Driving an ultra-rare Ferrari 575M in South Africa
Ciro De Siena realised his lifelong dream of driving a manual, open-H-gate Ferrari when he piloted a particularly special Ferrari 575M Maranello at Killarney.
These days, Ferrari doesn’t make manual gearboxes anymore, and so if you do want to drive a Ferrari with a “stick shift”, you need to convince someone who owns one to let you drive it. That’s not easy, but luckily, the stars aligned when Crossley & Webb in Cape Town had this particularly rare 2004 Ferrari 575M Maranello going up for auction and the dealership agreed to let us drive this special machine.
The Ferrari 575M Maranello, introduced in 2002 as the successor to the 550 Maranello, represented a significant evolution in Ferrari’s front-engined V12 grand tourer lineage, and aimed to build upon its predecessor by integrating updated technology and enhanced performance.
The 550, launched in the late 1990s, had successfully reintroduced the front-engined, rear-wheel-drive V12 format to Ferrari’s road car offerings, but the 575M incorporated various modifications, hence the “M” in its designation (for modificata/modified) to elevate its capabilities and appeal.
Pininfarina’s design for the 550 was largely retained for the 575M, a testament to its enduring aesthetic. Minor revisions were made to the exterior, including a redesigned front bumper with larger air intakes, updated headlight clusters, and a subtly altered grille, providing a more contemporary appearance while maintaining the vehicle’s established lines.
The interior also underwent enhancements, featuring improved materials, a revised dashboard layout, and a more driver-oriented cabin, contributing to increased comfort and luxury for extended journeys.
Specification:
Model: 2004 Ferrari 575M Maranello
Engine: 5.7-litre, V12, petrol
Power: 379 kW at 7 250 rpm
Torque: 588 Nm at 5 250 rpm
Transmission: 6-speed manual, RWD
Weight: 1 730 kg
0-100 kph: 4.25 sec (claimed)
Top speed: 325 kph (claimed)
A core focus of the Ferrari 575M’s development was its powertrain. The 550’s naturally aspirated 65-degree 5.5-litre V12 engine was bored out to 5.75 litres, and the bigger engine, featuring 4 overhead camshafts and 4 valves per cylinder, produced maximum power of 379 kW and peak torque of 588 Nm.
This power increase, combined with a 50-50 weight distribution achieved through a transaxle design, enabled the 575M to accelerate from 0 to 100 kph in 4.25 sec and reach a top speed of 325 kph.
The 575M also featured a new adaptive suspension system and a Fiorano Handling Package, which incorporated tiffer suspension settings, upgraded braking components (including optional carbon-ceramic discs and a revised steering system, was available as an extra-cost option.
We weren’t even aware of just how rare this car is. Most 575M units were equipped with an F1 electro-hydraulic automated manual gearbox – a 6-speed manual transmission remained available, but very few buyers specified it. As a result, only 246 units out of 2 056 produced had a 3-pedal configuration.
And this is a right-hand-drive example – there can’t be many of these around, and as far as we know, this is the only manual Ferrari 575M Maranello in South Africa.
On a mild winter’s morning in Franschhoek, the planets aligned and we got behind the ‘wheel of an ultra-rare – and, in a word, spectacular – Pagani Huayra Roadster.
In 1999, Horacio Pagani unveiled his company’s 1st car at the Geneva Motor Show: the Zonda C12. It laid the foundation of what became a Modanese firm that hand-builds some of the most desirable pieces of automotive art, which happen to be hypercars. Pagani followed up the Zonda, of which about 140 units were made, with the Huayra in 2011 – the subject of this article, the Huayra Roadster, debuted in 2017.
In issue 22 of August 2000, John Barker of the British magazine EVO wrote: “…from behind the wheel it is the most beautiful thing.” He ended his thoughts, after comparing the Pagani Zonda C12 with cars such as the Ferrari 550 Maranello, Lamborghini Diablo 6.0 VT, Ferrari 360 Modena and Dodge Viper GTS, with “…the supercar establishment should be very worried indeed.”
EVO has published several articles on Paganis leaving the factory in Modena, Italy. One of the magazine’s founders, Harry Metcalfe, even purchased the Zonda C12 S press car and continued to write about it in the magazine for several years. By reading those articles, I realised that the Pagani ownership experience is special, because Pagani owners get to have a close relationship with none other than Horacio Pagani.
The big day arrives
Back to the 05:30 wakeup call, however. The owner of this Pagani Huayra Roadster collects modern supercars. Furthermore, his cars are not only garage queens – he and his family drive them often.
Just as I begin to head up the Franschhoek Pass, I spot the Huayra’s profile. The weather is perfect, so the carbon-fibre roof panel could be left at home. After all, this is a Roadster – let’s savour it al fresco.
It’s difficult to describe the emotions you feel when you encounter an object of such beauty for the first time. How can one car encapsulate the enjoyment of motoring, sizzling performance and intense visual appeal so adroitly? I’d never seen a car design with as many perfect, tiny details that grab your attention.
First, we need to get the images “in the can”, so while the photographer makes his way around the car, I have time to drink in all the Huayra’s details. As I was told when I visited the Pagani factory in 2017, every part on this entire car has “Pagani” engraved on it. Yes, every single nut and bolt – isn’t that incredible?
As we open the clamshell engine cover, the Mercedes-AMG 6.0-litre V12 engine is revealed in all its glory, as well as all the Huayra Roadster’s forged and machined suspension components, the beautifully crafted exhaust system and the intricate latticework of support bars. Race-car design springs to mind.
The cabin, by contrast, is almost cartoonishly ornate, playful even. Except for a couple of buttons on the leather and carbon-fibre steering wheel, there is not a piece of plastic in sight.
Machined metal, leather and carbon fibre – those are the materials that you see in abundance, and fall to hand with a tremendous sense of occasion, as you find your way around the cabin. It exudes a sense of complete quality and ultimate durability to a level that I’ve never experienced in a car.
Every time the car is fired up or repositioned for the next set of pictures, a profound rumble emanates from its quad exhaust pipes. Being the Roadster, I would soon experience the engine’s full vocal range.
