Ferrari 365 GTB/4 Daytona vs Lamborghini Miura P400S: Classic Comparison

We track down a fully-restored Ferrari 365 GTB/4 Daytona and an unrestored Lamborghini Miura P400S to discover the different driving characteristics of these 2 historically significant supercars.

It is 06:00 AM and the sun is set to rise in the next 30 minutes. It is a very chilly morning, but as we take the cover off the Ferrari Daytona with the Lamborghini Miura parked only a few meters away, an idea that originated from the owner of the Daytona, and which is finally taking shape a year later, warms my heart.

IMAGES: Rob Till

The owner of the Lamborghini Miura only had to drive his car a few km to the event, while the Ferrari Daytona owner had to put his car on a carrier for the 1 500 km trip from Cape Town to Johannesburg.

Ferrari Daytona (left) flanked by a Lamborghini Miura, rear three-quarter tracking shot

Fortunately, both owners are true car enthusiasts and, even after a late night and only a few hours of sleep, they are eager and willing to hand me the keys to both cars!

The history of both models – and these 2 specific cars – are poles apart. The germination and subsequent creation of the Lamborghini car company have been well documented. Folklore aside, at the launch of the 350GT in 1964, the car impressed on technical terms with its twin overhead camshafts.

So much so, that Ferrari followed suit with its 3.3-litre 275 GTB/4, which also featured this technology. From there on, competition between the 2 Italian sports- and later, supercar companies intensified.

Ferrari Daytona (right) flanked by a Lamborghini Miura, front tracking shot

In 1967, Ferrari developed a Daytona prototype, the flowing bodywork being one of Leonardo Fioravanti’s masterpieces. Originally developed with a 4.0-litre version of the Colombo V12, it was quickly changed to a 4.4-litre and dry-sumped, with no less than 6 Weber carburettors, developing 259 kW at 7 500 rpm.

At Lamborghini, technical guru Giampaolo Dallara, his colleague Paolo Stanzani and road tester Bob Wallace started fleshing out the idea of a GT car that could be a sportscar at the same time.

Dallara was influenced by the Ford GT40s that ran with much success at Le Mans, as well as Alec Issigonis’ (of Mini fame) space-saving ideas, challenging the norm when considering the mounting of the engine and gearbox. The result was a low, GT40-ish aerodynamic shape, with the engine mounted transversely behind the passenger compartment and transmission mounted low at the engine’s sump.

Ferrari Daytona (right) flanked by a Lamborghini Miura, front three-quarter tracking shot

Although this layout had been used previously for racing cars, at that time it would be a first for a road car. Called the P400 (P standing for posterior, meaning rear), the completed project was shown in Italy (where else!) at the 1965 Turin Motor Show.

Whereas the Ferrari Daytona and Lamborghini Miura were seen as competitors when they were launched, today these 2 blue examples portray 2 very different approaches to the sportscar theme…

Driving the Ferrari Daytona

I first settle in behind the wheel of the Daytona, and immediately find it a comfortable and rather relaxing environment. The single-piece seat is tilted slightly rearward, but even so, I can move it forward towards the steering wheel, and the beautiful chromed gearlever with the black gearknob is immediately perfectly within reach.

Specifications:

Model: 1969 Ferrari 365 GTB/4 “Daytona”
Engine: 4.4-litre V12, naturally aspirated
Power: 259 kW at 7 500 rpm
Torque: 431 Nm at 5 500 rpm
Transmission: 5-speed manual, RWD
Weight: 1 280 kg
0-100 km/h: 5.7 sec (claimed)
Top speed: 280 kph (claimed)

As the car received a full restoration a number of years ago, it is in immaculate condition (and famously achieved an overall 2nd place at Concours SA). I twist the ignition key and, with all the cylinders firing and the exhaust pipes burbling, I add a few revs, release the clutch pedal and pull away oh-so-smoothly.

Switching through the precise, open gate, the lever slips into each gear with just the right amount of effort you would expect from this supercar-cum-grand-tourer. The car feels like new, and the attention to detail of the restoration is staggering, right down to the correct sticker on the exhaust pipes.

The leather-covered roof, door cards and transmission tunnel lend the cabin a luxurious feel while the suede leather dashboard highlights the Daytona’s sporting pedigree. Here you’ll also find the trademark vertical levers for the ventilation system. Behind the seats are neat leather straps to keep luggage securely in place when the need arises to open up the V12 on those special, extended road trips.

The instrument panel dates from a time when ergonomic efficiency was less important than nowadays. Having said that, it is easier to read and analyse the various dials than in some modern machinery. There are no fewer than 8 dials; however, the 2 large, outer dials that indicate the revs and speed are of most importance and can be read at a glance.

It only takes a few hundred metres to realise that there’s more than sufficient torque and power on tap. The rev needle rises elastically up to and beyond 5 000 rpm. From this point on, the engine performs at its best. It does so in a fairly linear and relaxing way, while a quick blip of the throttle on the downshifts greatly assists in making smoother gearshifts.

While I almost want to say 1 wouldn’t expect any less from a Ferrari V12, another unexpected highlight is the steering, which offers such a welcome level of feedback – at any speed! Unlike today’s electrically assisted systems, you can feel kickback and, to a degree, how the front axle loads up through corners.

As you look through the windscreen, you realise there is a long, sloping nose up ahead, hiding a gem of a V12 that’s raring to munch miles. Adding to this sense of occasion is the alluring sight directly in front of you: the NACA air outlet for the 1 side of the engine bay (the passenger can see the other on their side).

When parked again, I slowly stroll around the Prancing Horse to drink in its exquisite exterior design and, apart from the flowing lines and the cabin being gently pushed towards the rear, how the rear side-windows curve towards the C-pillars strikes a particularly graceful tone. Daytona gurus will also notice the Prancing Horse in the side indicators – a feature that Ferrari would surely charge extra for today.

The fact that the car is Azzurro Metallizzato blue is another very attractive feature, rather than the red we so often see on Ferraris. On the chassis plate, in the beautifully cleaned and detailed engine bay, the chassis is indicated as number 12193 and the engine number as 251.

What is the Lamborghini Miura like to drive?

Even if your enthusiasm and love for cars are rooted in Ferrari, one undoubtedly must appreciate the design and heritage the Miura started not only for Lamborghini, but for the supercar genre as a whole.

Specifications:

Model: 1970 Lamborghini Miura P400S
Production years: 1968–71
Units produced: 338 (of the P400 S)
Engine: 3.9-litre, V12
Power: 276 kW at 7 500 rpm
Torque: 388 Nm at 5 500 rpm
Gearbox: five-speed, manual, RWD
0-100 kph: 5.5 sec (claimed)
Top speed: 282 kph (claimed)

Before I get behind the wheel, we lift the large, single-piece engine cover. Immediately, we are treated to a full view of the transversely mounted engine, the chassis (complete with the legendary hollowed-out structural chassis members in places) and anti-roll bar running between the wheels, behind the engine. The engine bay is tightly packed, and the owner admits it can be a real challenge to service that V12.

The chassis plate of the Lamborghini Miura, which has the same design and layout as that of the Ferrari Daytona, indicates the type, P400 XN 712, the engine number, 30 60 3, and the chassis number 4836.

Being shoehorned into such a small space, the close proximity of the engine and carburettors to the cockpit window means I look forward to copious amounts of intake noise. And, honestly, I can’t wait.

At the front, the “eyelashes” are a legendary Miura feature (“although they’re omitted from the P400SV variant,” anoraks will point out), while the air intakes behind the side windows feed air to the engine bay.

