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.
Chinese firm GWM is pushing ahead with plans to enter the supercar segment, releasing a teaser image of a low-slung – and potentially V8-powered – contender…
GWM’s first supercar is still very much on the cards. In fact, the Chinese automaker has released a fresh teaser image showing various company executives posing alongside the upcoming supercar (the latter hidden under a cover, of course).
The image was originally posted by GWM Chairman Wei Jianjun (also known as Jack Wey) on Chinese social-media platform Weibo. However, the brand has since also shared the shot on its global Facebook and X pages, along with the caption: “GWM enters luxury supercar arena”.
Released to celebrate Wei Jianjun’s 35th anniversary as GWM chairman, the teaser image gives us an early look at the long, low-slung contender, which has reportedly been in development since 2021. So, what will power this seemingly mid-engined model?
Well, GWM surprised Auto Shanghai 2025 showgoers in April 2025 by revealing a new twin-turbo 4.0-litre V8 petrol engine, complete with plug-in hybrid system. This 8-cylinder mill (supplemented by an electric motor or 2) seems the most likely candidate to power the as-yet-unnamed supercar, though nothing is yet official.
This powertrain’s outputs – and indeed any other technical specifications – have yet to be released, while it’s also unclear what the new supercar will be called. That said, according to CarNewsChina.com, GWM will soon launch a new high-end sub-brand called “Confidence Auto”, with the supercar likely to serve as this marque’s flagship product.
According to the Chinese publication, the new GWM contender will serve as a rival of sorts to BYD’s Yangwang U9, though that model is a fully electric supercar generating a whopping 960 kW courtesy of 4 electric motors. BYD claims the U9 is capable of completing the 0-100 kph sprint in just 2.4 seconds.
Look out for more details on GWM’s upcoming supercar later in the year…
Porsche 911 (993) Carrera RS vs (991.1) GT3 RS: Classic Comparison
New or old? It is a choice many of us dream about when considering a sportscar. We drive an air-cooled, 993-series 911 Carrera RS and a much more recent 991-series 911 GT3 RS back to back, but which machine leaves the biggest impression?
It is quite a sight, isn’t it? A previous-generation Porsche 911 GT3 RS is parked next to an example of what is currently one of the most sought-after RS models, the 993-series 911 Carrera RS.
IMAGES: Rob Till
The values of most air-cooled 911s, and many other classic Porsches for that matter, may have levelled off lately, but they remain high. This situation has created a challenge for would-be 911 buyers: whether to opt for a modern water-cooled 911 or a classic air-cooled derivative. Ultimately, the decision depends on your needs and intended use for the car. Some decisions might be particularly difficult in this regard.
Most Porsche 911 RS models have increased in value over the past 10 to 15 years, and the 993-series 911 Carrera RS is no exception. These top-tier Porsche 911s are separated by 20 years – an almost light-year leap in automotive development. But which one should you consider, and how do their respective driving experiences differ from behind the wheel?
Neither of these white RSs is a garage queen. The day before their keys were handed to me, both cars were taken to Kyalami Grand Prix Circuit in Johannesburg, South Africa, to be enjoyed by their owner. The Porsche (991.1) 911 GT3 RS was acquired more recently, but he purchased the 911 (993) Carrera RS more than a decade ago. Today, we are heading for Red Star Raceway.
My adoration for the Porsche 911 (993) Carrera RS goes back to my teenage years, when I was thoroughly fascinated by “all things 993”, especially those versions adorned with enlarged wings.
Piloting the air-cooled 911 Carrera RS
As I climb into the 911 (993) Carrera RS, the environment immediately feels familiar, akin to any 911 from the ’80s or ’90s. The cabin is snug, the steering column is non-adjustable, and the 5 instrument dials are present and correct.
The driver’s seat firmly supports your upper legs and hips, and even hugs your shoulders slightly. Pull the lever beneath your seat to move to your desired distance from the steering wheel, and voilà, you have your perfect driving position.
On the motorway, as we make our way to the track, I am immediately impressed by the 911 Carrera RS’s ride quality. It is, in fact, very well damped, unlike some modern performance cars. Even at an indicated 120 kph, I can easily converse with my passenger while the RS’s rev needle hovers at 3 000 rpm.
On arrival at the track, we prioritise the photoshoot. It also gives me time to take in the details of both RS models and to discuss them with their owner.
Some of the weight-saving measures Porsche implemented with the 911 (993) Carrera RS include the removal of most sound insulation materials, replacing the bonnet with an aluminium one, and fitting thinner glass for the side and rear windows.
The increased engine capacity was achieved by enlarging the bore from 100 to 102 mm; engine size is now up to 3.8 litres. Overall power increased only to 221 kW – marginally more than the 203 and 212 kW generated by the base 911 (993) Carreras produced between 1994 and 1998.
