How New Car Taxes Drive up SA Vehicle Prices

Taxes contribute substantially to new-vehicle prices. Rising production and shipping costs – plus a weak exchange rate – make cars more expensive, but they’re not the only reasons. A significant portion of the cost of a new car is due to the taxes applied to it!

“Two things in life are certain: death and taxes.” Benjamin Franklin wrote that in 1789, and the debate continues both locally and internationally about how these taxes are used.

If we received a monetary tip every time someone commented on our new-car content, saying new cars “are overpriced” or “too expensive,” we might all afford to retire early.

Inflation is a fact of life and unavoidable, but taxes and duties on vehicles, which consumers ultimately pay, are a major factor in the cost of new cars.

Other costs are also built into the showroom price (a topic for another day), but this article focuses purely on the taxes and duties that influence new-car prices in South Africa.

Peugeot 2008

New Car Taxes in South Africa

Several taxes affect the purchase price of new vehicles. These include:

  • Value Added Tax (VAT)
  • Import duties
  • Ad valorem excise duty (luxury tax)
  • Carbon tax (for internal-combustion engine vehicles)
  • Tyre levy

There are also operational taxes such as the Road Accident Fund (part of the fuel levy) and licensing fees, but this article focuses only on the purchase-related taxes paid upfront when buying a new car.

New car taxes summary

Tax/DutyRate/ApplicationApplies to EVs?Notes
VAT15% on ATV (Customs Value + 10% + Duties)YesApplied to the total value, including duties.
Import Duty25% standard; 18% EU; 0% SADCYesHigher for EVs than some ICE vehicles; rebates possible under APDP2 via export credits.
Ad Valorem0.75–30% based on price (starts ~R250,000)YesLuxury tax; rates increase with vehicle price. Threshold has not kept pace with inflation.
Carbon TaxR146/g CO₂/km (passenger >95g); R195/g CO₂/km (double-cabs >175g)NoEVs are exempt from this emissions-based levy.
Tyre LevyR2.30/kgYesEnvironmental levy on new tyres.
Customs/Port FeesVariable (hundreds to thousands of rands)YesAdditional costs related to import processing.

Value Added Tax (VAT)

Value Added Tax (VAT) is a consumption tax charged at 15% in South Africa. For imported vehicles, VAT is not simply applied to the invoice value. Instead, it is calculated on what is known as the Added Tax Value (ATV) to ensure that importers cannot undervalue vehicles to reduce tax liability.

The Added Tax Value (ATV) forms the base for VAT calculation and is determined by adding the following components:

  1. Customs Value of the vehicle: The Free on Board (FOB) value of the vehicle as assessed by customs authorities.
  2. A 10% uplift (markup) on the Customs Value: Applied to vehicles imported from outside the Southern African Customs Union (SACU).
  3. Any Total Non-Rebated Duties: Includes import duty and other specific vehicle taxes that must be included before VAT is calculated.

How to calculate the VAT Payable on a new imported vehicle:

First, calculate the Added Tax Value (ATV):

ATV = Customs Value + (10% × Customs Value) + Total Non-Rebated Duties

Then, calculate the VAT Payable using the standard 15% rate:

VAT Payable = ATV × 15%

Example Calculation:

For a vehicle with a Customs Value of R300 000, and assuming an import duty of 25%, which makes the Total Non-Rebated Duties R75 000 for this particular example:

  1. Calculate Added Tax Value (ATV): R300 000 + (10% × R300 000 ) + R75 000 = R405 000
  2. Calculate VAT Payable: 15% of R405 000 = R60 750

Therefore, for this example, the VAT Payable would be R60 750.

Import Duty

Importers of non-EU-produced models are subject to a 25% import duty.

Import duty is a tax applied to the CIF value (Cost, Insurance, and Freight) of the vehicle. It is intended both to protect local manufacturing and to generate revenue for the state.

The standard rates are:

  • Passenger cars and SUVs: 25%
  • EU origin: 18% (through trade agreements)
  • SADC origin: 0% (if local content requirements are met)
  • Commercial vehicles: 20% (12% if imported from the EU)
  • Electric Vehicles (EVs): 25% currently. (While there have been proposals to reduce this to around 18%, these have not yet been implemented.)

Certain automotive manufacturers may qualify for rebates through the Automotive Production Development Programme (APDP2). These rebates – often referred to as export credits – can reduce the effective import duty rate to between 5% and 10%.

However, these savings are typically reflected indirectly in final pricing and may not always be passed on in full to the consumer.

How to calculate Import Duty on a new imported vehicle:

Scenario: A passenger vehicle with a CIF value of R300 000, imported from outside the EU or SADC.

Import Duty = 25% × R300 000

Therefore, R75 000 is included in the Added Tax Value (ATV) when calculating VAT.

Ad Valorem Excise Duty (Luxury Tax)

New car taxes luxury
Ad valorem threshold hasn’t kept pace with inflation, which is why this humble Vivo is taxed as a luxury car.

The Ad Valorem excise duty (also called the luxury tax) is applied to vehicles deemed non-essential or luxury items. It is calculated based on the vehicle’s recommended retail price (excluding VAT, and less 20%).

This tax is progressive, meaning higher-priced vehicles are taxed at higher rates. The rate ranges from 0.75% up to a maximum of 30%.

A key point is that the R250 000 threshold, above which this tax applies, has not been adjusted for inflation. As a result, even relatively affordable vehicles can be subject to this luxury tax.

Ad Valorem Duty Formula:

Rate (%) = [(0.00003 × A) – 0.75], where A = Retail price (excl. VAT) minus 20%

Example: For a vehicle with a recommended retail price of R900 000 (excl. VAT):

Calculate A = R900 000 – (20% × R900 000) = R720 000
Calculate Ad Valorem rate = [(0.00003 × R720 000) – 0.75]% = [21.6 – 0.75]% = 20.85%
Calculate Ad Valorem duty = R900 000 × 20.85% = R187 650.

In this example, the ad valorem duty payable would be R187 650.

Carbon Tax

New car taxes carbon

The Carbon Tax is an environmental levy applied to new internal-combustion engine (ICE) vehicles based on their CO₂ emissions. The purpose is to encourage manufacturers and consumers to choose more fuel-efficient, lower-emission vehicles and to support efforts to reduce greenhouse gas emissions.

It applies to both locally manufactured and imported ICE vehicles. Note, however, that Electric Vehicles (EVs) and most petrol-electric hybrid derivatives are exempt from Carbon Tax.

Carbon Tax rates for cars and double-cabs:

  • Passenger vehicles: R146 per gram of CO₂/km above 95 g/km.
  • Double-cab bakkies: R195 per gram of CO₂/km above 175 g/km.

Example Carbon Tax Calculation

Example Vehicle Emissions: 150 g CO₂/km (passenger vehicle).

Step 1: Determine taxable grams

150 – 95 = 55 g/km

Step 2: Calculate Carbon Tax

55 × R146 = R8 030

In this example, the carbon tax payable would be R8 030.

Tyre Levy

New car taxes tyres

Yes, there’s a tax on new tyres. The tyre levy is an environmental charge designed to help fund the management and recycling of waste tyres. It is applied based on the weight of new tyres fitted to the vehicle.

Current Tyre Levy in South Africa:

  • R2.30 per kilogram of tyre weight.

Example Tyre Levy Calculation

Example: A vehicle fitted with four new tyres weighing 10 kg each (total of 40 kg).

40 kg × R2.30 = R92

In this example, the tyre levy payable would be R92.

Customs / Port Fees

In addition to the formal taxes and levies, there are customs processing and port charges associated with importing vehicles.

These costs are variable and can range from hundreds to several thousand rands, depending on the shipment, handling fees, and logistics providers. While they are generally smaller relative to the other taxes described here, they still contribute to the final landed cost of an imported vehicle.

New car taxes export

How much will you pay?

Understanding the individual taxes is helpful, but the real impact is seen when you add them all together. Below are illustrative worked examples showing how these taxes can accumulate on typical vehicles.

