Mercedes-Benz (R107) 500SL vs (R231) SL500: Classic Comparison

Considering the 30-year gap between them, is the genteel R107-series Mercedes-Benz 500SL any match for the brawny and tech-laden R231-series SL500?

As the engine configuration immortalised by the US muscle-car era, the V8, such as those that power the Mercedes-Benz 500SL and SL500 featured in this classic comparison, was destined to become quite a few car manufacturers’ engine of choice for large vehicles, especially luxurious ones, and sportscars.

IMAGES: Charles Russell

Before the age of downsizing, some consumers considered 6-cylinder motors too small for performance cars, high-revving V10s were reserved for exotica and buttery smooth (but also complicated and thirsty) V12s were predominantly made for those wealthy clients who simply wouldn’t settle for anything less.

So, the V8 represented a happy medium of all the engine configurations, but this wasn’t always the case.

Looking back at its history, the V8 had a rather haphazard birth. Between its implementation in boats and aeroplanes, automotive manufacturers were slow in applying this engine blueprint to their cars.

Mercedes-Benz waited until 1964 to launch its first V8 powerplant in a passenger car, called the 600 Grosser; it set the scene for ‘Benz’s trio of muscular V8 saloons: 280SEL 4.5, 300SEL 6.3 & 450SEL 6.9.

Be it in naturally aspirated form, supercharged, or turbocharged, the V8 has been a pivotal powerplant for the Three-pointed Star. Over the past few decades, V8-engined variants of modern-classic ‘Benz models have drawn keen interest from collectors, especially those who are fans of the iconic SL roadster.

That said, the early generations of this model came with no more than 6 cylinders under the bonnet (in fact, the 190SL that was sold alongside the 300SL Roadster used a 4-cylinder powerplant).

Watch: 1959 Mercedes-Benz 190SL: SentiMETAL Episode 6

Also read: Mercedes-Benz 300SL Roadster: Classic Drive

In fact, the V8 would not play a part in the SL’s history until 1971, when it was slotted into the R107-series 350SL. See also: Mercedes-Benz 350SL vs 450SLC: Classic Comparison. Today, the values of prime R107-series 500SLs have crept close to the asking prices of high-mileage used R231-series SLs.

Surely a car that peaked in the ’80s can’t hold a candle to a model that was launched in the 2010s? Well, perhaps it can; to find out, we spent an afternoon with the Mercedes-Benz 500SL and SL500 drop-tops.

What Mercedes-Benz 500SL & SL500 have in common

Six decades of research and development are immediately evident in the design of these 2 Mercedes-Benz SLs, with the technology on show in the later model being particularly eye-catching.

The R231-series SL500’s headlight clusters hold not only bi-xenon headlamps but also LED DRLs. These clusters force you to look at them, even study them, to fully understand how they function.

Open the bonnets and you realise how far things have progressed over 3 decades. There is a lot of space in the R107’s engine bay, while the newer R231’s bay has barely enough room for a technician’s hand.

There is, however, 1 common theme – in their cabins. The Sindelfingen-based brand tried to introduce more “tradition” in the R231-series SL… As in its R107-series counterpart, there are circular vents in the centre of the SL500’s fascia, but with a more modern, 4-spoke design, which is a classy touch.

This is the only interior similarity, though. Silver detailing abounds in the R231, and its transmission lever is far shorter than the R107’s, with the stubby shifter surrounded by buttons for the Active Body Control suspension and 7-speed auto transmission. The buttons themselves are flush and fall perfectly in line.

Elegant simplicity at the heart of the R107-series SL

In the older Mercedes-Benz 500SL, it is even easier to understand the cabin’s controls. In the ’80s, soft-touch materials weren’t as high on carmakers’ agendas as today. This means the dash, fascia and all their surrounding controls are chunky but durable – they feel substantial when you operate them.

The R107-series roadster’s driving position feels a little odd, though. It’s as if you sit on, rather than in, the seat and reach out to twirl the large tiller sits close to the dash by modern standards. In the R231-series SL500, the driver’s seat is positioned much lower; you feel more ensconced behind the helm.

Specifications:

Model: Mercedes-Benz (R107) 500SL
Years produced: 1980-1989
Engine: M117 5.0-litre V8, petrol
Power: 170 kW at 4 750 rpm
Torque: 404 Nm at 3 000rpm
Transmission: 4-speed auto, RWD
Weight: 1 540 kg
0-100 kph: 8.1 sec (claimed)
Top speed: 220 kph (claimed)

The SL500’s seats offer incredible support and are more comfortable despite a firmer feel than those in the 500SL, which have a springiness that exacerbates road imperfections, such as bumps and dips.

When you peer into your side mirror, the simple, restrained horizontal planes of the R107-series’ sheet metal contrast starkly with the R231-series’ curvy bodywork. The more youthful SL500 has a wide and high rump, while the SL500 features a sleeker and more compact rear end that slopes away slightly.

This is a clear indication of how cars have grown and evolved during the past few decades. I think the SL500’s red leather interior is far more contemporary and inviting than the beige-coloured cabin of its forebear. The greatest contrast of all, however, becomes apparent when the roadsters corner.

The more modern SL’s biturbo 4.7-litre V8 feels almost as powerful as the 5.5-litre biturbo V8 in this generation model’s Mercedes-AMG SL63. Not only is turbo lag minimal, but the engine revs with gusto.

Although the R231-series Mercedes-Benz roadster-cum-coupe is more grand tourer than sportscar, once you drive up/down a mountain pass, the 6th-gen SL500 will surprise you. It gives its driver more feedback than other cars of this type, while the lightweight aluminium body shell facilitates its agility.

Specifications:

Model: Mercedes-Benz (R231) SL500
Years produced: 2012-2020
Engine: M278 4.7-litre V8 biturbo, petrol
Power: 320 kW at 5 250 rpm
Torque: 700 Nm from 1 800 to 3 500 rpm
Transmission: 7-speed auto, RWD
Weight: 1 785 kg
0-100 kph: 4.6 sec (claimed)
Top speed: 250 kph (limited)

You are constantly aware of the newer SL’s size, though. Parking and navigating tight roads require a higher level of concentration than in the 500SL, which feels at its most comfortable when cruising.

The latter car’s in-gear performance can be maximised by using the automatic’s kick-down feature, but the result is always languid progress. The vague steering is actually quite suitable for the mood this car inspires in its driver. Sit back while cruising on an open road, and you can’t help but think back to scenes in the original TV series Dallas in which the Bobby Ewing character enjoyed driving an R107-series SL.

To drop the hardtop of the R231-series SL500, you simply have to press a button. But, if you know what you are doing (and have a helping pair of hands), the R107-series 500SL’s fabric roof can be lowered in roughly the same time (it also came with a removable hard top, but fitting/removing that takes a while).

It is easy to understand why so many considered the Mercedes-Benz SL the ideal roadster for taking a scenic cruise in the 1980s. Until 1985, when the 560SL came along, the 500SL was the most powerful SL in the range. Several generations later and, on paper at least, that is not the case any more.

With its twin-turbo V12, the R231-series Mercedes-AMG SL65 borders on being a supercar, but its useable, on-road performance isn’t dramatically better than that of its SL500 sibling. Compare asking prices of standard and AMG-fettled R231s – you’ll notice there are huge differences between them.

Verdict

Four generations represent a galactic leap in the motor industry, especially if you consider the pace of development and the fact that the R107 had the longest production run of any SL (more than 18 years).

In R231 guise, the Mercedes-Benz SL is a much more serious sports car, with turbocharging part and parcel of the range. These forced-induction, large-displacement engines add to the car’s epically comfortable and tranquil manner, and make the SL even more capable over long distances.

In many ways, the R231-series Mercedes-Benz SL500 is simply in a different league to the relaxing R107-series 500SL, because it is almost a different type of car, a GT with true sportscar ingredients.

