The Mitsubishi Destinator has just been revealed, offering 7-seats and turbocharged power. Should it come to South Africa?
The Mitsubishi Destinator has been officially revealed and the Japanese brand has confirmed that it will be sold in Asian markets, Latin America, the Middle East and Africa. It is built at Mitsubishi’s plant in Indonesia, the same factory responsible for Outlander Sport, Xpander and so on.
In terms of size, this new 3-row SUV is about the same length as the Toyota RAV4. The seating arrangement can be folded for additional practicality with the second row splitting in a 40:20:40 fashion, and the third offering 50:50 folding.
From the spec sheets, it appears the Destinator is aimed at families with practicality and comes pretty well equipped. Three rows of seating, a panoramic sunroof, 65-colour ambient lighting, 12.3-inch infotainment screen, 8-inch digital instrument cluster, Yamaha audio system, Type A, Type C USB ports for each row to name but a few.
In terms of safety, Mitsubishi says the Destinator has an advanced driver assistance system which includes things like adaptive cruise control, forward collision mitigation, blind spot warning, and rear cross traffic alert. There are six airbags.
On the technical side of things, the Destinator features a 1.5-litre turbocharged four-cylinder petrol engine which makes 120 kW and 250 Nm, driving the front wheels via a continuously variable transmission (CVT). There are five driving modes and Mitsubishi says the Destinator has a ground clearance of 214 mm and rides on 18-inch wheels.
Will the Mitsubishi Destinator come to South Africa?
We reached out to Mitsubishi Motors South Africa to confirm the availability of this vehicle and the Destinator is earmarked for a local debut in early 2026.
Ford SA Boosts Dealership Network With R900m Investment
Ford Motor Company of Southern Africa (FMCSA) has doubled down on the dealership model and is investing heavily in revamping its dealerships into world-class facilities.
FMCSA is making a substantial investment of over R900 million into its dealership network, signalling a strong commitment to the brand’s future in the country. This significant investment is spread across multi-year cycles, with 20 projects currently underway this year alone, valued at R292 million.
Impression of a new Ford Dealership once upgraded.
An extra 19 projects are planned through to 2027, demonstrating the Silverton-based manufacturer’s long-term vision for enhancing the Ford customer experience.
The investment is a testament to the trust and belief that FMCSA’s dealer partners have in the brand and its product offerings. While some facilities are multi-franchise, R50 million of the total investment is specifically allocated to Ford facilities.
These investments are categorised into Greenfield and Brownfield projects. Greenfield projects, which involve building from the ground up on undeveloped land and naturally incur higher costs. Brownfield projects, on the other hand, involve the redevelopment of existing facilities to align with new standards.
When construction was underway at Ford’s Paarden Eiland dealership in Cape Town.
FMCSA’s commitment extends to providing a comprehensive, 1-stop service at its 118 dealerships across the nation. This means customers can purchase new or Ford-approved used vehicles, access servicing, and buy parts.
This extensive network supports a car park of just under half a million Ford vehicles currently on South African roads. The network also plays a vital role in job creation, directly employing 10 000 people, with a significant ripple effect on downstream employment.
Interior detail of Paarden Eiland dealership in Cape Town.
Ford Dealerships and Sales Performance Overview
FMCSA is experiencing the challenges of a market with numerous new entrants. The brand achieved the 4th position in June’s new-vehicle sales, surpassing Hyundai. Last month, the Blue Oval’s market share was 6.5%, contributing to 16 662 units sold year-to-date.
The dealer channel, which is a key focus for Ford, experienced a 13% year-on-year growth from January to June 2025. Ford’s volume in this channel increased by 6.3%, from 13 500 to 14 362 units.
However, Ford’s overall market share has declined slightly. This can be attributed to Ford’s products being positioned at a premium price point in the small crossover segment (vehicles under R500 000).
These segments have driven much of the industry’s growth, particularly benefiting from a “buy down” trend where consumers opt for more affordable vehicles.
