Ciro De Siena gets to drive a car that used to adorn his bedroom wall – the iconic Lamborghini Diablo – at Zwartkops Raceway. Suffice it to say, madness ensued.
The Lamborghini Countach is arguably the most iconic Italian supercar of the Seventies and Eighties. Its radical design stopped traffic, and it arguably set a benchmark in how far supercars could push the limits of sensibility, but those who know say it was awful to drive. For its successor, the Diablo, Lamborghini needed to combine the Countach’s wild nature with more, shall we say, gentle usability. Not too sensible, of course – because the car is named after the devil! – but enough to help you arrive home in 1 piece.
Our video guy, Ciro De Siena, quite literally had a poster of this car on his bedroom wall, and a scale model in the exact colour of the Lambo that he drove at Zwartkops. Yes, driving this car is, quite literally, a dream come true, but would the reality of the experience leave him feeling elated or deflated?
Despite lacking modern driving aids like ABS or traction control, the Diablo stands out as one of the most intimidating and, in a word, “mad” cars ever built. Ciro even drives it barefoot due to the close proximity of the 30-year-old Italian supercar’s pedals, highlighting the unique and demanding driving experience.
The car’s 5-speed transmission has incredibly tall gearing; it can reach 100 kph in 1st gear! The driving position is described as unique, making the driver acutely aware of the massive V12 engine behind them.
Specifications:
Model: 1995 Lamborghini Diablo VT
Engine: 5.7-litre, V12
Power: 362 kW at 7 000 rpm
Torque: 580 Nm at 5 200 rpm
Transmission: 5-speed manual, RWD
Weight: 1 625 kg
0-100 kph: 4.5 sec (approx)
Top speed: 325 kph (approx)
The 5.7-litre V12 engine produces 362 kW/580 Nm, which facilitates a 0-100 kph time of under 5 sec and top speed above 320 kph. However, the car’s Nineties braking system doesn’t instil confidence…
What’s more, the handling is spiky, with a clear distinction between grip and no grip, so the driver needs to be vigilant; while manageable at lower speeds, the Diablo is an entirely different prospect at the limit.
This particular Lamborghini Diablo VT was originally all-wheel drive, but has been converted to rear-wheel drive, further amplifying its raw, unassisted driving characteristics.
The review touches on the Diablo’s development from the Countach, its design by Marcello Gandini, and Chrysler’s influence at that point in Lamborghini’s history. The owner’s dedication to driving the car, accumulating significant mileage, reinforces the idea that these vehicles are meant to be enjoyed.
In the Porsche world, the RS badge is synonymous with the 911, but the Zuffenhausen-based brand once applied its RennSport magic to a car that wasn’t rear-engined! While this 968 Turbo RS was in Mzansi, we grabbed the chance to get behind its ‘wheel.
Right, so for the uninitiated, what does the RS in Porsche 968 Turbo RS mean? RS is the abbreviation for RennSport (Porsche’s motorsport division), and the brand’s RS products have grabbed headlines – and the attention of motoring enthusiasts – since the debut of the 911 2.7 Carrera RS in 1973. In the past decade, owners of RS-fettled Porsche 911s have seen the value of their cars appreciate spectacularly.
Indeed, these are special Porsches from both a mechanical and driving point of view and, in most cases, also in terms of the production numbers; since the 911 2.7 Carrera RS, only the 964-series 911 Carrera RS was produced in higher volumes. But the RS moniker hasn’t always been used exclusively to identify a 911 with a racing pedigree, for there is 1 exception to the rule that few are aware of – the 968 Turbo RS.
IMAGES: Charles Russell
During Porsche’s troubled times in the early 1990s, the 968 was launched to help keep the company afloat. But even this “new” model struggled, despite desirable models such as the Club Sport, Turbo and Turbo S. The latter, of which only 10 were produced in 1993, was the basis for one of the rarest cars in Porsche’s history, the 968 Turbo RS. As is the case with several low-volume, driver-focused cars, the idea came about when a few engineers discussed an outlandish idea, and then wondered: “What if?”
We get the full story from Gerd Schmid
To get the full story behind this piece of Porsche history, I had to email Porsche and then the individual contacts that were suggested with each reply. Finally, I was given the number of Gerd Schmid, a retired Porsche employee. However, Schmid isn’t just any ex-Porsche employee – as the former head of the Zuffenhausen-based company’s customer motorsport department, he had an illustrious career.
He was involved in numerous Porsche projects and was notably part of the team responsible for the 3.0 RSR, 934 and 935. In 1983, he started the customer programme for Group C, followed by a similar setup for those in the fortunate position to find themselves with a GT1 in their race team’s workshop.
In the years leading up to his retirement, he was instrumental in launching the Carrera Cup in several countries and regions, including the Middle East, Asia, Japan and Australia. However, in the early 1990s, he headed up the 968 Turbo S and Turbo RS projects, and this is what he had to say about the latter:
“We built 3 cars to comply with the regulations for the ADAC GT Cup at the time. There was a red, white and black example. Each of those cars was fitted with a 41-litre fuel cell for this 1 000 km race.”
“A 4th Turbo RS – finished in Speed Yellow – was also built for a customer. This was built with advanced modifications as the car was destined for racing in South Africa, outside the ADAC restricted limitations. The mechanical upgrades were a combination of the best parts Porsche had access to at the time.
Built to race in South Africa
“The intake system and upper part of the engine were from a 944 Turbo, while the lower part of the engine and crankcase came from a 968. There were also a few parts especially designed for these cars. Bear in mind these cars were sold by the racing department, and not the sales division,” Schmid adds.
This is the most significant fact when it comes to the history of this specific Speed Yellow Turbo RS.
