the practicalities of manoeuvring big bakkies in tight quarters.
Water Crossings: Real-world wading, with both machines exploiting their impressive depth ratings.
Side Slopes and Breakover Tests: Putting approach, departure, and breakover angles to the test on challenging terrain.
Ciro (below, left) and Swys candidly discuss where each bakkie excels, from the Ranger Raptor’s stability and mechanical diff locks to the Shark 6’s innovative use of electric motors for off-road control.
Special attention is given to the BYD Shark’s innovative battery architecture and how it influences the Chinese bakkie’s on-trail composure and safety during water crossings and rocky sections.
Why This Test Matters
This off-road comparison is about more than numbers. It’s a real-world look at how next-gen electrified tech stacks up against the tried-and-tested mechanical hardware of the acclaimed Ranger Raptor.
Prepare for an epic showdown as we pit the 292 kW Ford Ranger Raptor against the 321 kW BYD Shark 6 in a thrilling drag race (with a difference)! Witness these powerful bakkies’ raw power and performance as they do battle… on a dirt track.
For years, the Ford Ranger Raptor stood unchallenged at the top of South Africa’s performance double-cab bakkie market… until the BYD Shark 6 plug-in hybrid arrived to contest the Blue Oval’s supremacy.
Cars.co.za’s Ciro De Siena (above, right) and Dave Taylor (above, left) recently got behind the ‘wheels of the Ford Ranger Raptor and BYD Shark 6, respectively, to see how these powerhouse bakkies stack up at the location of the Gravel Kings Drag Fest, Cape Route Rally in the Western Cape.
The bakkies are put through a series of real-world drag race scenarios:
Static Starts: Standing drag races from a dead stop, testing quick acceleration and grip on loose gravel.
Rolling Starts: Acceleration runs from speed, making the most of each contender’s unique power delivery.
Driver Impressions: Ciro and David swap insights, highlighting how the Ford Ranger Raptor’s raw drama contrasts with the BYD Shark 6’s silence-and-surge hybrid experience.
Real-world traction, tyre choices, and drive system responses were all thrown into the mix, giving both vehicles a chance to play to their strengths.
What Sets Them Apart
While both double cabs can claim headline-grabbing specs, the Ford relies on brawn and a thoroughly proven recipe – muscular 3.0-litre twin-turbopetrol V6, serious off-road kit, and rally-proven DNA.
The BYD, by contrast, signals where the segment is heading: instant torque, plug-in efficiency, and onboard technology that aims to rewrite the performance bakkie rulebook.
Ciro De Siena at the ‘wheel of the Ford Ranger Raptor.
Why It Matters
This test isn’t just about the stopwatch – it’s about showing how 2 fundamentally different approaches to performance bakkies play out on familiar South African dirt.
The result is revealing and entertaining, with both the American and Chinese contenders showing their strengths in ways that’ll matter to buyers taking these vehicles home.
David Taylor at the ‘wheel of the BYD Shark 6.
Who comes out on top? You’ll have to watch the Cars.co.za clash to see how it all unfolds. But 1 thing’s certain – South African new-bakkie buyers have never had more compelling performance options.
Stellantis SA says the Opel Frontera and Citroën Basalt are now due to launch locally in “early 2026”, meaning their respective introductions have been pushed back…
Both the Opel Frontera and the Citroën Basalt were originally scheduled to launch in South Africa in the opening half of 2025, but Stellantis SA has now officially announced that these fresh-faced crossovers are instead due to arrive in “early 2026”.
As a reminder, the new Frontera was revealed back in May 2024, billed as a replacement for the since-discontinued Crossland. Interestingly, this new model shares much with the European-spec Citroën C3 Aircross (as opposed to the Indian-built version currently sold in Mzansi).
The new Frontera – a badge the Rüsselsheim-based automaker once applied to an Isuzu-developed SUV – measures 4 385 mm long and is offered in Europe in both turbocharged 1.2-litre mild-hybrid petrol form and fully electric guise. Stellantis has yet to confirm the powertrain that will be offered in SA.