The Mercedes-Benz SL has come a long way since the R107-series 500SL, but there is still much to like and admire about its old-school charm. It’s become a collectable classic, after all, and with good reason.

Sometimes, a relaxing drive with an old–school V8 purring away out front is all that you really want…

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

Mazda CX-3 (2025) Specs & Price

Mazda South Africa welcomed its updated CX-3 to South Africa in 2022. Take a look at specification details as well as the latest pricing for the CX-3 in South Africa.

The Mazda CX-3 has been quite the sales success for the Japanese brand. It made landfall in South Africa back in 2015 and many units have found homes in Mzansi. The range was updated in 2018, with some slight visual updates as well as trim and feature upgrades. This lifecycle enhancement was followed by another update in 2022.

What’s changed for the Mazda CX-3?

Changes to the exterior CX-3 is limited but buyers have the choice of a new body colour called Platinum Quartz and inside, the most nitable change is the fitment of a larger MZD Connect infotainment screen which is now 8-inches in size and wireless charging is also offered in higher-spec derivatives.

As far as trim levels go, there’s the enytry-level Active trim, mid-spec Dynamic trim and top-spec Individual trim. But that’s not all, Mazda is also offering the CX-3 Carbon Edition if you seek an extra dose of style.

See specification details for the Mazda CX-3 range

What engine powers the CX-3?

All CX-3 derivatives are powered by a 2.0-litre naturally-aspirated 4-cylinder engine which produces 115 kW and 206 Nm. Customers can choose between a 6-speed manual or a 6-speed automatic transmission.

How much does the Mazda CX-3 cost in South Africa?

*Note that pricing is accurate as of September 2025.

Model	Price
CX-3 2.0 Active 6MT	R417 000
CX-3 2.0 Dynamic 6AT	R479 300
CX-3 2.0 Individual 6AT	R551 600
CX-3 2.0 Carbon Edition	R551 600

The CX-3 is sold with a 5-year / unlimited km warranty and a 3-year / unlimited km warranty.

Frequently Asked Questions

Is the Mazda CX-3 still sold new in South Africa?

The Mazda CX-3 was officially discontinued in South Africa in the first quarter of 2024. While it may still be available as a new vehicle on some dealership floors until stock is sold out, it is primarily available on the used car market.

What engine was used in the Mazda CX-3 in South Africa?

The Mazda CX-3 in South Africa was powered by a 2.0-litre, naturally aspirated Skyactiv-G petrol engine. It produced 115 kW of power and 206 Nm of torque, and was available with both a 6-speed manual and a 6-speed automatic transmission.

What are the key features of the Mazda CX-3’s interior?

The Mazda CX-3 was known for its stylish and well-built interior. Key features included a MZD Connect infotainment system with a rotary dial controller, a head-up display on higher-end models, and high-quality materials, giving it an upmarket feel.

What are the main competitors of the Mazda CX-3?

The Mazda CX-3 competed in the compact crossover segment against rivals such as the Hyundai Creta, Toyota C-HR, and Volkswagen T-Cross. It was praised for its sharp handling and premium design.

Mazda CX-5 (2025) Specs & Price

Mazda Southern Africa introduced the facelifted CX-5 in 2022, which gained subtle design updates and some under-the-skin tweaks. Here’s what you need to know and how much you’ll pay for the Japanese marque’s family car.

The Mazda CX-5 has been updated!

Though changes to the facelifted Mazda CX-5’s exterior styling are best described as minor, the Japanese firm says the mid-cycle update applied to its popular SUV is a “major” one. Indeed, various upgrades have been made beneath the surface, with the company claiming improvement to both driving dynamics and ride comfort.

What’s changed on the facelifted CX-5?

Mazda says the vehicle’s damping control structure has been improved, which combines with increased frame rigidity to ostensibly help suppress vibrations and road noise.

Look closely and you might just notice the revised front bumper, along with fresh light clusters fore and aft. The CX-5 also receives new alloy wheel designs, along with the option of a fresh Zircon Sand Metallic paint colour. Inside, you’ll find an updated seat design allowing a “more natural and comfortable sitting posture”, along with increased luggage space at the rear.

The updated Mazda CX-5’s cabin features updated finishes and trim.

The Fuchū-based automaker says the range-topping Akera derivative benefits from a raft of model-specific updates, including gloss-black detailing on the bumpers, wheel arches, side mouldings and side mirrors, along with larger-diameter dual tailpipes. It furthermore gains red accents on the grille and 19-inch black metallic alloy wheels.

Inside, the Akera model boasts black leather seats with red stitching, a treatment repeated on the likewise leather-trimmed armrest, steering wheel, gear lever and console lid. A black finish on the fascia and door panels, along with black pillars and headliner, complete the dark look.

What engines power the Mazda CX-5?

In early 2024, Mazda rationalised its local lineup and culled all manual, all-wheel-drive and diesel CX-5’s from the range, leaving 3 derivatives in tact with 1 engine option powering the range. The familiar naturally aspirated 2.0-litre, 4-cylinder petrol unit again feeds the front wheels 121 kW and 213 Nm and is available with a 6-speed automatic transmission for Active, Dynamic and Carbon Edition derivatives.

The Carbon Edition introduced early in 2021 remains in the updated CX-5 range.

Meanwhile, the previous CX-5 with all-wheel-drive and the atmospheric 2.5-litre 4-cylinder engine with 143 kW and 258 Nm is no longer sold as new but can be bought as used on Cars.co.za. Finally (and sadly), the previous CX-5 Akera flagship variant powered by Mazda’s 140 kW/450 Nm 2.2-litre turbodiesel unit, has also been put out to pasture but is still very much worth considering as a solid used car buy.

The current generation CX-5 is long in the tooth and Mazda recently revealed an all-new CX-5, which is due to arrive in South Africa in 2026.

How much does the facelifted Mazda CX-5 cost in SA?

*Note that pricing is accurate as of September 2025.

The updated Mazda CX-5 comes standard with a 3-year/unlimited km warranty and service plan.

CX-5 2.0 Active	R570 500
CX-5 2.0 Dynamic	R617 900
CX-5 2.0 Carbon Edition	R688 400

Buy a used Mazda CX-5 on Cars.co.za

Frequently Asked Questions

What engines are available in the Mazda CX-5 in South Africa?

In South Africa, the Mazda CX-5 is primarily offered with a 2.0-litre, naturally aspirated Skyactiv-G petrol engine, which produces 121 kW of power and 213 Nm of torque. This engine is paired with a 6-speed automatic transmission. There are also models with a 2.5-litre petrol engine that deliver 143 kW and 258 Nm of torque, as well as a 2.2-litre turbodiesel variant in some higher-spec models.

What is the safety rating of the Mazda CX-5?

The Mazda CX-5 has a 5-star safety rating from Euro NCAP. It is equipped with a comprehensive set of safety features, including multiple airbags, ABS with EBD, Dynamic Stability Control (DSC), and a range of advanced driver-assistance systems in higher-end models, such as Blind Spot Monitoring (BSM), Lane-keep Assist (LKA), and Smart City Brake Support (SCBS).

Does the Mazda CX-5 come with a warranty and service plan in South Africa?

Yes, all new Mazda CX-5 models in South Africa come standard with a 5-year/unlimited-kilometre warranty, a 5-year/unlimited-kilometre service plan, and 5-year/unlimited-kilometre roadside assistance.

Is the Mazda CX-5 a good family SUV?

The Mazda CX-5 is widely regarded as a good family SUV. It offers a spacious and high-quality interior, a comfortable ride, and a practical boot. Its strong safety ratings and advanced features make it a secure choice for families, while its stylish design and refined driving dynamics make it a popular and compelling option in its segment.

