Mercedes-Benz 500SLC: Classic Drive

The Mercedes-Benz 500SLC is one of the rarest C107-series variants, but arguably the best iteration of the Three-pointed Star’s underappreciated sports coupe. We drive an example that has been owned by an enthusiastic collector for 2 decades.

“When you pull away here, floor it.” Those were the owner’s words before he walked off and got into the photographer’s car. He wanted me to experience everything his Mercedes-Benz 500SLC had to offer.

Mercedes-Benz 500SLC front three-quarter view

There are a few C107-series Mercedes-Benz 450SLCs in South Africa, but the 500SLC is much rarer; it is believed there are around 3, maybe 4, cars in the country. These cars can trace their history to when the SLC was unveiled at the 1971 Paris Motor Show, 2 months after production of the 280 SE 3.5 ended.

According to Mercedes-Benz: Production Models Book – 1946-1995, these last-off-the-line SLCs were produced from 1980 to 1981. Only 1 299 units were produced: 816 in the 1st year and 483 in the final year. This makes the 500SLC one of the rarest series-production Mercedes-Benz variants of the ’80s.

Mercedes-Benz 500SLC rear three-quarter view

SLC anoraks will tell you that a similar model appeared a little earlier. In 1977, Mercedes-Benz launched the 450SLC 5.0 – a homologation special that allowed the Three-pointed Star to enter the World Rally Championship, in which it achieved a historic 1-2-3-4 at the 1979 Bandama Rally in the Ivory Coast.

Specifications

Model: 1981 Mercedes-Benz 500SLC
Years produced: 1980-1981
Engine: 5.0-litre V8, petrol
Power: 177 kW at 5 000 rpm
Torque: 402 Nm at 6 000 rpm
Transmission: 4-speed auto, RWD
Weight: 1 515 kg
0-100 kph: 7.8 sec (claimed)
Top Speed: 225 kph (claimed)

One cannot step back and look at C107-series Mercedes-Benz SLCs without being instantly impressed by the beauty of these pillarless coupes. There is a distinct level of effortless style – and class – to them.

Once behind the wheel, lower all 4 side windows, and immediately you have a wind-in-your-hair experience not far removed from that of a convertible. With a convertible, the roof would be down but the windows up; here, it is just the opposite.

What some enthusiasts forget is that the SLC was not simply an R107-series Mercedes-Benz SL with a fixed roof. That misconception (and the fact that the models look very similar to the untrained eye) partly explains why the roadster is regarded as more valuable and therefore, more collectable, today.

A better cruiser than its celebrated SL sibling

The SLC was 360 mm longer than its SL stablemate, and that additional length resulted from a 365-mm longer wheelbase. Not only could the SLC accommodate rear occupants (at a push), its ride quality was excellent, and its longer footprint made it marginally more relaxing to drive on the open road.

The 500SLC sold well, at about the same rate as the R107-series 500SL, but it was different to the other 107-series cars. For a start, it had a new front spoiler, as well as a lighter-alloy bonnet.

Like the 450SLC 5.0, the 500SLC was powered by an all-aluminium (M117 E50) 5.0-litre V8 with Bosch K-Jetronic mechanical fuel injection, but it had a 4-speed as opposed to a 3-speed automatic ‘box.

The 500SLC’s rear suspension was also improved over that of other SLCs – it featured an ‘anti-squat’ system on the semi-trailing arm setup to prevent the rear end from sagging under hard acceleration.

The owner, who has a plethora of cars in his collection, owns “only” 8 Mercedes-Benz models and the 500SLC is one of them. “It is a really enjoyable car to drive,” he says. “A lot of classic Mercedes are fast once they get going, but this car has speed from the get-go. I purchased this car just over 20 years ago.

“Being left-hand drive in a right-hand drive country, I don’t use it too often, but I’ve done quite a few short trips in it, including runs from my home to the old mining town of Cullinan, a 160-km round trip.

“It is also relatively affordable to keep the car going, as it has needed little more than basic maintenance over the past 2 decades. I have fitted new parts here and there, one being a new bonnet sponge.

“I believe that people collect cars for a couple of main reasons. People are sometimes sentimental about specific cars or models, or because certain cars were on posters when they were kids.

“In my case, my godmother had a 350SLC. So, the SLC is something I remember from my youth; it’s a beauty, and I have fond memories of it. Thankfully, we now also have an example of it in the collection.”

What the Mercedes-Benz 500SLC is like to drive

Back behind the wheel of the Mercedes-Benz 500SLC, I do as the owner advised, and as I pull away, both wheels spin on the loose gravel with relative ease. The 5.0-litre V8 develops 177 kW and 402 Nm of torque, which is enough to overcome the grip level on anything other than a smooth stretch of tarmac.

As the 500SLC pulls away, I can feel it is no lightweight, but considering it tips the scales at 1 515 kg, the ‘Benz is not all that heavy, especially compared to its much larger, modern equivalents.

Mercedes-Benz 500SLC front three-quarter tracking shot

There’s no mistaking it for anything but a Seventies ‘Benz – it has a sizeable steering wheel, simple ventilation controls and steering column stalks, plus distinctive slanted louvres in the rear windows.

It is easy to see that the 500SLC is in good condition – no, the dashboard isn’t cracked – and even the carpets that cover the floor and sides of the footwell are in fair nick. It might have over 260 000 km on its odometer, but in most respects, the ‘Benz doesn’t show its true age and remains a stately, but cosy, GT.

Mercedes-Benz 500SLC cornering tracking shot

There is, without a doubt, a muscular motor under the bonnet. Once we’ve cleared most of the traffic, I floor the accelerator pedal again, the transmission drops to a lower gear, and the revs start to climb.

As expected, it is a heavy car, but there is clear eagerness from the engine, and as it quickly changes into a higher gear, it feels as solid and planted on the road at these higher speeds as it did at lower speeds.

Mercedes-Benz 500SLC rear three-quarter tracking shot

By moving the gear lever into the “S” position, the Mercedes-Benz 500SLC’s 4-speed transmission immediately switches to a lower gear. It holds that gear for a couple of seconds longer than I expected as the rev needle climbs closer to the red line and then shifts up only around 5 500 rpm.

There is enough torque on offer to cruise comfortably from just 2 000 rpm, but from 3 000 rpm, the engine starts to pull with real vigour. You are never left in doubt about the fact that there is a large-capacity engine under the bonnet; there is no shortage of in-gear acceleration at all.

The transmission shifts relatively slowly but does so without sacrificing momentum. Thanks to the 500SLC’s heft, plump tyres, and comfort-oriented suspension setup, the ride is very absorbent. While body lean is noticeable during brisk cornering, as soon as the road straightens, the firm yet pliant suspension smooths out bumps, providing a composed and comfortable cruising experience.

The large windscreen, thin A-pillars, and absence of B-pillars afford largely uninterrupted front and side views from the driver’s seat. I marvel at the contours of the long bonnet. Sadly, there’s no Three-pointed Star emblem at the front; instead, a neat, flat Mercedes-Benz emblem sits on the grille.

