The vehicles that drove SA’s huge rental sales in July 2025
The rental industry helped drive SA’s best new-vehicle sales month in almost 6 years. These were the most popular cars with the local rental-fleet buyers in July 2025…
In July 2025, South Africa’s new-vehicle market increased 15.6% year on year to 51 383 units, the industry’s highest sales total since October 2019. Interestingly, the rental market played a significant role in what turned out to be a massive sales month.
As many as 5 701 units (or a considerable 11.1%) of July 2025’s total reported domestic figure represented sales via the rental channel, with that share increasing to a heady 14.0% (or 5 067 units out of 36 248 units) when we drill down to the passenger-vehicle segment. So, which vehicles proved most popular with local rental-fleet buyers last month?
Well, we’ve rummaged through Naamsa’s sales statistics and identified the 10 best-selling vehicles to rental companies for July. Interestingly, Toyota accounted for half of the vehicles in the top 10, with the remainder shared among 5 other manufacturers. The top 10 comprised 4 models built in SA, along with 6 imported from India.
Considering its overall dominance of the market, it’s perhaps no surprise Toyota was the automaker with the most sales through the rental channel in July, with 1 972 units registered. Suzuki (1 168 units) was 2nd most popular with rental-fleet buyers, followed by the Volkswagen Group (956 units) and Kia (460 units).
In the end, the Volkswagen Polo Vivo was the best-selling vehicle to the rental industry in July 2025, with as many as 647 units sold via this channel. For the record, that translates to 26.9% of the Kariega-built hatchback’s overall total of 2 409 units (the latter seeing it rank as the SA’s top-selling passenger car last month).
However, the Suzuki Swift wasn’t far behind in 2nd, with 615 units (or 32.9% of 1 872 units) registered in the rental space in July. The likewise Indian-built Toyota Starlet rounded out the top 3, finishing on 438 units (33.1% of its 1 322-unit total).
The Prospecton-made Toyota Hilux – SA’s best-selling vehicle overall last month – was the 4th most popular vehicle with rental-fleet buyers in July, with 395 units (12.7% of 3 120 units) sold. However, the vehicle on this list that relied most heavily on rental sales was the likewise locally built Toyota Fortuner, with its 353-unit haul translating to 35.9% of its overall figure (984 units).
The Toyota Corolla Cross (248 units or 12.7% of 1 949 units) and Toyota Urban Cruiser (236 units or 34.9% of 677 units) placed 6th and 7th, respectively, seeing the Japanese brand dominate the middle of the table.
Meanwhile, the Kia Sonet claimed 8th place with 235 units (21.4% of 1 099 units), finishing just ahead of the Hyundai Grand i10 with 233 units (16.8% of 1 392 units). Finally, the Nissan Magnite closed out the table, with 230 units (30.5% of 754 units) sold via the rental channel in July 2025.
10 best-selling vehicles to SA’s rental industry in July 2025
These 3 Chinese brands just posted their best SA sales yet
In July 2025, as many as 3 Chinese brands posted their best sales figures yet in South Africa. Here’s a quick look at their respective performances last month…
While the GWM and Chery marques remain the dominant Chinese brands in South Africa’s new-vehicle market, other contenders from the East Asian nation are clearly gaining a foothold. In fact, in July 2025, as many as 3 other Chinese firms posted their best local sales figures yet.
Yes, last month saw Omoda & Jaecoo – described as an “independent” division of the broader Chery Group – register its highest single-month total yet, reaching 1 069 units. This comes after Brand O&J breached the 1 000-unit mark for the very first time in the prior month, when it hit 1 009 units.
The C5 X was Brand O&J’s 2nd best seller in July, behind only the C5.
Enough to see it rank 14th overall and 10th in the passenger-vehicle segment in July 2025, Omoda & Jaecoo’s 1 069-unit haul comprised 524 units of the Omoda C5 along with 289 units of the Omoda C5 X, some 170 units of the Jaecoo J7 and finally 86 units of the Omoda C9. All were registered via the dealer channel, meaning the brand’s total wasn’t inflated by rental or government sales.
Meanwhile, Jetour – which also falls under the Chery Group banner but similarly describes itself as “independent” – ranked 15th overall and 12th in the passenger-vehicle space in July 2025, putting up a record 717 units (eclipsing its previous best of 683 units, which it achieved in June). All of its sales were likewise registered through the dealer channel.
Jetour sold as many as 437 examples of the Dashing last month.
Having launched in South Africa in September 2024, Jetour began reporting model-sales figures to Naamsa in January 2025. Its total in July comprised 437 units of the Dashing and 280 examples of the X70 Plus. From what we understand, Jetour plans to expand it range in October 2025 with the launch of the T1 and T2 (a pair of boxy SUVs).
Finally, Foton registered 353 units (including 24 units to government and 12 units to the rental industry) in South Africa in July 2025. That’s the Chinese brand’s highest figure since it began reporting model sales to Naamsa in February 2025. As a reminder, Foton – which previously had a local presence but seemingly didn’t report sales figures to the industry-representative body – relaunched locally with the Tunland G7 bakkie in June 2024.
The Tunland G7 was Foton’s chief volume driver in July.
Last month, Foton’s tally – comprising exclusively commercial vehicles – was dominated by the aforementioned Tunland G7 (214 units), with the Truckmate (97 units) and View (13 units) adding further volume in the light-commercial vehicle (LCV) segment. The balance came from the Miler (29 units) in the medium-commercial vehicle space.
For the record, GWM (including Haval, Tank and Ora) reached a total of 2 436 units last month to place 6th overall, while the Chery brand hit a tally of 2 160 units to end in 8th. JAC sold 231 units in July, while BAIC put up 191 units. Currently, the likes of BYD, GAC, LDV and Dayun unfortunately don’t report model sales figures to Naamsa, while 7 months after announcing its entry to South Africa, Dongfeng has yet to launch its first model…
We drive what could very well be Ferrari’s best naturally-aspirated, mid-engined machine – the 458 Speciale Aperta – on a scenic coastal road in the Western Cape.