“The real Turbo RS was never homologated for the street. However, this Speed Yellow example was one of the 1st of two 968 Turbo S cars that were converted to RS specification.
“There was a lot of design and bodywork development at the time with the tuning company TechArt. Porsche later homologated these modifications for the street cars.
Specifications
Model: 1993 Porsche 968 Turbo RS
Engine: 3.0-litre, 4-cylinder, turbopetrol
Power: 260 kW at 5 600 rpm
Torque: 500 Nm at 3 000 rpm
Transmission: 6-speed manual
Weight: around 1 300 kg
0-100 kph: < 5.0 sec (approx)
Top speed: 280 kph (approx)
“It was this single car that Porsche, TechArt and its 1st owner modified together. The other cars were standard 968 Turbo S units and then the three 968 Turbo RS race cars,” Schmid adds.
For all their uniqueness, the production run of these RS cars was short-lived. As Schmid pointed out, the car was extremely expensive at the time – a Turbo S cost DM 175 000, nearly DM 100 000 more than a 968 Club Sport; and secondly, the idea was to sell only a few.
However, it was Schmid’s final remark that possibly hits the nail on the head: “You must remember that during the early 1990s, when this project was born, Porsche was financially unstable.
“During this time, we created several special production cars; otherwise, we would probably never have created a Turbo S or Turbo RS. Everyone at Porsche loved the 911, but not the 968 (an evolution of the 944). As it happened, the 968 Turbo S, as tuned by the factory, was much faster than the 911 Turbo.”
This car’s 1st owner, who was invited to the factory to see the car in production, immediately suggested a few tweaks. He wanted a wind deflector fitted at the bottom of the windscreen, which would hide the windscreen wipers and optimise the aerodynamic airflow over the car.
Apart from the pair of standard NACA ducts, a new bonnet was developed with a special airflow duct to aid cooling for the radiator and limit heat buildup in the engine bay.
First owner ‘suggested a few tweaks’
He also suggested a water-spray system be installed for the intercooler (which is operated from the cabin). Later, the headlights were removed and the lower lights were upgraded to offer dipped and high beam functions. Then there were those iconic 3-piece Speedline wheels that were standard on the car.
As this was not an official racing Turbo RS with the air restrictor, and with the additional modifications in place, it is safe to assume that the engine now produces more than the 260 kW of the Turbo RS. Bear in mind that the standard Turbo S delivered 224 kW/500 Nm and weighed just 1 370 kg.
At the time of my drive, this car belonged to a Porsche enthusiast in the Western Cape. The car demands attention differently from a 964- or 993-series 911 Carrera RS. In a world that has gone 911-crazy, the low stance of this race-ready, extremely rare 968 is surely more special than any 911 of its era.
It looks every bit a race car (it weighs nearly 100 kg less than the Turbo S). The best view is undoubtedly when you open the rear hatch and see the fuel tank, pipework and thick crossmembers of the roll cage.
Tricky to get into a 968 Turbo RS…
Getting into the driver’s seat is slightly trickier than in most iterations of the 911 Carrera RS, because 1 of the roll bars extends from the roof directly into the footwell, leaving the opening effectively cut in 2.
However, I paid close attention when its owner manoeuvred himself into the driver’s seat; you simply hold on to the roof and the top of the roll bar, lift your feet into the footwell and lean on the crossmember and slide into the bucket seat. Get it right, and it makes for a rapid and efficient ingress.
Once ensconced behind the ‘wheel, you feel as if you don’t need the 4-point harness – the seat hugs you from your thighs right up to your shoulders. With the harness clicked in, I take a moment to shift the gear lever through all the gates; the slick and solid feel is impressive… and would pay dividends later on.
There are very few creature comforts, apart from the ventilation system. To the left, above the steering wheel, is a ventilation pipe that channels fresh air into the cabin. And, when you look in the rear-view mirror and your view is dominated by yellow bars. I chuckled as the photographer opened the glovebox; it doesn’t even have enough space for a pair of racing gloves, as the roll cage runs through it as well.
Pulling away from a standstill isn’t the 968 Turbo RS’ forte. To master the manoeuvre, you do need to apply more throttle than you expect, but then off it goes. I’m instantly surprised by how tractable the engine is. Not wishing to disturb everyone before sunrise on this cold winter morning, I short-shift just below 3 000 rpm and the 968 takes it all in its stride. No tantrums, hissy fits or coughs and splutters.
Eminently tractable 4-pot motor
Porsche engineers regularly test vehicles on the Franschhoek Pass, and there are good reasons for the German sportscar brand to spend so much development time on that serpentine section of asphalt: the surface is near-billiard smooth, plus it offers 2 hairpins with a heady combination of faster corners.
As I leave the outskirts of Franschhoek, I slowly squeeze the 968 Turbo RS’s long pedal deeper into the footwell, the engine gradually gains momentum as the crank speed climbs to 3 000 rpm, and then the large-capacity 4-cylinder engine’s sizeable, single turbo awakens… and boosts prodigiously. It makes the rev-counter needle swing to 6 000 rpm with unbridled gusto, at which point the shift indicator lights up. I change up, and the turbo’s onslaught continues unabatedly. This car is fast, even by modern standards.
The turbo boosts prodigiously
With the ambient temperature around 10°C, the Porsche spins its rear tyres in the first 2 gears, but as the air- and road temperatures increase, so do the grip levels. As I negotiate the first set of corners, it’s not the feedback from the steering that impresses me most, but what you feel through the driver’s seat.
I expected to experience some extreme tramlining (even on this smooth surface), but the 968 Turbo RS contends with camber changes with relative ease and any directional changes are calmly controlled.
