Fronx surges, Polo relegated: SA’s passenger-car sales in H1 2025
Which vehicles surged up South Africa’s passenger-car sales rankings for H1 2025 and which ones fell? We’ve crunched the numbers to identify the market’s winners and losers…
In the first half of 2025, sales in South Africa’s passenger-car segment increased 21.3% year on year to 196 100 units. So, which vehicles led the charge – and which ones slipped down the charts – in H1 2025?
Well, we’ve crunched the numbers for the opening half of the year, allowing us to identify Mzansi’s 15 best-selling passenger vehicles for this 6-month reporting period as well as track instances of year-on-year growth or decline. We’ve also noted any movement up or down the rankings (check out the table at the bottom of this article).
Interestingly, as many as 9 of the models that ranked in the top 15 in the opening half of 2025 were sourced from India (comfortably the top country of origin for light vehicles imported into Mzansi in 2024), while 4 were built here in South Africa and the remaining 2 shipped over from China.
Swift leapfrogs Polo Vivo and Corolla Cross
Suzuki’s Swift was SA’s best-selling passenger car in H1 2025.
The Suzuki Swift emerged as SA’s top-selling passenger vehicle in H1 2025, with sales of the Indian-built budget hatchback – which entered its current generation in the final quarter of 2024 – surging 37.9% year on year to 11 948 units. In the end, the Swift climbed 2 rankings to assume pole position going into the 2nd half of the year.
That meant the Volkswagen Polo Vivo had to settle for 2nd place, with local registrations of the Kariega-built hatchback slipping 3.6% year on year to 11 310 units (just 638 sales behind the Swift). Similarly, the Prospecton-made Toyota Corolla Cross – which was facelifted in early 2025 – fell a place to 3rd, with sales sliding 7.5% year on year to 9 576 units.
Grand i10 squeezes in ahead of Starlet hatch
Hyundai’s Grand i10 placed 4th in the passenger-car rankings.
Meanwhile, the Hyundai Grand i10 (excluding sales of panel-van derivatives in the light-commercial vehicle segment) gained 27.8% year on year to end H1 2025 on 7 836 units. As such, the Grand i10 climbed a place to 4th, pushing the Toyota Starlet (-3.3% year on year to 7 330 units) down a position to 5th.
The Chery Tiggo 4 Pro (also excluding LCV sales) was again the highest-ranked Chinese passenger vehicle, holding steady in 6th place. Tiggo 4 Pro sales increased 19.6% year on year to 7 297 units, though note Chery started including Tiggo Cross sales in its Tiggo 4 Pro figure from June 2025.
Fronx and Jolion post strongest growth in top 15
Haval Jolion sales increased nearly 80% year on year in H1 2025.
While the Swift was the chief volume driver for its still-growing brand, the performance of the Suzuki Fronx should not be overlooked. In H1 2025, Fronx sales rocketed 162.8% year on year to 6 463 units – the most robust growth in the top 15 – seeing this crossover scale 12 places to 7th. Interestingly, the closely related Toyota Starlet Cross (5 195 units) ranked 9th, some 1 268 units behind.
The Haval Jolion registered the 2nd strongest instance of year-on-year growth in the top 15, gaining a whopping 79.5% to end H1 2025 on 6 385 units. That saw the Chinese crossover – which was refreshed in South Africa in mid-2024 – climb 2 positions to 8th.
Sonet returns to top 10 as Polo hatch is relegated
VW’s locally built Polo hatch dropped out of the passenger-car top 10.
Mirroring the South Korean brand’s return to the list of SA’s 10 best-selling automakers in the first half of 2025, the Kia Sonet (excluding LCV sales) rose 3 rankings to squeeze back into the passenger-car top 10. In the end, Sonet sales soared 72.8% year on year to 4 930 units.
Things weren’t quite as rosy for the Volkswagen Polo hatchback, which found itself relegated from the top 10, slipping 4 places to 11th. For the record, local registrations of the Kariega-built hatchback fell 14.7% year on year to 4 809 units.
Ertiga and Urban Cruiser climb as Fortuner falls
Toyota’s Fortuner fell 7 places year on year to 15th.
Sales of the Suzuki Ertiga grew a considerable 53.8% year on year to 4 352 units, seeing the Indian-made MPV rise 2 rankings to 12th. Meanwhile, the Nissan Magnite (4 293 units, excluding LCV sales) suffered an 11.7% year-on-year decline, tumbling 4 places to 13th in the process.
The Toyota Urban Cruiser moved up 2 positions to 14th on the back of a 56.2% year-on-year gain in sales to 4 247 units. Finally, the Prospecton-built Toyota Fortuner plunged 7 places to 15th, with local registrations of SA’s best-selling ladder-frame SUV sliding 14.7% year on year to 4 242 units. The Toyota Vitz (+8.8% to 3 549 units), Suzuki Baleno (-30.0% to 2 421 units) and Volkswagen T-Cross (+14.0% to 3 121 units) all dropped out of the top 15.
SA’s 15 best-selling passenger vehicles in H1 2025
Lamborghini Huracan STO vs Ferrari SF90 Spider: Classic Comparison
They come from a similar past, but step into the ring from opposite sides. We take the stripped-out, old-school Lamborghini Huracan STO for a drive to see how it compares with the more sophisticated, electrically assisted Ferrari SF90 Spider.
The crisp air accentuates the unmistakably piercing sound of a Lamborghini Huracan STO approaching, especially as there is little traffic in Franschhoek this early in the morning. While still revelling in the aural delight the STO provides, it dazzles me as it appears around the corner; its bright colours perfectly befit the din it creates. Moments later, the much smoother-sounding Ferrari SF90 Spider approaches.
For a moment, the Ferrari SF90 Spider might look understated compared with the sharp and angular Lamborghini Huracan STO, but its outright performance numbers will settle any bar fight.
Both Ferrari and Lamborghini’s roots lie in V12 engines – V12s powered Enzo Ferrari’s road and race cars, while Ferruccio Lamborghini commissioned engineering firm Societa Autostart to design a V12, which would carry the name of its chief architect, (Giotto) Bizzarrini, to power his firm’s first car, the 350GT.
Ferrari has stuck with this concept throughout its history, and so has Lamborghini. However, in the era of “downsizing for efficiency”, both companies now favour smaller, but still very high-performance engines.
The more outrageous of these 2 Italian exotics is undoubtedly the Huracan. Stripped out to the bare minimum (for a road car) and laced with performance-optimising tweaks, the STO is the pinnacle of the Sant’Agata firm’s super- (as opposed to hypercar) development since it launched the Gallardo in 2003.
On the opposite side of the ring, Ferrari offers a different concept. In the shape of the SF90 (here in Spider form), we have a smaller-capacity turbocharged engine: a 4.0-litre V8 assisted by a complex hybrid system consisting of no fewer than 3 electric motors.
These add-ons boost the performance of the Ferrari SF90 to a monumental 735 kW and 800 Nm of torque; the Lamborghini Huracan STO offers 470 kW and 565 Nm, but it’s notably lighter than the silver Prancing Horse. This begs the question, just how different are these machines to drive?
Lamborghini‘s commitment to weight saving in the Huracan is very impressive. Take, for example, the engine cover. In true race car fashion, you unclip this louvred carbon-fibre part and completely remove it from the car. There are no hinges or fancy releases.
Specifications:
Model: Lamborghini Huracan STO
Engine: 5.2-litre, V10, petrol
Power: 470 kW at 8 000 rpm
Torque: 565 Nm at 6 500 rpm
Gearbox: 4-speed automatic, RWD
Weight: 1 339 kg
0-100 kph: 3.0 sec (claimed)
Top speed: 310 kph (claimed)
It has a large rear wing, while the rest of the rear has undoubtedly been designed to allow as much airflow to cool the engine as possible and offer the necessary aerodynamic benefits. There is a lot of visual drama going on here; even when you just walk around the car, the STO looks, well, outrageous.
Needless to say, there is no mistaking the STO for anything other than a full-fat supercar, the aggressive design putting any doubts to bed.
The SF90 Spider is completely different. Sure, based on its appearance, the Ferrari looks as powerful and rapid as it is, but the SF90 has a much classier and sophisticated aura – dare I say, most Ferraris do.