Now that the sportscar world is well and truly in an era of forced induction and hybridisation, the hair-trigger responsiveness of free-revving, naturally-aspirated engines is dearly missed. As Ferrari‘s final non-turbocharged mid-engined V8-powered model, the 458 Speciale Aperta is virtually monolithic.
This is the very essence of the 458 Speciale Aperta (Aperta means open, or in this case, open-topped, in Italian). Unveiled in September 2014 at the Mondial de l’Automobile in Paris, only 499 examples were produced and sold exclusively to Ferrari’s most loyal clients.
The drop-top featured all the go-fast hardware from the closed-roof 458 Speciale, from active aerodynamics to Side Slip Control electronics, and was powered by an intoxicating 445 kW 4.5-litre V8 – honed by ex-Formula 1 engine guru Jean-Jacques His – that revved to a stratospheric 9 000 rpm.
Ferrari’s performance specifications make for interesting reading, too. The Maranello-based firm claims a 0-100 kph time of 3.0 sec for the 458 Speciale Aperta, which is the same as the 458 Speciale coupe, but a 0-200 kph time of 9.5 sec, which is 4 tenths slower. This is presumably due to the Aperta weighing 50 kg more, although Ferrari also claims an identical Fiorano lap time for the pair: 1:23.5.
The slightly less slippery 458 Speciale Aperta is said to hit a top speed of “only” 320 kph, versus its coupe sibling’s 325 kph. In reality, though, 4 tenths here or 5 kph there matter little when the car in question was developed with the lessons learned from winning Le Mans, Daytona, and Sebring, among many events. Very few manufacturers can draw such direct parallels between their road and race cars!
This Ferrari is not a “typical” Speciale Aperta, however. For a start, it’s a rare right-hand-drive version, and while it wears the Giallo Modena Triplo Strato livery with a central stripe in Blu NART and Bianco Avus of the Paris Show car, this was only the starting point for a very specific look its owner had in mind.
This Aperta’s distinctive exterior (“I chose the 3-colour paint scheme because I wanted it to be the only 1 of that spec in South Africa,” says the owner) is paralleled by its interior treatment. Bright red leather covers the dashboard, steering wheel, tops of the door panels, rear bulkhead, and roll-hoop area.
The seats are covered in 3 different materials: Alcantara, leather, and 3D fabric, each in a specific colour (red, dark grey, and yellow, respectively). Yellow stitching is used everywhere, while matching yellow rings wrap the buttons nestled in the carbon-fibre tower rising to the left of the driver’s seat.
While the show car featured blue carbon fibre on the door panels and central tunnel, which also made their way onto this car, Ferrari wasn’t sure whether it could deliver this much-desired material in any other areas on the production version. (Today, availability is much improved.) Due to these and other decisions, the owner had to be patient and wait longer than usual for his 458 Speciale Aperta to be built.
As a result, this Speciale Aperta was one of the last 458s to be built; in fact, its assembly number reveals that it was produced after the first 488 GTB (which succeeded the 458) had rolled off the production line. It’s rumoured that this car might have been “the very last 458“, although Ferrari won’t confirm this.
Specifications
Model: Ferrari 458 Speciale Aperta
Engine: 4.5-litre, V8, petrol
Power: 445 kW at 9 000rpm
Torque: 540 Nm at 6 000rpm
Transmission: 7-speed dual-clutch
Kerb weight: 1 445 kg
0-100kph: 3.0 sec (claimed)
Top speed: 320 kph (claimed)
The owner wasn’t done when the car finally arrived in South Africa in April 2016. He promptly handed it over to Race!, a Johannesburg company that specialises in custom design, performance, tuning, and paint, which fitted a blue carbon-fibre aero kit from Novitec Rosso. Race! also painted the wheels and added other small details, including the blue carbon-fibre fuel cap. So, this is truly a 1-of-a-kind Ferrari!
Fortunately, while all of the owner’s cars are meticulously maintained, paint-protected, and pampered, he does, however, enjoy them properly.
“I’ve driven this car and my F12tdf at Kyalami and they’re both magnificent,” he says. “The 458 is less intimidating than the more powerful F12tdf. The latter is great to drive on and off track, but you can play with the Speciale Aperta more on track, while the F12tdf commands more respect at the limit.”
He’s also kind enough to let me experience the “Speciale A” from behind its tiller. So, with the Ferrari‘s key fob in hand, I get into its driver’s seat and take my time to appreciate the colourful interior.
The weather is perfect, so I press the button to lower the folding hard top, a process that takes 14 sec. Then I press the red Start button on the steering wheel, and the V8 barks into life. As I edge onto the road, the steering wheel – delightfully trimmed in carbon fibre and leather – feels perfect in my hands.
There’s little initially that reveals the true nature of the car. On this smooth road, it feels comfortable; there’s almost no scuttle shake, and the damping is wonderfully pliant. I short-shift through the 1st 4 gears and discover that, even at these sedate speeds, the accelerator pedal is very sensitive to inputs.
The 458 Speciale Aperta’s steering ratio is fantastically sharp. Through the twists and turns of this majestic coastal road, the rev lights on the wheel relay the redline to my peripheral vision, allowing me to keep my eyes fully on the tarmac unwinding ahead of me.
Sun and wind in your hair are 2 benefits of a Spider, but they’re not the main attractions. The real appeal is that I can hear the V8’s sumptuous, unfiltered engine and exhaust note better than in the coupe.
The moment I decide to make use of all the available performance, the V8’s scream, which ricochets off a nearby cliff face, is an aural experience few road-going Ferraris of any engine configuration can offer. Later, during our photo shoot, I find that the 458‘s haunting shriek sounds even better from the outside!