While Ford is gaining in these segments, its premium positioning means it does not capture the larger volume seen by brands offering products in the lower price brackets.
Watch Ciro De Siena’s video review of the Mustang Dark Horse:
Model Performance and Market Positioning
Across Ford’s model range, there has been year-on-year growth for the first 6 months of the year. The Everest and Mustang (including the new Dark Horse and GT models) have seen increased sales. The Puma has also sold more units than in the previous year.
The Territory, introduced in May and June 2024, has shown positive momentum with 944 sales over six months, an increase of 185 units compared to the previous year.
Ranger leads the Double Cab sales charts so far this year.
The Ranger remains a significant contributor, accounting for 70% of Ford’s volume, and holds a leading position in the double-cab segment with a 22.5% share.
Ford anticipates further advancements with the Ford Territory, especially with the recent launch of the Territory Dark Edition, which is reported to be selling well.
Overall, FMCSA is projecting approximately 8% growth on a year-over-year basis. While the overall industry is up 13% and the dealer industry is up 10%, Ford acknowledges being “about 2 points off” the industry growth in the dealer segment, which they aim to address by year-end.
Revealed in India, the Fronx is based on the Baleno hatchback but gains extra ride height (with a ground clearance of 170 mm), a “coupé-like sloping roofline” and other distinct styling elements (such as faux skid-plates, front and rear), along with model-specific suspension and steering set-ups. The Fronx measures 3 995 mm long, 1 765 mm wide and stands 1 550 mm tall, with a wheelbase of 2 520 mm. The luggage compartment is able to swallow 304 litres.
In South Africa, the new Indian-built Fronx range numbers 4 derivatives, with pricing running from R298 900 to R362 900. The local range effectively mirrors that of the Baleno, comprising GL and GLX derivatives.
What engine powers the Fronx?
All models are powered by the Japanese firm’s familiar naturally aspirated 1.5-litre, 4-cylinder K15B petrol engine, which here generates 77 kW and 138 Nm (matching the peak outputs of the same engine used in the likes of the Baleno, Ciaz, Ertiga, Grand Vitara and outgoing Vitara Brezza).
The Fronx is offered locally with either a 5-speed manual gearbox or a 4-speed automatic transmission. The former bears a claimed combined fuel economy of 5.5 L/100 km, while the 2-pedal version sips at a 5.7 L/100 km, according to Suzuki.
The GL specification includes items such as black 16-inch alloy wheels (wrapped on 195/60 R16 tyres), automatic LED headlamps, a 7-inch touchscreen infotainment system (with wireless Apple CarPlay), a reversing camera, automatic climate control, cruise control, a leather-trimmed steering wheel and roof rails. The dual-tone cabin (featuring black and burgundy trim) scores a trio of USB ports (2 Type-A and a single Type-C)
Meanwhile, the GLX trim adds items like polished 16-inch alloys, a 9-inch infotainment system, a 4.2-inch information display, wireless smartphone charging, a 360-degree camera system, a head-up display, keyless entry (with push-button start) and an electro-chromatic rear-view mirror.
Range-wide safety features include ABS with EBD, electronic stability control, hill-hold control and dual front airbags. The flagship GLX specification furthermore upgrades to 6 airbags. The colour palette comprises 6 exterior hues, 3 of which are available in conjunction with a black-painted roof.
How much does the new Suzuki Fronx cost in South Africa?
Model
Price
Fronx 1.5 GL 5MT
R298 900
Fronx 1.5 GL 4AT
R319 900
Fronx 1.5 GLX 5MT
R342 900
Fronx 1.5 GLX 4AT
R362 900
Pricing includes a 5-year/200 000 km warranty and a 4-year/60 000 km service plan.
What engine does the Suzuki Fronx use in South Africa?
The Suzuki Fronx is equipped with a 1.5-litre, naturally aspirated K15B petrol engine. It produces 77 kW of power and 138 Nm of torque. It is available with either a 5-speed manual or a 4-speed automatic transmission.
What is the fuel consumption of the Suzuki Fronx?