The flowing lines on the front wing focus the eye on the lower part of the nose, while the rear, with its 2 exhaust ends, is pure, but subtle, supercar. However, the gorgeous body hides hypercar performance.
As we lift the small engine cover (remember, this is the Spider variant), I am immediately impressed by how low the latest development of the F154 (FA) engine sits in the Ferrari’s bay. It is positioned quite low in the car, which allows the turbocharger plumbing and hybrid system to also be visible.
Peering along the side of the Ferrari SF90, the overall smoothness of the design continues. Even the side air intakes seem quite ordinary and simply flow into the side sculpting of the body work.
Specifications
Model: Ferrari SF90 Spider
Engine: 4.0-litre V8, turbo petrol + 3 electric motors
Power: 574 kW at 7 500 rpm (+ 162 kW e-boost)
Torque: 800 Nm at 6 000 rpm
Gearbox: 8-speed auto, RWD
Weight: 1 670 kg
0-100 kph: 2.5 sec (claimed)
Top speed: 340 kph (claimed)
The manic colour scheme of the Lamborghini undoubtedly draws your eyes towards it, and while the silver colour of the Ferrari is more mundane, it is also classier.
Behind the wheel of the Ferrari SF90
As I slide into the Ferrari‘s driver’s seat, the Maranello marque’s modern and sophisticated approach is obvious. The cabin is luxuriously trimmed in leather and carbon fibre (even the fire extinguisher has a leather cover) – the high-end approach to the cabin clearly in line with the contemporary drivetrain.
Most impressive is the large digital instrument cluster. It would take a while to become familiar with all the functions and settings, but there is no time for that – I want to experience the full performance on offer.
I accelerate down the road and short-shift into 2nd gear. I decide not to hold back and lean firmly on the accelerator pedal, pressing it almost all the way down to the base of the footwell. With a complete absence of fanfare, the unruffled SF90 accelerates down the short stretch of tarmac with such a high level of performance that it catches me by surprise… even though I was fully expecting it to be quick.
The turbocharged V8, aided by that trio of motors, generates a sheer groundswell of torque that the all-wheel-drive system (somehow) transfers to terra firma in a manner I have not felt in any other supercar.
I’ve spent some time in the mild-hybrid LaFerrari, and in that car, its V12 utterly dominates proceedings. In the SF90, the combination of torque feels more balanced in the sense that, yes, the engine is certainly still the star performer, but the turbos and electric motors make for an especially strong supporting cast.
Threading this beauty through the first couple of corners confirms what I expected – the grip levels are high and the car handles predictably. Although this is a mostly smooth road, I immediately sense the ride quality is spot on, complementing the high levels of general comfort and impressive sound deadening.
Compared to the STO’s V10 cacophony, the Ferrari engine sounds, dare I say it, a little subdued. Having said that, it doesn’t take long to conclude that the Ferrari SF90 Spider is a superbly balanced package.
I park the Ferrari SF90 and walk over to the Lamborghini Huracan STO (abbreviation for Super Trofeo Omologato). The intensity of the Lamborghini continues when you climb into its cockpit. The seats are firm and very supportive. There are no carpets; only small patches of rubber underneath my feet.
The rest of the Lamborghini Huracan STO’s cabin is mostly clad in carbon fibre (much more so than in the Ferrari SF90) as well as Alcantara, while the focused nature of the car is again highlighted by the small roll bars behind the seats – something Ferrari seems to stay away from in its road cars.
What the Huracan STO is like to pilot
Press the start button and the engine barks into life like only a naturally aspirated engine can. Although I only had a few precious moments in the STO, memories of my time with the Performante came flooding back. This car is the Performante, BUT on steroids. In front of you is a digital display with an arch across it that highlights the rev range at the top – another indication of where the focus of this car lies.
Even when “taking it easy”, you experience the STO’s raw intensity from the moment you pull away. As with most mid-engined cars, you sit close to the nose with a near-perfect view through the windscreen.
Even when you short-shift, there is more than enough torque available for you to get a sensation of what that shrieking V10 can deliver, but the car creates so much such theatre that you can’t help but rev halfway to 9 000 rpm at every opportunity, no matter how laid-back you may be feeling at the time.
Suffice it to say, the engine revs freely around the clock, with gearchanges (through the 7-speed dual-clutch transmission) being slick and quick – quite unlike that of the previous-gen Superleggera.
Having driven several sports- and supercars on the Franschhoek Pass, it quickly becomes quite apparent that the STO’s electronically controlled magneto-rheologic suspension soaks up road irregularities better than the hardcore 991.2-series Porsche GT3 RS. The exceedingly firm bucket seats keep you in place, and they contribute to an incredibly close physical connection you soon develop with the car.
The addictive howl in the cabin from the high-revving 5.2-litre, V10 engine further contributes to your connection with the car. The exhaust pops and bangs from the high-mounted, centre exhaust ports, which reverberate off the cliffs, scaring a few birds (and other wildlife) away in the process.
I believe that, with familiarisation, I could learn to trust the STO more through very fast sweeps, partly thanks to how much downforce it generates. There are very few cars that demand the same level of concentration and offer the same kind of thrills as a superbike, but the STO comes tantalisingly close.
Verdict
The Lamborghini Huracan STO left me yearning for more time behind its ‘wheel. Indeed, few vehicles I’ve sampled over the past 16 years have managed to deliver the dynamic thrills I experienced in that car.
The Lamborghini Huracan STO may not offer the same degree of everyday usability as the Ferrari SF90, but from the pure adrenaline rush I experienced behind the wheel to the bold exterior design and the excitement its soundtrack elicits from every single person who hears it, the Lambo sits in a league of its own. It serves up an intense and undiluted driving experience that draws you back, time and again…
On the other hand, the Ferrari SF90’s outright, more sophisticated performance leaves one impressed by what can be achieved nowadays by employing high levels of technology; believe me, you will be less tired after a 5-hour drive in it compared to the Lamborghini Huracan STO – and so will your passenger!
In a way, the SF90 is also relatively discreet, which will increase its appeal for some prospective owners. After all, even if you order the STO in very humdrum colours, it will still grab attention wherever it goes.
Although both cars offer top levels of performance in each of their respective “categories”, the 2 Italian supercars’ approaches are now rather different. Whereas the Ferrari SF90 (probably) indicates the way forward for the supercar genre, the Lamborghini Huracan STO clearly shows what we’ll be missing.
GAC Motor South Africa, which significantly improved the value proposition of its Emzoom and Emkoo models recently, has implemented several initiatives to strengthen its position in the new-vehicle market, and has a brace of new models in the pipeline.
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GAC Motor South Africa (SA), which introduced the GS3 Emzoom small crossover and Emkoo medium SUV in Mzansi last year, is determined to become a major player in the local automotive market.
With its customer-first mindset (as demonstrated by recent strategic price reductions), a new, “industry-first” warranty and current dealer network expansion, “GAC Motor is rewriting the rules of engagement (by) offering exceptional value, innovation, and quality to the South African consumer,” the firm said.
This “significant pricing realignment” was “not a promotional gimmick” but a result of improved foreign exchange conditions and global cost-saving efficiencies that the firm is passing directly to consumers.
GAC Emzoom interior shown.
“Our customers deserve to benefit from favourable market conditions,” said Leslie Ramsoomar, the Managing Director of GAC Motor SA. “This price drop reflects our investment in the market and our belief in long-term, honest relationships with our consumers and partners.”
This move aligns with the fledgling Chinese automotive brand’s broader strategy to increase accessibility and value, while reinforcing its long-term commitment to the South African market.
‘A warranty that redefines industry standards’
To promote customer confidence to a new level, GAC Motor SA recently unveiled what the Bryanston-based company described as an industry-first Lifetime Engine Warranty across its entire model lineup.
This engine warranty covers an unlimited number of years and mileage for the original vehicle owner, provided the car is serviced at authorised GAC Motor service centres using approved parts.
The bold warranty initiative not only sets a new benchmark in customer service, but also reflects GAC Motor‘s confidence in the quality, durability, and craftsmanship of its vehicles.
In other words, it’s a move designed to inspire trust and long-term loyalty among South African drivers.
“This warranty is a promise – a declaration of the confidence we have in our products,” said Ramsoomar. “It’s about peace of mind, lifelong value, and building a brand that people can truly believe in.”