Mitsubishi Destinator Unveiled

The Mitsubishi Destinator has just been revealed, offering 7-seats and turbocharged power. Should it come to South Africa?

The Mitsubishi Destinator has been officially revealed and the Japanese brand has confirmed that it will be sold in Asian markets, Latin America, the Middle East and Africa. It is built at Mitsubishi’s plant in Indonesia, the same factory responsible for Outlander Sport, Xpander and so on.

In terms of size, this new 3-row SUV is about the same length as the Toyota RAV4. The seating arrangement can be folded for additional practicality with the second row splitting in a 40:20:40 fashion, and the third offering 50:50 folding.

From the spec sheets, it appears the Destinator is aimed at families with practicality and comes pretty well equipped. Three rows of seating, a panoramic sunroof, 65-colour ambient lighting, 12.3-inch infotainment screen, 8-inch digital instrument cluster, Yamaha audio system, Type A, Type C USB ports for each row to name but a few.

In terms of safety, Mitsubishi says the Destinator has an advanced driver assistance system which includes things like adaptive cruise control, forward collision mitigation, blind spot warning, and rear cross traffic alert. There are six airbags.

On the technical side of things, the Destinator features a 1.5-litre turbocharged four-cylinder petrol engine which makes 120 kW and 250 Nm, driving the front wheels via a continuously variable transmission (CVT). There are five driving modes and Mitsubishi says the Destinator has a ground clearance of 214 mm and rides on 18-inch wheels.

Will the Mitsubishi Destinator come to South Africa?

We reached out to Mitsubishi Motors South Africa to confirm the availability of this vehicle and the Destinator is earmarked for a local debut in early 2026.

Want to purchase a new or used Mitsubishi? Browse vehicles for sale

Read the latest Mitsubishi news and reviews

Ford SA Boosts Dealership Network With R900m Investment

Ford Motor Company of Southern Africa (FMCSA) has doubled down on the dealership model and is investing heavily in revamping its dealerships into world-class facilities.

FMCSA is making a substantial investment of over R900 million into its dealership network, signalling a strong commitment to the brand’s future in the country. This significant investment is spread across multi-year cycles, with 20 projects currently underway this year alone, valued at R292 million.

Modern Ford Dealership look — *Impression of a new Ford Dealership once upgraded.*

An extra 19 projects are planned through to 2027, demonstrating the Silverton-based manufacturer’s long-term vision for enhancing the Ford customer experience.

The investment is a testament to the trust and belief that FMCSA’s dealer partners have in the brand and its product offerings. While some facilities are multi-franchise, R50 million of the total investment is specifically allocated to Ford facilities.

These investments are categorised into Greenfield and Brownfield projects. Greenfield projects, which involve building from the ground up on undeveloped land and naturally incur higher costs. Brownfield projects, on the other hand, involve the redevelopment of existing facilities to align with new standards.

*When construction was underway at Ford’s Paarden Eiland dealership in Cape Town.*

FMCSA’s commitment extends to providing a comprehensive, 1-stop service at its 118 dealerships across the nation. This means customers can purchase new or Ford-approved used vehicles, access servicing, and buy parts.

This extensive network supports a car park of just under half a million Ford vehicles currently on South African roads. The network also plays a vital role in job creation, directly employing 10 000 people, with a significant ripple effect on downstream employment.

*Interior detail of Paarden Eiland dealership in Cape Town.*

Ford Dealerships and Sales Performance Overview

FMCSA is experiencing the challenges of a market with numerous new entrants. The brand achieved the 4th position in June’s new-vehicle sales, surpassing Hyundai. Last month, the Blue Oval’s market share was 6.5%, contributing to 16 662 units sold year-to-date.

The dealer channel, which is a key focus for Ford, experienced a 13% year-on-year growth from January to June 2025. Ford’s volume in this channel increased by 6.3%, from 13 500 to 14 362 units.

However, Ford’s overall market share has declined slightly. This can be attributed to Ford’s products being positioned at a premium price point in the small crossover segment (vehicles under R500 000).

These segments have driven much of the industry’s growth, particularly benefiting from a “buy down” trend where consumers opt for more affordable vehicles.

While Ford is gaining in these segments, its premium positioning means it does not capture the larger volume seen by brands offering products in the lower price brackets.

Watch Ciro De Siena’s video review of the Mustang Dark Horse:

Model Performance and Market Positioning

Across Ford’s model range, there has been year-on-year growth for the first 6 months of the year. The Everest and Mustang (including the new Dark Horse and GT models) have seen increased sales. The Puma has also sold more units than in the previous year.

The Territory, introduced in May and June 2024, has shown positive momentum with 944 sales over six months, an increase of 185 units compared to the previous year.

Ranger leading sales — *Ranger leads the Double Cab sales charts so far this year.*

The Ranger remains a significant contributor, accounting for 70% of Ford’s volume, and holds a leading position in the double-cab segment with a 22.5% share.

Ford anticipates further advancements with the Ford Territory, especially with the recent launch of the Territory Dark Edition, which is reported to be selling well.

The brand also expects a positive turn for the Tourneo Custom by the end of the year with the recent introduction of the Sport and Titanium variants.

Overall, FMCSA is projecting approximately 8% growth on a year-over-year basis. While the overall industry is up 13% and the dealer industry is up 10%, Ford acknowledges being “about 2 points off” the industry growth in the dealer segment, which they aim to address by year-end.

View Prices and Specifications of new Ford models in South Africa

Find a new/used Ford model listed for sale on Cars.co.za

Suzuki Fronx (2025) Price & Specs

The new Suzuki Fronx is a popular crossover in South Africa. Here’s pricing for this fresh-faced coupé-styled offering…

Suzuki Auto South Africa expanded its range in 2023 with the arrival of the Fronx which slots into the local line-up below the Grand Vitara and indirectly takes over from the outgoing Vitara Brezza.

How big is the Fronx?

Revealed in India, the Fronx is based on the Baleno hatchback but gains extra ride height (with a ground clearance of 170 mm), a “coupé-like sloping roofline” and other distinct styling elements (such as faux skid-plates, front and rear), along with model-specific suspension and steering set-ups. The Fronx measures 3 995 mm long, 1 765 mm wide and stands 1 550 mm tall, with a wheelbase of 2 520 mm. The luggage compartment is able to swallow 304 litres.

In South Africa, the new Indian-built Fronx range numbers 4 derivatives, with pricing running from R298 900 to R362 900. The local range effectively mirrors that of the Baleno, comprising GL and GLX derivatives.

What engine powers the Fronx?

All models are powered by the Japanese firm’s familiar naturally aspirated 1.5-litre, 4-cylinder K15B petrol engine, which here generates 77 kW and 138 Nm (matching the peak outputs of the same engine used in the likes of the Baleno, Ciaz, Ertiga, Grand Vitara and outgoing Vitara Brezza).

The Fronx is offered locally with either a 5-speed manual gearbox or a 4-speed automatic transmission. The former bears a claimed combined fuel economy of 5.5 L/100 km, while the 2-pedal version sips at a 5.7 L/100 km, according to Suzuki.

What standard features are offered for the Fronx?

See specification details for the Fronx!

The GL specification includes items such as black 16-inch alloy wheels (wrapped on 195/60 R16 tyres), automatic LED headlamps, a 7-inch touchscreen infotainment system (with wireless Apple CarPlay), a reversing camera, automatic climate control, cruise control, a leather-trimmed steering wheel and roof rails. The dual-tone cabin (featuring black and burgundy trim) scores a trio of USB ports (2 Type-A and a single Type-C)

Meanwhile, the GLX trim adds items like polished 16-inch alloys, a 9-inch infotainment system, a 4.2-inch information display, wireless smartphone charging, a 360-degree camera system, a head-up display, keyless entry (with push-button start) and an electro-chromatic rear-view mirror.