While the Frontera will be sourced from the Stellantis factory in Slovakia, the Citroën Basalt will instead be shipped over from India. Conceived specifically for emerging markets, the Basalt measures 4 352 mm long, features a coupé-style roofline and is expected to slot in above the likewise Indian-built C3 and C3 Aircross.
In the world’s most populous country, the Basalt is offered with with a naturally aspirated or a turbocharged version of the Stellantis group’s 1.2-litre, 3-cylinder petrol engine (motors that are already in use here in SA in the C3 Aircross range). Expect more details on local powertrain options closer to launch.
Stellantis SA also plans to introduce another crossover, though before the end of 2025, with the Leapmotor brand set to debut in the next couple of months. According to Stellantis SA, the new Leapmotor C10 REEV (range-extended electric vehicle) will be available from “selected” group dealers from September, with “more models expected to be launched within the next year”, including fully electric derivatives.
For the record, Stellantis acquired a 21% stake in China’s Zhejiang Leapmotor Technology Co., Ltd back in October 2023, before the two companies formed “Leapmotor International”, a joint venture with exclusive rights for the export, sale and manufacture of Leapmotor products outside of China. Stellantis holds a 51% majority in this Amsterdam-headquartered joint venture.
Facelifted Renault Triber revealed and locked in for SA
The facelifted Renault Triber has been revealed in India, with this refreshed 7-seater MPV scheduled to arrive in South Africa in the final quarter of 2025…
Meet the facelifted Renault Triber. Just unveiled in India (the country in which it’s built), the refreshed version of this 7-seater MPV is scheduled to launch in South Africa in the final quarter of 2025, the French firm’s local division has confirmed to Cars.co.za.
From what we can tell, the updates are largely cosmetic. Indeed, the most obvious changes have been made up front, where the compact MPV – which debuted globally some 6 years ago – gains a new gloss-black grille (complete with the latest take on Renault’s 100-year-old diamond-shaped logo), updated headlamps (with integrated LED daytime running lights) and a revised bumper design.
Round back and in profile, the updates are not quite as dramatic. That said, the refreshed Triber does now feature black trim between its taillamps as well as the latest Renault logo (with the “Triber” lettering now positioned below rather than above the rear numberplate) as well as newly designed alloy wheels. Three new exterior paint colours (“Amber Terracotta”, “Shadow Grey” and “Zanskar Blue”) are also now offered in India.
Inside, the updates are likewise fairly subtle. For instance, the Triber upgrades to new upholstery (featuring a black-and-grey colour combination in India), while the dashboard layout gains a design tweak or two. The MPV furthermore scores a new digital instrument cluster as well as some extra available equipment (including a 360-degree camera system and ambient lighting) in the world’s most populous nation.
Interestingly, the Boulogne-Billancourt-based automaker has seemingly opted not to make changes to the Triber’s powertrain, with the naturally aspirated 1.0-litre, 3-cylinder petrol engine (as well as the 5-speed manual gearbox and 5-speed automated manual transmission) carried over. This 3-pot motor generates 52 kW and 96 Nm, peak outputs that are delivered to the front axle.
As a reminder, the 3-row Triber hit the market in South Africa back in February 2020, with the current line-up comprising 6 derivatives (including an Express-badged panel-van variant). At the time of writing (July 2025), the range has pricing bookends of R228 999 and R264 999, with the former giving the Triber the title of SA’s most affordable 7-seater MPV.
In 2024, as many as 4 248 units were registered in Mzansi, meaning the Triber was Renault South Africa’s 3rd most popular nameplate (not far behind the likewise Indian-built Kiger and Kwid). In the opening half of 2025, a further 1 913 units were sold locally.
In South Africa’s competitive automotive retail environment, winning a Dealer of the Year award is a big deal indeed. Not only does it give you bragging rights, but it also tells everyone you know what you are doing to the benefit of customers, staff and the OEM alike.
Several manufacturers recently held their annual dealer conferences where top performers, dealerships, motor groups and individuals were celebrated for their dedication to the job.
Suzuki
It was stiff competition among Suzuki’s 117 dealerships across the country for the top honours. For the second year in a row, Suzuki Kenilworth, part of the Mekor Motor Group, took the silverware home and was also crowned winner in the category for medium dealerships, with Toufique Carelse as the proud dealer principal.
