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

Best Mazda Cars to Buy in South Africa

Market dynamics, the influx of new brands, the blurry lines of history — and perhaps, just simple brand loyalty — are all factors that place Mazda on a list of most-recognised automotive brands in South Africa. We take a look at some of the best Mazda cars available in South Africa!

As many established brands, including Mazda, are now finding out — heritage has come to count for very little nowadays. Even Mazda’s 50-year presence in South Africa appears to be on shaky ground in the wake of a tsunami of inexpensive, well-specced Chinese entrants disrupting the market.

And that’s a pity, for since the late-1990s, Mazda has stood out for innovative design, quality interiors and cars that delivered on-demand thrills. Engineering prowess, such as Skyactiv technology was introduced to improve vehicle efficiency and enjoyment through meaningful powertrain and chassis interventions.

It’s also a company that once matched the mighty Toyota for the breadth of its vehicle portfolio, with a vehicle range that included sportscars, bakkies and family cars!

What cars does Mazda sell in South Africa today?

Today, Mazda’s range of cars is truncated, with only the Mazda2 and Mazda3 soldiering on as hatchback offerings while the CX-3, CX-30, CX-5 and CX-60 complete the Hiroshima-based firm’s crossover and SUV collection in Mzansi.

Take a look at pricing and specification for Mazda cars sold in South Africa.

Find a used Mazda listed for sale on Cars.co.za.

What is the best Mazda you can buy in South Africa in 2025?

The CX-5 medium-sized family SUV is a capable all-rounder and has been the top-selling Mazda in South Africa since its launch in 2012. The fact that it has won the Family Car category twice in Cars.co.za Consumer Awards (and against heavy metal such as the Volkswagen Tiguan, Honda CR-V, Hyundai Tucson, Kia Sportage et al) is proof of its lasting popularity.

The CX-5 has received continued praise for its driving experience, space, interior quality and economy, particularly from the diesel version.

The bad news is that the CX-5 range was snipped in 2024, axing both range-topping all-wheel-drive derivatives, leaving just the 2.0-liter automatic doing duty across all remaining models. The loss of the 2.5-litre petrol model isn’t too critical, but as the range favourite, the torquey turbodiesel will surely be missed.

If you’re currently kicking some CX-5 tyres, it may be worth knowing that an all-new CX-5 was recently revealed and is destined for our shores in 2026. Buyers therefore have room to haggle good deals as dealers will be looking to sell existing stock.

See prices and specifications of the Mazda CX-5 in South Africa

Find a used Mazda CX-5 listed for sale on Cars.co.za.

Does Mazda make any cars that are exciting to drive?

Oh, yes! Arguably the most accessible and thrill-inducing sportscar to come from Mazda is indeed the now-discontinued compact and lightweight MX-5! With a manual gearbox, rear-wheel-drive, a perfectly balanced chassis powered by a variety of willing, rev-happy naturally-aspirated engines, the MX-5, of which all 4 of its generations were sold in SA – lives on as a thrifty, thrills-a-minute personification of pure, unfiltered driving pleasure that costs a fraction of a used VW Golf GTI.

Find a used Mazda MX-5 listed for sale on Cars.co.za.

Any hatchbacks worth looking at?

The latest generation The Mazda2 was introduced locally in 2015 and competes against established contenders such as the Volkswagen Polo and Renault Clio. The compact hatchback segment has been steadily shrinking with the discontinuation of models such as the Ford Fiesta, Hyundai i20 and Kia Rio.

Its positioning might have nudged somewhat towards being more premium over time, but back then, as it still does today, the Mazda2 stands out as a fun take in a category that prioritises price over pleasure. The second-generation Mazda2 was also the fastest sprinter to 100 km/h in its class when it arrived in 2015 thanks to its rev-happy naturally-aspirated 1.5-litre engine.

Greta Thunberg won’t love it, but that’s exactly why you should want it.

See pricing and specifications of the Mazda2 in South Africa

Find a used Mazda2 listed for sale on Cars.co.za

Which Mazda should I avoid?

None, really, but it’s worth knowing that, at ten years old in SA, the Mazda CX-3 has moved from cub to cougar (nothing to do with the Ford Ecosport-replacing Puma) in age.

However, the Mazda CX-3, has at least aged gracefully. The interior’s still a pleasing and placid place to be, only soured by its lack of rear space for larger occupants.

Unquestionably, the soul-destroying, paint-by-numbers hatchback-on-stilts has now mutated into becoming South Africa’s most popular vehicle category. From Germany, there’s the Volkswagen T-Cross, Taigo and T-Roc and the Opel Mokka. From Korea there’s the Hyundai Venue, Kona and Creta; with the Sonet and Seltos available from Kia to sink your claws into.

There’s also a raft of Chinese offerings, of which the Chery Tiggo 4 Pro is the best-seller in the country.

The CX-3 is powered by a 2.0-litre naturally aspirated engine paired with a conventional torque converter (with paddleshift) in all models but the gateway manual version lacks punch against its turbocharged rivals equipped with dual-clutch shifters.

On the plus side, the steering’s light and direct, and vehicle weight comes in at a fuel-saving sub-1300 kg.

See pricing and specifications for the Mazda CX-3 in South Africa

Find a used Mazda CX-3 listed for sale on Cars.co.za.

Does Mazda sell a Toyota Fortuner-sized contender?