Range-wide safety features include ABS with EBD, electronic stability control, hill-hold control and dual front airbags. The flagship GLX specification furthermore upgrades to 6 airbags. The colour palette comprises 6 exterior hues, 3 of which are available in conjunction with a black-painted roof.

How much does the new Suzuki Fronx cost in South Africa?

Model	Price
Fronx 1.5 GL 5MT	R298 900
Fronx 1.5 GL 4AT	R319 900
Fronx 1.5 GLX 5MT	R342 900
Fronx 1.5 GLX 4AT	R362 900

Pricing includes a 5-year/200 000 km warranty and a 4-year/60 000 km service plan.

Buy a used Suzuki Fronx on Cars.co.za

Frequently Asked Questions

What engine does the Suzuki Fronx use in South Africa?

The Suzuki Fronx is equipped with a 1.5-litre, naturally aspirated K15B petrol engine. It produces 77 kW of power and 138 Nm of torque. It is available with either a 5-speed manual or a 4-speed automatic transmission.

What is the fuel consumption of the Suzuki Fronx?

Suzuki claims a combined fuel consumption of 5.5 L/100 km for the manual version and 5.7 L/100 km for the automatic. Real-world consumption may vary depending on driving conditions.

What safety features does the Suzuki Fronx have?

Standard safety features across the range include ABS with EBD, electronic stability control (ESP), and hill-hold control. The entry-level GL model comes with dual front airbags, while the top-of-the-range GLX model is equipped with six airbags (front, side, and curtain).

What are the different Suzuki Fronx models available in South Africa?

In South Africa, the Suzuki Fronx is available in two main trim levels: GL and GLX. Both are offered with a choice of a 5-speed manual or 4-speed automatic transmission, making a total of four derivatives.

BMW iX Facelift (2025) Price & Specs

The BMW iX facelift brings numerous changes inside and out, and has been confirmed for a South African market introduction in 2025. Here’s a look at what’s changed, the performance and how much you’ll pay.

The #CarsAwards category winner has received an update. The 2026 BMW iX facelift is locked in for a South African market arrival in the 3rd quarter of 2025.

The BMW iX facelift lands in SA priced significantly more than the predecessor with the range starting from R2 235 000. Currently, the iX xDrive40 retails for R1 735 000, while the xDrive50 comes in at R2 350 000.

Visually, the BMW iX facelift benefits from a new-look radiator grille and BMW SA has confirmed the illuminated kidney grille will be standard for this facelifted model. There are new-look headlights with vertical daytime running lights and these will be of the adaptive LED variety.

BMW SA will be offering the facelifted iX with an optional M Sport package, as well as M Sport package Pro, but for the flagship M70, this will be standard. BMW has some additional colours joining the palette, like Arctic Race Blue metallic, Dune Grey metallic, Carbon Black metallic, BMW Individual Frozen Deep Grey metallic, BMW Individual Frozen Pure Grey metallic, Tanzanite Blue metallic and Space Silver metallic (available from winter 2025 production). The BMW Individual Exterior Line Titanium Bronze is also available as a further option for the BMW iX xDrive45 and the BMW iX xDrive60.

There are new model designations, with xDrive40 falling away in favour of the xDrive45, xDrive60 replacing xDrive50 and the flagship M60 being surpassed by M70 xDrive.

Small refinements in the areas of tyres, wheel bearings, electronics have seen an decrease of around 8% in terms of electricity consumption, and BMW says the xDrive60 has an increased range of around 60 km. The biggest change is the new battery cell technology which sees the battery capacity increased for additional performance and range.

The xDrive45 gets around 30% increase up to 94.8 kWh from 76 kWh while the xDrive60 features a 109.1 kWh battery, and the flagship M70 gets a massive 108.9 kWh battery. There’s a new inverter system that’s more efficient and range has been increased. Based on the WLTP test, the xDrive45 can do 490-602 km, the xDrive60’s range is now at 563-701 km. The adaptive recuperation has also been upgraded to help recoup some range.

In terms of outputs, every derivative has seen an increase in power and performance. The xDrive45 makes 300 kW and 700 Nm, and is good for a 0-100 kph sprint of 5.1 seconds and run to a top speed of 200 kph. The xDrive60 delivers 400 kW and 765 Nm, and does the same dash in 4.6 seconds with a top speed of 200 kph. Finally, the flagship M70 packs 345 kW and 1 100 Nm, sprints to 100 kph in 3.8 seconds and has a top speed of 250 kph. All derivatives feature all-wheel drive.

The cabin of the BMW iX facelift has also received an update, with new materials and new-look seats. The new BMW Operating System 8.5 has been fitted along with updates to the semi-autonomous driving and parking technology.

How much does the BMW iX Facelift cost in South Africa?

The BMW iX facelift is sold with a 5-year/100 000 km Motorplan and will going on sale in the third quarter of 2025. We expect the high-performance M70 pricing to be announced at a later stage.

iX xDrive45	R2 235 000
iX xDrive60	R2 675 000

Tony Viana’s BMW (E34) 535i race car: Classic Drive

BMW South Africa has a rich history of building cars unique to our country, and has achieved notable successes in local track-racing series. We track down a factory-commissioned race car – based on a BMW (E34) 535i – with a unique history.

Imagine, as a youngster in the early ’90s, you eagerly followed circuit racing in South Africa. Then, 30 years later, the 2 factory-commissioned BMW (E34) 535i Class B Wesbank Modified Saloon race cars cross your path, both of which have been meticulously restored, and you decide to acquire 1 of them.

Then, when you sift through some old transparencies, you realise that you had spectated the very car you now own being raced at the same track on which you’ve just done the car’s first shakedown drive!

That sums up Grant Viljoen’s sentimental connection with this rare race car. Apart from being a car fanatic, his love for Bayerische Motoren Werke is undeniable. However, he is no stranger to race cars.

A few years ago, he completed a 10-year restoration project of a prime replica example of Mercedes-Benz’s iconic “Red Pig” (a 300SEL 6.3, which laid the foundation for future AMG-fettled super sedans).

As we arrive at Zwartkops Raceway outside Pretoria, the importance of this car is not lost on me. Just over 30 years ago, this very car was raced here, flat out by the late race-car builder, tuner and driver Tony Viana, having been designed and developed by local specialists with the support of BMW SA.

In the late 80s, BMW SA was focused on their Stannic Group N production car series in the locally built and developed (E30) BMW 325is, having 5 factory-entered cars, and supporting several privateer cars.

BMW SA commissioned a race car styled like an E34 535i

Despite this commitment, it was decided that BMW should also be represented in the highly popular WesBank Modified Saloon Championship. The brand would enter Class B and, in a break with tradition, the race cars would not be built by Viana in Odendaalsrus, but Owen Ashley Racing in Cape Town.

As is clear from the pictures, this car represents so much more than just a tuned sedan. It resembles a BMW (E34) 535i, but with a coupe body (which it never had) – that is where the similarities end.

The race cars were powered by a substantially modified M30B35 inline-6 motor. It utilised the engine block of the European (E23) 745i Turbo, which sprayed oil into the bottom of the pistons through jets, had a dry-sump system, its capacity was enlarged from 3.5- to 3.6-litres, and to conform with Class B regulations, it utilised 48 mm twin-choke side-draft carburettors instead of (the stock) fuel injection.

Gearboxes were 5-speed manual X-Trac units, the differentials being standard, albeit with varying diff ratios, which were tailored to the specific tracks the cars were raced on. The wheels were split-rim BBS or Compomotive rims, with centres turned by local engineer Eddie Pinto.

The standard suspension was replaced with Owen Ashley’s signature horizontal-coil cantilever setup.

The late Tony Viana’s car, number B16 (this example), was the first of the pair of factory-backed race cars based on the BMW (E34) 535i to hit the track, sporting traditional Winfield colours at the time.

