SA’s EV sales dip in Q1 2025 but total NEV market grows
Sales of fully electric vehicles in South Africa dipped 16.4% year on year in Q1 2025, though total new-energy vehicle registrations climbed thanks to increased hybrid sales…
Naamsa has released official sales figures for new-energy vehicles (NEVs) – that is, fully electric vehicles (EVs), traditional hybrids (HEVs) and plug-in hybrids (PHEVs) – in South Africa for Q1 2025. And the big news is that local EV registrations declined 16.4% year on year.
But before we dive into the details, let’s take a quick step back and consider how the overall market performed in the opening quarter of 2025. Based on figures reported to the industry representative body, SA’s total new-vehicle market registered year-on-year growth of 10.5% in Q1 2025, ending this reporting period on 144 426 units.
BMW’s X1 xDrive30e is thought to be one of the local market’s strongest-selling PHEVs.
Meanwhile, NEV sales for the opening 3 months of the year came in at 3 487 units, up 14.0% compared with Q1 2024. By our maths, that figure represents approximately 2.4% of the total new-vehicle market. For the record, NEVs comprised 3.0% of Mzansi’s total new-vehicle sales in 2024, up from 1.47% in 2023.
The slowdown in NEV growth locally in Q1 2025 is thanks to the sales performance of purely battery-powered vehicles, with Naamsa’s figures showing that EV sales dipped 16.4% year on year to 276 units (or 0.19% of the total market). Take note, however, this figure excludes local sales from BYD, which unfortunately doesn’t yet report registrations to the industry representative body.
What about plug-in hybrids? Well, Naamsa’s figures show that local PHEV sales increased 70.9% year on year to 241 units in Q1 2025. As such, the PHEV segment already looks well positioned to exceed 2024’s record of 728 units (which itself was more than double 2023’s tally of 336 units) before the end of 2025.
Finally, traditional hybrids again accounted for the overwhelming majority of NEV registrations, thanks largely to sales of dual-powered versions of the Prospecton-built Corolla Cross. In Q1 2025, HEV sales in South Africa grew 14.8% year on year to 2 970 units, representing a whopping 85.2% of the NEV total.
Toyota’s Corolla Cross HEV again accounted for much of SA’s NEV volume.
As a reminder, 2024’s 15 611-unit performance (up 100.6%, year on year) was a record for NEV sales in South Africa. It followed this segment of the local market enjoying significant year-on-year gains of 421.7% (to 4 674 units) in 2022 and 65.7% (to 7 746 units) in 2023.
Fuel Price in SA: Consumers Hit with Higher Fuel Tax
As of June 2025, the fuel price in South Africa will be adjusted to include increases to the General Fuel Levy (GFL), which will see petrol and diesel consumers paying more for a litre of fuel.
The recent Budget Speech delivered by the South African Minister of Finance, Enoch Godongwana, was free of a VAT increase but instead announced an increase in the General Fuel Levy (GFL) in a bid to help fill the government’s ever-growing budget shortfall, which stands at almost R62 billion over the next 3 years!
National Treasury, however, says that the increase comes as a result of inflationary pressure and has not been implemented as a revenue-generating tool. The increase is expected to raise up to R4 billion in the 2025 financial year and further increases in the General Fuel Levy are expected in the next 2 years.
What does the General Fuel Levy increase mean for consumers?
Earlier in May 2025, we reported that sizable fuel price cuts were on the cards for June 2025 but these cuts will now be crushed by increases to the General Fuel Levy (GFL) which will see consumers pay 16 c/l more for petrol and 15 c/litre more for diesel, raising the GFL and RAF (Road Accident Fund) levies to over R6 per litre in some areas or over 30% per litre sold in South Africa.
Current fuel price data is showing potential decreases of up to 19c/l for petrol and 49 c/l for diesel, which will be reduced to about 3c/l and 34c/l respectively, considering the increase of the GFL.
The Automobile Association (AA) has responded to the Fuel Levy increases, calling for transparency and structural reform.
“While acknowledging the government’s fiscal constraints, the AA warns that this increase will have immediate and far-reaching consequences for consumers and the economy.”
“This levy adjustment comes at a time when South Africans are already contending with high food prices, elevated interest rates, increased electricity tariffs and persistently high unemployment. Fuel is a critical input cost across all sectors of the economy; any increase inevitably drives up transport and operational costs, further intensifying inflation. Lower-income households, which spend a greater share of their income on transport, will be disproportionately affected by this rise”, says the AA.
“While the AA recognises the need to address fiscal pressures, continuously turning to fuel levies to fill budget gaps is unsustainable, especially in the absence of transparency on how these funds are allocated and used”.
As part of its response, the AA has called for a comprehensive and transparent review of South Africa’s fuel pricing model which should include the following:
A forensic audit of revenue generated from the GFL and RAF Levy, including its allocation and expenditure
Full transparency on the fuel price-setting formula published by the Department of Mineral Resources and Energy (DMRE)
Engagement with civil society, labour, and the transport sector to identify fair and sustainable revenue models
Exploration of alternative funding mechanisms that reduce reliance on fuel-based taxation.
In conclusion, the AA believes that broader engagement is needed.