Thirty minutes later, when a gaggle of racing motorcycles returns to the pits from their final outing, I point the RS’s nose onto the track’s smooth asphalt.
According to the owner, the car had a hard life before he bought it, so he has fixed and restored various parts. Surprisingly, the car feels solid from behind the wheel, with no rattles or noises coming from any part of the vehicle, even though it’s well over 20 years old and has clocked up more than 56 000 km.
The gearbox operates smoothly; each gear engages with minimal effort. You are never in doubt about which gear you are in, nor which one you should select next.
As I settle into a rhythm with the car’s handling, I am reminded of how nimble these earlier 911 models are, particularly these lightened 993s. Look, 221 kW is not a mammoth power output, but as Porsche has removed 100 kg compared to the base 911 (993) Carrera 2, the car weighs in at only 1 270 kg.
As a result, whether you’re turning in or applying power mid-corner, the 933-series 911 Carrera RS never feels intimidating to pilot. The placement of the brake pedal – almost in line with the throttle when already pressed – further encourages a heel-and-toe technique.
After a while, I gradually gain more confidence, only to realise that the old car’s grip is not quite as high as I had anticipated. This could partly be due to our privilege of driving dynamically superior modern sportscars almost each month; nevertheless, it is an enlightening experience.
However, it remains a sensitive machine, and you can sense that, if you are deliberately over-eager with the throttle through a corner, the rear wheels will break traction. Yet, on this tight circuit, with its relatively slow corner speeds, the 993 surprised me with its breadth of capability and the joy it offers the driver.
Moving into the 911 (991) GT3 RS
Stepping from “the 993” into “the 991” requires more than just a few physical steps; it requires a mental adjustment. The 991.1 generation’s footprint is larger than the 993’s, and the cabin is notably roomier.
The GT3 RS’ exterior is dominated by the massive rear wing, a prominent front splitter, and those track-inspired cuts in the front wheel arches, making this one of the least graceful 911 road cars of all time.
However, if you understand and appreciate the Zuffenhausen-based marque’s race- and track-focused cars both past and present, the intense stance of the 991.1-series RS’ stance will speak to you.
The modern RS interior is more user-friendly and accommodating than that of the ’90s RS. The car isn’t built for touring, but you feel as though you could easily spend several hours behind the Porsche’s helm. All the contemporary luxuries are available, most notably an automatic dual-clutch (PDK) transmission. The steering wheel and supportive bucket seat are perfectly positioned for my driving style.
I move the PDK lever to D, and with a gentle press of my right foot, the 911 (991.1) GT3 RS makes its way onto the track. As the owner has already completed a few laps, the powertrain’s fluids are still at optimal temperature. I select second gear and lean on the accelerator pedal.
With zero hesitation from the engine, I watch the rev needle swing toward 7 000 rpm as the GT3 RS piles into the first corner. The steel brakes work quickly and decisively, with decent feedback, while the front tyres bite as I turn in. It must be said, the whole car feels more solid and planted than its 993 forebear.
A longer straight beckons, and I keep my foot pinned to the floor. Seven thousand revs turn to eight, and then, approximately 200 rpm before the needle brushes the 9 000-rpm mark, I pull the right paddle to shift up. The intensity of the engine truly shapes the driving experience.
You might think that, as the flat-6’s pistons have increased in diameter over the years, the motor would be less rev-happy, but thanks to ceaseless research and development, that is fortunately not the case.
I soon begin to trust the Porsche 911 (991.1) GT3 RS’ massive 265/35 ZR20 front and 325/30 ZR21 rear tyres, marvelling at the level of grip that they provide. There are no high-speed corners here, which is a slight injustice to this modern RS, but even in these 2nd-gear bends, the machine feels phenomenal.
While you need to work the 993-series 911 Carrera RS hard by using all 3 pedals to get the most from a corner, with the 991.1-series RS, it is not, in fact, any easier. As the speeds – at the braking point, the apex, and corner exit – are so much higher, you must recalibrate your thinking in this 368-kW car.
If you leave the PDK to its own devices, it allows you to focus on your braking points and manage grip levels through accelerator-pedal and steering inputs.
After several laps, during which I spun the engine to 8 800 rpm on several occasions, I pulled into our parking spot. I hopped out, took out my phone and photographed the 2 cars side by side – I fanboyed.
Verdict
However, my hands were shaking slightly, which hadn’t happened for quite a while. Maybe I’d been a bit nervous because the 911 (991.1) GT3 RS was privately owned, but it was challenging – and exhilarating – to drive the car quickly. It demanded far more of my concentration than the 911 (993) Carrera RS did.