Example 1: Internal Combustion Engine (ICE) Vehicle

Assumed Retail Price: ~R500 000

Components:

  • Import Duty (25%):
    R500 000 × 25% = R125 000
  • Ad Valorem Duty (approx. 20.85%):
    ~R104 250 (as calculated in the earlier example)
  • VAT (15% on ATV):
    ~R91 375 (using the validated ATV formula with duties included)
  • Carbon Tax:
    ~R8 000–R15 000 (depending on actual emissions)
  • Tyre Levy:
    ~R100–R200 (based on tyre weight)

The Estimated Total Tax Burden is approximately R328 725–R335 825.

This can represent 65–67% of the retail price when all purchase taxes are included.

Pricing for the GWM Ora 03 model begins just under R700 000 (July 2025).

Example 2: Electric Vehicle (EV)

Assumed Retail Price: ~R700,000

Components:

  • Import Duty (25%):
    R700 000 × 25% = R175 000
  • Ad Valorem Duty (approx. 17%):
    ~R119 000 (based on the validated formula)
  • VAT (15% on ATV):
    ~R131 250 (with correct ATV calculation)
  • Tyre Levy:
    ~R100–R200

Carbon Tax:

Not applicable (EVs are exempt).

The Estimated Total Tax Burden is approximately R425 350–R425 450.

This equates to roughly 61% of the retail price.

If you’re researching new or used vehicles, it helps to be aware of how these car taxes impact the final price. Understanding the full cost breakdown is one way to shop smarter, and plan your budget realistically when considering your next vehicle purchase.

Want to buy a new or used vehicle? Browse cars for sale

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Disclaimer: While every effort has been made to ensure the accuracy of the tax rates, thresholds, and calculations in this article, these are based on the latest publicly available legislation and SARS guidance as of July 2025. Tax rates and regulations are subject to change. Readers are advised to consult the SARS website or professional advisors for the most current info before making purchasing decisions.

BYD Dolphin review – Is this SA’s Best-Value EV?

With high asking prices being the main barrier to electric vehicle ownership in South Africa, the BYD Dolphin has entered the market as the country’s most affordable EV. Ciro De Siena investigates whether this new contender can deliver on its promise.

So, what does the (more) budget-friendly BYD Dolphin all-electric hatchback offer? This video offers some insights that will be useful for anyone curious about making the transition to electric mobility.

Ciro’s review focuses on the 2 BYD Dolphin variants available to local buyers. He introduces the Dynamic Standard Range, equipped with a 45 kWh battery, which made headlines with its price of R539 000.

He then contrasts this with a more powerful, more expensive Premium Extended Range variant that features a 60 kWh battery and a more potent electric motor, which is listed for R599 000 (July 2025).

New BYD Dolphin Specs & Prices in South Africa

For potential buyers, this breakdown is a crucial starting point, as it clarifies the different offerings and helps to manage expectations based on price point. Importantly, BYD expects to launch the Atto 1 (Dolphin Mini) in South Africa in September 2025 with an expected starting price of under R350 000!

See also: BYD Atto 1 (2025) Launch Review

The BYD Dolphin video review then moves into a detailed discussion of the driving experience, where Ciro shares his impressions on everything from the ride quality to the low cabin noise.

He highlights the car’s low centre of gravity, which gives it a fun, go-kart-like feel. However, he doesn’t shy away from a balanced critique, noting that the narrow, harder-compound tyres, which were fitted to maximise efficiency, can lead to a compromise in road holding, especially in wet conditions.

The BYD Dolphin‘s interior is another area of focus. Ciro praises the cabin for its surprisingly premium feel. He discusses how the cabin is trimmed in high-quality vegan leather, and a spec detail he notes as particularly suited to the South African climate is the inclusion of ventilated seats as standard.

A major talking point is the central infotainment screen, which can rotate from a landscape to a portrait orientation at the touch of a button. Ciro points out the rotating button on the centre console that serves as the transmission selector and finds it convenient when you need to make quick parking manoeuvres.

The practicality of the Dolphin is also examined, with Ciro highlighting that the BYD is genuinely spacious for a vehicle of its size, with excellent rear legroom and a flat floor that enhances passenger comfort.

While Ciro points out that the load bay is not the largest in its class, he demonstrates the BYD Dolphin‘s clever dual-level floor. With the rear seats upright, the total cargo capacity is 345 litres.

The floorboard is in a higher, conventional position by default, creating a hidden storage compartment underneath. It can be lowered to utilise the full depth of the load bay for taller items. With the rear seats folded down, the total utility space expands to a claimed 1 310 litres.

For those considering the switch to an EV, Ciro also addresses the practicalities of ownership. He highlights the Dynamic variant’s claimed range of about 340 km and its fast-charging capability: a 20-80% top-up takes just 20 to 25 minutes using a 60 kW DC charger.

He also provides a more realistic figure for home charging, noting that a 7.4 kW AC charger would take roughly 4 hours to achieve the same 20% to 80% charge.

Another particularly noteworthy feature is the Vehicle-to-Load (V2L) technology, which allows the BYD to power external devices. Ciro demonstrates this by running studio lights directly from the car, highlighting a clear benefit during the all-too-common loadshedding in South Africa.

Ciro also contextualises the BYD brand, which is a relatively new name in the local market, and explains that while the name may be unfamiliar to some consumers, BYD is a giant of the automotive industry.

He mentions that BYD has a massive footprint in Shenzhen and employs hundreds of thousands of people worldwide. He also reveals that BYD manufactures a range of products, from buses and trucks to forklifts, and even produces cell phone batteries for other major technology brands.

This background information helps to build confidence in the brand’s stability and engineering prowess.

Ultimately, the video provides a detailed overview of the BYD Dolphin, a car that challenges the notion that “new EVs are prohibitively expensive”. It offers a comprehensive and balanced look at a vehicle that blends a competitive price with a fun driving experience and a host of modern, practical features.

Find a new/used BYD model for sale on Cars.co.za

Look for a new/used BYD Dolphin listed on Cars.co.za

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SA’s 10 best-selling ladder-frame SUVs in 1st half of 2025

Which ladder-frame SUVs proved most popular with South African buyers in the first half of the year? We’ve sorted through the sales figures for H1 2025 to find out…

South Africa’s passenger-vehicle sales charts are dominated by budget hatchbacks and unibody crossovers. But what about proper ladder-frame SUVs? Which examples proved most popular with local buyers in the opening half of 2025?

Well, we’ve combed through the H1 2025 sales statistics to identify the local market’s 10 best-selling body-on-frame SUVs. Before we dive in, keep in mind that since Mercedes-Benz doesn’t report sales figures to Naamsa, we don’t know how many G-Class units were registered in H1 2025. And it’s the same case with Ineos and its Grenadier.

Fortuner and Jimny are still SA’s favourites

Toyota Fortuner
Toyota’s locally built Fortuner remains SA’s best-selling ladder-frame SUV.

Despite sales of the Toyota Fortuner dipping 14.7% year on year to 4 242 units, that total was more than enough to see the Prospecton-built stalwart remain Mzansi’s favourite ladder-frame SUV in H1 2025. For the record, the Fortuner ranked 15th overall in the passenger-vehicle race at the year’s midway point.

Interestingly, local registrations of the Suzuki Jimny – which is SA’s most affordable ladder-frame SUV, starting at R454 900 in 3-door form – likewise declined year on year, with the plucky little off-roader losing 11.2% to end the reporting period on 1 802 units. Still, it kept 2nd spot – just.

Prado grabs podium spot ahead of Everest

Ford Everest Wildtrak
Ford’s Everest narrowly missed out on a podium finish.

The Toyota Land Cruiser Prado registered the strongest gains in the top 5, with sales surging 57.4% year on year to 1 786 units. That put the J250-series SUV in 3rd place, a mere 16 units behind the far more affordable Jimny.

Meanwhile, the Ford Everest (+7.0% year on year to 1 728 units) grabbed 4th, finishing H1 2025 only 58 sales behind the Prado. The Toyota Land Cruiser 300 closed out the top 5, with local registrations growing 19.0% year on year to 913 units.

Isuzu MU-X builds as Tank 300 sales surge

Local sales of the GWM Tank 300 surged 156.7%, year on year.