“Although the latest increase may appear modest in isolation, it forms part of a broader trend where motorists and transport-reliant industries bear the brunt of fiscal policy changes. South Africa must have a broader conversation about funding infrastructure, road safety, and public transport in a way that doesn’t unduly burden citizens”, concludes the AA.
The new BMW Concept Speedtop has been revealed in Italy, with the Bavarian automaker confirming it will built 70 examples of this 2-seater shooting brake…
Meet the new BMW Concept Speedtop. Revealed at the Concorso d’Eleganza Villa d’Este 2025 on the shores of Lake Como in Italy, this effectively coach-built 2-seater shooting brake has been confirmed for production, with 70 units set to be built.
The Speedtop appears very closely related to the Skytop – a 2-seater convertible likewise based on the apex version of the 8 Series – that was introduced at the same event in 2024. In the end, the Bavarian firm produced 50 examples of the Skytop.
The Speedtop alongside the Skytop.
According to BMW, the 3-door Speedtop – which Adrian van Hooydonk, Head of BMW Group Design, says is “characterised first of all by its profile” – will be produced in Dingolfing and “offered to collectors and connoisseurs”. Van Hooydonk believes the newcomer functions as “an exclamation mark for our entire lineup of vehicles, especially for the Touring models”.
The German automaker describes the new Speedtop’s front end as having a “shark-nose design”, complete with slim headlamps and an illuminated grille. A central spline runs from the bonnet over the roof to the rear spoiler, while the roof itself features an interesting colour gradient to accentuate this shape. The shooting brake rides on model-specific 2-tone, 14-spoke wheels.
The interior features 2-tone leather upholstery.
Inside, you’ll find plenty of leather plus what BMW terms “traditional brogue-style details”. The 2-tone colour scheme comprises the “Sundown Maroon” hue and the lighter “Moonstone White” colour. The roof spline evident from the outside is mirrored as a light beam in the 2-tone leather headliner. The luggage compartment – which is divided into 2 sections – is likewise trimmed in leather.
The BMW Concept Speedtop furthermore comes with a pair of made-to-measure travel bags produced by Italian manufacturer Schedoni. These were designed specifically for the Speedtop to fit in with its colour scheme and slot in neatly behind the front seats. A matching weekend bag can also be accommodated in the luggage compartment.
The Speedtop comes with Schedoni bags.
So, what’s under the bonnet? Well, the German firm says only that the shooting brake is “fitted with the most powerful V8 engine currently offered by BMW”. While the company doesn’t list any technical details, it’s worth noting the BMW M8 Competition’s twin-turbo 4.4-litre powerplant holds that title, generating a heady 460 kW and 750 Nm…
Is the Suzuki Swift an Ideal First Car for New Drivers?
So, you’re in the market for your first car. Here’s why we think the latest Suzuki Swift hatchback is the ideal choice for many new drivers in South Africa…
Considering the sheer volume of models and derivatives available on South Africa’s new- and used-vehicle markets, choosing your first car is by no means simple. But certain vehicles stand out as excellent choices for new drivers and the Suzuki Swift is one such example.
Suzuki is known as the industry’s small-car expert. While the Swift isn’t the most compact model in the Japanese automaker’s burgeoning range, we’d argue it is one of the very best options as a first car. After all, this model took the title of the Best Budget Car of the 2024/25 Cars.co.za Awards (CarsAwards), sponsored by Absa.
The AOL-series Suzuki Swift is far more spacious inside than traditional city cars, offering comfortable seating for 5 occupants. It also boasts a claimed luggage capacity of 265 litres, a figure that can be expanded to 948 litres by folding down the rear bench. Let’s take a closer look at why the Swift might just be your ideal first car…
4 reasons why the Suzuki Swift is an ideal first car
1. The Suzuki Swift is compact and easy to drive
Like its forebears, the AOL-series Suzuki Swift is simple to drive, making it perfect for new drivers. The 5-speed manual derivatives feature an easy-to-modulate clutch and a positive gearshift action. Variants equipped with a continuously variable transmission (CVT) are even more straightforward to pilot.
Most derivatives feature high-profile tyres and 145 mm of ground clearance, useful traits when traversing South Africa’s pothole-laden roads. Furthermore, this exceptionally manoeuvrable hatchback’s light steering, tight turning circle, good visibility and compact exterior dimensions make it a cinch to park.
2. The Swift offers good handling ability
Imagine a vehicle being conjured into a tyre-decimating drift. The model that popped into your head was likely some sort of high-powered, rear-driven sportscar, a configuration renowned for (sometimes uncontrolled) oversteer. In contrast, front-wheel-drive vehicles such as the Suzuki Swift generally exhibit entirely predictable handling characteristics. In fact, the Suzuki Swift is one of the best-handling cars in its class
The latter is exactly what you want as a new driver (snap oversteer, conversely, is precisely what you don’t want). In addition, the Swift’s modest peak outputs of 60 kW and 112 Nm won’t easily overwhelm the front wheels. That said, these maximum figures are more than sufficient for everyday use considering the vehicle’s sub-1-tonne kerb weight.
3. Plenty of standard safety kit
Safety equipment is an important consideration with any vehicle purchase. But we’d argue it’s even more crucial when it comes to your first car. Thankfully, all derivatives in the AOL-series Swift come standard with the safety essentials, including 6 airbags, ABS with EBD, Brake Assist, electronic stability control, rear ISOfix child-seat anchors, 3-point seatbelts (with audible and visual reminders) and even rear parking sensors.