You might assume the GT3 RS is the model to choose if you are fortunate enough to afford a car in its price bracket. Indeed, the 991.1-series RS can be used for adrenaline-fuelled track outings, and not only in your local area – if you pack a weekend bag or two, the Porsche will facilitate memorable road trips.
However, the same, to a certain extent, can be said of the 911 (993) Carrera RS. Some drivers may find the older car easier to master when approaching the limits of its performance envelope, because everything happens more slowly, and you receive more feedback from every aspect of the vehicle.
It is more compact, has a manual gearbox, and remains truer to the original Porsche 911 philosophy. For once, I am not jumping the “993 bandwagon”, but after I drove the 993-series 911 Carrera RS for the first time, I came away pleasantly surprised: what an honest sportscar it is!
What a privilege it must be not to have to choose between these 2 machines; just imagine having both these models – each representing the hallowed RS pedigree of their respective eras – in your garage!
Join Ciro De Siena and Kaalvoet Swys as they put the all-new BYD Shark 6 and award-winning Ford Ranger Raptor through a rigorous off-road test in the Western Cape.
This head-to-head video delves deep into what makes the BYD Shark and Ranger Raptor bakkie unique, how their tech translates into real-world off-road ability, and which one tackles tough 4×4 obstacles best.
The action unfolds at a specialist 4×4 facility in the Western Cape, where expert guide Kaalvoet Swys (Francois Marais, pictured right) coaches Ciro through a demanding suite of off-road challenges – steep hill descents, wheel-articulation obstacles, tricky side slopes, breakover tests, and water crossings.
The Contenders:
BYD Shark 6 Premium AWD
Powertrain: 1.5-litre 4-cylinder turbopetrol engine + dual electric motors (PHEV)
Throughout the episode, Ciro and Swys challenge both bakkies with:
Steep Hill Descents: Assessing hill descent control and throttle modulation—showcasing electric precision from the BYD Shark and robust mechanical grip from the Ranger Raptor.
Articulation Obstacles: Suspension flex and traction control strategies under real duress.
Tight Turning Circles: A nod to the practicalities of manoeuvring big bakkies in tight quarters.
Water Crossings: Real-world wading, with both machines exploiting their impressive depth ratings.
Side Slopes and Breakover Tests: Putting approach, departure, and breakover angles to the test on challenging terrain.
Ciro (below, left) and Swys candidly discuss where each bakkie excels, from the Ranger Raptor’s stability and mechanical diff locks to the Shark 6’s innovative use of electric motors for off-road control.
Special attention is given to the BYD Shark’s innovative battery architecture and how it influences the Chinese bakkie’s on-trail composure and safety during water crossings and rocky sections.
Why This Test Matters
This off-road comparison is about more than numbers. It’s a real-world look at how next-gen electrified tech stacks up against the tried-and-tested mechanical hardware of the acclaimed Ranger Raptor.
Prepare for an epic showdown as we pit the 292 kW Ford Ranger Raptor against the 321 kW BYD Shark 6 in a thrilling drag race (with a difference)! Witness these powerful bakkies’ raw power and performance as they do battle… on a dirt track.
For years, the Ford Ranger Raptor stood unchallenged at the top of South Africa’s performance double-cab bakkie market… until the BYD Shark 6 plug-in hybrid arrived to contest the Blue Oval’s supremacy.
Cars.co.za’s Ciro De Siena (above, right) and Dave Taylor (above, left) recently got behind the ‘wheels of the Ford Ranger Raptor and BYD Shark 6, respectively, to see how these powerhouse bakkies stack up at the location of the Gravel Kings Drag Fest, Cape Route Rally in the Western Cape.
The bakkies are put through a series of real-world drag race scenarios:
Static Starts: Standing drag races from a dead stop, testing quick acceleration and grip on loose gravel.
Rolling Starts: Acceleration runs from speed, making the most of each contender’s unique power delivery.
Driver Impressions: Ciro and David swap insights, highlighting how the Ford Ranger Raptor’s raw drama contrasts with the BYD Shark 6’s silence-and-surge hybrid experience.
Real-world traction, tyre choices, and drive system responses were all thrown into the mix, giving both vehicles a chance to play to their strengths.
What Sets Them Apart
While both double cabs can claim headline-grabbing specs, the Ford relies on brawn and a thoroughly proven recipe – muscular 3.0-litre twin-turbopetrol V6, serious off-road kit, and rally-proven DNA.
The BYD, by contrast, signals where the segment is heading: instant torque, plug-in efficiency, and onboard technology that aims to rewrite the performance bakkie rulebook.
Ciro De Siena at the ‘wheel of the Ford Ranger Raptor.
Why It Matters
This test isn’t just about the stopwatch – it’s about showing how 2 fundamentally different approaches to performance bakkies play out on familiar South African dirt.
The result is revealing and entertaining, with both the American and Chinese contenders showing their strengths in ways that’ll matter to buyers taking these vehicles home.