Wilhelm Lutjeharms drives a Mercedes-Benz 500SLC

The Thistle Green metallic exterior finish ties in perfectly with the green velour interior. While some enthusiasts might prefer leather, the fabric upholstery is smart, classy, and wears its age well.

The interior also features a 2-tone design and the classic wood veneer. The owner has sourced a period-correct radio, but during my short drive, I chose to listen to the engine with the windows open!

Modern sports coupes often have engineered (and sometimes, digitally enhanced) exhaust notes, but the venerable ‘Benz delivers an honest, old-school V8 burble that sounds sufficiently purposeful.

As a long-distance cruiser or a Sunday runabout, the Mercedes-Benz SLC makes a strong case for itself. It looks svelte and petite, replete with its pillarless side profile and distinctive silver-grey louvres.

What’s more, the C107-series ‘Benz is a reasonably practical proposition as a classic car, with a usefully sized boot and rear seating for short trips with adult passengers of shorter stature or, ideally, children.

Summary

It would be patently unfair to judge the Mercedes-Benz 500SLC by modern sportscar- or grand tourer standards. Pin-sharp throttle responses and charging along very twisty sections of road are not part of the ‘Benz’s ideal repertoire, although it can deliver muscular performance if and when required. When you want to cruise serenely or pack your suitcase for a weekend getaway, however, it is nearly faultless.

Search for a new/used Mercedes-Benz SL listed on Cars.co.za

Search for a new/used Mercedes-AMG SL listed on Cars.co.za

Jaecoo J7 PHEV review: Game-Changer in the Hybrid Landscape

Ciro De Siena gets to grips with the Jaecoo J7 1.5T SHS PHEV, the Chinese brand’s first plug-in hybrid SUV in the South African market. Just how efficient is it?

We like: Punchy and efficient performance, on-road refinement, DC charging, standard specification, aftersales package.

We don’t like: Intrusive safety systems, screen ergonomics, shallow load bay.

FAST FACTS

Model: 2025 Jaecoo J7 1.5T SHS PHEV
Price: R689 900 (July 2025)
Engine: 1.5-litre 4-cylinder turbopetrol + electric motor
Transmission: Automatic
Power/Torque: 255 kW/525 Nm
0-100 kph: 8.2 sec (tested)
Claimed consumption: 1.0 L/100 km when hybrid battery charged / 4.7 L/100 km combined
Luggage capacity: 340-500-1 265 litres

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Where does the Jaecoo J7 PHEV fit in?

The automotive landscape in South Africa is evolving at a rapid pace, with the arrival of new brands and the emergence of new technologies shaking up traditional segments.

*Chinese car brands, including Jaecoo, have proliferated PHEV tech in the medium SUV segment.*

Among the most significant arrivals is the Jaecoo J7 PHEV (plug-in hybrid-electric vehicle), a model that was the Chery Group’s most affordable PHEV in Mzansi, until it was undercut by its Tiggo 7 CSH PHEV!

*The J7 PHEV’s signature full-width LED lightbar integrates the JAECOO lettering.*

Regardless of its former price advantage, the Jaecoo J7 PHEV is a serious contender because of its blend of advanced powertrain technology, comfort, luxury, and remarkable efficiency. This isn’t just a good car because of its sheer value proposition; it’s a good car that happens to be sold at a very good price, which illustrates how Chinese carmakers have ramped up their competitiveness in our market.

Performance & Driving Impressions: Effortless Power

At the heart of the Jaecoo J7 PHEV lies an advanced powertrain that truly redefines the SUV’s driving experience. It boasts a potent electric motor delivering an impressive 150 kW of power and a substantial 310 Nm of torque. What does this mean in real-world terms? Instantaneous acceleration. But this model is just fleet of foot; it delivers a driving experience that is both exhilarating and surprisingly refined.

*No engine-start switch here, just get in and drive*.

The combination of a 1.5-litre 4-cylinder turbopetrol engine and an electric motor (which is integrated with the transmission and is powered by an 18.3 kWh hybrid battery) produces total system outputs of 255 kW and 525 Nm. What’s truly remarkable is how seamlessly these sources of propulsion work in harmony. Despite the presence of an internal combustion engine, the car primarily feels like a pure battery-electric vehicle (BEV). The transition between ICE and electric power is almost imperceptible.

That characteristic of the Jaecoo J7 PHEV can be attributed to the powerful electric motor’s ability to smoothly spin up the petrol engine before fuel injection and ignition, effectively masking any tell-tale signs of the engine kicking in. The sophisticated drivetrain ensures that you’ll rarely, if ever, notice when the internal combustion engine is operating, contributing to an incredibly serene driving experience.

Jaecoo J7 PHEV gear — *The transmission stalk is located on the steering column.*

Fuel Economy: A Glimpse into the Future

The J7 PHEV’s fuel economy figures are nothing short of astounding. In city driving, we observed an average of a mere 1.3 L/100 km. Even on highways, the Jaecoo achieved an impressive 5.7 L/100 km. Those figures aren’t just good; they’re game-changing. At 1 point, we saw the indicated consumption dip under 1 L/100 km. Such outstanding fuel efficiency firmly positions the PHEV as a strong contender for the future of motoring in Mzansi, because fossil fuel will only become more expensive in the long run.

Jaecoo J7 PHEV economy — *We saw astonishing fuel consumption figures during the J7 PHEV’s tenure in our fleet.*

Jaecoo states that the J7 PHEV can travel about 90 km in pure electric mode and around 1 200 km on a full tank of fuel (60 litres) using both elements of its plug-in hybrid powertrain; the latter claim is largely theoretical and based on WLTP lab-based consumption tests. In reality, it hinges on constantly charging, largely city-only driving (to maximise electric motor use), and an efficiency-focused driving style.

You can recharge the hybrid battery (with a DC 40 kW rating) from 30% to 80% in 20 minutes using a public charging station (most of which are 50 kW or higher in South Africa). If you’re recharging using an ordinary household power outlet, it will take just under 5 hours to go from 25% to 100%, but if you have a wall box, the hybrid battery (6.6kW AC rating) can be topped up from 25% to 100% in 160 minutes or so.

*The Jaecoo J7 PHEV supports both AC and DC charging.*

One of the most compelling advantages of the J7 PHEV, and indeed all PHEVs, is the effective elimination of range anxiety – the bane of battery-electric vehicle ownership. Should you find yourself far from a charging station, or if charging infrastructure is simply unavailable, you can simply refuel with petrol and continue your journey. This flexibility makes a PHEV model a practical and appealing solution for South African conditions, bridging the gap between traditional ICE vehicles and fully electric vehicles.

Technology & Safety Features: Intuitive & Refined

The J7 PHEV’s cabin is a testament to modern automotive technology, centred around a massive, nearly 15-inch touchscreen infotainment system. This screen is not just large; it’s exceptionally well-placed and intuitive to operate. A key design advantage is the use of oversized icons that are easy to locate and tap.