The Isuzu MU-X – which benefitted from a facelift in May 2025 – improved its half-year tally by 38.9% compared to H1 2024, ending in 6th on 711 units. The Mahindra Scorpio-N was next in 7th place, gaining 16.5% year on year to finish this 6-month reporting period on 573 units.

However, the GWM Tank 300 posted the most robust growth in the top 10, with sales of this Chinese SUV rocketing 156.7% year on year to 516 units. Much of that improvement was likely thanks to the arrival of a turbodiesel powertrain late in the opening quarter of 2025.

New GX and LC70 Series make it 5 for Toyota

Lexus GX
The new Lexus GX has already made its mark.

Despite hitting the market as recently as March 2025, the new Lexus GX grabbed 9th place, with 196 units sold. This Prado-based SUV (featuring a twin-turbo V6 petrol engine) has already assumed the role of the Toyota-backed luxury brand’s top seller locally, year to date.

The Toyota Land Cruiser 70 Series SUV – including both the 76- and 78-badged wagons – took the final place in the top 10 as the 5th product from Toyota. In the end, sales of this model (likely dominated by the Land Cruiser 76 that is available with the Japanese firm’s 2.8-litre, 4-cylinder turbodiesel motor) increased 43.1% year on year to 181 units.

Mitsubishi Pajero Sport
Mitsubishi’s Pajero Sport didn’t manage to crack the top 10.

Fascinatingly, that meant there was no place in top 10 for the Mitsubishi Pajero Sport (162 units), Lexus LX (90 units), Jeep Wrangler (67 units), GWM Tank 500 (64 units), BAIC B40 Plus (41 units) and since-discontinued Nissan Patrol (11 units).

SA’s 10 best-selling ladder-frame SUVs of H1 2025

 VEHICLEH1 2025 SALESY-O-Y CHANGE
1Toyota Fortuner4 242 units-14.7%
2Suzuki Jimny1 802 units-11.2%
3Toyota Land Cruiser Prado1 786 units+57.4%
4Ford Everest1 728 units+7.0%
5Toyota Land Cruiser 300913 units+19.0%
6Isuzu MU-X711 units+38.9%
7Mahindra Scorpio-N573 units+16.5%
8GWM Tank 300516 units+156.7%
9Lexus GX196 unitsno H1 2024 data
10Toyota Land Cruiser 70 Series181 units+34.1%
*Table collated by Cars.co.za based on figures reported to Naamsa

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Nissan Navara Stealth (2025) Price & Specs

Nissan South Africa will soon add a pair of Navara Stealth double-cab bakkie derivatives to its line-up. Here’s what these locally built variants will cost you…

Remember the “Stealth” badge used on the Nissan Navara a few years back? Well, it’s making a comeback, with a pair of Navara Stealth double-cab derivatives set to launch in South Africa this week.

Arriving a little over 3 months after the Pro-4X Warrior flagship variant slotted in at the summit of the Rosslyn-built Navara portfolio, the Stealth – a nameplate last rolled out on the Navara in mid-2019 (and previously used on the since-departed NP200, too) – will be offered in both 4×2 and 4×4 guise.

Nissan Navara Stealth
The latest Navara Stealth was first shown at Nampo 2025.

First shown in Bothaville at Nampo 2025 back in May, the addition of these new Stealth offerings will see the local Navara range swell to 20 derivatives. From what we can tell, the Stealth is based on the “LE” specification.

According to our information, the Navara Stealth 4×2 will be priced from R695 200, while the Navara Stealth 4×4 will come in from R779 200. In each case, that represents a R35 000 premium over the equivalent LE derivative and sees the Stealth trim level slot in just below the “LE Plus” grade.

Nissan Navara Stealth
Note the extra black cladding and the move away from chrome grille surrounds.

So, what makes a Stealth? Well, the changes are largely cosmetic. For instance, the Stealth gains the same black 17-inch alloy wheels (wrapped in Dunlop AT25 tyres) as the Pro-2X and Pro-4X derivatives, along with chunky black cladding for the front bumper (the latter incidentally available as an accessory for standard models, priced at around R7 500). In addition, the grille surrounds have been “dechromed”, though the red Nissan badge on the black grille makes way for a matte silver version.

Other updates include the addition of black roof rails and a black Stealth-branded roll bar, while the side-mirror caps, exterior door handles and side steps also gain a dark finish. The exterior overhaul is rounded off by “Stealth” decals on the lower edge of the front doors as well as on the tailgate (which furthermore features black “Navara” lettering). Inside, this model gains a Stealth-branded carpet set.

Stealth badging, present and correct.

As a reminder, the LE grade includes items such as climate control, a touchscreen infotainment system, rear parking sensors, a reverse-view camera, keyless entry, rain-sensing wipers, automatic LED headlamps and 6 airbags. We’d expect these features – along with the 3 500 kg braked towing capacity and the payload (1 086 kg in the case of the 4×2 and 1 003 kg in the case of the 4×4) to carry over to the Stealth.

Under the bonnet, of course, nothing has changed. Both Stealth derivatives thus employ Nissan’s familiar 2.5-litre, 4-cylinder turbodiesel engine, which here delivers 140 kW and 450 Nm via a 7-speed automatic transmission as standard.

How much is the new Nissan Navara Stealth in SA?

Nissan Navara 2.5DDTI Double Cab Stealth 4×2 7AT – R695 200

Nissan Navara 2.5DDTI Double Cab Stealth 4×4 7AT – R779 200

The prices above include Nissan’s 6-year/150 000 km warranty and 6-year/90 000 km service plan.

Find a Nissan Navara on Cars.co.za!

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Hyundai Grand i10: Hatchback vs Sedan

The Hyundai Grand i10 hatchback and sedan differ in more ways than merely the shapes of their respective rear ends. Here are the key differences between these 2 body styles…

When the facelifted Hyundai Grand i10 range arrived in South Africa, it gained not only various updates but also the option of a second body style.

So, with the Indian-built budget model available in both hatchback and sedan guise, we set out to identify the key differences between these body shapes.

We’ll concentrate on the passenger-vehicle derivatives here, ignoring the Cargo-badged panel vans sold in the light-commercial vehicle (LCV) segment. At the time of writing, Hyundai Automotive SA’s Grand i10 passenger-car portfolio comprised 5 derivatives: 3 hatchbacks and 2 sedans.

Hyundai Grand i10 Hatchback vs Sedan: What’s the difference?

1. Exterior Dimensions and Styling

The Grand i10 hatchback measures 3 815 mm from front to back, while the sedan version is 180 mm longer at 3 995 mm. Both body styles share the same wheelbase (2 450 mm) and width (1 680 mm) but the sedan stands 10 mm taller at 1 520 mm. Hyundai lists a ground clearance of 157 mm in each case.

In terms of exterior styling, the two body styles employ distinct grille designs as well as markedly different daytime running light (DRL) signatures. As you’ve no doubt gleaned, the notchback sedan furthermore features a completely different rear end. In addition, Executive versions of the hatch can be specified with a black roof. This option is not offered on the saloon.

2. Luggage Space

Why might you consider the 4-door version of the Grand i10 over the hatchback? Well, the sedan boasts a claimed luggage space of 402 litres, besting its 5-door sibling (360 litres) by some 42 litres. However, keep in mind that the hatch comes with a foldable rear bench, which is split 60:40 in Executive derivatives. This added practicality frees up a claimed 910 litres of loading capacity.

Interior Colour Schemes

In terms of cabin colour schemes, the Grand i10 hatchback features an all-black affair. Meanwhile, the sedan offers a mix of black and light grey on the dashboard and inner door trim. Both interiors, however, come with black cloth seats, complete with red detailing. This crimson treatment is repeated on the air vents.

3. Engine and Gearbox Options

The Grand i10 hatchback is available in South Africa with either a 49 kW/94 Nm naturally aspirated 1.0-litre 3-cylinder petrol engine or a 61 kW/114 Nm naturally-aspirated 1.2-litre 4-cylinder petrol motor.

Meanwhile, the Grand i10 sedan is offered exclusively with the 1.2-litre, 4-cylinder engine. Transmission options for this larger engine include a 5-speed manual gearbox and a 4-speed torque-converter automatic transmission, regardless of body style.