David Taylor at the ‘wheel of the BYD Shark 6.
Who comes out on top? You’ll have to watch the Cars.co.za clash to see how it all unfolds. But 1 thing’s certain – South African new-bakkie buyers have never had more compelling performance options.
Stellantis SA says the Opel Frontera and Citroën Basalt are now due to launch locally in “early 2026”, meaning their respective introductions have been pushed back…
Both the Opel Frontera and the Citroën Basalt were originally scheduled to launch in South Africa in the opening half of 2025, but Stellantis SA has now officially announced that these fresh-faced crossovers are instead due to arrive in “early 2026”.
As a reminder, the new Frontera was revealed back in May 2024, billed as a replacement for the since-discontinued Crossland. Interestingly, this new model shares much with the European-spec Citroën C3 Aircross (as opposed to the Indian-built version currently sold in Mzansi).
The new Frontera – a badge the Rüsselsheim-based automaker once applied to an Isuzu-developed SUV – measures 4 385 mm long and is offered in Europe in both turbocharged 1.2-litre mild-hybrid petrol form and fully electric guise. Stellantis has yet to confirm the powertrain that will be offered in SA.
While the Frontera will be sourced from the Stellantis factory in Slovakia, the Citroën Basalt will instead be shipped over from India. Conceived specifically for emerging markets, the Basalt measures 4 352 mm long, features a coupé-style roofline and is expected to slot in above the likewise Indian-built C3 and C3 Aircross.
In the world’s most populous country, the Basalt is offered with with a naturally aspirated or a turbocharged version of the Stellantis group’s 1.2-litre, 3-cylinder petrol engine (motors that are already in use here in SA in the C3 Aircross range). Expect more details on local powertrain options closer to launch.
Stellantis SA also plans to introduce another crossover, though before the end of 2025, with the Leapmotor brand set to debut in the next couple of months. According to Stellantis SA, the new Leapmotor C10 REEV (range-extended electric vehicle) will be available from “selected” group dealers from September, with “more models expected to be launched within the next year”, including fully electric derivatives.
For the record, Stellantis acquired a 21% stake in China’s Zhejiang Leapmotor Technology Co., Ltd back in October 2023, before the two companies formed “Leapmotor International”, a joint venture with exclusive rights for the export, sale and manufacture of Leapmotor products outside of China. Stellantis holds a 51% majority in this Amsterdam-headquartered joint venture.
Facelifted Renault Triber revealed and locked in for SA
The facelifted Renault Triber has been revealed in India, with this refreshed 7-seater MPV scheduled to arrive in South Africa in the final quarter of 2025…
Meet the facelifted Renault Triber. Just unveiled in India (the country in which it’s built), the refreshed version of this 7-seater MPV is scheduled to launch in South Africa in the final quarter of 2025, the French firm’s local division has confirmed to Cars.co.za.
From what we can tell, the updates are largely cosmetic. Indeed, the most obvious changes have been made up front, where the compact MPV – which debuted globally some 6 years ago – gains a new gloss-black grille (complete with the latest take on Renault’s 100-year-old diamond-shaped logo), updated headlamps (with integrated LED daytime running lights) and a revised bumper design.
Round back and in profile, the updates are not quite as dramatic. That said, the refreshed Triber does now feature black trim between its taillamps as well as the latest Renault logo (with the “Triber” lettering now positioned below rather than above the rear numberplate) as well as newly designed alloy wheels. Three new exterior paint colours (“Amber Terracotta”, “Shadow Grey” and “Zanskar Blue”) are also now offered in India.
Inside, the updates are likewise fairly subtle. For instance, the Triber upgrades to new upholstery (featuring a black-and-grey colour combination in India), while the dashboard layout gains a design tweak or two. The MPV furthermore scores a new digital instrument cluster as well as some extra available equipment (including a 360-degree camera system and ambient lighting) in the world’s most populous nation.
Interestingly, the Boulogne-Billancourt-based automaker has seemingly opted not to make changes to the Triber’s powertrain, with the naturally aspirated 1.0-litre, 3-cylinder petrol engine (as well as the 5-speed manual gearbox and 5-speed automated manual transmission) carried over. This 3-pot motor generates 52 kW and 96 Nm, peak outputs that are delivered to the front axle.
As a reminder, the 3-row Triber hit the market in South Africa back in February 2020, with the current line-up comprising 6 derivatives (including an Express-badged panel-van variant). At the time of writing (July 2025), the range has pricing bookends of R228 999 and R264 999, with the former giving the Triber the title of SA’s most affordable 7-seater MPV.
In 2024, as many as 4 248 units were registered in Mzansi, meaning the Triber was Renault South Africa’s 3rd most popular nameplate (not far behind the likewise Indian-built Kiger and Kwid). In the opening half of 2025, a further 1 913 units were sold locally.
