What to Buy: Suzuki Fronx vs Chery Tiggo 4 Pro vs Nissan Magnite

We take a closer look at the specs of the popular Suzuki Fronx… How does it stack up against the best-selling models in the booming compact SUV segment – is it worth making a trip to your nearest Suzuki dealer for a test drive? Read on…

Small crossovers such as the Suzuki Fronx are in high demand, but while the segment is broad, the buying frenzy for these high-riding urban commuter cars is mostly taking place at the budget end of the market (R250 000 to R350 000).

Chinese brand Chery dominates its rivals with the Chery Tiggo Pro 4 cracking big sales numbers while the budget-friendly Nissan Magnite is proving to be a hugely popular choice for budget compact SUV buyers.

As for the new Suzuki Fronx, it arrived in the middle of August 2023 and it has since become a sales hit for the Japanese carmaker.

The main aim of this article is to help you, the consumer, make an informed buying decision. To help you do this, we will provide you with the need-to-know information and insight based on available vehicle information and our experience with the cars in question.

This article will cover key aspects including Exterior Styling, Performance & Efficiency, Interior Features & Safety, Dimensions & Practicality, as well as Pricing & Warranty details.

If, at the end of this article, you are still undecided as to what to buy, you are more than welcome to reach out to us for advice via X, Facebook or Instagram. Our experienced test team will gladly assist you.

How does the Suzuki Fronx stack up against its rivals?

Exterior Styling

Suzuki Fronx

Think of the new Fronx as a high-riding Baleno hatchback replete with additional (and useful) ground clearance, crossover-inspired cladding and obligatory rugged bumpers. Up front, you’ll notice the large grille with stylish chrome wings, flanked by slimly proportioned headlights and prominent fog lights. The Fronx’s styling is pleasant and somewhat reserved – as in not shouty, which some buyers might prefer.

Chery Tiggo 4 Pro

As for the Chery Tiggo Pro 4, its exterior styling can be described as “quite attention-grabbing”, courtesy of its large and boldly studded grille, which makes a strong style statement.

Unlike the Fronx, the Tiggo 4 Pro has chunkier headlamps; it also features plastic cladding around the wheel arches, while lower sills with red detailing (Elite SE) add a bit of contrast to the package. With its attractive styling execution, it’s easy to understand why so many buyers are opting for the Tiggo 4 Pro.

Watch our video review of the Chery Tiggo 4 Pro:

Nissan Magnite

Not to be outdone in the style stakes, the updated Nissan Magnite brings its own kind of verve to the party, thanks to sharply contoured headlights and a contoured grille reminiscent of the discontinued Datsun Go. Angular body contours give the Magnite a chiselled appearance and it also features rugged plastic wheel-arch cladding, while its dual-tone colour scheme (on higher-grade derivatives) injects additional design flair.

Performance & Efficiency

This article will compare similarly-priced, high-specification derivatives from each model range.

	Suzuki Fronx 1.5 GLX	Chery Tiggo 4 Pro 1.5T Elite	Nissan Magnite 1.0 Turbo Acenta Plus
Powertrain	1.5-litre, naturally aspirated, petrol	1.5-litre, turbocharged, petrol	1.0-litre, turbocharged, petrol
Power Output	77 kW	108 kW	74 kW
Torque Output	138 Nm	210 Nm	152 Nm
Transmission	5-speed manual / 4-speed automatic	6-speed manual / CVT	5-speed (manual) / CVT
Fuel Consumption	5.5 L/100 km (manual) / 5.7 L/100km (automatic)	7.0 L/100 km (manual) / 6.8 L/100 km (CVT)	5.3 L/100 km (manual) / 6.0 L/100 km

Suzuki Fronx

The Fronx is powered by a 1.5-litre naturally-aspirated engine and while its outputs of 77 kW and 138 Nm might not look particularly impressive on paper, real-world performance is better than what the numbers suggest. With a relatively light kerb weight of around 1 015 kg, the Fronx’s acceleration and overtaking abilities are adequate, but bear in mind that the Fronx’s performance will drop off by 15 to 20% due to the thinner air at altitude, so buyers in Gauteng will have to factor this into their buying decision.

Ride quality and overall refinement are very good and, in terms of efficiency, the Fronx exhibits excellent fuel efficiency, which is one of the major reasons to put it on your shortlist. It returned around 6.1 L/100 km during testing, but we suspect figures below 6.0 L/100 km could be achieved without much effort.

We recommend opting for the manual gearbox over Suzuki’s lethargic 4-speed automatic transmission.

Read our Suzuki Fronx (2023) Launch Review for more information.

Chery Tiggo 4 Pro

The Tiggo Pro 4 is offered with either a naturally aspirated or turbocharged 1.5-litre engine but the latter (with 108 kW and 210 Nm) is the one to have. It offers punchier performance in conjunction with either a manual ‘box or continuously variable transmission (CVT). Some buyers might find the driving experience of the auto a bit humdrum/uninvolving, but it’s better suited to dealing with city traffic than the manual.

The Tiggo 4 Pro’s ride quality is generally good with a forgiving disposition, but damping could be better over poorer surfaces. Importantly, in terms of fuel efficiency, the more willing turbocharged engine isn’t particularly frugal; we’ve seen returns of around 8.8 L/100 km, which is the Tiggo 4 Pro’s drawback.

Read our review of the Chery Tiggo 4 Pro

Nissan Magnite

The Magnite strikes a good balance between performance and efficiency and we found its 1.0-litre turbopetrol engine to offer fair-to-good performance within the city environment. However, engine noise does increase under harder acceleration, but that trait is rather typical of models in this segment of the market. Ride quality is good too; it favours comfort but body roll is pronounced under brisk cornering.

Meanwhile, the Nissan’s fuel consumption is reasonable. During our test, the Magnite returned figures in the region of 6.5 L/100 km – by turbocharged small crossover standards, that is quite admirable.

Note that the Magnite is also offered with an entry-level, naturally-aspirated 3-cylinder 1.0-litre petrol engine offering 53 kW and 96 Nm and paired with both an AMT and manual transmission. Nissan recently added additional derivatives to the Magnite range.

Read our review of the Nissan Magnite

Interior Features & Safety

See a spec comparison between these versions of Suzuki Fronx, Chery Tiggo 4 Pro and Nissan Magnite.

Alternatively, you can use our handy Compare Tool to compare any car models you like!

	Suzuki Fronx 1.5 GLX	Chery Tiggo 4 Pro 1.5T Elite	Nissan Magnite 1.0 Turbo Acenta Plus
Infotainment system	9-inch touchscreen	10.25-inch touchscreen	8-inch touchscreen
Digital Instrument Cluster	4.2-inch information display, analogue dials, head-up display	7-inch digital cluster	Central digital display
Android Auto / Apple CarPlay	Yes	Yes	Yes
Bluetooth, Voice Control, USB, Wireless Charging	Yes to all, 1 front USB, 2 rear USB	Yes, 2 front USB, 1 rear USB, no wireless charging	Yes to all, 1 front USB
Rear View Camera	Yes, 360-degree	Yes	Rear, 360-degree
Steering Adjustment: Rake / Reach	Rake and Reach	Rake and Reach	No
Cruise Control	Yes	Yes	Yes
Air Conditioning	Climate control	Climate control	Climate control
Panoramic Sunroof	No	Sunroof	No
Upholstery / electric seats	Cloth, manual adjustment	Leather, electrically adjusted driver’s seat	Partial artificial leather and cloth
Front / Rear Park Distance Control	Rear only	Rear only	Rear only
Safety Features	6 airbags, ABS with EBD, Electronic Stability Control, Brake Assist, Hill-Hold Control	6 airbags, ABS with EBD, Electronic Stability Control with traction control, Brake Assist, hill descent control, tyre pressure monitoring	6 airbags, ABS with EBD, Electronic Stability Control with traction control, hill start assist, tyre pressure monitoring

In typical Suzuki fashion, the Fronx 1.5 GLX comes well-specified with standard equipment and its rudimentary interior design is neither flashy nor offensive. Harder plastic surfaces dominate and perceived interior build quality is reasonably good.