Open both doors completely, step back from the front of the car, and it looks like a bull with its horns sticking into the air – that is, apparently, exactly the look the designers were going for…

I can confirm that this Miura hasn’t been restored. While it has evidently been cared for over the years, it still possesses that wonderful patina that only comes with age. In a select few places, it shows its age, but keep in mind that interest in and value of unrestored cars have increased over the past few years.

Indicating its original 72 000 km, the Miura is 100% original, and its engine has also never been opened. The owner has kept this car running with little effort over the years: “The front has been repainted, and I’ve replaced the bushes, starter motor and fuel pump, that’s it. Obviously, I service it, but other than that, it has not missed a beat.”

The notoriously challenging driving position is exactly that. I’m almost 1.9 metres tall and I fit only when I move slightly down in the seat. But it is still a very unique driving position with my legs poking upwards on either side of the steering wheel, my arms stretched out in front of me holding the wheel between my knees. Considering the comfy driving positions of modern cars, we’ve come far in the past 50 years!

Needless to say, it is an unforgettable experience. Shifting gears is probably one of the few similarities between these 2 cars. The open gate of the Miura looks as inviting as that of the Ferrari, and you also need a firm action to move between gears, marginally more so here than in the Daytona. However, unlike the Daytona’s dog-leg 1st gear, the Miura has a conventional H-pattern ‘box, and every shift is an event.

I first let all the fluids warm up, and immediately obvious is the main difference between these 2 cars –the drivetrain layout and the effects thereof. In the Miura, you feel slightly more connected to the car.

It also feels as if you sit slightly closer to the nose of the car. As the front wings are very pronounced, you notice them from behind the wheel, especially since the bodywork drops away towards those air outlets.

I start changing gears at higher revs. Below 2 000 rpm, the V12 isn’t happy, but then it comes alive and, from 4 000 rpm, pulls vigorously to the redline. I quickly pass 160 kph before tapping off; I do not doubt that when the road is long enough, the Miura will push past 250 kph – that’s how muscular it feels.

You can hear – and feel – the engine working hard, not only because the V12 is situated so close to you, but whereas modern engines are “sound-engineered”, this lump was simply designed to deliver optimal performance. But, as is the case with the Daytona, passers-by will benefit most from this mechanical symphony, as the Miura’s exhaust note can be thoroughly enjoyed when the Lambo wooshes past you.

Taking those narrow tyres into consideration, I am surprised by how eager the Miura turns in – probably also since I didn’t expect this behaviour from such a venerable V12-engined car. You have to use some muscle power to manoeuvre the car, but in the end it is very engaging, although at times awkwardly so.

It also doesn’t take long to realise you will fairly quickly reach the Sant’Agata supercar’s handling limits. The Lamborghini Miura also encourages you to drive it maybe a bit harder than the Ferrari Daytona, as body roll is more evident in the grand-tourer-packaged latter than in the more composed former.

The clutch is a bit heavy, but not more so than I expected. I thoroughly enjoy every moment and wish that there was a deserted mountain pass close by – how can one not want to drive this supercar through some beautiful twisties, swapping gears and making the most of the turn-in and mid-engine layout.

Maybe I’m starstruck, but when I stand next to a Miura when it’s parked between several other beautiful cars, including an F40, I get almost as much satisfaction from looking at it as I did during my brief spell behind its ‘wheel. For a moment, I feel like the actor Rossano Brazzi must have felt at the start of the 1969 cult movie The Italian Job. How much more special must it feel to have owned this car for 25 years!

Verdict

These cars were arch-enemies when they were new, but half a century later, opinions and points of view have changed. Today, the Ferrari Daytona and Lamborghini Miura are celebrated for what they are and represent. Even though they tip the scales at similar weights and there’s little difference between their V12’s outputs, the Daytona is not a supercar, but an exceptionally elegant, spacious and powerful GT.

In line with these characteristics, its engine is also more tractable lower in the rev range than the Lamborghini, although this could also be attributed to the full restoration it received. The Miura ticks almost as many GT boxes, but is ultimately more of a sportscar – and more involving to drive than the Daytona. You feel more connected to the car, and it encourages you to drive it hard through corners.

Meet Peter Bailey, the SA man who owned 2 Lamborghini Miuras!

Before we leave, I ask the owner of the Daytona if he has seen the movie The Gumball Rally? He replies: “No.” Right there and then, I “gave him some homework”. One cannot own a Daytona and not have watched that movie; watching Raul Julia make that V12 howl is an aural delight that must be savoured.

Piloting any V12-powered Italian sports- or supercar is an exceptional and emotional experience, but the Ferrari Daytona and Lamborghini Miura must surely rank as some of the finest.

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

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

SA bakkie sales in H1 2025: the winners and losers

With half of the year gone, which bakkies registered growth and which ones lost ground? We crunch the numbers for H1 2025 to identify SA’s best- and worst-selling bakkies…

In the opening half of 2025, sales in South Africa’s light-commercial segment – which includes bakkies, mini-buses and vans, though is dominated by the former – declined 1.7% year on year to 68 161 units. But how did sales pan out for the individual contenders in Mzansi’s traditional bakkie space in H1 2025?

Well, we’ve tallied up the figures for the first half of 2025, allowing us to both identify SA’s best-selling bakkies for this 6-month period and track instances of year-on-year growth. Of course, we’ll also detail the bakkies that failed to crack the top 10 in H1 2025 as well as show which models didn’t improve their numbers compared to H1 2024 (spoiler: 4 saw year-on-year declines).

Bakkie podium unchanged in H1 2025

There were no surprises at the very top of the table, with the Toyota Hilux – which took pole position in each of the year’s 6 months so far – still reigning supreme. In H1 2025, as many as 16 526 units of the Prospecton-built bakkie were sold in South Africa. That total represents a 5.0% year-on-year increase (compared with the corresponding period in 2024).

The Ford Ranger thus predictably retained the runner-up position in this reporting period, with sales of the Silverton-manufactured model (including the imported Raptor derivative) growing 1.5% year on year to 12 398 units – putting it some 4 128 units behind its Japanese rival. Meanwhile, Isuzu D-Max sales increased 4.2% year on year to 9 846 units, seeing this Struandale-made model retain its long-held 3rd position.

Pik Up grabs 4th as Land Cruiser 79 soars

With the Nissan NP200 – which occupied 4th place in the corresponding period last year – now very much dead and buried, the Mahindra Pik Up assumed this just-off-the-podium position in H1 2025. In the end, Pik Up sales improved an appreciable 21.3% year on year to 5 079 units, with the Indian brand’s bakkie – which is assembled from semi-knocked down kits in KwaZulu-Natal – climbing a spot to 4th place.

However, the model that posted the strongest growth in the top 5 was the Toyota Land Cruiser 79, with sales surging 45.0% year on year to 2 897 units. This performance saw the evergreen 70 Series bakkie – which is shipped over from Japan and thus ranks as the segment’s top-selling fully imported model – clamber 4 places to grab an impressive 5th.

Navara, P-Series and Amarok retain places

*Nissan’s locally built Navara retained 6th place in H1 2025.*

Despite its maker’s well-publicised global (and potentially local) struggles, the Rosslyn-manufactured Nissan Navara (2 630 units; +7.7% year on year) held steady in 6th position. The GWM P-Series likewise retained 7th place, though sales of this Chinese bakkie dipped 5.3% year on year to 1 947 units in H1 2025. Meanwhile, the SA-built Volkswagen Amarok (down 15.7% to 1 688 units) suffered the most significant year-on-year decline in the top 10, but still kept hold of 8th.

