The new Mazda CX-60 was introduced in 2023 and sits at the top of Mazda’s range in South Africa. Here’s how much the new flagship Mazda will cost you…
The Mazda CX-60 is the Japanese firm’s newest passenger vehicle and it arrived on local dealership floors in May 2023. The CX-60’s arrival was followed up with the launch of the impressively powerful CX-60 3.3 DE Takumi flagship in 2024 and the firm recently introduced an updated CX-60 to market, boasting improvements to ride quality, handling and refinement.
Revealed in March 2022, the CX-60 is the first of Mazda’s so-called “Large Product” group models and as such rides on the Japanese firm’s new rear-wheel-drive platform. The 5-seater SUV measures 4 745 mm long, 1890 mm wide and stands 1 680 mm tall, with a wheelbase of 2 870 mm.
The new CX-60 will slot in above the CX-5 (PHEV pictured).
That makes it 170 mm longer from bow to stern than the CX-5 (with an extra 170 mm between its axles as well) above which it is positioned. Mazda claims a luggage capacity of 570 litres (including under-floor storage), a figure that balloons to 1 148 litres with the rear bench folded flat.
In South Africa, 3 derivatives are available to buyers, including the base CX-60 Dynamic front-wheel-drive derivative, the all-wheel-drive CX-60 Individual derivative and the range-topping CX-60 3.3 DE Takumi.
A naturally aspirated 2.5-litre petrol engine is offered for the CX-60 in South Africa.
The CX-60 in South Africa is powered by the brand’s atmospheric 2.5-litre, 4-cylinder petrol engine – yes, a version of the unit that has long done duty in the CX-5. Outputs are pegged at 141 kW and 265 Nm and comes paired with a new 8-speed self-shifting gearbox.
The range is headlined by the all-wheel-drive CX-60 3.3 DE Takumi which draws its motivation from a 3.3-litre turbocharged 6-cylinder diesel with mild-hybrid technology and delivers 187 kW and 550 Nm while sprinting from zero to 100 kph in 7.3 seconds!
How much does the Mazda CX-60 cost in South Africa?
Model
Price
Mazda CX-60 2.5 Dynamic
R778 500
Mazda CX-60 2.5 AWD Individual
R888 700
Mazda CX-60 3.3 DE Takumi
R1 085 100
The CX-60 is sold with a 5-year/unlimited km warranty and a service plan of the same duration.
What engines are available in the Mazda CX-60 in South Africa?
The Mazda CX-60 is available with two engine options in South Africa. The range includes a 2.5-litre, naturally aspirated petrol engine with 141 kW and 261 Nm of torque. The flagship model is powered by a 3.3-litre turbocharged inline-6 diesel engine with mild-hybrid technology, which delivers 187 kW and a substantial 550 Nm of torque.
What is the safety rating of the Mazda CX-60?
The Mazda CX-60 has been awarded a 5-star Euro NCAP safety rating. It scored highly in tests for adult and child occupant protection. The vehicle is equipped with a comprehensive suite of safety features, including multiple airbags and Mazda’s i-Activsense driver-assistance technologies like Smart Brake Support and Lane-keep Assist.
Does the Mazda CX-60 come with a warranty and service plan in South Africa?
Yes, all new Mazda CX-60 models in South Africa are sold with a 5-year/unlimited-kilometre warranty and a 5-year/unlimited-kilometre service plan, providing comprehensive peace of mind for owners.
What are the main competitors of the Mazda CX-60?
The Mazda CX-60 competes in the premium mid-size SUV segment. Its main rivals include the Volkswagen Tiguan, Hyundai Tucson, Kia Sportage, and even entry-level models from premium brands like the Audi Q5, BMW X3, and Mercedes-Benz GLC.
It’s official: the new Volvo ES90 is due to launch in South Africa in “early 2026”, combining a fully electric powertrain with a fastback body style…
Volvo Car South Africa has confirmed that the new ES90 fully electric fastback is scheduled to launch locally in “early 2026”.
Revealed in March 2025, the new ES90 is available exclusively in battery-powered guise, unlike the S90 sedan that exited the local market towards the middle of 2024. In fact, the Swedish brand’s fresh-faced fastback shares its SPA2 platform with the similarly box-fresh EX90.
Though it’s not yet clear which derivatives will be offered in Mzansi, the Single Motor (rear-wheel-drive) version of the ES90 available overseas generates 245 kW and 480 Nm, facilitating a claimed 0-100 kph time of 6.9 seconds and a WLTP range of 650 km from the 92 kWh (nominal) battery pack.
The Twin Motor variant, meanwhile, gains an extra electric motor on the front axle, resulting in all-wheel drive and boosting peak outputs to 330 kW and 670 Nm. This, in turn, translates to a claimed sprint to 3 figures in 5.5 seconds and a single-charge WLTP range of 700 km from a larger, 106 kWh (nominal) battery pack.
Finally, the Twin Motor Performance flagship derivative boasts maximum outputs of 500 kW and 870 Nm, along with a claimed 4.0-second 0-100 kph time. Volvo says this range-topper – which employs the same size battery pack as the standard Twin Motor – will likewise travel 700 km on a single charge.
The ES90 debuts Volvo’s 800-volt electric system, which the company claims allows for faster charging, “improved overall performance” and better efficiency compared to a 400-volt system. According to the Gothenburg-based automaker, plugging in the ES90 at a 350 kW fast-charging station for just 10 minutes will add 300 km of range.