Sound aside, the eagerly revving V8 feels the same as in the 458 Speciale coupe. Running to the redline isn’t required for enjoyment, although it only takes a very few moments, with the needle zooming around the rev counter, to realise why this 4.5-litre V8 won so many International Engine of the Year Awards.
Ferrari’s carbon-ceramic brakes do an excellent job of scrubbing off speed. Like the engine, the brakes do exactly what I want, whether driving at full tilt or merely cruising along.
This sense of control extends to the 458 Speciale Aperta’s aggressively bolstered seats. The seating position is perfect, and the buckets provide impressive lateral support yet are also comfortable enough to sit in for a few hours. The driver’s seat is an intoxicating place to be, with the 9 000-rpm rev counter dead ahead and the bright yellow wings gleaming through the windscreen.
Compared with its larger V12-powered siblings, the “Speciale A” is undoubtedly easier to place on a tight road. I’ve only had a brief encounter with an F12tdf, but I fully share the owner’s opinion that the F12tdf demands its driver to be hyper alert due to the abundance of power, while the 458 Speciale Aperta feels comparatively more balanced, its slightly less potent engine more accessible, more of the time.
Summary
I have driven a 488 – the 458’s turbocharged replacement – and it is, without a doubt, a more polished, faster and more usable machine than the Speciale Aperta. It is also capable of comfortably crushing continents and commutes. On the other hand, the newer Ferrari isn’t as involving as the final iteration of the 458. It seems that this model is destined to remain one of Ferrari’s best modern-day driver’s cars.
The new BMW M5 Touring has officially touched down in South Africa, combining a 535 kW electrified V8 engine with a wagon body shape. Here’s what it will cost you…
Prefer your high-performance executive vehicle in wagon rather than sedan form? Well, we have good news for you: the new BMW M5 Touring has arrived in South Africa, with the Munich-based firm’s local division officially announcing pricing.
So, what will this 535 kW plug-in hybrid electric vehicle (PHEV) – which was revealed back in August 2024 – cost you in Mzansi? Well, BMW SA says the new M5 Touring is priced from R2 795 000. For the record, that makes it R30 000 more than the M5 Sedan with which it shares a powertrain.
As a reminder, the all-paw M5 Touring employs a hybrid version of BMW’s twin-turbo 4.4-litre V8 petrol engine, complete with an electric motor (drawing from an 18.6 kWh battery pack that facilitates an all-electric WLTP range of 70 km) integrated into the 8-speed automatic transmission. This results in peak system outputs as high as 535 kW and 1 000 Nm.
Endowed with all that oomph, the high-performance estate car has a listed 0-100 kph time of just 3.6 seconds, making it merely a tenth of a second slower to 3 figures than its sedan sibling. Top speed comes in at 250 kph, though with the M Driver’s Package seemingly fitted as standard in South Africa, that figure rises to a heady 305 kph.
In fact, BMW South Africa says the only options on offer locally for the M5 Touring are a trailer tow hitch, M Carbon brakes, brake callipers finished in high-gloss black and the deletion of the model designation.
As standard, the SA-spec version rides on derivative-specific 20- and 21-inch (fore and aft, respectively) alloys, while M carbon side-mirror caps are included, too. Inside, you’ll find an M leather steering wheel and M multifunctional seats, along with a panoramic glass roof and rear sunblinds.
Of course, what chiefly distinguishes the M5 Touring from the sedan is its luggage compartment. While the saloon has a listed load volume of 466 litres, the estate’s boot can be expanded from 500 litres to a whopping 1 630 litres. Interestingly, it’s not that much heavier than the (admittedly already quite chubby) sedan, coming in 40 kg more with a listed DIN weight (unladen) of 2 475 kg.
How much does the BMW M5 Touring cost in SA?
BMW M5 Touring – R2 795 000
The price above includes a 2-year/unlimited kilometre vehicle warranty (plus an 8-year/100 000 km warranty specific to the battery pack) and a 5-year/100 000 maintenance plan.
The 1974 Carrera 2.7 MFI is one of the most significant variants of Porsche’s impact-bumper G-Series 911. We take a rather eye-catching magenta example for a spin.
I could not believe my eyes! A few months before I drove this Porsche 911 Carrera 2.7 MFI, I had no idea this model even existed. My fascination began when I visited a collector and she showed me pictures of this car, taken while visiting a group of car enthusiasts in Johannesburg.
IMAGES: Rob Till
My initial thought was one of disgust – how could someone paint a Porsche 911 pink, especially hot pink? It was quickly explained that this was, in fact, the car’s original colour, giving it a fascinating history.
A few phone calls later, and an appointment was made with the owner. The story of how he came to own it proved to be one of the most interesting Porsche 911 tales I have ever heard.
What colour is it?
“I was always a Ferrari fanatic. I really wanted a 246 Dino GTS,” the owner explained.
After he graduated from university in South Africa, he and a friend travelled to London by ship. Shortly after arriving, they visited the Ferrari importer, but there was no Dino in sight. He later asked the importer to try and source a second-hand Dino, but again had no success.
Shortly thereafter, Ferrari invited him to drive the then-new 308, but as it turned out, he “didn’t like it.”
He subsequently drove all the other mid-engined Italian supercars: the Lamborghini Urraco, Maserati Merak, and DeTomaso Pantera. “I didn’t like any of them, and then a friend suggested I try a Porsche. I told him I wasn’t really a Porsche fan. My friend eventually convinced me to simply test drive one.”
“It was a bright green 911 Carrera 2.7, which had been featured in several UK publications – and we could not believe how fast a car could go! I couldn’t quite afford it, but Porsche eventually came back to me, saying they had found a car for me that cost only slightly more than what I was prepared to pay.”
The owner was so relieved that he had finally secured a Porsche 911 Carrera 2.7 MFI that he assumed the colour would be white, similar to the 911 S he had been interested in shortly before the Carrera deal.