4. The Swift is affordable to buy and run
Price is another key consideration when shopping for your first car. Since most new drivers are relatively young, affordability is particularly important. Just like earlier versions of Suzuki’s popular hatchback, the current Swift offers strong value on both the new- and used-car markets.
This hatchback also holds the potential for impressive fuel economy. Suzuki claims a figure as low as 4.4 L/100 km in the case of the manual derivatives and 4.6 L/100 km for the CVT-equipped variants.
Though the latest Z12E engine – a naturally aspirated 1.2-litre, 3-cylinder unit – is not yet as well-proven as the ubiquitous K12M 4-pot motor used in the A2L-series predecessor, Suzuki Auto SA does offer a lengthy 5-year/200 000 km warranty (plus a 2-year/30 000 km) service plan for peace of mind. In addition, Suzuki these days boasts an extensive local dealer network.
Finally, while insurance premiums will obviously depend on the driver’s specific circumstances, the Swift’s affordable price-tag means it should be relatively inexpensive to insure for the average owner.
Which Chery Tiggo 4 Pro Derivative is the Most Fuel Efficient?
Which derivative of the Chery Tiggo 4 Pro – South Africa’s most popular Chinese car – is most fuel efficient? Let’s take a closer look at the numbers…
Though vehicles from Chinese brands are increasingly finding favour in South Africa, fuel consumption remains a largely common point of concern. So, just how efficient is the Chery Tiggo 4 Pro – which ranked as Mzansi’s best-selling Chinese car in 2024 – and which derivative in the range uses the least fuel?
Well, we’ll answer those questions below, based both on claimed figures from the manufacturer as well as our real-world experiences with various Tiggo 4 Pro derivatives. We’ll examine the 6 variants that currently make up the range, excluding the pair of panel-van derivatives doing duty in the light-commercial vehicle segment.
Chery Tiggo 4 Pro Engines and Transmissions
In South Africa, entry-level versions of the Tiggo 4 Pro are powered by a naturally aspirated 1.5-litre, 4-cylinder petrol engine. Sending 83 kW and 138 Nm to the front axle, this engine can be specified with either a 5-speed manual gearbox or a continuously variable transmission (CVT).
The big-on-value small crossover is also available with a turbocharged 1.5-litre petrol mill that generates 108 kW and 210 Nm. This zestier motor drives the front wheels through either a CVT or a 7-speed dual-clutch transmission (DCT).
Chery’s Claimed Fuel Economy for Tiggo 4 Pro
So, which of the Tiggo 4 Pro powertrains outlined above is the most fuel efficient? Based on Chery’s claims, combining the 1.5T engine with the DCT results in the best economy. In this case, that’s a figure of 6.7 L/100 km. For the record, that translates to a theoretical 761 km from the 51-litre tank.
Tiggo 4 Pro 1.5 LiT 5MT – 7.0 L/100 km
Tiggo 4 Pro 1.5 LiT CVT – 6.8 L/100 km
Tiggo 4 Pro 1.5 Comfort CVT – 6.8 L/100 km
Tiggo 4 Pro 1.5T LiT DCT – 6.7 L/100 km
Tiggo 4 Pro 1.5T Elite CVT – 6.8 L/100 km
Tiggo 4 Pro 1.5T Elite DCT – 6.7 L/100 km
Interestingly, the naturally aspirated 1.5 linked to the CVT isn’t far behind on a claimed 6.8 L/100 km. The entry-level 1.5 5MT, meanwhile, is seemingly the least efficient Tiggo 4 Pro derivative, with a listed 7.0 L/100 km.
Tiggo 4 Pro 1.5T: Real-World Fuel Efficiency
Those are the claimed figures but what about real-world fuel efficiency? Well, we’ve tested the turbocharged 1.5-litre petrol engine in combination with both the CVT and the DCT. In 2021, we drove the CVT-equipped derivative and ended up with an indicated figure of 8.8 L/100 km. Note that this was before the powertrain received a software update that Chery promised would result in a “significant improvement in fuel consumption”.
In 2024, meanwhile, we sampled the range-topping 1.5T Elite DCT. The indicated consumption after 410 km of mixed driving? Some 8.3 L/100 km, though we should point out the test unit arrived with only about 180 km on its odometer, meaning the engine was perhaps still a little tight. In both instances, though, we made liberal use of each vehicle’s Eco Mode.
Conclusion on Tiggo 4 Pro’s Fuel Consumption
Based on the above, it seems the Chery Tiggo 4 is a little thirsty compared with direct rivals, though this model certainly still offers strong value overall. In addition, we’ve heard of several local owners seeing indicated tank-to-tank figures of approximately 7.5 L/100 km, suggesting somewhat more palatable returns are indeed possible.
And, of course, we must keep in mind that various external factors can have a marked impact on real-world fuel consumption. For instance, simple adjustments to your driving style can save you plenty of fuel in the long run, regardless of the vehicle you drive. It’s worth adopting fuel-efficient driving techniques to improve your overall fuel consumption.