Just how big is the ES90? Well, it measures precisely 5 000 mm from nose to tail, while its wheelbase comes in at 3 100 mm. Produced at parent company Geely’s Zhejiang factory in China, the electric fastback has a listed luggage capacity of 424 litres (expandable to 733 litres by dropping the rear seats). There’s also a 22-litre “frunk” that the brand says is ideal for storing charging cables.
Look out for more details on the new Volvo ES90 ahead of its scheduled launch in early 2026. Before then, however, Volvo Car SA says it plans to introduce the EX30 Cross Country (in Q3 2025) as well as the facelifted XC60 and refreshed XC90 (both at some point in Spring).
We spent an early morning at the ‘wheel of only the 3rd Ferrari to wear the GTO badge. Fifteen years since its launch, is the 599 GTO still one of the best modern Ferraris?
Even for the most “experienced” car enthusiast, there are times when you just can’t help feeling like a kid in a candy store. It can happen when you walk into a Ferrari dealership and see a new model in the metal for the first time, make a pilgrimage to the Ferrari Museum in Maranello, or walk into a collector’s garage.
That last possibility is especially appealing… In addition to marvelling at the collection, nothing beats quizzing an owner and fellow enthusiast about the details of their treasure trove. Why, when, and how did it all start? What are the cars like to drive? How much restoration did they require? What are their quirks?
That brings me to this 599 GTO, the pinnacle of a Ferrari collection located on South Africa’s lush and picturesque east coast. More recent highly-focused front-engined, rear-wheel-drive V12 Prancing Horses such as the F12tdf and the 812 Superfast, 812 GTS and especially 812 Competizone, have revitalised interest in their Gran Turismo Omologato (GTO) predecessor, which debuted in 2010.
The 599 GTO was conceived as a thoroughbred road racer, developed with know-how from the 599XX track car. It is only the third Ferrari to boast the fabled GTO name; before the 599 GTO, the moniker had only been applied to the 250 GTO of 1962 and that bedroom pin-up from 1984, the 288 GTO.
Like its earlier namesakes, the 599 GTO stands out from its contemporaries. Compared to a standard 599 GTB Fiorano, the GTO received different side sills, a massive rear diffuser, and a small boot spoiler.
These changes give it a notably more hunkered-down appearance, as well as doubling the amount of downforce (144 kg at 200 kph). The flying buttresses remain the most striking design element, although the new/revised air inlets and outlets on the bonnet, front fenders, behind the doors and rear wheels certainly catch the eye. They also confirm a lot of cooling is needed for both engine and brakes.
Specifications:
Model: Ferrari 599 GTO
Engine: 6.0-litre 48-valve V12, petrol
Power: 493 kW at 8 250 rpm
Torque: 620 Nm at 6 500 rpm
Transmission: 6-speed automatic, RWD
Kerb weight: 1 605 kg
0-100 kph: 3.35 sec (claimed)
Top speed: 335 kph (claimed)
I open the 599 GTO’s bonnet just to marvel at the engine that I will experience in action the following day.
The 6.0-litre V12’s valve covers and inlet manifold wear the classic red-crinkle finish, and the famed GTO nomenclature is neatly engraved on a plaque near the front of the engine bay. It’s striking to realise how far back the V12 sits in the engine bay; are the last 2 cylinders nestled under the dashboard? Anoraks will point out that the Prancing Horse on the grille is silver, while the one on the rear of the car is black.
What the Ferrari 599 GTO is like to drive
The following morning, we are due to meet the owner of the Ferrari599 GTO at a service station just before sunrise. As we wait, the tranquillity of dawn is suddenly shattered by the deep, sharp exhaust note of the evocative, limited-numbers car. We get the photoshoot done… and then I’m handed the red key.
Sinking into the driver’s seat of any V12-engined Ferrari is always a memorable occasion, but as my gaze drifts to the GTO badge on the passenger side of the dashboard, it strikes me that this Maranello-made machine belongs to a class far beyond most supercars – my hands suddenly trembling with anticipation.
There are further clues that the 599 GTO is no ordinary Ferrari. Its red line sits at 8 500 rpm, which is “a full” 100 rpm higher than that of its GTB sibling. There’s not a single carpet – only metal plates on the floor – and carbon fibre trim is used generously throughout. Features such as manually adjustable sports seats – just one of many weight-saving changes – contribute to a 100 kg reduction in kerb weight.
The driver’s seat holds me tightly, from my abdomen to my shoulders, yet its base remains surprisingly soft and supportive. The 4-point harness secures with a standard seatbelt clip.
One could hardly forget they are sitting in a Ferrari, but if they did, reminders abound: Prancing Horses feature on the ‘wheel, air vents, rev counter, headrests, harness pads, and even the seatbelt clip itself.
The instrument cluster illuminates as I turn the key. With my foot on the brake, I pull both paddles to select neutral and press the enticing Engine Start button on the left-hand side of the wheel boss.
The 493 kW/620 Nm V12 fires instantly, with an urgent – but not raucous – bark, before settling into an idle that is a bit subdued yet charged with intent. A pull of the right paddle selects 1st gear, and I ease the Ferrari’s long nose onto the road, heading for a ribbon of tarmac threading through lush scenery.