“This car made its debut at Killarney Raceway on 6 October 1990, but didn’t have a wing on it yet. At that time, it also had a fibreglass boot lid,” says Viljoen.

“However, when a wing from the 1989 WesBank Modified Saloon M35 race car (an M5-engined machine that Viana styled to resemble an E30 3 Series) was installed and the season restarted in 1991, they had to make a plan because the fibre glass boot lid could not carry the weight of the wing. I fortunately still have the original fibreglass boot lid at home with the correct racing colours of that season,” he adds.

Today, the car appears much as it was back in 1991, decked in BMW Motorsport colours. Some changes were made from race to race back in the day, but the setup is now as accurate as can be expected.

“I was fascinated by saloon and production car racing. The magic of seeing an everyday car all kitted out and ready to race, that connection between a road car and a race car is something special. In May 1991, when I saw these cars for the first time on the track, I was just blown away. Here were large, family-size BMW sedans racing competitively on track. They made a massive impression on me,” says Viljoen.

How these BMW (E34) 535i race cars were restored

“A few years ago, I wondered what happened to these cars. A friend in the know told me that Nick Sheward was restoring them,” Viljoen explains. In 1995, both these cars found their way to Zimbabwe, where they were turbocharged (if at the cost of reliability), but were still raced on the odd occasion.

After they were finally retired, they were displayed at a BMW dealership, which eventually closed down. Then they found their way to a Mercedes-Benz dealership (of all places, considering BMW and ‘Benz are such arch rivals) and they ended up lying out in the veld next door, exposed to the elements. They were fortunately rescued by Leon Joubert, who moved the cars to his farm and parked them under cover.

In 2014, the B17 race car of Deon Joubert (who was Viana’s BMW teammate in the Group N and Modified Saloon series and is now a multiple national circuit-racing champion) was brought back to South Africa and sold to Sheward, who then located the Viana car in Zimbabwe and ended up owning both machines.

Sheward, a very competent restorer, spent the following 7 years restoring both cars simultaneously back to their original specification, and their present condition is a stunning testament to his restoration skills.

He was even able to track down some of the original specialists who worked on these cars, specifically the gentleman who made the fibreglass panels and the apprentice (at the time) who painted the cars.

Sheward has always been involved in historic racing and famously tracks down historically significant cars to restore them. Another significant car on his CV is the other South-African-only WesBank BMW 745i that was raced locally. Sheward found that car, saved it and also completed its full restoration.

How the owner acquired Viana’s race car

“After meeting Nick (Sheward) and seeing the cars, I told him if he ever wanted to sell them to please consider me. Then, in March 2021, I got the call. Both cars were available: the 1 with which Joubert won Class B and the overall WesBank Modified Saloon Championship, and Viana’s car – I bought the latter.”

The 1992 season was indeed successful for the pair of BMW racing drivers, who made their way up the leader board. Towards the end of the season, Viana was 1st and Joubert 2nd in the title chase. Tony then missed the last 3 races of the year due to his battle with cancer, which meant that Deon won the title.

Drinking in the details of a legendary BMW race car

Stepping closer to the car, it becomes very clear that this is a purpose-built race car that was branded as a BMW (E34) 535i only for marketing purposes. The front and rear of the custom-made body resemble a 5 Series of the era, but the car was styled to look like a “long coupe”. New materials feature throughout the body; the roof and doors are still steel, but many of the other panels are custom fibreglass pieces.

At the rear, the massive wing is supported by 2 cross members. Incidentally and somewhat surprisingly, the boot lid can still be opened as normal. We do just that, and a network of piping becomes visible, and it seems the faded overflow plastic container for the engine oil is likely the original unit.

You can’t help but notice the suspension components through the rear window – what a sight!

We open the engine compartment, and the details abound. Here, the inboard suspension struts are neatly placed over the engine, while the large air intakes can be aptly described as pure mechanical art.

The prospect of driving such an important piece of SA motorsport history was always bound to fray my nerves. The owner kindly shows me around the race car’s cabin and quips: “Please, don’t crash it”, but I am mostly worried that I won’t be able to shift the non-synchromesh ‘box without grinding the gears.

“Just tap off the throttle and move the gear lever into the next ratio; don’t rush it, and you will see it slips right in,” instructs Viloen. Point taken, but that sounds easier said than done.

At the ‘wheel of Viana’s race car – at Zwartkops

This Class B BMW (E34) 535i-derived Wesbank Modified Saloon is pure race car inside; there are barely any recognisable items left from the road car’s interior.

The roll cage fills the cabin, the OMP racing seat hugs me perfectly, and to my right are all the readings I might need: oil pressure, water temperature, fuel pressure and oil temperature gauges, courtesy of VDO.

*The alternator (driven by the prop shaft, no less) is positioned where the rear seats would have been.*

The gear lever is neatly positioned slightly higher than what is probably ideal, but still perfectly within reach. I turn the main switch on and press the starter button. The aforementioned substantially modified M30B35 inline-6 engine catches immediately, filling the cabin with harsh noise even at idling speeds.

I pull away by slipping the clutch a little – the car is far happier on the move than when accelerating from a standstill. By now, the race car’s shrill gearbox whine dominates proceedings, which it does at almost all speeds. It’s so intense that it effectively relegates the engine and exhaust sounds to the background.

As the race car and its rebuilt engine are still being set up and run in, today is not the time for exploring the redline or on-the-limit cornering manoeuvres, so as I approach 4 000 rpm, I tap off the throttle and move the gear lever across the gate (this is a dog-leg 5-speed gearbox) and into 2nd gear.

And as the owner predicted, the ‘box slips into the next ratio smoothly. The clutch is very heavy, but once you get going, you quickly forget about it. There is even a footrest, but I don’t think that was used often!

The engine quickly revs to just over 4 000 rpm again (in race trim, they revved to around 7 000 rpm), and the shift straight down into 3rd gear is just as simple. The rawness of the experience is continuous and pervasive. The brakes bite strongly, and as I turn in for the 1st set of corners, the BMW, as expected, darts into the turn, with the non-assisted Momo 4-spoke ‘wheel providing a surplus of feedback.

Even though the race car’s tyres are not at their optimal temperature, the grip levels from the 23.5 x 10.5 16-inch slicks fitted to the front and 25.0 x 13 16-inch slicks at the rear are lofty.

You also sit so much lower than in a standard road car, which means I (who, although no beanstalk, is 1.88 metres tall) can barely see over the bonnet. In terms of the sensory experience, the sheer din is integral to the on-track action – you’re constantly bombarded by a cacophony of mechanical sounds.

Selecting a lower gear also comes more easily than I expected. With these older race cars, I have learnt that you must develop a feel for how these transmissions work. A quick blip of the accelerator pedal before you engage a lower gear allows the lever to again slip into the lower ratio without any issues.

Few things are as satisfying as executing a smooth shift through a challenging gearbox. Pure bliss!

Seeing as it’s shorn of unnecessary weight – the BMW tips the scales at around 1 100 kg in race trim – car number B16 delivers meaty acceleration accompanied by that distinctive inline-6 howl. The motor revs eagerly and pulls you down the straights with gusto. It is an intense experience, and as I return to the pits, park the BMW and pull the thin cable to open the driver’s door, I wish my buzz could last forever.

Summary

Having acquired this meticulously restored piece of South African motorsport history – one that is indelibly linked with a legendary motor racing personality that did so much to raise the profile of BMW in our country for most of his life – Grant Viljoen can look forward to a wonderful ownership journey with a well-sorted race car in which he is also emotionally invested. Getting to know the limits of the machine on the very track where Tony Viana campaigned it more than 30 years ago seems entirely fitting.

Thank you to Zwartkops Raceway for making this shoot possible. For more info, visit Zwartkops.co.za.