The roll-cage, stiffer and lower suspension (20 mm lower than a 968 Clubsport) and race seats result in a car that feels like a track-honed tool. You can hear every little stone that gets flung up into the wheel arches, and every time you drive over rough or patchy tar, the driving experience it’s similar to running wide on the track in a GT3 Cup racer and wincing at the aural attack that goes on beneath the car.
Gearbox ‘right up there with the best’
When you push on, the gearbox comes to the party with a short throw… Once you are done with 1st to second, simply push the lever out of 2nd, let the spring bring it in line with 3rd gear and push it forward to select the next ratio. During the 1990s, people raved about the Honda NSX’s smooth and precise shift feel (it’s still revered!), but the ‘box in the 968 Turbo RS is right up there with the best; and, as a special touch, the car was delivered with the gearknob of a 962 race car. Now, that’s one cool accoutrement.
As this is a classic front-engined, rear-wheel-drive setup, testing the 968 Turbo RS’ handling limits is easier than in a 911 of the same vintage and representative specification.
In this 968-based road racer, the handling at (or just beyond) the limits of adhesion is more predictable than in a rear-engined 911 – the car’s back end will go light and gradually break away instead of suddenly snapping sideways. The limited-slip differential (with up to 75% lock) helps to put all that torque down.
Summary
Along with the 924 Carrera GT, the 968 Turbo RS is undoubtedly the most sought-after of Porsche’s front-engined cars.
When I asked Schmid about the abilities of the 968 Turbo RS, his reply explained the car… and its sad demise: “Because it was faster than a 911 Turbo, the board decided to stop any further work on the 968 Turbo S/RS project. From a technical standpoint, it was impressive, but the car was simply too pricey.”
No matter which way you look at it, the Porsche 968 Turbo RS deserves its famous RS badge as much as any 911 of the era – or thereafter. SUVs may make up the bulk of the German brand’s sales, but Porsche has always reserved the RS moniker for its most special road cars, and the 968 Turbo RS is one of them.
Looking to make your new Toyota Fortuner feel a little more special? We list 5 genuine (factory-backed) Fortuner accessories that you may want to consider…
Let’s face it: driving a Toyota Fortuner is the automotive equivalent of blending into the crowd.
Yes, thanks to its immense popularity in South Africa, this adventure SUV doesn’t exactly stand out on the road. But these genuine Fortuner accessories will make the vehicle both look and feel a little more special.
We’ve sorted through the array of Toyota-backed Fortuner accessories available in South Africa and selected 5 items that you might want to include on your must-have accessory list. These extras are available for most derivatives in the current 12-strong Fortuner line-up, from the base 2.4 GD-6 through to the flagship 2.8 GD-6 4×4 GR-Sport.
As a reminder, Toyota builds the Fortuner at its Prospecton plant in KwaZulu-Natal, alongside the closely related Hilux bakkie. It’s long been South Africa’s strongest-selling body-on-frame SUV, offering a mix of practicality, durability and go-anywhere ability.
Toyota Fortuner – Best Accessories to Consider
1. Fortuner Bonnet Emblem
While the rear of Toyota’s popular SUV features “Fortuner” lettering as standard, the front-end does without such branding. However, the Japanese firm’s local division offers a “Fortuner” bonnet emblem, which is available in a choice of chrome or piano black. This badging is spaced out along the leading edge of the bonnet, in much the same way as you’d find on a Discovery, Defender or Range Rover.
2. Oval Side Steps for the Toyota Fortuner
While all derivatives ship standard with traditional flat side steps, Toyota SA Motors’ catalogue of Fortuner accessories includes eye-catching oval-shaped alternatives. These tubular items are available in either a stainless steel or gloss-black finish.
In each case, the design incorporates what the brand describes as “moulded foot grips”, enabling safe access to the cabin. While most versions of these oval side steps feature “Fortuner” lettering, Toyota also offers a GR-branded alternative for the GR-Sport flagship variant.
3. Spare Wheel Lock
The Fortuner’s spare wheel is positioned underneath the vehicle, mounted directly to the rear frame. It’s thus unfortunately accessible to thieves. While there are various locking mechanisms available, Toyota SA Motors offers 2 distinct types. The first is a padlock system, though we’d lean towards the more robust plug-type lock pictured here. This is installed to the vehicle frame and unlocked using the supplied “key” (just as one would with a locking wheel nut).
4. Toyota Dashcam Accessory
You never quite know what will happen next on South African roads, so a dashcam can be a worthwhile investment and Toyota markets this genuine accessory. While the brand doesn’t list technical details, we believe this front-mounted camera records in a 2 560 x 1 440 px resolution.
The camera begins recording when the Fortuner’s ignition is on, saving its video files to a microSD card. The integrated G-sensor can sense an impact and lock the current video file, preventing it from being erased by loop recording.
5. Wireless Smartphone Charger
Many new vehicles now come standard with wireless smartphone charging. Unfortunately, the Fortuner isn’t one of them. However, Toyota’s list of Fortuner accessories does include a wireless charger, neatly installed in the centre console, just ahead of the gear lever. This allows the charging of mobile devices (those with wireless charging capabilities, of course) without the need for cables.
Representing early and later versions of Mercedes-Benz’s glorious 300 range, this 1954 300S Roadster and 1956 300Sc Coupe were meticulously restored by Mechatronik in Germany. We drive the venerable Benz duo in the Western Cape.
As the body of the 1954 Mercedes-Benz 300S Roadster bobs and weaves in front of me, I realise that what I’m seeing must be one of the most effective demonstrations of how far automotive technology has progressed during the past 60 years.