Having warmed up thoroughly during the photoshoot, the entire Ferrari599 GTO is at optimal operating temperature. I know this because the Virtual Race Engineer (the digital display to the left of the rev counter) illuminates engine, brakes, and tyre readouts in green within an outline of the car. I am further prompted by a green-highlighted “Go,” signalling that the GTO is ready to be exploited to its fullest.
Remarkably pliant ride quality
Nevertheless, I short-shift up to 4th and am immediately struck by how tractable the car is at a gentle pace. Even with the manettino switch dialled to Race mode (with the magnetorheological dampers set up for dynamic handling), the ride remains remarkably pliant for such a focused machine. The 6-speed F1 gearbox, however, is not keen on being treated so delicately in its sharpest setting; it feels as though it’s impatient for me to spur on the V12 so that it can deliver those rapid gear changes that are its forte.
Now for the real test. I pull the 599 GTO’s left ‘shift paddle twice; the exhaust ends bark as the V12’s revs spike. Then, with 2nd gear engaged, I bury my right foot on the metal accelerator pedal. The needle erupts towards the red line, and the GTO lunges forward. At 6 000 rpm, the first upshift light flashes atop the steering wheel, followed by the full row of LEDs as the needle soars well past 8 000 rpm.
I pull the right paddle (to upshift), wait for the LEDs to fill again, then pull it once more. Each flat-out upshift delivers a solid thump; the V12 howls, the acceleration becomes relentless – a vivid, unfiltered rush that ranks amongst the most visceral driving experiences I have ever had.
In an era in which turbochargers have become a fixture in almost every supercar, the 599 GTO’s instant throttle response and direct link between pedal and piston is a revelation. If you appreciate the nuances of driving, this is pure, normally aspirated magic.
This quality is also apparent on the overrun. I’ve never encountered a Ferrari with such pronounced engine braking – it feels as though the 599 GTO reacts as quickly as I can process thought, fostering an extraordinarily intimate, almost telepathic, connection between car and driver.
As the road twists through the countryside, I can begin to appreciate the 599 GTO’s wider dynamic repertoire. Steering weight is perfectly judged – not too heavy, not too light – while feel through the ‘wheel is exceptional. The rack is quick, the Ferrari responds crisply to each input, and the massive carbon-ceramic brakes go about their business with authority, but they’re easy to modulate.
Scrubbing off speed is as simple as leaning on the left pedal, which delivers communicative feedback. The Ferrari feels far less imposing from the inside than I expected. Outward visibility is excellent, with only part of the bonnet visible from the driver’s seat (because it plunges sharply towards the bumper).
Compared to something like the Mercedes-Benz SLS AMG, with its vast bonnet and blunt nose, the GTO seems compact, even if it’s larger and feels more substantial on the road than mid-engined V8 Ferraris.
Before my time with the Ferrari concludes, I indulge in a few more full-bore runs, amazed by how eagerly this 6.0-litre V12 rips through its rev range. Judging by the reactions it elicits, the 599 GTO’s exhaust note seems to be as much a treat for passers-by as for those lucky enough to sit inside the Ferrari.
The 599 GTO might be a decade and a half old, yet somehow it feels as fresh as if it were launched just a couple of years ago. At no point do I sense any specific shortcoming, though if pressed, I would criticise the relatively clunky transmission. While it’s capable of upshifts in as little as 60 milliseconds, the single-clutch F1 ’box cannot match the shift speeds and smoothness of modern dual-clutch transmissions.
Nevertheless, from behind the wheel, it is wholly in keeping with the 599 GTO’s character.
While conducting some research after my drive, I came across an interview with then Ferrari chairman Luca di Montezemolo, who noted the 599 GTO was quicker around both Mugello (and Fiorano, for that matter) than an Enzo. At launch, this version of the 599 was Ferrari’s fastest and most powerful car.
Summary
The GTO is as rare as it is coveted, and even today, it remains a devastatingly quick car. Upon launch, all 599 units were allocated to hand-picked Ferrari clients before the car had even been unveiled publicly.
Although the 599 GTO was significantly more expensive than its 599 GTB (Fiorano) sibling in 2010, those who were lucky enough to purchase one will have made an excellent investment: today (July 2025), the going rate for a Ferrari599 GTO can range from R13 million to R16 million, depending on condition.
Despite these values, the owner of this particular Ferrari599 GTO hasn’t locked it away as a museum piece. He’s undertaken several long-haul journeys, including a 1 000 km round trip to Johannesburg. He admits each outing is treated as a special occasion – and, in his position, I would do exactly the same.
It’s official: Chinese brand JMC is returning to South Africa, set to relaunch later in 2025 with the Vigus bakkie, followed by the new Ford-powered Grand Avenue…
Yes, another Chinese brand is making a comeback in South Africa. Jiangling Motors Corporation (JMC) is due to return to the market later in 2025, this time distributed locally by Salvador Caetano Auto SA (the company that’s also responsible for GAC Motor in Mzansi).
Having once offered both passenger cars (like the Landwind) and light-commercial vehicles (such as the Vigus) locally, JMC will mark its return with products in the latter category. The Chinese marque is set to reintroduce itself to South Africans with the current-generation Vigus bakkie before the end of the year.
The next-generation Vigus is planned for a local launch – in both single- and double-cab guise – in early 2026, with the Grand Avenue double-cab bakkie also confirmed. The Carrying Plus, meanwhile, looks set to play in the medium-commercial vehicle space.
