Air-cooled Porsche 911 Turbos: Classic Comparison

We drive the Porsche 911 (930) Turbo – nicknamed “The widowmaker 911” – and its 2 (also air-cooled) successors: the 964 and 993. Most 911s are turbocharged these days, but the 911 Turbo owes much of its mythic status to these visceral sportscars.

Behold the unmistakable sight of widened arches, huge Fuchs wheels and that iconic whaletail… These are the unforgettable characteristics of the original air-cooled 911 Turbo, released 51 years ago in 1974.

Find a Porsche 911 Turbo for sale here

Aside from incorporating these (now traditional) cosmetic upgrades over a standard 911, the Turbo set a new performance benchmark in the ’70s – not only for Porsche, but the automotive industry as a whole.

The introduction of the Type-930 911 heralded a new dawn for everyday performance cars, and its Turbo variant – Porsche’s quickest production car at the time – quickly gained a fanatical following. Subsequent iterations of the 911 Turbo may have offered more power and gadgetry, but air-cooled 911 Turbos carry a reputation for being largely unmatched in terms of delivering a memorable driver experience.

Do they live up to that reputation today? Well, we gathered a trio of stunning examples for a test drive in the Winelands to find out.

When the 1st deliveries of the Porsche 911 (930) Turbo began in the spring of 1975, the automotive industry was enduring a challenging time. It was only a year after the OPEC oil crisis, which added to the misery in the stock markets, which were in the midst of a 2-year crash cycle…

But the world had to take notice when Porsche unveiled the original 911 (930) Turbo at the 1974 Paris Motor Show! The 1st forced induction 911 attracted international attention as 1 of the fastest cars of the time; moreover, it was undoubtedly one of the Zuffenhausen-based brand’s most luxurious cars to date.

The idea (at the time) was to produce a limited run of only 1 000 Turbo units, but demand surpassed Porsche’s rather conservative expectations and 2 876 of the first 3.0-litre-engined cars were sold.

It is widely reported that Porsche opted to implement forced-induction technology in the 911 range because its turbocharged flat-12 cylinder engine had proved successful in the 1972 and 1973 Can-Am championships. However, this doesn’t tell the full story – if anything, it merely scratches the surface.

As early as 1969, Porsche had trialled turbocharging on the Type-901 2.0-litre engine, but it paused development after declaring the tech too advanced for series production. After resuming development a few years later, a 3.0-litre flat-6 turbopetrol engine (derived from the Carrera RS) was fitted to the 911.

Porsche 911 (930) Turbo

This black 911 (930) Turbo is powered by the 3.3-litre version of that motor, of which production began in late 1977. It is remarkable how the interior of the 2nd iteration of the 1st air-cooled Porsche 911 Turbo has withstood the test of time – although there are a few rattles, it still feels solid for a car of its age.

Specifications:

Model: 1980 Porsche 911 (930) Turbo
Engine: 3.3-litre flat-6 turbopetrol
Power: 221 kW at 5 500 rpm
Torque: 440 Nm at 4 400 rpm
Transmission: 4-speed manual, RWD
Weight: 1 335 kg
0-100 kph: 5.4 sec (claimed)
Top Speed: 260 kph (claimed)

Luxury items at the time included electric windows, an electric sunroof, aircon and a radio/cassette deck. You can also appreciate the iconic flat dashboard with its lower step, an interior characteristic that has changed little across the 20-year timespan of the air-cooled Porsche 911 Turbo models in this trio.

If you consider that this car was produced in 1980, it still feels incredibly quick by modern standards. Weighing 135 kg less than the 911 (964) Turbo, 0-100 kph is dispatched in a very respectable 5,4 sec. Owing to the 4-speed gearbox on this specific model, each gear is longer than those in the 964 and 993.

Unsurprisingly, the 930’s engine exhibits a significant turbo lag. If peak torque arrives mid-corner (if you misjudge your throttle input when accelerating out of a bend), the car will oversteer quickly and sharply (with a glint in his eye, the car’s owner admitted it happened to him during the previous night’s drive).

Therefore, a 911 (930) Turbo pilot always needs to anticipate the boost from the single turbocharger – it’s a part of a game you will need to play to master the car and its rather eccentric acceleration.

The ferocity of the on-boost acceleration, however, more than makes up for the much-talked-about lag; the 1st-gen 911 Turbo serves up a physical driving experience that modern cars can’t match. Unfettered by the driver aids fitted to later models, the “raw” 930 is the iconic Porsche 911 Turbo, warts and all.

964-series 911 Turbo

Porsche reintroduced the Type-964 911 Turbo in December 1990. Featuring a 930-esque wide-bodied version of the standard 964-series model, Porsche initially opted to tweak the Type 930/68 unit with a larger intercooler rather than develop a new engine, which upped the power slightly to 235 kW.

Specifications:

Model: 1993 Porsche 911 (964) Turbo
Engine: 3.6-litre flat-6 turbopetrol
Power: 265 kW at 5 500 rpm
Torque: 540 Nm at 4 500 rpm
Transmission: 5-speed manual, RWD
Weight: 1 470 kg
0-100 kph: 4.8 sec (claimed)
Top Speed: 280 kph (claimed)

However, the engine size increased to 3.6 litres in the Turbo II (still 964), with most parts based on the new M64/01 engine being used in the rest of the 911 range. The air-cooled M64/50 engine of this 911 Turbo used new pistons, and boost pressure was increased from 0.82 to 0.92 bar by simply placing a stronger spring in the wastegate. As a result, Porsche was able to bump the power up from 235 kW (in the 3.3-litre) to 265 kW, and as such, the 964 doesn’t suffer from quite as much turbo lag as the 930.

You notice the 1st mechanical difference between the 911 (964) Turbo and its predecessor immediately – the slick and direct G50 5-speed ‘box dispenses with the 930’s loose and vague shift sensation.

The seats are electrically adjustable too, and with little effort, I can move into the perfect driving position. With a lower seating position, you immediately feel more in control of the car than in the 911 (930) Turbo.