The Chery Tiggo 4 Pro, in contrast, adopts a more upmarket, tech-forward interior design approach, with a variety of hard and soft materials, including stitched leather, brushed aluminium inserts, leather trim and larger digital interfaces. The standard specification for the Tiggo 4 Pro 1.5T Elite is impressive.

The Nissan Magnite showcases a more youthful and playful interior design, which includes a colourful, partially digital instrument cluster. Angular air vents add some visual flair and so does the combined cloth/leather upholstery. Harder materials dominate the cabin and the material quality could be better.

The Magnite 1.0 Turbo Acenta Plus, does, however, come very well-specced with standard features.

Dimensions & Practicality

	Suzuki Fronx	Chery Tiggo 4 Pro	Nissan Magnite
Length	3 995 mm	4 318 mm	3 995 mm
Width	1765 mm	1 831 mm	1 758 mm
Height	1 550 mm	1 662 mm	1 572 mm
Wheelbase	2 520 mm	2 610 mm	2 500 mm
Kerb Weight	1 010 kg	1 364 kg	1 014 kg
Ground Clearance	170 mm	180 mm	205 mm
Load Capacity	304 – 605 – 1 009 L	340 – 1 100 L	336 L

Chery Tiggo 4 Pro Load — *The Chery Tiggo Pro 4 has a spacious cabin thanks to its longer wheelbase.*

In terms of dimensions, the Chery Tiggo 4 Pro has a larger footprint than its rivals; its longer wheelbase, in particular, translates into a more spacious cabin for passengers and luggage. However, the Tiggo 4 Pro is also the heaviest of the 3, which is a contributing factor to its higher fuel consumption (see above).

The Suzuki Fronx and Nissan Magnite, by comparison, are similar in size overall but the latter is claimed to have a more capacious load bay that the former, while also boasting superior ground clearance.

Pricing & Warranty

*Pricing is accurate as of June 2025.

	Suzuki Fronx	Price	Chery Tiggo 4 Pro	Price	Nissan Magnite	Price
Entry	Fronx 1.5 GL Manual	R298 900	Tiggo 1.5 4 Pro 1.5 LiT Manual	R269 900	Magnite 1.0 Visia Manual	R246 200
					Magnite 1.0 Visia Auto	R263 200
	Fronx 1.5 GL Auto	R319 900	Tiggo 4 Pro 1.5 LiT Auto	R299 900	Magnite 1.0 Acenta Manual	R277 300
					Magnite 1.0 Acenta Auto	R294 400
			Chery Tiggo 4 Pro 1.5T LiT Auto	R344 900	Magnite 1.0 Acenta Plus Auto	R323 900
Mid	–	–	–	–	Magnite 1.0 Turbo Visia Manual	R295 900
	–	–			Magnite 1.0 Turbo Acenta Manual	R329 900
			Tiggo 4 Pro 1.5 Comfort Auto	R355 900	Magnite 1.0 Turbo Acenta Auto	R344 900
Top	Fronx 1.5 GLX Manual	R324 900	Tiggo 4 Pro 1.5T Elite DCT	R384 900	Magnite 1.0 Turbo Acenta Plus Auto	R369 900
	Fronx 1.5 GLX Auto	R362 900	Tiggo 4 Pro 1.5T Elite CVT	R386 900	–	–
Warranty	5-year / 200 000km		5-year / 150 000 km 10 year / 1 million km engine warranty for first owner		6-year / 150 000 km

Service Plan	4-year / 60 000 km		5-year / 60 000 km		3-year / 30 000km

Not sure what you’re able to afford? Let our Car Affordability Calculator help you!

Use our Finance Calculator to work out monthly premiums!

What to Buy: Is the Suzuki Fronx worth a closer look?

Based on our experience (and the information at our disposal), it’s easy to see why the Chery Tiggo 4 Pro is a top-selling entry-level crossover. Not only is it larger (and more spacious) than many of its rivals; it arguably offers more style and luxury along with a comprehensive standard feature set. If you opt for a turbopetrol derivative, you’d have to be willing to live with the higher-than-average fuel consumption, but even so, the Tiggo 4 Pro is definitely worth considering.

The Suzuki Fronx, however, makes a very strong buying proposition, particularly for buyers with a budget under R365k. In 1.5 GLX guise, the Fronx, in our opinion, is a superior product to the equivalent Magnite, particularly in terms of perceived build quality. While the Fronx’s performance/economy balance is a big drawcard, the turbocharged Magnite hits back with punchier performance but still returns reasonable fuel consumption. The Magnite is also better equipped to attract buyers in the sub-R300k-segment, where it dominates. The Suzuki Fronx does offer a better warranty and service plan though…

So yes, the Fronx is worth a closer look if you are shopping for a capable, reliable and affordable compact SUV.

If you’re still undecided, visit your nearest Suzuki, Chery and Nissan dealership for a test drive!

Suzuki Fronx vs Toyota Starlet Cross: What’s the Difference?

The highly-anticipated Toyota Starlet Cross recently came to market in South Africa and it’s a direct rival to its half-sibling, the Suzuki Fronx. This article highlights the key points of difference between these models including styling, specification and pricing.

If you’re looking for a compact crossover that won’t necessarily break the bank you’ll likely have the Suzuki Fronx and Toyota Starlet Cross in your crosshairs.

Budget-friendly compact crossovers are in high demand as they represent common-sense purchases that offer practicality and value for money to a broad range of buyers with diverse needs.

The Starlet Cross is derived from the Suzuki and it’s the 5th product to come to market as a result of the Suzuki-Toyota product sharing agreement. Other Toyota-Suzuki models include the Vitz (Suzuki Celerio), Starlet (Suzuki Baleno), Rumion (Suzuki Ertiga) and the Toyota Urban Cruiser (Suzuki Grand Vitara).

It’s a case of “same same, but different” and on a fundamental level, the Starlet Cross and Fronx are mechanically identical but there are a few differentiating features, particularly in terms of styling, feature specification, pricing structure and after-market support.

This article will highlight the main differences so that you, the buyer, can make a more informed buying decision when considering these cars.

If you require further advice, feel free to reach out to us on X, Facebook or Instagram and our experienced team will be glad to assist you.

Toyota Starlet Cross vs Suzuki Fronx: What’s the difference?

Exterior Styling

The Startlet Cross and Fronx are small crossover variants of the Starlet and Baleno compact hatchbacks and as such, they stand some 20 mm taller with a ground clearance of 170 mm.

From the front, it’s clear that each brand has adopted a distinct grille design in line with their respective product ranges. The Startlet Cross features a hexagonal grille design while the Suzuki Fronx adopts a rounder grille design with a bolder chrome element housing the Suzuki logo.

Both cars however feature a slim LED headlight design (Starlet Cross has a horizontal light signature and Fronx has a vertical light signature) and the foglamp clusters are nearly identical. Plastic cladding around the wheel arches and the side sills adds a dash of ruggedness, a common trait of modern crossovers.