Though Salvador Caetano Auto SA has yet to reveal specific details about its dealership plans, it says local customers can expect a “renewed, reliable and service-focused distribution and support network”.
Back in June 2024, Cars.co.za discovered trademark filings that suggested the JMC Grand Avenue could be on its way to SA. At that time, WilGin Holdings (which incidentally distributes DFSK products locally) had taken over the parts, servicing and warranty responsibilities of the JMC brand in Mzansi.
We found that in July 2023, JMC’s head office in Nanchang had applied to register the “Grand Avenue” badge here in South Africa, with the application accepted in May 2024 and the trademark advertised in June 2024 (and subsequently registered in November last year). JMC’s head office in China also renewed its “Vigus” trademark in SA in January 2024.
Available exclusively in double-cab form, the Grand Avenue measures 5 450 mm from nose to tail and has a wheelbase of 3 270 mm. While that makes it 100 mm longer than a Ford Ranger double cab, the JMC’s wheelbase is exactly the same as that of the Blue Oval bakkie.
For the record, JMC builds the Chinese-spec Ranger at its Xiaolan assembly plant (the same production site of the Grand Avenue, we suspect) as part of its joint venture with the Dearborn-based automotive giant. In addition, the Ford Territory currently offered in South Africa is also built by JMC, though at its Fushan facility.
In China, the Grand Avenue is produced in both petrol and diesel form, each available in 4×2 and 4×4 guise. The petrol engine is a version of Ford’s turbocharged 2.3-litre, 4-cylinder EcoBoost unit, which in (detuned) JMC guise offers 180 kW and 400 Nm through either a Getrag (MT82) 6-speed manual gearbox or a ZF-supplied 8-speed automatic transmission.
There’s also a 2.3-litre, 4-cylinder turbodiesel motor that JMC describes as the 5th generation of Ford’s “Puma” engine series (though its displacement of 2 296 cc doesn’t quite line up with any Blue Oval mills we can find). This oil-burning powerplant churns out 130 kW, while peak torque is listed as 400 Nm for the manual model and 450 Nm in the case of the self-shifting version.
The GWM P300 is positioned as a thoroughly updated version of the P-Series. Here’s how much the fresh 2.4-litre turbodiesel double-cab variants cost…
The GWM P300 hit the market in South Africa in February 2025, touching down as a thoroughly facelifted version of the P-Series bakkie. The big news, of course, is the local availability of a new 2.4-litre turbodiesel engine at the top of the line-up.
Desmond Els, Sales Director at GWM South Africa, told us late in 2024 that the commercial derivatives will again employ the brand’s familiar 2.0-litre turbodiesel engine, while passenger-spec variants will be available with a choice of either this motor or the newer 2.4-litre unit.
The P300 will be available with a new 2.4-litre turbodiesel engine.
From February 2025, the new 2.4-litre oil-burning motor (codenamed GW4D24) – which debuted in the larger P500 that arrived locally in August 2024 and before being added to the Tank 300 line-up in March 2025 – launched in a trio of double-cab derivatives.
The GWM P300 2.4TD LT 4×2 9AT is priced at R599 900 (a marginal increase of R1 050 over the P-Series 2.0TD equivalent), while the GWM P300 2.4TD LT 4×4 9AT starts at R649 900 (interestingly, a R3 850 decrease over the outgoing 2.0TD version). Finally, the GWM P300 2.4TD LTD 4×4 9AT comes in at R699 900, some R4 950 more than before.
The new motor will be available in passenger-spec double-cab derivatives.
However, in July 2025, GWM SA rolled out 2 more derivatives, each employing the more accessible LS grade. The GWM P300 2.4TD LS 4×2 9AT is priced at R529 900, while the GWM P300 2.4TD LS 4×4 9AT kicks off at R579 900.
As a reminder, the older 2.0-litre oil-burning mill makes 120 kW and 400 Nm, while the new 2.4-litre (likewise 4-cylinder) turbodiesel engine generates peak outputs of 135 kW and 480 Nm, with drive delivered via a 9-speed automatic transmission rather than the 8-speeder mated to the smaller-capacity engine.
The P300 wears the “Poer” badge in China (and the “Cannon” nameplate in Australia).
Claimed consumption comes in at 7.4 L/100 km in the case of the P300 2.4TD 4×2, with this figure rising to 8.0 L/100 km for the 4×4 version and further still to 8.2 L/100 km for the likewise all-paw LTD. The 4×2 drivetrain is rated to tow 3 000 kg (braked), while the 4×4 version boasts a braked towing capacity of 3 500 kg.
The new LS trim level comes with items such as 18-inch alloy wheels, LED headlamps, roof rails, fixed sidesteps, an electric-lock tailgate, tyre-pressure monitoring, 6 airbags, keyless entry, push-button start, automatic air-conditioning, a 12.3-inch touchscreen, a reverse-view camera, wireless smartphone charging, a 6-speaker sound system and a 7-inch digital instrument cluster.
The LS grade joined the P300 range in July 2025.
The LT grade adds features such as leather upholstery, a 6-way electrically adjustable driver’s seat (with 4-way adjustment for the front passenger), front-seat heaters, adaptive cruise control, an electro-chromatic rearview mirror, a sunroof and various driver-assistance features.