Of the 3 cars in this group, the 964 has the most supportive seats. Maybe it is because of the originality of the seats (allied with regular use), but the driver sinks far enough into the chair itself, while the side bolsters protrude more than in the other 2 Turbos. The upright window gives you a good view and, as is the case in the 930, the iconic headlights help the driver to direct the car perfectly through corners.

Yes, it does feel a tad more modern than the pioneering 930, but moreover, the steering wheel feeds the driver a good level of information from the road. Turn-in is good, but no, it’s not as crisp as in the 993.

Make no mistake: the 964 is no less challenging to drive than the 930. Also, the twitchy rear-wheel-drive setup means that if you want to drive one of these to its very limit, you’d better be handy at the ‘wheel.

993-series 911 Turbo

Type-993 yielded the final iteration of the air-cooled Porsche 911 Turbo, but it was a game-changer and a technological conqueror. Revealed at the 1996 Geneva Motor Show, this model introduced 4-wheel-drive to the 911 Turbo range for the first time, a drivetrain we experience in the 911 Turbo to this day.

Specifications:

Model: 1996 Porsche 911 (993) Turbo
Engine: 3.6-litre flat-6 turbopetrol
Power: 265 kW at 5 500 rpm
Torque: 540 Nm at 4 500 rpm
Transmission: 5-speed manual, RWD
Weight: 1 470 kg
0-100 kph: 4.8 sec (claimed)
Top Speed: 280 kph (claimed)

Some purists suggest AWD spoils the spirit of the 911 Turbo, but it undoubtedly improves roadholding! Implementing twin low-inertia turbos for the first time, the M64/60 engine gained 35 kW over the 964’s, and because it could send torque to all wheels, the 911 (993) Turbo became a true all-weather supercar.

The yellow car, powered by the more “vigorous” 336 kW engine, also features stiffer suspension and the 993 GT2’s exhaust system. It has noticeably wider exhaust tips and a harsh, raspy and metallic sound as you it barrels through the rev range. This increase in power over the standard 300 kW comes from, inter alia, bigger intercoolers and turbos, while the engine management system has also been modified.

The later 997- and even 996-series 911 Turbos are renowned for their analogue-like driving experiences, but from behind the 911 (993) Turbo’s 4-spoke steering wheel, that feeling is even more pronounced.

First, the 6-speed ‘box has a similar action to the 964’s. It snaps perfectly into each slot. In 1st gear, the rev needle swings into the red so quickly that, in 2nd, I watch the needle closely until it kisses 7 000 rpm.

This upgraded engine makes its sheer performance felt in every gear. With so little turbo-lag, you quickly realise there’s no need to wait for the kick from the engine, as it is available almost immediately – an impressive feat for a 25-year-old car!

As rain begins to fall in the beautiful Winelands region and the road becomes increasingly greasy, the 4-wheel-drive 911 (993) Turbo feels like the best and safest option of the 3 Porsches – or so I thought.

After 20 minutes of marveling at how the 993’s rear wing melts over those fat hips in the side-view mirrors, I pull away from the traffic lights with zeal. I use the best part of 6 000 rpm in 2nd, before hooking into 3rd. Then, for a brief moment, all 4 wheels break traction before I lift off the throttle…

The moral is that despite the aid of 4-wheel drive, the 911 (993) Turbo can still be lethal in the wrong hands. Like its 964 and 930 predecessors, utmost care must be exercised when behind the wheel, especially in low-grip conditions.

Summary

This “tricky at, and even close to, the limit” nature feels anachronistic in an era when most cars have several electronic gizmos (many of which are for safety) and automatic (PDK) is increasingly seen as the obvious choice. Indeed, these air-cooled cars couldn’t be further removed from today’s advanced 911s.

It is sometimes difficult to evaluate each of these air-cooled Porsche 911 Turbos in isolation. But drive them back-to-back, and you quickly realise why the 911 Turbo still sits at the apex of Zuffenhausen’s volume-produced 911 range – and why it (and its S sibling) are the only 911s to bear the Turbo suffix.

Find a new or classic Porsche 911 listed for sale on Cars.co.za

Find exclusive car-themed merchandise at the SentiMETAL Shop

New MG Cyber X teasers preview boxy SUV

Shadowy teaser images of the new MG Cyber X have dropped in China, giving us our first official glimpse of the Chinese-owned British brand’s upcoming boxy SUV…

The new MG Cyber X will soon be revealed, with the Chinese-owned British marque having released the first official teaser images of its upcoming boxy SUV.

Set to arrive as the 2nd model in the SAIC-owned brand’s “Cyber” series – after the fully electric Cyberster, of course – the new Cyber X is expected to be unveiled at Auto Shanghai 2025, which kicks off on 23 April 2025.

MG posted the shadowy teaser images you see here on Chinese social-media platform Weibo, describing the upcoming model as an “urban adventure toy” and suggesting its styling will be “different from any MG you have ever seen”.

Featuring decidedly boxy proportions, the new Cyber X is shown sporting full-width LED bars fore and aft, along with illuminated “MG” badges. Look closely and you’ll see flush door handles and integrated roof rails as well.

While official information is still thin on the ground, Autocar reports that the new Cyber X will ride on parent company SAIC’s new “E3” electric platform, which suggests the newcomer won’t be available with a pure combustion engine.

At this stage, it’s not clear whether the Cyber X will be produced in right-hand-drive, though it’s interesting to note MG’s Weibo posts suggest the new model has been conceived “for young people around the world”.

Towards the end of 2024, MG officially returned to South Africa after an 8-year absence, launching a trio of models for the local market, with yet more planned. The brand kicked off its retail operations in the final few days of 2024, the year in which it celebrated its centenary.

Founded as “Morris Garages” in the United Kingdom in 1924, MG is run by Chinese group SAIC Motor, a state-owned manufacturer that is also responsible for the LDV marque. Officially under the stewardship of the Shanghai-based firm since around 2007, MG began its previous re-entry to South Africa late in 2011, though again exited the local market in 2016.