*The large infotainment touchscreen’s display is crisp, plus its menu system is easy to figure out*.

This thoughtful design minimises the need for precise touches and notably improves safety by allowing drivers to interact with the system with less distraction. Complementing the central screen is a digital instrument cluster with crisp graphics; it provides clear, comprehensive driving information at a glance.

*Almost all in-car features are integrated into the touchscreen menu, however.*

Interventions by the J7’s onboard safety systems, punctuated by constant audible warnings (or “bongs”, as we affectionately call them), were initially a little overzealous. However, Jaecoo listened to feedback and implemented a crucial software update, which has successfully removed the incessant warnings (they’re legally required in China, but not in our market – at least not yet), without compromising the vehicle’s core safety features. The result is a far more serene and calming driving experience, allowing you to appreciate the vehicle’s capabilities without constant electronic interruptions.

Design & Interior: Bold Presence, Luxurious Comfort

The Jaecoo J7 PHEV oozes kerb presence thanks to its bold and almost completely rectangular grille (curse that pair of little cut-ins at the bottom!), replete with prominent vertical chrome slats.

*The Jaecoo J7’s design openly pays homage to those of Jaguar Land Rover SUVs.*

The exterior execution is modern, characterised by sleek lines and a robust SUV stance that exudes confidence – the J7 PHEV; styling is nothing if not distinctive. The large aerodynamically designed alloy wheels further enhance its commanding presence, giving it a planted and purposeful look.

Jaecoo J7 PHEV wheel — *19-inch aero-optimised aluminium wheels.*

Step inside, and you’re immediately greeted by a cabin that offers a surprising level of luxury and quality for its price point. Soft-touch materials abound, and the overall fit and finish are genuinely impressive.

The steering wheel, while not traditionally round, is comfortable to hold and intuitive to use. One of the most striking aspects of the interior is the exceptionally low noise, vibration, and harshness (NVH) levels.

Jaecoo J7 PHEV steering — *The Jaecoo J7 PHEV’s interior is neatly laid out, well-finished and tech-forward.*

This creates a remarkably quiet and serene driving environment, allowing you to enjoy conversations or music with little road or engine noise intrusion. The comfortable seats, trimmed in leatherette upholstery, and the subtle ambient lighting further elevate the cabin experience, making every journey a pleasure.

Jaecoo J7 PHEV cabin — *Rear legroom is fair for the family-car segment.*

Practicality: Smart Solutions for Everyday Life

Outright load-bay capacity is often a point of contention on PHEVs, given the need to accommodate battery packs and other hybrid components under the floor. While the J7 PHEV’s load bay appears somewhat limited at first glance, it’s surprisingly practical. It can comfortably accommodate a standard-sized cooler box under the parcel shelf, though it might require a little effort to slide it in.

*The load bay has a claimed capacity of 340 litres due to its limited height, but there is some underfloor storage space.*

It’s an important consideration for South African consumers, especially given insurance requirements that often stipulate goods must be covered by a parcel shelf. Ultimately, for daily use and even family road trips for weekend getaways, the J7 PHEV’s load bay should be perfectly adequate in size.

See also: Jaecoo J7 (2024) Living with it

Maintenance & Warranty: Peace of Mind for the Long Haul

One of the most compelling arguments for the Jaecoo J7 PHEV, and indeed for PHEVs in general, is the promise of extensive warranty coverage and projected low maintenance costs. The J7 PHEV comes with a 7-year/200 000 km vehicle warranty, providing exceptional peace of mind. Furthermore, the battery pack, a critical and expensive-to-replace component, is covered by an impressive 10-year warranty.

*The Jaecoo J7 PHEV’s electric motor and hybrid battery are expected to last the life of the vehicle.*

The longevity of electric motors and batteries is a key advantage of hybrid and battery-electric vehicles. Manufacturers say that those components are designed to last the vehicles’ lifetimes, which suggests PHEVs’ long-term maintenance costs could be significantly lower than those of ICE vehicles. Overseas consumer reports have indicated this trend, highlighting the financial benefits over a PHEV’s lifespan.

Given that the technology is still new, consumers are understandably concerned about maintaining a PHEV outside of its warranty, but as sales of such vehicles steadily gather momentum, independent workshops will inevitably adapt to provide the necessary servicing expertise. The growing charging network will further enhance the practicality and long-term viability of PHEV ownership in Mzansi.

Pricing & Competition: A Value-Driven Proposition

Jaecoo J7 PHEV side — *Not just a car at a good price, but a good car at a great price*.

In July 2025, the Jaecoo J7 1.5T SHS PHEV costs R689 900, which positions it very competitively within the burgeoning hybrid segment. The high-spec version of the Chery Tiggo 7 PHEV is priced similarly.

The vehicle is sold with a 5-year/75 000 km service plan, a 7-year/200 000 km warranty, a 10-year/200 000 km warranty for certain electric drive unit components, a 10-year/1 million km engine warranty, and a new industry-leading 10-year/unlimited km power battery pack warranty (for the first owner, reverting to 10 years/200 000 km for subsequent owners). Buyers also receive 7 years of roadside assistance.

New Jaecoo J7 Specs & Prices in South Africa

Find a new/used Jaecoo J7 listed for sale on Cars.co.za

Verdict

The Jaecoo J7 PHEV is a vehicle that genuinely impresses. The seamless integration of its advanced powertrain, remarkable fuel efficiency, intuitive and refined luxury interior, and comprehensive warranty package combine to create a compelling offering in the fiercely contested medium SUV segment.

Jaecoo J7 PHEV rear — *PHEVs are all the rage and rightfully so; most are excellent*.

While intrusive safety system warnings were a minor annoyance of the J7 package, Jaecoo’s subsequent software update demonstrates the brand’s responsiveness to market feedback. The compromised load-bay capacity is a minor trade-off for the hybrid technology and remains practical for most needs.

The J7 PHEV marks a new era for Chinese car brands in South Africa, proving that value no longer means compromises on quality, technology, or driving pleasure. It’s an SUV that deserves serious consideration from anyone looking to embrace the future of motoring without sacrificing practicality or their budget.

Want to purchase a Jaecoo? Browse vehicles for sale

Read all the latest Jaecoo news and reviews

Suzuki exec has ‘fingers crossed’ for Jimny bakkie

The head of Suzuki in Australia says he still has his “fingers crossed” for a Jimny bakkie, suggesting that such a model “would be awesome”…

It’s a rumour that’s been circulating for several years, but will it ever happen? Well, Suzuki Australia’s general manager, Michael Pachota, says he still has his “fingers crossed” that the Japanese brand will eventually release a Jimny bakkie.

Speaking to CarExpert, Pachota suggested there would indeed be a market Down Under for a light-commercial vehicle (LCV) version of the popular little 4th-generation SUV – particularly one with a loadbed.

