The new Mazda CX-5 has been revealed, sporting evolutionary design changes and extra interior space. Expect this 3rd generation of the family SUV to launch in SA in 2026…
Meet the new Mazda CX-5. While the exterior design changes are anything but radical (in fact, Mazda itself points out that the “familiar silhouette” remains), this 3rd generation of the Japanese brand’s family SUV is a fair bit larger than its predecessor, offering what the company terms a “more spacious” cabin.
So, when can we expect to see the new CX-5 in South Africa? Well, back in October 2024, Craig Roberts, Managing Director at Mazda Southern Africa, told Cars.co.za that this new model had already been “pencilled in” for a local launch in about April 2026.
Building in space for a customary delay or two (as well as taking into account Roberts’ emphasis on the term “pencilled in”), we’d speculate that a local introduction seems likely towards the middle of next year or perhaps even in the 2nd half of 2026. Time will tell.
UPDATE: Mazda Southern Africa has since announced the new CX-5 is “expected to arrive in South Africa in the 2nd half of 2026, although final launch dates are pending”. The company says Mzansi can “expect a 2.5-litre petrol engine variant” at launch, though adds “mild-hybrid models will potentially be introduced to SA later“.
But back to the new CX-5. Billed as a “a bold evolution” of the brand’s most popular SUV, the new model measures 4 690 mm long (just 55 mm shorter than the CX-60), 1 860 mm wide and 1 695 mm tall, respective increases of 115 mm, 15 mm and 20 mm. The wheelbase, too, has grown by 115 mm. According to Mazda, this allows for a “notably larger and more useful” luggage area (which gains 61 litres of space) as well as extra cabin room.
Mazda claims it has “uncluttered” the cabin, while also making the door openings “much larger” to improve ingress and egress. The Japanese automaker says it has furthermore increased leg-, knee- and headroom for rear-sited passenger.
The dashboard, meanwhile, gains a new 15.6-inch integrated touchscreen display (or a more modest 12.9-inch item, depending on the trim level), which is the largest ever offered on a Mazda vehicle. Judging by the press images, though, the screen features digital controls for functions such as heating and ventilation, rather than traditional physical buttons.
So, what’s happening under the bonnet? Well, in Europe, the new Mazda CX-5 will be available with the firm’s familiar naturally aspirated 2.5-litre, 4-cylinder petrol engine, though it’s now paired with 24-volt “Mazda M Hybrid” technology and a brake-by-wire system. This powertrain – which will be offered on the Old Continent in both front- and all-wheel-drive flavours – has peak outputs of 104 kW and 238 Nm.
In Australia, however, the new CX-5 is set to launch with the “proven” non-electrified version of the 2.5-litre, 4-cylinder petrol engine, which generates 132 kW and 242 Nm. Paired with a 6-speed automatic transmission and all-wheel drive, Mazda says this motor has been “recalibrated for greater flexibility, with an emphasis on offering both sharper response and also a more relaxed, quiet demeanour”. In addition, a hybrid powertrain is planned for the Australian market at a later date.
As a reminder, the KF-series (2nd-generation) CX-5 has been around since 2017 yet continues to serve as Mazda Southern Africa’s best-selling model. In 2024, for instance, 1 218 units were registered in Mzansi, with a further 624 units sold in the opening half of 2025.
Interestingly, the local CX-5 line-up was rationalised from 6 to 3 derivatives in February 2024, with both the 2.2-litre turbodiesel engine and the aforementioned 2.5-litre petrol mill removed from the range (leaving only the 121 kW/213 Nm 2.0-litre petrol motor). The CX-5 line-up in Mzansi thus currently comprises a trio of 2.0-litre derivatives, priced from R570 500 to R688 400.
Good news on VW Golf 8.5 GTI? SA ‘announcement’ coming…
Volkswagen Group Africa says it plans to make an “official announcement” on the long-awaited VW Golf 8.5 GTI hot hatch at the Festival of Motoring late in August 2025…
Waiting patiently for the VW Golf 8.5 GTI? Well, here’s some potentially positive news for local GTI fans: Volkswagen Group Africa has confirmed to Cars.co.za that it plans to make an “official announcement” on the subject in August 2025.
As a reminder, after the facelifted GTI was revealed in January 2024, VW’s local division surprised us somewhat by saying it was only “still investigating” this model for South Africa. Then, in October 2024, Martina Biene, Chairperson and Managing Director of VW Group Africa, told us SA’s fuel quality stood in the way of the Golf 8.5 GTI’s arrival on local soil.
The facelifted Golf GTI was unveiled back in early 2024.
She added that “some major improvements” to the quality of Mzansi’s petrol were expected in early 2025, explaining that her technical team was “waiting to test the fuel”. Biene suggested the new petrol particulate filter (an emissions control device designed to reduce particulate emissions) fitted to the Golf 8.5 GTI’s uprated EA888 engine was not compatible with SA’s fuel quality at that point in time.
With the 2nd half of the year upon us, we asked VW Group Africa for an update on the Golf 8.5 GTI and R hot hatches and were told that the [fuel-quality] “tests are under way and they’re looking quite positive”. VW Group Africa added: “We will make an official announcement around the subject at Festival of Motoring in August [2025]”.
The Golf 8.5 R (left) and Golf 8.5 GTI Clubsport.
The Wolfsburg-based automaker will be among several brands participating in the 8th edition of the Festival of Motoring, set to take place at the Kyalami Grand Prix Circuit in Gauteng from 29 to 31 August 2025. We’re assuming VW’s announcement will include news on the likewise delayed Golf 8.5 R as well.
In March 2025, VW Group Africa told us it had enough stock of the outgoing Golf 8 GTI and Golf 8 R – currently priced at R853 400 and R1 016 600, respectively – to last “for the rest of the year”. Then, in April 2025, Volkswagen launched the Golf 8.5 1.4 TSI locally (having last offered a non-performance version of the Golf back in the 7th generation), with the 4-strong line-up priced from R580 900 to R688 100.
The GTI’s EA888 engine now makes 195 kW in Euro-spec tune.
To refresh your memory, the facelifted Golf GTI again employs the German automaker’s familiar turbocharged 2.0-litre, 4-cylinder petrol engine, though its peak power output (in European specification, anyway) has been hiked from 180 kW to 195 kW. Maximum twisting force, meanwhile, remains 370 Nm.