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

Best Mazda Cars to Buy in South Africa

Market dynamics, the influx of new brands, the blurry lines of history — and perhaps, just simple brand loyalty — are all factors that place Mazda on a list of most-recognised automotive brands in South Africa. We take a look at some of the best Mazda cars available in South Africa!

As many established brands, including Mazda, are now finding out — heritage has come to count for very little nowadays. Even Mazda’s 50-year presence in South Africa appears to be on shaky ground in the wake of a tsunami of inexpensive, well-specced Chinese entrants disrupting the market.

And that’s a pity, for since the late-1990s, Mazda has stood out for innovative design, quality interiors and cars that delivered on-demand thrills. Engineering prowess, such as Skyactiv technology was introduced to improve vehicle efficiency and enjoyment through meaningful powertrain and chassis interventions.

It’s also a company that once matched the mighty Toyota for the breadth of its vehicle portfolio, with a vehicle range that included sportscars, bakkies and family cars!

What cars does Mazda sell in South Africa today?

Today, Mazda’s range of cars is truncated, with only the Mazda2 and Mazda3 soldiering on as hatchback offerings while the CX-3, CX-30, CX-5 and CX-60 complete the Hiroshima-based firm’s crossover and SUV collection in Mzansi.

Take a look at pricing and specification for Mazda cars sold in South Africa.

Find a used Mazda listed for sale on Cars.co.za.

What is the best Mazda you can buy in South Africa in 2025?

The CX-5 medium-sized family SUV is a capable all-rounder and has been the top-selling Mazda in South Africa since its launch in 2012. The fact that it has won the Family Car category twice in Cars.co.za Consumer Awards (and against heavy metal such as the Volkswagen Tiguan, Honda CR-V, Hyundai Tucson, Kia Sportage et al) is proof of its lasting popularity.

The CX-5 has received continued praise for its driving experience, space, interior quality and economy, particularly from the diesel version.

The bad news is that the CX-5 range was snipped in 2024, axing both range-topping all-wheel-drive derivatives, leaving just the 2.0-liter automatic doing duty across all remaining models. The loss of the 2.5-litre petrol model isn’t too critical, but as the range favourite, the torquey turbodiesel will surely be missed.

If you’re currently kicking some CX-5 tyres, it may be worth knowing that an all-new CX-5 was recently revealed and is destined for our shores in 2026. Buyers therefore have room to haggle good deals as dealers will be looking to sell existing stock.

See prices and specifications of the Mazda CX-5 in South Africa

Find a used Mazda CX-5 listed for sale on Cars.co.za.

Does Mazda make any cars that are exciting to drive?

Oh, yes! Arguably the most accessible and thrill-inducing sportscar to come from Mazda is indeed the now-discontinued compact and lightweight MX-5! With a manual gearbox, rear-wheel-drive, a perfectly balanced chassis powered by a variety of willing, rev-happy naturally-aspirated engines, the MX-5, of which all 4 of its generations were sold in SA – lives on as a thrifty, thrills-a-minute personification of pure, unfiltered driving pleasure that costs a fraction of a used VW Golf GTI.

Find a used Mazda MX-5 listed for sale on Cars.co.za.

Any hatchbacks worth looking at?

The latest generation The Mazda2 was introduced locally in 2015 and competes against established contenders such as the Volkswagen Polo and Renault Clio. The compact hatchback segment has been steadily shrinking with the discontinuation of models such as the Ford Fiesta, Hyundai i20 and Kia Rio.

Its positioning might have nudged somewhat towards being more premium over time, but back then, as it still does today, the Mazda2 stands out as a fun take in a category that prioritises price over pleasure. The second-generation Mazda2 was also the fastest sprinter to 100 km/h in its class when it arrived in 2015 thanks to its rev-happy naturally-aspirated 1.5-litre engine.

Greta Thunberg won’t love it, but that’s exactly why you should want it.

See pricing and specifications of the Mazda2 in South Africa

Find a used Mazda2 listed for sale on Cars.co.za

Which Mazda should I avoid?

None, really, but it’s worth knowing that, at ten years old in SA, the Mazda CX-3 has moved from cub to cougar (nothing to do with the Ford Ecosport-replacing Puma) in age.

However, the Mazda CX-3, has at least aged gracefully. The interior’s still a pleasing and placid place to be, only soured by its lack of rear space for larger occupants.

Unquestionably, the soul-destroying, paint-by-numbers hatchback-on-stilts has now mutated into becoming South Africa’s most popular vehicle category. From Germany, there’s the Volkswagen T-Cross, Taigo and T-Roc and the Opel Mokka. From Korea there’s the Hyundai Venue, Kona and Creta; with the Sonet and Seltos available from Kia to sink your claws into.

There’s also a raft of Chinese offerings, of which the Chery Tiggo 4 Pro is the best-seller in the country.

The CX-3 is powered by a 2.0-litre naturally aspirated engine paired with a conventional torque converter (with paddleshift) in all models but the gateway manual version lacks punch against its turbocharged rivals equipped with dual-clutch shifters.

On the plus side, the steering’s light and direct, and vehicle weight comes in at a fuel-saving sub-1300 kg.

See pricing and specifications for the Mazda CX-3 in South Africa

Find a used Mazda CX-3 listed for sale on Cars.co.za.

Does Mazda sell a Toyota Fortuner-sized contender?

With the current-gen CX-5 in its twilight years, the recently updated CX-60 is a comparatively larger and more expensive replacement. The 3.3-litre, 6-cylinder turbodiesel engine is a cracker delivering a punchy 187kW and 550 Newton-meters of torque with a fuel consumption claim of just 4.9L/100km thanks to its mild-hybrid backup.

The bad news is that such joy will set you back seven figures, or, put differently, Kia Sorento and Toyota Fortuner VX money. The good news is there’s a less expensive 141 kW / 265 Nm 2.5-liter petrol model that’s available in RWD and AWD, too!

Moving its positioning more upmarket with the CX-60, though psychologically and realistically, one-million-plus Rand for a vehicle not wearing a premium badge such as Audi Q5, BMW X3 or Mercedes GLC might be a stretch too far for many buyers.

Mazda’s last premium SUV, the CX-7, which despite being powered by the boosted 2.3-litre 191 kW/380 N.m engine from the company’s hot Mazda6 MPS and Mazda3 MPS models, had about the same sex appeal as a used adult nappy and it sold accordingly.

If the CX-60 does tickle your fancy, a “slightly used” example would be a smarter buy!

See pricing and specification for the CX-60 in South Africa

Find a used Mazda CX-60 for sale on Cars.co.za

Lancia Thema 8.32: Classic Drive

When an owner asks if you fancy driving his Ferrari-engined Lancia Thema 8.32 from Cape Town to Johannesburg, there can be only one answer! Guillaume Muller goes on an epic road trip with the once glorious Italian brand’s 4-door flagship.

It all started with a phone call. “My Lancia Thema 8.32 has been serviced in Cape Town, and it needs to come back to Johannesburg,” said the owner. “Perhaps you’d like to drive it back?”

Now, I’m exposed to new cars almost every week, but I’m sad to say that until recently, the furthest I’d ever driven a classic car – a Mercedes-Benz 300SEL 6.3 – was approximately 50 km.

The prospect of a 3-day road trip in a Ferrari V8-engined executive sedan once favoured by Enzo Ferrari himself sounded adventurous, romantic… and simply too good to pass up.

As a country, South Africa may serve up a wide variety of landscapes, but most of its major routes are still in good condition, so I wasn’t anticipating many unexpected road hazards.

However, the uniqueness of the Lancia Thema 8.32 made me wonder: “What would I do if it developed a problem, or suffered a breakdown, on our journey?” After all, this is not the type of car any rural town mechanic would be able to fix; lest we forget, the Lancia was sent away 1 500 km just to be serviced!