*These days, the Jimny can be ordered in 5-door form, too.*

“A Jimny ute would be awesome in Australia. A Jimmy anything is awesome in Australia,” the executive admitted, saying he would gladly add new body styles to the existing SUV line-up (which these days comprises both 3- and 5-door derivatives).

“I have my fingers crossed and hope and pray that Suzuki Motor Corporation looks down that path, because there’s a huge market here for Australia,” Pachota told the publication.

*The 4th-gen Jimny was revealed as long ago as 2018.*

It’s not the first time Pachota has called on the brand’s Hamamatsu-based bosses to develop a bakkie version of the Jimny. In fact, as far back as January 2019, he revealed he was “pushing for the development” of such a model. More than 6 year later, he still appears hopeful (this after suggesting in mid-2024 that the project “is not dead”).

Of course, the reveal of the Jimny Sierra Pick Up Style concept at the Tokyo Auto Salon show in January 2019 was what sparked Pachota’s initial comments. Then, in 2020, a Suzuki dealer in New Zealand began offering a single-cab conversion for the Jimny, handing the SUV an aftermarket rear tray.

*Suzuki Auto SA’s April Fools’ Day post of 2024 (note the red “bakkie” on the right).*

A little closer to home, Suzuki Auto South Africa published a social-media post – including a manipulated image – on 1 April 2024, saying the “all-new Suzuki Jimny bakkie is finally here”, adding that: “You’ve been asking and we listened!”. Of course, that turned out to be nothing more than an April Fools’ Day gag…

Mazda CX-60 (2025) Price & Specs

The new Mazda CX-60 was introduced in 2023 and sits at the top of Mazda’s range in South Africa. Here’s how much the new flagship Mazda will cost you…

The Mazda CX-60 is the Japanese firm’s newest passenger vehicle and it arrived on local dealership floors in May 2023. The CX-60’s arrival was followed up with the launch of the impressively powerful CX-60 3.3 DE Takumi flagship in 2024 and the firm recently introduced an updated CX-60 to market, boasting improvements to ride quality, handling and refinement.

Revealed in March 2022, the CX-60 is the first of Mazda’s so-called “Large Product” group models and as such rides on the Japanese firm’s new rear-wheel-drive platform. The 5-seater SUV measures 4 745 mm long, 1890 mm wide and stands 1 680 mm tall, with a wheelbase of 2 870 mm.

*The new CX-60 will slot in above the CX-5 (PHEV pictured).*

That makes it 170 mm longer from bow to stern than the CX-5 (with an extra 170 mm between its axles as well) above which it is positioned. Mazda claims a luggage capacity of 570 litres (including under-floor storage), a figure that balloons to 1 148 litres with the rear bench folded flat.

In South Africa, 3 derivatives are available to buyers, including the base CX-60 Dynamic front-wheel-drive derivative, the all-wheel-drive CX-60 Individual derivative and the range-topping CX-60 3.3 DE Takumi.

Take a look at specification details for the Mazda CX-60

What are the engine options for the new CX-60?

*A naturally aspirated 2.5-litre petrol engine is offered for the CX-60 in South Africa.*

The CX-60 in South Africa is powered by the brand’s atmospheric 2.5-litre, 4-cylinder petrol engine – yes, a version of the unit that has long done duty in the CX-5. Outputs are pegged at 141 kW and 265 Nm and comes paired with a new 8-speed self-shifting gearbox.

The range is headlined by the all-wheel-drive CX-60 3.3 DE Takumi which draws its motivation from a 3.3-litre turbocharged 6-cylinder diesel with mild-hybrid technology and delivers 187 kW and 550 Nm while sprinting from zero to 100 kph in 7.3 seconds!

How much does the Mazda CX-60 cost in South Africa?

Model	Price
Mazda CX-60 2.5 Dynamic	R778 500
Mazda CX-60 2.5 AWD Individual	R888 700
Mazda CX-60 3.3 DE Takumi	R1 085 100

The CX-60 is sold with a 5-year/unlimited km warranty and a service plan of the same duration.

Buy a used Mazda CX-60 on Cars.co.za

Frequently Asked Questions

What engines are available in the Mazda CX-60 in South Africa?

The Mazda CX-60 is available with two engine options in South Africa. The range includes a 2.5-litre, naturally aspirated petrol engine with 141 kW and 261 Nm of torque. The flagship model is powered by a 3.3-litre turbocharged inline-6 diesel engine with mild-hybrid technology, which delivers 187 kW and a substantial 550 Nm of torque.

What is the safety rating of the Mazda CX-60?

The Mazda CX-60 has been awarded a 5-star Euro NCAP safety rating. It scored highly in tests for adult and child occupant protection. The vehicle is equipped with a comprehensive suite of safety features, including multiple airbags and Mazda’s i-Activsense driver-assistance technologies like Smart Brake Support and Lane-keep Assist.

Does the Mazda CX-60 come with a warranty and service plan in South Africa?

Yes, all new Mazda CX-60 models in South Africa are sold with a 5-year/unlimited-kilometre warranty and a 5-year/unlimited-kilometre service plan, providing comprehensive peace of mind for owners.

What are the main competitors of the Mazda CX-60?

The Mazda CX-60 competes in the premium mid-size SUV segment. Its main rivals include the Volkswagen Tiguan, Hyundai Tucson, Kia Sportage, and even entry-level models from premium brands like the Audi Q5, BMW X3, and Mercedes-Benz GLC.

New Volvo ES90 locked in for South Africa

It’s official: the new Volvo ES90 is due to launch in South Africa in “early 2026”, combining a fully electric powertrain with a fastback body style…

Volvo Car South Africa has confirmed that the new ES90 fully electric fastback is scheduled to launch locally in “early 2026”.

Revealed in March 2025, the new ES90 is available exclusively in battery-powered guise, unlike the S90 sedan that exited the local market towards the middle of 2024. In fact, the Swedish brand’s fresh-faced fastback shares its SPA2 platform with the similarly box-fresh EX90.

Though it’s not yet clear which derivatives will be offered in Mzansi, the Single Motor (rear-wheel-drive) version of the ES90 available overseas generates 245 kW and 480 Nm, facilitating a claimed 0-100 kph time of 6.9 seconds and a WLTP range of 650 km from the 92 kWh (nominal) battery pack.

The Twin Motor variant, meanwhile, gains an extra electric motor on the front axle, resulting in all-wheel drive and boosting peak outputs to 330 kW and 670 Nm. This, in turn, translates to a claimed sprint to 3 figures in 5.5 seconds and a single-charge WLTP range of 700 km from a larger, 106 kWh (nominal) battery pack.

Finally, the Twin Motor Performance flagship derivative boasts maximum outputs of 500 kW and 870 Nm, along with a claimed 4.0-second 0-100 kph time. Volvo says this range-topper – which employs the same size battery pack as the standard Twin Motor – will likewise travel 700 km on a single charge.