Mercedes-AMG GLC 43 Coupe (2025) Launch Review

The Mercedes-AMG GLC 43 range has launched in South Africa, bringing compact hybrid performance to the local market. We took the Merc’s latest performance SUV Coupe for a whirl. Is it worth your consideration? David Taylor deliberates…

Mercedes-AMG is offering two performance derivatives of the GLC. We’ve already had the flagship GLC 63 S on test locally, but what if that’s financially out of reach for you? Enter the 43 range, available in both SUV and SUV Coupe body styles.

We drove the GLC 43 Coupe at launch and while design is subjective, we’re big fans of the look. It adopts a sharp and sporty design language but with its sloping roofline, boot space is reduced compared to the standard SUV body.

*The AMG GLC 43 Coupe SUV boasts an attractive, sporty design.*

What’s on offer?

Powered by a 2.0-litre turbocharged 4-cylinder petrol hybrid, the Mercedes-AMG GLC 43 Coupe develops 320 kW and 500 Nm. Unlike the plug-in hybrid E-Performance C63, this hybrid uses a 48-volt system to keep the turbocharger spooled up, thus negating lag! Plus, it also provides an additional temporary power boost. The best part is that you don’t feel the system working. The engine will switch on and off in its efficiency setting with minimal interruption to help with the fuel economy.

*The 48-volt mild hybrid powertrain reduces turbo lag and improves overall efficiency.*

Power goes to all four wheels via a 9-speed automatic and AMG claims that this sporty SUV Coupe is capable of a zero-100 kph time of 4.8 seconds and in true AMG fashion you can customise the car’s performance and dynamic facets to suit your needs.

*Drive modes are conveniently located on the steering wheel.*

Inside, you get all the go-faster goodies like the cool rotary dial and performance switches on the steering wheel, detailed performance graphics on the instrument cluster and main screen while well-bolstered sports seats provide support and comfort. We’re big fans of the steering-mounted gear shift paddles as they’re made from quality metal and enhance driving engagement significantly.

What is the Mercedes-AMG GLC 43 coupe like to drive?

You’d think a mature brand like Mercedes-AMG wouldn’t resort to hilarious exhaust antics but each gearshift under full throttle was accompanied by a terrific bang from the rear! This feature is extremely satisfying and gives the vehicle more character.

*The interior provides “sporty comfort” with good bolstering for spirited driving.*

There’s something reassuring about the GLC 43’s performance. You don’t have to dig deep into your racing driver talents to get the best out of the car and one of its highlights is its ease of use. This vehicle is refreshingly easy to drive fast!

Our launch drive provided a blend of urban roads and highway but there wasn’t much chance to stretch the GLC 43’s legs or to test its handling ability. That said, the acceleration, both from standstill and in-gear is impressive. There’s almost zero hesitation when in its sportiest setting and the GLC 43 bolts forward with fervour!

Our test unit rode on the stunning black 21-inch alloy wheels (R39 000) and these contrasted nicely with the white exterior. In terms of ride quality, our route wasn’t varied enough to pass a final judgement, but for what it’s worth, we drove it exclusively in its sportiest setting and at no point did we feel the setup was too firm or harsh.

*The GLC 43’s ride quality offers a good balance between sport and comfort.*

How much does the Mercedes-AMG GLC 43 coupe cost in South Africa?

Mercedes-AMG GLC 43	R1 876 088
Mercedes-AMG GLC 43 coupe	R1 911 088

The GLC 43 is sold with a 5-year/100 000 km maintenance plan and a 2-year/unlimited km warranty.

Summary

*The Mercedes-AMG GLC 43 offers notable performance, at a lower price than the full-fat GLC 63.*

The playful and energetic power delivery in a stylish package make for a favourable first impression. With a considerable weight difference and the realities of the real world, we found ourselves wondering if there’s actually a credible business case for the flagship GLC 63 S other than outright bragging rights. Our gut feel suggests that in a day-to-day scenario, the Mercedes-AMG GLC 43 Coupe provides most of the thrills for less money and that’s an attractive proposition.

We’re itching to spend more time with this fast and loud premium SUV. Look out for more content on the Mercedes-AMG GLC 43 soon!

Want to purchase a new or used Mercedes-Benz? Browse vehicles for sale

Read the latest Mercedes-Benz news and reviews

The Best Off-Road Features of an Isuzu D-Max 4×4

What makes the Isuzu D-Max 4×4 such a capable performer once the tarmac ends? Let’s examine this Japanese bakkie’s best off-road features…

A perennial podium finisher on the list of South Africa’s best-selling bakkies, the Isuzu D-Max is well known for both its overall durability and its off-road ability. So, what makes this Japanese bakkie so very capable off the beaten path? Here are some of the best off-road features of the RG-series bakkie.

While we’re using the high-spec D-Max 3.0TD V-Cross 4×4 as an example here, most of these qualities apply to other 4×4 derivatives in the D-Max range, too. In addition, we’ll end with a quick look at a special variant that offers even more rough-stuff capability…

1. Low-Range Gearing and Rear Diff Lock

Ready to go off-roading in the Isuzu D-Max 4×4? Simply toggle the 4×4 rotary controller (which Isuzu calls the “Terrain Command Dial”) sited on the centre console to the appropriate setting and off you go.

With this dial, you can instantly switch between high-range modes (“2H” and “4H”) at speeds up to 100 kph. Selecting low range (“4L”), meanwhile, must be done when the vehicle is stationary. You can also engage an electronic rear differential lock should you be faced with particularly slippery, uneven surfaces.

2. Turbodiesel Engine’s Low-End Torque

Having plenty of oomph low down in the rev range makes it easier to navigate challenging terrain, since you’re able to tackle obstacles slowly. Thankfully, the 3.0-litre turbodiesel engine in the D-Max V-Cross 4×4 produces its maximum twisting force of 450 Nm from as low as 1 600 rpm. The motor sustains this peak torque figure through to 2 600 rpm.

3. Ground Clearance and Off-Roading Angles

The D-Max V-Cross 4×4 boasts competitive approach- and breakover angles of 30- and 22.5 degrees, respectively. However, its departure angle of 18 degrees is interestingly a little below the class average. Still, with an impressive minimum ground clearance of 232 mm and a wading depth as high as 800 mm, this Isuzu bakkie certainly can handle the rough stuff.