But given the golden opportunity, I gave the owner a confident “yes”.

Shortly before our departure, the car had a comprehensive engine-out service (that cost R65k, including a new exhaust system), the knowledge of which settled my nerves somewhat.

I’d never driven a Thema, nor a Ferrari 308 GTB Quattrovalvole – the Lancia Thema 8.32’s motor is derived from the Prancing Horse’s celebrated (if not overly powerful) 2.9-litre V8 engine. However, I was looking forward to getting acquainted with the car throughout the more than 1 500 km road trip.

Collecting the Lancia Thema 8.32

After picking up the car at Cape Town’s V&A Waterfront on a Friday afternoon, I decided to head up Signal Hill, one of the main attractions in the “Mother City”. It meanders up a steep climb and offers perfect vistas of the city, Table Mountain and even the coastline if you drive all the way around the hill.

It is here that I had my first opportunity to take a closer look at this Giugiaro-penned machine.

A twist of the wiper-operating stalk prompts the rectangular spoiler to deploy from the bootlid. Today, it might look laughable, but downforce of 12 kg at 140 kph and 20.5 kg at 220 kph was not to be sniffed at in the ’80s. It also makes for an unexpected party trick, impressing those who might at first look down their noses at this angular ’80s Italian executive sedan.

Specification:

Model: Lancia Thema 8.32
Engine: 2.9-litre, 32-valve V8, petrol
Power: 158 kW at 6 750 rpm
Torque: 285 Nm at 4 500 rpm
Transmission: 5-speed manual, FWD
Weight: 1 419 kg
0-100 kph: 6.8 sec (claimed)
Top speed: 240 kph (claimed)

The Prancing Horse centre caps on the 5-spoke wheels also make it clear that this is no ordinary Thema. The 8.32 moniker denotes the 8-cylinder, 32-valve configuration of the 308 engine, but it wasn’t simply shoehorned into the Lancia and left untouched. Compared with its cousin’s motor, the Thema’s V8 has smaller valves, a cross-plane (as opposed to flat) crankshaft and a different firing order.

Whereas in the Ferrari 308 GTB the V8 develops 177 kW at 7 000 rpm, it punches out 158 kW at 6 750 rpm. But, importantly, a much higher percentage of its peak torque (285 Nm) is available at low revs (80% by 2500 rpm), which makes the Lancia Thema 8.32’s powerplant more flexible and responsive for everyday driving (particularly in a large, front-wheel-drive car), as I was to find out for myself.

To fit the V8 into the Thema’s engine bay (which was originally designed to house 4- and 6-cylinder units), the sedan’s grille – with a new egg-crate design – was pushed forward to accommodate an enlarged radiator, reinforced front suspension and stiffer springs. Fifteen-inch wheels and thicker, ventilated front discs helped it to cope with the extra weight.

I returned to the Lancia‘s cabin, replete with its plush, full-leather trim. The moment I twisted the ignition key, the Thema 8.32 emitted a deep-chested burble, which remained audible at idle and even at low speeds. It was a pleasingly constant reminder of the special engine under that discreet bonnet.

As the sun started to set, I took it easy and cruised home, a 60 km drive from Cape Town. At 6:00 AM the next morning, I loaded my luggage into the Lancia’s sizeable 462-litre boot, which is where I found the parts that were replaced during the service. After that, I set off on the 950 km drive to Kimberley.

The road trip begins

The first day’s excitement started an hour into the drive. I decided to avoid the N1 toll road, which heads diagonally from Cape Town to Johannesburg, and take the tunnel for the longer Du Toitskloof Pass. It’s not the smoothest stretch of tarmac, but the Lancia’s suspension absorbed the bumps with ease.

From here onwards, it would only be long, straight stretches of road all the way to Johannesburg, so I thoroughly tested the Lancia‘s dynamic handling through some of the last corners as I descended the pass. The Thema 8.32 is not particularly agile – after all, it is laden with such luxuries as electrically adjustable rear headrests and seats; this one even has the (optional) heated front seats.

However, once it settles and is stable in a corner, it feels more planted than I had expected. Although I never had to brake particularly hard, the anchors did a good job of reducing speed.

The V8 and its ancillaries add 54 kg, resulting in a claimed kerb weight of 1 400 kg. Of that, 64% is balanced over the front axle, so the most luxurious Lancia of its era can understandably feel nose-heavy.

On the other side of the mountain, I spotted a troop of baboons crossing the serpentine road. They didn’t seem too bothered by the presence of the 8.32. Perhaps they mistook it for a standard Thema.

Back on the highway, I knew that the Lancia’s long-distance cruising ability would be tested to the utmost. Before settling in for the ride, I planned a quick stop another 130 km up the national highway.

Matjiesfontein is one of the smallest but most interesting towns I would encounter on the way to Johannesburg. It has a Transport Museum and an old colonial hotel named the Lord Milner. The hotel’s doorman proudly posed next to the Lancia Thema 8.32 – he recognised it was an extraordinary car.

During the next few hundred km, I began to think that my earlier worries were unfounded – the Lancia was running perfectly. However, a few hours later, my confidence sank as 2 dashboard warning symbols illuminated, 1 being the suspension light. This was not ideal – the dampers are electronically controlled.

At the next fuel stop, I phoned the owner. Fortunately, my fears were laid to rest when he explained that the suspension light shouldn’t result in any major problem. The other light, he explained, indicated that 1 or more of the exterior bulbs had blown. He was right – a front fog lamp and a tail light were out.

Between Laingsburg and Beaufort West, average speed cameras monitor traffic on the N1. I settled into an indicated 127 kph, using my modern GPS for a more accurate reading than the Lancia’s speedometer. The car felt happy to hum along at this speed.

To overtake slower traffic, I could keep the gearbox in 5th, put my foot down and make full use of the torque. For a brisker overtake, dropping down to 4th saw the revs increase smoothly (but vigorously), and the Lancia surged past before settling back into cruising mode.

With the exterior temperature gauge nudging 26°C, most people would use the aircon, but I preferred to fully embrace classic motoring and dropped the windows when I needed a blast of fresh air. It made for a noisy cabin, but feeling closer to the landscape rushing past was an adequate payoff.

The Lancia Thema 8.32 would happily gallop at higher speeds, and my chance came once I left the N1 for the quieter N12. Knowing the distance between our last 2 fill-ups, I calculated that over the past 200 km, the Italian sedan had averaged a very respectable 8.5 litres per 100 km.

I decided to venture a little off the beaten track and drove through the isolated town of Orania. The roads through this little town have undoubtedly never seen a Thema 8.32, and I had never seen so many minors driving their parents’ cars – likely the consequence of them driving tractors from a very young age…

The day would soon come to an end, but not before I needed to make another fuel stop at Strydenburg. Whenever I re-entered the Lancia’s cabin, I was surprised by how posh it still felt by modern standards.

The door cards are trimmed in padded leather, and the roof lining is suede. All of this undoubtedly helps to minimise engine and road noise. And it’s always a joy to caress the rim of the leather-covered 3-spoke steering wheel.

Before reaching Kimberley, I encountered a stop-and-go roadblock where repairs to a section of the N12’s asphalt were underway. The blue and pink horizon added to the relaxed ambience, contrasting with the dark cabin and the brown and yellow landscape outside.

That evening, I informed a friend, who had been convinced that we would have a breakdown at some stage, that I had arrived safely. He, in turn, warned that I should never pull away too quickly because the Lancia Thema 8.32’s front driveshafts might get damaged by the effort.

As I parked the car at the guesthouse, I was impressed that the Lancia had brought us this far.

The final stretch

The next morning, the Lancia’s engine turned over the 1st time of asking, and I visited two of Kimberley’s Anglo-Boer War memorials before setting off on the final leg of the 570 km trip.