After a phone call with the salesperson, the owner was even more excited: “I was told that the car was on its way, and that it was actually a ‘special colour’, called Magenta.”
“As a youngster, I didn’t know what colour Magenta was, so I asked the salesman. There was a pause on the other end of the line… and then he said, ‘it is a sort of pink’!”
Not convinced, Porsche eventually made a deal that when he left the UK, he could drive the car to Germany, where they would strip and respray the vehicle in his chosen colour at a reasonable price.
He decided to take the car. He was also informed that the car had been used for the 1974 Earl’s Court Motor Show and another show in Manchester shortly before he took delivery.
“I eventually grew to like it, and it became a really fun car to drive.” As market prices of these early cars have proved, these unique elements add to the car’s value today.
History of the 911 Carrera 2.7 MFI
The arrival of the impact-bumper series, which started production in the 3rd quarter of 1973, signalled a few significant changes for the 911. The new bumpers were implemented owing to US regulations, but, more importantly, all engine sizes were now 2.7 litres due to larger 90 mm bore cylinders.
Instead of the previous T, E and S variants, the range now consisted of the 911, 911 S, and the top-of-the-range 911 Carrera. This 2.7-litre Carrera engine (Type 911/83), featuring a Bosch Mechanical Fuel Injection (MFI) system, remained in production for 3 years almost without any change, until the end of 1975. However, it continued to be available into 1976 in countries such as Australia and South Africa.
To compensate for the additional weight of the impact bumpers and the changes to the structure, Porsche implemented a few updates: a single battery replaced the previous 2; new seats (with integrated headrests) were developed, and aluminium inner rear trailing arms replaced the previous steel units.
This effort paid off. The new G-Series was not much heavier than its predecessor. For example, a 1967 911 S weighed 1 100 kg, while this 911 Carrera 2.7 MFI weighed only 1 075 kg.
Specifications:
Model: 1974 Porsche 911 Carrera 2.7 MFI
Engine: 2.7-litre flat-6, petrol
Power: 154 kW at 6 300 rpm
Torque: 255 Nm at 5 100 rpm
Transmission: (915) 5-speed manual
Weight: 1 075 kg
0-100 kph: 6.1 sec (tested)
Top Speed: 237 kph (tested)
As with the RS, this 911 Carrera 2.7 MFI adopted the same ducktail. This was necessary to lower the amount of aerodynamic lift the car generates. Tests on the RS revealed that not only did this wing lower the Cd figure, but rear lift was reduced from 145 kg at 245 kph to only 42 kg.
When I drove this car, its odometer read about 100 000 km. Just over 35 000 km of that mileage was completed by the owner while he had the car in the UK.
“We would drive to tracks such as Snetterton, Silverstone, and Brands Hatch to watch racing. The car also took us down to Le Mans, where we actually ended up on the track as the officials hadn’t closed it off yet! The amount of dices (races, ed.) this car attracts is truly amazing, in the UK and also when I returned to South Africa. At every traffic light, guys want to have a go.”
The mundane colours of the rural landscape surrounding Johannesburg further highlight the vibrant hue of the Carrera, but as the traffic clears, my attention turns from the car’s colour to the driving experience.
What the 911 Carrera 2.7 MFI is like to drive
Even from below 4 000 rpm, there is a lightness to the way the engine picks up speed, but it is the last 3 000 rpm where you really want to keep the rev needle. Past 4 000 rpm, the engine revs even quicker, along with that typical flat-6 mechanical sound.
As the needle passes 5 000 rpm, it swings even faster past 6 000 rpm to just over 7 000 rpm. I shift into 3rd gear and, although you have to be deliberate with the 915 gearbox (the optional, but very popular, 5-speed unit), it somehow focuses your mind on how free-revving the engine is.
Although much has been written about the inaccurate shift quality of the 915 gearbox, this one is one of the better units I’ve experienced. A smooth engagement from a standstill sometimes requires shifting into 2nd before selecting 1st, but despite this, the gearbox feels comparatively tight and precise.
As a few corners beckon through the mostly flat West Rand, the lightness of the car, in conjunction with the firm suspension, pays dividends. Although I didn’t get close to the limits of the car’s cornering ability, it changes direction eagerly through the 3-spoke steering wheel, which is brimming with feedback. As it should in a proper sportscar, the suspension minimises body roll and provides a very stable setup.
Owing to the colour, you are even more aware of the compact size and extremities of the front wings. Your view may be filled mostly by the road, but the pink wings indicate your placement on the tarmac.
Every time I drive these early air-cooled 911s, it is a stark reminder of their performance. Fortunately, these experiences are backed up by the facts. Auto, Motor & Sport tested a 911 Carrera 2.7 MFI and achieved the following results: 0-100 kph in 6.1 sec, 0-160 kph in 15.2 sec, and a top speed of 237 kph.
To put those figures into perspective, the standard 911 2.7 achieved 8.1 and 21.9 sec, respectively, before topping out at 211 kph.
After a while behind the wheel, another standout element of the car surfaces: for a 5-decade-old car, there is a complete lack of rattles or creaks. This is despite the low mileage of just 100 000 km.
Only when you hit a notable road irregularity does a sound or two filter through; otherwise, there is a solid feel throughout the chassis and cabin – a quality that I’ve only experienced in a few other 911s.
The dashboard is immaculate, offering no hint of its age. Even the light-brown vinyl seats don’t show any sign of their vintage. The only non-standard items on the car are the wheels.
The owner explained that he had bought two 8-inch wheels from a race car in the UK. He had fitted these to the rear and moved the car’s original two 7-inch wheels to the front.
Instead of the original black Fuchs, he had them refurbished in matching gold. Today, you’d be forgiven for thinking that is how they emerged from the factory, as they perfectly blend with the gold “Carrera” script both along the side and below the ducktail.