4. Hill-Descent Control

Faced with an extreme downhill gradient? The D-Max V-Cross 4×4 ships standard with hill-descent control, facilitating a smooth descent at a controlled speed, even in treacherous off-road conditions. Isuzu also includes hill-start assist as standard, preventing the bakkie from rolling back when taking off up a steep incline.

Need Even More Off-Road Features? Meet the AT35

Based on the V-Cross 4×4, Isuzu developed the D-Max Arctic Trucks AT35 in collaboration with Icelandic specialists, Arctic Trucks. The Japanese brand’s plant in Struandale is the only Isuzu facility in the world accredited by Arctic Trucks to produce this beefed-up bakkie.

Besides boasting more aggressive styling, the D-Max AT35 gains a wider track, Bilstein off-road suspension and 35-inch all-terrain tyres wrapped round 17×10-inch AT black alloy wheels. Interestingly, though Isuzu originally sourced this rubber from BF Goodrich, these days the tyres come from Maxxis.

In AT35 guise, the bakkie’s minimum ground clearance improves to 266 mm and the wading depth rises to 865 mm, while the approach-, breakover- and departure angles climb to 33-, 34- and 23 degrees, respectively. In short, this is the ultimate factory-backed D-Max when it comes to off-roading.

Find a used Isuzu D-Max on Cars.co.za!

3 Most Expensive BMW Cars in South Africa

What are the most expensive BMW cars on sale in South Africa? This article highlights the 3 priciest BMW models you can buy right now!

BMW is a popular luxury car brand in South Africa with a wide range of vehicles on offer including hatchbacks, sedans, coupes, convertibles, grand tourers, crossovers, SUVs, high-performance M cars and electric cars.

We recently highlighted the cheapest BMW cars available in South Africa but now we shift our attention to the most expensive BMW cars you can buy in South Africa right now.

If you’re not sure what you’re able to afford, take a look at our Car Affordability Calculator and Car Finance Calculator for finance projections.

3 Most Expensive BMW Cars in South Africa

1. BMW M8 Competition Convertible from R3 575 017

With pricing for the BMW M8 starting from R3 374 849 for the M8 Competition Gran Coupe, the M8 Competition Convertible tops the price range with a price tag of R3 575 017 (the M8 Competition Coupe is priced from R3 424 178).

In Competition guise, the M8’s twin-turbo 4.4-litre V8 engine develops 460 kW and 750 Nm of torque and comes paired with an 8-speed M Steptronic transmission.

Equipped with a rear-biased x-Drive all-wheel-drive system and an Active M Differential, acceleration from zero to 100 kph for the M8 Competition Convertible is claimed at 3.3 seconds while the M8 Competition Coupe is marginally quicker with a claim of 3.2 seconds.

Read our review of the BMW M8 Competition Convertible

See specifications and pricing for the BMW M8 Competition

Buy a used BMW M8 Competition on Cars.co.za

2. BMW XM from R3 400 000

The BMW XM is the most expensive BMW SUV you can buy in South Africa right now.

The BMW XM, priced from R3 400 000, offers 480 kW and 800 Nm from its hybrid-electric drivetrain, comprising a twin-turbo 4.4-litre V8 engine and an electric motor integrated into the 8-speed M Steptronic transmission.

Those numbers ensure brisk acceleration with BMW claiming 4.3 seconds in the zero to 100 kph sprint. Furthermore, a 25.7 kWh lithium-ion battery unit allows for up to 82-88 km of pure electric driving.

See specifications and pricing details for the BMW XM

Buy a used BMW XM on Cars.co.za

3. BMW X6 M Competition from R3 341 900

The BMW X6 M Competition, priced from R3 341 900, is the third most expensive BMW car for sale in South Africa.

The X6 M Competition is powered by the familiar twin-turbo 4.4-litre V8 engine, the same powering the M8 above, which also produces 460 kW and 750 Nm of torque and is also paired with an 8-speed M Steptronic transmission.

BMW claims 3.9 seconds in the sprint from zero to 100 kph.

Also see our recent review of the BMW X6 M60i

See specifications and pricing details for the BMW X6

Buy a used BMW X6 on Cars.co.za

Top 5 off-road accessories that won’t void your Ford Ranger’s warranty

So, you’re keen to upgrade your new Ford Ranger with a few off-road accessories but don’t want to void your warranty? Here are 5 great Ford-approved all-terrain goodies…

Though South Africans have an obvious passion for personalising their Ford Ranger bakkies, fitting aftermarket parts – including off-road accessories – that are not approved by the Blue Oval brand could quickly result in a voided warranty. And nobody wants that.

Thankfully, the Dearborn-based company’s local division offers a wide range of factory-backed accessories, many of which are geared towards improving the P703-series Ranger’s 4×4 performance off the beaten path.

Ford-approved accessories or aftermarket parts?

Besides the obvious warranty win, why would you opt for Ford-backed accessories over other aftermarket parts? Well, Ford promises that each of the approved accessories – whether the automaker’s own or from a licensed aftermarket partner – has undergone a “rigorous evaluation process” by its engineers to ensure it is “fully compatible” with the Ranger.

With that in mind, we’ve sorted through Ford South Africa’s catalogue of approximately 150 factory-backed adventure, urban and commercial customisation options to pick out the top 5 off-road accessories that won’t void your Ford Ranger’s warranty…

1. Under-Vehicle Protection Panel Set

If you’re planning on ever taking your Ranger over rocky terrain, Ford’s under-vehicle protection panel set is an absolute must, shielding critical under-body components such as the sump, gearbox and transfer case.

Fashioned from pressed and folded 3 mm laser-cut steel, each ARB-supplied protection panel is zinc-plated and powder-coated for added durability, while the mounting bolts are recessed (yet still seemingly simple to access come service time).