Specifications:
Model: Pagani Huayra Roadster, number 95/100
Engine: 6.0-litre twin-turbo V12
Power: 561 kW at 5 500 rpm
Torque: 1 000 Nm from 2 300 to 4 300 rpm
Gearbox: 7-speed automated manual
Weight: 1 280 kg
0-100 km/h: 3.0 sec (claimed)
Top speed: 360 kph (claimed)
What is the Pagani Huayra Roadster like to drive?
As I slide in behind the ‘wheel, I feel a combination of trepidation and gratitude. I’m all too aware that few enthusiasts will be afforded opportunities to drive this machine, even for a precious couple of kilometres.
The first thing that I notice is just how close the Pagani Huayra Roadster sits to the ground. When I adjust the seat (manually), this mechanism slides oh-so-smoothly and clicks into place with confident precision – another testament to the solid, but lightweight approach to producing every element of this car.
But it’s time to start focusing on what the Pagani Huayra Roadster was designed to do – deliver an unfettered, visceral driving experience. Even on this smooth piece of tarmac, the underbody of the car still touches the road at times, which is intimidating, but my nerves are calmed by the owner.
Designed to kiss the tarmac
He says Pagani made it clear that this “touching” was part of the car’s aerodynamics and that replacing the piece that occasionally meets terra firma (after a few years or at a set mileage) is “not an issue”.
After all, there is impressive aerodynamic engineering at work while you pilot this machine. Up front, the flaps will rise/fall depending on the direction you point the car, and the speed at which you’re travelling.
Apart from the quality of the materials around you, another aspect of the Pagani Huayra Roadster that is impossible not to notice is the close proximity of the A-pillar to the driver, resulting in a very snug feeling in the cabin. That said, due to the car’s width, there is ample space between the 2 occupants.
As expected, the Affalterbach-built engine is the star of the show, but not because of a continuous deep rumble from the V12 or quartet of exhaust ends. Instead, a cacophony of blows and whistles dominates the experience, but if you tune your ears, you can hear the underlying V12 exhaust note amid the din.
Lighting-quick steering
The Pagani Huayra Roadster’s steering rack is rapid and eminently communicative, which contributes to the perception that the car feels “light”. Although the powerplant’s redline starts at just after 6 000 rpm, I didn’t feel the need to task the engine to reach its rev limit, because even in the lower and middle parts of the rev range, the acceleration, facilitated by a tonne of torque, is extremely urgent… and addictive.
Indeed, as the maximum torque output (1 000 Nm) is already available at 2 300 rpm (and until 4 300 rpm), you don’t always need to chase that redline. The brake pedal (all the pedals are floor-mounted) feels strong, like every facet of the car, and super sensitive to even the tiniest of inputs.
The 7-speed transmission, made by racing specialists Xtrac in the United Kingdom (also responsible for the gearbox in the GMA T.50), is a sequential, single-clutch unit.
It shifts so refinedly that you may as well leave the ‘box to its own devices. If you prefer to shift manually, you can either tap the machined gear lever or use the metal paddles behind the steering wheel. Plus, you can make upshifts smoother by stepping off the accelerator for a fraction of a second before you shift.
We may be accustomed to the rapid shifts of dual-clutch gearboxes, but this automated manual is lighter than most of those transmissions. Also, seeing as the Pagani has a carbon-titanium and carbon-triax monocoque, there is no scuttle shake, something that can’t be said of most roadsters or convertibles.
Summary
One could write a book about the Pagani Huayra Roadster’s abundance of details and talents, including the colourful exhaust manifold (visible through the mesh grille at the rear), the beautifully crafted mirrors, the luggage set and the small cover you can peer through to marvel at the engine – just to name a few.
However, the sizzling driving experience offered by the Pagani Huayra multiplies the impact that these visual highlights have on you immeasurably. Although a faster transmission would not go amiss, the Roadster is an utter thing of beauty that is just as pleasurable to drive as it is to look at and touch.
Pricing scoop! The new Hyundai Santa Fe Hybrid will soon launch as the Korean brand’s first dual-powered model in South Africa. Here’s what this boxy 7-seater will cost…
The 5th-generation Hyundai Santa Fe is set to hit the market in South Africa soon, but we’ve managed to dig up pricing ahead of its official launch. And we can confirm this boxy new 7-seater will be offered in hybrid form – a first for the brand in SA.
Yes, the new Santa Fe is poised to launch as Hyundai Automotive SA’s very first hybrid electric vehicle (HEV) and will thus finally mark the Korean automaker’s entrance to Mzansi’s growing new-energy vehicle (NEV) space.
While the previous-gen Santa Fe was offered in SA exclusively with an oil-burning motor, the new model is not available with a turbodiesel engine anywhere in the world. Now, after some initial hesitance from Hyundai Automotive SA, the latest Santa Fe – which was unveiled globally as long ago as July 2023 – is finally ready for launch.
So, what will it cost? Well, from what we understand, just a single derivative will be available at launch. And our information suggests this new Hyundai Santa Fe 1.6T Hybrid Elite AWD (to use its full name) will be priced at R1 249 900.
By our maths, that’s R155 400 more expensive than the previous-generation Santa Fe R2.2 Elite AWD (which had a list price of R1 094 500 before it was discontinued). It’s also enough to make this new hybrid derivative Hyundai Automotive SA’s 2nd most expensive variant yet.
In fact, the new Santa Fe 1.6T Hybrid Elite AWD is R45 400 pricier than the larger Palisade 2.2D AWD Elite (R1 204 500), though it’s worth keeping in mind the latter derivative features a less-sophisticated powertrain. That said, Hyundai’s most expensive variant in SA is still the oil-burning Hyundai Staria 2.2D Luxury (R1 263 900).
What do we know about the new 3-row Santa Fe’s powertrain? Well, it combines a 132 kW/265 Nm turbocharged 1.6-litre, 4-cylinder petrol engine with a 44 kW/264 Nm electric motor. The latter is located between the engine and the 6-speed automatic transmission and draws power from a 1.49 kWh lithium-ion polymer battery.
According to Hyundai, the hybrid powertrain produces total system outputs of 172 kW and 367 Nm, directed to all 4 corners via an active “on-demand” all-wheel-drive system. The local fuel-economy claim comes in at 7.5 L/100 km (interestingly far higher than fellow right-hand-drive market Australia’s listed combined consumption of 5.6 L/100 km).