With the current-gen CX-5 in its twilight years, the recently updated CX-60 is a comparatively larger and more expensive replacement. The 3.3-litre, 6-cylinder turbodiesel engine is a cracker delivering a punchy 187kW and 550 Newton-meters of torque with a fuel consumption claim of just 4.9L/100km thanks to its mild-hybrid backup.

The bad news is that such joy will set you back seven figures, or, put differently, Kia Sorento and Toyota Fortuner VX money. The good news is there’s a less expensive 141 kW / 265 Nm 2.5-liter petrol model that’s available in RWD and AWD, too!

Moving its positioning more upmarket with the CX-60, though psychologically and realistically, one-million-plus Rand for a vehicle not wearing a premium badge such as Audi Q5, BMW X3 or Mercedes GLC might be a stretch too far for many buyers.

Mazda’s last premium SUV, the CX-7, which despite being powered by the boosted 2.3-litre 191 kW/380 N.m engine from the company’s hot Mazda6 MPS and Mazda3 MPS models, had about the same sex appeal as a used adult nappy and it sold accordingly.

If the CX-60 does tickle your fancy, a “slightly used” example would be a smarter buy!

See pricing and specification for the CX-60 in South Africa

Find a used Mazda CX-60 for sale on Cars.co.za

Lancia Thema 8.32: Classic Drive

When an owner asks if you fancy driving his Ferrari-engined Lancia Thema 8.32 from Cape Town to Johannesburg, there can be only one answer! Guillaume Muller goes on an epic road trip with the once glorious Italian brand’s 4-door flagship.

It all started with a phone call. “My Lancia Thema 8.32 has been serviced in Cape Town, and it needs to come back to Johannesburg,” said the owner. “Perhaps you’d like to drive it back?”

Now, I’m exposed to new cars almost every week, but I’m sad to say that until recently, the furthest I’d ever driven a classic car – a Mercedes-Benz 300SEL 6.3 – was approximately 50 km.

The prospect of a 3-day road trip in a Ferrari V8-engined executive sedan once favoured by Enzo Ferrari himself sounded adventurous, romantic… and simply too good to pass up.

As a country, South Africa may serve up a wide variety of landscapes, but most of its major routes are still in good condition, so I wasn’t anticipating many unexpected road hazards.

However, the uniqueness of the Lancia Thema 8.32 made me wonder: “What would I do if it developed a problem, or suffered a breakdown, on our journey?” After all, this is not the type of car any rural town mechanic would be able to fix; lest we forget, the Lancia was sent away 1 500 km just to be serviced!

But given the golden opportunity, I gave the owner a confident “yes”.

Shortly before our departure, the car had a comprehensive engine-out service (that cost R65k, including a new exhaust system), the knowledge of which settled my nerves somewhat.

I’d never driven a Thema, nor a Ferrari 308 GTB Quattrovalvole – the Lancia Thema 8.32’s motor is derived from the Prancing Horse’s celebrated (if not overly powerful) 2.9-litre V8 engine. However, I was looking forward to getting acquainted with the car throughout the more than 1 500 km road trip.

Collecting the Lancia Thema 8.32

After picking up the car at Cape Town’s V&A Waterfront on a Friday afternoon, I decided to head up Signal Hill, one of the main attractions in the “Mother City”. It meanders up a steep climb and offers perfect vistas of the city, Table Mountain and even the coastline if you drive all the way around the hill.

It is here that I had my first opportunity to take a closer look at this Giugiaro-penned machine.

A twist of the wiper-operating stalk prompts the rectangular spoiler to deploy from the bootlid. Today, it might look laughable, but downforce of 12 kg at 140 kph and 20.5 kg at 220 kph was not to be sniffed at in the ’80s. It also makes for an unexpected party trick, impressing those who might at first look down their noses at this angular ’80s Italian executive sedan.

Specification:

Model: Lancia Thema 8.32
Engine: 2.9-litre, 32-valve V8, petrol
Power: 158 kW at 6 750 rpm
Torque: 285 Nm at 4 500 rpm
Transmission: 5-speed manual, FWD
Weight: 1 419 kg
0-100 kph: 6.8 sec (claimed)
Top speed: 240 kph (claimed)

The Prancing Horse centre caps on the 5-spoke wheels also make it clear that this is no ordinary Thema. The 8.32 moniker denotes the 8-cylinder, 32-valve configuration of the 308 engine, but it wasn’t simply shoehorned into the Lancia and left untouched. Compared with its cousin’s motor, the Thema’s V8 has smaller valves, a cross-plane (as opposed to flat) crankshaft and a different firing order.

Whereas in the Ferrari 308 GTB the V8 develops 177 kW at 7 000 rpm, it punches out 158 kW at 6 750 rpm. But, importantly, a much higher percentage of its peak torque (285 Nm) is available at low revs (80% by 2500 rpm), which makes the Lancia Thema 8.32’s powerplant more flexible and responsive for everyday driving (particularly in a large, front-wheel-drive car), as I was to find out for myself.

To fit the V8 into the Thema’s engine bay (which was originally designed to house 4- and 6-cylinder units), the sedan’s grille – with a new egg-crate design – was pushed forward to accommodate an enlarged radiator, reinforced front suspension and stiffer springs. Fifteen-inch wheels and thicker, ventilated front discs helped it to cope with the extra weight.

I returned to the Lancia‘s cabin, replete with its plush, full-leather trim. The moment I twisted the ignition key, the Thema 8.32 emitted a deep-chested burble, which remained audible at idle and even at low speeds. It was a pleasingly constant reminder of the special engine under that discreet bonnet.