In South Africa’s competitive automotive retail environment, winning a Dealer of the Year award is a big deal indeed. Not only does it give you bragging rights, but it also tells everyone you know what you are doing to the benefit of customers, staff and the OEM alike.
Several manufacturers recently held their annual dealer conferences where top performers, dealerships, motor groups and individuals were celebrated for their dedication to the job.
Suzuki
It was stiff competition among Suzuki’s 117 dealerships across the country for the top honours. For the second year in a row, Suzuki Kenilworth, part of the Mekor Motor Group, took the silverware home and was also crowned winner in the category for medium dealerships, with Toufique Carelse as the proud dealer principal.
Suzuki Vredenburg, located on the West Coast of the Western Cape, was named Rural Dealer of the Year. Suzuki Brits earned the title of Small Dealer of the Year, while Suzuki Kenilworth was recognised as the top performer in the Medium category. Suzuki Gezina claimed the award for Large Dealer of the Year.
The top three dealerships by sales volume were Suzuki JHB South in third place, Suzuki Boksburg in second, and Suzuki Bassonia in first.
Among dealer groups, the IPOP Group, which includes standout performers like Suzuki Bassonia and Suzuki West Rand, emerged as the top-selling group overall.
Suzuki’s much sought-after Elite status, on which a dealership is scored four times a year, went to Suzuki Gezina, Suzuki Kenilworth, Suzuki Alberton, Suzuki West Rand, Suzuki Rivonia, Suzuki N1 City, and Suzuki Fourways.
This year, Zaynul Mohamed of Suzuki Umhlanga was named Top Technician, whilst Taki Kipreos of Suzuki Mossel Bay earned the title of Top Parts Manager. Clair van der Merwe of Suzuki Bassonia was named Sales Manager of the Year and Izan Nieuwoudt of Suzuki N1 City earned the award as Sales Executive of the Year. Billy Bridge of Suzuki Durban South was recognised as Service Manager of the Year.
Suzuki Kenilworth is the top dealership of the brand in South Africa.
UD Trucks Southern Africa
UD Trucks Southern Africa (UDTSA) hosted its annual awards ceremony and rewarded its dealer network and high-performing dealerships.
The evening’s most prestigious accolades went to dealerships and individuals who have consistently delivered exceptional performance across business metrics and customer service.
The top spot on the podium went to McCarthy Commercial Vehicles Alrode, which also took the top silverware in the category for large dealerships.
Accepting the award was Gabisile Fakude, Dealer Principal, who received it with heartfelt emotion. As one of the few female Dealer Principals in the UD Trucks network, her leadership stands as a powerful example of the company’s transformation journey in action.
The Dealer of the Year: Sub-Saharan Africa title went to Gerhard Rossouw of Nors Namibia, who was recognised for his dealership’s leading performance across all operational areas in the emerging markets region.
The Dealer of the Year: Medium (South Africa) went to UD Trucks Ermelo, led by Gert Swanepoel, which took the top spot in the medium category for outstanding business performance and customer delivery.
Enjoying the moment, the winners at the UD Trucks Southern Africa Dealer of the Year awards.
JLR
JLR The Glen has been crowned Retailer of the Year for a third time. The dealership has been very successful in the last five years, winning in 2020/21 and 2021/22, and now again
The management team: In front are Lerato Mabuza (F&I), Natasha King (Quality & Marketing), Darren James (Service) and David Broodryk (Pre-Owned). At the back are Ian Bezuidenhout (Parts), Filipe Carvalhal (Head of Business), Mohammed Tikly (Finance) and Louis Visser (New Vehicles).
Adding to this feat for the 2024/25 title were several category wins. Without a doubt, JLR The Glen under the leadership of Filipe Carvalhal as Dealer Principal can be best described, as it was put at the awards ceremony, as “an environment that embodies compassionate leadership and an obsession for excellence”.
The other victories going hand in hand with the latest victory include Client Experience of the Year; Sales Retailer of the Year Metro; Marketing Champion; and Service Champion.
Other dealer news
FAW Trucks Southern Africa, in partnership with Laubstar Holdings, has opened four new dealerships, reinforcing its commitment to deliver innovative truck solutions to a broader client base.
Reytjie Laubscher, Managing Director of Laubstar.
The launch events, hosted at Du Preez Prag Venue in Lichtenburg (3S), Lekwena Wildlife Estate in Potchefstroom (3S sub-dealer), as well as Upington (3S) and Kathu (2S), drew a number of key customers from vital sectors, including agriculture, mining, logistics and transporting general goods.
Laubstar’s service teams are equipped with advanced diagnostic tools and backed by FAW Trucks Southern Africa’s technical expertise. This combination enables fast, efficient maintenance and repair services, while the dedicated parts department ensures critical components are always within reach.