Standard specification for the new Santa Fe 1.6T HEV Elite AWD includes 20-inch alloy wheels, a powered tailgate, leather upholstery, power-adjustable front seats (with heating and ventilation), heated 2nd-row seats and plenty of driver-assistance technology. The cabin also features a 12.3-inch curved display, while a 12-speaker Bose audio system is included in the price, too.
As a reminder, the latest-generation Santa Fe is 45 mm longer than its forebear, now measuring 4 830 mm long and 1 900 mm wide, while standing 1 720 mm tall. There’s an extra 50 mm between its axles, too, taking the wheelbase to 2 815 mm and allowing the new 7-seater model to offer what Hyundai calls “enhanced” 3rd-row seating.
The tailgate opening is 145 mm wider than before at 1 275 mm, while the luggage compartment can now handle 628 litres (based on the VDA measuring method). Hyundai says legroom in the 2nd row has improved, with occupants of the 3rd row furthermore gaining extra space in this area, plus additional headroom.
Interestingly, the new Santa Fe is also produced in plug-in hybrid electric vehicle (PHEV) form as well as with a turbocharged 2.5-litre petrol engine (generating 206 kW and 422 Nm). These powertrains are not on the menu for South Africa at launch.
How much will the new Hyundai Santa Fe Hybrid cost in SA?
Hyundai Santa Fe 1.6T Hybrid Elite AWD – R1 249 900
The price above includes Hyundai Automotive South Africa’s 7-year/200 000 km warranty (comprising a 5-year/150 000 km vehicle warranty and an additional 2-year/50 000 km powertrain warranty) and a 6-year/90 000 km service plan. In addition, the hybrid battery pack is covered by a separate 8-year/160 000 km warranty.
In the Eighties, many considered the Mercedes-Benz 560 SEL ‘the best car in the world’, but if you were a real bigwig, you drove the W126-series model’s gorgeous coupe variant! Graeme Hurst reviews a 560 SEC once owned by a famous novelist.
The 1980s gave us fab music (imagine the decade without Michael Jackson’s Thriller – you can’t), along with memorably BIG hairstyles, nifty games (such as Pac-Man and the Rubik’s cube), and conspicuous luxury performance cars. If you sat at the end of the boardroom table and had a cheque book in which you could write telephone-number figures, you probably drove a Mercedes-Benz 560 SEC.
IMAGES: Duwyne Aspeling
And, with South Africa’s rampant inflation and exorbitant import tariffs at the time, that’s what the price tag of this range-topping Mercedes-Benz 560 SEC looked like: in 1989, it set its 1st owner, the late British-South African novelist Wilbur Smith, back over R300k! At the time, that sort of cash would have given you the keys to 15 VW Citi Golfs… or a few thousand copies of Wilbur’s 1989 novel A Time to Die.
Specification:
Model: Mercedes-Benz (W126) 560 SEC
Engine: M117 5.5-litre V8, petrol
Power: 220 kW at 5 000 rpm
Torque: 455 Nm at 3 750 rpm
Transmission: 4-speed auto, RWD
Weight: 1 746 kg
0-100 km/h: 6.78 sec (as tested by CAR)
Top speed: 247 kph (as tested by CAR)
But while the famed historical fiction writer’s work could’ve transported you into the latest adventures of retired guerrilla fighter-cum-hunter Sean Courtney at the time, the venerable Citi Golf hadn’t the feintest chance of propelling 4 adults and approximately 1.8-tonnes of Teutonic automotive opulence from zero to 100 kph in a shade over 6 seconds before topping out at an Autobahn-friendly 250 kph.
Nor could it offer state-of-the-art engineering attributes – including self-levelling rear suspension, ABS and ASR (acceleration slip regulation) – to ensure you could replicate the experience daily.
Yup, an SEC (an acronym for S-Klasse-Einspritzmotor-Coupe) was a highly accomplished car in the late Eighties. Codenamed C126, it boasted more than just performance or arresting looks: it had oodles of state-of-the-art refinement inside, starting with the electric seats and their clever ergonomic operation.
Been in a car where you simply push parts of a seat-shaped button to adjust the seat position? It seems de rigueur now, but the SEC was the 1st car in which you could do that. Have you had a seatbelt handed to you so you don’t have to throw your back out while buckling up? Welcome to the SEC’s party trick…
Of course, the Three-pointed Star was no stranger to pretty 2-door variants of its handsome saloons (even if it focused on the R107-series SL and C107-series SLC in the Seventies), and when the Bruno Sacco-styled SEC wowed Frankfurt back in ’81, it was more than a “cut-and-shut” of the elegant W126.
With a 90 mm shorter wheelbase than its 4-door SE sibling (now known as the S-Class), the SEC had svelte looks thanks to heavily raked C-pillars, aluminium was used extensively in its construction (as a weight-saving measure), and unlike previous Mercedes-Benz coupes, it was exclusively V8-powered.
The 380 SEC (and 500 SEC) made it to our shores in late ’83. When CAR magazine SA tested a 380 SEC a year later, it retailed for R74 800 – considerably less than the 560 SEC’s price tag 5 years later, but that was still a monumental number on a South African car showroom floor back then, when something as desirable (and already pricey) as an Alfa Romeo GTV6 3.0 could be yours for just over 30 grand…
So what tarmac metrics did a 380 SEC owner get for that sort of dough? Well, a top speed of 211 kph and a zero to 100 kph time of around 10 sec. Those numbers were impressive for the day, but not enough to embarrass the shark-nosed E24 BMW 635CSi 4-speed auto, powered by a 160 kW 3.5-litre inline-6.
For the ’87 model year, Mercedes South Africa introduced the 560 SEC (as the coupe counterpart of the revered 560 SEL saloon) and its 5.5-litre V8 produced 220 kW and 455 Nm! That was 46% more grunt than the 380 SEC’s 3.8-litre V8 and more than enough to match the E28 BMW M5 and locally developed E23 745i, both of which were powered by the M1-derived 3.5-litre 24-valve inline-6 (210 kW/340 Nm).