As the sun started to set, I took it easy and cruised home, a 60 km drive from Cape Town. At 6:00 AM the next morning, I loaded my luggage into the Lancia’s sizeable 462-litre boot, which is where I found the parts that were replaced during the service. After that, I set off on the 950 km drive to Kimberley.

The road trip begins

The first day’s excitement started an hour into the drive. I decided to avoid the N1 toll road, which heads diagonally from Cape Town to Johannesburg, and take the tunnel for the longer Du Toitskloof Pass. It’s not the smoothest stretch of tarmac, but the Lancia’s suspension absorbed the bumps with ease.

From here onwards, it would only be long, straight stretches of road all the way to Johannesburg, so I thoroughly tested the Lancia‘s dynamic handling through some of the last corners as I descended the pass. The Thema 8.32 is not particularly agile – after all, it is laden with such luxuries as electrically adjustable rear headrests and seats; this one even has the (optional) heated front seats.

However, once it settles and is stable in a corner, it feels more planted than I had expected. Although I never had to brake particularly hard, the anchors did a good job of reducing speed.

The V8 and its ancillaries add 54 kg, resulting in a claimed kerb weight of 1 400 kg. Of that, 64% is balanced over the front axle, so the most luxurious Lancia of its era can understandably feel nose-heavy.

On the other side of the mountain, I spotted a troop of baboons crossing the serpentine road. They didn’t seem too bothered by the presence of the 8.32. Perhaps they mistook it for a standard Thema.

Back on the highway, I knew that the Lancia’s long-distance cruising ability would be tested to the utmost. Before settling in for the ride, I planned a quick stop another 130 km up the national highway.

Matjiesfontein is one of the smallest but most interesting towns I would encounter on the way to Johannesburg. It has a Transport Museum and an old colonial hotel named the Lord Milner. The hotel’s doorman proudly posed next to the Lancia Thema 8.32 – he recognised it was an extraordinary car.

During the next few hundred km, I began to think that my earlier worries were unfounded – the Lancia was running perfectly. However, a few hours later, my confidence sank as 2 dashboard warning symbols illuminated, 1 being the suspension light. This was not ideal – the dampers are electronically controlled.

At the next fuel stop, I phoned the owner. Fortunately, my fears were laid to rest when he explained that the suspension light shouldn’t result in any major problem. The other light, he explained, indicated that 1 or more of the exterior bulbs had blown. He was right – a front fog lamp and a tail light were out.

Between Laingsburg and Beaufort West, average speed cameras monitor traffic on the N1. I settled into an indicated 127 kph, using my modern GPS for a more accurate reading than the Lancia’s speedometer. The car felt happy to hum along at this speed.

To overtake slower traffic, I could keep the gearbox in 5th, put my foot down and make full use of the torque. For a brisker overtake, dropping down to 4th saw the revs increase smoothly (but vigorously), and the Lancia surged past before settling back into cruising mode.

With the exterior temperature gauge nudging 26°C, most people would use the aircon, but I preferred to fully embrace classic motoring and dropped the windows when I needed a blast of fresh air. It made for a noisy cabin, but feeling closer to the landscape rushing past was an adequate payoff.

The Lancia Thema 8.32 would happily gallop at higher speeds, and my chance came once I left the N1 for the quieter N12. Knowing the distance between our last 2 fill-ups, I calculated that over the past 200 km, the Italian sedan had averaged a very respectable 8.5 litres per 100 km.

I decided to venture a little off the beaten track and drove through the isolated town of Orania. The roads through this little town have undoubtedly never seen a Thema 8.32, and I had never seen so many minors driving their parents’ cars – likely the consequence of them driving tractors from a very young age…

The day would soon come to an end, but not before I needed to make another fuel stop at Strydenburg. Whenever I re-entered the Lancia’s cabin, I was surprised by how posh it still felt by modern standards.

The door cards are trimmed in padded leather, and the roof lining is suede. All of this undoubtedly helps to minimise engine and road noise. And it’s always a joy to caress the rim of the leather-covered 3-spoke steering wheel.

Before reaching Kimberley, I encountered a stop-and-go roadblock where repairs to a section of the N12’s asphalt were underway. The blue and pink horizon added to the relaxed ambience, contrasting with the dark cabin and the brown and yellow landscape outside.

That evening, I informed a friend, who had been convinced that we would have a breakdown at some stage, that I had arrived safely. He, in turn, warned that I should never pull away too quickly because the Lancia Thema 8.32’s front driveshafts might get damaged by the effort.

As I parked the car at the guesthouse, I was impressed that the Lancia had brought us this far.

The final stretch

The next morning, the Lancia’s engine turned over the 1st time of asking, and I visited two of Kimberley’s Anglo-Boer War memorials before setting off on the final leg of the 570 km trip.

Although I knew the road to Johannesburg along the N12 – the safe, but ultimately monotonous route – I decided to see what Google Maps could offer as an alternative. This turned out to be the only mistake I made on the road trip…

I was directed to take a shorter, quieter route, starting with the R64 towards Boshof. Outside Boshof, I was instructed to turn left and head north on a gravel road, which soon started deteriorating.

With no alternative, I pushed on and completed the 100 km detour, my nerves increasingly frazzled. At times, I couldn’t help but wince because it was impossible to avoid all the potholes, but somehow the Lancia survived unscathed.