40 dealers by the end of 2025
Beyond its product lineup, GAC Motor is heavily investing in its national dealership network, which will grow from 28 to a projected 40 dealerships by the end of 2025.
GAC Emkoo interior shown.
This expansion ensures that more South Africans will have access not just to GAC vehicles, but also to the brand’s comprehensive aftersales service and support.
As part of the Salvador Caetano Group, GAC Motor SA benefits from global expertise, including access to 6 international R&D centres and 3 state-of-the-art production facilities.
Watch Jacob Moshokoa’s video review of the GS3 Emzoom:
This robust innovation infrastructure fuels the brand’s ability to deliver high-quality, reliable, and forward-thinking vehicles for the South African market.
“We’re entering a very exciting phase,” said Brian Smith, Marketing Director for GAC Motor SA. “Our developments for 2025 reflect a long-term strategy focused on offering South Africans more choice, better value, and unmatched peace of mind.”
GAC Motor is also expanding its model range to meet the evolving needs of South African drivers.
Among the most anticipated new arrivals are the AION Y electric crossover SUV and the all-new M8 PHEV Luxury MPV (Plugged-In Hybrid), both combining advanced technology with refined design.
Additionally, new derivatives of existing models will offer drivers more choices to match their lifestyles.
GAC AION Y – New BEV Compact SUV.
In alignment with global trends towards green mobility, the Chinese brand will also introduce Plugged-In Hybrid Electric Vehicles (PHEVs) and Battery-Electric Vehicles (BEVs) in South Africa in the near future.
As GAC Motor SA ramps up its market presence with competitive pricing, innovative products, and customer-focused warranties, the brand is determined to “transform the local automotive landscape.”
GAC models (from left): Emkoo, M8 PHEV, Aion Y and Emzoom.
“It’s not just about selling cars – it’s about building a community of drivers who value innovation, trust, and quality at every turn,” a company spokesman said.
Lamborghini Diablo vs Ferrari F512 M: Classic Comparison
Both these evocative ’90s supercars offer mid-engined 12-cylinder thrills, but as we discovered, the Lamborghini Diablo and Ferrari F512 M are very different animals…
I’m filled with nostalgia as my gaze sets upon the Lamborghini Diablo, which is parked in an industrial area – thoughts of all those mad supercars of the 80s and 90s (yes, including the Ferrari F512 M) and the TV shows and movies in which they starred, overwhelm me and send shivers down my spine.
The owner bought his Diablo more than 10 years ago with 70 000 km on the odo and has since added more than 22 000 km. He uses this supercar (very) often – for his daily commute and longer, more enjoyable runs. Based in Johannesburg, he is clearly not afraid of sitting in traffic with the Diablo.
I walk around the car on my way to the passenger side, thinking that the owner can drive his, um, fiendish machine through the traffic before I get my turn behind its ‘wheel at the track, only to find him already warming the seat. Having met him a few times before, I fully expect the chirp he slings my way.
His “don’t you know how to use a clutch?” sends me back to the Diablo’s driver’s seat. Okay, so my first taste of a Diablo VT is going to be driving through peak afternoon traffic in South Africa’s largest city…
I slide into the Lamborghini‘s driver’s seat, and suddenly I’m not concerned about the traffic anymore. This car grabs your attention from every little angle. The seat is mounted low in the chassis, while your view from the driver’s seat is vastly different to that of any other “modern classic” that I’ve driven.
When I pull the scissor door shut (still an attention-grabber, 3 decades on), I notice how the side window dips down towards the front wheel to give you a clear view of the road – ideal for clipping apexes?
You have the angled dashboard in front of you, while the steeply raked windscreen gives the cabin an airy aura. Once seated, it becomes very clear that you are positioned towards the nose of the car, with the business end, which houses that thrusting Sant’Agata-built 5.7-litre V12, sitting right behind you.
It is initially overwhelming to drive the Diablo through traffic, as I don’t want to ride the clutch in any way, but after a few kilometres, I realise that this ’90s supercar is easier to drive sedately than I anticipated.
Sure, the clutch pedal is rather heavy and gear changes should not be rushed, but overall it is certainly not as challenging as I had imagined. While I try to navigate through traffic, the owner deals with all the remarks from fellow road users – he is clearly quite used to it.
We are making our way to Red Star Raceway, which is approximately an hour’s drive outside Joburg. There, we meet up with a pristine example of the F512 M, in the custody of a good friend of its owner.
Design & History
As the Ferrari F512 M arrives, it immediately offers a stark, yet welcoming contrast with the outlandish Lamborghini Diablo. Whereas the Diablo has that notable rear wing, angular front wedge shape, pop-up lights and side and top air intakes, the Ferrari visually classifies itself as the gentleman’s super-GT.
Although both cars have NACA ducts above their headlights (not seen on the Testarossa or the TR), the front design of the F512 M is more fluid, followed by the flowing curve above the slatted side intakes and lower and wingless rear end. The Diablo’s rear also offers larger and more obvious engine air outlets and even more outlets below the rear deck.
As with the Diablo, the F512 M clearly stands out from the crowd today (imagine what it must have been like in the ’90s!), but its presence is undoubtedly less shouty than the bull from Sant’Agata.
The F512 M was the 3rd and final iteration of a lineage started by the Ferrari Testarossa (and the 365 GT4 BB before that), its direct predecessor being the 512 TR. Unveiled at the 1994 Paris Motor Show, the F512 M incorporated several new Pininfarina styling elements and improvements.
Gone were the pop-up headlights; it got a revised front-end treatment (including a new grille, with cues of the then-upcoming F355) and new wheels to name 3 of the main changes. At the rear, the grille was reduced in size, while a pair of circular taillamps was fitted on either end of the fascia.
The engine cover was now body coloured. To my eyes, it’s a more modern and resolved design than its predecessors and, as one would expect, presents much less of the 1980s Leonardo Fioravanti influence.
Whereas the Maranello-built flat-12 produced 287 kW in the Testarossa and 317 kW in the 512 TR, it developed 328 kW at 6 750 rpm and 500 Nm at 5 500 rpm in the F512 M (which had a claimed kerb weight of 1 455 kg). Its claimed top speed was an impressive 315 kph (not far off the F40‘s 324 kph).
The 512 M is also a relatively rare beast, with only 501 units manufactured (more than 2 500 Diablos were produced over the model’s 11-year production cycle, of which around 400 units were VTs).
Specifications:
Model: 1995 Ferrari F512 M
Engine: 4.9-litre flat-12, naturally aspirated
Power: 328 kW at 6 750 rpm
Torque: 500 Nm at 5 500 rpm
Transmission: 5-speed manual, RWD
Weight: 1 455 kg
0-100 kph: 4.7 sec (claimed)
Top speed: 315 kph (claimed)
The F512 M has lived a vastly different life from the Diablo. It has covered less than 26 000 km, and this is obvious not only in the car’s interior and exterior condition, not to mention the driving experience.
On track
With photography done, the track is a safe place to explore what these supercars offer, 3 decades after their debuts. I step into the luxurious cabin of the F512 M and immediately I experience it as a different kind of supercar, perhaps it leans more towards a super-GT that just happens to be mid-engined.
The combination of the Nero and Blu Scuro (black and dark blue) leather together with the plush carpets lends the cabin a cosy feel, which is not the case with the Lamborghini. However, the seriousness of the performance on offer is immediately felt by the presence of that quintessential metal gearknob and exposed gate, as well as the drilled metal pedals, which are slightly offset to the left.
The seating position is good (and comfortable), although I would have liked the ‘wheel closer to me. My hair only just brushes the roof lining, so I’m constantly kept aware that I’m driving a low-slung sportscar!
The layout of the Ferrari F512 M’s cabin is more conservative than the almost playboy-like interior of the Lamborghini Diablo, which is also perfectly in keeping with the divergent approaches of these supercars.
I twist the ignition key to the right of the ‘wheel, and the Prancing Horse’s engine growls into life. As the gear lever slips into 1st gear’s slot with a subtle “clack”, I can’t help but smile. If you don’t own an open-gate Ferrari, do whatever you can to drive one at least once; it’s one of the great motoring experiences.
It only takes a few slow corners to realise this car is in tip-top condition. There are barely any rattles, and the Ferrari almost doesn’t feel its age. Considering the heft of the flat-12 behind me, the turn-in is good.