What about the P300 LTD? Well, this flagship off-road-ready derivative boasts extra items such as an oil-cooling fan, front-and-rear electronically controlled diff locks, a front winch, a snorkel, added underbody protection, front-seat ventilation and a front-centre airbag (for a total of 7). However, it seems to stick with the styling of the outgoing P-Series version.
The P300 LTD appears to inherit the styling of the outgoing P-Series LTD.
Compared with the outgoing P-Series, the P300 LT features a new grille design, along with a restyled front bumper housing updated foglamps. The wheel-arch extensions, too, have been tweaked. Inside, the revised bakkie gains a freestanding 7-inch colour LCD instrument cluster and the aforementioned 12.3-inch touchscreen (as opposed to the old integrated 9-inch item) that likewise sits proud of the facia.
To refresh your memory, the P-Series range launched in Mzansi in December 2020. The outgoing line-up comprises 17 derivatives (4 single cabs, 8 “commercial” double cabs and 5 “passenger” double cabs) – if you don’t count the trio of P500 variants, that is – with pricing running from R413 050 to R694 950.
Note the new infotainment screen.
While this bakkie wears the “Poer” badge in China and the “Cannon” nameplate in Australia, it has been known as the P-Series in South Africa since launch. However, with this mid-cycle update, GWM has seemingly opted to switch to the “P300” moniker, positioning the updated model below the larger P500.
In 2024, local registrations of the GWM P-Series slid 18.0% year on year to 3 659 units, seeing the Chinese-made bakkie drop a place to 8th. The firm’s local division will be hoping both this fresh P300 2.4TD engine option and the likewise updated remainder of the range (which should follow at a later stage) help to grow sales in 2025.
*Article originally published on 30 January 2025 and updated in February and July 2025.
How much does the new GWM P300 2.4TD cost in SA?
GWM P300 2.4TD DC LS 4×2 9AT – R529 900
GWM P300 2.4TD DC LS 4×4 9AT – R579 900
GWM P300 2.4TD DC LT 4×2 9AT – R599 900
GWM P300 2.4TD DC LT 4×4 9AT – R649 900
GWM P300 2.4TD DC LTD 4×4 9AT – R699 900
The prices above include GWM South Africa’s recently launched 7-year/200 000 km warranty and a 7-year/75 000 km service plan.
Mazda Southern Africa recently upgraded the standard equipment list of its Mazda CX-30 boutique crossover range. Here’s a summary of the derivatives and what they cost.
“With a solid base of standard features, this latest update (to the Mazda CX-30) ensures customers have a variety of choices across the range,” a Mazda Southern Africa spokesman was quoted as saying.
All CX-30 “Editions” are powered by a 2.0-litre 4-cylinder petrol engine, which delivers peak outputs of 121 kW and 213 Nm of torque, and is mated with a 6-speed automatic transmission.
2.0 Active Edition
All Mazda CX-30 derivatives feature LED headlamps, 16-inch alloy wheels, Mazda i-Stop, a leather-trimmed ‘wheel and transmission lever, push-button start, auto headlamps and -wipers, a head-up display, auto-dipping rear-view mirror, cruise control, auto folding mirrors and electronic parking brake.
All variants, including the entry-level 2.0 Active Edition, now feature a 10.25-inch infotainment screen (with touch functionality when the car is stationary, plus Android Auto and wireless Apple CarPlay), while the standard 8-speaker audio system is supplemented by a pair of USB (type C) ports.
2.0 Dynamic Edition
Beyond the tech upgrades to the 2.0 Active Edition, the 2.0 Dynamic Edition comes with 18-inch alloys, daytime running lights, parking sensors, smart keyless entry, dual-zone climate control, steering-wheel-mounted shift paddles, a wireless charging pad, a reverse-view camera and rear air vents.
2.0 Carbon Edition
The 2.0 Carbon Edition can be distinguished by black metallic 18-inch alloy wheels and matching side-mirror caps, while the cabin has red contrast stitching, a sunroof and an electrically operated tailgate.
2.0 Individual Edition
Like the 2.0 Carbon Edition, the range-topping 2.0 Individual Edition is also adorned with black metallic 18-inch alloy wheels and side mirrors, but additionally features what Mazda Southern Africa describes as a “retro sports” interior trimmed in black and terracotta suede and faux-leather combination upholstery.
Other notable standard equipment in the 2.0 Individual Edition (over the 2.0 Carbon Edition) include an 8-way power adjustable driver’s seat (including lumbar and with memory function), a 12-speaker Bose audio system, a frameless rear-view mirror, a blind-spot monitor as well as rear cross-traffic alert.
Safety equipment for the range includes dual front-, side- and curtain airbags, ABS with EBA and EBD, dynamic stability control, hill-hold assist, auto door lock and child-seat anchor points (ISOfix).
Watch Ciro De Siena’s video review of the 2021 Mazda CX-30
What engine is available in the Mazda CX-30 in South Africa?
The Mazda CX-30 in South Africa is powered by a 2.0-litre, naturally aspirated Skyactiv-G petrol engine. This engine produces 121 kW of power and 213 Nm of torque and is exclusively paired with a 6-speed automatic transmission across all models.
Is the Mazda CX-30 an SUV or a hatchback?