Suzuki Vredenburg, located on the West Coast of the Western Cape, was named Rural Dealer of the Year. Suzuki Brits earned the title of Small Dealer of the Year, while Suzuki Kenilworth was recognised as the top performer in the Medium category. Suzuki Gezina claimed the award for Large Dealer of the Year.
The top three dealerships by sales volume were Suzuki JHB South in third place, Suzuki Boksburg in second, and Suzuki Bassonia in first.
Among dealer groups, the IPOP Group, which includes standout performers like Suzuki Bassonia and Suzuki West Rand, emerged as the top-selling group overall.
Suzuki’s much sought-after Elite status, on which a dealership is scored four times a year, went to Suzuki Gezina, Suzuki Kenilworth, Suzuki Alberton, Suzuki West Rand, Suzuki Rivonia, Suzuki N1 City, and Suzuki Fourways.
This year, Zaynul Mohamed of Suzuki Umhlanga was named Top Technician, whilst Taki Kipreos of Suzuki Mossel Bay earned the title of Top Parts Manager. Clair van der Merwe of Suzuki Bassonia was named Sales Manager of the Year and Izan Nieuwoudt of Suzuki N1 City earned the award as Sales Executive of the Year. Billy Bridge of Suzuki Durban South was recognised as Service Manager of the Year.
Suzuki Kenilworth is the top dealership of the brand in South Africa.
UD Trucks Southern Africa
UD Trucks Southern Africa (UDTSA) hosted its annual awards ceremony and rewarded its dealer network and high-performing dealerships.
The evening’s most prestigious accolades went to dealerships and individuals who have consistently delivered exceptional performance across business metrics and customer service.
The top spot on the podium went to McCarthy Commercial Vehicles Alrode, which also took the top silverware in the category for large dealerships.
Accepting the award was Gabisile Fakude, Dealer Principal, who received it with heartfelt emotion. As one of the few female Dealer Principals in the UD Trucks network, her leadership stands as a powerful example of the company’s transformation journey in action.
The Dealer of the Year: Sub-Saharan Africa title went to Gerhard Rossouw of Nors Namibia, who was recognised for his dealership’s leading performance across all operational areas in the emerging markets region.
The Dealer of the Year: Medium (South Africa) went to UD Trucks Ermelo, led by Gert Swanepoel, which took the top spot in the medium category for outstanding business performance and customer delivery.
Enjoying the moment, the winners at the UD Trucks Southern Africa Dealer of the Year awards.
JLR
JLR The Glen has been crowned Retailer of the Year for a third time. The dealership has been very successful in the last five years, winning in 2020/21 and 2021/22, and now again
The management team: In front are Lerato Mabuza (F&I), Natasha King (Quality & Marketing), Darren James (Service) and David Broodryk (Pre-Owned). At the back are Ian Bezuidenhout (Parts), Filipe Carvalhal (Head of Business), Mohammed Tikly (Finance) and Louis Visser (New Vehicles).
Adding to this feat for the 2024/25 title were several category wins. Without a doubt, JLR The Glen under the leadership of Filipe Carvalhal as Dealer Principal can be best described, as it was put at the awards ceremony, as “an environment that embodies compassionate leadership and an obsession for excellence”.
The other victories going hand in hand with the latest victory include Client Experience of the Year; Sales Retailer of the Year Metro; Marketing Champion; and Service Champion.
Other dealer news
FAW Trucks Southern Africa, in partnership with Laubstar Holdings, has opened four new dealerships, reinforcing its commitment to deliver innovative truck solutions to a broader client base.
Reytjie Laubscher, Managing Director of Laubstar.
The launch events, hosted at Du Preez Prag Venue in Lichtenburg (3S), Lekwena Wildlife Estate in Potchefstroom (3S sub-dealer), as well as Upington (3S) and Kathu (2S), drew a number of key customers from vital sectors, including agriculture, mining, logistics and transporting general goods.
Laubstar’s service teams are equipped with advanced diagnostic tools and backed by FAW Trucks Southern Africa’s technical expertise. This combination enables fast, efficient maintenance and repair services, while the dedicated parts department ensures critical components are always within reach.