According to VW, the Golf 8.5 GTI – which is fitted as standard with a 7-speed dual-clutch transmission – can complete the obligatory 0-100 kph sprint in just 5.9 seconds (a half-second improvement over the pre-facelift model’s time of 6.4 seconds), while top speed is electronically limited to 250 kph. Of course, the since-revealed 221 kW Golf GTI Clubsport and 239 kW Golf GTI Edition 50 take things a step further.
Note the physical buttons (rather than touch-sensitive pads) on the steering wheel.
The Golf 8.5 GTI’s exterior design has also been suitably tweaked (you’ll notice the revised LED headlamps, redesigned grille, updated taillamps and fresh alloy-wheel designs, for instance), while the steering wheel ditches the outgoing model’s controversial touch-sensitive pads in favour of traditional physical buttons. There’s also a new 12.9-inch infotainment system that stands proud of the facia.
The pre-facelift Golf 8 GTI debuted globally in February 2020, though launched in South Africa only in September 2021 (with the Jacara Edition following in October 2022, before being removed from the line-up at the start of 2024). A fair chunk of the delay was attributed to the global semi-conductor crisis, of course, which came about as a result of the COVID-19 pandemic.
Taxes contribute substantially to new-vehicle prices. Rising production and shipping costs – plus a weak exchange rate – make cars more expensive, but they’re not the only reasons. A significant portion of the cost of a new car is due to the taxes applied to it!
“Two things in life are certain: death and taxes.” Benjamin Franklin wrote that in 1789, and the debate continues both locally and internationally about how these taxes are used.
If we received a monetary tip every time someone commented on our new-car content, saying new cars “are overpriced” or “too expensive,” we might all afford to retire early.
Inflation is a fact of life and unavoidable, but taxes and duties on vehicles, which consumers ultimately pay, are a major factor in the cost of new cars.
Other costs are also built into the showroom price (a topic for another day), but this article focuses purely on the taxes and duties that influence new-car prices in South Africa.
New Car Taxes in South Africa
Several taxes affect the purchase price of new vehicles. These include:
There are also operational taxes such as the Road Accident Fund (part of the fuel levy) and licensing fees, but this article focuses only on the purchase-related taxes paid upfront when buying a new car.
New car taxes summary
Tax/Duty
Rate/Application
Applies to EVs?
Notes
VAT
15% on ATV (Customs Value + 10% + Duties)
Yes
Applied to the total value, including duties.
Import Duty
25% standard; 18% EU; 0% SADC
Yes
Higher for EVs than some ICE vehicles; rebates possible under APDP2 via export credits.
Ad Valorem
0.75–30% based on price (starts ~R250,000)
Yes
Luxury tax; rates increase with vehicle price. Threshold has not kept pace with inflation.
Value Added Tax (VAT) is a consumption tax charged at 15% in South Africa. For imported vehicles, VAT is not simply applied to the invoice value. Instead, it is calculated on what is known as the Added Tax Value (ATV) to ensure that importers cannot undervalue vehicles to reduce tax liability.
The Added Tax Value (ATV) forms the base for VAT calculation and is determined by adding the following components:
Customs Value of the vehicle: The Free on Board (FOB) value of the vehicle as assessed by customs authorities.
A 10% uplift (markup) on the Customs Value: Applied to vehicles imported from outside the Southern African Customs Union (SACU).
Any Total Non-Rebated Duties: Includes import duty and other specific vehicle taxes that must be included before VAT is calculated.
How to calculate the VAT Payable on a new imported vehicle:
First, calculate the Added Tax Value (ATV):
ATV = Customs Value + (10% × Customs Value) + Total Non-Rebated Duties
Then, calculate the VAT Payable using the standard 15% rate:
VAT Payable = ATV × 15%
Example Calculation:
For a vehicle with a Customs Value of R300 000, and assuming an import duty of 25%, which makes the Total Non-Rebated Duties R75 000 for this particular example:
Therefore, for this example, the VAT Payable would be R60 750.
Import Duty
Importers of non-EU-produced models are subject to a 25% import duty.
Import duty is a tax applied to the CIF value (Cost, Insurance, and Freight) of the vehicle. It is intended both to protect local manufacturing and to generate revenue for the state.
The standard rates are:
Passenger cars and SUVs: 25%
EU origin: 18% (through trade agreements)
SADC origin: 0% (if local content requirements are met)
Commercial vehicles: 20% (12% if imported from the EU)
Electric Vehicles (EVs): 25% currently. (While there have been proposals to reduce this to around 18%, these have not yet been implemented.)
Certain automotive manufacturers may qualify for rebates through the Automotive Production Development Programme (APDP2). These rebates – often referred to as export credits – can reduce the effective import duty rate to between 5% and 10%.
However, these savings are typically reflected indirectly in final pricing and may not always be passed on in full to the consumer.
How to calculate Import Duty on a new imported vehicle:
Scenario: A passenger vehicle with a CIF value of R300 000, imported from outside the EU or SADC.
Import Duty = 25% × R300 000
Therefore, R75 000 is included in the Added Tax Value (ATV) when calculating VAT.
Ad Valorem Excise Duty (Luxury Tax)
Ad valorem threshold hasn’t kept pace with inflation, which is why this humble Vivo is taxed as a luxury car.
The Ad Valorem excise duty (also called the luxury tax) is applied to vehicles deemed non-essential or luxury items. It is calculated based on the vehicle’s recommended retail price (excluding VAT, and less 20%).
This tax is progressive, meaning higher-priced vehicles are taxed at higher rates. The rate ranges from 0.75% up to a maximum of 30%.
A key point is that the R250 000 threshold, above which this tax applies, has not been adjusted for inflation. As a result, even relatively affordable vehicles can be subject to this luxury tax.
Ad Valorem Duty Formula:
Rate (%) = [(0.00003 × A) – 0.75], where A = Retail price (excl. VAT) minus 20%
Example: For a vehicle with a recommended retail price of R900 000 (excl. VAT):
In this example, the ad valorem duty payable would be R187 650.