The Mazda CX-30 is a compact crossover. It is positioned between the CX-3 and the CX-5 in Mazda’s SUV lineup. While it shares its platform with the Mazda3 hatchback, it offers a higher ground clearance and a more rugged body style, making it a distinct crossover model.
What is the safety rating of the Mazda CX-30?
The Mazda CX-30 has a 5-star Euro NCAP safety rating. It scored highly in tests for adult and child occupant protection. Standard safety features include seven airbags (including a driver’s knee airbag), ABS with EBD, and Dynamic Stability Control. Higher-end models also feature a range of advanced driver-assistance systems.
What are the different models of the Mazda CX-30 available in South Africa?
The Mazda CX-30 is available in several trim levels, including the Active, Dynamic, Carbon Edition, and Individual. Each model comes with a progressive list of standard features, with the top-of-the-range Individual model offering premium equipment like a 12-speaker Bose sound system and additional driver-assist technologies.
Ford SA recalls EcoSport, Puma, Everest and Ranger
Ford has issued safety recalls for over 5 700 vehicles in Southern Africa, with the EcoSport, Puma, Everest and Ranger all affected. Here’s what you need to know…
Ford Motor Company of Southern Africa has issued safety recalls for certain versions of the EcoSport, Puma, Everest and Ranger, with as many as 5 718 units affected in total.
The Blue Oval brand says its recall action for the since-discontinued EcoSport involves some 2 872 units, 2 806 of which were sold in South Africa (along with 25 units in Botswana and 41 in Namibia). Built between April 2021 and July 2022, Ford says the front half shafts in affected vehicles “may not have been fully inserted into the transmission during assembly, creating the potential for the half shaft to disengage from the transmission”.
“If the half shaft disengages, there is a possibility of loss of engine power while driving. It may also result in a vehicle rollaway when the vehicle is placed in ‘Park’ without the park brake being applied. Both conditions increase the risk of an accident,” the Dearborn-based automaker’s local division said in a statement.
Meanwhile, 1 796 units of the Puma (1 775 sold in SA, along with 6 units in Botswana, 13 in Namibia and 2 in Swaziland) built between November 2021 and September 2024 have also been recalled. The company says it has “become aware of a number of Ford Puma vehicles where a fuel line may rub against a bracket, damaging the fuel line”.
“Over time, the fuel line damage may result in a fuel leak. This potential issue may result in an engine stall or, in the presence of an ignition source, a fire. Owners may notice fuel odour, fuel leaking beneath the vehicle, or smoke from fuel on a hot surface.”
The third safety recall relates to certain Ranger and Everest derivatives fitted with 3.0-litre V6 turbodiesel engines. Ford says there is “a possibility that the left-side camshaft sprocket” in the affected vehicles (built between June 2022 and March 2025) may “fracture, causing the engine to stall. An engine stall without warning increases the risk of an accident”.
In total, 1 050 units of the V6-powered Ranger and Everest are included in this recall, with 995 units having been sold in SA, 17 in Botswana, 34 in Namibia and 4 in Swaziland. The Ranger accounts for 571 units (534 in SA, 10 in Botswana, 24 in Namibia and 3 in Swaziland), while the Everest accounts for the remaining 479 units (461 in SA, 7 in Botswana, 10 in Namibia and a single example in Swaziland).
In each case, Ford says it’s “contacting affected customers and advising them to contact their preferred dealer to schedule an appointment. The dealer will inspect the vehicle and carry out the necessary repairs. This service will be performed on all affected vehicles at no charge to the customer”.
The Blue Oval brand furthermore suggests customers check if their vehicle is affected (by these or any other recalls), by entering their VIN at the following link: www.ford.co.za/owner/recalls/. They are also encouraged to call Ford’s “Customer Relationship Resolution Centre” on 0860 011 022 (or +2712 843 5824, in the case of international callers) or email them on [email protected] should they have any queries.
Chinese firm GWM is pushing ahead with plans to enter the supercar segment, releasing a teaser image of a low-slung – and potentially V8-powered – contender…
GWM’s first supercar is still very much on the cards. In fact, the Chinese automaker has released a fresh teaser image showing various company executives posing alongside the upcoming supercar (the latter hidden under a cover, of course).
The image was originally posted by GWM Chairman Wei Jianjun (also known as Jack Wey) on Chinese social-media platform Weibo. However, the brand has since also shared the shot on its global Facebook and X pages, along with the caption: “GWM enters luxury supercar arena”.
Released to celebrate Wei Jianjun’s 35th anniversary as GWM chairman, the teaser image gives us an early look at the long, low-slung contender, which has reportedly been in development since 2021. So, what will power this seemingly mid-engined model?
Well, GWM surprised Auto Shanghai 2025 showgoers in April 2025 by revealing a new twin-turbo 4.0-litre V8 petrol engine, complete with plug-in hybrid system. This 8-cylinder mill (supplemented by an electric motor or 2) seems the most likely candidate to power the as-yet-unnamed supercar, though nothing is yet official.
This powertrain’s outputs – and indeed any other technical specifications – have yet to be released, while it’s also unclear what the new supercar will be called. That said, according to CarNewsChina.com, GWM will soon launch a new high-end sub-brand called “Confidence Auto”, with the supercar likely to serve as this marque’s flagship product.
According to the Chinese publication, the new GWM contender will serve as a rival of sorts to BYD’s Yangwang U9, though that model is a fully electric supercar generating a whopping 960 kW courtesy of 4 electric motors. BYD claims the U9 is capable of completing the 0-100 kph sprint in just 2.4 seconds.