At the rear, the two models adopt unique rear light signatures, but feature an identical rear bumper design and rear diffuser. You’ll have to decide for yourself which car you like best in terms of design.

Performance and Efficiency

The Toyota Starlet Cross and the Suzuki Fronx share the same chassis and powertrain which means that they will offer the same performance.

Under the bonnet of both cars is a naturally-aspirated 1.5-litre, 4-cylinder petrol engine that develops 77 kW and 138 Nm of torque and buyers have the choice between a 4-speed automatic transmission or a 5-speed manual transmission.

Out of interest, this is the same engine that powers the Suzuki Jimny!

With a kerb weight of around 1 005 to 1 010 kg, the Starlet Cross and Fronx are relatively light which means that performance feels livelier than the engine output suggests.

However, in the absence of turbocharging, performance is more linear and in-gear acceleration between 80-120 kph is not as sprightly as you’d experience in a small crossover powered by a turbopetrol engine. Nonetheless, as an urban runabout and small family car, the Starlet Cross and Fronx deliver sufficient performance to meet the expectations of buyers at the budget end of the small-crossover segment.

For buyers on the reef in Gauteng, note that performance will be reduced by around 15% at altitude and this will be exacerbated when the vehicle is fully loaded with passenger and/or luggage.

The ride quality is very good. Both cars strike an appealing balance between comfort and firmness which is to say that they are perfectly sprung for life as an urban “daily” with fair handling characteristics. The 170 mm ground clearance is also useful for traversing nasty potholes or driving on unsealed dirt roads.

As far as efficiency is concerned, the cars have similar claimed fuel consumption figures (which is to be expected). Suzuki claims the Fronx consumes 5.5 L/100 km (manual) and 5.7 L/100 km (automatic) while the Toyota Starlet Cross is said to consume 5.6 L/100 km (manual) and 5.8 L/100 km (automatic).

Regardless of which car you choose, fuel efficiency is excellent. Expect real-world returns of around 6L/100 km or perhaps even less.

Interior execution, features and practicality

The Starlet Cross is offered with a choice of 2 trim levels: the base XS and range-topping XR. It’s a similar story to the Suzuki Fronx, which is available in base GL and range-topping GLX trim grades.

The models’ cabin architectures are virtually identical, but there are subtle differences in trim levels.

Base Toyota Starlet Cross Xs vs Suzuki Fronx GL

Compare the Toyota Starlet Cross Xs vs Suzuki Fronx GL

In base level XS and GL trim, the major feature difference between the Starlet Cross and Fronx trim is that the Toyota gains Voice Control while the Fronx lacks this feature. Cruise control is standard on both.

A 7-inch touchscreen infotainment system is fitted with Android Auto and Apple Carplay capability.

Note XS and GL only offer 2 front airbags as standard and the steering column is not adjustable reach.

Range-topping Toyota Starlet Cross Xr vs Suzuki Fronx GLX

Compare the Toyota Starlet Cross Xr vs Suzuki Fronx GLX

If you opt for the range-topping trim grades (XR on the Starlet Cross and GLX on Fronx), Toyota and Suzuki add a variety of extra features to the package, including 6 airbags, a Heads-up Display (HUD), a surround-view camera, automatic dimming mirror, automatic folding mirrors and keyless access.

Note that the Starlet Cross XR and Fronx GLX gain a larger (9-inch) touchscreen infotainment touchscreen compared with their XS and GL siblings, as well as a wireless charging pad.

In terms of practicality, the Startlet Cross and Fronx offer identical features including a ground clearance of 170 mm and a load bay with a capacity of 304 litres, expanding to a claimed 1 009 litres with the 60:40 split rear seats folded down. Space for rear seat passengers is acceptable with ample leg and knee room for a vehicle of this size.

Prices and Warranty

*Pricing is accurate as of July 2025.

	Toyota Starlet Cross	Price	Suzuki Fronx	Price	Difference
Entry	Starlet Cross XS (manual)	R299 900	Fronx GL (manual)	R298 900	R1 000
	Starlet Cross XS (automatic)	R330 500	Front GL (automatic)	R319 900	R10 600

Top	Starlet Cross XR (manual)	R347 900	Fronx GLX (manual)	R342 900	R5 000
	Starlet Cross XR (automatic)	R368 500	Fronx GLX (automatic)	R362 900	R5 600
Warranty	3-year/100 000 km		5-year/200 000 km		2-year/100 000 km
Service Plan	4 services/60 000 km		4 years/60 000 km

While the pricing structures of the Toyota Starlet Cross and Suzuki Fronx are similar, the table highlights that the Fronx is more affordable than the Starlet Cross. Suzuki Auto SA also offers a superior warranty on the Fronx (an additional 2-year/100 00 km) than what Toyota SA Motors does on the Starlet Cross.

Buy a new Toyota Starlet Cross on Cars.co.za

Buy a new Suzuki Fronx on Cars.co.za

Suzuki Fronx vs Toyota Starlet Cross: What should you buy?

*The Suzuki is more affordable and has a longer warranty*.

Both the Toyota Starlet Cross and Suzuki Fronx represent strong buying propositions for buyers looking for a competent and practical compact crossover at more affordable prices.

While there’s little feature differentiation between these 2 models, the more vital differences are monetary and in terms of after-sales support. On both counts the Suzuki Fronx is not only more affordable, but also offers a longer warranty period, which is important for buyers to consider.

However, Toyota has more brand cache in South Africa and, as the sales history of Toyota-badged Suzukis has shown us, buyers tend to gravitate towards Toyota, even if the equivalent Suzuki offers a better value proposition.

Your decision might depend on what brand you want on the nose of your car but the Fronx clearly offers a value advantage over the Startlet Cross which cannot be ignored.

Tell us, which one of these cars would you buy and why?

Buy a used Toyota Starlet on Cars.co.za

Buy a used Suzuki Fronx on Cars.co.za

Mercedes-Benz (R107) 500SL vs (R231) SL500: Classic Comparison

Considering the 30-year gap between them, is the genteel R107-series Mercedes-Benz 500SL any match for the brawny and tech-laden R231-series SL500?

As the engine configuration immortalised by the US muscle-car era, the V8, such as those that power the Mercedes-Benz 500SL and SL500 featured in this classic comparison, was destined to become quite a few car manufacturers’ engine of choice for large vehicles, especially luxurious ones, and sportscars.

IMAGES: Charles Russell

Before the age of downsizing, some consumers considered 6-cylinder motors too small for performance cars, high-revving V10s were reserved for exotica and buttery smooth (but also complicated and thirsty) V12s were predominantly made for those wealthy clients who simply wouldn’t settle for anything less.

So, the V8 represented a happy medium of all the engine configurations, but this wasn’t always the case.

Looking back at its history, the V8 had a rather haphazard birth. Between its implementation in boats and aeroplanes, automotive manufacturers were slow in applying this engine blueprint to their cars.

Mercedes-Benz waited until 1964 to launch its first V8 powerplant in a passenger car, called the 600 Grosser; it set the scene for ‘Benz’s trio of muscular V8 saloons: 280SEL 4.5, 300SEL 6.3 & 450SEL 6.9.

Be it in naturally aspirated form, supercharged, or turbocharged, the V8 has been a pivotal powerplant for the Three-pointed Star. Over the past few decades, V8-engined variants of modern-classic ‘Benz models have drawn keen interest from collectors, especially those who are fans of the iconic SL roadster.