Carbon Tax
The Carbon Tax is an environmental levy applied to new internal-combustion engine (ICE) vehicles based on their CO₂ emissions. The purpose is to encourage manufacturers and consumers to choose more fuel-efficient, lower-emission vehicles and to support efforts to reduce greenhouse gas emissions.
It applies to both locally manufactured and imported ICE vehicles. Note, however, that Electric Vehicles (EVs) and most petrol-electric hybrid derivatives are exempt from Carbon Tax.
Carbon Tax rates for cars and double-cabs:
Passenger vehicles: R146 per gram of CO₂/km above 95 g/km.
Double-cab bakkies: R195 per gram of CO₂/km above 175 g/km.
Example Carbon Tax Calculation
Example Vehicle Emissions: 150 g CO₂/km (passenger vehicle).
Step 1: Determine taxable grams
150 – 95 = 55 g/km
Step 2: Calculate Carbon Tax
55 × R146 = R8 030
In this example, the carbon tax payable would be R8 030.
Tyre Levy
Yes, there’s a tax on new tyres. The tyre levy is an environmental charge designed to help fund the management and recycling of waste tyres. It is applied based on the weight of new tyres fitted to the vehicle.
Current Tyre Levy in South Africa:
R2.30 per kilogram of tyre weight.
Example Tyre Levy Calculation
Example: A vehicle fitted with four new tyres weighing 10 kg each (total of 40 kg).
40 kg × R2.30 = R92
In this example, the tyre levy payable would be R92.
Customs / Port Fees
In addition to the formal taxes and levies, there are customs processing and port charges associated with importing vehicles.
These costs are variable and can range from hundreds to several thousand rands, depending on the shipment, handling fees, and logistics providers. While they are generally smaller relative to the other taxes described here, they still contribute to the final landed cost of an imported vehicle.
How much will you pay?
Understanding the individual taxes is helpful, but the real impact is seen when you add them all together. Below are illustrative worked examples showing how these taxes can accumulate on typical vehicles.
Example 1: Internal Combustion Engine (ICE) Vehicle
Assumed Retail Price: ~R500 000
Components:
Import Duty (25%): R500 000 × 25% = R125 000
Ad Valorem Duty (approx. 20.85%): ~R104 250 (as calculated in the earlier example)
VAT (15% on ATV): ~R91 375 (using the validated ATV formula with duties included)
Carbon Tax: ~R8 000–R15 000 (depending on actual emissions)
Tyre Levy: ~R100–R200 (based on tyre weight)
The Estimated Total Tax Burden is approximately R328 725–R335 825.
This can represent 65–67% of the retail price when all purchase taxes are included.
Pricing for the GWM Ora 03 model begins just under R700 000 (July 2025).
Example 2: Electric Vehicle (EV)
Assumed Retail Price: ~R700,000
Components:
Import Duty (25%): R700 000 × 25% = R175 000
Ad Valorem Duty (approx. 17%): ~R119 000 (based on the validated formula)
VAT (15% on ATV): ~R131 250 (with correct ATV calculation)
Tyre Levy: ~R100–R200
Carbon Tax:
Not applicable (EVs are exempt).
The Estimated Total Tax Burden is approximately R425 350–R425 450.
This equates to roughly 61% of the retail price.
If you’re researching new or used vehicles, it helps to be aware of how these car taxes impact the final price. Understanding the full cost breakdown is one way to shop smarter, and plan your budget realistically when considering your next vehicle purchase.
Disclaimer: While every effort has been made to ensure the accuracy of the tax rates, thresholds, and calculations in this article, these are based on the latest publicly available legislation and SARS guidance as of July 2025. Tax rates and regulations are subject to change. Readers are advised to consult the SARS website or professional advisors for the most current info before making purchasing decisions.
BYD Dolphin review – Is this SA’s Best-Value EV?
With high asking prices being the main barrier to electric vehicle ownership in South Africa, the BYD Dolphin has entered the market as the country’s most affordable EV. Ciro De Siena investigates whether this new contender can deliver on its promise.
So, what does the (more) budget-friendly BYD Dolphin all-electric hatchback offer? This video offers some insights that will be useful for anyone curious about making the transition to electric mobility.
Ciro’s review focuses on the 2 BYD Dolphin variants available to local buyers. He introduces the Dynamic Standard Range, equipped with a 45 kWh battery, which made headlines with its price of R539 000.
He then contrasts this with a more powerful, more expensive Premium Extended Range variant that features a 60 kWh battery and a more potent electric motor, which is listed for R599 000 (July 2025).
For potential buyers, this breakdown is a crucial starting point, as it clarifies the different offerings and helps to manage expectations based on price point. Importantly, BYD expects to launch the Atto 1 (Dolphin Mini) in South Africa in September 2025 with an expected starting price of under R350 000!
The BYD Dolphin video review then moves into a detailed discussion of the driving experience, where Ciro shares his impressions on everything from the ride quality to the low cabin noise.
He highlights the car’s low centre of gravity, which gives it a fun, go-kart-like feel. However, he doesn’t shy away from a balanced critique, noting that the narrow, harder-compound tyres, which were fitted to maximise efficiency, can lead to a compromise in road holding, especially in wet conditions.
The BYD Dolphin‘s interior is another area of focus. Ciro praises the cabin for its surprisingly premium feel. He discusses how the cabin is trimmed in high-quality vegan leather, and a spec detail he notes as particularly suited to the South African climate is the inclusion of ventilated seats as standard.
A major talking point is the central infotainment screen, which can rotate from a landscape to a portrait orientation at the touch of a button. Ciro points out the rotating button on the centre console that serves as the transmission selector and finds it convenient when you need to make quick parking manoeuvres.
The practicality of the Dolphin is also examined, with Ciro highlighting that the BYD is genuinely spacious for a vehicle of its size, with excellent rear legroom and a flat floor that enhances passenger comfort.
While Ciro points out that the load bay is not the largest in its class, he demonstrates the BYD Dolphin‘s clever dual-level floor. With the rear seats upright, the total cargo capacity is 345 litres.
The floorboard is in a higher, conventional position by default, creating a hidden storage compartment underneath. It can be lowered to utilise the full depth of the load bay for taller items. With the rear seats folded down, the total utility space expands to a claimed 1 310 litres.