SA’s best-selling double-cab bakkies halfway through 2025
Which bakkies are dominating South Africa’s double-cab sales charts at 2025’s halfway point? And what about the single- and extended-cab segments? We have the figures!
Since we’ve already identified South Africa’s best-selling bakkies for the opening half of 2025, it’s now time to drill down to sales by body style. That, of course, will allow us to see which bakkies are dominating the double-cab, extended-cab and single-cab sales charts at the year’s halfway point.
As a reminder, Naamsa’s monthly sales report unfortunately doesn’t include a breakdown of the 3 bakkie body styles available in Mzansi. However, our friends over at Lightstone Auto have again assisted us by providing these fascinating registration figures for H1 2025.
For the record, year to date at the end of June 2025, the Toyota Hilux (16 526 units) is at the top of the overall bakkie sales table in South Africa. The Ford Ranger (12 398 units) and Isuzu D-Max (9 846 units) are in 2nd and 3rd, respectively.
SA’s best-selling double-cab bakkies in H1 2025
At 2025’s halfway point, Toyota’s Hilux finds itself in 2nd in the double-cab sales race.
According to Lightstone Auto, the Ford Ranger leads SA’s double-cab bakkie sales charge after the first 6 months of 2025, with 10 262 units sold locally (1 884 of which were registered in June). Our calculations suggest that translates to a considerable 82.8% of the Silverton-built contender’s overall figure.
With 1 389 units sold in June 2025, the Toyota Hilux has a year-to-date double-cab tally of 7 717 units. That sees the Prospecton-made model place 2nd (some 2 545 units behind the dual-cab Ranger) at the year’s halfway mark. Fascinatingly, the double-cab body style therefore accounts for 46.7% of the Hilux’s overall figure for H1 2025.
Of course, that means the Struandale-made Isuzu D-Max again finds itself on the final step of the double-cab bakkie podium. With 746 registrations in this segment in June 2025, the D-Max’s H1 2025 double-cab tally moves to 4 023 units. For the record, that’s some 40.9% of its overall figure. Lightstone Auto’s figures further show all other 1-tonne double-cab bakkie derivatives have collectively managed 10 313 units, year to date.
Single- and extended-cab body style sales in H1 2025
Mahindra’s Pik Up is 3rd on the single-cab table, year to date.
Over in the single-cab segment, meanwhile, the Toyota Hilux continues to lead the pack, with 6 410units (including 1 054 units in June) registered during the opening half of 2025. According to our calculations, this represents 38.8% of the Japanese contender’s overall tally at the year’s halfway point.
The Isuzu D-Max sits in 2nd place on the single-cab rankings in H1 2025, with its sales figure gaining 808 units in June to reach 4 967 units (or 50.4% of the nameplate’s total). The KwaZulu-Natal-assembled Mahindra Pik Up retains 3rd on the single-cab table, with 4 209 units (or a whopping 82.9% of its total) sold, including 725 units in June.
The D-Max currently sits in 3rd in the extended-cab sales race.
Interestingly, Ford has registered just 468 units of the Ranger single cab over the opening half of 2025. That means this body style accounts for a mere 3.8% of the Ranger’s year-to-date total. Lightstone Auto’s figures show all other 1-tonne single-cab bakkie derivatives (excluding Hilux, D-Max, Pik Up and Ranger) collectively managed 5 425 units, year to date.
What about the extended-cab class? Well, the Toyota Hilux retains pole position here, adding 589 registrations in June to push its year-to-date tally to 2 382units (or 14.4% of its total). The Ford Ranger stays in 2nd on 1 667 units (including 368 sales in June), with the Isuzu D-Max (855 units, including 123 units last month) in 3rd. These are, of course, the only 3 bakkies offered locally in the “cab-and-a-half” body style.
The Lexus GX 550 Overtrail brings an admirable blend of luxury and off-road talent to the Adventure SUV segment, but is it more than just a rebadged Toyota Prado?
The GX is available in 2 trim grades: Overtrail, as shown here, and SE.
The Lexus GX is not a familiar name in South African motoring, and this 3rd-gen model is the first of its kind to go on sale in our new-vehicle market. If you think it’s just a Lexus-badged Toyota Land Cruiser Prado, you’re somewhat correct, as both ride on the same TNGA-F ladder-frame setup, but that’s pretty much where the similarity ends. The powertrain is the key differentiator, but more about that later.
The Lexus GX line-up comprises 2 variants: the Overtrail (tested here) and SE. While both are powered by a 3.4-litre V6 turbopetrol engine, each has its own identity. Overtrail is a 5-seater off-roader with all-terrain tyres and additional 4×4 hardware, while the SE is a 7-seater with a greater focus on luxury.