But as I get into a rhythm with the car I start trusting those wide rear tyres (which are 295/35 ZR18s, but the Lamborghini has even wider 335/35 ZR17 “gumballs”) and realise that, once the F512 M has settled into a corner, a measured flex of that medal throttle pedal shows just how much grip is actually on offer.
Make no mistake, the engine is eager to rev and it does so linearly and efficiently, which is typical of a large, naturally-aspirated powerplant. There are no surprises, just an honest howl running through the rev range all the way past 6 000 rpm – the red line is just after 7 000 rpm.
Flat-12 pulls eagerly from low revs
If you can (somehow) contain the urge to rev to the redline, the 4.9-litre flat-12 pulls eagerly enough from low in its rev range, which of course is an ideal characteristic of a super-GT. What’s more, although I didn’t lean on them very heavily, the Ferrari‘s brakes feel strong, even by modern standards.
As I return to the Lamborghini Diablo‘s cockpit, it feels like you sit closer to the ground than in the Ferrari F512 M, plus the wide transmission tunnel creates further distance between you and your passenger.
As is the case with the Ferrari, the Lamborghini’s open-gate gearlever (which is fitted with a slightly less appealing, almost generic leather gearknob) reminds one of a time when driving these cars was not for the faint of heart, demanding from you a focus and determination not required by contemporary exotics.
If Lamborghini fitted the Diablo VT with a relatively small steering wheel to make the car feel nimbler, its plan certainly succeeded. Diablos are not lightweight cars, but the turn-in is surprisingly crisp (if you take the machine’s size and heft into consideration), while every shift of the transmission takes some planning – such a welcome exercise compared to today’s sophisticated, if slightly boring, dual-clutch systems.
You can easily place the Diablo‘s front wheels exactly where you want them to go, while the throaty and intense sound from the quad exhaust pipes underlines the difference in personality between the beastly Diablo and the more debonaire F512 M. However, the previous owner of the Diablo couldn’t help but fit a Tubi aftermarket system on the supercar – another reason it is considerably louder than the Ferrari.
The engine’s power delivery is brutal (its peak outputs are 362 kW and 580 Nm), and although you can use the available torque by shifting through the gearbox early, when you do leave it in gear and pass 3 000 and then 4 000 rpm that rawness of the performance makes itself heard until well past 6 000 rpm.
Lambo’s V12 is brutal
The Diablo‘s brake pedal is firm and requires a good stomp to scrub off speed. Driving this car is a huge thrill and something you want to do over and over again. To offer a purer driving experience, the owner removed the front drive shafts, which transformed this VT from an all- to a rear-wheel-drive supercar.
Later, when the Diablo’s owner takes his car for a final lap with the sun already set behind the horizon, the Marcello Gandini-penned shape looks utterly stunning and focused – a sight I’ll never forget.
I asked him about how the Diablo crossed his path: “It’s funny you should ask that. Earlier today, I re-watched the opening scene of Cannonball Run. It’s that movie, which featured a black Countach and some beautiful women, that got me into Lamborghinis in the first place.
“I’ve always wanted a Countach; years ago, I did bid on one in an auction (even though I couldn’t really afford the car at the time), so I bought a Ferrari 308 instead. But later, things fell into place, and in 2012, I was able to purchase this example after I put in a cheeky offer.”
Needless to say, the Diablo’s owner has no intention of selling his car, perhaps ever. “Every single car I have purchased, I bought to drive and experience. I never buy a car just to park it,” he adds.
F512 M owner ‘a stickler for originality’
The owner of the F512 M has a long history of restoring a variety of cars and is utterly pedantic about keeping his cars in original condition. He explains: “In 2014, a Ferrari specialist approached me and told me that he had a car that I might be interested in. There are only 2 of these F512 Ms in South Africa, and I’ve always appreciated them. In the ’60s and ’70s, flat-12s were the apex road- and race car engines.
“I’ve owned a TR for a couple of years, but the F512 M is the gold standard and last-of-the-line Ferrari flat-12. The fact that this car was completely original and meticulously maintained appealed to me.”
Verdict
Both these cars were easier to drive than I anticipated. Both also looked as enticing in real life as I had hoped. They represent the pinnacle of performance of their time, but whereas the Lamborghini Diablo is the winner in terms of being a Goliath that stands its ground, the Ferrari F512 M does its job in a more sophisticated and perhaps more stylish way.
The Lamborghini Diablo draws attention away from the Ferrari F512 M, even when they’re standing still. But style is subjective – they’re impressive, poster-worthy designs, awash with fine details such as split-rim wheels and the subtle aerodynamic addenda. As for divine 12-cylinder engine notes, take your pick.
Watch Ciro De Siena drive the Lamborghini Diablo at Zwartkops:
But, when you want to cover long distances and “operate slightly more under the radar”, the Ferrari F512 M will be one to have. As a Road & Track article mentioned: “Its styling is dramatic, its highway manners nearly flawless, and that big 12-cylinder engine makes a soul-stirring sound you will hear nowhere else. It’s a combination of desirable attributes difficult to improve upon, even for Ferrari”.
Ferrari 365 GTB/4 Daytona vs Lamborghini Miura P400S: Classic Comparison
We track down a fully-restored Ferrari 365 GTB/4 Daytona and an unrestored Lamborghini Miura P400S to discover the different driving characteristics of these 2 historically significant supercars.
It is 06:00 AM and the sun is set to rise in the next 30 minutes. It is a very chilly morning, but as we take the cover off the Ferrari Daytona with the Lamborghini Miura parked only a few meters away, an idea that originated from the owner of the Daytona, and which is finally taking shape a year later, warms my heart.
IMAGES: Rob Till
The owner of the Lamborghini Miura only had to drive his car a few km to the event, while the Ferrari Daytona owner had to put his car on a carrier for the 1 500 km trip from Cape Town to Johannesburg.
Fortunately, both owners are true car enthusiasts and, even after a late night and only a few hours of sleep, they are eager and willing to hand me the keys to both cars!
The history of both models – and these 2 specific cars – are poles apart. The germination and subsequent creation of the Lamborghini car company have been well documented. Folklore aside, at the launch of the 350GT in 1964, the car impressed on technical terms with its twin overhead camshafts.
So much so, that Ferrari followed suit with its 3.3-litre 275 GTB/4, which also featured this technology. From there on, competition between the 2 Italian sports- and later, supercar companies intensified.
In 1967, Ferrari developed a Daytona prototype, the flowing bodywork being one of Leonardo Fioravanti’s masterpieces. Originally developed with a 4.0-litre version of the Colombo V12, it was quickly changed to a 4.4-litre and dry-sumped, with no less than 6 Weber carburettors, developing 259 kW at 7 500 rpm.
At Lamborghini, technical guru Giampaolo Dallara, his colleague Paolo Stanzani and road tester Bob Wallace started fleshing out the idea of a GT car that could be a sportscar at the same time.
Dallara was influenced by the Ford GT40s that ran with much success at Le Mans, as well as Alec Issigonis’ (of Mini fame) space-saving ideas, challenging the norm when considering the mounting of the engine and gearbox. The result was a low, GT40-ish aerodynamic shape, with the engine mounted transversely behind the passenger compartment and transmission mounted low at the engine’s sump.
Although this layout had been used previously for racing cars, at that time it would be a first for a road car. Called the P400 (P standing for posterior, meaning rear), the completed project was shown in Italy (where else!) at the 1965 Turin Motor Show.
Whereas the Ferrari Daytona and Lamborghini Miura were seen as competitors when they were launched, today these 2 blue examples portray 2 very different approaches to the sportscar theme…
Driving the Ferrari Daytona
I first settle in behind the wheel of the Daytona, and immediately find it a comfortable and rather relaxing environment. The single-piece seat is tilted slightly rearward, but even so, I can move it forward towards the steering wheel, and the beautiful chromed gearlever with the black gearknob is immediately perfectly within reach.