The Foton Tunland G7 placed 9th in the opening half of 2025, with 1 089 units sold (this model launched only in June 2024, so there are no comparative numbers from H1 2024). Finally, the combined tally of the JAC T-Series – comprising sales of the T6, T8 and T9 line-ups – grew 47.5% year on year to 903 units, representing the strongest instance of growth in the traditional-bakkie segment for this 6-month reporting period.

SA’s slowest-selling bakkies in H1 2025

*Sales of Peugeot’s Landtrek improved year on year, but it couldn’t crack the top 10.*

What about the relative bit-part players? Well, the GWM Steed – which is these days offered exclusively in single-cab workhorse form – placed just outside the top 10, with sales growing 2.9% year on year to 644 units. That saw it finish well ahead of the 12th-placed Peugeot Landtrek (484 units), despite this likewise Chinese-built bakkie enjoying a 29.8% year-on-year boost in local registrations.

Meanwhile, sales of the long-in-the-tooth Mahindra Bolero increased 26.4% year on year to 311 units, seeing the Indian-made model climb a ranking to 13th. The Mitsubishi Triton had to settle for a lowly 14th place, suffering a 7.9% year-on-year dip to 269 units, while the Jeep Gladiator (up 25.0% year on year to 30 units) remained in 15th. Finally, sales of the no-longer-in-production Nissan NP200 dropped a whopping 99.7% compared to H1 2024, with the since-departed half-tonner ending on just 18 units.

Mitsubishi Triton — *Despite moving into a new generation, Mitsubishi’s Triton had to settle for 14th.*

For the record, we’ve focused on traditional bakkies here, excluding models such as the Hyundai H100, Kia’s K Series, the Volkswagen Transporter Pick Up and the Suzuki Super Carry from this exercise. In addition, note that the BYD Shark, Ineos Grenadier Quartermaster, LDV T60 and Maxus T90 are not represented here as their respective makers don’t currently report sales figures to Naamsa.

Bakkie sales in South Africa in H1 2025

	BAKKIE	H1 2025 SALES	Y-O-Y CHANGE
1	Toyota Hilux	16 526 units	+5.0%
2	Ford Ranger	12 398 units	+1.5%
3	Isuzu D-Max	9 846 units	+4.2%
4	Mahindra Pik Up	5 079 units	+21.3%
5	Toyota Land Cruiser 79	2 897 units	+45.0%
6	Nissan Navara	2 630 units	+7.7%
7	GWM P-Series	1 947 units	-5.3%
8	Volkswagen Amarok	1 688 units	-15.7%
9	Foton Tunland G7	1 089 units	no H1 2024 data
10	JAC T-Series	903 units	+47.5%
11	GWM Steed	644 units	+2.9%
12	Peugeot Landtrek	484 units	+29.8%
13	Mahindra Bolero	311 units	+26.4%
14	Mitsubishi Triton	269 units	-7.9%
15	Jeep Gladiator	30 units	+25.0%
16	Nissan NP200	18 units	-99.7%

*Table collated by Cars.co.za based on figures reported to Naamsa

Defender 110 Octa Black (2025) Price & Specs

The Defender 110 Octa Black is a new limited-run version of Land Rover’s V8-powered flagship Defender variant. Here’s what this 467 kW SUV costs in South Africa…

Meet the new Defender 110 Octa Black. Described as being available “in limited numbers”, this special-edition version of Land Rover’s flagship Defender derivative gains all manner of dark finishes.

So, what does this fresh variant cost in South Africa? Well, Land Rover says pricing for the Defender 110 Octa Black kicks off at R3 921 000, making it the most expensive Defender yet. For the record, that figure represents a R257 400 premium over the “standard” (for lack of a better term) Octa.

According to the British automaker, as many as 30 of the Defender’s exterior elements gain dark finishes. As standard, the Octa Black is painted in “Narvik Black”, a hue furthermore available with an optional matte protective film.

The vehicle’s front “undershield” and rear scuff plates are both finished in “Satin Black Powder Coat” with exposed recovery eyes in “Satin Black”. The tow-eye cover and the quad tailpipes, meanwhile, feature a gloss black finish.

There’s also a black Land Rover badge (with darkened silver script) on the grille, while even certain underbody elements – such as the cover for the exhaust silencer and centre box – have been darkened. Buyers have the choice of 20-inch forged wheels or 22-inch gloss-black wheels, while the brake callipers gain a – you guessed it – black finish, complete with contrasting silver lettering.

Inside, you’ll find ebony semi-aniline leather with “Kvadrat” textile upholstery. The performance seats gain unique perforation patterns and new stitching details, while the seat-backs and armrest hinges are finished in “Carpathian Grey”. Elements of the dashboard furthermore gain “Satin Black Powder Coat” finishes, while customers can also optional specify a “chopped” carbon-fibre finish for various interior details.

Meanwhile, the standard Defender 110 Octa gains the option of 2 new paint colours – “Sargasso Blue” and “Borasco Grey” – in addition to the existing “Charente Grey” and “Petra Copper” hues. Finally, Land Rover says a new “Patagonia White Matte Wrap” will be available from late in 2025.

As a reminder, the Defender 110 Octa (and indeed the new “Black” derivative) employs a twin-turbo 4.4-litre V8 mild-hybrid powertrain sourced from BMW, along with an 8-speed automatic transmission. Peak system outputs come in at 467 kW and 750 Nm (or up to 800 Nm with “Dynamic Launch Mode” activated), resulting in a 0-100 kph sprint in a claimed 4.0 seconds.

What does the Defender 110 Octa Black cost in SA?

Defender 110 Octa Black – R3 921 000

The price above includes a 5-year/100 000 km warranty and a maintenance plan with the same parameters.

Lamborghini Miura: Meet the SA man who owned 2 of them!

Owning a Lamborghini Miura in South Africa is a rare privilege. But how about owning 2 at the same time? For many years, Peter Bailey was the caring custodian of the 2 incredibly special cars you see here.

The Lamborghini Miura is unquestionably one of the prettiest supercars ever made. Apart from that, it’s widely regarded as the model that laid the foundation of what would become the supercar genre.

That is, if you define a supercar as a high-performance, 2-door sportscar that is also mid-engined. In the Miura’s case, this means a 3.9-litre, V12 engine that is fitted transversely, with the gearbox on the side of the engine… it is truly an engineering marvel.

IMAGES: Justin Pinto

Lamborghini Miuras are as scarce as hen’s teeth in South Africa. Around 5 years ago, a rather special Miura left our shores, which had been in the country for several decades.

Specifications:

Model: 1970 Lamborghini Miura P400S
Production years: 1968–71
Units produced: 338 (of the P400 S)
Engine: 3.9-litre, V12
Power: 276 kW at 7 500 rpm
Torque: 388 Nm at 5 500 rpm
Gearbox: five-speed, manual, RWD
0-100 kph: 5.5 sec (claimed)
Top speed: 282 kph (claimed)

Shortly after filming this video, the orange car sadly also left South Africa, leaving the blue Miura as likely the last of its breed. That said, rumours persist that there is another 1 somewhere in the Republic…

On the day of filming, the owner, Peter Bailey, allowed us to shoot his neatly restored Arancio Orange example, a car he found in pieces many years ago and then took several years more to restore perfectly.

However, when the gearbox started to give some trouble 2 hours into our filming schedule, I had to ask him the difficult question: “Peter, can we please go and fetch your other Miura?”… Now THAT was a question I never thought I’d ask anyone!

A gearbox issue brings the blue Miura into play

Being a true enthusiast, Peter said “sure”, and we headed back to Johannesburg, and pulled the soft car cover off his Azzurro Mexico Blue Miura.