The 560 SEC remained unchanged until early 1991, when its price had crept up another R100 000. More than 3 decades on, an asking price of about R350k for something this capable seems laughable, but unlike some of its peers, the car’s presence certainly isn’t: its lines are still beguiling.
This is how timeless Sacco’s design is: swing this immaculate Arctic White example into Cape Town’s prestigious Mount Nelson hotel and it’ll still hold its own in the foyer… unlike a 7 Series from the era.
Summary
And this Teutonic beauty still feels surprisingly quick: sure, most 2.0-litre 4-cylinder turbopetrol-propelled hatchbacks on sale today can match its acceleration, but the Mercedes-Benz 560 SEC still impresses for its locomotive-like urge when you drop it into Sport mode and floor the accelerator pedal.
With its wide (well, for the time) 215R15 rubber and substantial heft, the SEC feels surefooted and hugely trustworthy as you negotiate sweeping bends at speed. And comfortable, of course, with dual-zone aircon, cruise control and those nifty seat-shaped buttons to dial in your favoured driving position; all super handy when you’re hoping to overcome writer’s block with a dose of 1980s Autobahn adrenaline!
Haval Jolion Pro Hybrid Vs Toyota Corolla Cross Hybrid: What to buy?
The Toyota Corolla Cross Hybrid is currently South Africa’s most popular hybrid car but the arrival of the Haval Jolion Pro Hybrid will undoubtedly give local buyers something to think about. Which one of these hybrid cars is the better buy? This comparative article will help you make up your mind!
Should you buy the Haval Jolion Pro Hybrid or rather opt for the locally built Toyota Corolla Cross Hybrid? The current trend is that more and more car buyers in South Africa are considering and opting for hybrid cars.
Toyota’s hybrid technology is well-established and the Toyota Corolla Cross Hybrid’s domination has mostly gone unchallenged but the arrival of the Haval Jolion Pro Hybrid has given local buyers something to think about.
How do these 2 hybrid cars stack up against each other?
The main aim of this article is to help you, the consumer, make an informed buying decision. To help you do this, we will provide you with the need-to-know information and insight based on available vehicle information and our experience with the cars in question.
This article will cover key aspects including Engine Performance, Efficiency & Handling, Interior Features & Safety, Dimensions & Practicality and Pricing and Warranty details.
If at the end of this article, you are still undecided as to ‘What To Buy’, you are more than welcome to reach out to us for additional information or advice via X, Facebook or Instagram and our experienced test team will gladly assist you.
What To Buy – Haval Jolion Hybrid or Toyota Corolla Cross Hybrid?
Engine Performance, Efficiency and Ride Quality
Haval Jolion Pro Hybrid
Toyota Corolla Cross Hybrid
Powertrain
1.5-litre naturally-aspirated petrol + front electric motor
1.8-litre naturally-aspirated petrol + front electric motor
Battery
1.6 kWh
1.3 kWh
Power Output
140 kW
90 kW
Torque Output
375 Nm
142 Nm
Transmission
CVT Automatic
CVT Automatic
Fuel Consumption (claimed)
5.1L/100km
4.3 L/100km
Real-world fuel economy(based on Cars.co.za testing)
5.8 – 7.4 L/100km
3.8 – 5.5 L/100km
Haval Jolion Pro Hybrid
On paper, as clearly highlighted in the table above, the Haval Jolion Pro Hybrid offers significantly more power and torque than its rival, the Toyota Corolla Cross Hybrid. In fact, the Haval offers 50 kW and 233Nm more! Take into account that Haval simply combines its ICE engine output with its electric motor output when stating figures (total system output). The ‘on the wheels’ output of the Jolion is unclear but certainly more than the Corolla Cross.
That’s a significant gain. However, the trade-off is that the Jolion Hybrid, comparatively, uses more fuel over time. Haval claims 5.1L/100km which is respectable but in the real world you can expect to see figures anywhere between 5.8 and 7.4 L/100km depending on whether you are driving in an urban or highway environment and of course, your driving style. Even so, that fuel consumption is an improvement over the ICE-powered Jolion which averages out above 8.5 L/100km.
With healthy power and torque on tap, the Jolion Hybrid delivers excellent overall performance. Acceleration to highway speed is good and there’s enough grunt to execute quick overtakes on the highway without much hassle at all. More so, the Jolion Hybrid’s powertrain runs smoothly and quietly which is to say that it’s very refined and composed and the change-over from EV to ICE operation is virtually imperceptible to the driver. Overall, the performance of the Haval Jolion hybrid is impressive and buyers should have very little to complain about in this regard. A total of 4 driving modes are available to the driver including Standard, Eco, Sport and Snow.
Buyers will have to decide if they want or need the additional power or torque that the Jolion Hybrid offers, and importantly, if the higher asking price (see more below) justifies that want/need.
Toyota Corolla Cross Hybrid
The Toyota Corolla Cross’ performance, by comparison, is a bit more pedestrian and perhaps not as urgent and forthcoming as its new, more powerful Chinese rival. Nonetheless, the Corolla Cross Hybrid still performs relatively well and while its ride quality is impressive, its engine and CVT is a bit more vocal (nosier) under load or when tackling steeper inclines.
Nonetheless, a major draw card for opting for the Corolla Cross is efficiency. During our test, we saw figures as low as 3.8 L/100km in urban driving situations with an impressive average of 5.5 L/100 km! Toyota claims an average of 4.3 L/100km.
Muck like the Jolion Hybrid, the Corolla Cross Hybrid is also able to seamlessly switch between electric and engine propulsion based on factors such as the driving situation and inputs from the driver. More so, both cars are what can be referred to as closed-loop hybrids which means that the battery is recuperated charge the battery and so these vehicles are not Plug-In Hybrids, but rather self-charging hybrids.
The Toyota Corolla Cross Hybrid has 4 driving modes to choose from including Normal, EV, Eco and Power.
While both these cars are naturally aspirated, buyers can expect overall performance to be negatively impacted at altitude (Gauteng) but the Jolion Hybrid (with its higher outputs) will almost certainly cope better at altitude when fully loaded.
Even so, at the price (see more below), the Corolla Cross’ performance will be adequate for most compact hybrid buyers with its efficiency being a notable factor to keep in mind considering the current cost of petrol in South Africa.