Specifications:
Model: 1969 Ferrari 365 GTB/4 “Daytona”
Engine: 4.4-litre V12, naturally aspirated
Power: 259 kW at 7 500 rpm
Torque: 431 Nm at 5 500 rpm
Transmission: 5-speed manual, RWD
Weight: 1 280 kg
0-100 km/h: 5.7 sec (claimed)
Top speed: 280 kph (claimed)
As the car received a full restoration a number of years ago, it is in immaculate condition (and famously achieved an overall 2nd place at Concours SA). I twist the ignition key and, with all the cylinders firing and the exhaust pipes burbling, I add a few revs, release the clutch pedal and pull away oh-so-smoothly.
Switching through the precise, open gate, the lever slips into each gear with just the right amount of effort you would expect from this supercar-cum-grand-tourer. The car feels like new, and the attention to detail of the restoration is staggering, right down to the correct sticker on the exhaust pipes.
The leather-covered roof, door cards and transmission tunnel lend the cabin a luxurious feel while the suede leather dashboard highlights the Daytona’s sporting pedigree. Here you’ll also find the trademark vertical levers for the ventilation system. Behind the seats are neat leather straps to keep luggage securely in place when the need arises to open up the V12 on those special, extended road trips.
The instrument panel dates from a time when ergonomic efficiency was less important than nowadays. Having said that, it is easier to read and analyse the various dials than in some modern machinery. There are no fewer than 8 dials; however, the 2 large, outer dials that indicate the revs and speed are of most importance and can be read at a glance.
It only takes a few hundred metres to realise that there’s more than sufficient torque and power on tap. The rev needle rises elastically up to and beyond 5 000 rpm. From this point on, the engine performs at its best. It does so in a fairly linear and relaxing way, while a quick blip of the throttle on the downshifts greatly assists in making smoother gearshifts.
While I almost want to say 1 wouldn’t expect any less from a Ferrari V12, another unexpected highlight is the steering, which offers such a welcome level of feedback – at any speed! Unlike today’s electrically assisted systems, you can feel kickback and, to a degree, how the front axle loads up through corners.
As you look through the windscreen, you realise there is a long, sloping nose up ahead, hiding a gem of a V12 that’s raring to munch miles. Adding to this sense of occasion is the alluring sight directly in front of you: the NACA air outlet for the 1 side of the engine bay (the passenger can see the other on their side).
When parked again, I slowly stroll around the Prancing Horse to drink in its exquisite exterior design and, apart from the flowing lines and the cabin being gently pushed towards the rear, how the rear side-windows curve towards the C-pillars strikes a particularly graceful tone. Daytona gurus will also notice the Prancing Horse in the side indicators – a feature that Ferrari would surely charge extra for today.
The fact that the car is Azzurro Metallizzato blue is another very attractive feature, rather than the red we so often see on Ferraris. On the chassis plate, in the beautifully cleaned and detailed engine bay, the chassis is indicated as number 12193 and the engine number as 251.
What is the Lamborghini Miura like to drive?
Even if your enthusiasm and love for cars are rooted in Ferrari, one undoubtedly must appreciate the design and heritage the Miura started not only for Lamborghini, but for the supercar genre as a whole.
Specifications:
Model: 1970 Lamborghini Miura P400S
Production years: 1968–71
Units produced: 338 (of the P400 S)
Engine: 3.9-litre, V12
Power: 276 kW at 7 500 rpm
Torque: 388 Nm at 5 500 rpm
Gearbox: five-speed, manual, RWD
0-100 kph: 5.5 sec (claimed)
Top speed: 282 kph (claimed)
Before I get behind the wheel, we lift the large, single-piece engine cover. Immediately, we are treated to a full view of the transversely mounted engine, the chassis (complete with the legendary hollowed-out structural chassis members in places) and anti-roll bar running between the wheels, behind the engine. The engine bay is tightly packed, and the owner admits it can be a real challenge to service that V12.
The chassis plate of the Lamborghini Miura, which has the same design and layout as that of the Ferrari Daytona, indicates the type, P400 XN 712, the engine number, 30 60 3, and the chassis number 4836.
Being shoehorned into such a small space, the close proximity of the engine and carburettors to the cockpit window means I look forward to copious amounts of intake noise. And, honestly, I can’t wait.
At the front, the “eyelashes” are a legendary Miura feature (“although they’re omitted from the P400SV variant,” anoraks will point out), while the air intakes behind the side windows feed air to the engine bay.
Open both doors completely, step back from the front of the car, and it looks like a bull with its horns sticking into the air – that is, apparently, exactly the look the designers were going for…
I can confirm that this Miura hasn’t been restored. While it has evidently been cared for over the years, it still possesses that wonderful patina that only comes with age. In a select few places, it shows its age, but keep in mind that interest in and value of unrestored cars have increased over the past few years.
Indicating its original 72 000 km, the Miura is 100% original, and its engine has also never been opened. The owner has kept this car running with little effort over the years: “The front has been repainted, and I’ve replaced the bushes, starter motor and fuel pump, that’s it. Obviously, I service it, but other than that, it has not missed a beat.”
The notoriously challenging driving position is exactly that. I’m almost 1.9 metres tall and I fit only when I move slightly down in the seat. But it is still a very unique driving position with my legs poking upwards on either side of the steering wheel, my arms stretched out in front of me holding the wheel between my knees. Considering the comfy driving positions of modern cars, we’ve come far in the past 50 years!
Needless to say, it is an unforgettable experience. Shifting gears is probably one of the few similarities between these 2 cars. The open gate of the Miura looks as inviting as that of the Ferrari, and you also need a firm action to move between gears, marginally more so here than in the Daytona. However, unlike the Daytona’s dog-leg 1st gear, the Miura has a conventional H-pattern ‘box, and every shift is an event.
I first let all the fluids warm up, and immediately obvious is the main difference between these 2 cars –the drivetrain layout and the effects thereof. In the Miura, you feel slightly more connected to the car.
It also feels as if you sit slightly closer to the nose of the car. As the front wings are very pronounced, you notice them from behind the wheel, especially since the bodywork drops away towards those air outlets.
I start changing gears at higher revs. Below 2 000 rpm, the V12 isn’t happy, but then it comes alive and, from 4 000 rpm, pulls vigorously to the redline. I quickly pass 160 kph before tapping off; I do not doubt that when the road is long enough, the Miura will push past 250 kph – that’s how muscular it feels.
You can hear – and feel – the engine working hard, not only because the V12 is situated so close to you, but whereas modern engines are “sound-engineered”, this lump was simply designed to deliver optimal performance. But, as is the case with the Daytona, passers-by will benefit most from this mechanical symphony, as the Miura’s exhaust note can be thoroughly enjoyed when the Lambo wooshes past you.
Taking those narrow tyres into consideration, I am surprised by how eager the Miura turns in – probably also since I didn’t expect this behaviour from such a venerable V12-engined car. You have to use some muscle power to manoeuvre the car, but in the end it is very engaging, although at times awkwardly so.
It also doesn’t take long to realise you will fairly quickly reach the Sant’Agata supercar’s handling limits. The Lamborghini Miura also encourages you to drive it maybe a bit harder than the Ferrari Daytona, as body roll is more evident in the grand-tourer-packaged latter than in the more composed former.
The clutch is a bit heavy, but not more so than I expected. I thoroughly enjoy every moment and wish that there was a deserted mountain pass close by – how can one not want to drive this supercar through some beautiful twisties, swapping gears and making the most of the turn-in and mid-engine layout.
Maybe I’m starstruck, but when I stand next to a Miura when it’s parked between several other beautiful cars, including an F40, I get almost as much satisfaction from looking at it as I did during my brief spell behind its ‘wheel. For a moment, I feel like the actor Rossano Brazzi must have felt at the start of the 1969 cult movie The Italian Job. How much more special must it feel to have owned this car for 25 years!
Verdict
These cars were arch-enemies when they were new, but half a century later, opinions and points of view have changed. Today, the Ferrari Daytona and Lamborghini Miura are celebrated for what they are and represent. Even though they tip the scales at similar weights and there’s little difference between their V12’s outputs, the Daytona is not a supercar, but an exceptionally elegant, spacious and powerful GT.
In line with these characteristics, its engine is also more tractable lower in the rev range than the Lamborghini, although this could also be attributed to the full restoration it received. The Miura ticks almost as many GT boxes, but is ultimately more of a sportscar – and more involving to drive than the Daytona. You feel more connected to the car, and it encourages you to drive it hard through corners.
Meet Peter Bailey, the SA man who owned 2 Lamborghini Miuras!