I lowered myself into the passenger seat and during the next few kilometres enjoyed the sights and sounds as Peter took his time to slowly warm up all the Miura’s fluids.

Then we hit the highway, and centimetres behind my head, the V12 engine sang away as the sounds permeated the cabin, and the Miura hit its stride. The performance must have been quite intoxicating when the Miura was launched in 1966.

The story of Ferruccio Lamborghini‘s decision to start manufacturing cars has been well documented, but the Miura is the car that truly placed the raging bull manufacturer from Sant’Agata on the map.

Lamborghini turned to Bertone, where the late automotive design legend Marcello Gandini, then aged 26, put pencil to paper. The Miura made its global debut at the Geneva Motor Show in 1966.

Before the show, the car was referred to as project P400, but then at the show, it was decided to name the car after Don Eduardo Miura, at the time a respected breeder of fighting bulls. The first production car was delivered to its owner in March 1967.

Orange Miura took 17 years to restore

“It truly is a piece of art. About 20 years ago, I found the blue one. It was at the local Lamborghini dealership when I saw it, and 5 months later it was still there,” said Bailey. “The dealer said we should come to an arrangement, and I bought it. About a year later, I came across the orange one; it was in pieces, but I thought it would be a good idea to buy it, which I did, and 17 years later, it was on the road.

“They are both identical cars, supposedly, made within a year of each other, but they are unique. The blue Miura is unrestored, the engine has been redone, and it starts and runs. It has that lovely thing that the English call ‘patina’. The orange one is fully restored; the result is that they are both different.”

Although most drives with these cars have been all too brief, the dark car has been driven to Durban and back as part of an epic 3-day road trip.

Overall, the design of the Miura is a near-perfect blend of sportiness, elegance and style. The pop-up headlights are flush with the body and surrounded by small grilles that aid air flow to the front brakes. Soon after its introduction, these grilles started being referred to as the Miura’s “eyelashes”.

Lamborghini continued the evolution of the Miura by unveiling the “P400S” at the 1968 Turin Motor Show – it went into production in January 1969. With power increased to 276 kW, the car also featured wider-section tyres and “thicker body panels compared to the thinner metal of the first models”, Bailey says.

“Being in South Africa, I couldn’t have finished the orange car without the blue car. It would have been very difficult,” he adds. But he most certainly did, and we have both on video!

New Lamborghini Specs & Prices in South Africa

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Ciro drives a Lamborghini Diablo at Zwartkops

Ciro De Siena gets to drive a car that used to adorn his bedroom wall – the iconic Lamborghini Diablo – at Zwartkops Raceway. Suffice it to say, madness ensued.

The Lamborghini Countach is arguably the most iconic Italian supercar of the Seventies and Eighties. Its radical design stopped traffic, and it arguably set a benchmark in how far supercars could push the limits of sensibility, but those who know say it was awful to drive. For its successor, the Diablo, Lamborghini needed to combine the Countach’s wild nature with more, shall we say, gentle usability. Not too sensible, of course – because the car is named after the devil! – but enough to help you arrive home in 1 piece.

Our video guy, Ciro De Siena, quite literally had a poster of this car on his bedroom wall, and a scale model in the exact colour of the Lambo that he drove at Zwartkops. Yes, driving this car is, quite literally, a dream come true, but would the reality of the experience leave him feeling elated or deflated?

Despite lacking modern driving aids like ABS or traction control, the Diablo stands out as one of the most intimidating and, in a word, “mad” cars ever built. Ciro even drives it barefoot due to the close proximity of the 30-year-old Italian supercar’s pedals, highlighting the unique and demanding driving experience.

The car’s 5-speed transmission has incredibly tall gearing; it can reach 100 kph in 1st gear! The driving position is described as unique, making the driver acutely aware of the massive V12 engine behind them.

Specifications:

Model: 1995 Lamborghini Diablo VT
Engine: 5.7-litre, V12
Power: 362 kW at 7 000 rpm
Torque: 580 Nm at 5 200 rpm
Transmission: 5-speed manual, RWD
Weight: 1 625 kg
0-100 kph: 4.5 sec (approx)
Top speed: 325 kph (approx)

The 5.7-litre V12 engine produces 362 kW/580 Nm, which facilitates a 0-100 kph time of under 5 sec and top speed above 320 kph. However, the car’s Nineties braking system doesn’t instil confidence…

What’s more, the handling is spiky, with a clear distinction between grip and no grip, so the driver needs to be vigilant; while manageable at lower speeds, the Diablo is an entirely different prospect at the limit.

This particular Lamborghini Diablo VT was originally all-wheel drive, but has been converted to rear-wheel drive, further amplifying its raw, unassisted driving characteristics.

The review touches on the Diablo’s development from the Countach, its design by Marcello Gandini, and Chrysler’s influence at that point in Lamborghini’s history. The owner’s dedication to driving the car, accumulating significant mileage, reinforces the idea that these vehicles are meant to be enjoyed.

New Lamborghini Specs & Prices in South Africa

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Porsche 968 Turbo RS: Classic Drive

In the Porsche world, the RS badge is synonymous with the 911, but the Zuffenhausen-based brand once applied its RennSport magic to a car that wasn’t rear-engined! While this 968 Turbo RS was in Mzansi, we grabbed the chance to get behind its ‘wheel.

Right, so for the uninitiated, what does the RS in Porsche 968 Turbo RS mean? RS is the abbreviation for RennSport (Porsche’s motorsport division), and the brand’s RS products have grabbed headlines – and the attention of motoring enthusiasts – since the debut of the 911 2.7 Carrera RS in 1973. In the past decade, owners of RS-fettled Porsche 911s have seen the value of their cars appreciate spectacularly.

Indeed, these are special Porsches from both a mechanical and driving point of view and, in most cases, also in terms of the production numbers; since the 911 2.7 Carrera RS, only the 964-series 911 Carrera RS was produced in higher volumes. But the RS moniker hasn’t always been used exclusively to identify a 911 with a racing pedigree, for there is 1 exception to the rule that few are aware of – the 968 Turbo RS.

IMAGES: Charles Russell

During Porsche’s troubled times in the early 1990s, the 968 was launched to help keep the company afloat. But even this “new” model struggled, despite desirable models such as the Club Sport, Turbo and Turbo S. The latter, of which only 10 were produced in 1993, was the basis for one of the rarest cars in Porsche’s history, the 968 Turbo RS. As is the case with several low-volume, driver-focused cars, the idea came about when a few engineers discussed an outlandish idea, and then wondered: “What if?”

We get the full story from Gerd Schmid

To get the full story behind this piece of Porsche history, I had to email Porsche and then the individual contacts that were suggested with each reply. Finally, I was given the number of Gerd Schmid, a retired Porsche employee. However, Schmid isn’t just any ex-Porsche employee – as the former head of the Zuffenhausen-based company’s customer motorsport department, he had an illustrious career.

Porsche 968 Turbo RS rear three-quarter tracking shot

He was involved in numerous Porsche projects and was notably part of the team responsible for the 3.0 RSR, 934 and 935. In 1983, he started the customer programme for Group C, followed by a similar setup for those in the fortunate position to find themselves with a GT1 in their race team’s workshop.

In the years leading up to his retirement, he was instrumental in launching the Carrera Cup in several countries and regions, including the Middle East, Asia, Japan and Australia. However, in the early 1990s, he headed up the 968 Turbo S and Turbo RS projects, and this is what he had to say about the latter:

“We built 3 cars to comply with the regulations for the ADAC GT Cup at the time. There was a red, white and black example. Each of those cars was fitted with a 41-litre fuel cell for this 1 000 km race.”