As the road turns to the right, I watch from the driver’s seat of a 1956 Mercedes-Benz 300Sc Coupe as the roadster’s left-rear wheel pushes up into the wheel arch – and the sheer amount of suspension movement is quite unlike anything I’ve seen on (or experienced in) a modern road car.
IMAGES: Charles Russell
As the road straightens again, I notice the left rear tyre isn’t recovering from the pressure created by the cornering forces. Half a minute later, we recognise that the “white-wall” has deflated.
Fortunately, it hadn’t been long after the cars, which underwent 5 years of restoration at Mechatronik in Germany, had returned to South Africa, so the roadster’s jack, spanner, and full-size spare wheel are all accounted for. Some 15 minutes later, we are back on the road and heading to our photoshoot location.
When both cars are parked next to one another, the slight differences between them begin to emerge. My eyes are initially drawn to the Mercedes-Benz 300S Roadster, but it is the minor details on the later and rarer 300Sc Coupe that hold my attention longest.
Its wheel arches offer chrome beading, while the bonnet also features two chrome stripes on the sides. For some, this might seem excessive, but I find it adds to the classic look of the car.
Grand Designs
Except for the lighter, fully retractable hood (without coach joints), the Mercedes-Benz 300S Roadster is basically identical to the 300S Cabriolet.
Eagle-eyed observers will notice the Einspritzmotor designation positioned on the rear bumper of the coupe, which indicates the mechanical fuel injection of the engine, and an increase in power from the 110 kW of the carburettor-fed Mercedes-Benz 300S Roadster to 129 kW in the 300Sc Coupe.
Specifications:
Model: 1954 Mercedes-Benz 300S Roadster (W188)
Years produced: 1952–1955
Engine: M188 3.0-litre inline-6, petrol
Power: 110 kW at 5 000 rpm
Torque: 230 Nm at 3 800 rpm
Transmission: 4-speed manual, RWD
Weight: 1 760 kg
Fuel consumption: 13.8 L/100 km (approx)
0-100 kph: 15 sec (approx)
Top speed: 175 kph (approx)
Highly collectable cars such as these are usually trailer queens, or works of art that take up garage space in collectors’ residences, but that is not the case with these 2 examples.
After their owner had waited 5 years for the cars to be restored by Mechatronik, he flew to Germany to drive them before they were shipped back to South Africa at the end of 2014. I could sense that trip in Europe with the roadster was particularly special to him.
“When that car had been fully restored, I drove it in a rally to Lake Como in Italy. It was a truly spectacular trip, but what made it so special was that I travelled back from Italy to Stuttgart and arrived quite refreshed, despite the six-hour drive,” he says. “Although my 300SL is sexy, stylish, and flamboyant, you won’t arrive at your destination feeling as refreshed as you would in the 300S Roadster.”
Touring Cars
I share his opinion, but only to an extent. The interiors of both these cars are truly relaxing environments. Although the steering wheel fills your lap, you have enough leverage on the wheel to feel in charge of the car. Each interior colour combination was chosen by the owner; they suit the pair of Benzes perfectly.
The Mercedes-Benz 300S Roadster is draped in a combination of chocolate brown and light beige, while the 300Sc Coupe offers a combination of Anthracite and Cognac brown.
Specifications:
Model: 1956 Mercedes-Benz 300Sc Coupe (W188)
Years produced: 1955–1958
Engine: M199 3.0-litre inline-6, petrol
Power: 129 kW at 5 400 rpm
Torque: 255 Nm at 4 300 rpm
Transmission: 4-speed manual, RWD
Weight: 1 780 kg
Fuel consumption: 12.5 L/100 km (approx)
0-100 kph: 14 sec (approx)
Top speed: 180 kph (approx)
Even the steering wheel colours have been taken into account – white in the case of the roadster, and black for the coupe. The result is that I suddenly feel too young to be piloting this car; my head feels naked without a hat, my wrist similarly exposed without a watch, and where is my cigar?
The addition of air-conditioning is a must, especially during South Africa’s sweltering summer months. However, looking at all the chromed organ stops and levers, you would never guess that there is such a system hiding behind its elegant appearance – more of Mechatronik’s work.
The steering in both cars is heavy at parking speeds, but once you get going, it is quite easy to point the car. Both Mercedes-Benzes have floor-mounted gearshift levers, and what a joy they are to use, as long as you don’t rush things!
When the owner purchased these cars nearly 15 years ago, they already had floor-mounted gear levers, as opposed to the column-shift system fitted as standard.
Unfortunately, it is unclear whether the column-shift mechanism was converted to the floor shift system by the factory or whether it was done by Mercedes-Benz in South Africa. Nevertheless, it looks perfectly suited and only contributes to the sporty intent of both 2-door cars.
Classic Colours
The light-coloured cloth roof of the 300S Roadster complements its dark brown exterior hue. Both interiors have been meticulously restored (and slightly improved) to the same condition as the exterior. But it is only when you spend more time in the cabin that you fully appreciate Mechatronik’s effort.
Sourcing parts for these 2 restoration projects was difficult – some parts had to be remade and others sourced from Mercedes-Benz.
The interiors have a fresh smell, but not the sort you’ll find in a modern car. I quickly peek at the rear seat, where I find a neatly folded picnic blanket – how appropriate! In the middle of the dashboard, there is a sleek, veneered panel that opens with a gentle push to reveal an Alpine radio/CD player, no less.
Bend down to look at the left-hand side of the steering column, and you will find switches for modern functions such as the hazard lights, fuel pump (needed when the engine is warm and you want to restart it), and a switch for adjusting the level of power-steering assistance.