Before we leave, I ask the owner of the Daytona if he has seen the movie The Gumball Rally? He replies: “No.” Right there and then, I “gave him some homework”. One cannot own a Daytona and not have watched that movie; watching Raul Julia make that V12 howl is an aural delight that must be savoured.
Piloting any V12-powered Italian sports- or supercar is an exceptional and emotional experience, but the Ferrari Daytona and Lamborghini Miura must surely rank as some of the finest.
SA bakkie sales in H1 2025: the winners and losers
With half of the year gone, which bakkies registered growth and which ones lost ground? We crunch the numbers for H1 2025 to identify SA’s best- and worst-selling bakkies…
In the opening half of 2025, sales in South Africa’s light-commercial segment – which includes bakkies, mini-buses and vans, though is dominated by the former – declined 1.7% year on year to 68 161 units. But how did sales pan out for the individual contenders in Mzansi’s traditional bakkie space in H1 2025?
Well, we’ve tallied up the figures for the first half of 2025, allowing us to both identify SA’s best-selling bakkies for this 6-month period and track instances of year-on-year growth. Of course, we’ll also detail the bakkies that failed to crack the top 10 in H1 2025 as well as show which models didn’t improve their numbers compared to H1 2024 (spoiler: 4 saw year-on-year declines).
Bakkie podium unchanged in H1 2025
Toyota’s Hilux reigned supreme yet again.
There were no surprises at the very top of the table, with the Toyota Hilux – which took pole position in each of the year’s 6 months so far – still reigning supreme. In H1 2025, as many as 16 526 units of the Prospecton-built bakkie were sold in South Africa. That total represents a 5.0% year-on-year increase (compared with the corresponding period in 2024).
The Ford Ranger thus predictably retained the runner-up position in this reporting period, with sales of the Silverton-manufactured model (including the imported Raptor derivative) growing 1.5% year on year to 12 398 units – putting it some 4 128 units behind its Japanese rival. Meanwhile, Isuzu D-Max sales increased 4.2% year on year to 9 846 units, seeing this Struandale-made model retain its long-held 3rd position.
Pik Up grabs 4th as Land Cruiser 79 soars
With the Nissan NP200 – which occupied 4th place in the corresponding period last year – now very much dead and buried, the Mahindra Pik Up assumed this just-off-the-podium position in H1 2025. In the end, Pik Up sales improved an appreciable 21.3% year on year to 5 079 units, with the Indian brand’s bakkie – which is assembled from semi-knocked down kits in KwaZulu-Natal – climbing a spot to 4th place.
However, the model that posted the strongest growth in the top 5 was the Toyota Land Cruiser 79, with sales surging 45.0% year on year to 2 897 units. This performance saw the evergreen 70 Series bakkie – which is shipped over from Japan and thus ranks as the segment’s top-selling fully imported model – clamber 4 places to grab an impressive 5th.
Navara, P-Series and Amarok retain places
Nissan’s locally built Navara retained 6th place in H1 2025.
Despite its maker’s well-publicised global (and potentially local) struggles, the Rosslyn-manufactured Nissan Navara (2 630 units; +7.7% year on year) held steady in 6th position. The GWM P-Series likewise retained 7th place, though sales of this Chinese bakkie dipped 5.3% year on year to 1 947 units in H1 2025. Meanwhile, the SA-built Volkswagen Amarok (down 15.7% to 1 688 units) suffered the most significant year-on-year decline in the top 10, but still kept hold of 8th.
The Foton Tunland G7 placed 9th in the opening half of 2025, with 1 089 units sold (this model launched only in June 2024, so there are no comparative numbers from H1 2024). Finally, the combined tally of the JAC T-Series – comprising sales of the T6, T8 and T9 line-ups – grew 47.5% year on year to 903 units, representing the strongest instance of growth in the traditional-bakkie segment for this 6-month reporting period.
SA’s slowest-selling bakkies in H1 2025
Sales of Peugeot’s Landtrek improved year on year, but it couldn’t crack the top 10.
What about the relative bit-part players? Well, the GWM Steed – which is these days offered exclusively in single-cab workhorse form – placed just outside the top 10, with sales growing 2.9% year on year to 644 units. That saw it finish well ahead of the 12th-placed Peugeot Landtrek (484 units), despite this likewise Chinese-built bakkie enjoying a 29.8% year-on-year boost in local registrations.
Meanwhile, sales of the long-in-the-tooth Mahindra Bolero increased 26.4% year on year to 311 units, seeing the Indian-made model climb a ranking to 13th. The Mitsubishi Triton had to settle for a lowly 14th place, suffering a 7.9% year-on-year dip to 269 units, while the Jeep Gladiator (up 25.0% year on year to 30 units) remained in 15th. Finally, sales of the no-longer-in-production Nissan NP200 dropped a whopping 99.7% compared to H1 2024, with the since-departed half-tonner ending on just 18 units.
Despite moving into a new generation, Mitsubishi’s Triton had to settle for 14th.
For the record, we’ve focused on traditional bakkies here, excluding models such as the Hyundai H100, Kia’s K Series, the Volkswagen Transporter Pick Up and the Suzuki Super Carry from this exercise. In addition, note that the BYD Shark, Ineos Grenadier Quartermaster, LDV T60 and Maxus T90 are not represented here as their respective makers don’t currently report sales figures to Naamsa.
The Defender 110 Octa Black is a new limited-run version of Land Rover’s V8-powered flagship Defender variant. Here’s what this 467 kW SUV costs in South Africa…
Meet the new Defender 110 Octa Black. Described as being available “in limited numbers”, this special-edition version of Land Rover’s flagship Defender derivative gains all manner of dark finishes.
So, what does this fresh variant cost in South Africa? Well, Land Rover says pricing for the Defender 110 Octa Black kicks off at R3 921 000, making it the most expensive Defender yet. For the record, that figure represents a R257 400 premium over the “standard” (for lack of a better term) Octa.
According to the British automaker, as many as 30 of the Defender’s exterior elements gain dark finishes. As standard, the Octa Black is painted in “Narvik Black”, a hue furthermore available with an optional matte protective film.
The vehicle’s front “undershield” and rear scuff plates are both finished in “Satin Black Powder Coat” with exposed recovery eyes in “Satin Black”. The tow-eye cover and the quad tailpipes, meanwhile, feature a gloss black finish.
There’s also a black Land Rover badge (with darkened silver script) on the grille, while even certain underbody elements – such as the cover for the exhaust silencer and centre box – have been darkened. Buyers have the choice of 20-inch forged wheels or 22-inch gloss-black wheels, while the brake callipers gain a – you guessed it – black finish, complete with contrasting silver lettering.
Inside, you’ll find ebony semi-aniline leather with “Kvadrat” textile upholstery. The performance seats gain unique perforation patterns and new stitching details, while the seat-backs and armrest hinges are finished in “Carpathian Grey”. Elements of the dashboard furthermore gain “Satin Black Powder Coat” finishes, while customers can also optional specify a “chopped” carbon-fibre finish for various interior details.
Meanwhile, the standard Defender 110 Octa gains the option of 2 new paint colours – “Sargasso Blue” and “Borasco Grey” – in addition to the existing “Charente Grey” and “Petra Copper” hues. Finally, Land Rover says a new “Patagonia White Matte Wrap” will be available from late in 2025.
As a reminder, the Defender 110 Octa (and indeed the new “Black” derivative) employs a twin-turbo 4.4-litre V8 mild-hybrid powertrain sourced from BMW, along with an 8-speed automatic transmission. Peak system outputs come in at 467 kW and 750 Nm (or up to 800 Nm with “Dynamic Launch Mode” activated), resulting in a 0-100 kph sprint in a claimed 4.0 seconds.
What does the Defender 110 Octa Black cost in SA?
Defender 110 Octa Black – R3 921 000
The price above includes a 5-year/100 000 km warranty and a maintenance plan with the same parameters.
Lamborghini Miura: Meet the SA man who owned 2 of them!
Owning a Lamborghini Miura in South Africa is a rare privilege. But how about owning 2 at the same time? For many years, Peter Bailey was the caring custodian of the 2 incredibly special cars you see here.
The Lamborghini Miura is unquestionably one of the prettiest supercars ever made. Apart from that, it’s widely regarded as the model that laid the foundation of what would become the supercar genre.