Wilhelm Lutjeharms drives a Porsche 968 Turbo RS

“A 4th Turbo RS – finished in Speed Yellow – was also built for a customer. This was built with advanced modifications as the car was destined for racing in South Africa, outside the ADAC restricted limitations. The mechanical upgrades were a combination of the best parts Porsche had access to at the time.

Built to race in South Africa

“The intake system and upper part of the engine were from a 944 Turbo, while the lower part of the engine and crankcase came from a 968. There were also a few parts especially designed for these cars. Bear in mind these cars were sold by the racing department, and not the sales division,” Schmid adds.

This is the most significant fact when it comes to the history of this specific Speed Yellow Turbo RS.

“The real Turbo RS was never homologated for the street. However, this Speed Yellow example was one of the 1st of two 968 Turbo S cars that were converted to RS specification.

“There was a lot of design and bodywork development at the time with the tuning company TechArt. Porsche later homologated these modifications for the street cars.

Specifications

Model: 1993 Porsche 968 Turbo RS
Engine: 3.0-litre, 4-cylinder, turbopetrol
Power: 260 kW at 5 600 rpm
Torque: 500 Nm at 3 000 rpm
Transmission: 6-speed manual
Weight: around 1 300 kg
0-100 kph: < 5.0 sec (approx)
Top speed: 280 kph (approx)

“It was this single car that Porsche, TechArt and its 1st owner modified together. The other cars were standard 968 Turbo S units and then the three 968 Turbo RS race cars,” Schmid adds.

For all their uniqueness, the production run of these RS cars was short-lived. As Schmid pointed out, the car was extremely expensive at the time – a Turbo S cost DM 175 000, nearly DM 100 000 more than a 968 Club Sport; and secondly, the idea was to sell only a few.

However, it was Schmid’s final remark that possibly hits the nail on the head: “You must remember that during the early 1990s, when this project was born, Porsche was financially unstable.

“During this time, we created several special production cars; otherwise, we would probably never have created a Turbo S or Turbo RS. Everyone at Porsche loved the 911, but not the 968 (an evolution of the 944). As it happened, the 968 Turbo S, as tuned by the factory, was much faster than the 911 Turbo.”

Read our Air-cooled Porsche 911 Turbos: Classic Comparison

This car’s 1st owner, who was invited to the factory to see the car in production, immediately suggested a few tweaks. He wanted a wind deflector fitted at the bottom of the windscreen, which would hide the windscreen wipers and optimise the aerodynamic airflow over the car.

Apart from the pair of standard NACA ducts, a new bonnet was developed with a special airflow duct to aid cooling for the radiator and limit heat buildup in the engine bay.

First owner ‘suggested a few tweaks’

He also suggested a water-spray system be installed for the intercooler (which is operated from the cabin). Later, the headlights were removed and the lower lights were upgraded to offer dipped and high beam functions. Then there were those iconic 3-piece Speedline wheels that were standard on the car.

As this was not an official racing Turbo RS with the air restrictor, and with the additional modifications in place, it is safe to assume that the engine now produces more than the 260 kW of the Turbo RS. Bear in mind that the standard Turbo S delivered 224 kW/500 Nm and weighed just 1 370 kg.

At the time of my drive, this car belonged to a Porsche enthusiast in the Western Cape. The car demands attention differently from a 964- or 993-series 911 Carrera RS. In a world that has gone 911-crazy, the low stance of this race-ready, extremely rare 968 is surely more special than any 911 of its era.

It looks every bit a race car (it weighs nearly 100 kg less than the Turbo S). The best view is undoubtedly when you open the rear hatch and see the fuel tank, pipework and thick crossmembers of the roll cage.

Tricky to get into a 968 Turbo RS…

Getting into the driver’s seat is slightly trickier than in most iterations of the 911 Carrera RS, because 1 of the roll bars extends from the roof directly into the footwell, leaving the opening effectively cut in 2.

However, I paid close attention when its owner manoeuvred himself into the driver’s seat; you simply hold on to the roof and the top of the roll bar, lift your feet into the footwell and lean on the crossmember and slide into the bucket seat. Get it right, and it makes for a rapid and efficient ingress.

Porsche 968 Turbo RS front three-quarter tracking shot

Once ensconced behind the ‘wheel, you feel as if you don’t need the 4-point harness – the seat hugs you from your thighs right up to your shoulders. With the harness clicked in, I take a moment to shift the gear lever through all the gates; the slick and solid feel is impressive… and would pay dividends later on.

There are very few creature comforts, apart from the ventilation system. To the left, above the steering wheel, is a ventilation pipe that channels fresh air into the cabin. And, when you look in the rear-view mirror and your view is dominated by yellow bars. I chuckled as the photographer opened the glovebox; it doesn’t even have enough space for a pair of racing gloves, as the roll cage runs through it as well.

Pulling away from a standstill isn’t the 968 Turbo RS’ forte. To master the manoeuvre, you do need to apply more throttle than you expect, but then off it goes. I’m instantly surprised by how tractable the engine is. Not wishing to disturb everyone before sunrise on this cold winter morning, I short-shift just below 3 000 rpm and the 968 takes it all in its stride. No tantrums, hissy fits or coughs and splutters.

Eminently tractable 4-pot motor

Porsche engineers regularly test vehicles on the Franschhoek Pass, and there are good reasons for the German sportscar brand to spend so much development time on that serpentine section of asphalt: the surface is near-billiard smooth, plus it offers 2 hairpins with a heady combination of faster corners.

As I leave the outskirts of Franschhoek, I slowly squeeze the 968 Turbo RS’s long pedal deeper into the footwell, the engine gradually gains momentum as the crank speed climbs to 3 000 rpm, and then the large-capacity 4-cylinder engine’s sizeable, single turbo awakens… and boosts prodigiously. It makes the rev-counter needle swing to 6 000 rpm with unbridled gusto, at which point the shift indicator lights up. I change up, and the turbo’s onslaught continues unabatedly. This car is fast, even by modern standards.

The turbo boosts prodigiously

With the ambient temperature around 10°C, the Porsche spins its rear tyres in the first 2 gears, but as the air- and road temperatures increase, so do the grip levels. As I negotiate the first set of corners, it’s not the feedback from the steering that impresses me most, but what you feel through the driver’s seat.

I expected to experience some extreme tramlining (even on this smooth surface), but the 968 Turbo RS contends with camber changes with relative ease and any directional changes are calmly controlled.

The roll-cage, stiffer and lower suspension (20 mm lower than a 968 Clubsport) and race seats result in a car that feels like a track-honed tool. You can hear every little stone that gets flung up into the wheel arches, and every time you drive over rough or patchy tar, the driving experience it’s similar to running wide on the track in a GT3 Cup racer and wincing at the aural attack that goes on beneath the car.

Gearbox ‘right up there with the best’

When you push on, the gearbox comes to the party with a short throw… Once you are done with 1st to second, simply push the lever out of 2nd, let the spring bring it in line with 3rd gear and push it forward to select the next ratio. During the 1990s, people raved about the Honda NSX’s smooth and precise shift feel (it’s still revered!), but the ‘box in the 968 Turbo RS is right up there with the best; and, as a special touch, the car was delivered with the gearknob of a 962 race car. Now, that’s one cool accoutrement.

As this is a classic front-engined, rear-wheel-drive setup, testing the 968 Turbo RS’ handling limits is easier than in a 911 of the same vintage and representative specification.