What else can you buy when you’re seeking a new vehicle with serious off-road talent, a luxurious cabin, and brand prestige for around R1.8 million? It stands to reason that the GX’s main rival is its Toyota Land Cruiser Prado cousin, but given its spectacular sales success and desirability, the 2024/25 Cars.co.za Awards Adventure SUV-category champion, Land Rover Defender also deserves to be in the reckoning.
If 4×4-ing isn’t your thing, but you want a premium full-size family car, then we would be remiss if we didn’t mention the German trio of the BMW X5, Audi Q7 and Mercedes-Benz GLE. Sure, they won’t be able to follow the GX 550 Overtrail into the wilderness, but their cabins are just as plush and appealing.
The GX 550 Overtrail is distinguishable from its SE sibling by its black detailing and off-road rims and tyres.
How the Lexus GX 550 Overtrail fares in terms of…
Performance and Efficiency
Family arguments are always awkward, and what could be more awkward than the young Lexus GX upstart boasting the same outputs as the 305 kW petrol-fed Toyota Land Cruiser 300? That would dent egos and sales, so the GX’s 3.4-litre twin-turbopetrol V6 has been slightly detuned. The numbers will make you do a double-take, nonetheless – the 550 Overtrail has peak outputs of 260 kW and 650 Nm.
Perhaps there are simply too many drive modes to choose from…
Power goes to all 4 wheels via a 10-speed automatic transmission. There’s an array of drive modes to choose from, but truth be told, we couldn’t work out the difference between Sport and Sport+.
With a creamy, turbopetrol V6 under the bonnet (as opposed to its Prado cousin’s workmanlike 2.8GD-6 4-cylinder turbodiesel), the GX 550 was always going to be quick, as its claimed 0–100 kph time (7 sec) suggests. However, in its sportiest drive mode, the test unit’s acceleration felt even stronger than that, and our test equipment confirmed that the 0-100 kph sprint had been dispatched in a rapid 6.58 sec.
Despite the numerous ratios (all 10 of them), the Lexus’ powertrain software was smart enough to find the right gear at the right time, but considering that a not-insubstantial 650 Nm of torque is available from 2 000 to 3 600 rpm, the transmission hardly, if ever, needs to go hunting for the appropriate ratio.
The GX 550 Overtrail’s fuel consumption is heavy, but its V6 emits a pleasing soundtrack.
There’s a downside to the majestic howl and generous in-gear acceleration (resulting in almost effortless overtaking ability) that the muscular V6 produces, and that’s less-than-stellar fuel consumption.
Lexus claims an average fuel consumption of 12.3 L/100 km, but despite our best efforts (including using Eco mode and adopting a very conservative driving style), we couldn’t get the test unit’s indicated return to dip below 15 L/100 km. And, given the 550 Overtrail’s target market, fuel-efficiency certainly matters.
The GX offers excellent stability and ride comfort on a gravel road.
The 550 Overtrail is packaged to appeal to off-road enthusiasts and adventurers, but while Lexus claims this variant could clock up 650 km from a full (80-litre tank), you’re more likely to need to fill up again after less than 500 km, which means you’ll have to plan your overlanding expeditions carefully.
So, if you’re planning to head into the back and beyond, you’ll need to schedule an extra fuel stop or two, pack a couple of jerry cans… or just pick the GX 550’s cousin, the turbodiesel-powered Prado instead.
Features and Practicality
The Lexus cabin is well-finished and luxuriously appointed.
When you step inside the GX, Lexus’ restrained but upmarket fit-and-finish is immediately apparent. The Japanese premium brand knows how to deliver superb build quality, and our test unit was no exception.
The interiors of Lexus off-roaders have become notably more ergonomically efficient; the brand’s new Adventure SUV has an intuitive interface comprising both physical buttons and a 14-inch infotainment touchscreen, the latter replacing the infamous touchpad system that frustrated many users (and us).
As a full-size luxury family car, the Lexus GX comes equipped with a host of safety systems.
Consumers who are willing to spend R1.8 million on a new vehicle rightly expect a comprehensive list of standard luxury, tech, and convenience features – and that is where Lexus shines. Unlike the new GX’s German and British rivals, the 550 Overtrail has no optional extras or complicated spec packages. Okay, okay, a bi-tone exterior paint finish is available for an extra R10 400 (July 2025), but that’s it!
Heated and ventilated seats are standard on the GX 550 Overtrail.
Standard equipment highlights include a digital instrument cluster, heated, ventilated and faux leather and suede-trimmed front seats, USB charging ports, a wireless charging pad, Apple CarPlay/Android Auto smartphone mirroring, and a host of driver assistance and safety features, including 8 airbags.