2. Snorkel (With Reversible Air Ram)

Fitting a snorkel to your Ford Ranger effectively raises the air-intake position to prevent potentially harmful elements – such as good ol’ H2O in the case of water crossings and even dust when barrelling along dirt roads – from being sucked into the bakkie’s air cleaner. Cooler and cleaner air is better, after all.

Developed in conjunction with 4×4 specialists Safari, this Ford-approved item is made from cross-linked polyethylene and features a clever reversible air ram. Note that it’s available only for Ranger models fitted with 2.0- and 3.0-litre turbodiesel engines, while it’s not compatible with fender flares.

3. Old Man Emu Nitrocharger Sport Shocks

Yes, you can purchase Old Man Emu’s famous “Nitrocharger Sport” shock absorbers via your local Ford dealership, with multiple configurations available depending on your specific load-carrying requirements. In each case, these twin-tube, nitrogen-filled shocks are said to improve both vehicle control and comfort, whether your Ranger is travelling on- or off-road.

4. On-Board Air Compressor

If you’ve even taken your Ford Ranger out for a spot of sand driving, you’ll know the benefits of lowering your tyre pressures to effectively increase each rubber ring’s footprint. Of course, when you’re ready to head home, you’ll need a way to re-inflate your bakkie’s tyres. That’s where this nifty on-board air compressor comes in.

Featuring a twin-motor design, the Ford-approved compressor mounts out of sight behind the sheet metal of the load box, though a neat access panel is installed to allow you to operate the device and plug in air hoses (however, note that the latter are not supplied as part of the kit). The Blue Oval brand offers 2 versions: 1 suitable for bakkies with bedliners and 1 for those without.

5. Recovery Points

Things don’t always go according to plan when traversing the rough stuff, so a set of strong recovery points is a smart idea for serial off-roaders. Ford offers right- and left-hand-side rear recovery points, though note that each requires the fitment of a “Genuine Ford” towbar. Meanwhile, the front items – again, available separately for both the left- and right-hand sides – are designed for use with an ARB bull bar.

According to the Dearborn-based firm, each red-painted recovery point is “tested and rated” to 8 000 kg at a directional pull equal to the full steering lock of the bakkie. Designed for use with a 4.75-tonne bow shackle and an 8 000 kg snatch strap, they can be employed for either direct-pull or side-pull recoveries.

Find a used Ford Ranger on Cars.co.za!

Hyundai Alcazar (2025) Price & Specs

The Hyundai Alcazar will soon hit the market in South Africa, sporting a lower starting price than the Grand Creta it replaces. Here’s what this 7-seater will cost you…

The Hyundai Alcazar – which is effectively a facelifted version of the Grand Creta – will soon debut in South Africa. And our information suggests that though the local range has been trimmed to 3 derivatives, the starting price has dropped by R20 600.

This falls in line with Hyundai Automotive South Africa’s recent strategy of lowering the starting prices of several of its products, including the facelifted Tucson, Creta, Venue, i20 and Grand i10. However, we should point out that the while the Grand Creta came standard with a 4-year/60 000 km service plan, the Alcazar’s parameters have been cut to 3 years or 45 000 km.

*The Alcazar is a facelift of the model SA knew as the Grand Creta.*

As a reminder, the Grand Creta launched in Mzansi in March 2022, positioned above the 5-seater Creta and set apart by its longer wheelbase, lengthier body, 2 extra seats and model-specific styling.

With this thoroughly facelifted version, Hyundai Automotive SA has taken the decision to switch to the Alcazar nameplate used in India since the model’s inception. For the record, the South Korean firm applied to trademark “Alcazar” in SA back in June 2024.

*Outgoing SA-spec Grand Creta on the left and incoming Alcazar on the right.*

While the Grand Creta portfolio had comprised 5 derivatives, the Alcazar range that supersedes it is made up of 3 variants. According to our information, the line-up of 7-seater derivatives kicks off with the Alcazar 2.0 Executive AT, which is priced at R499 900.

By our maths, that’s R20 600 less than the outgoing entry-level – and manual equipped, a gearbox option that has interestingly fallen away with the arrival of the Alcazar – Grand Creta derivative. It’s also some R66 600 less than the auto-equipped variant it directly replaces.

*The local line-up comprises a trio of derivatives.*

From what we understand, the naturally aspirated 2.0-litre, 4-cylinder petrol engine is carried over unchanged, again delivering 117 kW and 191 Nm to the front axle (though now exclusively via a 6-speed automatic transmission).

The remaining 2 derivatives both use Hyundai’s 1.5-litre, 4-cylinder turbodiesel motor. This engine likewise appears unchanged and thus offers 84 kW and 250 Nm to the front wheels through a 6-speed auto gearbox.

*A longer wheelbase allows for 7 seats.*

Our information suggests Hyundai Automotive SA has priced the Alcazar 1.5D Executive AT at R599 900, an increase of R11 400. Meanwhile, the Alcazar 1.5D Elite AT comes in at R669 900, R25 400 more than the equivalent Grand Creta variant.

Compared with the Grand Creta, the Alcazar’s Executive trim level upgrades to 18-inch alloy wheels (from 17-inch items) and gains features like downhill-brake control, an electric parking brake and drive-mode select. However, it curiously appears to lose its tyre-pressure monitoring system.

*This is the Indian-spec interior; expect the SA version to be all black.*

Meanwhile, the Elite grade now features extra driver-assistance kit in the form of forward collision-avoidance assist, blind-spot collision avoidance assist, lane-keeping assist, lane-following assist and driver-attention warning. It furthermore scores adaptive (as opposed to conventional) cruise control.

In South Africa, the Alcazar will be offered in a choice of 6 exterior colours: Starry Night, Titan Grey Metallic, Titan Grey Matte, Fiery Red, Atlas White and Abyss Black. We believe the interior colour scheme for SA-spec models will be black, rather than the 2-tone arrangement offered in India.

How much does the new Hyundai Alcazar cost in SA?

Hyundai Alcazar 2.0 Executive AT – R499 900

Hyundai Alcazar 1.5D Executive AT – R599 900

Hyundai Alcazar 1.5D Elite AT – R669 900

The prices above include Hyundai’s 7-year/200 000 km warranty (comprising a 5-year/150 000 km vehicle warranty and an additional 2-year/50 000 km powertrain warranty) as well as a 3-year/45 000 km service plan.