I was relieved when I crossed the Vaal River at Christiana and got the Italian sedan’s 205/55 tyres back on the N12, because, while the country’s arterial routes are smooth and well-maintained, the back roads in this part of the Republic are littered with broken tarmac, as well as nasty ruts and bumps.

With a newfound appreciation for the N12, I resumed enjoying the dulcet tones of the rumbling V8. The timbre is noticeable throughout the rev range. It sounds perfectly in tune, not remotely as harsh or intense as that of modern machines. It’s the perfect soundtrack to the Thema 8.32 experience.

About 160 km before Johannesburg, the frequency of the towns started to increase and I relished the chance to work through the Lancia gears more. Cog-swapping is an indulgent experience in the Thema 8.32, which was only available with a 5-speed manual gearbox.

I can only assume the action is not as direct as an open-gate Ferrari lever, but there is a reassuring accuracy to it; you’re never in doubt about which gear the car is in or where the next notch is.

I was also impressed by how low in the rev range the engine starts to show its pedigree. At times, I’d leave the transmission in 2nd or 3rd gear and let the revs drop down past 1 500 rpm, but the moment I put my right foot down, the engine progressively picked up speed.

However, I’d promised myself that I would only properly rev the engine out as we got closer to the owner’s residence, just in case something went wrong.

Even on this Sunday afternoon, I was glad that the owner didn’t live too close to the heart of Johannesburg because that would have meant dealing with even more traffic.

The joy of revving that Italian V8

The quiet roads near his home allowed me to rev the engine out in the first few gears – a perfect way to end this memorable 3-day Lancia Thema 8.32 experience. This engine may have a much heavier body to move than in the Ferrari 308, but the torque delivery is creamy throughout the rev range.

The needle pushes past 5 000 rpm with zest for the final 2 000 rpm. This car is quick, make no mistake.

Summary

Once I parked the Lancia Thema 8.32 for the last time and transferred my luggage into a new, modern SUV, I took time to reflect on the experience, especially because the owner claimed that he was never in doubt that the car would comfortably complete the 1 600 km trip.

I now have zero doubts about the exquisite machine’s long-distance credentials. It is utterly comfortable, and the drivetrain is perfect for covering distances quickly. It’s more suited to long, open roads than twisty mountain passes; its contemporary German competitors would most probably out-handle it, but a part of me wished I could have spent a part of this trip stretched out and relaxed on the car’s rear bench.

At the time of the Thema 8.32’s launch, CAR magazine South Africa ended its driving impression in 1987 by stating, “The 8.32 is an exciting recruit to the ranks of the world’s finest cars; not so much a wolf in sheep’s clothing, as a greyhound in a mink coat…”

I think I left my mink coat in Cape Town. I wonder if the 8.32’s owner would advocate another 3 000 km?

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Datsun race-car collection in Mpumalanga

We take a peek inside The Datsun Shop – the best collection of classic Datsun and Nissan race cars in South Africa, and meet the pair of brothers behind this special selection of South African-built Japanese racing machines.

When you first walk into the workshop of the Jacobs family, who run The Datsun Shop business in Mpumalanga, there can be no doubt about their main interest.

Apart from the collection of locally-built Datsun and Nissan race cars, there are wheels, signs, trophies, memorabilia and model cars in the workshop and other parts of the building. It is also clear, however, that this collection was not built up overnight.

The Jacobs brothers’ interests in cars, and especially Datsuns and Nissans, started when their father used to drive a 1986 Nissan Skyline GTX 2-door. It was already in those years that their father was a keen supporter of Nissan Motorsport.

As the brothers guide me through the collection, it is evident that they have done their research over the years and that their passion runs deep. They readily share specifications of the cars, mention specific parts, racing drivers’ names, historical dates and information at the drop of a hat.

In some cases, they have had to rescue cars and specially search for correct parts, which in some instances, took several years. In other cases, when they set their minds to finish a project and had the correct parts available, it progressed rather quickly.

New vehicles have rarely interested them, however. “When we were old enough to buy our first cars, my brother and I didn’t want new vehicles,” said Thinus Jacobs. “We each got ourselves a Datsun 1200 GX Coupe. Mine needed restoration before I could drive it.

“This was my first project, and during my first 2 years at university, I walked everywhere and saved money to bankroll the restoration. Two years later, it was complete and I could enjoy the 1200 GX.”

Riaan Jacobs enthusiastically tells me about the car that started the collection: “It was a 1977 Datsun 140Z Coupe. I found it in Witbank in pieces, but it was a one-owner car with just 15 000 km on the odo.

That was about 19 years ago. Until 2012, it was my only car. From there, I bought a 1980 160Z Coupe. This now belongs to my brother, and he has done everything to convert it into a full race car that can also be driven on the road.”

Thinus has completely rebuilt it, and it now features a reworked KA24 2.4-litre engine with the best performance parts they could find. Thinus always focuses on one car, and the result is quite impressive.

What is great about this project is that Thinus doesn’t need to concern himself with originality, but rather with what will work best in terms of performance.

That said, there are many original and period-correct parts that pay homage to the original race cars.

It is not often that you find a collection of vehicles where the focus falls mainly on racing cars. I ask the brothers about the car with the most historical significance, and they quickly point me to the 1978 Datsun 140Z, which is a recreation of the original car which won the Wynn’s 1000 at Kyalami.