For those considering the switch to an EV, Ciro also addresses the practicalities of ownership. He highlights the Dynamic variant’s claimed range of about 340 km and its fast-charging capability: a 20-80% top-up takes just 20 to 25 minutes using a 60 kW DC charger.
He also provides a more realistic figure for home charging, noting that a 7.4 kW AC charger would take roughly 4 hours to achieve the same 20% to 80% charge.
Another particularly noteworthy feature is the Vehicle-to-Load (V2L) technology, which allows the BYD to power external devices. Ciro demonstrates this by running studio lights directly from the car, highlighting a clear benefit during the all-too-common loadshedding in South Africa.
Ciro also contextualises the BYD brand, which is a relatively new name in the local market, and explains that while the name may be unfamiliar to some consumers, BYD is a giant of the automotive industry.
He mentions that BYD has a massive footprint in Shenzhen and employs hundreds of thousands of people worldwide. He also reveals that BYD manufactures a range of products, from buses and trucks to forklifts, and even produces cell phone batteries for other major technology brands.
This background information helps to build confidence in the brand’s stability and engineering prowess.
Ultimately, the video provides a detailed overview of the BYD Dolphin, a car that challenges the notion that “new EVs are prohibitively expensive”. It offers a comprehensive and balanced look at a vehicle that blends a competitive price with a fun driving experience and a host of modern, practical features.
SA’s 10 best-selling ladder-frame SUVs in 1st half of 2025
Which ladder-frame SUVs proved most popular with South African buyers in the first half of the year? We’ve sorted through the sales figures for H1 2025 to find out…
South Africa’s passenger-vehicle sales charts are dominated by budget hatchbacks and unibody crossovers. But what about proper ladder-frame SUVs? Which examples proved most popular with local buyers in the opening half of 2025?
Well, we’ve combed through the H1 2025 sales statistics to identify the local market’s 10 best-selling body-on-frame SUVs. Before we dive in, keep in mind that since Mercedes-Benz doesn’t report sales figures to Naamsa, we don’t know how many G-Class units were registered in H1 2025. And it’s the same case with Ineos and its Grenadier.
Fortuner and Jimny are still SA’s favourites
Toyota’s locally built Fortuner remains SA’s best-selling ladder-frame SUV.
Despite sales of the Toyota Fortuner dipping 14.7% year on year to 4 242 units, that total was more than enough to see the Prospecton-built stalwart remain Mzansi’s favourite ladder-frame SUV in H1 2025. For the record, the Fortuner ranked 15th overall in the passenger-vehicle race at the year’s midway point.
Interestingly, local registrations of the Suzuki Jimny – which is SA’s most affordable ladder-frame SUV, starting at R454 900 in 3-door form – likewise declined year on year, with the plucky little off-roader losing 11.2% to end the reporting period on 1 802 units. Still, it kept 2nd spot – just.
Prado grabs podium spot ahead of Everest
Ford’s Everest narrowly missed out on a podium finish.
The Toyota Land Cruiser Prado registered the strongest gains in the top 5, with sales surging 57.4% year on year to 1 786 units. That put the J250-series SUV in 3rd place, a mere 16 units behind the far more affordable Jimny.
Meanwhile, the Ford Everest (+7.0% year on year to 1 728 units) grabbed 4th, finishing H1 2025 only 58 sales behind the Prado. The Toyota Land Cruiser 300 closed out the top 5, with local registrations growing 19.0% year on year to 913 units.
Isuzu MU-X builds as Tank 300 sales surge
Local sales of the GWM Tank 300 surged 156.7%, year on year.
The Isuzu MU-X – which benefitted from a facelift in May 2025 – improved its half-year tally by 38.9% compared to H1 2024, ending in 6th on 711 units. The Mahindra Scorpio-N was next in 7th place, gaining 16.5% year on year to finish this 6-month reporting period on 573 units.
However, the GWM Tank 300 posted the most robust growth in the top 10, with sales of this Chinese SUV rocketing 156.7% year on year to 516 units. Much of that improvement was likely thanks to the arrival of a turbodiesel powertrain late in the opening quarter of 2025.
New GX and LC70 Series make it 5 for Toyota
The new Lexus GX has already made its mark.
Despite hitting the market as recently as March 2025, the new Lexus GX grabbed 9th place, with 196 units sold. This Prado-based SUV (featuring a twin-turbo V6 petrol engine) has already assumed the role of the Toyota-backed luxury brand’s top seller locally, year to date.
The Toyota Land Cruiser 70 Series SUV – including both the 76- and 78-badged wagons – took the final place in the top 10 as the 5th product from Toyota. In the end, sales of this model (likely dominated by the Land Cruiser 76 that is available with the Japanese firm’s 2.8-litre, 4-cylinder turbodiesel motor) increased 43.1% year on year to 181 units.
Mitsubishi’s Pajero Sport didn’t manage to crack the top 10.
Fascinatingly, that meant there was no place in top 10 for the Mitsubishi Pajero Sport (162 units), Lexus LX (90 units), Jeep Wrangler (67 units), GWM Tank 500 (64 units), BAIC B40 Plus (41 units) and since-discontinued Nissan Patrol (11 units).
Nissan South Africa will soon add a pair of Navara Stealth double-cab bakkie derivatives to its line-up. Here’s what these locally built variants will cost you…
Remember the “Stealth” badge used on the Nissan Navara a few years back? Well, it’s making a comeback, with a pair of Navara Stealth double-cab derivatives set to launch in South Africa this week.
The latest Navara Stealth was first shown at Nampo 2025.
First shown in Bothaville at Nampo 2025 back in May, the addition of these new Stealth offerings will see the local Navara range swell to 20 derivatives. From what we can tell, the Stealth is based on the “LE” specification.
According to our information, the Navara Stealth 4×2 will be priced from R695 200, while the Navara Stealth 4×4 will come in from R779 200. In each case, that represents a R35 000 premium over the equivalent LE derivative and sees the Stealth trim level slot in just below the “LE Plus” grade.
Note the extra black cladding and the move away from chrome grille surrounds.
So, what makes a Stealth? Well, the changes are largely cosmetic. For instance, the Stealth gains the same black 17-inch alloy wheels (wrapped in Dunlop AT25 tyres) as the Pro-2X and Pro-4X derivatives, along with chunky black cladding for the front bumper (the latter incidentally available as an accessory for standard models, priced at around R7 500). In addition, the grille surrounds have been “dechromed”, though the red Nissan badge on the black grille makes way for a matte silver version.