That is, if you define a supercar as a high-performance, 2-door sportscar that is also mid-engined. In the Miura’s case, this means a 3.9-litre, V12 engine that is fitted transversely, with the gearbox on the side of the engine… it is truly an engineering marvel.
Shortly after filming this video, the orange car sadly also left South Africa, leaving the blue Miura as likely the last of its breed. That said, rumours persist that there is another 1 somewhere in the Republic…
On the day of filming, the owner, Peter Bailey, allowed us to shoot his neatly restored Arancio Orange example, a car he found in pieces many years ago and then took several years more to restore perfectly.
However, when the gearbox started to give some trouble 2 hours into our filming schedule, I had to ask him the difficult question: “Peter, can we please go and fetch your other Miura?”… Now THAT was a question I never thought I’d ask anyone!
A gearbox issue brings the blue Miura into play
Being a true enthusiast, Peter said “sure”, and we headed back to Johannesburg, and pulled the soft car cover off his Azzurro Mexico Blue Miura.
I lowered myself into the passenger seat and during the next few kilometres enjoyed the sights and sounds as Peter took his time to slowly warm up all the Miura’s fluids.
Then we hit the highway, and centimetres behind my head, the V12 engine sang away as the sounds permeated the cabin, and the Miura hit its stride. The performance must have been quite intoxicating when the Miura was launched in 1966.
The story of Ferruccio Lamborghini‘s decision to start manufacturing cars has been well documented, but the Miura is the car that truly placed the raging bull manufacturer from Sant’Agata on the map.
Lamborghini turned to Bertone, where the late automotive design legend Marcello Gandini, then aged 26, put pencil to paper. The Miura made its global debut at the Geneva Motor Show in 1966.
Before the show, the car was referred to as project P400, but then at the show, it was decided to name the car after Don Eduardo Miura, at the time a respected breeder of fighting bulls. The first production car was delivered to its owner in March 1967.
Orange Miura took 17 years to restore
“It truly is a piece of art. About 20 years ago, I found the blue one. It was at the local Lamborghini dealership when I saw it, and 5 months later it was still there,” said Bailey. “The dealer said we should come to an arrangement, and I bought it. About a year later, I came across the orange one; it was in pieces, but I thought it would be a good idea to buy it, which I did, and 17 years later, it was on the road.
“They are both identical cars, supposedly, made within a year of each other, but they are unique. The blue Miura is unrestored, the engine has been redone, and it starts and runs. It has that lovely thing that the English call ‘patina’. The orange one is fully restored; the result is that they are both different.”
Although most drives with these cars have been all too brief, the dark car has been driven to Durban and back as part of an epic 3-day road trip.
Overall, the design of the Miura is a near-perfect blend of sportiness, elegance and style. The pop-up headlights are flush with the body and surrounded by small grilles that aid air flow to the front brakes. Soon after its introduction, these grilles started being referred to as the Miura’s “eyelashes”.
Lamborghini continued the evolution of the Miura by unveiling the “P400S” at the 1968 Turin Motor Show – it went into production in January 1969. With power increased to 276 kW, the car also featured wider-section tyres and “thicker body panels compared to the thinner metal of the first models”, Bailey says.
“Being in South Africa, I couldn’t have finished the orange car without the blue car. It would have been very difficult,” he adds. But he most certainly did, and we have both on video!
Ciro De Siena gets to drive a car that used to adorn his bedroom wall – the iconic Lamborghini Diablo – at Zwartkops Raceway. Suffice it to say, madness ensued.
The Lamborghini Countach is arguably the most iconic Italian supercar of the Seventies and Eighties. Its radical design stopped traffic, and it arguably set a benchmark in how far supercars could push the limits of sensibility, but those who know say it was awful to drive. For its successor, the Diablo, Lamborghini needed to combine the Countach’s wild nature with more, shall we say, gentle usability. Not too sensible, of course – because the car is named after the devil! – but enough to help you arrive home in 1 piece.
Our video guy, Ciro De Siena, quite literally had a poster of this car on his bedroom wall, and a scale model in the exact colour of the Lambo that he drove at Zwartkops. Yes, driving this car is, quite literally, a dream come true, but would the reality of the experience leave him feeling elated or deflated?
Despite lacking modern driving aids like ABS or traction control, the Diablo stands out as one of the most intimidating and, in a word, “mad” cars ever built. Ciro even drives it barefoot due to the close proximity of the 30-year-old Italian supercar’s pedals, highlighting the unique and demanding driving experience.
The car’s 5-speed transmission has incredibly tall gearing; it can reach 100 kph in 1st gear! The driving position is described as unique, making the driver acutely aware of the massive V12 engine behind them.
Specifications:
Model: 1995 Lamborghini Diablo VT
Engine: 5.7-litre, V12
Power: 362 kW at 7 000 rpm
Torque: 580 Nm at 5 200 rpm
Transmission: 5-speed manual, RWD
Weight: 1 625 kg
0-100 kph: 4.5 sec (approx)
Top speed: 325 kph (approx)
The 5.7-litre V12 engine produces 362 kW/580 Nm, which facilitates a 0-100 kph time of under 5 sec and top speed above 320 kph. However, the car’s Nineties braking system doesn’t instil confidence…
What’s more, the handling is spiky, with a clear distinction between grip and no grip, so the driver needs to be vigilant; while manageable at lower speeds, the Diablo is an entirely different prospect at the limit.
This particular Lamborghini Diablo VT was originally all-wheel drive, but has been converted to rear-wheel drive, further amplifying its raw, unassisted driving characteristics.
The review touches on the Diablo’s development from the Countach, its design by Marcello Gandini, and Chrysler’s influence at that point in Lamborghini’s history. The owner’s dedication to driving the car, accumulating significant mileage, reinforces the idea that these vehicles are meant to be enjoyed.
In the Porsche world, the RS badge is synonymous with the 911, but the Zuffenhausen-based brand once applied its RennSport magic to a car that wasn’t rear-engined! While this 968 Turbo RS was in Mzansi, we grabbed the chance to get behind its ‘wheel.
Right, so for the uninitiated, what does the RS in Porsche 968 Turbo RS mean? RS is the abbreviation for RennSport (Porsche’s motorsport division), and the brand’s RS products have grabbed headlines – and the attention of motoring enthusiasts – since the debut of the 911 2.7 Carrera RS in 1973. In the past decade, owners of RS-fettled Porsche 911s have seen the value of their cars appreciate spectacularly.
Indeed, these are special Porsches from both a mechanical and driving point of view and, in most cases, also in terms of the production numbers; since the 911 2.7 Carrera RS, only the 964-series 911 Carrera RS was produced in higher volumes. But the RS moniker hasn’t always been used exclusively to identify a 911 with a racing pedigree, for there is 1 exception to the rule that few are aware of – the 968 Turbo RS.
IMAGES: Charles Russell
During Porsche’s troubled times in the early 1990s, the 968 was launched to help keep the company afloat. But even this “new” model struggled, despite desirable models such as the Club Sport, Turbo and Turbo S. The latter, of which only 10 were produced in 1993, was the basis for one of the rarest cars in Porsche’s history, the 968 Turbo RS. As is the case with several low-volume, driver-focused cars, the idea came about when a few engineers discussed an outlandish idea, and then wondered: “What if?”
We get the full story from Gerd Schmid
To get the full story behind this piece of Porsche history, I had to email Porsche and then the individual contacts that were suggested with each reply. Finally, I was given the number of Gerd Schmid, a retired Porsche employee. However, Schmid isn’t just any ex-Porsche employee – as the former head of the Zuffenhausen-based company’s customer motorsport department, he had an illustrious career.
He was involved in numerous Porsche projects and was notably part of the team responsible for the 3.0 RSR, 934 and 935. In 1983, he started the customer programme for Group C, followed by a similar setup for those in the fortunate position to find themselves with a GT1 in their race team’s workshop.
In the years leading up to his retirement, he was instrumental in launching the Carrera Cup in several countries and regions, including the Middle East, Asia, Japan and Australia. However, in the early 1990s, he headed up the 968 Turbo S and Turbo RS projects, and this is what he had to say about the latter:
“We built 3 cars to comply with the regulations for the ADAC GT Cup at the time. There was a red, white and black example. Each of those cars was fitted with a 41-litre fuel cell for this 1 000 km race.”