Although I knew the road to Johannesburg along the N12 – the safe, but ultimately monotonous route – I decided to see what Google Maps could offer as an alternative. This turned out to be the only mistake I made on the road trip…

I was directed to take a shorter, quieter route, starting with the R64 towards Boshof. Outside Boshof, I was instructed to turn left and head north on a gravel road, which soon started deteriorating.

With no alternative, I pushed on and completed the 100 km detour, my nerves increasingly frazzled. At times, I couldn’t help but wince because it was impossible to avoid all the potholes, but somehow the Lancia survived unscathed.

I was relieved when I crossed the Vaal River at Christiana and got the Italian sedan’s 205/55 tyres back on the N12, because, while the country’s arterial routes are smooth and well-maintained, the back roads in this part of the Republic are littered with broken tarmac, as well as nasty ruts and bumps.

With a newfound appreciation for the N12, I resumed enjoying the dulcet tones of the rumbling V8. The timbre is noticeable throughout the rev range. It sounds perfectly in tune, not remotely as harsh or intense as that of modern machines. It’s the perfect soundtrack to the Thema 8.32 experience.

About 160 km before Johannesburg, the frequency of the towns started to increase and I relished the chance to work through the Lancia gears more. Cog-swapping is an indulgent experience in the Thema 8.32, which was only available with a 5-speed manual gearbox.

I can only assume the action is not as direct as an open-gate Ferrari lever, but there is a reassuring accuracy to it; you’re never in doubt about which gear the car is in or where the next notch is.

I was also impressed by how low in the rev range the engine starts to show its pedigree. At times, I’d leave the transmission in 2nd or 3rd gear and let the revs drop down past 1 500 rpm, but the moment I put my right foot down, the engine progressively picked up speed.

However, I’d promised myself that I would only properly rev the engine out as we got closer to the owner’s residence, just in case something went wrong.

Even on this Sunday afternoon, I was glad that the owner didn’t live too close to the heart of Johannesburg because that would have meant dealing with even more traffic.

The joy of revving that Italian V8

The quiet roads near his home allowed me to rev the engine out in the first few gears – a perfect way to end this memorable 3-day Lancia Thema 8.32 experience. This engine may have a much heavier body to move than in the Ferrari 308, but the torque delivery is creamy throughout the rev range.

The needle pushes past 5 000 rpm with zest for the final 2 000 rpm. This car is quick, make no mistake.

Summary

Once I parked the Lancia Thema 8.32 for the last time and transferred my luggage into a new, modern SUV, I took time to reflect on the experience, especially because the owner claimed that he was never in doubt that the car would comfortably complete the 1 600 km trip.

I now have zero doubts about the exquisite machine’s long-distance credentials. It is utterly comfortable, and the drivetrain is perfect for covering distances quickly. It’s more suited to long, open roads than twisty mountain passes; its contemporary German competitors would most probably out-handle it, but a part of me wished I could have spent a part of this trip stretched out and relaxed on the car’s rear bench.

At the time of the Thema 8.32’s launch, CAR magazine South Africa ended its driving impression in 1987 by stating, “The 8.32 is an exciting recruit to the ranks of the world’s finest cars; not so much a wolf in sheep’s clothing, as a greyhound in a mink coat…”

I think I left my mink coat in Cape Town. I wonder if the 8.32’s owner would advocate another 3 000 km?

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Mercedes-Benz (R107) 500SL vs (R231) SL500: Classic Comparison

Considering the 30-year gap between them, is the genteel R107-series Mercedes-Benz 500SL any match for the brawny and tech-laden R231-series SL500?

What Mercedes-Benz 500SL & SL500 have in common

Elegant simplicity at the heart of the R107-series SL

Specifications:

Specifications:

Verdict

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Mazda CX-3 (2025) Specs & Price

Mazda South Africa welcomed its updated CX-3 to South Africa in 2022. Take a look at specification details as well as the latest pricing for the CX-3 in South Africa.

What’s changed for the Mazda CX-3?

What engine powers the CX-3?

How much does the Mazda CX-3 cost in South Africa?

Frequently Asked Questions

Is the Mazda CX-3 still sold new in South Africa?

What engine was used in the Mazda CX-3 in South Africa?

What are the key features of the Mazda CX-3’s interior?

What are the main competitors of the Mazda CX-3?

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Mazda CX-5 (2025) Specs & Price

Mazda Southern Africa introduced the facelifted CX-5 in 2022, which gained subtle design updates and some under-the-skin tweaks. Here’s what you need to know and how much you’ll pay for the Japanese marque’s family car.

What’s changed on the facelifted CX-5?

What engines power the Mazda CX-5?

How much does the facelifted Mazda CX-5 cost in SA?

Frequently Asked Questions

What engines are available in the Mazda CX-5 in South Africa?

What is the safety rating of the Mazda CX-5?

Does the Mazda CX-5 come with a warranty and service plan in South Africa?

Is the Mazda CX-5 a good family SUV?

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Mitsubishi Destinator Unveiled

The Mitsubishi Destinator has just been revealed, offering 7-seats and turbocharged power. Should it come to South Africa?

Will the Mitsubishi Destinator come to South Africa?

Ford SA Boosts Dealership Network With R900m Investment

Ford Motor Company of Southern Africa (FMCSA) has doubled down on the dealership model and is investing heavily in revamping its dealerships into world-class facilities.

Ford Dealerships and Sales Performance Overview

Model Performance and Market Positioning

Suzuki Fronx (2025) Price & Specs

The new Suzuki Fronx is a popular crossover in South Africa. Here’s pricing for this fresh-faced coupé-styled offering…

How big is the Fronx?

What engine powers the Fronx?

What standard features are offered for the Fronx?

How much does the new Suzuki Fronx cost in South Africa?

Frequently Asked Questions

What engine does the Suzuki Fronx use in South Africa?

What is the fuel consumption of the Suzuki Fronx?

What safety features does the Suzuki Fronx have?

What are the different Suzuki Fronx models available in South Africa?

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BMW iX Facelift (2025) Price & Specs

The BMW iX facelift brings numerous changes inside and out, and has been confirmed for a South African market introduction in 2025. Here’s a look at what’s changed, the performance and how much you’ll pay.

How much does the BMW iX Facelift cost in South Africa?

Further Reading

Tony Viana’s BMW (E34) 535i race car: Classic Drive

BMW South Africa has a rich history of building cars unique to our country, and has achieved notable successes in local track-racing series. We track down a factory-commissioned race car – based on a BMW (E34) 535i – with a unique history.

BMW SA commissioned a race car styled like an E34 535i

How these BMW (E34) 535i race cars were restored

How the owner acquired Viana’s race car

Drinking in the details of a legendary BMW race car

At the ‘wheel of Viana’s race car – at Zwartkops

Summary

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Best Mazda Cars to Buy in South Africa

Market dynamics, the influx of new brands, the blurry lines of history — and perhaps, just simple brand loyalty — are all factors that place Mazda on a list of most-recognised automotive brands in South Africa. We take a look at some of the best Mazda cars available in South Africa!

What cars does Mazda sell in South Africa today?

What is the best Mazda you can buy in South Africa in 2025?

Does Mazda make any cars that are exciting to drive?

Any hatchbacks worth looking at?

Which Mazda should I avoid?

Does Mazda sell a Toyota Fortuner-sized contender?

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Lancia Thema 8.32: Classic Drive

When an owner asks if you fancy driving his Ferrari-engined Lancia Thema 8.32 from Cape Town to Johannesburg, there can be only one answer! Guillaume Muller goes on an epic road trip with the once glorious Italian brand’s 4-door flagship.

Collecting the Lancia Thema 8.32

Specification:

The road trip begins

The final stretch

The joy of revving that Italian V8

Summary

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