4. Trim Levels

In SA, Hyundai sells the hatchback in both the Premium and Executive trim levels. The sedan, on the other hand, is available only in Executive form. This means the Grand i10 hatch has a lower starting price, making it more accessible to buyers at the lowest end of the new vehicle market.

Buy a used Hyundai Grand i10 on Cars.co.za!

See specification and pricing details for a new Hyundai Grand i10 on Cars.co.za

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Creative Rides Winter Auction set for July 12

More than 40 classic and collector cars, including European and American sportscars and South African motoring legends, will go under the hammer at the Creative Rides Winter Auction on Saturday, July 12, at the Creative Rides showroom in Bryanston.

A 1989 Porsche 911 Speedster – a car born from nostalgia and engineered for performance – will take centre stage at the Creative Rides Winter Auction. First previewed as a concept at the 1987 Frankfurt Motor Show, the Speedster hit production 2 years later as a radical reinterpretation of the 1955 original.

Featuring a lower-raked windscreen, minimalist soft top, and sculpted rear tonneau, the 911 Speedster blended heritage with cutting-edge engineering. It was powered by a 3.2-litre air-cooled flat-6 engine producing 184 kW at 6 100 rpm and 310 Nm at 4800 rpm – plus, of course, loads of Porsche character.

Only 2 104 911 Speedsters were produced globally in 1989, and just 139 in right-hand drive guise. This particular example – finished in Guards Red – is one of only 64 UK RHD units and the sole known example on the African continent. It’s a wide-bodied, factory Turbo-look car currently fitted with 964-series rear panels and RUF wheels, though the original bodywork is included. A unicorn for any collector.

But the rarities don’t stop there…

Also crossing the block is an exquisite 1958 Mercedes-Benz 220S Cabriolet, one of only 22 right-hand-drive factory-built units in existence.

Fresh from a full nut-and-bolt restoration, this cream-over-red stunner represents the pinnacle of post-war German craftsmanship and elegance, powered by a smooth 2.2-litre inline-6.

From across the channel comes the 1962 Jaguar E-Type Series 1, a matching-numbers “flat floor” coupe with a chassis number in the 500s, confirming it as one of the earliest production examples.

Watch Episode 1 of our SentiMETAL video series: A 400 000-mile Jaguar E-Type love affair

Fully restored and complete with original wire wheels, tool kit, and knock-off hammer, it’s a must-have for the serious Jaguar collector.

Among the most anticipated lots at the Creative Rides Winter Auction is an undisputed legend of the muscle car era – the 1969 Dodge Charger Hemi Restomod. A poster child for raw American power, it began life as a genuine 440 R/T and has been transformed into a no-limits modern muscle machine.

Now powered by a Chrysler HEMI V8 crate motor producing 477 kW and 829 Nm, it’s backed by an automatic transmission with overdrive, making it as capable on the road as it is ferocious on the throttle.

Coilover suspension, Wilwood disc brakes with Hydra Boost, and a quick-ratio steering rack modernise the drive, while a full custom exhaust system delivers an aggressive soundtrack. Inside, custom seats, a tailored cabin and modern audio round out this bold reimagining of a true American icon.

American flair comes in the form of a 1935 Ford V8 Roadster, lovingly restored and instantly recognisable thanks to its appearance in the 1979 film Arthur. Finished in a rich burgundy and powered by the famous flathead V8, this drop-top icon captures the spirit of pre-war Americana.

And beyond these showstoppers lies an incredible variety of collectable machines, including multiple classic Porsche 911s, BMW M performance models, as well as a cluster of South African legends: the Ford Capri Perana, Chevrolet Firenza CanAM, Ford Fairmont GT and Chevrolet SS.

Among the most anticipated lots is an original 1971 Ford Capri Perana V8, a car that earned its stripes on both the road and racetrack in the early ’70s.

Developed by the legendary Basil Green, the Perana V8 delivered Ferrari-level performance at a fraction of the price. It was claimed to bolt from zero to 100 kph in 6.7 seconds and top out at 228 kph.

The example on offer is BG No. 126, complete with matching chassis stampings, widened Rostyle wheels, and Basil Green’s signature cooling modifications.

Equally significant is the 1973 Chevrolet Firenza Can Am, one of only 100 homologation specials built to house the potent Z28 302ci V8 from Chevrolet’s Trans Am program. Developed by racing great Basil van Rooyen, the Can Am gave the Capri Perana fierce competition on South African tracks.

The example up for auction has a correct chassis plate and signature features like the aluminium rear wing and black-on-white paintwork, although it now houses a 350ci V8 motor. Original examples are nearly impossible to find, making this a once-in-a-generation opportunity for collectors.

Watch our video feature: ‘The little Chev with big muscle: Firenza Can Am’

Adding to the local flavour, the auction will also feature a 1972 Ford Fairmont GT and 1972 Chevrolet SS, which are both uniquely South African interpretations of Australian classics.

The Fairmont GT, based on the Australian Falcon GT, retains its original white paint, factory shaker hood scoop, chrome GT hubcaps, and has just 37 000 km indicated mileage on the clock.

Meanwhile, the bright-orange Chevrolet SS, based on the Holden Monaro GTS, features a 350ci V8 and an indicated mileage of 27 800 km, making it a prime example of South Africa’s V8 muscle-car heritage.

Rounding off the South African classics is a true gem: a 2010 Volkswagen Citi Golf Mk I LTD 003. This is Car No. 003 of the final 1 000-unit Citi Golf series, with only 29 km on the odometer.

With its heritage-linked GT stripes, Mk I alloys, and factory-fresh interior scent, this Citi Golf is a time capsule and an irresistible target for Volkswagen collectors. Cars No. 001 and 002 reside in the VW Museum in Wolfsburg and the Autopavilion in Uitenhage, leaving this one as the only privately available example from the trio.

Watch our VW Citi Golf 1.8i Review – Is this the best Citi Golf (Mk1) ever put on sale?

“The ingenuity of South African manufacturers during the ’70s and ’80s continues to amaze me. These cars were not only world-class for their time, but represent a unique blend of local heritage and global desirability,” said Creative Rides CEO Kevin Derrick. “From V8 muscle cars to homologation specials, we’re proud to present cars that are both historically significant and emotionally charged for collectors.”

Whether you’re looking for Euro pedigree, motorsport DNA, or locally celebrated heroes, the July 12 auction will offer something for every serious collector.

Don’t Miss the Winter Classic Auction Event

The Creative Rides Winter Auction kicks off at 11:00 AM on Saturday, July 12, at the company’s signature showroom in Main Road, Bryanston. For those unable to attend in person, the event will be streamed live on YouTube, offering collectors around the world a front-row seat to the action.

To register to bid, browse the full catalogue, or get more info, visit www.creativerides.co.za.

Find a classic or collectable car listed on Cars.co.za

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Fronx surges, Polo relegated: SA’s passenger-car sales in H1 2025

Which vehicles surged up South Africa’s passenger-car sales rankings for H1 2025 and which ones fell? We’ve crunched the numbers to identify the market’s winners and losers…

In the first half of 2025, sales in South Africa’s passenger-car segment increased 21.3% year on year to 196 100 units. So, which vehicles led the charge – and which ones slipped down the charts – in H1 2025?

Well, we’ve crunched the numbers for the opening half of the year, allowing us to identify Mzansi’s 15 best-selling passenger vehicles for this 6-month reporting period as well as track instances of year-on-year growth or decline. We’ve also noted any movement up or down the rankings (check out the table at the bottom of this article).

Made with Flourish

Interestingly, as many as 9 of the models that ranked in the top 15 in the opening half of 2025 were sourced from India (comfortably the top country of origin for light vehicles imported into Mzansi in 2024), while 4 were built here in South Africa and the remaining 2 shipped over from China.

Swift leapfrogs Polo Vivo and Corolla Cross

Suzuki’s Swift was SA’s best-selling passenger car in H1 2025.

The Suzuki Swift emerged as SA’s top-selling passenger vehicle in H1 2025, with sales of the Indian-built budget hatchback – which entered its current generation in the final quarter of 2024 – surging 37.9% year on year to 11 948 units. In the end, the Swift climbed 2 rankings to assume pole position going into the 2nd half of the year.