That said, the early generations of this model came with no more than 6 cylinders under the bonnet (in fact, the 190SL that was sold alongside the 300SL Roadster used a 4-cylinder powerplant).

Watch: 1959 Mercedes-Benz 190SL: SentiMETAL Episode 6

Also read: Mercedes-Benz 300SL Roadster: Classic Drive

In fact, the V8 would not play a part in the SL’s history until 1971, when it was slotted into the R107-series 350SL. See also: Mercedes-Benz 350SL vs 450SLC: Classic Comparison. Today, the values of prime R107-series 500SLs have crept close to the asking prices of high-mileage used R231-series SLs.

Surely a car that peaked in the ’80s can’t hold a candle to a model that was launched in the 2010s? Well, perhaps it can; to find out, we spent an afternoon with the Mercedes-Benz 500SL and SL500 drop-tops.

What Mercedes-Benz 500SL & SL500 have in common

Six decades of research and development are immediately evident in the design of these 2 Mercedes-Benz SLs, with the technology on show in the later model being particularly eye-catching.

The R231-series SL500’s headlight clusters hold not only bi-xenon headlamps but also LED DRLs. These clusters force you to look at them, even study them, to fully understand how they function.

Open the bonnets and you realise how far things have progressed over 3 decades. There is a lot of space in the R107’s engine bay, while the newer R231’s bay has barely enough room for a technician’s hand.

There is, however, 1 common theme – in their cabins. The Sindelfingen-based brand tried to introduce more “tradition” in the R231-series SL… As in its R107-series counterpart, there are circular vents in the centre of the SL500’s fascia, but with a more modern, 4-spoke design, which is a classy touch.

This is the only interior similarity, though. Silver detailing abounds in the R231, and its transmission lever is far shorter than the R107’s, with the stubby shifter surrounded by buttons for the Active Body Control suspension and 7-speed auto transmission. The buttons themselves are flush and fall perfectly in line.

Elegant simplicity at the heart of the R107-series SL

In the older Mercedes-Benz 500SL, it is even easier to understand the cabin’s controls. In the ’80s, soft-touch materials weren’t as high on carmakers’ agendas as today. This means the dash, fascia and all their surrounding controls are chunky but durable – they feel substantial when you operate them.

The R107-series roadster’s driving position feels a little odd, though. It’s as if you sit on, rather than in, the seat and reach out to twirl the large tiller sits close to the dash by modern standards. In the R231-series SL500, the driver’s seat is positioned much lower; you feel more ensconced behind the helm.

Specifications:

Model: Mercedes-Benz (R107) 500SL
Years produced: 1980-1989
Engine: M117 5.0-litre V8, petrol
Power: 170 kW at 4 750 rpm
Torque: 404 Nm at 3 000rpm
Transmission: 4-speed auto, RWD
Weight: 1 540 kg
0-100 kph: 8.1 sec (claimed)
Top speed: 220 kph (claimed)

The SL500’s seats offer incredible support and are more comfortable despite a firmer feel than those in the 500SL, which have a springiness that exacerbates road imperfections, such as bumps and dips.

When you peer into your side mirror, the simple, restrained horizontal planes of the R107-series’ sheet metal contrast starkly with the R231-series’ curvy bodywork. The more youthful SL500 has a wide and high rump, while the SL500 features a sleeker and more compact rear end that slopes away slightly.

This is a clear indication of how cars have grown and evolved during the past few decades. I think the SL500’s red leather interior is far more contemporary and inviting than the beige-coloured cabin of its forebear. The greatest contrast of all, however, becomes apparent when the roadsters corner.

The more modern SL’s biturbo 4.7-litre V8 feels almost as powerful as the 5.5-litre biturbo V8 in this generation model’s Mercedes-AMG SL63. Not only is turbo lag minimal, but the engine revs with gusto.

Although the R231-series Mercedes-Benz roadster-cum-coupe is more grand tourer than sportscar, once you drive up/down a mountain pass, the 6th-gen SL500 will surprise you. It gives its driver more feedback than other cars of this type, while the lightweight aluminium body shell facilitates its agility.

Specifications:

Model: Mercedes-Benz (R231) SL500
Years produced: 2012-2020
Engine: M278 4.7-litre V8 biturbo, petrol
Power: 320 kW at 5 250 rpm
Torque: 700 Nm from 1 800 to 3 500 rpm
Transmission: 7-speed auto, RWD
Weight: 1 785 kg
0-100 kph: 4.6 sec (claimed)
Top speed: 250 kph (limited)

You are constantly aware of the newer SL’s size, though. Parking and navigating tight roads require a higher level of concentration than in the 500SL, which feels at its most comfortable when cruising.

The latter car’s in-gear performance can be maximised by using the automatic’s kick-down feature, but the result is always languid progress. The vague steering is actually quite suitable for the mood this car inspires in its driver. Sit back while cruising on an open road, and you can’t help but think back to scenes in the original TV series Dallas in which the Bobby Ewing character enjoyed driving an R107-series SL.

To drop the hardtop of the R231-series SL500, you simply have to press a button. But, if you know what you are doing (and have a helping pair of hands), the R107-series 500SL’s fabric roof can be lowered in roughly the same time (it also came with a removable hard top, but fitting/removing that takes a while).

It is easy to understand why so many considered the Mercedes-Benz SL the ideal roadster for taking a scenic cruise in the 1980s. Until 1985, when the 560SL came along, the 500SL was the most powerful SL in the range. Several generations later and, on paper at least, that is not the case any more.

With its twin-turbo V12, the R231-series Mercedes-AMG SL65 borders on being a supercar, but its useable, on-road performance isn’t dramatically better than that of its SL500 sibling. Compare asking prices of standard and AMG-fettled R231s – you’ll notice there are huge differences between them.

Verdict

Four generations represent a galactic leap in the motor industry, especially if you consider the pace of development and the fact that the R107 had the longest production run of any SL (more than 18 years).

In R231 guise, the Mercedes-Benz SL is a much more serious sports car, with turbocharging part and parcel of the range. These forced-induction, large-displacement engines add to the car’s epically comfortable and tranquil manner, and make the SL even more capable over long distances.

In many ways, the R231-series Mercedes-Benz SL500 is simply in a different league to the relaxing R107-series 500SL, because it is almost a different type of car, a GT with true sportscar ingredients.

The Mercedes-Benz SL has come a long way since the R107-series 500SL, but there is still much to like and admire about its old-school charm. It’s become a collectable classic, after all, and with good reason.

Sometimes, a relaxing drive with an old–school V8 purring away out front is all that you really want…

Search for a new/used Mercedes-Benz SL listed on Cars.co.za

Search for a new/used Mercedes-AMG SL listed on Cars.co.za

Mazda CX-3 (2025) Specs & Price

Mazda South Africa welcomed its updated CX-3 to South Africa in 2022. Take a look at specification details as well as the latest pricing for the CX-3 in South Africa.

The Mazda CX-3 has been quite the sales success for the Japanese brand. It made landfall in South Africa back in 2015 and many units have found homes in Mzansi. The range was updated in 2018, with some slight visual updates as well as trim and feature upgrades. This lifecycle enhancement was followed by another update in 2022.

What’s changed for the Mazda CX-3?

Changes to the exterior CX-3 is limited but buyers have the choice of a new body colour called Platinum Quartz and inside, the most nitable change is the fitment of a larger MZD Connect infotainment screen which is now 8-inches in size and wireless charging is also offered in higher-spec derivatives.