Riaan searched long and hard and then found a selection of the original race car parts and bought the whole lot. “This is an original car that has been re-shelled. In that race, the 140Z came first, the 140Y second and the 1200 GX third.”

In the one corner is a pretty 1967 Datsun Roadster racing car, while I also walked along the other walls where there are rare Datsun prints, wall-mounted parts and memorabilia.

Riaan mentions he recently sold his large collection of Hot Wheels to a fellow enthusiast. He has kept his doubles, though, and they are neatly stacked against the wall.

Riaan modestly says that this is “not a showroom”, but that they have been working hard, over several years now, to make it a special place. They have succeeded, and are housing and restoring some of the most significant cars from South Africa’s rich motorsport history.

Riaan shows us the Jacobs family’s replica 1982 Stanza race car:

Their expertise and knowledge are obvious to see, and I do not doubt that many more Datsuns and Nissans will pass through their hands at The Datsun Shop in the coming years.

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VW Golf 1 GTI – the original pocket rocket

Is the Volkswagen Golf 1 GTI – the original Golf GTI – the perfect attainable classic car? Johannesburg’s Stuart König believes it is!

The Volkswagen Golf GTI is arguably one of the most loved cars in South Africa. Consider the fact that more than half of the new Golfs sold in South Africa are GTI variants, then you realise just how successful this model was, and is. We’ve even got a nickname for the sound the (modern) GTIs make: Vrrr-pah!

Volkswagen Golf 1 GTI rear three-quarter tracking shot

Interestingly, the idea to develop a performance variant of the Golf 1 was not very high on the agenda back in the mid-‘70s. Instead, the concept was largely driven by 6 people at Volkswagen in Germany.

Originally named the “Sport Golf”, the idea was presented to the management board in March 1975, after which it officially became the development order EA195.

The world premiere occurred only a few months later, in September 1975 at the Frankfurt International Motor Show. It went on sale the next year, and in Germany, it retailed for DM13 850.

Names considered for the sportiest iteration of the Giorgetto Giugiaro-designed Golf 1 included TS and even GTS, but VW eventually settled for GTI. The chief product designer, Herbert Schäfer, who was a keen golfer, got his way by changing the hatchback’s gearknob to what is now the legendary golf ball.

Specifications

Car: 1984 Volkswagen Golf 1 GTI
Engine: 1.8-litre 4-cylinder, petrol
Power: 82 kW at 5 800 rpm
Torque: 153 Nm at 3 500 rpm
Gearbox: 5-speed manual
Weight: 860 kg
0-100 kph: 9.3 sec (as tested by CAR magazine)
Top speed: 182 kph (as tested by CAR magazine)

Volkswagen planned (or, perhaps, hoped?) to sell 5 000 units to recoup the expense of the development and investment in this new compact model, but in the end, 461 690 units were manufactured.

It was several years later, near the end of 1982, that the Golf 1 GTI was finally launched in South Africa. The 1.8-litre 4-cylinder fuel-injected engine was good for 82 kW and 153 Nm at the time. CAR magazine South Africa tested it in January 1983 and achieved a top speed of 182 kph and a zero to 100 kph sprint time of 9.3 sec. What’s more, the car credited as the original hot hatch sprinted to a 1 km in 30.7 sec.

The König family of Johannesburg are all motoring enthusiasts, and Stuart explains how they ended up owning this special hot hatch: “My dad always had this goal of participating in motorsport with my brother and me. After teaching us how to drive, he got us Golf 1s that we raced for a few years.

“After a while, my brother said to me we needed to find an original Golf 1 GTI, just to experience it.”

Volkswagen Golf 1 GTI front tracking shot

Stuart, with his brother and father, finally found the Golf 1 GTI featured here and purchased it. Since then, they’ve tried to keep the car in as good a condition as possible, as well as entirely original.

Apart from participating in breakfast runs or meeting up with fellow enthusiasts, the longest trip they have done with the car was from Johannesburg to Durban.

“It was a very relaxed trip, as we drove down over the course of a weekend. We have really made some quality memories with both the car and people involved in the motoring world,” Stuart adds.

There was more to the 1st-gen Golf GTI than outright performance. It was a practical car with a punchy powertrain. Not only did it not cost too much, but it was just quick enough to thrill driving enthusiasts.

The Golf 1 GTI featured some notable styling differences from standard Golf variants, such as the now-iconic GTI badge, the red lining around the grille, the rubber front spoiler and wheel-arch extensions.

CAR magazine ended its January 1983 road test with the following statement: “It is a prince among the light cars and sure to cause a wide ripple of excitement.” Its legend lives on.

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BMW 530 MLE: South Africa’s “early M car”

Sometimes the resurrection of a car or the start of a collection can be attributed to a single individual or two. This was the case with BMW South Africa’s restored 530 MLE.

Speaking in 2019, Diederick Reitsma, the former head of BMW South Africa’s local communications team, told us: “A part of my role is to understand the brand’s heritage and these special cars (such as the BMW 530 MLE) play such a key role in how we look to the future”.

It is no secret that South Africa has delivered some unique performance cars through the years. This is particularly true of BMW Group SA, with its “special” E30 models, the 333i, 325is Evo “1” and Evo 2.

Reitsma continued: “The SA-spec E30s are part of the reason why BMW is so popular in South Africa and the 530 MLE is a very significant model in the global timeline of BMW Motorsport. It was during my first year in South Africa that I saw one of these road cars in a private collection in Johannesburg.