The ES90 debuts Volvo’s 800-volt electric system, which the company claims allows for faster charging, “improved overall performance” and better efficiency compared to a 400-volt system. According to the Gothenburg-based automaker, plugging in the ES90 at a 350 kW fast-charging station for just 10 minutes will add 300 km of range.

Just how big is the ES90? Well, it measures precisely 5 000 mm from nose to tail, while its wheelbase comes in at 3 100 mm. Produced at parent company Geely’s Zhejiang factory in China, the electric fastback has a listed luggage capacity of 424 litres (expandable to 733 litres by dropping the rear seats). There’s also a 22-litre “frunk” that the brand says is ideal for storing charging cables.

Look out for more details on the new Volvo ES90 ahead of its scheduled launch in early 2026. Before then, however, Volvo Car SA says it plans to introduce the EX30 Cross Country (in Q3 2025) as well as the facelifted XC60 and refreshed XC90 (both at some point in Spring).

Ferrari 599 GTO: Classic Drive

We spent an early morning at the ‘wheel of only the 3rd Ferrari to wear the GTO badge. Fifteen years since its launch, is the 599 GTO still one of the best modern Ferraris?

Even for the most “experienced” car enthusiast, there are times when you just can’t help feeling like a kid in a candy store. It can happen when you walk into a Ferrari dealership and see a new model in the metal for the first time, make a pilgrimage to the Ferrari Museum in Maranello, or walk into a collector’s garage.

That last possibility is especially appealing… In addition to marvelling at the collection, nothing beats quizzing an owner and fellow enthusiast about the details of their treasure trove. Why, when, and how did it all start? What are the cars like to drive? How much restoration did they require? What are their quirks?

That brings me to this 599 GTO, the pinnacle of a Ferrari collection located on South Africa’s lush and picturesque east coast. More recent highly-focused front-engined, rear-wheel-drive V12 Prancing Horses such as the F12tdf and the 812 Superfast, 812 GTS and especially 812 Competizone, have revitalised interest in their Gran Turismo Omologato (GTO) predecessor, which debuted in 2010.

The 599 GTO was conceived as a thoroughbred road racer, developed with know-how from the 599XX track car. It is only the third Ferrari to boast the fabled GTO name; before the 599 GTO, the moniker had only been applied to the 250 GTO of 1962 and that bedroom pin-up from 1984, the 288 GTO.

Like its earlier namesakes, the 599 GTO stands out from its contemporaries. Compared to a standard 599 GTB Fiorano, the GTO received different side sills, a massive rear diffuser, and a small boot spoiler.

These changes give it a notably more hunkered-down appearance, as well as doubling the amount of downforce (144 kg at 200 kph). The flying buttresses remain the most striking design element, although the new/revised air inlets and outlets on the bonnet, front fenders, behind the doors and rear wheels certainly catch the eye. They also confirm a lot of cooling is needed for both engine and brakes.

Specifications:

Model: Ferrari 599 GTO
Engine: 6.0-litre 48-valve V12, petrol
Power: 493 kW at 8 250 rpm
Torque: 620 Nm at 6 500 rpm
Transmission: 6-speed automatic, RWD
Kerb weight: 1 605 kg
0-100 kph: 3.35 sec (claimed)
Top speed: 335 kph (claimed)

I open the 599 GTO’s bonnet just to marvel at the engine that I will experience in action the following day.

The 6.0-litre V12’s valve covers and inlet manifold wear the classic red-crinkle finish, and the famed GTO nomenclature is neatly engraved on a plaque near the front of the engine bay. It’s striking to realise how far back the V12 sits in the engine bay; are the last 2 cylinders nestled under the dashboard? Anoraks will point out that the Prancing Horse on the grille is silver, while the one on the rear of the car is black.

What the Ferrari 599 GTO is like to drive

The following morning, we are due to meet the owner of the Ferrari 599 GTO at a service station just before sunrise. As we wait, the tranquillity of dawn is suddenly shattered by the deep, sharp exhaust note of the evocative, limited-numbers car. We get the photoshoot done… and then I’m handed the red key.

Sinking into the driver’s seat of any V12-engined Ferrari is always a memorable occasion, but as my gaze drifts to the GTO badge on the passenger side of the dashboard, it strikes me that this Maranello-made machine belongs to a class far beyond most supercars – my hands suddenly trembling with anticipation.

There are further clues that the 599 GTO is no ordinary Ferrari. Its red line sits at 8 500 rpm, which is “a full” 100 rpm higher than that of its GTB sibling. There’s not a single carpet – only metal plates on the floor – and carbon fibre trim is used generously throughout. Features such as manually adjustable sports seats – just one of many weight-saving changes – contribute to a 100 kg reduction in kerb weight.

The driver’s seat holds me tightly, from my abdomen to my shoulders, yet its base remains surprisingly soft and supportive. The 4-point harness secures with a standard seatbelt clip.

One could hardly forget they are sitting in a Ferrari, but if they did, reminders abound: Prancing Horses feature on the ‘wheel, air vents, rev counter, headrests, harness pads, and even the seatbelt clip itself.

The instrument cluster illuminates as I turn the key. With my foot on the brake, I pull both paddles to select neutral and press the enticing Engine Start button on the left-hand side of the wheel boss.

The 493 kW/620 Nm V12 fires instantly, with an urgent – but not raucous – bark, before settling into an idle that is a bit subdued yet charged with intent. A pull of the right paddle selects 1st gear, and I ease the Ferrari’s long nose onto the road, heading for a ribbon of tarmac threading through lush scenery.

Having warmed up thoroughly during the photoshoot, the entire Ferrari 599 GTO is at optimal operating temperature. I know this because the Virtual Race Engineer (the digital display to the left of the rev counter) illuminates engine, brakes, and tyre readouts in green within an outline of the car. I am further prompted by a green-highlighted “Go,” signalling that the GTO is ready to be exploited to its fullest.

Remarkably pliant ride quality

Nevertheless, I short-shift up to 4th and am immediately struck by how tractable the car is at a gentle pace. Even with the manettino switch dialled to Race mode (with the magnetorheological dampers set up for dynamic handling), the ride remains remarkably pliant for such a focused machine. The 6-speed F1 gearbox, however, is not keen on being treated so delicately in its sharpest setting; it feels as though it’s impatient for me to spur on the V12 so that it can deliver those rapid gear changes that are its forte.

Now for the real test. I pull the 599 GTO’s left ‘shift paddle twice; the exhaust ends bark as the V12’s revs spike. Then, with 2nd gear engaged, I bury my right foot on the metal accelerator pedal. The needle erupts towards the red line, and the GTO lunges forward. At 6 000 rpm, the first upshift light flashes atop the steering wheel, followed by the full row of LEDs as the needle soars well past 8 000 rpm.

I pull the right paddle (to upshift), wait for the LEDs to fill again, then pull it once more. Each flat-out upshift delivers a solid thump; the V12 howls, the acceleration becomes relentless – a vivid, unfiltered rush that ranks amongst the most visceral driving experiences I have ever had.