That meant the Volkswagen Polo Vivo had to settle for 2nd place, with local registrations of the Kariega-built hatchback slipping 3.6% year on year to 11 310 units (just 638 sales behind the Swift). Similarly, the Prospecton-made Toyota Corolla Cross – which was facelifted in early 2025 – fell a place to 3rd, with sales sliding 7.5% year on year to 9 576 units.

Grand i10 squeezes in ahead of Starlet hatch

Hyundai’s Grand i10 placed 4th in the passenger-car rankings.

Meanwhile, the Hyundai Grand i10 (excluding sales of panel-van derivatives in the light-commercial vehicle segment) gained 27.8% year on year to end H1 2025 on 7 836 units. As such, the Grand i10 climbed a place to 4th, pushing the Toyota Starlet (-3.3% year on year to 7 330 units) down a position to 5th.

The Chery Tiggo 4 Pro (also excluding LCV sales) was again the highest-ranked Chinese passenger vehicle, holding steady in 6th place. Tiggo 4 Pro sales increased 19.6% year on year to 7 297 units, though note Chery started including Tiggo Cross sales in its Tiggo 4 Pro figure from June 2025.

Fronx and Jolion post strongest growth in top 15

Haval Jolion Pro
Haval Jolion sales increased nearly 80% year on year in H1 2025.

While the Swift was the chief volume driver for its still-growing brand, the performance of the Suzuki Fronx should not be overlooked. In H1 2025, Fronx sales rocketed 162.8% year on year to 6 463 units – the most robust growth in the top 15 – seeing this crossover scale 12 places to 7th. Interestingly, the closely related Toyota Starlet Cross (5 195 units) ranked 9th, some 1 268 units behind.

The Haval Jolion registered the 2nd strongest instance of year-on-year growth in the top 15, gaining a whopping 79.5% to end H1 2025 on 6 385 units. That saw the Chinese crossover – which was refreshed in South Africa in mid-2024 – climb 2 positions to 8th.

Sonet returns to top 10 as Polo hatch is relegated

Volkswagen Polo to survive in Europe
VW’s locally built Polo hatch dropped out of the passenger-car top 10.

Mirroring the South Korean brand’s return to the list of SA’s 10 best-selling automakers in the first half of 2025, the Kia Sonet (excluding LCV sales) rose 3 rankings to squeeze back into the passenger-car top 10. In the end, Sonet sales soared 72.8% year on year to 4 930 units.

Things weren’t quite as rosy for the Volkswagen Polo hatchback, which found itself relegated from the top 10, slipping 4 places to 11th. For the record, local registrations of the Kariega-built hatchback fell 14.7% year on year to 4 809 units.

Ertiga and Urban Cruiser climb as Fortuner falls

Toyota’s Fortuner fell 7 places year on year to 15th.

Sales of the Suzuki Ertiga grew a considerable 53.8% year on year to 4 352 units, seeing the Indian-made MPV rise 2 rankings to 12th. Meanwhile, the Nissan Magnite (4 293 units, excluding LCV sales) suffered an 11.7% year-on-year decline, tumbling 4 places to 13th in the process.         

The Toyota Urban Cruiser moved up 2 positions to 14th on the back of a 56.2% year-on-year gain in sales to 4 247 units. Finally, the Prospecton-built Toyota Fortuner plunged 7 places to 15th, with local registrations of SA’s best-selling ladder-frame SUV sliding 14.7% year on year to 4 242 units. The Toyota Vitz (+8.8% to 3 549 units), Suzuki Baleno (-30.0% to 2 421 units) and Volkswagen T-Cross (+14.0% to 3 121 units) all dropped out of the top 15.

SA’s 15 best-selling passenger vehicles in H1 2025

 VehicleH1 2025 SALESY-O-Y CHANGERANKING CHANGE
1Suzuki Swift11 948 units+37.9%+2
2Volkswagen Polo Vivo11 310 units-3.6%-1
3Toyota Corolla Cross9 576 units-7.5%-1
4Hyundai Grand i10 (ex LCV)7 836 units+27.8%+1
5Toyota Starlet7 330 units-3.3%-1
6Chery Tiggo 4 Pro (ex LCV)7 297 units+19.6%unchanged
7Suzuki Fronx6 463 units+162.8%+12
8Haval Jolion6 385 units+79.5%+2
9Toyota Starlet Cross5 195 unitsno H1 2024 datano H1 2024 ranking
10Kia Sonet (ex LCV)4 930 units+72.8%+3
11Volkswagen Polo (hatch)4 809 units-14.7%-4
12Suzuki Ertiga4 352 units+53.8%+2
13Nissan Magnite (ex LCV)4 293 units-11.7%-4
14Toyota Urban Cruiser4 247 units+56.2%+2
15Toyota Fortuner4 242 units-14.7%-7
*Table collated by Cars.co.za based on figures reported to Naamsa

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Lamborghini Huracan STO vs Ferrari SF90 Spider: Classic Comparison

They come from a similar past, but step into the ring from opposite sides. We take the stripped-out, old-school Lamborghini Huracan STO for a drive to see how it compares with the more sophisticated, electrically assisted Ferrari SF90 Spider.

The crisp air accentuates the unmistakably piercing sound of a Lamborghini Huracan STO approaching, especially as there is little traffic in Franschhoek this early in the morning. While still revelling in the aural delight the STO provides, it dazzles me as it appears around the corner; its bright colours perfectly befit the din it creates. Moments later, the much smoother-sounding Ferrari SF90 Spider approaches.

For a moment, the Ferrari SF90 Spider might look understated compared with the sharp and angular Lamborghini Huracan STO, but its outright performance numbers will settle any bar fight.

Ferrari SF90 Spider (right) and Lamborghini Huracan STO rear decks close-up.

Both Ferrari and Lamborghini’s roots lie in V12 engines – V12s powered Enzo Ferrari’s road and race cars, while Ferruccio Lamborghini commissioned engineering firm Societa Autostart to design a V12, which would carry the name of its chief architect, (Giotto) Bizzarrini, to power his firm’s first car, the 350GT. 

Ferrari has stuck with this concept throughout its history, and so has Lamborghini. However, in the era of “downsizing for efficiency”, both companies now favour smaller, but still very high-performance engines.

The more outrageous of these 2 Italian exotics is undoubtedly the Huracan. Stripped out to the bare minimum (for a road car) and laced with performance-optimising tweaks, the STO is the pinnacle of the Sant’Agata firm’s super- (as opposed to hypercar) development since it launched the Gallardo in 2003.

Lamborghini Huracan STO (left), followed by a Ferrari SF90 Spider on Franschhoek Pass.

On the opposite side of the ring, Ferrari offers a different concept. In the shape of the SF90 (here in Spider form), we have a smaller-capacity turbocharged engine: a 4.0-litre V8 assisted by a complex hybrid system consisting of no fewer than 3 electric motors.

These add-ons boost the performance of the Ferrari SF90 to a monumental 735 kW and 800 Nm of torque; the Lamborghini Huracan STO offers 470 kW and 565 Nm, but it’s notably lighter than the silver Prancing Horse. This begs the question, just how different are these machines to drive?

Lamborghini‘s commitment to weight saving in the Huracan is very impressive. Take, for example, the engine cover. In true race car fashion, you unclip this louvred carbon-fibre part and completely remove it from the car. There are no hinges or fancy releases.

Specifications:

  • Model: Lamborghini Huracan STO 
  • Engine: 5.2-litre, V10, petrol
  • Power: 470 kW at 8 000 rpm
  • Torque: 565 Nm at 6 500 rpm
  • Gearbox: 4-speed automatic, RWD
  • Weight: 1 339 kg
  • 0-100 kph: 3.0 sec (claimed)
  • Top speed: 310 kph (claimed)

It has a large rear wing, while the rest of the rear has undoubtedly been designed to allow as much airflow to cool the engine as possible and offer the necessary aerodynamic benefits. There is a lot of visual drama going on here; even when you just walk around the car, the STO looks, well, outrageous.