As far as trim levels go, there’s the enytry-level Active trim, mid-spec Dynamic trim and top-spec Individual trim. But that’s not all, Mazda is also offering the CX-3 Carbon Edition if you seek an extra dose of style.

See specification details for the Mazda CX-3 range

What engine powers the CX-3?

All CX-3 derivatives are powered by a 2.0-litre naturally-aspirated 4-cylinder engine which produces 115 kW and 206 Nm. Customers can choose between a 6-speed manual or a 6-speed automatic transmission.

How much does the Mazda CX-3 cost in South Africa?

*Note that pricing is accurate as of September 2025.

Model	Price
CX-3 2.0 Active 6MT	R417 000
CX-3 2.0 Dynamic 6AT	R479 300
CX-3 2.0 Individual 6AT	R551 600
CX-3 2.0 Carbon Edition	R551 600

The CX-3 is sold with a 5-year / unlimited km warranty and a 3-year / unlimited km warranty.

Frequently Asked Questions

Is the Mazda CX-3 still sold new in South Africa?

The Mazda CX-3 was officially discontinued in South Africa in the first quarter of 2024. While it may still be available as a new vehicle on some dealership floors until stock is sold out, it is primarily available on the used car market.

What engine was used in the Mazda CX-3 in South Africa?

The Mazda CX-3 in South Africa was powered by a 2.0-litre, naturally aspirated Skyactiv-G petrol engine. It produced 115 kW of power and 206 Nm of torque, and was available with both a 6-speed manual and a 6-speed automatic transmission.

What are the key features of the Mazda CX-3’s interior?

The Mazda CX-3 was known for its stylish and well-built interior. Key features included a MZD Connect infotainment system with a rotary dial controller, a head-up display on higher-end models, and high-quality materials, giving it an upmarket feel.

What are the main competitors of the Mazda CX-3?

The Mazda CX-3 competed in the compact crossover segment against rivals such as the Hyundai Creta, Toyota C-HR, and Volkswagen T-Cross. It was praised for its sharp handling and premium design.

Mazda CX-5 (2025) Specs & Price

Mazda Southern Africa introduced the facelifted CX-5 in 2022, which gained subtle design updates and some under-the-skin tweaks. Here’s what you need to know and how much you’ll pay for the Japanese marque’s family car.

The Mazda CX-5 has been updated!

Though changes to the facelifted Mazda CX-5’s exterior styling are best described as minor, the Japanese firm says the mid-cycle update applied to its popular SUV is a “major” one. Indeed, various upgrades have been made beneath the surface, with the company claiming improvement to both driving dynamics and ride comfort.

What’s changed on the facelifted CX-5?

Mazda says the vehicle’s damping control structure has been improved, which combines with increased frame rigidity to ostensibly help suppress vibrations and road noise.

Look closely and you might just notice the revised front bumper, along with fresh light clusters fore and aft. The CX-5 also receives new alloy wheel designs, along with the option of a fresh Zircon Sand Metallic paint colour. Inside, you’ll find an updated seat design allowing a “more natural and comfortable sitting posture”, along with increased luggage space at the rear.

The updated Mazda CX-5’s cabin features updated finishes and trim.

The Fuchū-based automaker says the range-topping Akera derivative benefits from a raft of model-specific updates, including gloss-black detailing on the bumpers, wheel arches, side mouldings and side mirrors, along with larger-diameter dual tailpipes. It furthermore gains red accents on the grille and 19-inch black metallic alloy wheels.

Inside, the Akera model boasts black leather seats with red stitching, a treatment repeated on the likewise leather-trimmed armrest, steering wheel, gear lever and console lid. A black finish on the fascia and door panels, along with black pillars and headliner, complete the dark look.

What engines power the Mazda CX-5?

In early 2024, Mazda rationalised its local lineup and culled all manual, all-wheel-drive and diesel CX-5’s from the range, leaving 3 derivatives in tact with 1 engine option powering the range. The familiar naturally aspirated 2.0-litre, 4-cylinder petrol unit again feeds the front wheels 121 kW and 213 Nm and is available with a 6-speed automatic transmission for Active, Dynamic and Carbon Edition derivatives.

The Carbon Edition introduced early in 2021 remains in the updated CX-5 range.

Meanwhile, the previous CX-5 with all-wheel-drive and the atmospheric 2.5-litre 4-cylinder engine with 143 kW and 258 Nm is no longer sold as new but can be bought as used on Cars.co.za. Finally (and sadly), the previous CX-5 Akera flagship variant powered by Mazda’s 140 kW/450 Nm 2.2-litre turbodiesel unit, has also been put out to pasture but is still very much worth considering as a solid used car buy.

The current generation CX-5 is long in the tooth and Mazda recently revealed an all-new CX-5, which is due to arrive in South Africa in 2026.

How much does the facelifted Mazda CX-5 cost in SA?

*Note that pricing is accurate as of September 2025.

The updated Mazda CX-5 comes standard with a 3-year/unlimited km warranty and service plan.

CX-5 2.0 Active	R570 500
CX-5 2.0 Dynamic	R617 900
CX-5 2.0 Carbon Edition	R688 400

Buy a used Mazda CX-5 on Cars.co.za

Frequently Asked Questions

What engines are available in the Mazda CX-5 in South Africa?

In South Africa, the Mazda CX-5 is primarily offered with a 2.0-litre, naturally aspirated Skyactiv-G petrol engine, which produces 121 kW of power and 213 Nm of torque. This engine is paired with a 6-speed automatic transmission. There are also models with a 2.5-litre petrol engine that deliver 143 kW and 258 Nm of torque, as well as a 2.2-litre turbodiesel variant in some higher-spec models.

What is the safety rating of the Mazda CX-5?

The Mazda CX-5 has a 5-star safety rating from Euro NCAP. It is equipped with a comprehensive set of safety features, including multiple airbags, ABS with EBD, Dynamic Stability Control (DSC), and a range of advanced driver-assistance systems in higher-end models, such as Blind Spot Monitoring (BSM), Lane-keep Assist (LKA), and Smart City Brake Support (SCBS).

Does the Mazda CX-5 come with a warranty and service plan in South Africa?

Yes, all new Mazda CX-5 models in South Africa come standard with a 5-year/unlimited-kilometre warranty, a 5-year/unlimited-kilometre service plan, and 5-year/unlimited-kilometre roadside assistance.

Is the Mazda CX-5 a good family SUV?

The Mazda CX-5 is widely regarded as a good family SUV. It offers a spacious and high-quality interior, a comfortable ride, and a practical boot. Its strong safety ratings and advanced features make it a secure choice for families, while its stylish design and refined driving dynamics make it a popular and compelling option in its segment.

Mitsubishi Destinator Unveiled

The Mitsubishi Destinator has just been revealed, offering 7-seats and turbocharged power. Should it come to South Africa?

The Mitsubishi Destinator has been officially revealed and the Japanese brand has confirmed that it will be sold in Asian markets, Latin America, the Middle East and Africa. It is built at Mitsubishi’s plant in Indonesia, the same factory responsible for Outlander Sport, Xpander and so on.

In terms of size, this new 3-row SUV is about the same length as the Toyota RAV4. The seating arrangement can be folded for additional practicality with the second row splitting in a 40:20:40 fashion, and the third offering 50:50 folding.

From the spec sheets, it appears the Destinator is aimed at families with practicality and comes pretty well equipped. Three rows of seating, a panoramic sunroof, 65-colour ambient lighting, 12.3-inch infotainment screen, 8-inch digital instrument cluster, Yamaha audio system, Type A, Type C USB ports for each row to name but a few.