The gentle pace and easy elegance of this 1950 Mercedes-Benz 170S make it the perfect classic car for a scenic drive in the Winelands.
In today’s tech-driven world, it is difficult to imagine what driving a car must have felt like during the 1st half of the 20th century, when roads were rudimentary and automotive development was in its infancy.
Today, we don’t think twice about grabbing the stylish key fob of our modern car and driving into town –or across the country. And if the car develops any technical problem, help is usually a phone call away.
But during the late 1940s, such assistance was non-existent. You had to be very brave to take your car on an extended road trip, but this 1950 Mercedes-Benz 170S proves that it was, indeed, possible.
The developments we have seen in cars over the past 50 to 60 years are not remotely comparable to those in the first half of the 20th century, and due to the outbreak of World War II, progress slowed significantly. Cars in Europe, especially, changed little from the late 1930s to around the late 50s.
During World War II, Mercedes-Benz produced mainly military vehicles and aircraft engines; after that, the Three-pointed Star took a while to restart car production. The Mercedes-Benz 170S, produced only 6 years after the Allies achieved victory in Europe, is a magnificent example of an early post-war model.
Mercedes-Benz 170S has a hand-finished feel
The owner of this car started his collection with Mercedes-Benz Pontons (read our classic drive of a 190b), but soon his passion for the brand expanded, and his interest in older models, more specifically this post-war 170S, took hold. Whereas Mercedes-Benz 170V was built from 1946, the 170S debuted in 1949 and featured improved suspension and engines that used carburettors, to name a few things.
Interestingly, the body of the Mercedes-Benz 170S dates back to the late Thirties, and its ladderframe chassis – something that the Ponton did away with – goes back even further than that.
“But why utilise a chassis that was over 10 years old?”, you ask. Mercedes-Benz found a way to safely store the rigs and moulds during World War II, which the firm could repurpose after the war ended.
As the predecessor of the Ponton, the 170S also features quite a lot of ash wood in its cabin, and particularly around the windows, which are neatly framed and give the car an almost organic feel. The upholstery isn’t original, but the front seats still offer a degree of comfort, even without headrests.
Specifications:
Model: 1950 Mercedes-Benz (W136) 170S
Years produced: 1949-1952
Engine: M136 1.8-litre 4-cylinder, petrol
Power: 38 kW at 4 000 rpm
Torque: 111 Nm at 1 800 rpm
Transmission: 4-speed manual, RWD
Weight: 1 220kg
0-100 kph: 32 seconds (claimed)
Top speed: 120kph (claimed)
The view from the driver’s seat is unlike that in any other Mercedes-Benz that followed, but is similar to cars of the era (and older ones). These include the rounded front wings, the indicator lights (not original, but installed for safety reasons), and to your right, at the end of the bonnet, the Three-pointed Star.
What is the Mercedes-Benz 170S like to drive?
To start the 170S, you switch on the ignition, press the accelerator pedal, and then press it a little harder to activate the starter switch with your foot. The clutch isn’t as tricky as I expected it to be, but the gear lever, which you’d expect to find in an old pickup truck, not an elegant and curvy post-war sedan, is truly something from yesteryear. It is long and has a huge bend halfway between the floor and the gear knob.
The travel between each of the 4 forward gears is as long as the lever suggests, but after a few (clunky) changes, I become familiarised with how it operates, and start to relax behind the huge 3-spoke steering wheel. Before I stepped into the car and closed the front door (its pivot point is on the B-pillar), the owner said there was little point in revving the engine – it is only a 1.8-litre motor with 38 kW, after all.
When I lean on the accelerator, which is situated close to the transmission tunnel, I discover that the owner was not exaggerating about the ‘Benz’s languid throttle response – and leisurely acceleration. Little happens apart from the speedometer needle slowly, but surely, climbing past the 60 kph mark.
But there is enjoyment to be had from the engine’s sound. From the moment you press the accelerator pedal, the engine develops a deeper resonance, and the moment you lift off, it disappears. I will even go as far as describing it as being quite pleasing, especially when one takes the car’s vintage into account.
If you want to do an extended road trip with the 170S, there are a few things to keep in mind. As was the case with the later Type 300s, the 170S’ suspension has a central lubrication system. An oil reservoir – located on the right-hand side of the engine bay – has pipes running to every moving part of the chassis.
Once every 200 km, an indicator pops up on the instrument panel that alerts the driver to press a small pedal in the footwell. That action makes the car dispense oil to suspension joints that need it. However, the system wasn’t very efficient – much of the oil ended up on the road – and ‘Benz soon discarded it.
A few slight changes have been made to this car, but nothing that deviates substantially from its classic status. When the Mercedes-Benz 170S was purchased 19 years ago, the engine was overhauled as it was found to consume far too much oil and had little oil pressure – the piston rings had disintegrated.
Some patchwork was done to the body, but other than that, this Mercedes-Benz still proudly wears its original colour, with a deeper patina than you would expect from even a 71-year-old vehicle.
The electrical system was upgraded from 6V to 12V, mostly for safety reasons, as the car’s stock system could not always cope with feeding power to features such as the windscreen wipers, headlights and indicators simultaneously. The latter were neatly mounted on the front wings, also for safety reasons.