Other updates include the addition of black roof rails and a black Stealth-branded roll bar, while the side-mirror caps, exterior door handles and side steps also gain a dark finish. The exterior overhaul is rounded off by “Stealth” decals on the lower edge of the front doors as well as on the tailgate (which furthermore features black “Navara” lettering). Inside, this model gains a Stealth-branded carpet set.
Stealth badging, present and correct.
As a reminder, the LE grade includes items such as climate control, a touchscreen infotainment system, rear parking sensors, a reverse-view camera, keyless entry, rain-sensing wipers, automatic LED headlamps and 6 airbags. We’d expect these features – along with the 3 500 kg braked towing capacity and the payload (1 086 kg in the case of the 4×2 and 1 003 kg in the case of the 4×4) to carry over to the Stealth.
Under the bonnet, of course, nothing has changed. Both Stealth derivatives thus employ Nissan’s familiar 2.5-litre, 4-cylinder turbodiesel engine, which here delivers 140 kW and 450 Nm via a 7-speed automatic transmission as standard.
The Hyundai Grand i10 hatchback and sedan differ in more ways than merely the shapes of their respective rear ends. Here are the key differences between these 2 body styles…
So, with the Indian-built budget model available in both hatchback and sedan guise, we set out to identify the key differences between these body shapes.
We’ll concentrate on the passenger-vehicle derivatives here, ignoring the Cargo-badged panel vans sold in the light-commercial vehicle (LCV) segment. At the time of writing, Hyundai Automotive SA’s Grand i10 passenger-car portfolio comprised 5 derivatives: 3 hatchbacks and 2 sedans.
Hyundai Grand i10 Hatchback vs Sedan: What’s the difference?
1. Exterior Dimensions and Styling
The Grand i10 hatchback measures 3 815 mm from front to back, while the sedan version is 180 mm longer at 3 995 mm. Both body styles share the same wheelbase (2 450 mm) and width (1 680 mm) but the sedan stands 10 mm taller at 1 520 mm. Hyundai lists a ground clearance of 157 mm in each case.
In terms of exterior styling, the two body styles employ distinct grille designs as well as markedly different daytime running light (DRL) signatures. As you’ve no doubt gleaned, the notchback sedan furthermore features a completely different rear end. In addition, Executive versions of the hatch can be specified with a black roof. This option is not offered on the saloon.
2. Luggage Space
Why might you consider the 4-door version of the Grand i10 over the hatchback? Well, the sedan boasts a claimed luggage space of 402 litres, besting its 5-door sibling (360 litres) by some 42 litres. However, keep in mind that the hatch comes with a foldable rear bench, which is split 60:40 in Executive derivatives. This added practicality frees up a claimed 910 litres of loading capacity.
Interior Colour Schemes
In terms of cabin colour schemes, the Grand i10 hatchback features an all-black affair. Meanwhile, the sedan offers a mix of black and light grey on the dashboard and inner door trim. Both interiors, however, come with black cloth seats, complete with red detailing. This crimson treatment is repeated on the air vents.
3. Engine and Gearbox Options
The Grand i10 hatchback is available in South Africa with either a 49 kW/94 Nm naturally aspirated 1.0-litre 3-cylinder petrol engine or a 61 kW/114 Nm naturally-aspirated 1.2-litre 4-cylinder petrol motor.
Meanwhile, the Grand i10 sedan is offered exclusively with the 1.2-litre, 4-cylinder engine. Transmission options for this larger engine include a 5-speed manual gearbox and a 4-speed torque-converter automatic transmission, regardless of body style.
4. Trim Levels
In SA, Hyundai sells the hatchback in both the Premium and Executive trim levels. The sedan, on the other hand, is available only in Executive form. This means the Grand i10 hatch has a lower starting price, making it more accessible to buyers at the lowest end of the new vehicle market.
More than 40 classic and collector cars, including European and American sportscars and South African motoring legends, will go under the hammer at the Creative Rides Winter Auction on Saturday, July 12, at the Creative Rides showroom in Bryanston.
A 1989 Porsche 911 Speedster – a car born from nostalgia and engineered for performance – will take centre stage at the Creative Rides Winter Auction. First previewed as a concept at the 1987 Frankfurt Motor Show, the Speedster hit production 2 years later as a radical reinterpretation of the 1955 original.
Featuring a lower-raked windscreen, minimalist soft top, and sculpted rear tonneau, the 911 Speedster blended heritage with cutting-edge engineering. It was powered by a 3.2-litre air-cooled flat-6 engine producing 184 kW at 6 100 rpm and 310 Nm at 4800 rpm – plus, of course, loads of Porsche character.
Only 2 104 911 Speedsters were produced globally in 1989, and just 139 in right-hand drive guise. This particular example – finished in Guards Red – is one of only 64 UK RHD units and the sole known example on the African continent. It’s a wide-bodied, factory Turbo-look car currently fitted with 964-series rear panels and RUF wheels, though the original bodywork is included. A unicorn for any collector.
But the rarities don’t stop there…
Also crossing the block is an exquisite 1958 Mercedes-Benz 220S Cabriolet, one of only 22 right-hand-drive factory-built units in existence.
Fresh from a full nut-and-bolt restoration, this cream-over-red stunner represents the pinnacle of post-war German craftsmanship and elegance, powered by a smooth 2.2-litre inline-6.
From across the channel comes the 1962 Jaguar E-Type Series 1, a matching-numbers “flat floor” coupe with a chassis number in the 500s, confirming it as one of the earliest production examples.
Fully restored and complete with original wire wheels, tool kit, and knock-off hammer, it’s a must-have for the serious Jaguar collector.
Among the most anticipated lots at the Creative Rides Winter Auction is an undisputed legend of the muscle car era – the 1969 Dodge Charger Hemi Restomod. A poster child for raw American power, it began life as a genuine 440 R/T and has been transformed into a no-limits modern muscle machine.
Now powered by a Chrysler HEMI V8 crate motor producing 477 kW and 829 Nm, it’s backed by an automatic transmission with overdrive, making it as capable on the road as it is ferocious on the throttle.