Needless to say, there is no mistaking the STO for anything other than a full-fat supercar, the aggressive design putting any doubts to bed.

Ferrari SF90 Spider (left) and Lamborghini Huracan STO front tracking shot

The SF90 Spider is completely different. Sure, based on its appearance, the Ferrari looks as powerful and rapid as it is, but the SF90 has a much classier and sophisticated aura – dare I say, most Ferraris do.

The flowing lines on the front wing focus the eye on the lower part of the nose, while the rear, with its 2 exhaust ends, is pure, but subtle, supercar. However, the gorgeous body hides hypercar performance.

As we lift the small engine cover (remember, this is the Spider variant), I am immediately impressed by how low the latest development of the F154 (FA) engine sits in the Ferrari’s bay. It is positioned quite low in the car, which allows the turbocharger plumbing and hybrid system to also be visible.

Peering along the side of the Ferrari SF90, the overall smoothness of the design continues. Even the side air intakes seem quite ordinary and simply flow into the side sculpting of the body work.

Specifications

  • Model: Ferrari SF90 Spider
  • Engine: 4.0-litre V8, turbo petrol + 3 electric motors 
  • Power: 574 kW at 7 500 rpm (+ 162 kW e-boost)
  • Torque: 800 Nm at 6 000 rpm
  • Gearbox: 8-speed auto, RWD
  • Weight: 1 670 kg
  • 0-100 kph: 2.5 sec (claimed)
  • Top speed: 340 kph (claimed)

The manic colour scheme of the Lamborghini undoubtedly draws your eyes towards it, and while the silver colour of the Ferrari is more mundane, it is also classier.

Behind the wheel of the Ferrari SF90

As I slide into the Ferrari‘s driver’s seat, the Maranello marque’s modern and sophisticated approach is obvious. The cabin is luxuriously trimmed in leather and carbon fibre (even the fire extinguisher has a leather cover) – the high-end approach to the cabin clearly in line with the contemporary drivetrain.

Most impressive is the large digital instrument cluster. It would take a while to become familiar with all the functions and settings, but there is no time for that – I want to experience the full performance on offer.

I accelerate down the road and short-shift into 2nd gear. I decide not to hold back and lean firmly on the accelerator pedal, pressing it almost all the way down to the base of the footwell. With a complete absence of fanfare, the unruffled SF90 accelerates down the short stretch of tarmac with such a high level of performance that it catches me by surprise… even though I was fully expecting it to be quick.

The turbocharged V8, aided by that trio of motors, generates a sheer groundswell of torque that the all-wheel-drive system (somehow) transfers to terra firma in a manner I have not felt in any other supercar.

I’ve spent some time in the mild-hybrid LaFerrari, and in that car, its V12 utterly dominates proceedings. In the SF90, the combination of torque feels more balanced in the sense that, yes, the engine is certainly still the star performer, but the turbos and electric motors make for an especially strong supporting cast.

Lamborghini Huracan STO (left) and Ferrari SF90 Spider rear tracking shot

Threading this beauty through the first couple of corners confirms what I expected – the grip levels are high and the car handles predictably. Although this is a mostly smooth road, I immediately sense the ride quality is spot on, complementing the high levels of general comfort and impressive sound deadening.

Compared to the STO’s V10 cacophony, the Ferrari engine sounds, dare I say it, a little subdued. Having said that, it doesn’t take long to conclude that the Ferrari SF90 Spider is a superbly balanced package.

I park the Ferrari SF90 and walk over to the Lamborghini Huracan STO (abbreviation for Super Trofeo Omologato). The intensity of the Lamborghini continues when you climb into its cockpit. The seats are firm and very supportive. There are no carpets; only small patches of rubber underneath my feet.

The rest of the Lamborghini Huracan STO’s cabin is mostly clad in carbon fibre (much more so than in the Ferrari SF90) as well as Alcantara, while the focused nature of the car is again highlighted by the small roll bars behind the seats – something Ferrari seems to stay away from in its road cars.

What the Huracan STO is like to pilot

Press the start button and the engine barks into life like only a naturally aspirated engine can. Although I only had a few precious moments in the STO, memories of my time with the Performante came flooding back. This car is the Performante, BUT on steroids. In front of you is a digital display with an arch across it that highlights the rev range at the top – another indication of where the focus of this car lies.

Even when “taking it easy”, you experience the STO’s raw intensity from the moment you pull away. As with most mid-engined cars, you sit close to the nose with a near-perfect view through the windscreen.

Even when you short-shift, there is more than enough torque available for you to get a sensation of what that shrieking V10 can deliver, but the car creates so much such theatre that you can’t help but rev halfway to 9 000 rpm at every opportunity, no matter how laid-back you may be feeling at the time.

Suffice it to say, the engine revs freely around the clock, with gearchanges (through the 7-speed dual-clutch transmission) being slick and quick – quite unlike that of the previous-gen Superleggera.

Having driven several sports- and supercars on the Franschhoek Pass, it quickly becomes quite apparent that the STO’s electronically controlled magneto-rheologic suspension soaks up road irregularities better than the hardcore 991.2-series Porsche GT3 RS. The exceedingly firm bucket seats keep you in place, and they contribute to an incredibly close physical connection you soon develop with the car.

The addictive howl in the cabin from the high-revving 5.2-litre, V10 engine further contributes to your connection with the car. The exhaust pops and bangs from the high-mounted, centre exhaust ports, which reverberate off the cliffs, scaring a few birds (and other wildlife) away in the process.

I believe that, with familiarisation, I could learn to trust the STO more through very fast sweeps, partly thanks to how much downforce it generates. There are very few cars that demand the same level of concentration and offer the same kind of thrills as a superbike, but the STO comes tantalisingly close.

Verdict

The Lamborghini Huracan STO left me yearning for more time behind its ‘wheel. Indeed, few vehicles I’ve sampled over the past 16 years have managed to deliver the dynamic thrills I experienced in that car.

Lamborghini Huracan STO (left) and Ferrari SF90 Spider

The Lamborghini Huracan STO may not offer the same degree of everyday usability as the Ferrari SF90, but from the pure adrenaline rush I experienced behind the wheel to the bold exterior design and the excitement its soundtrack elicits from every single person who hears it, the Lambo sits in a league of its own. It serves up an intense and undiluted driving experience that draws you back, time and again…

Lamborghini Huracan STO (left) and Ferrari SF90 Spider rear view

On the other hand, the Ferrari SF90’s outright, more sophisticated performance leaves one impressed by what can be achieved nowadays by employing high levels of technology; believe me, you will be less tired after a 5-hour drive in it compared to the Lamborghini Huracan STO – and so will your passenger!

In a way, the SF90 is also relatively discreet, which will increase its appeal for some prospective owners. After all, even if you order the STO in very humdrum colours, it will still grab attention wherever it goes. 

Although both cars offer top levels of performance in each of their respective “categories”, the 2 Italian supercars’ approaches are now rather different. Whereas the Ferrari SF90 (probably) indicates the way forward for the supercar genre, the Lamborghini Huracan STO clearly shows what we’ll be missing.

Find a new/used Lamborghini listed for sale on Cars.co.za 

Find a new/used Ferrari listed for sale on Cars.co.za  

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GAC Strengthens Its Presence in SA

GAC Motor South Africa, which significantly improved the value proposition of its Emzoom and Emkoo models recently, has implemented several initiatives to strengthen its position in the new-vehicle market, and has a brace of new models in the pipeline.

SPONSORED CONTENT

GAC Motor South Africa (SA), which introduced the GS3 Emzoom small crossover and Emkoo medium SUV in Mzansi last year, is determined to become a major player in the local automotive market.

GAC Emzoom

With its customer-first mindset (as demonstrated by recent strategic price reductions), a new, “industry-first” warranty and current dealer network expansion, “GAC Motor is rewriting the rules of engagement (by) offering exceptional value, innovation, and quality to the South African consumer,” the firm said.

Learn more about GAC’s range of vehicles in Mzansi

Book a test drive in a GS3 Emzoom and/or Emkoo

Find a new/used GAC listed for sale on Cars.co.za

GAC Emzoom

Significant pricing realignment

Early in 2025, Cars.co.za reported that GAC Motor SA had announced a strategic price reduction on its Emzoom and Emkoo: GAC slashes prices of GS3 Emzoom and Dramatic price drop for GAC Emkoo.