In this 968-based road racer, the handling at (or just beyond) the limits of adhesion is more predictable than in a rear-engined 911 – the car’s back end will go light and gradually break away instead of suddenly snapping sideways. The limited-slip differential (with up to 75% lock) helps to put all that torque down.

Summary

Along with the 924 Carrera GT, the 968 Turbo RS is undoubtedly the most sought-after of Porsche’s front-engined cars.

When I asked Schmid about the abilities of the 968 Turbo RS, his reply explained the car… and its sad demise: “Because it was faster than a 911 Turbo, the board decided to stop any further work on the 968 Turbo S/RS project. From a technical standpoint, it was impressive, but the car was simply too pricey.”

No matter which way you look at it, the Porsche 968 Turbo RS deserves its famous RS badge as much as any 911 of the era – or thereafter. SUVs may make up the bulk of the German brand’s sales, but Porsche has always reserved the RS moniker for its most special road cars, and the 968 Turbo RS is one of them.

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Toyota Fortuner: Top 5 Accessories to Consider

Looking to make your new Toyota Fortuner feel a little more special? We list 5 genuine (factory-backed) Fortuner accessories that you may want to consider…

Let’s face it: driving a Toyota Fortuner is the automotive equivalent of blending into the crowd.

Yes, thanks to its immense popularity in South Africa, this adventure SUV doesn’t exactly stand out on the road. But these genuine Fortuner accessories will make the vehicle both look and feel a little more special.

We’ve sorted through the array of Toyota-backed Fortuner accessories available in South Africa and selected 5 items that you might want to include on your must-have accessory list. These extras are available for most derivatives in the current 12-strong Fortuner line-up, from the base 2.4 GD-6 through to the flagship 2.8 GD-6 4×4 GR-Sport.

As a reminder, Toyota builds the Fortuner at its Prospecton plant in KwaZulu-Natal, alongside the closely related Hilux bakkie. It’s long been South Africa’s strongest-selling body-on-frame SUV, offering a mix of practicality, durability and go-anywhere ability.

Toyota Fortuner – Best Accessories to Consider

1. Fortuner Bonnet Emblem

While the rear of Toyota’s popular SUV features “Fortuner” lettering as standard, the front-end does without such branding. However, the Japanese firm’s local division offers a “Fortuner” bonnet emblem, which is available in a choice of chrome or piano black. This badging is spaced out along the leading edge of the bonnet, in much the same way as you’d find on a Discovery, Defender or Range Rover.

2. Oval Side Steps for the Toyota Fortuner

While all derivatives ship standard with traditional flat side steps, Toyota SA Motors’ catalogue of Fortuner accessories includes eye-catching oval-shaped alternatives. These tubular items are available in either a stainless steel or gloss-black finish.

In each case, the design incorporates what the brand describes as “moulded foot grips”, enabling safe access to the cabin. While most versions of these oval side steps feature “Fortuner” lettering, Toyota also offers a GR-branded alternative for the GR-Sport flagship variant.

3. Spare Wheel Lock

The Fortuner’s spare wheel is positioned underneath the vehicle, mounted directly to the rear frame. It’s thus unfortunately accessible to thieves. While there are various locking mechanisms available, Toyota SA Motors offers 2 distinct types. The first is a padlock system, though we’d lean towards the more robust plug-type lock pictured here. This is installed to the vehicle frame and unlocked using the supplied “key” (just as one would with a locking wheel nut).

4. Toyota Dashcam Accessory

You never quite know what will happen next on South African roads, so a dashcam can be a worthwhile investment and Toyota markets this genuine accessory. While the brand doesn’t list technical details, we believe this front-mounted camera records in a 2 560 x 1 440 px resolution.

The camera begins recording when the Fortuner’s ignition is on, saving its video files to a microSD card. The integrated G-sensor can sense an impact and lock the current video file, preventing it from being erased by loop recording.

5. Wireless Smartphone Charger

Many new vehicles now come standard with wireless smartphone charging. Unfortunately, the Fortuner isn’t one of them. However, Toyota’s list of Fortuner accessories does include a wireless charger, neatly installed in the centre console, just ahead of the gear lever. This allows the charging of mobile devices (those with wireless charging capabilities, of course) without the need for cables.

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Mercedes-Benz 300S & 300Sc: Classic Drive

Representing early and later versions of Mercedes-Benz’s glorious 300 range, this 1954 300S Roadster and 1956 300Sc Coupe were meticulously restored by Mechatronik in Germany. We drive the venerable Benz duo in the Western Cape.

As the body of the 1954 Mercedes-Benz 300S Roadster bobs and weaves in front of me, I realise that what I’m seeing must be one of the most effective demonstrations of how far automotive technology has progressed during the past 60 years.

As the road turns to the right, I watch from the driver’s seat of a 1956 Mercedes-Benz 300Sc Coupe as the roadster’s left-rear wheel pushes up into the wheel arch – and the sheer amount of suspension movement is quite unlike anything I’ve seen on (or experienced in) a modern road car.

IMAGES: Charles Russell

1954 Mercedes-Benz 300S Roadster rear fender

As the road straightens again, I notice the left rear tyre isn’t recovering from the pressure created by the cornering forces. Half a minute later, we recognise that the “white-wall” has deflated.

Fortunately, it hadn’t been long after the cars, which underwent 5 years of restoration at Mechatronik in Germany, had returned to South Africa, so the roadster’s jack, spanner, and full-size spare wheel are all accounted for. Some 15 minutes later, we are back on the road and heading to our photoshoot location.

1954 Mercedes-Benz 300S Roadster rear three-quarter tracking shot

When both cars are parked next to one another, the slight differences between them begin to emerge. My eyes are initially drawn to the Mercedes-Benz 300S Roadster, but it is the minor details on the later and rarer 300Sc Coupe that hold my attention longest.

Its wheel arches offer chrome beading, while the bonnet also features two chrome stripes on the sides. For some, this might seem excessive, but I find it adds to the classic look of the car.

Grand Designs

Except for the lighter, fully retractable hood (without coach joints), the Mercedes-Benz 300S Roadster is basically identical to the 300S Cabriolet.

1954 Mercedes-Benz 300S Roadster rear view

Eagle-eyed observers will notice the Einspritzmotor designation positioned on the rear bumper of the coupe, which indicates the mechanical fuel injection of the engine, and an increase in power from the 110 kW of the carburettor-fed Mercedes-Benz 300S Roadster to 129 kW in the 300Sc Coupe.

Specifications:

Model: 1954 Mercedes-Benz 300S Roadster (W188)
Years produced: 1952–1955
Engine: M188 3.0-litre inline-6, petrol
Power: 110 kW at 5 000 rpm
Torque: 230 Nm at 3 800 rpm
Transmission: 4-speed manual, RWD
Weight: 1 760 kg
Fuel consumption: 13.8 L/100 km (approx)
0-100 kph: 15 sec (approx)
Top speed: 175 kph (approx)

Highly collectable cars such as these are usually trailer queens, or works of art that take up garage space in collectors’ residences, but that is not the case with these 2 examples.

After their owner had waited 5 years for the cars to be restored by Mechatronik, he flew to Germany to drive them before they were shipped back to South Africa at the end of 2014. I could sense that trip in Europe with the roadster was particularly special to him.

“When that car had been fully restored, I drove it in a rally to Lake Como in Italy. It was a truly spectacular trip, but what made it so special was that I travelled back from Italy to Stuttgart and arrived quite refreshed, despite the six-hour drive,” he says. “Although my 300SL is sexy, stylish, and flamboyant, you won’t arrive at your destination feeling as refreshed as you would in the 300S Roadster.”