They’ve been so neatly integrated that if you’re not a Mercedes-Benz enthusiast, you would think they were fitted as standard. The original side pop-up indicator arms, situated in the middle of the B-pillars, were not in place when the owner bought the car. He had to rebuild this system and add new arms.
They were tricky to find, but fortunately the owner was able to purchase original Bosch items at a swap meet of the Mercedes-Benz Club. Eagle-eyed readers may notice that the discreet brake lights are also aftermarket units. The previous owner had them installed, and according to the current owner, they look out of place, but he admits they make the ‘Benz more visible to other road users, especially at night.
The ‘Benz’s shock absorbers were also scrutinised after purchase, but instead of shelling out a small fortune for Bilstein dampers from Germany, it was decided to overhaul and update the original items.
The Three-pointed Star atop the Mercedes-Benz 170S’ grille is mounted on a substantial circular base, which also serves as the radiator cap! Mercedes-Benz kept this design as a decorative feature for a long time before the simpler star and flat logo, here situated below the Three-pointed Star, took over.
As for improvements to the sedan’s interior, the grab handles (mounted on the insides of the B-pillars) also needed attention, so the owner made them look as close to the period items as possible. The Becker radio was one of the 1st units of its kind installed in a production car, and above it on the dashboard, the windscreen wiper switch sits to the left, with a cigarette lighter to the right, of a small lidded ashtray.
Summary
As a classic car, the Mercedes-Benz 170S – the predecessor of the Ponton and other ‘Benz models that precede the E-Class – is still a charming and reliable proposition. After we drove this car, it was exported from South Africa… and is understood to currently reside at the Mercedes-Benz Museum in Stuttgart!
The updated Omoda C5 X Series, which recently arrived in South Africa, ushers in useful enhancements to a model that is already popular in our market. Gero Lilleike reviews the 1.5T 230T Lux X to determine if those changes warrant your attention.
This Omoda C5 review covers key topics that will help you make a more informed buying decision.
We Like: Futuristic design, good perceived build quality, enlarged load bay
We Don’t Like: Bad rearward visibility, higher-than-expected fuel consumption
The C5 X Series gains a revised grille that sets it apart from the rest of the C5 range.
Omoda (the “O” in the Chery Group’s O&J division) arrived in South Africa in 2023 and has gone on to claim a sizable foothold in the crossover segment, with impressive sales in our market. In the 1st quarter of 2025, the C5 made Omoda the 3rd-best-selling Chinese car brand in Mzansi behind Haval and Chery.
As a reminder, Omoda targets a younger, sophisticated and fashion-forward clientele, and the brand’s local line-up comprises the C5 small crossover/compact family car and the larger C9 executive SUV.
The revised C5 X Series (offered in Lux or Elegance trim – the former of which is reviewed here) features a host of new improvements, including a revised grille and black alloy wheels, a new 6-speed dual-clutch transmission, an uprated suspension, improved practicality and enhanced interior features and finishes.
The Omoda C5 competes with other “boutique crossover” products such as the Haval Jolion Pro and BAIC Beijing X55, both of which offer elevated levels of perceived style coupled with a good level of standard features. In a constrained economic environment where car buyers are prioritising value of money, the Omoda C5 has some convincing to do!
The new dual-clutch transmission is an improvement, but fuel economy could be better.
The Omoda C5 X Series is powered by the Chery Group’s 1.5-litre 4-cylinder turbopetrol engine that produces 115 kW/230 Nm, but is now paired with a new 6-speed dual-clutch transmission. The new auto ‘box is more responsive than the continuously variable transmission (CVT) offered on lesser C5 variants.
While the powerplant still exhibits notable turbo lag when you floor the accelerator pedal, the Omoda’s transmission changes gears smoothly… and when you expect it to. The powertrain provides adequate overtaking acceleration, but the biggest benefit of the 6-speed auto is that it elevates driver engagement (we think prospective buyers will appreciate “feeling” gear shifts over the “elastic” sensation of a CVT).
Omoda claims the C5’s fuel consumption has improved (from 7.4 L/100 km to 6.9 L/100km), so we were disappointed to see a real-world return of 10.5 L/100 km on our test drive through the Cape Winelands.
A multi-link rear suspension has softened the C5’s ride quality.
Ride quality and on-road refinement
The Omoda X Series now rides on a multi-link rear suspension (in place of a torsion-beam setup) in aid of improved ride comfort. Whereas the Omoda C5 1.5T 230T Lux X is still thirsty for a vehicle of its size, the new suspension has made a noticeable difference. Whereas the C5 does retain a degree of firmness to its ride quality, it’s now more forgiving over a variety of road surfaces, which will broaden its appeal.
We have found that several new models from Chinese car brands feature annoying visual and audible alerts related to safety systems (perhaps the sensitivity of those features requires fine-tuning?), but we’re happy to report the C5 X Series’ electronic safety aids (and their signals) aren’t overly intrusive.
However, the Start Stop system engaged at peculiar moments (such as in the middle of intersections). We also noticed the car tended to roll back when its engine restarted, requiring care when pulling away.
Interior execution and features
Perceived interior build quality is good with a premium look and feel.
The Omoda C5 Lux X’s cabin is well-equipped with standard features, but note that its specification is not comprehensive. If you want a 50W wireless charger and ventilated seats, buy the Elegance X variant.