Rear passengers get their own recharging ports and climate control console, plus there’s no shortage of head- and legroom for adult occupants. If you need extra seats, Lexus also offers the GX 550 in 3-row SE configuration, which offers a few more luxury appointments and features for its R65k premium, but foregoes Overtrail-specific off-road enhancements (we’ll discuss those under Ride & Handling below).
The load bay is capacious (a claimed 1 063 litres), plus you can fold down the 2nd row if required.
The new GX can seat 4 adults comfortably.
Ride and Handling
Apart from its beefed-up black roof rails and static side sills, the most noticeable features of the GX 550 Overtrail are its dark grey 18-inch rims shod with decidedly chunky 265/70 all-terrain tyres (with 20 mm wider tread); they’re not just for show, but facilitate genuine go-anywhere capability in combination with the variant’s extensive list of off-road hardware, which includes reinforced underbody protection.
These chunky tyres prove their worth off-road… but don’t detract much from on-road refinement.
Apart from its 220 mm of ground clearance, permanent 4-wheel drive with a low-range transfer case, and both rear and centre diff locks, the Overtrail comes equipped with Toyota Motor Corporation’s Electronic Kinetic Dynamic Suspension System (e-KDSS), which can automatically decouple the anti-roll bars to allow for more wheel articulation in off-road conditions – or stiffen them to aid on-road stability.
Complementing these mechanical features, the Multi-Terrain Select (MTS) system offers 6 selectable off-road drive modes (Auto, Dirt, Sand, Mud, Deep Snow, and Rock) to make it easier to venture off the beaten path. Also available is downhill-assist control and a Crawl mode, which automatically regulates speed over tricky terrain, allowing the driver to focus on steering without having to operate the pedals.
Drivers can switch between 4High and 4Low with a simple toggle.
After the new GX’s local product launch in April 2025, Cars.co.za track-test ace Ash Oldfield reported that the Overtrail easily handled everything on a reasonably challenging 4×4 course: “just as you’d expect from a fit-for-purpose Toyota model, only with more comfort and luxury from the Lexus badge.”
And, when we had this test unit in our Cape Town fleet, we put the Overtrail through its paces on gravel roads, where it performed with equal composure: its suspension and all-terrain tyres soaked up corrugations and loose stones with ease, and electronic aids only intervened when truly necessary.
Impressively, those chunky tyres don’t generate excessive road noise – or perhaps they do, but the Lexus’ cabin is so well insulated that you hardly notice. And although the Overtrail doesn’t get the SE’s 21-speaker Mark Levinson system, its standard 10-speaker audio setup still delivers rich, clear sound.
The GX 550 Overtrail’s Multi-Terrain Select system has 5 off-road modes to choose from.
Sure, the GX 550 Overtrail is marketed as a capable off-roader, but as an everyday family car, its on-road manners are quite exceptional for a premium ladder-frame-based Adventure SUV. The Lexus’ suspension setup is quite supple, or forgiving – it’s genuinely one of the most comfortable vehicles in the segment.
The Lexus’ off-road menu displays the GX’s pitch and roll angles.
Granted, there’s some body roll if you push hard in corners, yet that’s a small trade-off for what we’d argue is class-leading comfort and refinement. The steering is reasonably weighted, and you’ll especially appreciate its lightness at low speeds when manoeuvring this 5-metre Lexus in tight urban spaces.
Price and After-sales support
The Lexus GX 550 Overtrailcosts R1 801 300 (July 2025),which includesa 7-year/100 000km warranty and full maintenance plan. Vehicle service intervals are every 10 000 km, or yearly.
GX 550 is a highly impressive package. We just wish it had a larger fuel tank.
When we recently caught up with Lexus SA staff, they were quietly pleased with the interest and demand in the new GX. We understand that it took a substantial amount of convincing by the SA team to the global Lexus product planners to allocate some right-hand-drive units to our market, but the sales figures speak for themselves. Simply put, the GX is Lexus South Africa’s best-selling vehicle in years.
Should you buy a Lexus GX 550 Overtrail? We’d say the answer depends entirely on how you plan to use it. If you’re the adventuring type who routinely travels to remote corners of South Africa, the limited range may hamper your ambitions. But if your idea of a perfect getaway is a road trip on the national highways to a tranquil seaside town, then Lexus’ thirst becomes less of a problem.
We think the Overtrail is the GX model to have. It’s reasonably well specified, and even if you don’t fully use its 4×4 capability, those all-terrain tyres will traverse potholes like they’re not there.
Of course, as much as we adore the Lexus image, capabilities, and performance, the thirst and price premium dilute the overall appeal, which is why we’d lean towards the talented all-rounder, the Toyota Land Cruiser Prado VX-R. We’d miss the twin-turbo V6, sure, but double the usable range makes it a more sensible option. Now, if only the Land Rover Defender weren’t such an enticing prospect, too…