Prices & Specifications of new GAC models in South Africa

This “significant pricing realignment” was “not a promotional gimmick” but a result of improved foreign exchange conditions and global cost-saving efficiencies that the firm is passing directly to consumers.

GAC Emzoom interior
GAC Emzoom interior shown.

“Our customers deserve to benefit from favourable market conditions,” said Leslie Ramsoomar, the Managing Director of GAC Motor SA. “This price drop reflects our investment in the market and our belief in long-term, honest relationships with our consumers and partners.”

This move aligns with the fledgling Chinese automotive brand’s broader strategy to increase accessibility and value, while reinforcing its long-term commitment to the South African market.

‘A warranty that redefines industry standards’

To promote customer confidence to a new level, GAC Motor SA recently unveiled what the Bryanston-based company described as an industry-first Lifetime Engine Warranty across its entire model lineup.

GAC Emkoo

This engine warranty covers an unlimited number of years and mileage for the original vehicle owner, provided the car is serviced at authorised GAC Motor service centres using approved parts.

The bold warranty initiative not only sets a new benchmark in customer service, but also reflects GAC Motor‘s confidence in the quality, durability, and craftsmanship of its vehicles.

In other words, it’s a move designed to inspire trust and long-term loyalty among South African drivers.

GAC Emkoo

“This warranty is a promise – a declaration of the confidence we have in our products,” said Ramsoomar. “It’s about peace of mind, lifelong value, and building a brand that people can truly believe in.”

40 dealers by the end of 2025

Beyond its product lineup, GAC Motor is heavily investing in its national dealership network, which will grow from 28 to a projected 40 dealerships by the end of 2025.

GAC Emkoo interior
GAC Emkoo interior shown.

This expansion ensures that more South Africans will have access not just to GAC vehicles, but also to the brand’s comprehensive aftersales service and support.

As part of the Salvador Caetano Group, GAC Motor SA benefits from global expertise, including access to 6 international R&D centres and 3 state-of-the-art production facilities.

Watch Jacob Moshokoa’s video review of the GS3 Emzoom:

This robust innovation infrastructure fuels the brand’s ability to deliver high-quality, reliable, and forward-thinking vehicles for the South African market.

“We’re entering a very exciting phase,” said Brian Smith, Marketing Director for GAC Motor SA. “Our developments for 2025 reflect a long-term strategy focused on offering South Africans more choice, better value, and unmatched peace of mind.”

Find your nearest GAC Motor dealership

More GAC models coming soon

GAC M8 PHEV – New Plugged-In Hybrid Luxury MPV.

GAC Motor is also expanding its model range to meet the evolving needs of South African drivers.

Among the most anticipated new arrivals are the AION Y electric crossover SUV and the all-new M8 PHEV Luxury MPV (Plugged-In Hybrid), both combining advanced technology with refined design.

Additionally, new derivatives of existing models will offer drivers more choices to match their lifestyles.

GAC AION Y – New BEV Compact SUV.

In alignment with global trends towards green mobility, the Chinese brand will also introduce Plugged-In Hybrid Electric Vehicles (PHEVs) and Battery-Electric Vehicles (BEVs) in South Africa in the near future.

See also: GAC showcases future tech in Shanghai

Looking ahead

As GAC Motor SA ramps up its market presence with competitive pricing, innovative products, and customer-focused warranties, the brand is determined to “transform the local automotive landscape.”

GAC models (from left): Emkoo, M8 PHEV, Aion Y and Emzoom.

“It’s not just about selling cars – it’s about building a community of drivers who value innovation, trust, and quality at every turn,” a company spokesman said.

For more information, visit www.gacmotorza.co.za or contact your nearest dealership.

Learn more about GAC’s range of vehicles in Mzansi

Book a test drive in a GS3 Emzoom and/or Emkoo

Find a new/used GAC listed for sale on Cars.co.za

Lamborghini Diablo vs Ferrari F512 M: Classic Comparison

Both these evocative ’90s supercars offer mid-engined 12-cylinder thrills, but as we discovered, the Lamborghini Diablo and Ferrari F512 M are very different animals… 

I’m filled with nostalgia as my gaze sets upon the Lamborghini Diablo, which is parked in an industrial area – thoughts of all those mad supercars of the 80s and 90s (yes, including the Ferrari F512 M) and the TV shows and movies in which they starred, overwhelm me and send shivers down my spine.

The owner bought his Diablo more than 10 years ago with 70 000 km on the odo and has since added more than 22 000 km. He uses this supercar (very) often – for his daily commute and longer, more enjoyable runs. Based in Johannesburg, he is clearly not afraid of sitting in traffic with the Diablo.

I walk around the car on my way to the passenger side, thinking that the owner can drive his, um, fiendish machine through the traffic before I get my turn behind its ‘wheel at the track, only to find him already warming the seat. Having met him a few times before, I fully expect the chirp he slings my way.

His “don’t you know how to use a clutch?” sends me back to the Diablo’s driver’s seat. Okay, so my first taste of a Diablo VT is going to be driving through peak afternoon traffic in South Africa’s largest city…

See also: Ciro drives a Lamborghini Diablo at Zwartkops

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 (claimed)
  • Top speed: 325 kph (claimed) 

I slide into the Lamborghini‘s driver’s seat, and suddenly I’m not concerned about the traffic anymore. This car grabs your attention from every little angle. The seat is mounted low in the chassis, while your view from the driver’s seat is vastly different to that of any other “modern classic” that I’ve driven.

When I pull the scissor door shut (still an attention-grabber, 3 decades on), I notice how the side window dips down towards the front wheel to give you a clear view of the road – ideal for clipping apexes?

You have the angled dashboard in front of you, while the steeply raked windscreen gives the cabin an airy aura. Once seated, it becomes very clear that you are positioned towards the nose of the car, with the business end, which houses that thrusting Sant’Agata-built 5.7-litre V12, sitting right behind you.

It is initially overwhelming to drive the Diablo through traffic, as I don’t want to ride the clutch in any way, but after a few kilometres, I realise that this ’90s supercar is easier to drive sedately than I anticipated.

Sure, the clutch pedal is rather heavy and gear changes should not be rushed, but overall it is certainly not as challenging as I had imagined. While I try to navigate through traffic, the owner deals with all the remarks from fellow road users – he is clearly quite used to it.

We are making our way to Red Star Raceway, which is approximately an hour’s drive outside Joburg. There, we meet up with a pristine example of the F512 M, in the custody of a good friend of its owner.

Design & History

Ferrari F512 M (left) and Lamborghini Diablo rear view

As the Ferrari F512 M arrives, it immediately offers a stark, yet welcoming contrast with the outlandish Lamborghini Diablo. Whereas the Diablo has that notable rear wing, angular front wedge shape, pop-up lights and side and top air intakes, the Ferrari visually classifies itself as the gentleman’s super-GT.

Although both cars have NACA ducts above their headlights (not seen on the Testarossa or the TR), the front design of the F512 M is more fluid, followed by the flowing curve above the slatted side intakes and lower and wingless rear end. The Diablo’s rear also offers larger and more obvious engine air outlets and even more outlets below the rear deck. 

As with the Diablo, the F512 M clearly stands out from the crowd today (imagine what it must have been like in the ’90s!), but its presence is undoubtedly less shouty than the bull from Sant’Agata. 

The F512 M was the 3rd and final iteration of a lineage started by the Ferrari Testarossa (and the 365 GT4 BB before that), its direct predecessor being the 512 TR. Unveiled at the 1994 Paris Motor Show, the F512 M incorporated several new Pininfarina styling elements and improvements.

Gone were the pop-up headlights; it got a revised front-end treatment (including a new grille, with cues of the then-upcoming F355) and new wheels to name 3 of the main changes. At the rear, the grille was reduced in size, while a pair of circular taillamps was fitted on either end of the fascia.

The engine cover was now body coloured. To my eyes, it’s a more modern and resolved design than its predecessors and, as one would expect, presents much less of the 1980s Leonardo Fioravanti influence. 