As the sun’s last rays disappear behind the mountains, we begin our return to Cape Town. It is never ideal to drive such old cars in the dark, but tonight that is not a problem. Both Mercedes-Benzes are fitted with xenon headlights, which means we can see way into the distance.
Never before have I passed slower-moving traffic in such an old car so effortlessly. Both cars keep to 120 kph with ease, leaving little doubt that, on the right road, they would match the top speeds stated by Mercedes-Benz (175 kph for the roadster, 180 kph for the coupe).
The 300Sc Coupe is definitely the more refined of the 2 Benzes. Featuring fuel injection, it not only offers more power, but the cabin is also slightly quieter than that of the carburettor-fed 300S Roadster.
Now obviously, 1 has a hardtop and the other a fabric roof, but when holding a gear, it is the carburetted engine that sounds as if it’s working harder, albeit with a more pleasing soundtrack.
The large pews are soft, but sturdy at the same time. They are comfortable, but don’t engulf you in such a way that you will feel uncomfortable on a warm day. Your passenger also has a significant amount of space on their side of the cabin. Ahead of you, the long bonnet points the way forward with the Three-pointed Star standing proudly at the end.
As is still the case today with modern Mercedes-Benz models, you need to pay attention to spot all the special (well, for the time) details. For example, the rear-view mirror of the roadster has 2 small joints that allow it to pivot and provide a view over the fabric roof when it’s folded at the rear.
Summary
As our day comes to an end, I have 1 final look at the cars. Whatever your views about personalised number plates, these 2 cars are equipped with registrations that hopefully teach admirers a thing or two about the particular Mercedes they are looking at.
For me, the 300SL Gullwing represents the pinnacle of engineering at Mercedes-Benz in the 1950s, but I certainly have more respect for the earlier 300 range after driving these 2 examples.
They were the most expensive cars on Mercedes-Benz’s price list at the time, topping even the 300SL Gullwing. The Mercedes-Benz 300S Roadster cost DM 34 500 in 1952, and the 300Sc Coupe retailed for DM 36 500 in 1955, whereas the 300SL Gullwing boasted a price tag of (only) DM 29 000 in 1954.
At the time of the photoshoot, the combined mileage of these cars since the nuts and bolts restoration at Mechatronik was 4 000 km. Since our day with them, this number has climbed significantly and it was so refreshing to hear the owner’s plans regarding these cars and the trips he wants to do in them.
They might be rare and worth several millions of rand, but this duo, which were described by the press at the time as “cars for the world elites,” are still being used in the way their designers intended. Excellent.
Mahindra soars as Nissan tumbles: H1 2025 sales in SA
Mahindra posted the strongest sales growth in the top 10 of SA’s new-vehicle market for H1 2025, while Nissan tumbled 7 spots to 12th. Read on for this and other insights…
In the opening half of 2025, South Africa’s new-vehicle market grew an encouraging 13.6% year on year to 278 911 units. So, what happened on the list of Mzansi’s best-selling automakers for H1 2025?
Well, we’ve tallied up the figures and compared them to those from the corresponding period in 2024, allowing us to identify not only the best-selling automakers but also their year-on-year changes in sales volumes and indeed any movement up or down the rankings. Let’s get stuck in…
Toyota dominates as Suzuki secures 2nd
Suzuki moved up to 2nd place in H1 2025.
Toyota’s dominance of South Africa’s new-vehicle market continues unchallenged, with the Japanese giant – including its Lexus and Hino subsidiaries – posting 12.2% year-on-year growth to end H1 2025 on a whopping 67 938 units. By our maths, that represents a market share as high as 24.4% (or virtually 1 in every 4 vehicles sold new in SA).
Meanwhile, Suzuki’s rise continues, with the Hamamatsu-based brand’s local division growing its sales 22.7% year on year to 34 461 units, seeing it move up a ranking to 2nd in the opening half of 2025. As such, Suzuki enjoys a 5 095-unit buffer over the next-best contender as it heads into the latter half of the year.
Volkswagen Group slips as Hyundai climbs
Hyundai climbed 2 rankings to 4th in the 1st half of the year.
Interestingly, the Volkswagen Group (including the Audi brand) was the only automaker in H1 2025’s top 10 to suffer a year-on-year decline, with sales slipping 6.1% to 29 366 units. The German firm therefore had to settle for 3rd place behind Suzuki, dropping a ranking compared to its H1 2024 showing.
In contrast, Hyundai climbed 2 positions to 4th, posting the strongest growth in the top 5. In the end, the South Korean automaker’s local arm grew its sales 31.0% year on year to 18 100 units. That saw Ford drop a place to 5th, despite the Blue Oval brand gaining 7.9% year on year to finish the reporting period on 16 662 units.
Isuzu snaffles 6th while GWM pips Chery
GWM leapfrogged fellow Chinese firm Chery in H1 2025.
Relying heavily on one particular model (the D-Max bakkie built in Struandale), Isuzu sales increased 5.2% year on year to 12 221 units in H1 2025. That saw the Japanese firm’s local outfit climb a ranking to 6th. However, the close-fought Chinese battle taking place just below Isuzu was perhaps more interesting.
GWM (which, of course, also includes Haval, Tank and Ora) bounced back in the opening half of 2025, registering 36.2% year-on-year growth to reach 11 835 units. That was enough to see GWM climb 2 rankings, just sneaking into 7th ahead of fellow Chinese automaker, Chery. Though the latter remained in 8th place, its sales increased 20.1% year on year to 11 687 units – a mere 148 units behind its rival.
Mahindra posts strongest growth in top 10
Mahindra was easily the fastest-growing automaker in the top 10.