Soft-touch surfaces abound in the C5 X, and comfort levels are high thanks to comfortable, contoured seats. Dual 10.25-inch screens (for the infotainment system and digital instrument cluster) are fitted, and the former’s menus are easy to navigate. Gloss black panels give the cabin a premium look, but they do attract fingerprints (you’ll have to keep a soft cloth at hand to keep the cabin free of dust and marks).
Rear legroom is fairly generous too…
Practicality
A major improvement for the C5 X Series is the larger and more practical load bay, which sees the small crossover’s load volume increase to 442 litres (previously 378 litres). With the 60:40 split seats folded, up to 1 149 litres of utility space is available. In terms of rear occupant comfort, legroom is adequate.
A larger load bay is a welcome enhancement for the C5 X Series.
Our biggest gripe with the Omoda C5 is its poor rearward visibility. The 1.5T 230T Lux X‘s raised hip line and tiny rear windows make it very difficult to check the vehicle’s blind spots when driving on a freeway; the driver is therefore entirely reliant on the Blind Spot Alert monitoring system to safely change lanes. This fact proved challenging in Cape Town traffic, where motorcycles are often cruising between lanes.
Omoda C5 price, warranty & after-sales support
The Omoda C5 1.5T 230T Lux X retails for R425 900 (May 2025), which includes a 5-year/150 000 km warranty, a 10-year/1-million km engine warranty (for 1st owner) and a 5-year/70 000 km service plan.
The C5 Lux X is a competent urban runabout with a strong value proposition.
The Omoda C5 continues to make a strong case for itself as a stylish, capable and well-specified small crossover/compact family car, and the C5 X Series upgrade adds further value to the package.
The C5 1.5T 230T Lux X, however, isn’t perfect. Its prospective buyers will have to be willing to make some compromises in terms of efficiency and practicality. While the new dual-clutch transmission does improve the C5’s general on-road demeanour, we found the variant’s fuel efficiency was disappointing.
Also, if good rearward visibility is a must-have feature in your next car, the C5 will likely be an unsuitable option. Perhaps consider a more “visually forgiving” design, such as the Haval Jolion Pro, for example.
Nonetheless, at R425 900, this C5 Lux variant’s strongest USP is sheer value for money… Even with all the upgrades, the Omoda still comfortably undercuts legacy brands’ boutique small crossovers on price and arguably offers more distinctiveness/kerb appeal than its fellow Chinese brands’ rival products.
Ford has issued a recall over potential suspension faultson the MY2024 Ranger bakkie in Southern Africa, though the action affects just 25 units in SA and Botswana…
Ford Motor Company of Southern Africa has issued a recall regarding potential suspension problems for 2024 model year Ranger bakkies, though Cars.co.za can confirm that just 25 units sold across South Africa and Botswana are affected.
The National Consumer Commission (NCC) of South Africa released a short statement on 22 May 2025, though failed to mention how many units were included in the Dearborn-based automaker’s recall action. Instead, the NCC said only that Ranger bakkies “made available for sale in 2024” were affected.
So, Cars.co.za asked Ford Motor Company of Southern Africa for clarity on the matter. The Blue Oval brand confirmed to us that the recall included “certain Ford Ranger models built between October 29 2024 through November 7 2024 at the Silverton Assembly Plant in Pretoria”.
“Ford has identified that in some of the affected vehicles, an incorrect Front Lower Control Arm (FLCA) may have been fitted on the left-hand side of the vehicle. An incorrect FLCA may cause a degradation in wheel control and related suspension/underbody noise, i.e. knocking or clunking.
“Separation of the joint may result in loss of control of the affected wheel with a corresponding effect on vehicle handling increasing the risk of crash or injury,” Ford said in its statement, without indicating whether the potential issue was specific to any of the 3 body styles (the single-, extended- and double-cab shapes).
“Approximately 25 vehicles are affected in Southern Africa (South Africa and Botswana). Customers of affected vehicles should contact their preferred dealer to schedule an appointment. The dealer will inspect the vehicle and make the necessary repairs. This service will be performed on all affected vehicles at no charge to the vehicle owner,” Ford Motor Company of SA concluded.
As a reminder, all derivatives in the local Ranger line-up (bar the flagship Raptor, which is instead imported from Thailand) are produced at Ford’s Silverton facility in Gauteng. In 2024, the Ranger placed 2nd on the list of Mzansi’s best-selling bakkies (behind the Toyota Hilux), with local registrations improving 3.8% year-on-year to 25 553 units. Furthermore, the Ranger was crowned SA’s most popular double-cab bakkie in 2024, attracting 20 078 sales in this segment last year.
The new Opel Corsa Irmscher Edition will soon hit the market in South Africa in limited numbers. Here’s how much this new flagship hatchback will cost you…
The Opel Corsa Irmscher Edition – a box-fresh flagship version of the German firm’s hatchback – is expected to launch in South Africa in the near future and we’ve managed to lay our hands on pricing.
Previewed by an example (which interestingly wore “Ultimate” branding on its scuff plates) displayed at the 2024 Festival of Motoring in Gauteng in late August last year, the Corsa Irmscher Edition was originally scheduled to hit the local market in the opening quarter of 2025.