Coilover suspension, Wilwood disc brakes with Hydra Boost, and a quick-ratio steering rack modernise the drive, while a full custom exhaust system delivers an aggressive soundtrack. Inside, custom seats, a tailored cabin and modern audio round out this bold reimagining of a true American icon.
American flair comes in the form of a 1935 Ford V8 Roadster, lovingly restored and instantly recognisable thanks to its appearance in the 1979 film Arthur. Finished in a rich burgundy and powered by the famous flathead V8, this drop-top icon captures the spirit of pre-war Americana.
And beyond these showstoppers lies an incredible variety of collectable machines, including multiple classic Porsche 911s, BMW M performance models, as well as a cluster of South African legends: the Ford Capri Perana, Chevrolet Firenza CanAM, Ford Fairmont GT and Chevrolet SS.
Among the most anticipated lots is an original 1971 Ford Capri Perana V8, a car that earned its stripes on both the road and racetrack in the early ’70s.
Developed by the legendary Basil Green, the Perana V8 delivered Ferrari-level performance at a fraction of the price. It was claimed to bolt from zero to 100 kph in 6.7 seconds and top out at 228 kph.
The example on offer is BG No. 126, complete with matching chassis stampings, widened Rostyle wheels, and Basil Green’s signature cooling modifications.
Equally significant is the 1973 Chevrolet Firenza Can Am, one of only 100 homologation specials built to house the potent Z28 302ci V8 from Chevrolet’s Trans Am program. Developed by racing great Basil van Rooyen, the Can Am gave the Capri Perana fierce competition on South African tracks.
The example up for auction has a correct chassis plate and signature features like the aluminium rear wing and black-on-white paintwork, although it now houses a 350ci V8 motor. Original examples are nearly impossible to find, making this a once-in-a-generation opportunity for collectors.
Watch our video feature: ‘The little Chev with big muscle: Firenza Can Am’
Adding to the local flavour, the auction will also feature a 1972 Ford Fairmont GT and 1972 Chevrolet SS, which are both uniquely South African interpretations of Australian classics.
The Fairmont GT, based on the Australian Falcon GT, retains its original white paint, factory shaker hood scoop, chrome GT hubcaps, and has just 37 000 km indicated mileage on the clock.
Meanwhile, the bright-orange Chevrolet SS, based on the Holden Monaro GTS, features a 350ci V8 and an indicated mileage of 27 800 km, making it a prime example of South Africa’s V8 muscle-car heritage.
Rounding off the South African classics is a true gem: a 2010 Volkswagen Citi Golf Mk I LTD 003. This is Car No. 003 of the final 1 000-unit Citi Golf series, with only 29 km on the odometer.
With its heritage-linked GT stripes, Mk I alloys, and factory-fresh interior scent, this Citi Golf is a time capsule and an irresistible target for Volkswagen collectors. Cars No. 001 and 002 reside in the VW Museum in Wolfsburg and the Autopavilion in Uitenhage, leaving this one as the only privately available example from the trio.
Watch our VW Citi Golf 1.8i Review – Is this the best Citi Golf (Mk1) ever put on sale?
“The ingenuity of South African manufacturers during the ’70s and ’80s continues to amaze me. These cars were not only world-class for their time, but represent a unique blend of local heritage and global desirability,” said Creative Rides CEO Kevin Derrick. “From V8 muscle cars to homologation specials, we’re proud to present cars that are both historically significant and emotionally charged for collectors.”
Whether you’re looking for Euro pedigree, motorsport DNA, or locally celebrated heroes, the July 12 auction will offer something for every serious collector.
Don’t Miss the Winter Classic Auction Event
The Creative Rides Winter Auction kicks off at 11:00 AM on Saturday, July 12, at the company’s signature showroom in Main Road, Bryanston. For those unable to attend in person, the event will be streamed live on YouTube, offering collectors around the world a front-row seat to the action.
To register to bid, browse the full catalogue, or get more info, visit www.creativerides.co.za.
Fronx surges, Polo relegated: SA’s passenger-car sales in H1 2025
Which vehicles surged up South Africa’s passenger-car sales rankings for H1 2025 and which ones fell? We’ve crunched the numbers to identify the market’s winners and losers…
In the first half of 2025, sales in South Africa’s passenger-car segment increased 21.3% year on year to 196 100 units. So, which vehicles led the charge – and which ones slipped down the charts – in H1 2025?
Well, we’ve crunched the numbers for the opening half of the year, allowing us to identify Mzansi’s 15 best-selling passenger vehicles for this 6-month reporting period as well as track instances of year-on-year growth or decline. We’ve also noted any movement up or down the rankings (check out the table at the bottom of this article).
Interestingly, as many as 9 of the models that ranked in the top 15 in the opening half of 2025 were sourced from India (comfortably the top country of origin for light vehicles imported into Mzansi in 2024), while 4 were built here in South Africa and the remaining 2 shipped over from China.
Swift leapfrogs Polo Vivo and Corolla Cross
Suzuki’s Swift was SA’s best-selling passenger car in H1 2025.
The Suzuki Swift emerged as SA’s top-selling passenger vehicle in H1 2025, with sales of the Indian-built budget hatchback – which entered its current generation in the final quarter of 2024 – surging 37.9% year on year to 11 948 units. In the end, the Swift climbed 2 rankings to assume pole position going into the 2nd half of the year.
That meant the Volkswagen Polo Vivo had to settle for 2nd place, with local registrations of the Kariega-built hatchback slipping 3.6% year on year to 11 310 units (just 638 sales behind the Swift). Similarly, the Prospecton-made Toyota Corolla Cross – which was facelifted in early 2025 – fell a place to 3rd, with sales sliding 7.5% year on year to 9 576 units.
Grand i10 squeezes in ahead of Starlet hatch
Hyundai’s Grand i10 placed 4th in the passenger-car rankings.
Meanwhile, the Hyundai Grand i10 (excluding sales of panel-van derivatives in the light-commercial vehicle segment) gained 27.8% year on year to end H1 2025 on 7 836 units. As such, the Grand i10 climbed a place to 4th, pushing the Toyota Starlet (-3.3% year on year to 7 330 units) down a position to 5th.