With so much attention on the rise of the Chinese, it might surprise some that Mahindra was the automaker to post the strongest growth in the top 10 in H1 2025. The Indian brand’s local sales surged a considerable 60.4% year on year – the most robust improvement in the top 15 by quite some margin – to 9 611 units, seeing it soar 4 places to 9th overall.
Meanwhile, Kia made a return to the top 10, moving up 2 rankings to grab the final position. The South Korean firm’s local division enjoyed a 27.3% year-on-year improvement to end the 6-month reporting period on 8 234 units.
Nissan tumbles as more Chinese firms climb
Nissan tumbled out of the top 10 in the opening half of 2025.
What about the automakers that fell just outside the top 10? Well, Renault slipped a place to 11th, despite sales increasing 9.4% year on year to 8 178 units. But Nissan was the brand to suffer the most significant drop in H1 2025, with its local registrations plummeting 43.6% year on year to 7 846 units. That saw the firm – which now sells only the Magnite, Navara and X-Trail, and is clearly missing the since-departed NP200 – tumble a whopping 7 places to 12th.
Meanwhile, the BMW Group gained 16.0% year on year to reach 7 525 units but nevertheless fell 2 places to 13th. The final 2 spots in the top 15 went to Chinese newcomers: Omoda & Jaecoo (5 119 units) in 14th and Jetour (3 306 units) in 15th.
SA’s 15 best-selling automakers in H1 2025
AUTOMAKER
H1 2025 SALES
Y-O-Y CHANGE
RANKING CHANGE
1
Toyota
67 938 units
+12.2%
unchanged
2
Suzuki
34 461 units
+22.7%
+1
3
Volkswagen Group
29 366 units
-6.1%
-1
4
Hyundai
18 100 units
+31.0%
+2
5
Ford
16 662 units
+7.9%
-1
6
Isuzu
12 221 units
+5.2%
+1
7
GWM
11 835 units
+36.2%
+2
8
Chery
11 687 units
+20.1%
unchanged
9
Mahindra
9 611 units
+60.4%
+4
10
Kia
8 234 units
+27.3%
+2
11
Renault
8 178 units
+9.4%
-1
12
Nissan
7 846 units
-43.6%
-7
13
BMW Group
7 525 units
+16.0%
-2
14
Omoda & Jaecoo
5 119 units
No H1 2024 data
no H1 2024 ranking
15
Jetour
3 306 units
No H1 2024 data
no H1 2024 ranking
*Table collated by Cars.co.za based on figures reported to Naamsa
June 2025 passenger-car sales: Tiggo 4 Pro cracks top 3 (sort of)
The Chery Tiggo 4 Pro put in its best-ever sales performance (with a caveat) to break into the top 3 on the list of South Africa’s best-selling passenger cars for June 2025…
In June 2025, South Africa’s new-vehicle market improved 18.7% year on year to finish on 47 294 units. Growth in the local passenger-vehicle market was even more robust, increasing 21.7% year on year to 32 570 units (thanks in part to the rental-vehicle channel, which accounted for 10.7% of that figure).
So, what happened on the list of Mzansi’s best-selling passenger vehicles in June 2025? Well, the Toyota Corolla Cross climbed a ranking to seize first place, with sales surging 30.9% month on month to 2 132 units (including 189 units sold to the rental industry). For the record, that represents the Prospecton-built crossover’s best effort of the year thus far.
Toyota’s Corolla Cross grabbed 1st place in June.
Meanwhile, sales of the Volkswagen Polo Vivo increased 27.2% month on month to 1 962 units in June 2025, seeing the Kariega-built hatchback move up a spot to 2nd place. Much of that growth came courtesy of the rental-vehicle channel, with 484 units (or almost a quarter of its total) sold in this space.
But the big news was the performance of the Chinese-made Chery Tiggo 4 Pro, which reached an all-time sales high of 1 538 units – adding 22.6% to the prior month’s figure – to move up 2 rankings and break into the top 3 for the very first time. This, however, comes with a caveat…
Chery is now including Tiggo Cross sales in the Tiggo 4 Pro figure.
Chery SA confirmed to Cars.co.za that it has taken the decision to now include Tiggo Cross sales in the Tiggo 4 Pro figure. For the record, the Tiggo Cross averaged 170 units a month over the prior 5 months, so there’s a fair chance the Tiggo 4 Pro would actually have been 4th were Tiggo Cross sales still being reported separately.
Therefore, the Suzuki Swift – which placed first in May 2025 – had to settle for 4th in June, dropping off the podium for the first time this year. Sales of the Indian-built hatchback slipped 20.4% month on month to 1 466 units, including 290 units sold via the rental channel. The Hyundai Grand i10 fell a spot to 5th, with sales sliding 3.6% month on month to 1 301 units (note this figure excludes the 183 units of converted Cargo-badged panel vans registered in the light-commercial vehicle space).
The Haval Jolion (up 0.3% month on month to 1 116 units) climbed a spot to 6th, forcing the Suzuki Fronx (1 112 units; -8.8% month on month) down a place to 7th. The locally produced Toyota Fortuner (878 units) returned to the table to grab 8th, pushing the Toyota Starlet (852 units; -18.0% compared to May’s effort) down a ranking to 9th. Finally, the Suzuki Ertiga (840 units) broke into the top 10 to snaffle the final spot.
GWM’s Haval Jolion moved up a place to 6th in June.
That meant both the Volkswagen Polo hatch (756 units) and the Kia Sonet (735 units) dropped off the table last month. Other nameplates that fell just short of cracking the top 10 in June 2025 included the Toyota Vitz (794 units), Toyota Urban Cruiser (720 units) and Nissan Magnite (678 units).