“A 4th Turbo RS – finished in Speed Yellow – was also built for a customer. This was built with advanced modifications as the car was destined for racing in South Africa, outside the ADAC restricted limitations. The mechanical upgrades were a combination of the best parts Porsche had access to at the time.
Built to race in South Africa
“The intake system and upper part of the engine were from a 944 Turbo, while the lower part of the engine and crankcase came from a 968. There were also a few parts especially designed for these cars. Bear in mind these cars were sold by the racing department, and not the sales division,” Schmid adds.
This is the most significant fact when it comes to the history of this specific Speed Yellow Turbo RS.
“The real Turbo RS was never homologated for the street. However, this Speed Yellow example was one of the 1st of two 968 Turbo S cars that were converted to RS specification.
“There was a lot of design and bodywork development at the time with the tuning company TechArt. Porsche later homologated these modifications for the street cars.
Specifications
Model: 1993 Porsche 968 Turbo RS
Engine: 3.0-litre, 4-cylinder, turbopetrol
Power: 260 kW at 5 600 rpm
Torque: 500 Nm at 3 000 rpm
Transmission: 6-speed manual
Weight: around 1 300 kg
0-100 kph: < 5.0 sec (approx)
Top speed: 280 kph (approx)
“It was this single car that Porsche, TechArt and its 1st owner modified together. The other cars were standard 968 Turbo S units and then the three 968 Turbo RS race cars,” Schmid adds.
For all their uniqueness, the production run of these RS cars was short-lived. As Schmid pointed out, the car was extremely expensive at the time – a Turbo S cost DM 175 000, nearly DM 100 000 more than a 968 Club Sport; and secondly, the idea was to sell only a few.
However, it was Schmid’s final remark that possibly hits the nail on the head: “You must remember that during the early 1990s, when this project was born, Porsche was financially unstable.
“During this time, we created several special production cars; otherwise, we would probably never have created a Turbo S or Turbo RS. Everyone at Porsche loved the 911, but not the 968 (an evolution of the 944). As it happened, the 968 Turbo S, as tuned by the factory, was much faster than the 911 Turbo.”
This car’s 1st owner, who was invited to the factory to see the car in production, immediately suggested a few tweaks. He wanted a wind deflector fitted at the bottom of the windscreen, which would hide the windscreen wipers and optimise the aerodynamic airflow over the car.
Apart from the pair of standard NACA ducts, a new bonnet was developed with a special airflow duct to aid cooling for the radiator and limit heat buildup in the engine bay.
First owner ‘suggested a few tweaks’
He also suggested a water-spray system be installed for the intercooler (which is operated from the cabin). Later, the headlights were removed and the lower lights were upgraded to offer dipped and high beam functions. Then there were those iconic 3-piece Speedline wheels that were standard on the car.
As this was not an official racing Turbo RS with the air restrictor, and with the additional modifications in place, it is safe to assume that the engine now produces more than the 260 kW of the Turbo RS. Bear in mind that the standard Turbo S delivered 224 kW/500 Nm and weighed just 1 370 kg.
At the time of my drive, this car belonged to a Porsche enthusiast in the Western Cape. The car demands attention differently from a 964- or 993-series 911 Carrera RS. In a world that has gone 911-crazy, the low stance of this race-ready, extremely rare 968 is surely more special than any 911 of its era.
It looks every bit a race car (it weighs nearly 100 kg less than the Turbo S). The best view is undoubtedly when you open the rear hatch and see the fuel tank, pipework and thick crossmembers of the roll cage.
Tricky to get into a 968 Turbo RS…
Getting into the driver’s seat is slightly trickier than in most iterations of the 911 Carrera RS, because 1 of the roll bars extends from the roof directly into the footwell, leaving the opening effectively cut in 2.
However, I paid close attention when its owner manoeuvred himself into the driver’s seat; you simply hold on to the roof and the top of the roll bar, lift your feet into the footwell and lean on the crossmember and slide into the bucket seat. Get it right, and it makes for a rapid and efficient ingress.
Once ensconced behind the ‘wheel, you feel as if you don’t need the 4-point harness – the seat hugs you from your thighs right up to your shoulders. With the harness clicked in, I take a moment to shift the gear lever through all the gates; the slick and solid feel is impressive… and would pay dividends later on.
There are very few creature comforts, apart from the ventilation system. To the left, above the steering wheel, is a ventilation pipe that channels fresh air into the cabin. And, when you look in the rear-view mirror and your view is dominated by yellow bars. I chuckled as the photographer opened the glovebox; it doesn’t even have enough space for a pair of racing gloves, as the roll cage runs through it as well.
Pulling away from a standstill isn’t the 968 Turbo RS’ forte. To master the manoeuvre, you do need to apply more throttle than you expect, but then off it goes. I’m instantly surprised by how tractable the engine is. Not wishing to disturb everyone before sunrise on this cold winter morning, I short-shift just below 3 000 rpm and the 968 takes it all in its stride. No tantrums, hissy fits or coughs and splutters.
Eminently tractable 4-pot motor
Porsche engineers regularly test vehicles on the Franschhoek Pass, and there are good reasons for the German sportscar brand to spend so much development time on that serpentine section of asphalt: the surface is near-billiard smooth, plus it offers 2 hairpins with a heady combination of faster corners.
As I leave the outskirts of Franschhoek, I slowly squeeze the 968 Turbo RS’s long pedal deeper into the footwell, the engine gradually gains momentum as the crank speed climbs to 3 000 rpm, and then the large-capacity 4-cylinder engine’s sizeable, single turbo awakens… and boosts prodigiously. It makes the rev-counter needle swing to 6 000 rpm with unbridled gusto, at which point the shift indicator lights up. I change up, and the turbo’s onslaught continues unabatedly. This car is fast, even by modern standards.
The turbo boosts prodigiously
With the ambient temperature around 10°C, the Porsche spins its rear tyres in the first 2 gears, but as the air- and road temperatures increase, so do the grip levels. As I negotiate the first set of corners, it’s not the feedback from the steering that impresses me most, but what you feel through the driver’s seat.
I expected to experience some extreme tramlining (even on this smooth surface), but the 968 Turbo RS contends with camber changes with relative ease and any directional changes are calmly controlled.
The roll-cage, stiffer and lower suspension (20 mm lower than a 968 Clubsport) and race seats result in a car that feels like a track-honed tool. You can hear every little stone that gets flung up into the wheel arches, and every time you drive over rough or patchy tar, the driving experience it’s similar to running wide on the track in a GT3 Cup racer and wincing at the aural attack that goes on beneath the car.
Gearbox ‘right up there with the best’
When you push on, the gearbox comes to the party with a short throw… Once you are done with 1st to second, simply push the lever out of 2nd, let the spring bring it in line with 3rd gear and push it forward to select the next ratio. During the 1990s, people raved about the Honda NSX’s smooth and precise shift feel (it’s still revered!), but the ‘box in the 968 Turbo RS is right up there with the best; and, as a special touch, the car was delivered with the gearknob of a 962 race car. Now, that’s one cool accoutrement.
As this is a classic front-engined, rear-wheel-drive setup, testing the 968 Turbo RS’ handling limits is easier than in a 911 of the same vintage and representative specification.
In this 968-based road racer, the handling at (or just beyond) the limits of adhesion is more predictable than in a rear-engined 911 – the car’s back end will go light and gradually break away instead of suddenly snapping sideways. The limited-slip differential (with up to 75% lock) helps to put all that torque down.
Summary
Along with the 924 Carrera GT, the 968 Turbo RS is undoubtedly the most sought-after of Porsche’s front-engined cars.
When I asked Schmid about the abilities of the 968 Turbo RS, his reply explained the car… and its sad demise: “Because it was faster than a 911 Turbo, the board decided to stop any further work on the 968 Turbo S/RS project. From a technical standpoint, it was impressive, but the car was simply too pricey.”
No matter which way you look at it, the Porsche 968 Turbo RS deserves its famous RS badge as much as any 911 of the era – or thereafter. SUVs may make up the bulk of the German brand’s sales, but Porsche has always reserved the RS moniker for its most special road cars, and the 968 Turbo RS is one of them.