A screenshot of a teaser image on Opel SA’s website.
However, the new derivative instead ended up making its official debut in early May at the 2025 Simola Hillclimb in Knysna, where it was driven up the hill by racer Siyabonga Mankonkwana (a former Formula 1600 and current South African Touring Cars driver) in the A1 class.
So, what will it cost? Well, according to our information, the Opel Corsa 1.2T Irmscher Edition will be priced at R534 900, representing a R65 400 premium over the Corsa 1.2T GS Line (R469 500) on which it appears to be based. From what we understand, just 40 units will be available in South Africa.
The front lip, as pictured on Irmscher’s global website.
While official details are still scarce, we believe the Irmscher Edition employs an unchanged version of the turbocharged 1.2-litre, 3-cylinder petrol mill used by the GS Line, in conjunction with a 6-speed automatic transmission. Peak outputs thus seemingly remain 96 kW and 230 Nm, while the 0-100 kph sprint sticks at a claimed 8.7 seconds.
As you’ve no doubt gleaned from the name, Opel SA appears to have sourced various components from German tuning company Irmscher (just as it did with Irmscher Edition versions of the 2nd-gen Astra and even the Rekord several years back). Based on the few official images out there, these items include a front spoiler lip, side-sill extensions, a rear diffuser and a rear spoiler, all finished in gloss black.
The 18-inch alloy wheels from Irmscher.
In addition, the sporty-looking hatchback rolls on black Irmscher-branded 18-inch alloy wheels in a “Turbo Star” design. The Corsa Irmscher Edition also appears to have a slightly lower-than-standard stance, suggesting a drop kit may be part of the package, though this remains unconfirmed. Inside, expect Irmscher-branded floor- and boot mats.
In terms of standard kit, the Irmscher Edition should feature all the equipment that comes with the GS Line grade, including a black roof, heated front seats, climate control, rain-sensing wipers and various driver-assistance safety features. Stay tuned for official details as we have them…
How much does the Opel Corsa Irmscher Edition cost in SA?
Opel Corsa 1.2T Irmscher Edition – R534 900
The price above likely includes Opel’s 5-year/100 000 km warranty and a 3-year/45 000 km service plan (with intervals of 15 000 km).
The 993-series Porsche 911 GT2 Clubsport may be close to the ultimate driver’s car, but what if the Zuffenhausen-based brand’s track special is also embellished with Evo modifications? Well, buckle up! We drive one of the “purest 911s” in existence.
I think it’s only appropriate to start this feature with the opening statement of this car’s custodian (at the time) – a Porsche collector and racer, no less. “It is the purest, most brutal, rawest production 911 I have ever driven,” he said – I couldn’t wait to find out if he was correct about the 911 GT2 Clubsport “Evo”.
IMAGES: Charles Pullen
This particular example started life as an original GT2 Clubsport version of the 993-series Porsche 911, and as many of you will know, the Clubsport is stripped of any unnecessary interior comforts. There are no carpets, aircon, or sound deadening.
GT2 Clubsport is a pukka track special
The interior and roll cage are painted the same colour as the exterior, while safety equipment includes a driver’s harness, a battery kill switch and racing bucket seats. In place of the dual-mass flywheel, the Clubsport came with a clutch disc with torsional dampers, all of which reduces weight even further.
Other standard Porsche 911 (993) GT2 fitments include the race-inspired, 3-piece, magnesium five-spoke Speedline alloy wheels. Bending down on my knees, I place my thumb between the extended wheel arch and the tyre, and it’s a snug fit – that’s all the clearance there is. The 993-series GT2 also featured power steering, but Porsche gave it a more direct ratio, which we will discuss shortly.
Up front, the suspension towers are connected with a strut brace (needed to keep this car stiff for the track), while the battery is mounted as low as possible to reduce the car’s centre of gravity. Yet, as this is supposedly also a car “for the road”, there’s a space-saver spare wheel fixed to the floor!
However, the single most important fact about the GT2 Clubsport is that its body shell is the same as the one used for the GT2 race car. And, as we mentioned earlier, this is no ordinary Clubsport; the 1st owner, who was a regular client of Porsche at the time, specified some Evo modifications to his car.
This particular specimen was ordered with the high rear wing and with an adjustable front anti-roll bar mounted beneath the front seats, rather than under the bonnet.
Of course, the true 993-series Porsche 911 GT2 Evo, which incorporated aerodynamic, software and mechanical updates for track racing, was offered from 1996 for owners of GT2 racing cars. Of these upgrades, the owner of this car opted to fit an Evo front bumper (with more vents offering better cooling) and a new splitter to improve airflow control, as well as the all-important suspension mods.
These are made up of fully adjustable Bilstein shock absorbers, and the rear suspension rebound adjusters are accessible via the cabin compartment.
As the owner drives the GT2 Clubsport up and down the mountain pass (for photography), I hear a turbo whistling sound from the engine. Later, I will discover that you can hear none of it while driving the car!
Meanwhile, I try to understand and anticipate how a morning with such a unique 911 and its owner would pan out, but the car surpassed any preconceptions I may have had in the weeks leading up to this event.