Mercedes-Benz G580 Electric (2025) Launch Review

The Mercedes-Benz G580 Electric has arrived in South Africa! Does the electrified newcomer lose any of its legendary off-road capabilities or kerb appeal? David Taylor travelled to Gauteng to put the “Big G” to the test!

Since its debut in 1979, the Mercedes-Benz Gelandewagen, or G-Class as it’s commonly called, is an icon both in terms of desirability and outright capability. With 3 differentials, substantial ground clearance, potent engines, and a military-grade assembly, its go-anywhere reputation is unmatched.

Previously, Mercedes-Benz offered only Internal Combustion Engine (ICE) power in the form of a torquey diesel engine and an AMG-sourced V8 petrol lump. Both are exceedingly talented and the mucho rumbling under bonnet is oh-so desirable! Previewed by the futuristic EQG concept, the G-Class is now getting the silent treatment with electricity running through its veins!

Mercedes-Benz Concept EQG — *The EQG concept envisaged an electric future for the G-Class.*

What’s on offer?

First of all, the purists can relax as the G-Class will continue to be offered with internal-combustion power in the form of a diesel-powered G450d and biturbo V8 petrol AMG G63.

The technical details for the G580 are deeply impressive. We get the sense that the engineers relished in the challenge of integrating 4 motors, a 116 kWh battery, 2-speed transmission and software with the ultimate aim of retaining the G-Class’s legendary off-road ability.

The total outputs put it in the same ballpark as the G63 AMG, with 432 kW and 1164 Nm heading to all four wheels. Each motor makes 108 kW and 291 Nm which is a similar output for a family crossover, yet this electric G-Class has four of them! Zero to 100 kph is dispatched in a claimed 4.7 seconds and it’ll run to a limited top speed of 180 kph. Those are impressive numbers for an SUV weighing just over 3 tons.

This powertrain will be taken over the harshest terrains and it’s only fitting that it’s equipped with substantial underbody protection to keep the vulnerable hardware, like the battery, safe.

***The G580*** **Edition One gains a storage bin in the rear.**

What about range? You’d think the electric G with 4 motors won’t offer much range but with a battery capacity of 124 kWh (116 kWh is usable) a range of 473 km is claimed. Consider 450 km as a more realistic range, which is probably about the same range as the biturbo V8 petrol G63 if you’re driving in Sport mode.

In terms of charging, the electric G supports both AC and DC charging, offering 11 kW and up to 200 kW respectively. It’ll charge from 10-80% in about 30 minutes if you’re using a high-power charger.

Off-road capabilities? Yes! There’s 850 mm of wading depth, 250 mm of ground clearance, virtual differential locks with torque vectoring, crawl modes and approach/departure angles of 32 and 30.7 degrees respectively. Job done then, on paper, that is…

***Exceptional build quality, which is what we expect from a G-Class***.

The vehicle also features interesting software tricks called G-Steering and G-Turn. The first locks the inside rear wheel while cornering to allow for tighter turning circles while the G-Turn has one side of wheels turning forwards while the opposite wheels turn in reverse, resulting in a full 180-degree G-Turn. It can complete two full 360-degree rotations on the spot. In both cases it’s best to do this on grass or gravel to minimise excessive tyre wear.

***Offroad cockpit has some useful dials, but the fun begins with the three buttons below***

What about features? Yes, for this lofty price tag, you’d expect to get a full-house of standard features and for the most part, this is the case. A large 12.3-inch driver instrument cluster and infotainment system with the latest iteration of the MBUX operating system is fitted.

There’s also wireless Android Auto/Apple CarPlay, wireless device charging and we counted no fewer than 6 USB ports dotted around the cabin! Adaptive multi-beam LED headlights are standard, as is the high-end Burmester audio system. Let’s not forget the plethora of semi-autonomous safety technology too.

Mercedes-Benz G580 Electric Edition One — ***Carbon fibre galore in the Edition One***

The MANUFAKTUR range of custom paint finishes and interior trim is also available and customers have the option of forking out a bit more for the First Edition derivative that comes with some cosmetic enhancements both inside and out, like the spare wheel storage box, which is a nifty place for your charging cables.

What is the G580 Electric like to drive?

Mercedes-Benz G580 Electric Zwartkops — *The G580 can do two full G-Turns at a time.*

Given the heritage of the G-Class, it came as no surprise that we’d be spending most of the day in offroad scenarios. Mercedes-Benz SA has a fantastic state-of-the-art driving academy located at Zwartkops Raceway west of Pretoria and while it’s more known for its circuit track events, there’s also a technical offroad section.

Recent heavy rains had turned portions of it into mud, a real challenge for any offroader, especially those equipped with road tyres. It was also a fantastic opportunity to conduct multiple G-Turns without the risk of damaging the rubber.

Mercedes-Benz G580 Electric articulation — ***The author testing the articulation. Passed!***

If we were to sum up the G580’s talents: It flatters the novice and makes offroading simpler and stress free!

There’s no faffing with difflocks! Simply choose an offroad mode and the car will do the rest. Granted, when things get really tough, it’s worth engaging the low-range transfer case and using the crawl modes which also doubles as the hill descent control. It’s worth noting that the G580 Electric has fractionally higher ground clearance than its AMG sibling…

What about the G580’s on-road manners? Well, we didn’t spend much time on tar, but we did drive on a poor quality dirt road. First impressions? It’s FAST- far quicker than a 3-ton box should ever be! Yes, the weight difference when compared to its V8 AMG sibling is substantial: 2 640 kg vs 3 085 kg, that’s 445 kg difference!

There’s a pleasant benefit to having this heft as the body-on-frame structure feels sturdy and some quick turns of the steering wheel to avoid a pothole resulted in a better-than-expected body roll. See, having that massive battery located at the bottom of the vehicle has lowered the centre of gravity and the result is a surprisingly engaging drive.