In an era in which turbochargers have become a fixture in almost every supercar, the 599 GTO’s instant throttle response and direct link between pedal and piston is a revelation. If you appreciate the nuances of driving, this is pure, normally aspirated magic.

This quality is also apparent on the overrun. I’ve never encountered a Ferrari with such pronounced engine braking – it feels as though the 599 GTO reacts as quickly as I can process thought, fostering an extraordinarily intimate, almost telepathic, connection between car and driver.

As the road twists through the countryside, I can begin to appreciate the 599 GTO’s wider dynamic repertoire. Steering weight is perfectly judged – not too heavy, not too light – while feel through the ‘wheel is exceptional. The rack is quick, the Ferrari responds crisply to each input, and the massive carbon-ceramic brakes go about their business with authority, but they’re easy to modulate.

Scrubbing off speed is as simple as leaning on the left pedal, which delivers communicative feedback. The Ferrari feels far less imposing from the inside than I expected. Outward visibility is excellent, with only part of the bonnet visible from the driver’s seat (because it plunges sharply towards the bumper).

Ferrari 599 GTO rear three-quarter tracking shot

Compared to something like the Mercedes-Benz SLS AMG, with its vast bonnet and blunt nose, the GTO seems compact, even if it’s larger and feels more substantial on the road than mid-engined V8 Ferraris.

Before my time with the Ferrari concludes, I indulge in a few more full-bore runs, amazed by how eagerly this 6.0-litre V12 rips through its rev range. Judging by the reactions it elicits, the 599 GTO’s exhaust note seems to be as much a treat for passers-by as for those lucky enough to sit inside the Ferrari.

The 599 GTO might be a decade and a half old, yet somehow it feels as fresh as if it were launched just a couple of years ago. At no point do I sense any specific shortcoming, though if pressed, I would criticise the relatively clunky transmission. While it’s capable of upshifts in as little as 60 milliseconds, the single-clutch F1 ’box cannot match the shift speeds and smoothness of modern dual-clutch transmissions.

Nevertheless, from behind the wheel, it is wholly in keeping with the 599 GTO’s character.

While conducting some research after my drive, I came across an interview with then Ferrari chairman Luca di Montezemolo, who noted the 599 GTO was quicker around both Mugello (and Fiorano, for that matter) than an Enzo. At launch, this version of the 599 was Ferrari’s fastest and most powerful car.

Summary

The GTO is as rare as it is coveted, and even today, it remains a devastatingly quick car. Upon launch, all 599 units were allocated to hand-picked Ferrari clients before the car had even been unveiled publicly.

Although the 599 GTO was significantly more expensive than its 599 GTB (Fiorano) sibling in 2010, those who were lucky enough to purchase one will have made an excellent investment: today (July 2025), the going rate for a Ferrari 599 GTO can range from R13 million to R16 million, depending on condition.

Despite these values, the owner of this particular Ferrari 599 GTO hasn’t locked it away as a museum piece. He’s undertaken several long-haul journeys, including a 1 000 km round trip to Johannesburg. He admits each outing is treated as a special occasion – and, in his position, I would do exactly the same.

Find a classic Ferrari listed for sale on Cars.co.za

Chinese brand JMC revived in South Africa

It’s official: Chinese brand JMC is returning to South Africa, set to relaunch later in 2025 with the Vigus bakkie, followed by the new Ford-powered Grand Avenue…

Yes, another Chinese brand is making a comeback in South Africa. Jiangling Motors Corporation (JMC) is due to return to the market later in 2025, this time distributed locally by Salvador Caetano Auto SA (the company that’s also responsible for GAC Motor in Mzansi).

Having once offered both passenger cars (like the Landwind) and light-commercial vehicles (such as the Vigus) locally, JMC will mark its return with products in the latter category. The Chinese marque is set to reintroduce itself to South Africans with the current-generation Vigus bakkie before the end of the year.

The next-generation Vigus is planned for a local launch – in both single- and double-cab guise – in early 2026, with the Grand Avenue double-cab bakkie also confirmed. The Carrying Plus, meanwhile, looks set to play in the medium-commercial vehicle space.

Though Salvador Caetano Auto SA has yet to reveal specific details about its dealership plans, it says local customers can expect a “renewed, reliable and service-focused distribution and support network”.

Back in June 2024, Cars.co.za discovered trademark filings that suggested the JMC Grand Avenue could be on its way to SA. At that time, WilGin Holdings (which incidentally distributes DFSK products locally) had taken over the parts, servicing and warranty responsibilities of the JMC brand in Mzansi.

We found that in July 2023, JMC’s head office in Nanchang had applied to register the “Grand Avenue” badge here in South Africa, with the application accepted in May 2024 and the trademark advertised in June 2024 (and subsequently registered in November last year). JMC’s head office in China also renewed its “Vigus” trademark in SA in January 2024.

Available exclusively in double-cab form, the Grand Avenue measures 5 450 mm from nose to tail and has a wheelbase of 3 270 mm. While that makes it 100 mm longer than a Ford Ranger double cab, the JMC’s wheelbase is exactly the same as that of the Blue Oval bakkie.

For the record, JMC builds the Chinese-spec Ranger at its Xiaolan assembly plant (the same production site of the Grand Avenue, we suspect) as part of its joint venture with the Dearborn-based automotive giant. In addition, the Ford Territory currently offered in South Africa is also built by JMC, though at its Fushan facility.

In China, the Grand Avenue is produced in both petrol and diesel form, each available in 4×2 and 4×4 guise. The petrol engine is a version of Ford’s turbocharged 2.3-litre, 4-cylinder EcoBoost unit, which in (detuned) JMC guise offers 180 kW and 400 Nm through either a Getrag (MT82) 6-speed manual gearbox or a ZF-supplied 8-speed automatic transmission.

There’s also a 2.3-litre, 4-cylinder turbodiesel motor that JMC describes as the 5th generation of Ford’s “Puma” engine series (though its displacement of 2 296 cc doesn’t quite line up with any Blue Oval mills we can find). This oil-burning powerplant churns out 130 kW, while peak torque is listed as 400 Nm for the manual model and 450 Nm in the case of the self-shifting version.

GWM P300 2.4TD (2025) Price & Specs

The GWM P300 is positioned as a thoroughly updated version of the P-Series. Here’s how much the fresh 2.4-litre turbodiesel double-cab variants cost…

The GWM P300 hit the market in South Africa in February 2025, touching down as a thoroughly facelifted version of the P-Series bakkie. The big news, of course, is the local availability of a new 2.4-litre turbodiesel engine at the top of the line-up.

Desmond Els, Sales Director at GWM South Africa, told us late in 2024 that the commercial derivatives will again employ the brand’s familiar 2.0-litre turbodiesel engine, while passenger-spec variants will be available with a choice of either this motor or the newer 2.4-litre unit.

*The P300 will be available with a new 2.4-litre turbodiesel engine.*

From February 2025, the new 2.4-litre oil-burning motor (codenamed GW4D24) – which debuted in the larger P500 that arrived locally in August 2024 and before being added to the Tank 300 line-up in March 2025 – launched in a trio of double-cab derivatives.