“Following talks with the local BMW clubs, and after a visit to the Franschhoek Motor Museum outside Cape Town, I realised that we as BMW South Africa needed to establish a heritage collection. With these cars in hand, we can keep them for a generation of enthusiasts to come,” he added.

The seed was planted, and Reitsma quickly learned about the existence of the locally developed E12-series 530 MLE (Motorsport Limited Edition).

The 530 MLE enjoyed a highly successful racing career on local tracks in the late ’70s, but before it could be raced, a limited run of road-spec cars (110 Type 1 models in 1976 and 117 of Type 2 in 1977) had to be created for homologation purposes – though fewer than 10 of these are rumoured to have survived!

An established relationship with respected BMW owner and restorer Luis Malhou of Custom Restorations in Vereeniging (the presenter of this video) led to the discovery of the 100th car of the MLE Series 1.

Malhou explained: “I chased car number 100 for a number of years and, fortuitously, just before BMW SA made enquiries, the car’s owner allowed me to come and collect it.

“I knew of the car, but only thought of it as a useful donor car. It stood outside for close to 20 years. The previous owner always wanted the car restored, but he has several cars, and this just wasn’t at the top of his priority list. When he started to scale down, he contacted me as he knew we’d do a proper job.”

Keeping in mind that only 110 of the Series 1 cars were ever produced, one quickly realises that this was quite a find. As a homologation special (only one race car remains and, fortunately, it’s still in South Africa), these road cars were made lighter for improved performance.

Various panels, such as the C-pillars, parcel shelf and even the clutch pedal, were drilled to lower overall mass. In fact, so many panels were drilled that a naked 530 MLE looks like a slice of Swiss cheese…

Combined with other weight-saving measures such as manual windows, lighter hinges and seat cushions, marginally thinner glass, pedals and the deletion of air-conditioning, up to 50 kg was saved.

Reitsma recalled with a smile the day Luis informed him of car number 100 (chassis number 770100): “I remember the day very well. He explained that it was a numbers-matching car and that the owner was Peter Kaye Eddie, an ex-racer who played a vital role in the brand’s local motor sport history.

Once BMW Group South Africa stopped managing the racing team, Peter took it over. This, of course, added to the significance of MLE number 100.”

“When I finally got the car in my workshop, I initially didn’t know if it was restorable – it was in a terrible state. There was not much left of the interior,” explained Malhou. “Money and time, however, can fix a lot of things, and fortunately, BMW Group South Africa set aside a decent budget for this project.”

Himself the owner of MLE numbers 21 and 13 (Series 1 cars), Malhou was also grateful for the assistance of BMW Classic during the restoration of number 100. It is at this point that we should mention that apart from owning two 530 MLEs, Luis has restored 2 more of these cars and has also sourced more than 5 of them over the years. He is undoubtedly the “go-to-guy” when it comes to these rare sedans. One of his cars is also totally original, so it could be used as a reference for the restoration project.

After less than a year (in late 2019), the car was completed and made its appearance at BMW South Africa’s M Festival. Watch Cars.co.za’s Gero Lilleike’s Classic BMW 530 MLE: Track Drive [w/Video]

Today, it forms part of the company’s heritage fleet and is proudly parked at the welcome centre at BMW’s plant in Rosslyn, outside Pretoria.

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

Firenza Can Am – The Little Chev with big muscle

South Africa’s car history, especially racing history, runs deeper than many of us realise. Combine that with homologation specials, such as the Chevrolet Firenza Can Am, and some truly remarkable cars have graced our racetracks and roads.

We headed to Bloemfontein, where Frikkie Esterhuizen opened his garage doors for us. Frikkie has not one, but 3 Chevrolet Firenza Can Ams.

It was racing legend Basil van Rooyen (who at the time raced a Ford Capri Perana) who understood the value of working with rival General Motors when it came to local motorsport. To convince the company of his idea, he took 2 Firenza GT coupes and fitted each of them with a 307 ci (5.0-litre) V8 engine.

Bear in mind that Chevrolet Firenzas came standard with modest 2.5-litre, inline-4 petrol engines…

General Motors enthusiastically approved the project, and the plan to build 100 cars for homologation purposes started in 1972. Ultimately, however, a 302 ci (4.94-litre) V8 was used to comply with racing regulations. Fitted with Holley carburettors, the engine delivered a healthy 216 kW (290 bhp) and around 400 Nm of torque.

Although the Firenza Can Am was lightened further for racing, in road trim, these small muscle cars tipped the scales at only 1 100 kg anyway. The black fibre-glass bonnet shaved some weight, while also allowing additional airflow into the engine compartment through its bonnet vents. Possibly the most recognisable body addition was the American Racing Equipment wing on the boot lid.

The Firenza Can Am was seriously fast. The 0-100 kph dash was blitzed in around 5.4 seconds, which was an astounding level of performance for the era. Power went to the rear axle (where there was a Borg-Warner limited slip differential) through a 4-speed manual gearbox.

Specifications

Model: 1973 Chevrolet Firenza Can Am
Number made: 106 (including 6 race cars)
Engine: 4.94-litre V8, petrol
Power: 216 kW at 5 800 rpm
Torque: 393 Nm at 4 200 rpm
Gearbox: 4-speed manual
Weight: 1 100 kg
0-100 km/h: 5.4 sec (claimed)
Top speed: 225 kph (claimed)

Additional performance parts for the Firenza Can Am included the updated braking system, while the cabin was fitted with sports seats, as well as a sporty 3-spoke steering wheel. Apart from the 100 road cars made, another 6 race cars were built for local racing.