The South African Chapter
When he returned to South Africa, this 911 Carrera 2.7 MFI was the owner’s and his wife’s only car. This meant that when they needed a new double-bed mattress, the Porsche was the only car available, and the mattress was put on the roof and taken home!
Shortly after shipping the car to Johannesburg, he was offered nearly double what he had paid for it. As he had just finished his studies, he considered taking up the offer, as he didn’t have money for tyres and they were already threadbare. He decided against a possible sale, only to be given an even better offer a year later by a different buyer – again he refused.
Around 30 years ago, the car was resprayed, and fortunately, the owner decided to keep it in its period colour. And period it was. The poster for the 1974 Earl’s Court Motor Show illustrates that the main theme colour was none other than the Magenta seen on this car.
Summary
After all these years, you have to congratulate the owner for keeping the car in its original state and colour. Although these days it is almost a non-negotiable to keep a car in its original colour, decades ago it would have been totally acceptable to change it.
Following the unprecedented rise in the value of the Carrera RS 2.7, it is almost understandable why the value and interest in these lesser – if you can call them that – 911 Carrera 2.7 MFI variants have also climbed. In my view, this particular car must be one of the most significant 911 derivatives of its era.
Kia Sonet back in top 10! SA passenger-car sales in July 2025
The Kia Sonet returned to the list of South Africa’s 10 best-selling passenger vehicles in July 2025, while the locally built Volkswagen Polo Vivo reclaimed the top spot…
In July 2025, South Africa’s new-vehicle market improved 15.6% year on year to 51 383 units, its best showing since October 2019. As has been the case for several months now, that growth was largely driven by the new passenger-vehicle market, which gained an even more robust 20.1% year on year to finish on 36 248 units.
Interestingly, the rental market contributed a considerable 14.0% – or as many as 5 067 units – to July 2025’s figure of 36 248 units, resulting in Mzansi’s best monthly new passenger-vehicle performance since as long ago as January 2017.
VW’s Polo Vivo reclaimed the top position in July 2025.
So, what happened on the list of SA’s best-selling passenger vehicles? Well, after having to settle for the runner-up position in June 2025, the Volkswagen Polo Vivo reclaimed the top spot in July 2025, with sales of the Kariega-built hatchback increasing 22.8% month on month to 2 409 units. That figure included 647 sales via the rental channel, 204 sales to government and 137 “single” registrations (vehicles VW Group Africa kept for its own use).
Therefore, the Prospecton-produced Toyota Corolla Cross fell a ranking to 2nd, with its total decreasing 8.6% month on month to 1 949 units. Of that figure, 248 units represented sales to the rental industry, while 87 units were single registrations and 30 units were sales to government.
Having placed 4th in the prior month, the Suzuki Swift returned to the passenger-car podium in July, gaining 27.7% month on month to reach 1 872 units. A whopping 615 units – or approximately a 3rd of the nameplate’s overall tally – represented sales via the rental channel. The Indian-built Swift also grabbed back the title of SA’s top-selling imported car last month.
Despite growing its total 4.3% month on month to 1 604 units, the Chery Tiggo 4 Pro – take note the Chinese automaker now includes Tiggo Cross sales in this figure – dropped a ranking to 4th. Meanwhile, the Hyundai Grand i10 – excluding 72 sales of the Cargo-badged panel van in the light-commercial vehicle (LCV) space – held steady in 5th, gaining 7.0% month on month to end on 1 392 units (including 233 rental sales).
Toyota’s Starlet climbed 3 places to 6th.
Meanwhile, the Toyota Starlet (1 322 units) made the strongest gains in the top 10 in July 2025, moving up 3 places to 6th on the back of 55.2% month-on-month growth. In the end, Toyota sold a significant 438 of these units via the rental channel, in addition to 166 units registered to government.
The Suzuki Fronx retained 7th, gaining 9.7% month on month to reach 1 220 units, while the Haval Jolion (down 1.3%, month on month, to 1 102 units) slipped 2 spots to finish in 8th. The Kia Sonet was the only new entrant to the top 10 in July 2025, with sales of the South Korean firm’s Indian-made small crossover increasing 49.5% month on month to 1 099 units (including 235 units sold to the rental industry but excluding 4 sales of the Runner-badged panel van in the LCV segment).
The Prospecton-made Toyota Fortuner – the 3rd and final locally built model to place in the top 10 – fell 2 rankings despite sales improving 12.1% month on month to 984 units, securing the final spot on the list. Some 353 units (or almost 36%) were sold through the rental channel.
The Suzuki Ertiga (980 units) thus dropped off the table, while other nameplates that fell just short of cracking the top 10 in July 2025 included the Volkswagen Polo hatchback (758 units), Toyota Rumion (757 units), Nissan Magnite (754 units, excluding 36 sales of the Move-badged panel van in the LCV segment) and Toyota Vitz (753 units).
SA’s 10 best-selling passenger vehicles in July 2025
Toyota Fortuner GR-S Review (2025) More Power, Worth the Price?
In his in-depth review of the Toyota Fortuner GR-Sport (GR-S), Ciro De Siena helps prospective buyers understand what sets this flagship variant of South Africa’s top-selling Adventure SUV apart from its stablemates and competitors.
The packaging and spec of the GR-S, ostensibly the swansong of the 2nd-gen Fortuner, befit a range-topping variant. At R999 000 (July 2025), it commands a R48k premium over the 2.8GD-6 4×4 VX.
Ciro puts the Toyota Fortuner GR-S through its paces on tar and dirt roads, during which he discusses the flagship variant’s features, driving experience, practicality and where it now sits in the SUV market.
Performance Upgrades
The most significant mechanical upgrade of the Toyota Fortuner GR-S is its beefed-up suspension, which includes monotube shock absorbers. Ciro finds that the new setup delivers a marked improvement in both ride comfort and road-holding on challenging gravel roads. This upgrade is a clear differentiator, promising improved on and off-road refinement, which has not always been a strength of the Fortuner.