The GWM P300 2.4TD LT 4×2 9AT is priced at R599 900 (a marginal increase of R1 050 over the P-Series 2.0TD equivalent), while the GWM P300 2.4TD LT 4×4 9AT starts at R649 900 (interestingly, a R3 850 decrease over the outgoing 2.0TD version). Finally, the GWM P300 2.4TD LTD 4×4 9AT comes in at R699 900, some R4 950 more than before.

*The new motor will be available in passenger-spec double-cab derivatives.*

However, in July 2025, GWM SA rolled out 2 more derivatives, each employing the more accessible LS grade. The GWM P300 2.4TD LS 4×2 9AT is priced at R529 900, while the GWM P300 2.4TD LS 4×4 9AT kicks off at R579 900.

As a reminder, the older 2.0-litre oil-burning mill makes 120 kW and 400 Nm, while the new 2.4-litre (likewise 4-cylinder) turbodiesel engine generates peak outputs of 135 kW and 480 Nm, with drive delivered via a 9-speed automatic transmission rather than the 8-speeder mated to the smaller-capacity engine.

*The P300 wears the “Poer” badge in China (and the “Cannon” nameplate in Australia).*

Claimed consumption comes in at 7.4 L/100 km in the case of the P300 2.4TD 4×2, with this figure rising to 8.0 L/100 km for the 4×4 version and further still to 8.2 L/100 km for the likewise all-paw LTD. The 4×2 drivetrain is rated to tow 3 000 kg (braked), while the 4×4 version boasts a braked towing capacity of 3 500 kg.

The new LS trim level comes with items such as 18-inch alloy wheels, LED headlamps, roof rails, fixed sidesteps, an electric-lock tailgate, tyre-pressure monitoring, 6 airbags, keyless entry, push-button start, automatic air-conditioning, a 12.3-inch touchscreen, a reverse-view camera, wireless smartphone charging, a 6-speaker sound system and a 7-inch digital instrument cluster.

*The LS grade joined the P300 range in July 2025.*

The LT grade adds features such as leather upholstery, a 6-way electrically adjustable driver’s seat (with 4-way adjustment for the front passenger), front-seat heaters, adaptive cruise control, an electro-chromatic rearview mirror, a sunroof and various driver-assistance features.

What about the P300 LTD? Well, this flagship off-road-ready derivative boasts extra items such as an oil-cooling fan, front-and-rear electronically controlled diff locks, a front winch, a snorkel, added underbody protection, front-seat ventilation and a front-centre airbag (for a total of 7). However, it seems to stick with the styling of the outgoing P-Series version.

*The P300 LTD appears to inherit the styling of the outgoing P-Series LTD.*

Compared with the outgoing P-Series, the P300 LT features a new grille design, along with a restyled front bumper housing updated foglamps. The wheel-arch extensions, too, have been tweaked. Inside, the revised bakkie gains a freestanding 7-inch colour LCD instrument cluster and the aforementioned 12.3-inch touchscreen (as opposed to the old integrated 9-inch item) that likewise sits proud of the facia.

To refresh your memory, the P-Series range launched in Mzansi in December 2020. The outgoing line-up comprises 17 derivatives (4 single cabs, 8 “commercial” double cabs and 5 “passenger” double cabs) – if you don’t count the trio of P500 variants, that is – with pricing running from R413 050 to R694 950.

While this bakkie wears the “Poer” badge in China and the “Cannon” nameplate in Australia, it has been known as the P-Series in South Africa since launch. However, with this mid-cycle update, GWM has seemingly opted to switch to the “P300” moniker, positioning the updated model below the larger P500.

In 2024, local registrations of the GWM P-Series slid 18.0% year on year to 3 659 units, seeing the Chinese-made bakkie drop a place to 8th. The firm’s local division will be hoping both this fresh P300 2.4TD engine option and the likewise updated remainder of the range (which should follow at a later stage) help to grow sales in 2025.

*Article originally published on 30 January 2025 and updated in February and July 2025.

How much does the new GWM P300 2.4TD cost in SA?

GWM P300 2.4TD DC LS 4×2 9AT – R529 900

GWM P300 2.4TD DC LS 4×4 9AT – R579 900

GWM P300 2.4TD DC LT 4×2 9AT – R599 900

GWM P300 2.4TD DC LT 4×4 9AT – R649 900

GWM P300 2.4TD DC LTD 4×4 9AT – R699 900

The prices above include GWM South Africa’s recently launched 7-year/200 000 km warranty and a 7-year/75 000 km service plan.

Mazda CX-30 (2025) Price & Specs

Mazda Southern Africa recently upgraded the standard equipment list of its Mazda CX-30 boutique crossover range. Here’s a summary of the derivatives and what they cost.

The Mazda CX-30 fits into a niche above small crossovers but beneath premium crossovers. In 2021, we reviewed the Mazda CX-30 2.0 Dynamic and the range gained a Carbon Edition variant in 2022. The CX-30’s rivals include the Hyundai Kona, Honda HR-V, Jaecoo J7, Opel Mokka and Volkswagen T-Roc.

What does the Mazda CX-30 offer?

“With a solid base of standard features, this latest update (to the Mazda CX-30) ensures customers have a variety of choices across the range,” a Mazda Southern Africa spokesman was quoted as saying.

All CX-30 “Editions” are powered by a 2.0-litre 4-cylinder petrol engine, which delivers peak outputs of 121 kW and 213 Nm of torque, and is mated with a 6-speed automatic transmission.

2.0 Active Edition

All Mazda CX-30 derivatives feature LED headlamps, 16-inch alloy wheels, Mazda i-Stop, a leather-trimmed ‘wheel and transmission lever, push-button start, auto headlamps and -wipers, a head-up display, auto-dipping rear-view mirror, cruise control, auto folding mirrors and electronic parking brake.

All variants, including the entry-level 2.0 Active Edition, now feature a 10.25-inch infotainment screen (with touch functionality when the car is stationary, plus Android Auto and wireless Apple CarPlay), while the standard 8-speaker audio system is supplemented by a pair of USB (type C) ports.

2.0 Dynamic Edition

Beyond the tech upgrades to the 2.0 Active Edition, the 2.0 Dynamic Edition comes with 18-inch alloys, daytime running lights, parking sensors, smart keyless entry, dual-zone climate control, steering-wheel-mounted shift paddles, a wireless charging pad, a reverse-view camera and rear air vents.

2.0 Carbon Edition

The 2.0 Carbon Edition can be distinguished by black metallic 18-inch alloy wheels and matching side-mirror caps, while the cabin has red contrast stitching, a sunroof and an electrically operated tailgate.

2.0 Individual Edition

Like the 2.0 Carbon Edition, the range-topping 2.0 Individual Edition is also adorned with black metallic 18-inch alloy wheels and side mirrors, but additionally features what Mazda Southern Africa describes as a “retro sports” interior trimmed in black and terracotta suede and faux-leather combination upholstery.