Android Auto and Apple CarPlay, Bluetooth, voice control, USB, wireless charging
Yes to all. 2 USB-A ports front and rear
Yes, 1 front USB port, 2 rear USB ports, wireless charging is optional
Rear View Camera
Yes, 360-degree camera with a panoramic view
Yes, panoramic view
Cruise Control
Yes, adaptive with traffic jam assist
Yes, adaptive
Air Conditioning
Dual Zone Climate Control
Dual Zone Climate Control
Panoramic Sunroof
Yes
No
Front and rear park distance control
Rear only
Front and rear
Upholstery / electric seats
Artificial leather, electric adjustment for driver seat, heated front seats
Leather, electric adjustment for driver seat
Safety Features
6 airbags, ABS with EBD, brake assist, electronic stability control with traction control, hill hold control, lane departure warning with lane keeping assist, blind spot warning, traffic sign recognition, tyre pressure monitoring
7 airbags, ABS with EBD, brake assist, electronic stability control, hill hold control, lane departure warning with lane keeping assist, blind spot warning
Feature Summary
Haval’s strategy of offering feature-loaded cabins is evident yet again in the Jolion Hybrid and for the most part, there’s not much missing on the spec sheet. However, with the absence of reach adjustable steering, some buyers will find it more difficult to find their ideal driving positions. The infotainment system has some operating quirks but the cabin design is both modern and aesthetically pleasing. Overall, the Jolion Hybrid’s cabin is hard to fault and most buyers should be satisfied with the general perceived build quality on offer.
Comparatively, the Corolla Cross’ interior is perhaps more conservative in style but true to form, the Toyota’s fit and finish is excellent and more so, it’s also fairly generously equipped with standard features. The facelifted Toyota Corolla Cross now features a 360-degree camera and larger infortainment system and a new instrument cluster.
Despite the specification and styling differences, both cabins are of good quality and if you’re looking to buy either of these cars, we suggest that you book a test drive appointment at your nearest Haval or Toyota dealership and experience the cabins in the flesh. That’s by far the best way to better understand what you personally like and what you don’t.
Practicality
Haval Jolion Pro Hybrid
Toyota Corolla Cross Hybrid
Length
4 470 mm
4 460 mm
Width
1 898 mm
1 825 mm
Height
1 625 mm
1 620 mm
Wheelbase
2 700 mm
2 640 mm
Ground Clearance
168 mm
161 mm
Rear Seating Configuration
60:40 split
60:40 split
Load Capacity
255-916 L
440 L
Practicality Summary
The Corolla Cross Hybrid has a larger load bay than the Jolion Pro Hybrid.
As the table above highlights, the Jolion Hybrid has a slightly larger footprint over its Corolla Cross Hybrid rival but importantly, it has a 60 mm longer wheelbase. That’s important because the wheelbase directly translates into more cabin space, particularly for rear passengers. Therefore, leg-, knee- and headroom is generous in the Jolion Pro Hybrid.
However, where the Jolion Hybrid falls short is in the load bay. Due to battery position, the Jolion Pro Hybrid’s boot is shallow and is only claimed to offer 255 litres, which is less than a Volkswagen Polo (351 litres)! Worse still, the Haval is NOT equipped with a spare wheel, not even a biscuit spare.
In the Corolla Cross Hybrid and despite its slightly shorter wheelbase, rear passengers are still afforded good rear legroom and fortunately, the load bay isn’t compromised. Toyota claims 440 litres of load space and buyers will be pleased to know that a biscuit spare wheel is present beneath the boot floor should you have a flat tyre on your travels.
The Corolla Cross Hybrid, therefore, scores a few important practicality points against the Jolion Hybrid.
What does the Haval Jolion Hybrid and Toyota Corolla Cross Cost in South Africa?
Haval Jolion Hybrid or Toyota Corolla Cross Hybrid – Which should you buy?
This comparative exercise highlights some significant and critical factors that buyers need to consider before making their final buying decision.
Improved fuel economy is one of the main reasons why anyone would consider buying a hybrid car and even though the Haval Jolion Pro Hybrid does offer considerably more power and torque it comes at the expense of higher fuel economy which ultimately defeats the point of a hybrid. When our test period came to an end, the Jolion Hybrid indicated 7.4 L/100km on the instrument cluster! Comparatively, the Corolla Cross Hybrid averaged 5.5 L/100km and is therefore clearly more efficient for day-to-day use.
The Haval Jolion Hybrid takes another hit to its ego with its compromised load bay size and lack of a spare wheel, something that’s likely to deter some buyers.
If for whatever reason you are dead set on driving a Haval Jolion Pro Hybrid then you should also consider the larger, fully-loaded Haval H6 Hybrid priced from R682 950.
Toyota has a considerable price advantage over its Chinese rival since the Corolla Cross is locally produced in Prospecton, Durban, whereas Haval is at the mercy of higher import tax imposed on New Energy Vehicles (NEVs) which is also why Electric Vehicles (EVs) are so prohibitively expensive in South Africa, all thanks to the South African government. Haval is mulling the idea of local production which could make its vehicles significantly cheaper in the future.
Frequently Asked Questions
Is the Haval Jolion a good car to buy?
According to Cars.co.za, the Haval Jolion is considered a good car to buy as it is a popular choice in the compact SUV segment. It offers an appealing blend of style, standard features, practicality, and value-for-money.
Is the Jolion a fuel-efficient car?
While Haval claims a fuel consumption range of 5.1-8.1 L/100km, the article notes that the car has been criticised for higher-than-expected fuel consumption in real-world driving situations.
Is the Haval Jolion all-wheel-drive?
No, the article specifies that the Haval Jolion is offered exclusively as a front-wheel-drive car.
The new Toyota Land Cruiser FJ will be revealed at some point in 2025, but here’s your first look at the design and what we can expect.
It’s one of the motor industry’s worst-kept secret as we’ve seen a concept and the brand even teased it during a reveal of another product. What you see here is the new Toyota Land Cruiser FJ which we suspect will be revealed before the end of 2025.
The name is yet to be confirmed but the Internet reckons it has come down to Land Cruiser FJ and Land Cruiser Mini. Given the heritage of the FJ name, chances are high that it’ll be that.