Under the bonnet, Toyota’s dependable 2.8-litre 4-cylinder GD6 engine has been given a performance boost. Its peak outputs of 165 kW and 550 Nm are the same as those found in the Hilux GR-Sport.
Available in either Attitude Black or Pearl White, the Toyota Fortuner GR-S is distinguished by a sportier front-end styling, GR-Sport badging and black 18-inch GR-S alloy wheels fitted with all-terrain tyres.
Interior Features
Inside, the cabin features a new Apple CarPlay and Android Auto-compatible infotainment system, which is a welcome modern touch. Ciro (shown above) also chats about the practical aspects of the 2nd and 3rd rows, including the convenient USB ports and a 220V outlet for charging devices on the go.
Ciro notes that while the 3rd-row seats, which fold in from the sides of the load bay, are a point of debate, this design does, in fact, maximise cargo space (unlike rivals, where they fold into the floor).
Beyond the vehicle’s features, Ciro lists 2 key ownership considerations for South African consumers: depreciation and theft risk. A key advantage is that the Toyota Fortuner maintains a strong resale value with a lower depreciation rate compared with key rivals, such as the Ford Everest and Isuzu MU-X.
A significant disadvantage, however, is that the 7-seat SUV is a desirable target for criminal elements due to the high demand for its components, many of which it shares with the popular Hilux. Therefore, prospective buyers need to weigh up the advantages and disadvantages of Fortuner ownership.
How much does a Toyota Fortuner cost in South Africa?
The Toyota Fortuner GR-S is a compelling, if pricey, new-vehicle option that combines a more refined driving experience with the 2025 CarsAwards: Brand of the Year‘s reputation for reliability. Ciro gives potential buyers a clear understanding of what they are getting for their money, distinguishing the GR-S as a range-topper with notable enhancements and a strong value proposition in its segment.
Now in the twilight of its product cycle, the once all-conquering Fortuner faces stiffer competition than ever before. See articles about the Japanese Adventure SUV’s new and well-established rivals below.
Long hours behind the wheel can make even the most confident driver feel drowsy. In fact, driver fatigue is one of the biggest hidden dangers on South African roads.
Driver fatigue is more than just feeling sleepy. It slows your reactions, clouds your judgment, and can be as dangerous as drunk driving.
In this guide, we’ll unpack what driver fatigue really is, why it happens, and the warning signs you should never ignore. You’ll also learn practical tips to stay alert and how new technology is helping drivers avoid fatigue-related crashes.
What Exactly Is Driver Fatigue?
Driver fatigue is more than just feeling a bit tired behind the wheel of your vehicle. It’s a state where your alertness, reaction time, and decision-making are significantly reduced.
Research by the Australian Transport Safety Bureau shows that staying awake for 17 hours affects driving ability as much as a blood alcohol concentration (BAC) of 0.05%. After 24 hours without sleep, your impairment is comparable to a BAC of 0.10%, which is above South Africa’s legal limit.
Comparative Summary of Time Awake to Blood Alcohol Level
Time Awake (hours)
Equivalent BAC
Approximate Number of Standard Drinks* (beer or whiskey)
15
~0.03%
About one drink
17
0.05%
About two drinks
20
0.08%
About 3-4 drinks
24
0.10%
About 4-5 drinks
Driver fatigue is also a factor in a large number of serious accidents worldwide. The European Transport Federation reports that fatigue-related crashes often result in more severe outcomes because tired drivers are less likely to brake or take evasive action before impact. This is a serious threat to road safety.
What Causes Drivers to Become Fatigued?
Several factors can combine to make drivers dangerously tired.
Poor or insufficient sleep tops the list, which makes sense. However, driving during natural low-energy times (around 1:00–6:00 and 14:00–16:00) is another key factor. Long uninterrupted stretches on the road with little visual interest, as well as health issues such as sleep apnoea, all increase the risk.
Stress, certain medications, alcohol consumption, and monotonous driving conditions can make the problem worse.
If you are on the road and at risk of driver fatigue, it’s wise to recognise the symptoms early. This issue affects the body, behaviour, and mental focus — often at the same time.
Recognising the Warning Signs of Fatigue
Category
Signs
Why It Matters
Physical
Frequent yawning that’s hard to stop
Heavy eyelids or struggling to keep your eyes open
Sore, dry, or itchy eyes
Head nodding or jerking unexpectedly
Physical signs are often the earliest clue that your body is losing the battle against tiredness. If your eyelids feel heavy or your head drops forward, your reaction time is already slower, putting you at risk.
Behavioural
Drifting out of your lane without meaning to
Overcorrecting the steering after drifting
Inconsistent speed, either slowing down or speeding up without realising
Delayed braking or hesitation at traffic changes
Short periods of “blank driving” where you can’t recall the last stretch of road
Behavioural changes often happen before you’re even aware you’re tired. Drifting, speed fluctuations, or delayed responses mean your attention is slipping and you’re not fully in control of your vehicle.
Cognitive (Mental)
Struggling to concentrate on the road ahead
Missing traffic signs or signals
Daydreaming or becoming easily distracted
Forgetting recent events on your journey
Feeling disconnected or “in a fog”
Mental fatigue affects judgement and awareness. If you can’t focus, forget details of the drive, or lose track of what’s happening, you’re much less able to spot and respond to hazards in time.
What Are Microsleeps and Why Are They So Dangerous?
Microsleeps are brief, involuntary lapses in consciousness where your brain essentially shuts down for a second or more. They often happen without warning, and you may not even realise they’ve occurred. Your eyes might remain open, but your brain is no longer processing information or controlling your actions. In those moments, you’re effectively driving blind.