Other notable standard equipment in the 2.0 Individual Edition (over the 2.0 Carbon Edition) include an 8-way power adjustable driver’s seat (including lumbar and with memory function), a 12-speaker Bose audio system, a frameless rear-view mirror, a blind-spot monitor as well as rear cross-traffic alert.

Safety equipment for the range includes dual front-, side- and curtain airbags, ABS with EBA and EBD, dynamic stability control, hill-hold assist, auto door lock and child-seat anchor points (ISOfix).

Watch Ciro De Siena’s video review of the 2021 Mazda CX-30

How much does the 2024 Mazda CX-30 cost in SA?

CX-30 2.0 Active Edition AT	R531 800
CX-30 2.0 Dynamic Edition AT	R579 400
CX-30 2.0 Carbon Edition AT	R597 500
CX-30 2.0 Individual Edition AT	R641 900

All prices (correct in August 2024) include a 5-year/unlimited km warranty and service plan.

New Mazda CX-30 Specs & Prices in South Africa

Find a new/used Mazda CX-50 listed for sale on Cars.co.za

Frequently Asked Questions

What engine is available in the Mazda CX-30 in South Africa?

The Mazda CX-30 in South Africa is powered by a 2.0-litre, naturally aspirated Skyactiv-G petrol engine. This engine produces 121 kW of power and 213 Nm of torque and is exclusively paired with a 6-speed automatic transmission across all models.

Is the Mazda CX-30 an SUV or a hatchback?

The Mazda CX-30 is a compact crossover. It is positioned between the CX-3 and the CX-5 in Mazda’s SUV lineup. While it shares its platform with the Mazda3 hatchback, it offers a higher ground clearance and a more rugged body style, making it a distinct crossover model.

What is the safety rating of the Mazda CX-30?

The Mazda CX-30 has a 5-star Euro NCAP safety rating. It scored highly in tests for adult and child occupant protection. Standard safety features include seven airbags (including a driver’s knee airbag), ABS with EBD, and Dynamic Stability Control. Higher-end models also feature a range of advanced driver-assistance systems.

What are the different models of the Mazda CX-30 available in South Africa?

The Mazda CX-30 is available in several trim levels, including the Active, Dynamic, Carbon Edition, and Individual. Each model comes with a progressive list of standard features, with the top-of-the-range Individual model offering premium equipment like a 12-speaker Bose sound system and additional driver-assist technologies.

Ford SA recalls EcoSport, Puma, Everest and Ranger

Ford has issued safety recalls for over 5 700 vehicles in Southern Africa, with the EcoSport, Puma, Everest and Ranger all affected. Here’s what you need to know…

Ford Motor Company of Southern Africa has issued safety recalls for certain versions of the EcoSport, Puma, Everest and Ranger, with as many as 5 718 units affected in total.

The Blue Oval brand says its recall action for the since-discontinued EcoSport involves some 2 872 units, 2 806 of which were sold in South Africa (along with 25 units in Botswana and 41 in Namibia). Built between April 2021 and July 2022, Ford says the front half shafts in affected vehicles “may not have been fully inserted into the transmission during assembly, creating the potential for the half shaft to disengage from the transmission”.

“If the half shaft disengages, there is a possibility of loss of engine power while driving. It may also result in a vehicle rollaway when the vehicle is placed in ‘Park’ without the park brake being applied. Both conditions increase the risk of an accident,” the Dearborn-based automaker’s local division said in a statement.

Meanwhile, 1 796 units of the Puma (1 775 sold in SA, along with 6 units in Botswana, 13 in Namibia and 2 in Swaziland) built between November 2021 and September 2024 have also been recalled. The company says it has “become aware of a number of Ford Puma vehicles where a fuel line may rub against a bracket, damaging the fuel line”.

“Over time, the fuel line damage may result in a fuel leak. This potential issue may result in an engine stall or, in the presence of an ignition source, a fire. Owners may notice fuel odour, fuel leaking beneath the vehicle, or smoke from fuel on a hot surface.”

The third safety recall relates to certain Ranger and Everest derivatives fitted with 3.0-litre V6 turbodiesel engines. Ford says there is “a possibility that the left-side camshaft sprocket” in the affected vehicles (built between June 2022 and March 2025) may “fracture, causing the engine to stall. An engine stall without warning increases the risk of an accident”.

In total, 1 050 units of the V6-powered Ranger and Everest are included in this recall, with 995 units having been sold in SA, 17 in Botswana, 34 in Namibia and 4 in Swaziland. The Ranger accounts for 571 units (534 in SA, 10 in Botswana, 24 in Namibia and 3 in Swaziland), while the Everest accounts for the remaining 479 units (461 in SA, 7 in Botswana, 10 in Namibia and a single example in Swaziland).

In each case, Ford says it’s “contacting affected customers and advising them to contact their preferred dealer to schedule an appointment. The dealer will inspect the vehicle and carry out the necessary repairs. This service will be performed on all affected vehicles at no charge to the customer”.

The Blue Oval brand furthermore suggests customers check if their vehicle is affected (by these or any other recalls), by entering their VIN at the following link: www.ford.co.za/owner/recalls/. They are also encouraged to call Ford’s “Customer Relationship Resolution Centre” on 0860 011 022 (or +2712 843 5824, in the case of international callers) or email them on [email protected] should they have any queries.

Mercedes-Benz 500SLC: Classic Drive

The Mercedes-Benz 500SLC is one of the rarest C107-series variants, but arguably the best iteration of the Three-pointed Star’s underappreciated sports coupe. We drive an example that has been owned by an enthusiastic collector for 2 decades.

Specifications

A better cruiser than its celebrated SL sibling

What the Mercedes-Benz 500SLC is like to drive

Summary

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Jaecoo J7 PHEV review: Game-Changer in the Hybrid Landscape

Ciro De Siena gets to grips with the Jaecoo J7 1.5T SHS PHEV, the Chinese brand’s first plug-in hybrid SUV in the South African market. Just how efficient is it?

FAST FACTS

Serious about buying/selling?

Where does the Jaecoo J7 PHEV fit in?

Performance & Driving Impressions: Effortless Power

Fuel Economy: A Glimpse into the Future

Technology & Safety Features: Intuitive & Refined

Design & Interior: Bold Presence, Luxurious Comfort

Practicality: Smart Solutions for Everyday Life

Maintenance & Warranty: Peace of Mind for the Long Haul

Pricing & Competition: A Value-Driven Proposition

Verdict

Suzuki exec has ‘fingers crossed’ for Jimny bakkie

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Specifications:

What the Ferrari 599 GTO is like to drive

Remarkably pliant ride quality

Summary

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2.0 Active Edition

2.0 Dynamic Edition

2.0 Carbon Edition

2.0 Individual Edition

How much does the 2024 Mazda CX-30 cost in SA?

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What engine is available in the Mazda CX-30 in South Africa?

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