This patent image comes from the World Intellectual Property Organization and confirms the box-shaped compact vehicle from the Japanese brand. Now if you compare this to the concept from just a few years ago, this is uncannily similar in terms of specific design elements and proportions.
In terms of dimensions, you can expect the Toyota Land Cruiser FJ to have an overall length of around 4.5 metres and feature a wheelbase of 2.75 metres, according to Top Gear Philippines. The publication predicted that this offroader won’t be on the modular TNG platform but instead use Toyota’s IMV-0 setup. This is rumours to be the base for the next-gen Fortuner and Hilux…
In terms of powertrains, Toyota has quite a diverse portfolio to draw upon. Yes, for the European market there’s a trend of both hybrid and plug-in hybrid, but the developing markets still rely heavily on diesel power. TG Philippines predicts the GD range of 2.4-litre and 2.8 litre turbodiesels will be powering the new offroader.
When will the Toyota Land Cruiser FJ be revealed?
We don’t have a confirmed reveal or local launch time, but there is a motor show in Japan at the end of October 2025, which should be a great platform for Toyota to showcase its latest offering.
The 2025 Honda CR-V – the 6th generation of the Japanese brand’s medium SUV – offers more cabin space and tech features than its predecessor, but can it justify its premium pricetag? We review the top-of-the-range 1.5T Exclusive derivative.
We like: Comprehensive specification, cabin space, on-road refinement, superb fit and finish.
We don’t like: So-so performance, pricey compared with rivals, not the most spacious 3rd row.
Take a moment to appreciate the legacy of Honda’s long-serving medium SUV/family car. CR-V stands for “Comfortable Runabout Vehicle”, and since its launch in 1995, the model has well and truly lived up to its moniker. Over 30 years (and 6 iterations of the model), Honda has sold 10 million units of the CR-V.
CR-V sales may trail those of its rivals in South Africa, but the model is one of Honda’s best-selling units globally. In 2024, more than 400 000 units found homes in the USA alone; that’s a very impressive stat.
The 6th-gen CR-V has grown in size, yet retains traditional Honda design elements.
With the sharper-looking CR-V, Honda hopes to recoup some of the market share it has gradually lost in Mzansi. The 6th-gen model is underpinned by the Honda Architecture platform, which it shares with the Honda Civic. Its wheelbase has increased by 40 mm, which contributes to a 69-mm gain in overall length, but for most consumers, the most noteworthy change is the addition of a 3rd row of seats.
Added practicality is always welcome; the most popular type of 7-seat family car is the body-on-frame, turbodiesel-powered Adventure SUV, and some may argue that, as a 7-seater, the CR-V rivals the Toyota Fortuner, Ford Everest, Isuzu MU-X and so on. However, those bakkie-based vehicles have ladder-frame chassis; they’re well suited to off-roading, but can’t match a unibody-based model’s on-road refinement.
While 7 seats may not be a dealbreaker for some customers, price is! Some would argue that R1 million could get you into a model with a premium brand’s badge on its grille; the Volvo XC60 and Audi Q5 come to mind, even if both of those models are due to be replaced; also consider the luxurious Omoda C9.
In South Africa, the 6th-gen CR-V is powered exclusively by a 1.5-litre 4-cylinder turbopetrol motor. It produces 140 kW/240 Nm and drives the front wheels via a continuously variable transmission (CVT).
Does the VTEC name still carry weight in today’s new-vehicle market?
Although the 1.5T Exclusive had clocked up barely more than delivery mileage (600 km) by the time we tested it, it ran from zero to 100 kph in 9.65 sec (according to our equipment) – a respectable time for a sizeable 7-seat family car. Having said that, the Honda felt out of its comfort zone under full acceleration; the CR-V’s on-road demeanour suggests it is far more suited to gentler throttle applications/cruising.
The CVT in the 2025 Honda CR-V is said to have been refined; it’s programmed to have notable “steps” that simulate gear changes and provide a more traditional driving experience. Yet under full acceleration, the noise emitted by the powertrain is still too intrusive – not that the CVT groan is exclusive to Honda…
The 2025 Honda CR-V is impressively refined and excels at cruising.
Sprint times aren’t important for family cars, but notable in-gear acceleration (needed for overtaking slower vehicles quickly and safely) is! In that respect, the Honda performs more adequately than well.
The biggest benefits of a CVT are refinement and efficiency – attributes that the majority of city dwellers, who habitually drive in congested traffic and travel at constant speeds on freeways, will appreciate.
8.8 L/100 km is fair, considering the small turbopetrol engine has to work hard to transport 7 occupants.
Honda claims an average consumption of 7.4 L/100 km, and during its time with us, our test unit returned 8.8 L/100 km, which was fair. With a full (57-litre) fuel tank, the CR-V should have a range of 770 km.
It’s interesting to note that in overseas markets, the 2025 Honda CR-V is also offered in plug-in hybrid guise. A PHEV variant would enhance the family car’s performance and efficiency, but given that our Government taxes electrified vehicles heavily, the price of such a derivative would be prohibitively high.
The 2024 Honda CR-V supports wireless Apple CarPlay and Android Auto.
Features and Practicality
By offering the 6th-gen CR-V as a 7-seater, Honda South Africa looks to maximise the versatility of an already practical product. Not only has the Japanese brand got the packaging spot on (as it has with many iterations of the Fit/Jazz small hatchback), but the 1.5T Exclusive exhibited excellent build quality.
The build quality is exceptional, and we love these pleasingly tactile fascia knobs.
Yes, black surfaces dominate the cabin, but classy wooden trim adds a touch of premium ambience. The materials used are all of a high standard, and the switchgear not only looks great but feels substantial.
At this price point, buyers expect a smorgasbord of modern convenience and tech features as standard, and indeed, the apex CR-V has 8-way adjustable heated leather front seats (4-way for the passenger), wireless Android Auto and -Apple CarPlay, both types of USB port, as well as a wireless charging pad.
The panoramic sunroof is a nice-to-have premium feature.
If you opt for the range-topping 1.5T Exclusive, which costs R80k more than the 1.5T Executive variant, (in May 2025), you also get larger (19-inch) alloy wheels, a panoramic sunroof, a sportier (if oh-so-subtly sportier) body kit, a larger all-digital instrument cluster, as well as a driver’s head-up display.