Suzuki claims a combined fuel consumption of 5.5 L/100 km for the manual version and 5.7 L/100 km for the automatic. Real-world consumption may vary depending on driving conditions.
What safety features does the Suzuki Fronx have?
Standard safety features across the range include ABS with EBD, electronic stability control (ESP), and hill-hold control. The entry-level GL model comes with dual front airbags, while the top-of-the-range GLX model is equipped with six airbags (front, side, and curtain).
What are the different Suzuki Fronx models available in South Africa?
In South Africa, the Suzuki Fronx is available in two main trim levels: GL and GLX. Both are offered with a choice of a 5-speed manual or 4-speed automatic transmission, making a total of four derivatives.
The BMW iX facelift brings numerous changes inside and out, and has been confirmed for a South African market introduction in 2025. Here’s a look at what’s changed, the performance and how much you’ll pay.
The #CarsAwards category winner has received an update. The 2026 BMW iX facelift is locked in for a South African market arrival in the 3rd quarter of 2025.
The BMW iX facelift lands in SA priced significantly more than the predecessor with the range starting from R2 235 000. Currently, the iX xDrive40 retails for R1 735 000, while the xDrive50 comes in at R2 350 000.
Visually, the BMW iX facelift benefits from a new-look radiator grille and BMW SA has confirmed the illuminated kidney grille will be standard for this facelifted model. There are new-look headlights with vertical daytime running lights and these will be of the adaptive LED variety.
BMW SA will be offering the facelifted iX with an optional M Sport package, as well as M Sport package Pro, but for the flagship M70, this will be standard. BMW has some additional colours joining the palette, like Arctic Race Blue metallic, Dune Grey metallic, Carbon Black metallic, BMW Individual Frozen Deep Grey metallic, BMW Individual Frozen Pure Grey metallic, Tanzanite Blue metallic and Space Silver metallic (available from winter 2025 production). The BMW Individual Exterior Line Titanium Bronze is also available as a further option for the BMW iX xDrive45 and the BMW iX xDrive60.
There are new model designations, with xDrive40 falling away in favour of the xDrive45, xDrive60 replacing xDrive50 and the flagship M60 being surpassed by M70 xDrive.
Small refinements in the areas of tyres, wheel bearings, electronics have seen an decrease of around 8% in terms of electricity consumption, and BMW says the xDrive60 has an increased range of around 60 km. The biggest change is the new battery cell technology which sees the battery capacity increased for additional performance and range.
The xDrive45 gets around 30% increase up to 94.8 kWh from 76 kWh while the xDrive60 features a 109.1 kWh battery, and the flagship M70 gets a massive 108.9 kWh battery. There’s a new inverter system that’s more efficient and range has been increased. Based on the WLTP test, the xDrive45 can do 490-602 km, the xDrive60’s range is now at 563-701 km. The adaptive recuperation has also been upgraded to help recoup some range.
In terms of outputs, every derivative has seen an increase in power and performance. The xDrive45 makes 300 kW and 700 Nm, and is good for a 0-100 kph sprint of 5.1 seconds and run to a top speed of 200 kph. The xDrive60 delivers 400 kW and 765 Nm, and does the same dash in 4.6 seconds with a top speed of 200 kph. Finally, the flagship M70 packs 345 kW and 1 100 Nm, sprints to 100 kph in 3.8 seconds and has a top speed of 250 kph. All derivatives feature all-wheel drive.
The cabin of the BMW iX facelift has also received an update, with new materials and new-look seats. The new BMW Operating System 8.5 has been fitted along with updates to the semi-autonomous driving and parking technology.
How much does the BMW iX Facelift cost in South Africa?
The BMW iX facelift is sold with a 5-year/100 000 km Motorplan and will going on sale in the third quarter of 2025. We expect the high-performance M70 pricing to be announced at a later stage.
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.
“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.
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.
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 Sportageet 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.
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.
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.
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.
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!
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?
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.
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!
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.”
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.
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.