In terms of safety, Mitsubishi says the Destinator has an advanced driver assistance system which includes things like adaptive cruise control, forward collision mitigation, blind spot warning, and rear cross traffic alert. There are six airbags.

On the technical side of things, the Destinator features a 1.5-litre turbocharged four-cylinder petrol engine which makes 120 kW and 250 Nm, driving the front wheels via a continuously variable transmission (CVT). There are five driving modes and Mitsubishi says the Destinator has a ground clearance of 214 mm and rides on 18-inch wheels.

Will the Mitsubishi Destinator come to South Africa?

We reached out to Mitsubishi Motors South Africa to confirm the availability of this vehicle and the Destinator is earmarked for a local debut in early 2026.

Want to purchase a new or used Mitsubishi? Browse vehicles for sale

Read the latest Mitsubishi news and reviews

Ford SA Boosts Dealership Network With R900m Investment

Ford Motor Company of Southern Africa (FMCSA) has doubled down on the dealership model and is investing heavily in revamping its dealerships into world-class facilities.

FMCSA is making a substantial investment of over R900 million into its dealership network, signalling a strong commitment to the brand’s future in the country. This significant investment is spread across multi-year cycles, with 20 projects currently underway this year alone, valued at R292 million.

Modern Ford Dealership look — *Impression of a new Ford Dealership once upgraded.*

An extra 19 projects are planned through to 2027, demonstrating the Silverton-based manufacturer’s long-term vision for enhancing the Ford customer experience.

The investment is a testament to the trust and belief that FMCSA’s dealer partners have in the brand and its product offerings. While some facilities are multi-franchise, R50 million of the total investment is specifically allocated to Ford facilities.

These investments are categorised into Greenfield and Brownfield projects. Greenfield projects, which involve building from the ground up on undeveloped land and naturally incur higher costs. Brownfield projects, on the other hand, involve the redevelopment of existing facilities to align with new standards.

*When construction was underway at Ford’s Paarden Eiland dealership in Cape Town.*

FMCSA’s commitment extends to providing a comprehensive, 1-stop service at its 118 dealerships across the nation. This means customers can purchase new or Ford-approved used vehicles, access servicing, and buy parts.

This extensive network supports a car park of just under half a million Ford vehicles currently on South African roads. The network also plays a vital role in job creation, directly employing 10 000 people, with a significant ripple effect on downstream employment.

*Interior detail of Paarden Eiland dealership in Cape Town.*

Ford Dealerships and Sales Performance Overview

FMCSA is experiencing the challenges of a market with numerous new entrants. The brand achieved the 4th position in June’s new-vehicle sales, surpassing Hyundai. Last month, the Blue Oval’s market share was 6.5%, contributing to 16 662 units sold year-to-date.

The dealer channel, which is a key focus for Ford, experienced a 13% year-on-year growth from January to June 2025. Ford’s volume in this channel increased by 6.3%, from 13 500 to 14 362 units.

However, Ford’s overall market share has declined slightly. This can be attributed to Ford’s products being positioned at a premium price point in the small crossover segment (vehicles under R500 000).

These segments have driven much of the industry’s growth, particularly benefiting from a “buy down” trend where consumers opt for more affordable vehicles.

While Ford is gaining in these segments, its premium positioning means it does not capture the larger volume seen by brands offering products in the lower price brackets.

Watch Ciro De Siena’s video review of the Mustang Dark Horse:

Model Performance and Market Positioning

Across Ford’s model range, there has been year-on-year growth for the first 6 months of the year. The Everest and Mustang (including the new Dark Horse and GT models) have seen increased sales. The Puma has also sold more units than in the previous year.

The Territory, introduced in May and June 2024, has shown positive momentum with 944 sales over six months, an increase of 185 units compared to the previous year.

Ranger leading sales — *Ranger leads the Double Cab sales charts so far this year.*

The Ranger remains a significant contributor, accounting for 70% of Ford’s volume, and holds a leading position in the double-cab segment with a 22.5% share.

Ford anticipates further advancements with the Ford Territory, especially with the recent launch of the Territory Dark Edition, which is reported to be selling well.

The brand also expects a positive turn for the Tourneo Custom by the end of the year with the recent introduction of the Sport and Titanium variants.

Overall, FMCSA is projecting approximately 8% growth on a year-over-year basis. While the overall industry is up 13% and the dealer industry is up 10%, Ford acknowledges being “about 2 points off” the industry growth in the dealer segment, which they aim to address by year-end.

View Prices and Specifications of new Ford models in South Africa

Find a new/used Ford model listed for sale on Cars.co.za

Suzuki Fronx (2025) Price & Specs

The new Suzuki Fronx is a popular crossover in South Africa. Here’s pricing for this fresh-faced coupé-styled offering…

Suzuki Auto South Africa expanded its range in 2023 with the arrival of the Fronx which slots into the local line-up below the Grand Vitara and indirectly takes over from the outgoing Vitara Brezza.

How big is the Fronx?

Revealed in India, the Fronx is based on the Baleno hatchback but gains extra ride height (with a ground clearance of 170 mm), a “coupé-like sloping roofline” and other distinct styling elements (such as faux skid-plates, front and rear), along with model-specific suspension and steering set-ups. The Fronx measures 3 995 mm long, 1 765 mm wide and stands 1 550 mm tall, with a wheelbase of 2 520 mm. The luggage compartment is able to swallow 304 litres.

In South Africa, the new Indian-built Fronx range numbers 4 derivatives, with pricing running from R298 900 to R362 900. The local range effectively mirrors that of the Baleno, comprising GL and GLX derivatives.

What engine powers the Fronx?

All models are powered by the Japanese firm’s familiar naturally aspirated 1.5-litre, 4-cylinder K15B petrol engine, which here generates 77 kW and 138 Nm (matching the peak outputs of the same engine used in the likes of the Baleno, Ciaz, Ertiga, Grand Vitara and outgoing Vitara Brezza).

The Fronx is offered locally with either a 5-speed manual gearbox or a 4-speed automatic transmission. The former bears a claimed combined fuel economy of 5.5 L/100 km, while the 2-pedal version sips at a 5.7 L/100 km, according to Suzuki.

What standard features are offered for the Fronx?

See specification details for the Fronx!

The GL specification includes items such as black 16-inch alloy wheels (wrapped on 195/60 R16 tyres), automatic LED headlamps, a 7-inch touchscreen infotainment system (with wireless Apple CarPlay), a reversing camera, automatic climate control, cruise control, a leather-trimmed steering wheel and roof rails. The dual-tone cabin (featuring black and burgundy trim) scores a trio of USB ports (2 Type-A and a single Type-C)

Meanwhile, the GLX trim adds items like polished 16-inch alloys, a 9-inch infotainment system, a 4.2-inch information display, wireless smartphone charging, a 360-degree camera system, a head-up display, keyless entry (with push-button start) and an electro-chromatic rear-view mirror.

Range-wide safety features include ABS with EBD, electronic stability control, hill-hold control and dual front airbags. The flagship GLX specification furthermore upgrades to 6 airbags. The colour palette comprises 6 exterior hues, 3 of which are available in conjunction with a black-painted roof.

How much does the new Suzuki Fronx cost in South Africa?

Model	Price
Fronx 1.5 GL 5MT	R298 900
Fronx 1.5 GL 4AT	R319 900
Fronx 1.5 GLX 5MT	R342 900
Fronx 1.5 GLX 4AT	R362 900

Pricing includes a 5-year/200 000 km warranty and a 4-year/60 000 km service plan.