Specifications:
Model: 1996 Porsche 993 911 GT2 Clubsport “Evo”
Engine: 3.6-litre, flat-6, naturally aspirated
Power: >335 kW at 5 750 rpm
Torque: >584 Nm at 4 500 rpm
Transmission: 6-speed, manual, RWD
Weight: 1 295 kg
0-100 km/h: 4.0 sec (claimed)
Top speed: 293 kph (claimed)
What the GT Clubsport “Evo” is like to drive
The moment I grip the driver’s door handle, I sense that it is no ordinary 993-series 911 door – or 993 GT2 door, for that matter. It is featherlight, and the minimal black door trim contrasts starkly with the blood-red metal throughout the cockpit. Because the roll cage and Schroth seatbelts are also red, it’s the black dashboard, seats, and the Momo logo on the 3-spoke steering wheel that stand out most.
Ingress is best executed by stepping in with your right leg first and then sliding off the roll cage’s cross member into the seat. Immediately, you have a sense of being in a secure and safe environment. Heh!
The bucket seat supports you from your upper thighs right up to your shoulders. Next, I get all the straps of the 4-point harness in place and click them into the central mount which is resting on my stomach.
The main part of the dashboard will be familiar to owners of 993-series 911 variants, but that is where the similarities with a standard car end. The gearknob is from a 962 race car; Porsche (that had some parts left over from its 962 sports prototype racing programme) fitted it as a kind gesture to the owner.
As I settle into the seat, I work the gearlever through the gate, just to get a feel for its throw before I set off. It is a 6-speed H-pattern ‘box with reverse gear hard left and up, but it shifts easier than I expected.
The moment I turn the key, the engine catches, and the rawness of a powerplant positioned on solid mounts (for the record) fills the cabin. Not only is it decidedly loud – I have never before had the sense that an engine is so directly connected with a car’s body shell as in this 911, not in a road car, anyway.
An ear-piercing sound engulfs the cabin
However, the moment I engage 1st gear and release the clutch pedal, a new, mechanical and shrill, ear-percing sound – one that overwhelms the engine’s cacophony, no less – engulfs the cabin.
The whine from the straight-cut gears (fitted by the previous owner for club-racing purposes) would probably have most people jumping on the brakes; it sounds harsh, almost as if something is broken.
The racket dissipates (a bit) as you press the accelerator pedal, but the moment you get off the throttle, the intensity of that gearbox whine returns. Owners and drivers of Cup cars will feel quite at home here…
A previous, but very brief, drive in the car (to prepare for the photoshoot) had readied me for today, but I never came close to the redline on that occasion, and barely nudged the car’s limits through a bend.
This morning, things are different, however. The owner of the GT2 Clubsport “Evo” has driven ahead, leaving the best part of a mountain pass to me at the helm of his car. There’s no chaperoning here.
Time to put my foot down…
I quick-shift to 2nd gear, and with 2 000 rpm on the rev counter, I put my foot down and the GT2 Clubsport “Evo” car starts hauling – there’s no turbo noise, only that gearbox… and the engine truly comes alive beyond 3 000 rpm. The needle sweeps past the dial markings faster, and during the ensuing 3 000 rpm, I am pushed back into the seat with a force that I’ve only experienced in hardcore sportscars.
Although there are still a few hundred rpm left, I shift at 6 000 rpm and the onslaught continues. It’s a brief joy, however, as I have to stab the brake pedal in a hurry. The centre pedal’s not so heavy that it needs heel-and-toe, but I blip the throttle before I depress the clutch and slot the gear lever into 2nd.
The brakes scrub off speed ably, but I must warn those who take the wheel of such a car: be wary of camber changes or braking when with lock on the ‘wheel – if it catches you out, you could be in trouble.
Having read about how notorious these 911s can be if you don’t respect the rightmost pedal, I can’t help but marvel at the way this engine hides its turbo lag. For a 20-year-old Porsche, I expected more ‘lag, but once you are driving the car as it is meant to be driven – high in the rev range – you will hardly notice it.
Sheer steering feel is integral to this GT2 Clubsport. Owing to the car’s track-oriented “Evo” setup, the front wheels show an insatiable appetite to dive into the next corner. In a straight line, the car is stable, but the slightest change in the camber of the road filters through the wheels to the steering wheel.
Instantaneous responses to steering inputs
Yet, with the slightest steering input, this Porsche will comply like no other 911 I’ve driven, perhaps apart from a Cup racing car. It is as if the moment that you guide the car into a corner, it is at its happiest.
I am only too aware that there is no body roll to speak of – not under braking, not under acceleration, and not when you turn the wheel, for that matter. With all that grunt on tap, you must be ready to anticipate any possible wayward movement from the rear axle, but the experience is mind-blowing – what a car!
Summary
The GT2 represented the peak of Porsche 911 development in the Nineties. For fans of air-cooled 911s, it is the apogee of 911 development. This is, without question, the most hardcore road car Porsche has ever built. Will we ever see another pop-riveted GT2 or GT3 model again? It’s highly unlikely, I believe.
Since the 993 GT2, Porsche has never gone to such lengths to offer such a raw driving machine. That’s what makes these cars so very special. And, as if the GT2 Clubsport wasn’t special enough, a Clubsport with Evo modifications in a road-legal Porsche is just about as raw as it gets for the wonderful 911.