Touring Cars

I share his opinion, but only to an extent. The interiors of both these cars are truly relaxing environments. Although the steering wheel fills your lap, you have enough leverage on the wheel to feel in charge of the car. Each interior colour combination was chosen by the owner; they suit the pair of Benzes perfectly.

The Mercedes-Benz 300S Roadster is draped in a combination of chocolate brown and light beige, while the 300Sc Coupe offers a combination of Anthracite and Cognac brown.

Specifications:

Model: 1956 Mercedes-Benz 300Sc Coupe (W188)
Years produced: 1955–1958
Engine: M199 3.0-litre inline-6, petrol
Power: 129 kW at 5 400 rpm
Torque: 255 Nm at 4 300 rpm
Transmission: 4-speed manual, RWD
Weight: 1 780 kg
Fuel consumption: 12.5 L/100 km (approx)
0-100 kph: 14 sec (approx)
Top speed: 180 kph (approx)

Even the steering wheel colours have been taken into account – white in the case of the roadster, and black for the coupe. The result is that I suddenly feel too young to be piloting this car; my head feels naked without a hat, my wrist similarly exposed without a watch, and where is my cigar?

The addition of air-conditioning is a must, especially during South Africa’s sweltering summer months. However, looking at all the chromed organ stops and levers, you would never guess that there is such a system hiding behind its elegant appearance – more of Mechatronik’s work.

The steering in both cars is heavy at parking speeds, but once you get going, it is quite easy to point the car. Both Mercedes-Benzes have floor-mounted gearshift levers, and what a joy they are to use, as long as you don’t rush things!

When the owner purchased these cars nearly 15 years ago, they already had floor-mounted gear levers, as opposed to the column-shift system fitted as standard.

Unfortunately, it is unclear whether the column-shift mechanism was converted to the floor shift system by the factory or whether it was done by Mercedes-Benz in South Africa. Nevertheless, it looks perfectly suited and only contributes to the sporty intent of both 2-door cars.

Classic Colours

The light-coloured cloth roof of the 300S Roadster complements its dark brown exterior hue. Both interiors have been meticulously restored (and slightly improved) to the same condition as the exterior. But it is only when you spend more time in the cabin that you fully appreciate Mechatronik’s effort.

Sourcing parts for these 2 restoration projects was difficult – some parts had to be remade and others sourced from Mercedes-Benz.

The interiors have a fresh smell, but not the sort you’ll find in a modern car. I quickly peek at the rear seat, where I find a neatly folded picnic blanket – how appropriate! In the middle of the dashboard, there is a sleek, veneered panel that opens with a gentle push to reveal an Alpine radio/CD player, no less.

Bend down to look at the left-hand side of the steering column, and you will find switches for modern functions such as the hazard lights, fuel pump (needed when the engine is warm and you want to restart it), and a switch for adjusting the level of power-steering assistance.

As the sun’s last rays disappear behind the mountains, we begin our return to Cape Town. It is never ideal to drive such old cars in the dark, but tonight that is not a problem. Both Mercedes-Benzes are fitted with xenon headlights, which means we can see way into the distance.

Never before have I passed slower-moving traffic in such an old car so effortlessly. Both cars keep to 120 kph with ease, leaving little doubt that, on the right road, they would match the top speeds stated by Mercedes-Benz (175 kph for the roadster, 180 kph for the coupe).

The 300Sc Coupe is definitely the more refined of the 2 Benzes. Featuring fuel injection, it not only offers more power, but the cabin is also slightly quieter than that of the carburettor-fed 300S Roadster.

Now obviously, 1 has a hardtop and the other a fabric roof, but when holding a gear, it is the carburetted engine that sounds as if it’s working harder, albeit with a more pleasing soundtrack.

1954 Mercedes-Benz 300S Roadster Three-pointed Star

The large pews are soft, but sturdy at the same time. They are comfortable, but don’t engulf you in such a way that you will feel uncomfortable on a warm day. Your passenger also has a significant amount of space on their side of the cabin. Ahead of you, the long bonnet points the way forward with the Three-pointed Star standing proudly at the end.

As is still the case today with modern Mercedes-Benz models, you need to pay attention to spot all the special (well, for the time) details. For example, the rear-view mirror of the roadster has 2 small joints that allow it to pivot and provide a view over the fabric roof when it’s folded at the rear.

Summary

As our day comes to an end, I have 1 final look at the cars. Whatever your views about personalised number plates, these 2 cars are equipped with registrations that hopefully teach admirers a thing or two about the particular Mercedes they are looking at.

For me, the 300SL Gullwing represents the pinnacle of engineering at Mercedes-Benz in the 1950s, but I certainly have more respect for the earlier 300 range after driving these 2 examples.

They were the most expensive cars on Mercedes-Benz’s price list at the time, topping even the 300SL Gullwing. The Mercedes-Benz 300S Roadster cost DM 34 500 in 1952, and the 300Sc Coupe retailed for DM 36 500 in 1955, whereas the 300SL Gullwing boasted a price tag of (only) DM 29 000 in 1954.

1954 Mercedes-Benz 300S Roadster front view

At the time of the photoshoot, the combined mileage of these cars since the nuts and bolts restoration at Mechatronik was 4 000 km. Since our day with them, this number has climbed significantly and it was so refreshing to hear the owner’s plans regarding these cars and the trips he wants to do in them.

They might be rare and worth several millions of rand, but this duo, which were described by the press at the time as “cars for the world elites,” are still being used in the way their designers intended. Excellent.

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Mahindra soars as Nissan tumbles: H1 2025 sales in SA

Mahindra posted the strongest sales growth in the top 10 of SA’s new-vehicle market for H1 2025, while Nissan tumbled 7 spots to 12th. Read on for this and other insights…

In the opening half of 2025, South Africa’s new-vehicle market grew an encouraging 13.6% year on year to 278 911 units. So, what happened on the list of Mzansi’s best-selling automakers for H1 2025?

Well, we’ve tallied up the figures and compared them to those from the corresponding period in 2024, allowing us to identify not only the best-selling automakers but also their year-on-year changes in sales volumes and indeed any movement up or down the rankings. Let’s get stuck in…

Toyota dominates as Suzuki secures 2nd

Suzuki Swift — *Suzuki moved up to 2nd place in H1 2025.*

Toyota’s dominance of South Africa’s new-vehicle market continues unchallenged, with the Japanese giant – including its Lexus and Hino subsidiaries – posting 12.2% year-on-year growth to end H1 2025 on a whopping 67 938 units. By our maths, that represents a market share as high as 24.4% (or virtually 1 in every 4 vehicles sold new in SA).

Meanwhile, Suzuki’s rise continues, with the Hamamatsu-based brand’s local division growing its sales 22.7% year on year to 34 461 units, seeing it move up a ranking to 2nd in the opening half of 2025. As such, Suzuki enjoys a 5 095-unit buffer over the next-best contender as it heads into the latter half of the year.

Volkswagen Group slips as Hyundai climbs

New Hyundai Exter — *Hyundai climbed 2 rankings to 4th in the 1st half of the year.*

Interestingly, the Volkswagen Group (including the Audi brand) was the only automaker in H1 2025’s top 10 to suffer a year-on-year decline, with sales slipping 6.1% to 29 366 units. The German firm therefore had to settle for 3rd place behind Suzuki, dropping a ranking compared to its H1 2024 showing.

In contrast, Hyundai climbed 2 positions to 4th, posting the strongest growth in the top 5. In the end, the South Korean automaker’s local arm grew its sales 31.0% year on year to 18 100 units. That saw Ford drop a place to 5th, despite the Blue Oval brand gaining 7.9% year on year to finish the reporting period on 16 662 units.