The Chery Tiggo 4 Pro (also excluding LCV sales) was again the highest-ranked Chinese passenger vehicle, holding steady in 6th place. Tiggo 4 Pro sales increased 19.6% year on year to 7 297 units, though note Chery started including Tiggo Cross sales in its Tiggo 4 Pro figure from June 2025.
Fronx and Jolion post strongest growth in top 15
Haval Jolion sales increased nearly 80% year on year in H1 2025.
While the Swift was the chief volume driver for its still-growing brand, the performance of the Suzuki Fronx should not be overlooked. In H1 2025, Fronx sales rocketed 162.8% year on year to 6 463 units – the most robust growth in the top 15 – seeing this crossover scale 12 places to 7th. Interestingly, the closely related Toyota Starlet Cross (5 195 units) ranked 9th, some 1 268 units behind.
The Haval Jolion registered the 2nd strongest instance of year-on-year growth in the top 15, gaining a whopping 79.5% to end H1 2025 on 6 385 units. That saw the Chinese crossover – which was refreshed in South Africa in mid-2024 – climb 2 positions to 8th.
Sonet returns to top 10 as Polo hatch is relegated
VW’s locally built Polo hatch dropped out of the passenger-car top 10.
Mirroring the South Korean brand’s return to the list of SA’s 10 best-selling automakers in the first half of 2025, the Kia Sonet (excluding LCV sales) rose 3 rankings to squeeze back into the passenger-car top 10. In the end, Sonet sales soared 72.8% year on year to 4 930 units.
Things weren’t quite as rosy for the Volkswagen Polo hatchback, which found itself relegated from the top 10, slipping 4 places to 11th. For the record, local registrations of the Kariega-built hatchback fell 14.7% year on year to 4 809 units.
Ertiga and Urban Cruiser climb as Fortuner falls
Toyota’s Fortuner fell 7 places year on year to 15th.
Sales of the Suzuki Ertiga grew a considerable 53.8% year on year to 4 352 units, seeing the Indian-made MPV rise 2 rankings to 12th. Meanwhile, the Nissan Magnite (4 293 units, excluding LCV sales) suffered an 11.7% year-on-year decline, tumbling 4 places to 13th in the process.
The Toyota Urban Cruiser moved up 2 positions to 14th on the back of a 56.2% year-on-year gain in sales to 4 247 units. Finally, the Prospecton-built Toyota Fortuner plunged 7 places to 15th, with local registrations of SA’s best-selling ladder-frame SUV sliding 14.7% year on year to 4 242 units. The Toyota Vitz (+8.8% to 3 549 units), Suzuki Baleno (-30.0% to 2 421 units) and Volkswagen T-Cross (+14.0% to 3 121 units) all dropped out of the top 15.
SA’s 15 best-selling passenger vehicles in H1 2025
Lamborghini Huracan STO vs Ferrari SF90 Spider: Classic Comparison
They come from a similar past, but step into the ring from opposite sides. We take the stripped-out, old-school Lamborghini Huracan STO for a drive to see how it compares with the more sophisticated, electrically assisted Ferrari SF90 Spider.
The crisp air accentuates the unmistakably piercing sound of a Lamborghini Huracan STO approaching, especially as there is little traffic in Franschhoek this early in the morning. While still revelling in the aural delight the STO provides, it dazzles me as it appears around the corner; its bright colours perfectly befit the din it creates. Moments later, the much smoother-sounding Ferrari SF90 Spider approaches.
For a moment, the Ferrari SF90 Spider might look understated compared with the sharp and angular Lamborghini Huracan STO, but its outright performance numbers will settle any bar fight.
Both Ferrari and Lamborghini’s roots lie in V12 engines – V12s powered Enzo Ferrari’s road and race cars, while Ferruccio Lamborghini commissioned engineering firm Societa Autostart to design a V12, which would carry the name of its chief architect, (Giotto) Bizzarrini, to power his firm’s first car, the 350GT.
Ferrari has stuck with this concept throughout its history, and so has Lamborghini. However, in the era of “downsizing for efficiency”, both companies now favour smaller, but still very high-performance engines.
The more outrageous of these 2 Italian exotics is undoubtedly the Huracan. Stripped out to the bare minimum (for a road car) and laced with performance-optimising tweaks, the STO is the pinnacle of the Sant’Agata firm’s super- (as opposed to hypercar) development since it launched the Gallardo in 2003.
On the opposite side of the ring, Ferrari offers a different concept. In the shape of the SF90 (here in Spider form), we have a smaller-capacity turbocharged engine: a 4.0-litre V8 assisted by a complex hybrid system consisting of no fewer than 3 electric motors.
These add-ons boost the performance of the Ferrari SF90 to a monumental 735 kW and 800 Nm of torque; the Lamborghini Huracan STO offers 470 kW and 565 Nm, but it’s notably lighter than the silver Prancing Horse. This begs the question, just how different are these machines to drive?
Lamborghini‘s commitment to weight saving in the Huracan is very impressive. Take, for example, the engine cover. In true race car fashion, you unclip this louvred carbon-fibre part and completely remove it from the car. There are no hinges or fancy releases.
Specifications:
Model: Lamborghini Huracan STO
Engine: 5.2-litre, V10, petrol
Power: 470 kW at 8 000 rpm
Torque: 565 Nm at 6 500 rpm
Gearbox: 4-speed automatic, RWD
Weight: 1 339 kg
0-100 kph: 3.0 sec (claimed)
Top speed: 310 kph (claimed)
It has a large rear wing, while the rest of the rear has undoubtedly been designed to allow as much airflow to cool the engine as possible and offer the necessary aerodynamic benefits. There is a lot of visual drama going on here; even when you just walk around the car, the STO looks, well, outrageous.
Needless to say, there is no mistaking the STO for anything other than a full-fat supercar, the aggressive design putting any doubts to bed.
The SF90 Spider is completely different. Sure, based on its appearance, the Ferrari looks as powerful and rapid as it is, but the SF90 has a much classier and sophisticated aura – dare I say, most Ferraris do.
The flowing lines on the front wing focus the eye on the lower part of the nose, while the rear, with its 2 exhaust ends, is pure, but subtle, supercar. However, the gorgeous body hides hypercar performance.