SA’s 10 best-selling passenger vehicles in June 2025
Volkswagen SP2: The coolest VW you’ve never heard of
When car companies’ subsidiaries developed models specifically for their markets (as some brands did in South Africa, until the early-Nineties), the results were often quite interesting… and appealing. Consider the SP2, developed by Volkswagen Brazil.
Volkswagen do Brazil developed the VW SP2 for – you guessed it – the Brazilian market. Produced between 1972 and 1976, just over 10 000 of these svelte air-cooled coupes were manufactured. Only around 2 000 units were ever exported, and they were never made available in South Africa.
Brazil has a very close connection to Volkswagen, and enthusiasts will know that for a short period during the late-70s, South Africa, for example, also imported VW Kombis from that country.
IMAGES: Justin Pinto
Based on the Wolfsburg-based brand’s Variant (Type 3) that was available at the time in Brazil and fitted with a 1.7-litre, flat-4 air-cooled motor (dubbed “the pancake”, for its packaging), may not be a sportscar in terms of performance, but its exotic looks and sheer rarity in South Africa, makes it rather exceptional.
Specifications:
Model: 1976 Volkswagen SP2
Engine: 1.7-litre flat-4, petrol
Power: 56 kW at 4 000 rpm
Torque: 113 Nm at 3 000 rpm
Top speed: 161 kph
0-100 kph: >16 seconds
Gearbox: 4-speed manual
Wheelbase: 2 400 mm
Weight: 890 kg
Its owner, Gerhard Ryksen, is a respected figure in the local Volkswagen community. He bought his 1st Volkswagen, appropriately a Beetle, when he was 16. He started working on that Beetle and drove it, before he eventually got busted for driving without a licence!
“I had to sell it, but I bought another 1 – and that is how all of this started.” It has been a long journey that took several years, and eventually, Gerhard opened the Volksie Museum outside Bloemfontein.
He has arguably the neatest Volkswagen collection in South Africa, and he is constantly either busy restoring a car, driving across the country buying and selling cars and parts or maintaining his collection.
When we interviewed the Freestater, there were only three SP2s in South Africa. None of the other 2 were on the road, but 1 of them belonged to a good friend of his (and could be on the road by now).
The history of how this car came to South Africa is worth mentioning. Gerhard is only the 2nd owner; the 1st owner saw an SP2 while on business in Brazil, and he convinced VW Brazil to ship one to Mzansi.
“One of the highlights for me is the design of the SP2. A friend of mine owns a cream-coloured one, and that was the first time I saw an example of these cars. I just fell in love with the SP2,” said Gerhard.
“Back then, we thought it was the only 1 in South Africa. Then we heard there was a red one, and we heard rumours of this car. Nobody knew where it was and if it even existed. By pure chance, I found it.
“It took a lot of time (about 5 years) to convince the previous owner to part with the car. In fact, I used to phone him almost every month, but I eventually managed to secure it, and I’ve now owned it for 16 years. The happiest moments were the day I saw it for the first time, and the day when I went to collect it.”
When Gerhard bought the car, he restored its paint finish, but mechanically, it didn’t need a lot of work.
At the time when Cars.co.za filmed this car (in 2020), Gerhard said that he’d clocked up 7 000 km in the time he had owned the Volkswagen SP2: “It runs so well, drives smoothly and even the seating position is comfortable. I once drove 800 km in a single day; usually, I don’t do those distances with my older cars.”
It is hard to believe that after standing in a basement for 10 years, Gerhard basically started the car, drove it to a car wash, and then went on a 400 km road trip.
In Gerhard’s own words: “That was one of my best drives ever… in any car.”
The models that drove BMW back into SA’s top 10 in June 2025
The BMW Group returned to the list of South Africa’s 10 best-selling automakers in June 2025. Here’s which models drove sales for the Munich-based brand last month…
In June 2025, the BMW Group cracked the list of South Africa’s 10 best-selling automakers, registering 1 349 units to return to the table (placing 10th) for the first time since June of the prior year. So, which models drove sales for the Munich-based local division last month?
Well, we should first point out that BMW Group South Africa reports individual model sales figures to Naamsa only quarterly, in line with what the industry representative body terms the German brand’s “global directive”. June 2025 represented the 2nd time this year we’ve been able to have a peek at these fascinating numbers.
BMW Plant Rosslyn builds the the X3 30e xDrive, X3 20, X3 20d and X3 40d xDrive.
For the record, 813 units or 60.3% of the total figure of 1 349 units represented sales via the dealer channel, while as many as 320 units (or 23.7%) were sold to the vehicle-rental industry. A further 200 units were reported as so-called “single” registrations (that is, vehicles BMW registered and kept for its own use), while the remaining 16 units represented sales to government.
In June 2025, the X3 was BMW’s top-selling nameplate in South Africa, with 339 units (including 85 units in the rental space) registered. Furthermore, a whopping 6 744 examples of the locally built X3 were exported from Plant Rosslyn in Gauteng.
The imported 3 Series was BMW Group SA’s 2nd most popular model in June 2025.
Next came the 3 Series (236 units), which benefitted from a whopping 175 sales (or 74.2%) to the rental industry. This imported sedan was followed by the X1 (158 units), 2 Series (107 units) and 1 Series (105 units). These were the only other models from the BMW Group that cracked 3 figures last month.
The X5 added 65 units, finishing ahead of the X2 (53 units), Mini Countyman (51 units), X4 (44 units), Mini Hatch 3-Door (41 units), 4 Series (38 units), Mini Hatch 5-Door (28 units) and X6 (22 units). The 5 Series had to settle for 18 registrations, though still managed to outsell the X7 (17 units).
Some 41 examples of the Mini Hatch 3-Door were registered in SA in June.