The danger lies in how far you travel during even a short lapse. At 100 kph, a 3-second microsleep means covering over 80 metres without reacting to anything around you. That’s enough distance to miss a stop sign, plough into the back of another vehicle, or veer off the road entirely.
Studies cited by Arrive Alive South Africa show that drivers experiencing microsleeps are at far greater risk of serious or fatal crashes, largely because they don’t take corrective action before impact.
One of the most worrying aspects is that many drivers don’t recall having a microsleep at all. They may only “wake up” when the vehicle drifts, a rumble strip shakes the wheel, or another driver hoots. By then, valuable reaction time has already been lost.
Put simply, microsleeps turn your car into an unguided missile, even if only for a few seconds. And on busy or high-speed roads, those few seconds can mean the difference between arriving safely and a catastrophic accident.
Fatigue slows reaction times, reduces lane control, and lowers hazard awareness. Drivers may also experience clumsy gear changes, poor steering precision, and difficulty maintaining a consistent speed.
On South Africa’s long rural roads, where driving conditions can be monotonous, these effects become even more pronounced. In the trucking sector, fatigue is believed to contribute to as many as 30-40% of accidents, making it one of the most significant safety challenges on our roads.
Can Technology Help Detect Fatigue Before It’s Too Late?
Yes. Many newer vehicles and commercial fleets now use driver monitoring systems to detect early signs of tiredness. These systems track patterns in blinking, steering behaviour, and lane position and can even monitor physiological signals like heart rate.
When fatigue is detected, alerts are sent via warnings on the instrument cluster, seat vibrations, or sounds. While these systems are still gaining traction in South Africa, international studies show they are effective in reducing fatigue-related incidents among professional drivers.
Uses sensors in the steering and pedals to monitor driver behaviour, such as steering input and erratic control. Alerts the driver with warnings if signs of fatigue or distraction are detected.
Monitors changes like erratic steering input and driving pattern irregularities to detect early signs of driver fatigue and issue alerts.
Let’s take a quick look at one of these features.
The 2025 Audi Q5 is an example of a vehicle that includes Driver Attention Assist/Drowsiness Detection (to monitor a driver’s inputs), as well as a host of active safety equipment that will intervene if necessary.
It alerts the driver with audible and visual warnings if signs of fatigue or drowsiness are detected, encouraging timely breaks.
It comes standard with lane-departure warning and lane-keeping assist that gently corrects the vehicle’s path if drifting is detected, reducing risks linked to fatigue-related inattention.
Adaptive cruise control with stop-and-go functionality helps reduce driver workload on long trips, which can ease fatigue.
The Audi Pre Sense City system uses radar to detect vehicles and pedestrians ahead, automatically initiating emergency braking if a collision is imminent, which is crucial if the driver’s reaction is delayed due to fatigue.
The optional configurable head-up display (HUD) shows key driving information directly in the driver’s line of sight, helping maintain alertness without distraction.
Together, these systems provide continuous monitoring and early warnings to detect fatigue and assist the driver before fatigue impairs their driving.
The most effective step is to get enough quality sleep — ideally between 7 and 9 hours — before starting a long journey. Planning your trip to include breaks every 2 hours or 160 km, sharing driving duties when possible, and avoiding travel during natural low-energy times can also help.
Keeping your car well-ventilated and cool can delay the onset of sleepiness, but remember: drinking coffee or energy drinks to keep you alert is only a temporary measure. The only real cure for fatigue is rest. If you feel yourself fading, pull over somewhere safe and take a short nap.
Driver Fatigue: The Risk You Can’t Afford to Ignore
Driver fatigue is a silent but deadly hazard on our roads. It affects reaction time, awareness, and decision-making in ways that can be just as dangerous as drinking and driving. By knowing the causes, spotting the warning signs early, and making rest a non-negotiable part of your travel plans, you can protect yourself and others.
The next time your eyelids feel heavy or your mind starts to wander, treat it like a serious mechanical fault — stop, rest, and only get back on the road when you are truly alert. Your safety, and the safety of everyone around you, depends on it.
Understanding Wheel Alignment: What Every Driver Should Know
What exactly are wheel alignment and balancing? How do you know if you need it? We’re unpacking everything you need to know right here.
Does your car pull stubbornly to the side every time you release the steering wheel? This classic symptom signals wheel alignment problems that could be costing you serious money.
Misaligned wheels can reduce fuel efficiency and necessitate premature tyre replacement, making proper wheel alignment one of the most cost-effective maintenance services you can perform.
Many drivers confuse wheel alignment with wheel balancing, but these are completely different services addressing separate mechanical issues.
Let’s unpack both services and see how staying on top of these helps you maintain your vehicle properly.
What Exactly Is Wheel Alignment?
Wheel alignment is the process of adjusting the angles of your car’s wheels so they are straight and parallel to each other. The main angles adjusted are camber (wheel-tilt, inward or outward), caster (steering axis tilt), and toe (direction tyres point relative to each other).
These checks help your car drive smoothly without pulling to one side and prevent uneven tyre wear.
What Is Wheel Balancing?
Wheel balancing uses small weights to correct uneven weight distribution around the tyre and wheel assembly and ensures smooth rotation.
The process involves spinning each wheel on a specialised machine to detect heavy spots. Technicians then add small weights to counteract these imbalances, preventing vibrations that shake your steering wheel and cause irregular tyre wear.
Balancing focuses on weight distribution, whilst alignment deals with wheel angles and positioning. Both services complement each other, but address completely different mechanical problems.
What Are the Key Differences Between Alignment and Balancing?
Aspect
Wheel Alignment
Wheel Balancing
What it adjusts
Wheel angles via suspension components
Weight distribution on wheel assembly
Primary purpose
Straight tracking and even tyre wear
Smooth rotation without vibrations
Common symptoms
Vehicle pulls sideways, edge tyre wear
Steering wheel vibration, patchy wear patterns
How it’s performed
Adjusting suspension components
Adding weights after the computerised spin test
Service frequency
Every 15,000-20,000km or after impacts
When installing new tyres, or vibrations occur
Why Does Proper Wheel Alignment Matter So Much?