Ferrari F512 M (right) followed by a Lamborghini Diablo at Red Star Raceway.

Whereas the Maranello-built flat-12 produced 287 kW in the Testarossa and 317 kW in the 512 TR, it developed 328 kW at 6 750 rpm and 500 Nm at 5 500 rpm in the F512 M (which had a claimed kerb weight of 1 455 kg). Its claimed top speed was an impressive 315 kph (not far off the F40‘s 324 kph).

The 512 M is also a relatively rare beast, with only 501 units manufactured (more than 2 500 Diablos were produced over the model’s 11-year production cycle, of which around 400 units were VTs).

Specifications:

  • Model: 1995 Ferrari F512 M 
  • Engine: 4.9-litre flat-12, naturally aspirated
  • Power: 328 kW at 6 750 rpm
  • Torque: 500 Nm at 5 500 rpm
  • Transmission: 5-speed manual, RWD
  • Weight: 1 455 kg
  • 0-100 kph: 4.7 sec (claimed)
  • Top speed: 315 kph (claimed)

The F512 M has lived a vastly different life from the Diablo. It has covered less than 26 000 km, and this is obvious not only in the car’s interior and exterior condition, not to mention the driving experience.

On track

Lamborghini Diablo (left) and Ferrari F512 M cornering on a race track.

With photography done, the track is a safe place to explore what these supercars offer, 3 decades after their debuts. I step into the luxurious cabin of the F512 M and immediately I experience it as a different kind of supercar, perhaps it leans more towards a super-GT that just happens to be mid-engined. 

The combination of the Nero and Blu Scuro (black and dark blue) leather together with the plush carpets lends the cabin a cosy feel, which is not the case with the Lamborghini. However, the seriousness of the performance on offer is immediately felt by the presence of that quintessential metal gearknob and exposed gate, as well as the drilled metal pedals, which are slightly offset to the left.

The seating position is good (and comfortable), although I would have liked the ‘wheel closer to me. My hair only just brushes the roof lining, so I’m constantly kept aware that I’m driving a low-slung sportscar!

The layout of the Ferrari F512 M’s cabin is more conservative than the almost playboy-like interior of the Lamborghini Diablo, which is also perfectly in keeping with the divergent approaches of these supercars. 

I twist the ignition key to the right of the ‘wheel, and the Prancing Horse’s engine growls into life. As the gear lever slips into 1st gear’s slot with a subtle “clack”, I can’t help but smile. If you don’t own an open-gate Ferrari, do whatever you can to drive one at least once; it’s one of the great motoring experiences. 

It only takes a few slow corners to realise this car is in tip-top condition. There are barely any rattles, and the Ferrari almost doesn’t feel its age. Considering the heft of the flat-12 behind me, the turn-in is good.

But as I get into a rhythm with the car I start trusting those wide rear tyres (which are 295/35 ZR18s, but the Lamborghini has even wider 335/35 ZR17 “gumballs”) and realise that, once the F512 M has settled into a corner, a measured flex of that medal throttle pedal shows just how much grip is actually on offer. 

Lamborghini Diablo (left) and Ferrari F512 M rear tracking shot

Make no mistake, the engine is eager to rev and it does so linearly and efficiently, which is typical of a large, naturally-aspirated powerplant. There are no surprises, just an honest howl running through the rev range all the way past 6 000 rpm – the red line is just after 7 000 rpm.

Flat-12 pulls eagerly from low revs

If you can (somehow) contain the urge to rev to the redline, the 4.9-litre flat-12 pulls eagerly enough from low in its rev range, which of course is an ideal characteristic of a super-GT. What’s more, although I didn’t lean on them very heavily, the Ferrari‘s brakes feel strong, even by modern standards.

As I return to the Lamborghini Diablo‘s cockpit, it feels like you sit closer to the ground than in the Ferrari F512 M, plus the wide transmission tunnel creates further distance between you and your passenger.

As is the case with the Ferrari, the Lamborghini’s open-gate gearlever (which is fitted with a slightly less appealing, almost generic leather gearknob) reminds one of a time when driving these cars was not for the faint of heart, demanding from you a focus and determination not required by contemporary exotics. 

Ferrari F512 M (left) and Lamborghini Diablo parked side-by-side.

If Lamborghini fitted the Diablo VT with a relatively small steering wheel to make the car feel nimbler, its plan certainly succeeded. Diablos are not lightweight cars, but the turn-in is surprisingly crisp (if you take the machine’s size and heft into consideration), while every shift of the transmission takes some planning – such a welcome exercise compared to today’s sophisticated, if slightly boring, dual-clutch systems. 

You can easily place the Diablo‘s front wheels exactly where you want them to go, while the throaty and intense sound from the quad exhaust pipes underlines the difference in personality between the beastly Diablo and the more debonaire F512 M. However, the previous owner of the Diablo couldn’t help but fit a Tubi aftermarket system on the supercar – another reason it is considerably louder than the Ferrari.

The engine’s power delivery is brutal (its peak outputs are 362 kW and 580 Nm), and although you can use the available torque by shifting through the gearbox early, when you do leave it in gear and pass 3 000 and then 4 000 rpm that rawness of the performance makes itself heard until well past 6 000 rpm.

Lambo’s V12 is brutal

The Diablo‘s brake pedal is firm and requires a good stomp to scrub off speed. Driving this car is a huge thrill and something you want to do over and over again. To offer a purer driving experience, the owner removed the front drive shafts, which transformed this VT from an all- to a rear-wheel-drive supercar. 

Later, when the Diablo’s owner takes his car for a final lap with the sun already set behind the horizon, the Marcello Gandini-penned shape looks utterly stunning and focused – a sight I’ll never forget. 

I asked him about how the Diablo crossed his path: “It’s funny you should ask that. Earlier today, I re-watched the opening scene of Cannonball Run. It’s that movie, which featured a black Countach and some beautiful women, that got me into Lamborghinis in the first place.

“I’ve always wanted a Countach; years ago, I did bid on one in an auction (even though I couldn’t really afford the car at the time), so I bought a Ferrari 308 instead. But later, things fell into place, and in 2012, I was able to purchase this example after I put in a cheeky offer.”

Lamborghini Diablo (left) Ferrari F512 M (left) rear tracking shot

Needless to say, the Diablo’s owner has no intention of selling his car, perhaps ever. “Every single car I have purchased, I bought to drive and experience. I never buy a car just to park it,” he adds.

F512 M owner ‘a stickler for originality’

The owner of the F512 M has a long history of restoring a variety of cars and is utterly pedantic about keeping his cars in original condition. He explains: “In 2014, a Ferrari specialist approached me and told me that he had a car that I might be interested in. There are only 2 of these F512 Ms in South Africa, and I’ve always appreciated them. In the ’60s and ’70s, flat-12s were the apex road- and race car engines.

“I’ve owned a TR for a couple of years, but the F512 M is the gold standard and last-of-the-line Ferrari flat-12. The fact that this car was completely original and meticulously maintained appealed to me.”

Ferrari F512 M (left) and Lamborghini Diablo front tracking shot

Verdict

Both these cars were easier to drive than I anticipated. Both also looked as enticing in real life as I had hoped. They represent the pinnacle of performance of their time, but whereas the Lamborghini Diablo is the winner in terms of being a Goliath that stands its ground, the Ferrari F512 M does its job in a more sophisticated and perhaps more stylish way. 

The Lamborghini Diablo draws attention away from the Ferrari F512 M, even when they’re standing still. But style is subjective – they’re impressive, poster-worthy designs, awash with fine details such as split-rim wheels and the subtle aerodynamic addenda. As for divine 12-cylinder engine notes, take your pick. 

Watch Ciro De Siena drive the Lamborghini Diablo at Zwartkops:

But, when you want to cover long distances and “operate slightly more under the radar”, the Ferrari F512 M will be one to have. As a Road & Track article mentioned: “Its styling is dramatic, its highway manners nearly flawless, and that big 12-cylinder engine makes a soul-stirring sound you will hear nowhere else. It’s a combination of desirable attributes difficult to improve upon, even for Ferrari”.

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