As we lift the small engine cover (remember, this is the Spider variant), I am immediately impressed by how low the latest development of the F154 (FA) engine sits in the Ferrari’s bay. It is positioned quite low in the car, which allows the turbocharger plumbing and hybrid system to also be visible.
Peering along the side of the Ferrari SF90, the overall smoothness of the design continues. Even the side air intakes seem quite ordinary and simply flow into the side sculpting of the body work.
Specifications
Model: Ferrari SF90 Spider
Engine: 4.0-litre V8, turbo petrol + 3 electric motors
Power: 574 kW at 7 500 rpm (+ 162 kW e-boost)
Torque: 800 Nm at 6 000 rpm
Gearbox: 8-speed auto, RWD
Weight: 1 670 kg
0-100 kph: 2.5 sec (claimed)
Top speed: 340 kph (claimed)
The manic colour scheme of the Lamborghini undoubtedly draws your eyes towards it, and while the silver colour of the Ferrari is more mundane, it is also classier.
Behind the wheel of the Ferrari SF90
As I slide into the Ferrari‘s driver’s seat, the Maranello marque’s modern and sophisticated approach is obvious. The cabin is luxuriously trimmed in leather and carbon fibre (even the fire extinguisher has a leather cover) – the high-end approach to the cabin clearly in line with the contemporary drivetrain.
Most impressive is the large digital instrument cluster. It would take a while to become familiar with all the functions and settings, but there is no time for that – I want to experience the full performance on offer.
I accelerate down the road and short-shift into 2nd gear. I decide not to hold back and lean firmly on the accelerator pedal, pressing it almost all the way down to the base of the footwell. With a complete absence of fanfare, the unruffled SF90 accelerates down the short stretch of tarmac with such a high level of performance that it catches me by surprise… even though I was fully expecting it to be quick.
The turbocharged V8, aided by that trio of motors, generates a sheer groundswell of torque that the all-wheel-drive system (somehow) transfers to terra firma in a manner I have not felt in any other supercar.
I’ve spent some time in the mild-hybrid LaFerrari, and in that car, its V12 utterly dominates proceedings. In the SF90, the combination of torque feels more balanced in the sense that, yes, the engine is certainly still the star performer, but the turbos and electric motors make for an especially strong supporting cast.
Threading this beauty through the first couple of corners confirms what I expected – the grip levels are high and the car handles predictably. Although this is a mostly smooth road, I immediately sense the ride quality is spot on, complementing the high levels of general comfort and impressive sound deadening.
Compared to the STO’s V10 cacophony, the Ferrari engine sounds, dare I say it, a little subdued. Having said that, it doesn’t take long to conclude that the Ferrari SF90 Spider is a superbly balanced package.
I park the Ferrari SF90 and walk over to the Lamborghini Huracan STO (abbreviation for Super Trofeo Omologato). The intensity of the Lamborghini continues when you climb into its cockpit. The seats are firm and very supportive. There are no carpets; only small patches of rubber underneath my feet.
The rest of the Lamborghini Huracan STO’s cabin is mostly clad in carbon fibre (much more so than in the Ferrari SF90) as well as Alcantara, while the focused nature of the car is again highlighted by the small roll bars behind the seats – something Ferrari seems to stay away from in its road cars.
What the Huracan STO is like to pilot
Press the start button and the engine barks into life like only a naturally aspirated engine can. Although I only had a few precious moments in the STO, memories of my time with the Performante came flooding back. This car is the Performante, BUT on steroids. In front of you is a digital display with an arch across it that highlights the rev range at the top – another indication of where the focus of this car lies.
Even when “taking it easy”, you experience the STO’s raw intensity from the moment you pull away. As with most mid-engined cars, you sit close to the nose with a near-perfect view through the windscreen.
Even when you short-shift, there is more than enough torque available for you to get a sensation of what that shrieking V10 can deliver, but the car creates so much such theatre that you can’t help but rev halfway to 9 000 rpm at every opportunity, no matter how laid-back you may be feeling at the time.
Suffice it to say, the engine revs freely around the clock, with gearchanges (through the 7-speed dual-clutch transmission) being slick and quick – quite unlike that of the previous-gen Superleggera.
Having driven several sports- and supercars on the Franschhoek Pass, it quickly becomes quite apparent that the STO’s electronically controlled magneto-rheologic suspension soaks up road irregularities better than the hardcore 991.2-series Porsche GT3 RS. The exceedingly firm bucket seats keep you in place, and they contribute to an incredibly close physical connection you soon develop with the car.
The addictive howl in the cabin from the high-revving 5.2-litre, V10 engine further contributes to your connection with the car. The exhaust pops and bangs from the high-mounted, centre exhaust ports, which reverberate off the cliffs, scaring a few birds (and other wildlife) away in the process.
I believe that, with familiarisation, I could learn to trust the STO more through very fast sweeps, partly thanks to how much downforce it generates. There are very few cars that demand the same level of concentration and offer the same kind of thrills as a superbike, but the STO comes tantalisingly close.
Verdict
The Lamborghini Huracan STO left me yearning for more time behind its ‘wheel. Indeed, few vehicles I’ve sampled over the past 16 years have managed to deliver the dynamic thrills I experienced in that car.
The Lamborghini Huracan STO may not offer the same degree of everyday usability as the Ferrari SF90, but from the pure adrenaline rush I experienced behind the wheel to the bold exterior design and the excitement its soundtrack elicits from every single person who hears it, the Lambo sits in a league of its own. It serves up an intense and undiluted driving experience that draws you back, time and again…
On the other hand, the Ferrari SF90’s outright, more sophisticated performance leaves one impressed by what can be achieved nowadays by employing high levels of technology; believe me, you will be less tired after a 5-hour drive in it compared to the Lamborghini Huracan STO – and so will your passenger!
In a way, the SF90 is also relatively discreet, which will increase its appeal for some prospective owners. After all, even if you order the STO in very humdrum colours, it will still grab attention wherever it goes.
Although both cars offer top levels of performance in each of their respective “categories”, the 2 Italian supercars’ approaches are now rather different. Whereas the Ferrari SF90 (probably) indicates the way forward for the supercar genre, the Lamborghini Huracan STO clearly shows what we’ll be missing.