The remaining models all ended in single figures – including the 7 Series (8 units), electric Mini Aceman (6 units), XM (6 units), Mini Convertible (3 units) and electric i4 (2 units) – while the battery-powered i7 and the 6-cylinder Z4 roadster each mustered just a single sale.
For the record, the BMW brand’s line-up in South Africa currently runs from R713 395 for the base 118 to R3 650 000 (before options) for the outgoing XM Label. The Mini portfolio, meanwhile, starts at R602 052 for the Cooper C Hatch 3-Door and culminates in the Countryman SE All4 for R1 086 000 (again, before extras).
The Range Rover Sport SV Black makes its public debut at Goodwood soon, but officially, this 467 kW monster is confirmed for South Africa.
Visually, the Range Rover Sport SV Black lives up to its name, with detailing and finishes all in black. The exterior is Narvik Black and the addition of the full Narvik Gloss Black Exterior pack further complements its striking looks and presence. There’s a black-painted carbon fibre bonnet, 23-inch forged alloy wheels in gloss black, with black brake callipers and black quad exhaust tips. Even the SV logo is in a black ceramic finish!
Step inside that plush interior and there are sculpted performance seats finishing in Ebony Windsor leather. There are subtle reminders that you’re in something special, with unique SV Black illuminated treadplates.
The ultra luxurious performance monster features a 467 kW and 750 Nm 4.4-litre twin-turbocharged mild-hybrid V8 petrol engine. Range Rover claims 0-100 kph in just 3.7 seconds and it’ll run to a top speed of 290 kph.
As a reminder, this powertrain is not a Jaguar Land Rover unit, but rather sourced from BMW and keen-eyed petrolheads will quickly recognise this is the identical powerplant from the BMW X5 M Competition, but has been cranked up for the RR.
Range Rover has given the Sport SV the trick 6D Dynamics for road-holding and handling too, which we’ve experienced firsthand in the outrageous Defender Octa. The upcoming Goodwood Festival of Speed will mark the Range Rover Sport SV Black’s first public outing.
How much does the Range Rover Sport SV Black cost in South Africa?
The vehicle will be available to order from late 2025 at a price of R3 671 500.
Hilux hits 15-month high! SA’s best-selling bakkies in June 2025
The Hilux registered its best effort in 15 months, while the Land Cruiser 79 broke into the top 5 on the list of South Africa’s best-selling bakkies for June 2025…
In June 2025, South Africa’s total new-vehicle market grew 18.7% year on year to 47 294 units, with the light-commercial vehicle (LCV) segment enjoying its 3rd consecutive month of year-on-year growth, improving a similarly promising 14.9% to 12 129 units. So, what happened on the list of Mzansi’s best- and worst-selling bakkies in June 2025?
Well, the Toyota Hilux not only retained pole position but registered 19.1% month-on-month growth to put in its best performance of the year thus far – and indeed its top showing since March 2024, some 15 months ago. In the end, the Japanese brand sold 3 035 units of its Prospecton-built stalwart (including 174 examples via the rental channel), marking the first time the Hilux has breached the 3 000-unit mark in 2025.
Like the Hilux, Ford’s Ranger put in its best effort of 2025 thus far.
The Ford Ranger again placed 2nd, despite improving its May 2025 showing by 8.0% to end the month on 2 318 units (including 104 sales to government), likewise its top effort of the year so far. That saw the Silverton-made bakkie finish well ahead of the 3rd-placed Isuzu D-Max, which enjoyed 13.9% month-on-month growth to reach 1 678 units in June. As many as 411 of those D-Max units represented sales to government.
The Mahindra Pik Up (up 9.4% month on month to 860 units) held steady in 4th – a position this KwaZulu-Natal-assembled bakkie has now very much made its own – while the Toyota Land Cruiser 79 moved up a ranking to break into the top 5. The evergreen Japanese bakkie registered the strongest instance of month-on-month growth in the top 10 as well as its best month of H1 2025, improving 69.8% to total an impressive 591 units.
Meanwhile, after cracking the top 5 in the prior month, the Rosslyn-built Nissan Navara (403 units, up 3.6% month on month) slipped a spot to 6th in June. The highest-ranking Chinese contender was again the GWM P-Series in 7th, with sales of this imported model improving 5.5% month on month to 367 units.
Despite growing its sales 25.5% compared to May – and breaking the 300-unit barrier for the first time this year – the locally built Volkswagen Amarok (354 units) remained in 8th. China’s Foton Tunland G7 (up 3.7% month on month to 224 units) likewise retained 9th.
VW Amarok sales increased 25.5% month on month.
The JAC T-Series again completed the top 10, with its combined tally – comprising sales of the T6, T8 and T9 line-ups – of 154 units representing a 4.9% decrease compared with May’s effort (and interestingly the only instance of month-on-month decline in the top 10).
While JAC’s local division reports only a combined T-Series figure to Naamsa, we’ve managed to obtain an unofficial breakdown of the range’s sales for June. According to our source, the Chinese automaker registered 103 units of the T9 last month, along with 44 examples of the T8 and 7 units of the T6.
Best of the rest in June 2025: bakkies outside top 10
GWM’s Steed 5 again finished just outside the top 10.
So, which bakkies didn’t quite manage to crack the top 10 in June 2025? Well, the GWM Steed was yet again the best of the rest with 137 sales, while the likewise Chinese-built Peugeot Landtrek improved to 92 units.
Next came the seemingly under-appreciated Mitsubishi Triton (45 units), followed by the long-in-the-tooth Mahindra Bolero (38 units). Finally, the Jeep Gladiator – which is currently priced from R1 385 374 – attracted 4 sales in South Africa last month.
10 best-selling bakkies in South Africa for June 2025