Proper alignment extends tyre life significantly by preventing uneven wear patterns. When wheels point in different directions, some tyre sections work harder than others, creating premature wear on edges or specific areas.
Properly maintained tyres (including alignment) can improve fuel efficiency, as misalignment increases rolling resistance, forcing your engine to work harder. This translates to measurable savings at the pumps and, therefore, reduced environmental impact. The National Academies’ research confirms that tyre-related factors, including alignment, significantly influence vehicle fuel consumption patterns.
As important as these numbers are to our budget, there’s more to it. Aligned wheels improve vehicle handling and safety. Your car responds predictably to steering inputs, maintains stability during emergency manoeuvres, and stops more effectively. Misaligned vehicles can feel unstable at motorway speeds or pull unexpectedly during braking.
Regular alignment also prevents damage to suspension and steering components that results from fighting constant misalignment forces, saving money on expensive part replacements.
How Does Professional Wheel Alignment Work?
The alignment process begins with inspecting suspension and steering components for wear or damage. Worn parts must be replaced before proper alignment can be completed, as damaged components prevent accurate adjustments.
Modern alignment equipment uses laser or camera technology to measure wheel angles precisely. Technicians compare these measurements against manufacturer specifications and adjust camber, toe, and caster angles accordingly using specialised tools.
The service concludes with a test drive to confirm corrections and smooth handling. Professional equipment and expertise are essential – this isn’t a DIY project for weekend mechanics.
What Signs Indicate Your Vehicle Needs Alignment?
A vehicle pulling left or right indicates misaligned toe or camber angles requiring professional correction. This symptom often appears gradually, making it easy to ignore until it becomes severe.
Uneven tyre wear patterns signal alignment problems, causing uneven pressure distribution. Check your tyres regularly for edge wear, cupping, or irregular patterns that indicate alignment issues.
An off-centre steering wheel when driving straight suggests misaligned steering geometry. Even if the vehicle tracks straight, this symptom indicates alignment problems that need attention.
High-speed vibrations may indicate alignment issues, though they can also signal balancing problems. A professional diagnosis determines which service you need.
Loose steering feel or excessive play often results from incorrect suspension angles affecting steering response and road feel.
When Should You Check Your Alignment?
Schedule alignment checks immediately after hitting potholes, curbs, or experiencing any wheel impact. South African roads present unique (yet ongoing) challenges with potholes appearing overnight and roadworks creating unexpected obstacles.
Regular maintenance intervals matter even without obvious symptoms. Have your alignment checked every 15 000 to 20 000 km, as some issues develop gradually.
New tyre installation provides an excellent opportunity for alignment verification. Starting with properly aligned wheels maximises your tyre investment and ensures even wear from the beginning.
Correct Wheel Alignment is A Safety Feature
Proper wheel alignment isn’t luxury maintenance: it’s essential for safety, performance, and financial protection. Those pulling sensations and uneven tyre wear patterns you’ve been ignoring cost money with every kilometre driven.
Regular alignment checks, combined with proper wheel balancing when needed, keep your car performing optimally whilst getting the best of your tyre life and fuel economy. Consider alignment an investment in your vehicle’s long-term health and your family’s safety.
The availability of a turbodiesel engine has seemingly invigorated GWM Tank 300 sales in SA, with local registrations of this boxy SUV hitting a fresh high in July 2025…
GWM South Africa’s move to add a turbodiesel engine option to its Tank 300 line-up continues to pay dividends for the Chinese automaker, with sales of this boxy SUV surging to a fresh high in July 2025.
In July 2025, local registrations of the GWM Tank 300 increased 32.8% month on month to 178 units – a new record for this nameplate in Mzansi. In addition, it’s worth noting that this growth came off the previous high in June, when 134 units were sold.
For the record, the first time this Chinese ladder-frame SUV breached the 3-figure mark in South Africa was in March 2025, the month in which the oil-burning engine officially joined the local line-up.
Interestingly, of July’s 178-unit total, 172 represented sales via the dealer channel, with 4 sold to vehicle-rental companies and the final 2 reported as so-called “single” registrations (units GWM SA licensed and kept for its own use).
Though Naamsa’s sales figures unfortunately don’t include a breakdown by engine, there’s little doubt the turbodiesel variants drove this latest growth. As a reminder, March’s launch of 2 new turbodiesel derivatives resulted in the Tank 300 portfolio – which previously comprised only turbopetrol and hybrid electric vehicle (HEV) powertrains – expanding to 6 variants.
The base 2.4TD variant saw the line-up’s entry price lowered by R26 050. As with the turbopetrol and HEV powertrains, the turbodiesel motor is available in the familiar Super Luxury and Ultra Luxury grades. The Tank 300 2.4TD Super Luxury 4×4 is priced at R699 900, while the Tank 300 2.4TD Ultra Luxury 4×4 comes in at R739 900.
In the Tank 300, the new 2.4-litre, 4-cylinder turbodiesel engine (codenamed GW4D24) – which debuted locally in the P500 bakkie in August 2024 and has since been rolled out to the P300 line-up, too – generates peak outputs of 135 kW (at 3 600 r/min) and 480 Nm (at 2 500 r/min). Drive is delivered to all 4 wheels via a 9-speed automatic transmission as standard.
The listed fuel-economy figure for the Tank 300 2.4TD powertrain comes in at 7.7 L/100 km, which compares favourably with the turbopetrol and HEV claims of 9.5 L/100 km and 8.4 L/100 km, respectively.
In 2024, GWM registered 526 units of the Tank 300 in South Africa. In the opening half of 2025, as many as 516 examples were sold, while the 178 units added in July sees this model’s year-to-date tally grow to 694 units.