Buy a used Suzuki Fronx on Cars.co.za

Frequently Asked Questions

What engine does the Suzuki Fronx use in South Africa?

The Suzuki Fronx is equipped with a 1.5-litre, naturally aspirated K15B petrol engine. It produces 77 kW of power and 138 Nm of torque. It is available with either a 5-speed manual or a 4-speed automatic transmission.

What is the fuel consumption of the Suzuki Fronx?

Suzuki claims a combined fuel consumption of 5.5 L/100 km for the manual version and 5.7 L/100 km for the automatic. Real-world consumption may vary depending on driving conditions.

What safety features does the Suzuki Fronx have?

Standard safety features across the range include ABS with EBD, electronic stability control (ESP), and hill-hold control. The entry-level GL model comes with dual front airbags, while the top-of-the-range GLX model is equipped with six airbags (front, side, and curtain).

What are the different Suzuki Fronx models available in South Africa?

In South Africa, the Suzuki Fronx is available in two main trim levels: GL and GLX. Both are offered with a choice of a 5-speed manual or 4-speed automatic transmission, making a total of four derivatives.

BMW iX Facelift (2025) Price & Specs

The BMW iX facelift brings numerous changes inside and out, and has been confirmed for a South African market introduction in 2025. Here’s a look at what’s changed, the performance and how much you’ll pay.

The #CarsAwards category winner has received an update. The 2026 BMW iX facelift is locked in for a South African market arrival in the 3rd quarter of 2025.

The BMW iX facelift lands in SA priced significantly more than the predecessor with the range starting from R2 235 000. Currently, the iX xDrive40 retails for R1 735 000, while the xDrive50 comes in at R2 350 000.

Visually, the BMW iX facelift benefits from a new-look radiator grille and BMW SA has confirmed the illuminated kidney grille will be standard for this facelifted model. There are new-look headlights with vertical daytime running lights and these will be of the adaptive LED variety.

BMW SA will be offering the facelifted iX with an optional M Sport package, as well as M Sport package Pro, but for the flagship M70, this will be standard. BMW has some additional colours joining the palette, like Arctic Race Blue metallic, Dune Grey metallic, Carbon Black metallic, BMW Individual Frozen Deep Grey metallic, BMW Individual Frozen Pure Grey metallic, Tanzanite Blue metallic and Space Silver metallic (available from winter 2025 production). The BMW Individual Exterior Line Titanium Bronze is also available as a further option for the BMW iX xDrive45 and the BMW iX xDrive60.

There are new model designations, with xDrive40 falling away in favour of the xDrive45, xDrive60 replacing xDrive50 and the flagship M60 being surpassed by M70 xDrive.

Small refinements in the areas of tyres, wheel bearings, electronics have seen an decrease of around 8% in terms of electricity consumption, and BMW says the xDrive60 has an increased range of around 60 km. The biggest change is the new battery cell technology which sees the battery capacity increased for additional performance and range.

The xDrive45 gets around 30% increase up to 94.8 kWh from 76 kWh while the xDrive60 features a 109.1 kWh battery, and the flagship M70 gets a massive 108.9 kWh battery. There’s a new inverter system that’s more efficient and range has been increased. Based on the WLTP test, the xDrive45 can do 490-602 km, the xDrive60’s range is now at 563-701 km. The adaptive recuperation has also been upgraded to help recoup some range.

In terms of outputs, every derivative has seen an increase in power and performance. The xDrive45 makes 300 kW and 700 Nm, and is good for a 0-100 kph sprint of 5.1 seconds and run to a top speed of 200 kph. The xDrive60 delivers 400 kW and 765 Nm, and does the same dash in 4.6 seconds with a top speed of 200 kph. Finally, the flagship M70 packs 345 kW and 1 100 Nm, sprints to 100 kph in 3.8 seconds and has a top speed of 250 kph. All derivatives feature all-wheel drive.

The cabin of the BMW iX facelift has also received an update, with new materials and new-look seats. The new BMW Operating System 8.5 has been fitted along with updates to the semi-autonomous driving and parking technology.

How much does the BMW iX Facelift cost in South Africa?

The BMW iX facelift is sold with a 5-year/100 000 km Motorplan and will going on sale in the third quarter of 2025. We expect the high-performance M70 pricing to be announced at a later stage.

iX xDrive45	R2 235 000
iX xDrive60	R2 675 000

Tony Viana’s BMW (E34) 535i race car: Classic Drive

BMW South Africa has a rich history of building cars unique to our country, and has achieved notable successes in local track-racing series. We track down a factory-commissioned race car – based on a BMW (E34) 535i – with a unique history.

Imagine, as a youngster in the early ’90s, you eagerly followed circuit racing in South Africa. Then, 30 years later, the 2 factory-commissioned BMW (E34) 535i Class B Wesbank Modified Saloon race cars cross your path, both of which have been meticulously restored, and you decide to acquire 1 of them.

Then, when you sift through some old transparencies, you realise that you had spectated the very car you now own being raced at the same track on which you’ve just done the car’s first shakedown drive!

That sums up Grant Viljoen’s sentimental connection with this rare race car. Apart from being a car fanatic, his love for Bayerische Motoren Werke is undeniable. However, he is no stranger to race cars.

A few years ago, he completed a 10-year restoration project of a prime replica example of Mercedes-Benz’s iconic “Red Pig” (a 300SEL 6.3, which laid the foundation for future AMG-fettled super sedans).

As we arrive at Zwartkops Raceway outside Pretoria, the importance of this car is not lost on me. Just over 30 years ago, this very car was raced here, flat out by the late race-car builder, tuner and driver Tony Viana, having been designed and developed by local specialists with the support of BMW SA.

In the late 80s, BMW SA was focused on their Stannic Group N production car series in the locally built and developed (E30) BMW 325is, having 5 factory-entered cars, and supporting several privateer cars.

BMW SA commissioned a race car styled like an E34 535i

Despite this commitment, it was decided that BMW should also be represented in the highly popular WesBank Modified Saloon Championship. The brand would enter Class B and, in a break with tradition, the race cars would not be built by Viana in Odendaalsrus, but Owen Ashley Racing in Cape Town.

As is clear from the pictures, this car represents so much more than just a tuned sedan. It resembles a BMW (E34) 535i, but with a coupe body (which it never had) – that is where the similarities end.

The race cars were powered by a substantially modified M30B35 inline-6 motor. It utilised the engine block of the European (E23) 745i Turbo, which sprayed oil into the bottom of the pistons through jets, had a dry-sump system, its capacity was enlarged from 3.5- to 3.6-litres, and to conform with Class B regulations, it utilised 48 mm twin-choke side-draft carburettors instead of (the stock) fuel injection.

Gearboxes were 5-speed manual X-Trac units, the differentials being standard, albeit with varying diff ratios, which were tailored to the specific tracks the cars were raced on. The wheels were split-rim BBS or Compomotive rims, with centres turned by local engineer Eddie Pinto.

The standard suspension was replaced with Owen Ashley’s signature horizontal-coil cantilever setup.

The late Tony Viana’s car, number B16 (this example), was the first of the pair of factory-backed race cars based on the BMW (E34) 535i to hit the track, sporting traditional Winfield colours at the time.

“This car made its debut at Killarney Raceway on 6 October 1990, but didn’t have a wing on it yet. At that time, it also had a fibreglass boot lid,” says Viljoen.