The most notable racing success of these cars came in 1972 at the 9-Hour Endurance race when Van Rooyen and Geoff Mortimer claimed 11th place while Van Rooyen achieved no fewer than 11 wins in a row (!) in 1973.

Frikkie explains when his interest in this car started: “The car arrived in 1973 when I was 22. This car was just, and still is, different to other cars – the driving experience is wild!

“The first time you plant the accelerator pedal, you realise the car is sliding left, and then right, and you struggle to keep it in a straight line. It is then that you realise you need to feather the throttle in first gear. The car even pulls strongly once you’ve slotted it into 3rd or 4th gear.

“It is unlike today’s cars that do everything for you – here you must keep the car on the road yourself.

“I was so impressed with the car when I bought it and with the condition it was in, that I decided that if I were to find another one in such a condition, I would buy it.”

One of the 3 Can Ams that Frikkie owns is not a matching numbers car (where the engine and chassis numbers correspond), but is fitted with a race engine that delivers an even more exhilarating experience.

“From the age of 6, I’ve been interested in cars and have collected Dinky Toys. Today, I have over a thousand little models.

“My late father used to work for Ford in Bloemfontein, and he used to bring newly released models home, pick me up and then we would go for a test drive – that’s where I developed my love for cars.

“Through the years, I’ve realised I like cars that have been manufactured here in South Africa, and secondly, I like numbered cars, meaning cars of which only a certain, limited number were made.

“If I find another Can Am in a good condition, I’ll add number four to the collection, that is how passionate I am about these cars,” Frikkie concludes.

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Mazda CX-60 Updated for 2025

The Mazda CX-60 updates are primarily focused around the ride quality, handling and refinement. Here’s pricing and details.

The Mazda CX-60 is the Japanese brand’s foray into the premium segment. There are three derivatives on offer, starting off with the Dynamic which is powered by a naturally-aspirated 2.5-litre four-cylinder petrol engine. There’s 141 kW and 265 Nm driving the rear wheels. The Individual offers additional content plus the same engine paired to an all-wheel-drive setup.

The flagship Takumi offers an incredible engine. Its a 3.3-litre turbocharged 6-cylinder diesel with mild-hybrid technology. It too is all-wheel drive and thanks to 187 kW and 550 Nm, it pretty brisk with Mazda claiming a 0-100 kph time of 7.3 seconds. We managed 7.41 – yes, it is that brisk!

Read our review of the Mazda CX-60 Takumi

But, if there was one dynamic element holding the CX-60 back, it was the ride quality, handling and refinement, something which Mazda Southern Africa has addressed. The Mazda CX-60 updates stem from global driver feedback and aim to make the car more comfortable and refined.

On the suspension side of things, the springs are softened and there’s increased damping force. The front knuckle on the steering setup has been adjusted which Mazda reckons gives the car ‘greater precision and confidence.’

The all-wheel drive calibration has been revised with the software ensuring smoother power delivery and optimised traction. Finally, the gearbox noise has been reduced for a quieter drive. Visually, Mazda SA has added a new colour, called Zircon Sand to the palette.

How much does the Mazda CX-60 update cost in South Africa?

The Mazda CX-60 is backed is sold with a 5-year unlimited kilometre service and warranty plan, along with 5-year Roadside Assistance.

CX-60 2.5 Dynamic	R778 500
CX-60 2.5 AWD Individual	R888 700
CX-60 3.3 AWD Takumi	R1 085 100

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Ford Tourneo Custom Titanium X (2025) Price & Specs

The Ford Tourneo Custom Titanium X has launched in South Africa, bringing high levels of standard equipment and luxury trim to the range.

The Ford Tourneo Custom Titanium X is the flagship of the Blue Oval’s MPV portfolio. When the Tourneo Custom landed in SA in 2024, Ford confirmed further models would be on their way.

The range previously comprised the Active and Trend derivatives, but this has increased to four with the arrival of the Ford Tourneo Custom Titanium X and the Sport. The latter are offered in short wheelbase setups, while the entry-levels make do with a long wheelbase for additional cargo carrying capability.

The more prestigious derivatives are offered with punchier engines. The 2.0-litre turbocharged diesel engine makes 125 kW and 390 Nm, which is up from the Active and Trend’s 100 kW and 360 Nm. All models in the range are front-wheel driven and have an 8-speed automatic transmission.

Trim Gradewalk

Tourneo Custom Sport

Sport honeycomb-style grille & body-colour front bumper
Rear spoiler
Black and blue sport stripes & side decals
17-inch sport alloy wheels (19-inch optional)
Blue accent stripes on the seats with partial leather trim
Leather-trimmed steering wheel
13-inch landscape touchscreen with SYNC 4, wireless Apple CarPlay/Android Auto
10-speaker audio system
Mobile office package (optional)
Front/reverse parking aids
ADAS package: Adaptive Cruise Control, Reverse Brake Assist, Collision Mitigation, Blind Spot Information System

Tourneo Custom Titanium X

Unique front grille
Matrix LED headlamps
19-inch alloy wheels
Front and second row heated seats
360-degree camera
Luxe Pack optional (14-speaker B&O audio, panoramic roof, ambient lighting)
Mobile office package (optional)

How much does the Ford Tourneo Custom Titanium X cost in South Africa?