Look out for more details on GWM’s upcoming supercar later in the year…
Porsche 911 (993) Carrera RS vs (991.1) GT3 RS: Classic Comparison
New or old? It is a choice many of us dream about when considering a sportscar. We drive an air-cooled, 993-series 911 Carrera RS and a much more recent 991-series 911 GT3 RS back to back, but which machine leaves the biggest impression?
It is quite a sight, isn’t it? A previous-generation Porsche 911 GT3 RS is parked next to an example of what is currently one of the most sought-after RS models, the 993-series 911 Carrera RS.
IMAGES: Rob Till
The values of most air-cooled 911s, and many other classic Porsches for that matter, may have levelled off lately, but they remain high. This situation has created a challenge for would-be 911 buyers: whether to opt for a modern water-cooled 911 or a classic air-cooled derivative. Ultimately, the decision depends on your needs and intended use for the car. Some decisions might be particularly difficult in this regard.
Most Porsche 911 RS models have increased in value over the past 10 to 15 years, and the 993-series 911 Carrera RS is no exception. These top-tier Porsche 911s are separated by 20 years – an almost light-year leap in automotive development. But which one should you consider, and how do their respective driving experiences differ from behind the wheel?
Neither of these white RSs is a garage queen. The day before their keys were handed to me, both cars were taken to Kyalami Grand Prix Circuit in Johannesburg, South Africa, to be enjoyed by their owner. The Porsche (991.1) 911 GT3 RS was acquired more recently, but he purchased the 911 (993) Carrera RS more than a decade ago. Today, we are heading for Red Star Raceway.
My adoration for the Porsche 911 (993) Carrera RS goes back to my teenage years, when I was thoroughly fascinated by “all things 993”, especially those versions adorned with enlarged wings.
Piloting the air-cooled 911 Carrera RS
As I climb into the 911 (993) Carrera RS, the environment immediately feels familiar, akin to any 911 from the ’80s or ’90s. The cabin is snug, the steering column is non-adjustable, and the 5 instrument dials are present and correct.
The driver’s seat firmly supports your upper legs and hips, and even hugs your shoulders slightly. Pull the lever beneath your seat to move to your desired distance from the steering wheel, and voilà, you have your perfect driving position.
On the motorway, as we make our way to the track, I am immediately impressed by the 911 Carrera RS’s ride quality. It is, in fact, very well damped, unlike some modern performance cars. Even at an indicated 120 kph, I can easily converse with my passenger while the RS’s rev needle hovers at 3 000 rpm.
On arrival at the track, we prioritise the photoshoot. It also gives me time to take in the details of both RS models and to discuss them with their owner.
Some of the weight-saving measures Porsche implemented with the 911 (993) Carrera RS include the removal of most sound insulation materials, replacing the bonnet with an aluminium one, and fitting thinner glass for the side and rear windows.
The increased engine capacity was achieved by enlarging the bore from 100 to 102 mm; engine size is now up to 3.8 litres. Overall power increased only to 221 kW – marginally more than the 203 and 212 kW generated by the base 911 (993) Carreras produced between 1994 and 1998.
Thirty minutes later, when a gaggle of racing motorcycles returns to the pits from their final outing, I point the RS’s nose onto the track’s smooth asphalt.
According to the owner, the car had a hard life before he bought it, so he has fixed and restored various parts. Surprisingly, the car feels solid from behind the wheel, with no rattles or noises coming from any part of the vehicle, even though it’s well over 20 years old and has clocked up more than 56 000 km.
The gearbox operates smoothly; each gear engages with minimal effort. You are never in doubt about which gear you are in, nor which one you should select next.
As I settle into a rhythm with the car’s handling, I am reminded of how nimble these earlier 911 models are, particularly these lightened 993s. Look, 221 kW is not a mammoth power output, but as Porsche has removed 100 kg compared to the base 911 (993) Carrera 2, the car weighs in at only 1 270 kg.
As a result, whether you’re turning in or applying power mid-corner, the 933-series 911 Carrera RS never feels intimidating to pilot. The placement of the brake pedal – almost in line with the throttle when already pressed – further encourages a heel-and-toe technique.
After a while, I gradually gain more confidence, only to realise that the old car’s grip is not quite as high as I had anticipated. This could partly be due to our privilege of driving dynamically superior modern sportscars almost each month; nevertheless, it is an enlightening experience.
However, it remains a sensitive machine, and you can sense that, if you are deliberately over-eager with the throttle through a corner, the rear wheels will break traction. Yet, on this tight circuit, with its relatively slow corner speeds, the 993 surprised me with its breadth of capability and the joy it offers the driver.
Moving into the 911 (991) GT3 RS
Stepping from “the 993” into “the 991” requires more than just a few physical steps; it requires a mental adjustment. The 991.1 generation’s footprint is larger than the 993’s, and the cabin is notably roomier.
The GT3 RS’ exterior is dominated by the massive rear wing, a prominent front splitter, and those track-inspired cuts in the front wheel arches, making this one of the least graceful 911 road cars of all time.
However, if you understand and appreciate the Zuffenhausen-based marque’s race- and track-focused cars both past and present, the intense stance of the 991.1-series RS’ stance will speak to you.