“However, when a wing from the 1989 WesBank Modified Saloon M35 race car (an M5-engined machine that Viana styled to resemble an E30 3 Series) was installed and the season restarted in 1991, they had to make a plan because the fibre glass boot lid could not carry the weight of the wing. I fortunately still have the original fibreglass boot lid at home with the correct racing colours of that season,” he adds.

Today, the car appears much as it was back in 1991, decked in BMW Motorsport colours. Some changes were made from race to race back in the day, but the setup is now as accurate as can be expected.

“I was fascinated by saloon and production car racing. The magic of seeing an everyday car all kitted out and ready to race, that connection between a road car and a race car is something special. In May 1991, when I saw these cars for the first time on the track, I was just blown away. Here were large, family-size BMW sedans racing competitively on track. They made a massive impression on me,” says Viljoen.

How these BMW (E34) 535i race cars were restored

“A few years ago, I wondered what happened to these cars. A friend in the know told me that Nick Sheward was restoring them,” Viljoen explains. In 1995, both these cars found their way to Zimbabwe, where they were turbocharged (if at the cost of reliability), but were still raced on the odd occasion.

After they were finally retired, they were displayed at a BMW dealership, which eventually closed down. Then they found their way to a Mercedes-Benz dealership (of all places, considering BMW and ‘Benz are such arch rivals) and they ended up lying out in the veld next door, exposed to the elements. They were fortunately rescued by Leon Joubert, who moved the cars to his farm and parked them under cover.

In 2014, the B17 race car of Deon Joubert (who was Viana’s BMW teammate in the Group N and Modified Saloon series and is now a multiple national circuit-racing champion) was brought back to South Africa and sold to Sheward, who then located the Viana car in Zimbabwe and ended up owning both machines.

Sheward, a very competent restorer, spent the following 7 years restoring both cars simultaneously back to their original specification, and their present condition is a stunning testament to his restoration skills.

He was even able to track down some of the original specialists who worked on these cars, specifically the gentleman who made the fibreglass panels and the apprentice (at the time) who painted the cars.

Sheward has always been involved in historic racing and famously tracks down historically significant cars to restore them. Another significant car on his CV is the other South-African-only WesBank BMW 745i that was raced locally. Sheward found that car, saved it and also completed its full restoration.

How the owner acquired Viana’s race car

“After meeting Nick (Sheward) and seeing the cars, I told him if he ever wanted to sell them to please consider me. Then, in March 2021, I got the call. Both cars were available: the 1 with which Joubert won Class B and the overall WesBank Modified Saloon Championship, and Viana’s car – I bought the latter.”

The 1992 season was indeed successful for the pair of BMW racing drivers, who made their way up the leader board. Towards the end of the season, Viana was 1st and Joubert 2nd in the title chase. Tony then missed the last 3 races of the year due to his battle with cancer, which meant that Deon won the title.

Drinking in the details of a legendary BMW race car

Stepping closer to the car, it becomes very clear that this is a purpose-built race car that was branded as a BMW (E34) 535i only for marketing purposes. The front and rear of the custom-made body resemble a 5 Series of the era, but the car was styled to look like a “long coupe”. New materials feature throughout the body; the roof and doors are still steel, but many of the other panels are custom fibreglass pieces.

At the rear, the massive wing is supported by 2 cross members. Incidentally and somewhat surprisingly, the boot lid can still be opened as normal. We do just that, and a network of piping becomes visible, and it seems the faded overflow plastic container for the engine oil is likely the original unit.

You can’t help but notice the suspension components through the rear window – what a sight!

We open the engine compartment, and the details abound. Here, the inboard suspension struts are neatly placed over the engine, while the large air intakes can be aptly described as pure mechanical art.

The prospect of driving such an important piece of SA motorsport history was always bound to fray my nerves. The owner kindly shows me around the race car’s cabin and quips: “Please, don’t crash it”, but I am mostly worried that I won’t be able to shift the non-synchromesh ‘box without grinding the gears.

“Just tap off the throttle and move the gear lever into the next ratio; don’t rush it, and you will see it slips right in,” instructs Viloen. Point taken, but that sounds easier said than done.

At the ‘wheel of Viana’s race car – at Zwartkops

This Class B BMW (E34) 535i-derived Wesbank Modified Saloon is pure race car inside; there are barely any recognisable items left from the road car’s interior.

The roll cage fills the cabin, the OMP racing seat hugs me perfectly, and to my right are all the readings I might need: oil pressure, water temperature, fuel pressure and oil temperature gauges, courtesy of VDO.

*The alternator (driven by the prop shaft, no less) is positioned where the rear seats would have been.*

The gear lever is neatly positioned slightly higher than what is probably ideal, but still perfectly within reach. I turn the main switch on and press the starter button. The aforementioned substantially modified M30B35 inline-6 engine catches immediately, filling the cabin with harsh noise even at idling speeds.

I pull away by slipping the clutch a little – the car is far happier on the move than when accelerating from a standstill. By now, the race car’s shrill gearbox whine dominates proceedings, which it does at almost all speeds. It’s so intense that it effectively relegates the engine and exhaust sounds to the background.

As the race car and its rebuilt engine are still being set up and run in, today is not the time for exploring the redline or on-the-limit cornering manoeuvres, so as I approach 4 000 rpm, I tap off the throttle and move the gear lever across the gate (this is a dog-leg 5-speed gearbox) and into 2nd gear.

And as the owner predicted, the ‘box slips into the next ratio smoothly. The clutch is very heavy, but once you get going, you quickly forget about it. There is even a footrest, but I don’t think that was used often!

The engine quickly revs to just over 4 000 rpm again (in race trim, they revved to around 7 000 rpm), and the shift straight down into 3rd gear is just as simple. The rawness of the experience is continuous and pervasive. The brakes bite strongly, and as I turn in for the 1st set of corners, the BMW, as expected, darts into the turn, with the non-assisted Momo 4-spoke ‘wheel providing a surplus of feedback.

Even though the race car’s tyres are not at their optimal temperature, the grip levels from the 23.5 x 10.5 16-inch slicks fitted to the front and 25.0 x 13 16-inch slicks at the rear are lofty.

You also sit so much lower than in a standard road car, which means I (who, although no beanstalk, is 1.88 metres tall) can barely see over the bonnet. In terms of the sensory experience, the sheer din is integral to the on-track action – you’re constantly bombarded by a cacophony of mechanical sounds.

Selecting a lower gear also comes more easily than I expected. With these older race cars, I have learnt that you must develop a feel for how these transmissions work. A quick blip of the accelerator pedal before you engage a lower gear allows the lever to again slip into the lower ratio without any issues.

Few things are as satisfying as executing a smooth shift through a challenging gearbox. Pure bliss!

Seeing as it’s shorn of unnecessary weight – the BMW tips the scales at around 1 100 kg in race trim – car number B16 delivers meaty acceleration accompanied by that distinctive inline-6 howl. The motor revs eagerly and pulls you down the straights with gusto. It is an intense experience, and as I return to the pits, park the BMW and pull the thin cable to open the driver’s door, I wish my buzz could last forever.

Summary

Having acquired this meticulously restored piece of South African motorsport history – one that is indelibly linked with a legendary motor racing personality that did so much to raise the profile of BMW in our country for most of his life – Grant Viljoen can look forward to a wonderful ownership journey with a well-sorted race car in which he is also emotionally invested. Getting to know the limits of the machine on the very track where Tony Viana campaigned it more than 30 years ago seems entirely fitting.

Thank you to Zwartkops Raceway for making this shoot possible. For more info, visit Zwartkops.co.za.

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

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