The price includes a six-year/90 000 km Ford Service Plan, four-year/120 000 km Ford warranty, four-year/unlimited distance Roadside Assistance and five-year/unlimited distance corrosion warranty. In addition, over the counter (OTC) parts and service parts warranty (SPW) are covered for two-year/unlimited distance. The recommended service interval is 15 000 km or annually, whichever occurs first.

Customers can extend their plans with the Ford Protect Service or Maintenance Plan upgrades which can extend to 8 years or 165 000 km. The warranty can be extended by up to 7 years or 200 000 km and Roadside Assistance extended for an additional one or two years.

Tourneo Custom 2.0L Active LWB 8AT	R1 063 000
Tourneo Custom 2.0L Trend LWB 8AT	R1 104 500
Tourneo Custom 2.0L SWB Bus Sport 8AT	R1 218 000
Tourneo Custom 2.0L SWB Titanium X 8AT	R1 264 000

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Recalls Issued: Range Rover, Mercedes-Benz

The NCC has sent out another recall bulletin, this time affecting the Range Rover Evoque and a few Mercedes-Benz vehicles. Here’s the latest.

The National Consumer Commission (NCC) issued a recall to owners of the Range Rover Evoque and a number of Mercedes-Benz vehicles.

Range Rover Evoque

Jaguar Land Rover confirmed a recall of the Range Rover Evoque from the 2021-2024 model years as well as specific derivatives of the 2025 Evoque. The recall centers around the passenger airbag. The supplier says, “he airbag may tear during deployment as a result of improper folding during the airbag assembly process. A torn airbag may reduce occupant protection and increase the risk of injury in a crash. Additionally, a torn airbag could allow hot gases to escape, potentially causing burns to occupants.”

Mercedes-Benz Models

There are a number of Mercedes-Benz vehicles due for recall. The W232 SL cabriolet, all-electric W297 EQS, W254-generation GLC SUV, W223 S-Class limousine and W206 C-Class sedan sold in 2023 are affected by a fuse box. The supplier says “the fuse box might not have been reworked as intended; as a result, systems connected to the fuse might fail. The vehicle might lose power without prior warning, restraint functions or the instrument cluster might be impaired, increasing the risk of an accident. In addition, the risk of a thermal event cannot be ruled out”

What’s Next?

“Affected consumers are urged to immediately contact any nearest authorised dealership of these motor vehicles to have the defect repaired at no charge”, said Acting Commissioner, Mr. Hardin Ratshisusu.

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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.

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

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

How the owner acquired Viana’s race car

Drinking in the details of a legendary BMW race car

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

Summary

Related content:

Best Mazda Cars to Buy in South Africa

Market dynamics, the influx of new brands, the blurry lines of history — and perhaps, just simple brand loyalty — are all factors that place Mazda on a list of most-recognised automotive brands in South Africa. We take a look at some of the best Mazda cars available in South Africa!

What cars does Mazda sell in South Africa today?

What is the best Mazda you can buy in South Africa in 2025?

Does Mazda make any cars that are exciting to drive?

Any hatchbacks worth looking at?

Which Mazda should I avoid?

Does Mazda sell a Toyota Fortuner-sized contender?

Related Content

Lancia Thema 8.32: Classic Drive

When an owner asks if you fancy driving his Ferrari-engined Lancia Thema 8.32 from Cape Town to Johannesburg, there can be only one answer! Guillaume Muller goes on an epic road trip with the once glorious Italian brand’s 4-door flagship.

Collecting the Lancia Thema 8.32

Specification:

The road trip begins

The final stretch

The joy of revving that Italian V8

Summary

Related content:

Datsun race-car collection in Mpumalanga

We take a peek inside The Datsun Shop – the best collection of classic Datsun and Nissan race cars in South Africa, and meet the pair of brothers behind this special selection of South African-built Japanese racing machines.

Related content:

VW Golf 1 GTI – the original pocket rocket

Is the Volkswagen Golf 1 GTI – the original Golf GTI – the perfect attainable classic car? Johannesburg’s Stuart König believes it is!

Specifications

Related content:

BMW 530 MLE: South Africa’s “early M car”

Sometimes the resurrection of a car or the start of a collection can be attributed to a single individual or two. This was the case with BMW South Africa’s restored 530 MLE.

Related content:

Firenza Can Am – The Little Chev with big muscle

South Africa’s car history, especially racing history, runs deeper than many of us realise. Combine that with homologation specials, such as the Chevrolet Firenza Can Am, and some truly remarkable cars have graced our racetracks and roads.

Specifications

Related content:

Mazda CX-60 Updated for 2025

The Mazda CX-60 updates are primarily focused around the ride quality, handling and refinement. Here’s pricing and details.

How much does the Mazda CX-60 update cost in South Africa?

Ford Tourneo Custom Titanium X (2025) Price & Specs

The Ford Tourneo Custom Titanium X has launched in South Africa, bringing high levels of standard equipment and luxury trim to the range.

Trim Gradewalk

How much does the Ford Tourneo Custom Titanium X cost in South Africa?

Recalls Issued: Range Rover, Mercedes-Benz

The NCC has sent out another recall bulletin, this time affecting the Range Rover Evoque and a few Mercedes-Benz vehicles. Here’s the latest.

Range Rover Evoque

Mercedes-Benz Models

What’s Next?