The modern RS interior is more user-friendly and accommodating than that of the ’90s RS. The car isn’t built for touring, but you feel as though you could easily spend several hours behind the Porsche’s helm. All the contemporary luxuries are available, most notably an automatic dual-clutch (PDK) transmission. The steering wheel and supportive bucket seat are perfectly positioned for my driving style.
I move the PDK lever to D, and with a gentle press of my right foot, the 911 (991.1) GT3 RS makes its way onto the track. As the owner has already completed a few laps, the powertrain’s fluids are still at optimal temperature. I select second gear and lean on the accelerator pedal.
With zero hesitation from the engine, I watch the rev needle swing toward 7 000 rpm as the GT3 RS piles into the first corner. The steel brakes work quickly and decisively, with decent feedback, while the front tyres bite as I turn in. It must be said, the whole car feels more solid and planted than its 993 forebear.
A longer straight beckons, and I keep my foot pinned to the floor. Seven thousand revs turn to eight, and then, approximately 200 rpm before the needle brushes the 9 000-rpm mark, I pull the right paddle to shift up. The intensity of the engine truly shapes the driving experience.
You might think that, as the flat-6’s pistons have increased in diameter over the years, the motor would be less rev-happy, but thanks to ceaseless research and development, that is fortunately not the case.
I soon begin to trust the Porsche 911 (991.1) GT3 RS’ massive 265/35 ZR20 front and 325/30 ZR21 rear tyres, marvelling at the level of grip that they provide. There are no high-speed corners here, which is a slight injustice to this modern RS, but even in these 2nd-gear bends, the machine feels phenomenal.
While you need to work the 993-series 911 Carrera RS hard by using all 3 pedals to get the most from a corner, with the 991.1-series RS, it is not, in fact, any easier. As the speeds – at the braking point, the apex, and corner exit – are so much higher, you must recalibrate your thinking in this 368-kW car.
If you leave the PDK to its own devices, it allows you to focus on your braking points and manage grip levels through accelerator-pedal and steering inputs.
After several laps, during which I spun the engine to 8 800 rpm on several occasions, I pulled into our parking spot. I hopped out, took out my phone and photographed the 2 cars side by side – I fanboyed.
Verdict
However, my hands were shaking slightly, which hadn’t happened for quite a while. Maybe I’d been a bit nervous because the 911 (991.1) GT3 RS was privately owned, but it was challenging – and exhilarating – to drive the car quickly. It demanded far more of my concentration than the 911 (993) Carrera RS did.
You might assume the GT3 RS is the model to choose if you are fortunate enough to afford a car in its price bracket. Indeed, the 991.1-series RS can be used for adrenaline-fuelled track outings, and not only in your local area – if you pack a weekend bag or two, the Porsche will facilitate memorable road trips.
However, the same, to a certain extent, can be said of the 911 (993) Carrera RS. Some drivers may find the older car easier to master when approaching the limits of its performance envelope, because everything happens more slowly, and you receive more feedback from every aspect of the vehicle.
It is more compact, has a manual gearbox, and remains truer to the original Porsche 911 philosophy. For once, I am not jumping the “993 bandwagon”, but after I drove the 993-series 911 Carrera RS for the first time, I came away pleasantly surprised: what an honest sportscar it is!
What a privilege it must be not to have to choose between these 2 machines; just imagine having both these models – each representing the hallowed RS pedigree of their respective eras – in your garage!
Join Ciro De Siena and Kaalvoet Swys as they put the all-new BYD Shark 6 and award-winning Ford Ranger Raptor through a rigorous off-road test in the Western Cape.
This head-to-head video delves deep into what makes the BYD Shark and Ranger Raptor bakkie unique, how their tech translates into real-world off-road ability, and which one tackles tough 4×4 obstacles best.
The action unfolds at a specialist 4×4 facility in the Western Cape, where expert guide Kaalvoet Swys (Francois Marais, pictured right) coaches Ciro through a demanding suite of off-road challenges – steep hill descents, wheel-articulation obstacles, tricky side slopes, breakover tests, and water crossings.
The Contenders:
BYD Shark 6 Premium AWD
Powertrain: 1.5-litre 4-cylinder turbopetrol engine + dual electric motors (PHEV)
Throughout the episode, Ciro and Swys challenge both bakkies with:
Steep Hill Descents: Assessing hill descent control and throttle modulation—showcasing electric precision from the BYD Shark and robust mechanical grip from the Ranger Raptor.
Articulation Obstacles: Suspension flex and traction control strategies under real duress.
Tight Turning Circles: A nod to the practicalities of manoeuvring big bakkies in tight quarters.
Water Crossings: Real-world wading, with both machines exploiting their impressive depth ratings.
Side Slopes and Breakover Tests: Putting approach, departure, and breakover angles to the test on challenging terrain.
Ciro (below, left) and Swys candidly discuss where each bakkie excels, from the Ranger Raptor’s stability and mechanical diff locks to the Shark 6’s innovative use of electric motors for off-road control.
Special attention is given to the BYD Shark’s innovative battery architecture and how it influences the Chinese bakkie’s on-trail composure and safety during water crossings and rocky sections.
Why This Test Matters
This off-road comparison is about more than numbers. It’s a real-world look at how next-gen electrified tech stacks up against the tried-and-tested mechanical hardware of the acclaimed Ranger Raptor.