Mercedes-Benz G580 Electric road front — *Despite its weight, the G580 delivers impressive driving dynamics.*

How much does the Mercedes-Benz G580 Electric cost in South Africa?

Mercedes-Benz G-Class G450d AMG Line	R3 557 169
Mercedes-AMG G-Class G63	R4 458 731
Mercedes-Benz G-Class G580	R3 736 000
Mercedes-Benz G-Class G580 EQ Edition One	R4 647 456

The price includes VAT and a 5-year/100 000 km PremiumDrive service and maintenance plan.

Summary

We’ll be the first to admit that we were sceptical of the electric G-Class. However, after a brief drive, first impressions of the Mercedes-Benz G580 Electric suggest the vehicle is still immensely capable on all terrain and feels totally over-engineered for the average customer. This is exactly what a G-Class should be!

With new tricks such as G-Steering and G-Turn, the G580 will have even more appeal. However, most G-Class’ arguably spend most of their time cruising through affluent leafy suburbs and we’d be interested to test its electric performance in an urban setting. Stay tuned for our thorough test of the Mercedes-Benz G580 in the near future!

Buy a Mercedes-Benz G-Class on Cars.co.za

Beefed-up VW Amarok W-Series for SA?

The upcoming Volkswagen Amarok W-Series – a beefed-up flagship developed in Australia – could potentially be offered in South Africa, according to a new report…

In early 2026, the new Volkswagen Amarok W-Series – a beefed-up flagship derivative developed by the Walkinshaw Group – is expected to hit the market in Australia. Fascinatingly, a fresh report from Down Under suggests that it could come to South Africa, too.

As a reminder, Melbourne-based automotive engineering firm Walkinshaw first partnered with VW to create various W-Series derivatives based on the original Amarok, available in Australia from 2020 to 2022. And the 2 companies have now confirmed that a new halo variant based on the 2nd-generation bakkie is very much under development.

*The Aussie-developed W580 version of the original Amarok.*

Of course, the 2nd-gen Amarok is built exclusively in South Africa, rolling off Ford’s Silverton production line alongside the Ranger. Does that mean the as-yet-unrevealed new W-Series could be offered in Mzansi, too?

Well, a new report from carsales.com.au suggests so, saying “global VW executives” are mulling the idea of offering the upcoming Amarok W-Series double cab in markets outside of Australia, “pending operational viability”.

*The 2nd-gen Amarok is built exclusively in SA.*

“Australia is the most important market for the Amarok and therefore everything that happens in Australia is closely followed by us, and we try to figure out what works in other regions,” Lars Krause, Executive Vice President Sales and Marketing at Volkswagen Commercial Vehicles, told the publication.

“I think it’s important this version has been developed in Australia for Australia, but we are open to… other regions,” he added.

*The original W-Series was offered in Australia from 2020 to 2022.*

The Australian publication furthermore reports that Walkinshaw has “started exploring” the idea of setting up a separate manufacturing facility in South Africa (just as Premcar has done in order to build the SA-spec Nissan Navara Warrior), saying such an operation could cater for “global demand” for the new W-Series derivative.

“There’s been some discussions about that… there’s always opportunities in doing that, but at the same time we’ve got to make sure that programme makes sense in other markets and there’s obviously risk as well – setting up a manufacturing plant in a country where we don’t have expertise,” said CEO Ryan Walkinshaw, according to carsales.com.au.

*Walkinshaw’s off-road version of the 1st-gen Amarok, badged as the W580X.*

“If it makes sense, we’re always open to these sorts of opportunities but for now, the full focus of Walkinshaw Group and VW is to ensure that we deliver a great product manufactured locally with Australian hands,” he added.

Interestingly, Carsten Intra, CEO at Volkswagen Commercial Vehicles, suggested the decision was ultimately up to the Walkinshaw Group, saying “Walkinshaw for sure has a good name, so we can work with them, but whether Walkinshaw wants to rebuild cars somewhere else in the world is their decision”. He added that “we are for sure interested to have halo cars on the Amarok as well in different markets”.

*The original W580 gives us an idea of what the 2nd-gen version might entail.*

For now, not much is known about the new Amarok W-Series, though based on the single shadowy teaser image released and the formula applied with the original versions (including the W580, W580X and W580S), we can expect larger wheels, extended wheel arches, wider tracks and potentially uprated suspension.

Whether any powertrain upgrades (we’re guessing the 3.0 TDI V6 will be used as a base) are on the cards remains to be seen. For the record, VW executives have seemingly ruled out the possibility of borrowing the Ranger Raptor’s 292 kW turbocharged 3.0-litre V6 petrol engine…

BMW X3 M50 – A worthy substitute for an X3 M?

In the absence of an X3 M variant, the BMW X3 M50 xDrive is the Bavarian brand’s flagship G45-series executive SUV in South Africa. It delivers potent performance, but does the 48V mild-hybrid tech add too much complexity to the package?

Earlier this year, we crowned the BMW X3 the 2024/25 Cars.co.za Awards, sponsored by Absa Executive SUV category champion, and we’ve already published a review of the BMW X3 20d xDrive M Sport. In this comprehensive video review, however, Ciro De Siena explores what the range-topping BMW X3 M50 has to offer, assessing both its technological advancements and the real-world driving experience.

Ciro first highlights the significance of the BMW X3 M50 – powered by the renowned B58 3.0-litre inline-6 turbopetrol motor paired with a 48V mild-hybrid system – as the performance hero in the range. This setup produces peak outputs of 293 kW and 580 Nm, and according to our test equipment, the X3 M50 dispatched the 0-to-100 kph sprint in 4.54 sec (slightly faster than BMW’s claim of 4.6 sec)!

BMW Group SA states the X3 M50 will consume an average of 8.2 L/100 km, though Ciro observes that real-world consumption is closer to 9.7 L/100 km in mixed driving. He discusses how the “impressively complex” hybrid system, which includes a lithium-ion battery with a dedicated cooling circuit (and is said to contribute a fuel saving of 0.3 L/100 km), manages energy regeneration and boosts acceleration.

While he respects the feat of engineering that the 48V mild-hybrid system represents, he quips about the introduction of technical complexity for relatively marginal performance – and efficiency – gains.