You’re spoilt for choice in terms of auxiliary power sources!
The driver’s seat position is high-perched and confidence-inspiring. It affords excellent all-around visibility out of the cabin, yet the CR-V never feels cumbersome; it doesn’t tower over other cars.
We commend Honda for not following the fad of integrating many functions into the infotainment menu. There are just enough buttons and switches, and to reiterate, they look posh and are a pleasure to use.
A great balance of occupant comfort and sound ergonomics.
One of the CR-V’s most notable strengths is its comprehensive list of safety features. Above and beyond 8 airbags, a 360-degree camera view, front/rear parking sensors, electronic stability control, and hill-start assist, there are ADAS (advanced driver-assistance systems) such as adaptive cruise control, collision-mitigation braking, forward-collision warning, lane-keeping assist and lane-departure warning.
The small-ish infotainment touchscreen is responsive and easy to understand.
For added rear-passenger comfort, the 2nd-row backrests can recline by a few degrees. Plus, the bench can slide fore (if you need more legroom for 3rd-row occupants or extra luggage space) or aft (if the 2nd-row passengers want to stretch their legs). There are twin USB-C ports for fast-charging devices.
As expected, the 3rd row seats are not the biggest and best reserved for little ones. Not only does the row feel too cramped, but average-sized adults will find ingress/egress a tight squeeze (and undignified)!
Hondas are known for their practicality, and the CR-V is no exception.
A 3-row family SUV may not have entirely practical 6th and 7th seats, but if you only use the 3rd row occasionally (as many owners will), you have a 5-seater with a huge load bay. The CR-V is renowned for its cargo-carrying capability, and the 6th-gen model is said to haul from loads of 150- up to 1 457 litres.
If you need to transport long items, such as curtain rails, you can fold down all the left-hand side seats.
Ride and Handling
Seeing as the 2025 Honda CR-V shares its platform with the 11th-gen Civic sedan, it has a multi-link rear suspension setup, which gives the SUV a distinct ride-comfort advantage over its bakkie-based rivals.
Can the 6th-gen Honda CR-V continue its impressive legacy here in South Africa?
With a list price of just above R1-million, the Honda CR-V 1.5T Exclusiveis pricey by family-car standards, but it does feel expensive in terms of the occupant comfort and on-road refinement it delivers. A pliant suspension setup facilitates a largely unflustered ride quality, and the cabin is whisper quiet (unless the powertrain is working hard) thanks to active noise cancelling that cleverly uses audio to mask road noise.
Despite growing in size, the CR-V remains sure-footed; it corners reasonably deftly and with surprisingly little body roll. The steering setup is on the heavier-feeling side (surprisingly), and it doesn’t offer much feedback, but most potential customers will prioritise comfort over dynamism in this segment anyway.
These 19-inch alloy wheels look great!
Our test unit’s 19-inch alloys were wrapped in 235/55 tyres. With 198 mm of ground clearance, the CR-V is at ease on gravel roads, where the tyres’ plump sidewalls help to absorb small bumps. Reassuringly, a full-sized spare is fitted, but accessing that wheel requires quite a lot of effort (watch our video review).
Price and After-sales support
The Honda CR-V 1.5T Exclusive retails for R1 041 300 (May 2025), which includes a 5-year/90 000 km service plan, a 5-year/200 000 km warranty and 3 years of AA roadside assistance.
The 6th-generation CR-V brings new levels of comfort, refinement and practicality, but it comes at a price.
Given the astounding rise of Chinese car brands (most of which specialise in crossovers), legacy brands’ family cars no longer offer the best value, but that doesn’t mean they’ve been superseded. The Honda CR-V impressed us with its on-road refinement, practicality and features, but it’s a tough sell, especially given what the competition offers (for less), and what premium used cars you can buy for the price.
Should you buy one? A glance at Hondas listed on our site revealed that quite a few brand-new CR-V units are offered at lower than list prices. There are bargains to be had if you’re keen on this practical, comfortable and refined family SUV, but right now, the 2025 CR-V’s opposition seems overwhelming.
Pricing scoop! The new Jaecoo J7 SHS PHEV will soon launch in South Africa, offering a claimed single-tank range of 1 200 km. Here’s what this plug-in hybrid will cost you…
The new Jaecoo J7 SHS PHEV is expected to hit the market in South Africa in early June 2025, but we’ve managed to unearth pricing a little early. And we can confirm this newcomer is poised to launch as Mzansi’s 2nd most affordable plug-in hybrid electric vehicle (PHEV).
Yes, Chinese firm Jaecoo will soon expand into SA’s growing PHEV segment, interestingly beating parent company Chery’s core brand to the punch. According to our information, the front-wheel-drive J7 SHS PHEV will be priced from R689 900, making it R10 000 more than the purely petrol-powered J7 1.6T Inferno AWD.
That price will effectively see the J7 SHS PHEV launch as the local market’s 2nd most affordable PHEV, behind only the base “Comfort” version of the BYD Sealion 6 (currently priced at R639 900). For the record, the mid-tier BYD Sealion 6 Dynamic also comes in at R689 900, while the flagship Sealion 6 Premium AWD costs R789 900.
Currently, the only other sub-R1-million PHEVs on the market are the BYD Shark 6 bakkie (R959 900) and Toyota RAV4 2.5 PHEV (R989 800), though GWM SA will soon also launch the Haval H6 GT PHEV (which our information suggests will be priced at R799 900). The Chery brand will likewise likely enter this space in the near future, while Jaecoo’s sister marque Omoda could throw its hat into the ring, too.
But back to the J7 SHS PHEV. According to Jaecoo, the newcomer’s SHS (that’s “Super Hybrid System”) arrangement comprises a turbocharged 1.5-litre petrol engine, an electric motor (integrated into the transmission) and an 18.3 kWh lithium iron phosphate battery pack.
Total system outputs stand at 255 kW and 525 Nm, with the forced-induction petrol engine generating 105 kW and 215 Nm, and the electric motor contributing 150 kW and 310 Nm. The all-electric range comes in at a claimed 90 km (WLTP), pushing the combined single-tank range to 1 200 km, according to Jaecoo. The listed economy figure is 4.7 L/100 km.
The Chinese automaker says the battery pack can be recharged from 30- to 80% in 20 minutes when using a 40 kW DC charger. Plug in to a 6.6 kW AC charger, meanwhile, and the state of charge will move from 25- to 100% in a claimed 160 minutes. With the battery above 30%, the J7 SHS PHEV can run in fully electric mode “up to speeds of 120 kph”.
At launch in South Africa, we expect the J7 SHS PHEV to be available in a single grade only. While equipment levels have yet to be officially released, we do know the newcomer will ride on “aerodynamically optimised” 19-inch alloy wheels wrapped in 235/50 R19 tyres. In addition, this model looks set to ship with faux-leather upholstery, ambient cabin lighting, an 8-speaker Sony sound system and a 14.8-inch touchscreen (with wireless Apple CarPlay and Android Auto).
Plenty of driver-assistance technology – including adaptive cruise control, forward-collision warning, lane-departure warning and rear cross-traffic assist (with braking) – will also be part of the package. We furthermore wouldn’t be surprised to find items such as a panoramic sunroof, a powered tailgate, electrically adjustable front seats and a head-up display on the lengthy list of standard features.
As a reminder, the Jaecoo J7 – initially available in 3 purely petrol-powered derivatives – arrived in South Africa in April 2024, seeing Mzansi become the nameplate’s very first right-hand-drive market. More than 1 270 units were sold in SA in 2024 (Jaecoo started reporting sales to Naamsa consistently from only July of last year), while a further 673 examples were registered locally over the opening 4 months of 2025.
How much will the new Jaecoo J7 SHS PHEV cost in SA?
Jaecoo J7 1.5T SHS PHEV DHT – R689 900
The price above includes a 7-year/200 000 km warranty, a 10-year/unlimited km battery-pack warranty (specific to the first owner, with these parameters changing to 10 years or 200 000 km for subsequent owners), a 10-year/1 million km engine warranty (linked to the first owner) and a 5-year/75 000 km service plan.
The Peugeot 2008 facelift has quietly landed on our shores. Here’s a look at how much you can expect to pay, plus what you get for your money.
The 2008 is a compact SUV from Peugeot, which falls under the Stellantis Group. Now, the second generation facelift has quietly arrived on South Africa shores.
At just over 4.3 metres long and with a wheelbase of 2 605 mm, the Peugeot 2008 is positioned as a B-segment baby SUV. Peugeot South Africa is offering the updated 2008 in a two-model lineup, with one powertrain.
There’s a new grille and the car adopts the vertical LED daytime running lights from its pretty Le Mans 9X8 racecar.
There are two trim levels; Allure and GT, the later being the more sporty of the two. Here’s the grade walk:
Allure
10-inch infotainment touchscreen
6 speakers
Apple CarPlay & Android Auto
Bluetooth, 2x Type C USB front, 1x Type A USB & Type C USB rear
Push button start
Height-adjustable comfort seats in tri-material cloth with quartz stitching
Dual-zone climate control
Cruise control with speed limiter
Auto wipers, auto headlights
Rear parking sensors with rear-view camera
Lane keep assist
Tyre pressure sensors
GT (the above content, plus the following:)
Dynamic seats in Belomka with adamite stitching
Front parking sensors
Front camera
Blind spot detection
Full LED headlights
Diamond black contrasting roof
Optional sunroof
Engine and Efficiency
The updated 2008 is powered by the group’s legendary 1.2-litre turbocharged 3-cylinder petrol engine which is paired to an 6-speed automatic. This powertrain makes 96 kW and 230 Nm, and that power goes to the front wheels. In terms of consumption, Peugeot claims a combined cycle figure of 5.9 L/100 km.
How much does the Peugeot 2008 facelift cost in South Africa?
The 2008 facelift is sold with a 3-year/60 000 km service plan and 5-year/100 000 km warranty.
The new head of Hyundai in Australia says the South Korean automaker will finalise its plans to offer a right-hand-drive bakkie before the end of 2025…
The highest-ranking Hyundai executive in Australia says the South Korean brand will finalise its plans to offer a right-hand-drive (RHD) bakkie before the end of 2025, suggesting that several options remain on the table.
CarExpert asked Don Romano – who was recently appointed President and CEO of Hyundai Motor Company Australia as well as Advisor for Hyundai Motor Asia & Pacific Region – about his company’s plans to introduce some form of pick-up.
“We’re not there; we’re going to be there this year. We’re going to come up with a solution that everybody can say, ‘yeah, this works for me’,” Romano told the Aussie publication.
Of course, a number of potential solutions exist. For instance, there have long been rumours of the unibody Santa Cruz being built in right-hand drive, while Hyundai is known to be developing an electric pick-up, too. In addition, the company could theoretically build a bakkie based on the new ladder-frame Tasman from sister brand, Kia.
“We’re going to have to find that common denominator that’s going to fit both Australia and global. So, there’ll be some compromise – that compromise could be a diesel, could be a hybrid, it could be a plug-in hybrid,” Romano revealed. “Whether we go with an electric ute, it would not be my preference, but I would take it and that is something that is already under development.”
However, Romano’s next comment unsurprisingly suggested first prize would be a body-on-frame contender to take on the segment’s strongest sellers: the Toyota Hilux and Ford Ranger.
“What I think we need is something that competes against the number one and number two in the market, and they’re dominant players. That’s what sells here; that’s what customers want. I think every major manufacturer has one, and I don’t think you can be a viable brand without one.
“There’s absolutely nothing wrong with the Tasman body-on-frame – it’s a great infrastructure to build from. I have concerns with diesel, although I would take a diesel short-term if I know that the evolution was going in a different direction,” he said, before hinting such a project would be a longer-term proposition.
In October 2024, the head of Hyundai Automotive South Africa confirmed to Cars.co.za that the brand’s local division was “in discussions” with its head office in Korea about the possibility of introducing a double-cab bakkie, though added “there are no definite plans” for now.
Gideon Jansen van Rensburg, Chief Executive Officer (CEO) of Hyundai Automotive South Africa (though set to become CEO of Motus SA Retail from 1 July 2025) told us the company was actively “looking for solutions” in terms of a right-hand-drive bakkie.