Isuzu snaffles 6th while GWM pips Chery

*GWM leapfrogged fellow Chinese firm Chery in H1 2025.*

Relying heavily on one particular model (the D-Max bakkie built in Struandale), Isuzu sales increased 5.2% year on year to 12 221 units in H1 2025. That saw the Japanese firm’s local outfit climb a ranking to 6th. However, the close-fought Chinese battle taking place just below Isuzu was perhaps more interesting.

GWM (which, of course, also includes Haval, Tank and Ora) bounced back in the opening half of 2025, registering 36.2% year-on-year growth to reach 11 835 units. That was enough to see GWM climb 2 rankings, just sneaking into 7th ahead of fellow Chinese automaker, Chery. Though the latter remained in 8th place, its sales increased 20.1% year on year to 11 687 units – a mere 148 units behind its rival.

Mahindra posts strongest growth in top 10

*Mahindra was easily the fastest-growing automaker in the top 10.*

With so much attention on the rise of the Chinese, it might surprise some that Mahindra was the automaker to post the strongest growth in the top 10 in H1 2025. The Indian brand’s local sales surged a considerable 60.4% year on year – the most robust improvement in the top 15 by quite some margin – to 9 611 units, seeing it soar 4 places to 9th overall.

Meanwhile, Kia made a return to the top 10, moving up 2 rankings to grab the final position. The South Korean firm’s local division enjoyed a 27.3% year-on-year improvement to end the 6-month reporting period on 8 234 units.

Nissan tumbles as more Chinese firms climb

*Nissan tumbled out of the top 10 in the opening half of 2025.*

What about the automakers that fell just outside the top 10? Well, Renault slipped a place to 11th, despite sales increasing 9.4% year on year to 8 178 units. But Nissan was the brand to suffer the most significant drop in H1 2025, with its local registrations plummeting 43.6% year on year to 7 846 units. That saw the firm – which now sells only the Magnite, Navara and X-Trail, and is clearly missing the since-departed NP200 – tumble a whopping 7 places to 12th.

Meanwhile, the BMW Group gained 16.0% year on year to reach 7 525 units but nevertheless fell 2 places to 13th. The final 2 spots in the top 15 went to Chinese newcomers: Omoda & Jaecoo (5 119 units) in 14th and Jetour (3 306 units) in 15th.

SA’s 15 best-selling automakers in H1 2025

	AUTOMAKER	H1 2025 SALES	Y-O-Y CHANGE	RANKING CHANGE
1	Toyota	67 938 units	+12.2%	unchanged
2	Suzuki	34 461 units	+22.7%	+1
3	Volkswagen Group	29 366 units	-6.1%	-1
4	Hyundai	18 100 units	+31.0%	+2
5	Ford	16 662 units	+7.9%	-1
6	Isuzu	12 221 units	+5.2%	+1
7	GWM	11 835 units	+36.2%	+2
8	Chery	11 687 units	+20.1%	unchanged
9	Mahindra	9 611 units	+60.4%	+4
10	Kia	8 234 units	+27.3%	+2
11	Renault	8 178 units	+9.4%	-1
12	Nissan	7 846 units	-43.6%	-7
13	BMW Group	7 525 units	+16.0%	-2
14	Omoda & Jaecoo	5 119 units	No H1 2024 data	no H1 2024 ranking
15	Jetour	3 306 units	No H1 2024 data	no H1 2024 ranking

*Table collated by Cars.co.za based on figures reported to Naamsa

June 2025 passenger-car sales: Tiggo 4 Pro cracks top 3 (sort of)

The Chery Tiggo 4 Pro put in its best-ever sales performance (with a caveat) to break into the top 3 on the list of South Africa’s best-selling passenger cars for June 2025…

In June 2025, South Africa’s new-vehicle market improved 18.7% year on year to finish on 47 294 units. Growth in the local passenger-vehicle market was even more robust, increasing 21.7% year on year to 32 570 units (thanks in part to the rental-vehicle channel, which accounted for 10.7% of that figure).

So, what happened on the list of Mzansi’s best-selling passenger vehicles in June 2025? Well, the Toyota Corolla Cross climbed a ranking to seize first place, with sales surging 30.9% month on month to 2 132 units (including 189 units sold to the rental industry). For the record, that represents the Prospecton-built crossover’s best effort of the year thus far.

Toyota Corolla Cross: petrol vs hybrid — *Toyota’s Corolla Cross grabbed 1st place in June.*

Meanwhile, sales of the Volkswagen Polo Vivo increased 27.2% month on month to 1 962 units in June 2025, seeing the Kariega-built hatchback move up a spot to 2nd place. Much of that growth came courtesy of the rental-vehicle channel, with 484 units (or almost a quarter of its total) sold in this space.

But the big news was the performance of the Chinese-made Chery Tiggo 4 Pro, which reached an all-time sales high of 1 538 units – adding 22.6% to the prior month’s figure – to move up 2 rankings and break into the top 3 for the very first time. This, however, comes with a caveat…

Chery Tiggo Cross — *Chery is now including Tiggo Cross sales in the Tiggo 4 Pro figure.*

Chery SA confirmed to Cars.co.za that it has taken the decision to now include Tiggo Cross sales in the Tiggo 4 Pro figure. For the record, the Tiggo Cross averaged 170 units a month over the prior 5 months, so there’s a fair chance the Tiggo 4 Pro would actually have been 4th were Tiggo Cross sales still being reported separately.

Therefore, the Suzuki Swift – which placed first in May 2025 – had to settle for 4th in June, dropping off the podium for the first time this year. Sales of the Indian-built hatchback slipped 20.4% month on month to 1 466 units, including 290 units sold via the rental channel. The Hyundai Grand i10 fell a spot to 5th, with sales sliding 3.6% month on month to 1 301 units (note this figure excludes the 183 units of converted Cargo-badged panel vans registered in the light-commercial vehicle space).

The Haval Jolion (up 0.3% month on month to 1 116 units) climbed a spot to 6th, forcing the Suzuki Fronx (1 112 units; -8.8% month on month) down a place to 7th. The locally produced Toyota Fortuner (878 units) returned to the table to grab 8th, pushing the Toyota Starlet (852 units; -18.0% compared to May’s effort) down a ranking to 9th. Finally, the Suzuki Ertiga (840 units) broke into the top 10 to snaffle the final spot.

*GWM’s Haval Jolion moved up a place to 6th in June.*

That meant both the Volkswagen Polo hatch (756 units) and the Kia Sonet (735 units) dropped off the table last month. Other nameplates that fell just short of cracking the top 10 in June 2025 included the Toyota Vitz (794 units), Toyota Urban Cruiser (720 units) and Nissan Magnite (678 units).

SA’s 10 best-selling passenger vehicles in June 2025

1. Toyota Corolla Cross – 2 132 units

2. Volkswagen Polo Vivo – 1 962 units

3. Chery Tiggo 4 Pro – 1 538 units

4. Suzuki Swift – 1 466 units

5. Hyundai Grand i10 (excluding LCV) – 1 301 units

6. Haval Jolion – 1 116 units

7. Suzuki Fronx – 1 112 units

8. Toyota Fortuner – 878 units

9. Toyota Starlet – 852 units

10. Suzuki Ertiga – 840 units

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What is the Lamborghini Miura like to drive?

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We get the full story from Gerd Schmid

Built to race in South Africa

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First owner ‘suggested a few tweaks’

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Eminently tractable 4-pot motor

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