In particular, he wonders whether the hybrid hardware and its electronic network will pose future maintenance headaches after the M50 is out of its warranty (5-year/100 000 km maintenance plan).

On the road, Ciro praises the BMW X3 M50 for its taut, confidence-inspiring dynamics, noting that the M adaptive suspension keeps the Bimmer composed over rough surfaces and delivers a truly rewarding driving experience on twisty roads. It’s just as well that the X50 is dynamically adept, because while BMW has chosen to omit an M car from its G45-series, Mercedes-AMG has fitted the flagship of the rivalling GLC with a 2.0-litre 4-cylinder turbopetrol aided by a powerful plug-in hybrid system…

He finds the steering sharp and the X3 M50 impressively agile for an SUV of its size, noting that most enthusiasts won’t miss the old BMW X3 M given how capable this M50 is on a fast mountain pass.

The powertrain is punchy and linear, and while the B58 has been subdued for noise regulations, BMW compensates with artificial “Iconic Sounds” in the cabin, which Ciro admits add a sense of occasion.

Ciro also discusses cabin tech, pointing out the use of digital interfaces for features as simple as air vents and the expanded “My Modes” drive settings. While some of these digital touches are slick, he wonders whether such intricacy is truly beneficial for owners, expressing a preference for simpler, more robust controls that would make the X3 M50 lighter and, perhaps, easier to maintain in the long run.

How much does the G45 BMW X3 cost in South Africa?

X3 20	R1 047 760
X3 20 M Sport	R1 097 760
X3 20d xDrive	R1 136 417
X3 20d xDrive M Sport – Read our review	R1 186 417
X3 30e xDrive	R1 260 000
X3 30e xDrive M Sport	R1 310 000
X3 M50 xDrive	R1 545 447

Prices (July 2025) include a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan.

New BMW X3 Specs & Prices in South Africa

Find a new/used BMW X3 listed for sale on Cars.co.za

Summary

Overall, the BMW X3 M50 delivers an outstanding driving experience, state-of-the-art technology and refinement. For buyers shopping in the top end of the Executive SUV segment, it will offer the blend of luxury and dynamic prowess expected of a BMW M Performance SUV, but, as Ciro suggests, there remains a strong argument for a more enthusiast-focused, less complicated version for purists.

Air-cooled Porsche 911 Turbos: Classic Comparison

We drive the Porsche 911 (930) Turbo – nicknamed “The widowmaker 911” – and its 2 (also air-cooled) successors: the 964 and 993. Most 911s are turbocharged these days, but the 911 Turbo owes much of its mythic status to these visceral sportscars.

Porsche 911 (930) Turbo

Specifications:

964-series 911 Turbo

Specifications:

993-series 911 Turbo

Specifications:

Summary

Related content:

New MG Cyber X teasers preview boxy SUV

Shadowy teaser images of the new MG Cyber X have dropped in China, giving us our first official glimpse of the Chinese-owned British brand’s upcoming boxy SUV…

Related content

Mercedes-AMG GLC 43 Coupe (2025) Launch Review

The Mercedes-AMG GLC 43 range has launched in South Africa, bringing compact hybrid performance to the local market. We took the Merc’s latest performance SUV Coupe for a whirl. Is it worth your consideration? David Taylor deliberates…

What’s on offer?

What is the Mercedes-AMG GLC 43 coupe like to drive?

How much does the Mercedes-AMG GLC 43 coupe cost in South Africa?

Summary

The Best Off-Road Features of an Isuzu D-Max 4×4

What makes the Isuzu D-Max 4×4 such a capable performer once the tarmac ends? Let’s examine this Japanese bakkie’s best off-road features…

1. Low-Range Gearing and Rear Diff Lock

2. Turbodiesel Engine’s Low-End Torque

3. Ground Clearance and Off-Roading Angles

4. Hill-Descent Control

Need Even More Off-Road Features? Meet the AT35

Related content

3 Most Expensive BMW Cars in South Africa

What are the most expensive BMW cars on sale in South Africa? This article highlights the 3 priciest BMW models you can buy right now!

3 Most Expensive BMW Cars in South Africa

1. BMW M8 Competition Convertible from R3 575 017

2. BMW XM from R3 400 000

3. BMW X6 M Competition from R3 341 900

Top 5 off-road accessories that won’t void your Ford Ranger’s warranty

So, you’re keen to upgrade your new Ford Ranger with a few off-road accessories but don’t want to void your warranty? Here are 5 great Ford-approved all-terrain goodies…

Ford-approved accessories or aftermarket parts?

1. Under-Vehicle Protection Panel Set

2. Snorkel (With Reversible Air Ram)

3. Old Man Emu Nitrocharger Sport Shocks

4. On-Board Air Compressor

5. Recovery Points

Related content

Hyundai Alcazar (2025) Price & Specs

The Hyundai Alcazar will soon hit the market in South Africa, sporting a lower starting price than the Grand Creta it replaces. Here’s what this 7-seater will cost you…

How much does the new Hyundai Alcazar cost in SA?

Related content

Mercedes-Benz G580 Electric (2025) Launch Review

The Mercedes-Benz G580 Electric has arrived in South Africa! Does the electrified newcomer lose any of its legendary off-road capabilities or kerb appeal? David Taylor travelled to Gauteng to put the “Big G” to the test!

What’s on offer?

What is the G580 Electric like to drive?

How much does the Mercedes-Benz G580 Electric cost in South Africa?

Summary

Beefed-up VW Amarok W-Series for SA?

The upcoming Volkswagen Amarok W-Series – a beefed-up flagship developed in Australia – could potentially be offered in South Africa, according to a new report…

Related content

BMW X3 M50 – A worthy substitute for an X3 M?

In the absence of an X3 M variant, the BMW X3 M50 xDrive is the Bavarian brand’s flagship G45-series executive SUV in South Africa. It delivers potent performance, but does the 48V mild-hybrid tech add too much complexity to the package?

How much does the G45 BMW X3 cost in South Africa?

Summary

Related content: