Porsche 911 (991.2) GT3 Touring: Classic Drive

The 991.2-series Porsche 911 GT3 Touring is one of the most loved naturally aspirated 911 variants produced during the past decade. We revisited this machine during a road trip that happened directly after a collector had taken delivery of his 1st Porsche.

A Porsche 911 GT3 is a car that will grab almost all 911 enthusiasts’ attention. Whether because of sheer performance, standout kerb appeal or a combination of both, there is much to admire about a 911 GT3.

However, some enthusiasts have always preferred the clean lines of the original shape – a 911 without a fixed rear wing. You can painstakingly explain the aerodynamic importance of the wing on a 911 GT3, but they will simply keep saying that, in their opinion, a wingless 911 has a prettier and more elegant shape.

And that is understandable. If you wanted a GT3 experience in an “unadorned” 911, you could never have it, not until Porsche released the 991.2-series GT3 with Touring Package (that is the variant’s full name).

Porsche 911 GT3 Touring front three-quarter view

The owner’s path to the 911 GT3 Touring

How did the owner come to acquire a 911 GT3 Touring? It began with a simple phone call one morning.

His late father was a keen motoring enthusiast and an avid car collector, and evidently, so is he. As a dyed-in-the-wool petrolhead, he has been enjoying the various cars in his collection, including a pre-war Bentley and a low-mileage E46 BMW M3 CSL, all of which are meticulously maintained.

Suffice it to say, he has been especially discerning about which vehicles he has added to (or trimmed from) his collection. What about a Porsche 911? Curiously, this car is the first 911 to join his collection.

Porsche 911 GT3 Touring rear three-quarter view

The reason that Zuffenhausen’s iconic sportscar had been omitted was not indifference, though; as a collector, he had his sights on 2 variants only: a 993-series Carrera S or a 991.2-series 911 GT3 Touring.

He explains that he is all too aware that the rest of the Porsche 911 line-up is impressive, but in terms of design and performance, those are the 2 variants he adores. Offering the 911 GT3 Touring was a shrewd move by Porsche, because the firm knew the car would appeal to a very specific buyer, like this collector.

It is easy to see the similarities – both the (993) Carrera S and (991.2) GT3 Touring are wingless, manual, have wider hips and offer added performance. The owner’s 1st attempt to acquire a 911 GT3 Touring was to order one, but sadly, a very limited number of units came to South Africa, and none were available.

His 2nd attempt began with that phone call (to the author): “Have you seen the 2019 Viola Metallic GT3 Touring advertised online this morning?” he asked. Only an hour later, I was standing next to the car with a Porsche salesman showing me around the car – it had only 8 000 km on the clock and was pristine.

Having sent pictures and videos, followed by chats, debates and discussions on the phone, I decided to leave it there. However, 48 hours later, I got confirmation that he had decided to purchase the car.

I was as excited when the owner told me that he and his wife would be flying to Cape Town to collect the vehicle and drive it home via a 5-day road trip (a 1 600 km journey). The stage was set: I would join them for the 1st couple of hours of the road trip, during which I’d drive the Porsche 911 GT3 Touring a little.

Red Ribbon Day

In traffic, the car receives a little less attention than a GT3 would, but the dark-purple paint finish sure turns some heads! It is a beautiful, deep plum-like colour that alters a little as the sun shines on it. The car looks purposeful with the bodywork squatting down over those widened fenders, front and rear.

The car’s specification had also piqued the collector’s interest. It is fitted with Porsche Ceramic Composite Brakes (PCCB), a front-axle lift system and sports bucket seats. The latter thankfully can fold forward a little, allowing some (well, contorted) access to the rear storage space (no seats back there).

The purple colour has also been selectively applied in the cabin. The air vents’ surrounds and top inserts in the seats are painted in the same colour, while the instrument dials feature a white background. As for the exterior, the 20-inch wheels – painted in Satin Aluminium – neatly contrast with the dark exterior hue.

We head up Sir Lowry’s Pass – the 1st mountain pass as we leave Cape Town and the surrounding area. Road works mean there’s no chance to stretch the 911 GT3 Touring’s legs. Once we arrive at the top, we stop at the lookout point. For now, the owner is guarded in his comments: “So far, so good. Can’t wait to explore the rest of the rev range. I’ve had it up to 6 000 rpm and there is still another 3 000 rpm left!”

Even at idle and low revs, the naturally-aspirated 4.0-litre flat-6 emits an unfiltered soundtrack and gear changes are heralded by an unmistakable sound from the powertrain as the clutch engages/disengages.

Porsche 911 GT3 Touring front tracking shot

The next stop is Peregrine Farm Stall, near Grabouw. We’re peckish, so the 911 GT3 Touring is parked up and we head inside to have a bite. I discuss some road options with the owner, who is keen to hear about some mountain passes they can explore on their way home, while also stopping to see family members.

However, before we wave the couple off on arguably one of the most exciting motoring trips they will ever do, I have to show them one of the best and prettiest stretches of road that the Western Cape has.

Porsche 911 GT3 Touring rear three-quarter tracking shot

Specifications:

Model: 2019 (991.2) 911 GT3 Touring
Engine: 4.0-litre flat-6, petrol
Power: 368 kW at 8 250 rpm
Torque: 460 Nm at 6 000 rpm
Transmission: 6-speed manual
Weight: 1 413 kg
0-100 kph: 3.9 sec (claimed)
Top Speed: 316 kph (claimed)

Twisty paths

Located close to the Peregrine Farmstall, the Elgin Valley offers some wonderful twisty roads, some of which are more frequently used by performance-car enthusiasts than others. The R321 leads from the N2 north towards towns such as Villiersdorp and Rawsonville. It is a relatively quiet road, replete with a few long straights, but also a number of cambered corners, as well as a (thrilling) 180-degree hairpin.

Porsche 911 GT3 Touring front three-quarter tracking shot

You also pass the small Nuweberg Dam, which looks like a scene from Alaska or Canada with cold-coloured mountains in the background and the dark blue water front and centre to complete the image.

I sense the owner is eager to unleash the full 368 kW of the 911 GT3 Touring’s flat-6 engine. After all, it has been around 3 and a half hours since he walked into the Porsche dealership, and until now, he hasn’t been able to explore the full capability of the free-breathing 4.0-litre engine. The rear quarters of the 911 squats and, from the photography car, we can hear the motor being revved out – ah, what a symphony!

Porsche 911 GT3 Touring rear tracking shot

The owner is warming to, and truly enjoying his car. Nevertheless, he pulls over and hands me the key.

What is the Porsche 911 GT3 Touring like to drive?

The original launch of the 991.2-series 911 GT3 is still fresh in my mind. I remember it fondly, as I drove the manual versions at the launch at every available opportunity. There were talks that it might be the last 911 GT3 to offer a manual gearbox, so I just had to make use of the chance to savour the experience.

Wilhelm Lutjeharms drives a Porsche 911 GT3 Touring

As I slide into the driver’s seat, the steering wheel grabs my attention: it has zero multifunction buttons, just 3 double spokes. Want to access functions or turn up the audio? You’ll have to look to your left.

The clutch pedal initially feels slightly heavy – and it is – but, at the same time, you don’t expect it any other way in a Porsche 911 GT3. Besides, within a few shifts, you become quite accustomed to it. Apart from the dizzying 9 000 rpm redline, the directness and short shift action of the gearlever are a pleasure.

I pull away, and even at a sedate 70 to 90 kph, I’m immediately impressed by the purple Porsche’s pliant suspension setup, yet simultaneously I feel how the 911 GT3 Touring’s wheels are reacting at each axle.

The steering feel is just superb too. The steering system is electrically-assisted, but Porsche’s engineers have dug deep into their development resources to present a respectable level of steering feedback. You especially feel undulations and camber changes on the road through the rim of the steering wheel.

The result is that you cannot help but drive the 911 GT3 Touring enthusiastically, which is, after all, as it’s meant to be driven. Even if you rev the motor to 7 000 rpm, you feel as if you’re already accessing the full performance of the car. It revs with utter ease, and you can execute gear shifts quickly and confidently.

However, seeing as there is another 2 000 rpm to exploit, you keep the throttle pinned; the engine spins with even greater vigour, so much so that you momentarily think it can probably rev well past 9 000 rpm.

I engage a lower gear as I approach a corner (I had Sport mode activated), and the auto-blip function perfectly matches the revs. The gear lever slips into its slot without any inertial effect on the engine.

This action is a fascinating onslaught on the senses, and I cannot help but do it another couple of times. Make no mistake, there is sufficient torque available if you prefer to change gears lower in the rev range.

After all, the sheer cubic capacity of the 4.0-litre motor facilitates generous torque delivery. Needless to say, the brake feel is also good, although on this occasion, I didn’t need to demand full stopping power.

Summary

As I park the car and hand its key back to the owner, I know he made the correct decision to fly to Cape Town and drive his 1st Porsche home. The 911 GT3 Touring represents one of the pinnacle Porsche 911 experiences from the past decade. The fact that it doesn’t have “the wing” makes it, to an extent, the quintessential pumped-up Carrera – the shape that many have fallen in love with since the early Sixties.

For the remainder of that day, the morning’s spirited drive in the Porsche 911 GT3 Touring remained etched in my memory. No other sportscar offers all those ingredients in such a package. What a car.

As the owner stated, “I’m not chasing lap times, I bought this car for the experience.” Well done, sir.

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

Navara back in top 5! SA’s best-selling bakkies in May 2025

Despite Nissan’s global troubles, the Rosslyn-built Navara broke back into the top 5 on the list of South Africa’s best-selling bakkies for May 2025…

In May 2025, South Africa’s total new-vehicle market grew 22% year on year to 45 308 units. The new light-commercial vehicle (LCV) segment, meanwhile, registered its 2nd straight month of year-on-year growth, improving 5.8% to 10 938 units.

What happened on the list of Mzansi’s best- and worst-selling bakkies in May 2025? Well, despite sales of the Toyota Hilux slipping 8.3% month on month to 2 548 units – its lowest tally of the year thus far – the Prospecton-made stalwart retained 1st place.

*Toyota’s Hilux was again SA’s top-selling bakkie in May 2025.*

Meanwhile, the Ford Ranger registered a 24.2% improvement over April’s effort, ending May 2025 on 2 147 units and keeping 2nd place. As such, the Silverton-produced contender was just 401 units off the pace last month. The Struandale-built Isuzu D-Max (1 473 units) again ranked 3rd, with its sales growing 32.9% month on month (off a relatively low base in April).

Local registrations of the Mahindra Pik Up increased 20.2% month on month to 786 units, seeing the Indian brand’s KwaZulu-Natal-assembled bakkie hold steady in 4th spot. The Nissan Navara (389 units) enjoyed a 32.8% month-on-month improvement in sales to climb 2 rankings to 5th, despite the Japanese company’s global struggles (including reports that the Rosslyn factory is facing the axe). That’s only the 2nd time this year the Navara has made the top half of the table.

After elbowing its way into the top 5 in April, the Chinese-made GWM P-Series (348 units; -30%) slipped a place to 6th in May 2025, a spot it shared with the Japanese-built Toyota Land Cruiser 79 (348 units; -16.5%). The Volkswagen Amarok (282 units; +11%) and Foton Tunland G7 (216 units; +1.9%) retained 8th and 9th place, respectively.

Finally, the JAC T-Series completed the table, with its combined tally of 162 units representing a 0.6% increase over April’s effort. For the record, we previously didn’t rank the T-Series since Chinese firm JAC reports only a combined figure for its T6, T8 and T9 line-ups to Naamsa.

JAC T9 — *The JAC T-Series (T9 pictured here) ranked 10th in May 2025.*

However, since GWM’s P-Series total technically also includes various models (the standard P-Series/facelifted P300 and the larger P500), we’ve opted to adjust our methodology. Still, in a bid for further clarity, we’ve managed to obtain an unofficial breakdown of T-Series sales for May 2025. According to our source, JAC registered 102 examples of the T9 last month, along with 54 units of the T8 and 6 units of the T6.

Best of the rest in May 2025: bakkies outside top 10

*Mahindra’s seemingly evergreen Bolero attracted 95 sales last month.*

So, which bakkies didn’t rank in the top 10 in May 2025? Well, the GWM Steed was the best of the rest with 118 sales, followed by the Mahindra Bolero (95 units). Meanwhile, the Chinese-built Peugeot Landtrek (66 units) fell out of the top 10 last month.

Though it registered an improvement over April’s performance, the Mitsubishi Triton still found itself just a single rung from the bottom of the ladder, with 48 units sold. Finally, the Jeep Gladiator – which is tipped to soon enjoy a facelift locally – saw 9 sales in South Africa last month.

10 best-selling bakkies in South Africa for May 2025

1. Toyota Hilux – 2 548 units

2. Ford Ranger – 2 147 units

3. Isuzu D-Max – 1 473 units

4. Mahindra Pik Up – 786 units

5. Nissan Navara – 389 units

6=. GWM P-Series – 348 units

6=. Toyota Land Cruiser 79 – 348 units

8. Volkswagen Amarok – 282 units

9. Foton Tunland G7 – 216 units

10. JAC T-Series – 162 units

Hyundai hits 3-year high! SA’s new-vehicle sales in May 2025

May 2025 was the SA new-vehicle market’s 8th straight month of year-on-year growth. Here’s your industry overview, including a look at Mzansi’s best-selling automakers…

In May 2025, South Africa’s new-vehicle market improved a significant 22% year on year to finish on 45 308 units. That makes it 8 consecutive months of year-on-year growth for the local industry, with May furthermore representing a 6.9% improvement over April 2025’s tally.

Naamsa described May 2025 as a “consequential month for South Africa’s automotive sector”, adding that new-vehicle sales were “buoyed by relatively stable economic fundamentals earlier in the year”.

However, exports sales dipped 14.6% year on year to 30 112 units in May 2025. That said, the industry representative body noted the year-to-date figure was “still 1.4% ahead of the same period last year” (at 159 199 units). In addition, note that Volkswagen Group Africa halted Polo and Polo Vivo production at its Kariega plant from 14 April to 12 May to upgrade the facility.

According to Naamsa, 88.4% of May 2025’s total reported domestic figure represented dealer sales, while an estimated 6.8% were sales to the new-vehicle rental industry, 3.0% to industry corporate fleets and 1.8% to government.

ALSO READ: Haval H6 facelift (2025) Price & Specs

Mzansi’s new passenger-vehicle market saw a 30% year-on-year gain to end the month on 31 741 units (with 8.5% of that figure representing sales to the country’s rental-vehicle industry). After a lengthy stagnant period, SA’s new light-commercial vehicle segment registered its 2nd consecutive month of year-on-year growth, improving 5.8% to 10 938 units.

Meanwhile, Brandon Cohen, National Chairperson of the National Automobile Dealers’ Association of South Africa (NADA), said it was “most satisfying to see consumer confidence, boosted by a further interest-rate cut and positive developments on the geopolitical front, translate into a 22% improvement in retail new-vehicle sales in May”.

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“Sales were relatively slow during the first half of May but increased significantly in the latter half of the month following President [Cyril] Ramaphosa’s meeting with US President Donald Trump, the finalisation of the National Budget and the interest-rate announcement,” Cohen noted.

Lebo Gaoaketse, Head of Marketing and Communication at WesBank, added that the market’s 8 consecutive months of year-on-year improvements – and indeed May 2025’s performance – “put any doubt of revitalised growth to bed”. However, he did point out May 2024 was the country’s election month.

ALSO READ: Hyundai Santa Fe Hybrid (2025) Price & Specs

“Twelve months ago, South Africans voted at the polls, not on showroom floors. May 2024 sales were depressed and 14.2% down compared to May 2023, providing a particularly relevant context to this year’s performance,” explained Gaoaketse, who nevertheless noted May 2025’s performance represented the biggest instance of year-on-year growth since July 2022.

New-vehicle sales summary for May 2025

Aggregate new-vehicle sales of 45 308 units increased by 22.0% (8 169 units) compared to May 2024.
New passenger-vehicle sales of 31 741 units increased by 30.0% (7 322 units) compared to May 2024.
New light-commercial vehicle sales of 10 938 units increased by 5.8% (601 units) compared to May 2024.
Export sales of 30 112 units decreased by 14.6% (5 165 units) compared to May 2024.

10 best-selling automakers in South Africa in May 2025

Ford sales increased in May 2025 — *Ford sales increased 22.3%, month on month.*

Toyota SA Motors (which includes the Lexus and Hino brands) ended May 2025 on 10 330 units, representing a marginal month-on-month decline of 0.3%. As expected, the Japanese giant stayed way out in front last month, nearly 4 800 registrations ahead of the market’s runner-up.

Though Suzuki Auto SA’s total (5 536 units) slipped 7.4% compared with April, the Hamamatsu-based brand comfortably retained 2nd place in May 2025, a position it has held every month so far this year. That meant Volkswagen Group Africa – including Audi sales – again found itself in 3rd place, though its tally at least improved 15.3% month on month to 4 582 units.

Meanwhile, Hyundai Automotive SA (3 251 units) enjoyed 8.1% month-on-month sales growth to retain 4th position in May 2025. According to our records, that’s Hyundai’s best single-month performance since March 2022. Ford likewise stayed in 5th (2 932 units), increasing 22.3% compared with April, while GWM (2 069 units; +6.5%), Chery (1 995 units; +7.7%) and Isuzu (1 961 units; +41.8%) all also gained sales to remain in 6th, 7th and 8th place, respectively.

While the rankings above it remained static, Mahindra SA (1 524 units) moved up a place to 9th in May 2025, thanks to a 19.2% month-on-month improvement in local registrations. Finally, Kia returned to the top 10 with a figure of 1 406 units, pushing French firm Renault off the table. The South Korean automaker’s 10.1% month-on-month improvement saw it rank inside the top 10 for only the 2nd time this year (after January).

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So, Renault (1 302 units) had to settle for 11th place in May, though it at least finished in front of the BMW Group (with a Naamsa-estimated 1 253 units). Omoda & Jaecoo (924 units) grabbed 13th place ahead of an embattled Nissan (907 units), with Stellantis (641 units) completing the top 15.

1. Toyota – 10 330 units

2. Suzuki – 5 536 units

3. Volkswagen Group – 4 582 units

4. Hyundai – 3 251 units

5. Ford – 2 932 units

6. GWM – 2 069 units

7. Chery – 1 995 units

8. Isuzu – 1 961 units

9. Mahindra – 1 524 units

10. Kia – 1 406 units

South Africa’s sales outlook for rest of 2025

So, where to from here for South Africa’s new-vehicle market? Well, Naamsa says the South African Reserve Bank’s recent decision to cut the repo rate by 25 basis points “signalled a welcome policy pivot in support of industrial growth, affordability and macro-economic stability”.

“The automotive sector finds itself once again at the coalface of global economic shifts. The SARB’s latest decision to lower interest rates is both timely and commendable. It directly supports consumer affordability and boosts production competitiveness at a time when global uncertainty is weighing heavily on our export markets. While the new tariff measures remain a concern, our industry has proven its resilience time and time again,” concludes Naamsa CEO, Mikel Mabasa.

ALSO READ: Nissan reportedly considering SA plant closure

Interestingly, NADA’s Cohen suggests “actual market activity” in May might have been “even stronger” than the reported total, pointing out that “only 12 of the 24 Chinese brands currently available in South Africa submitted sales data”.

He also points to the commercial vehicle sector performing “exceptionally well” in May as a potential signal of “a renewed sense of confidence in the broader economy” as the industry heads towards the middle of 2025.

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WesBank’s Gaoaketse says that while “volumes continue to be confidence-inspiring, South African household budgets remain under pressure”, even though new-vehicle sales will “undoubtedly be given an additional boost from the announcement last week by the South African Reserve Bank to lower interest rates”.

“The market’s expected slow recovery is continuing to play catch-up, but the industry should remain vigilant and will continue to have to drive innovative reasons to continue attracting consumer and business decisions to purchase new vehicles,” concludes Gaoaketse.

Volkswagen Golf 8.5 SA Review – Is the 1.4 TSI What We’ve Waited For?

The Volkswagen Golf 8.5 has finally landed in South Africa, and this time it’s NOT just the GTI or R! Is there hope for the C-segment hatchback and should you buy one?

We get behind the wheel of the new 1.4 TSI Golf 8.5 to see if it lives up to the iconic Golf nameplate and if it’s the perfect hatch for Mzansi roads.

In this detailed South African review, we cover:

🚗 Exterior Styling: New lights and sporty R-Line looks.
💻 Interior Tech & Comfort: That HUGE new infotainment screen and YES, physical buttons are back! We dive into the user experience.
💨 Performance & Drive: How does the 1.4 TSI engine paired with the 8-speed Tiptronic gearbox handle South African city streets and open roads?
🇿🇦 SA Specs & Pricing: A look at the different trim levels available in South Africa (Life, Life+, R-Line, R-Line+) and what you get for your Rand.
🤔 The Big Question: With the Golf 8.5 GTI & R delayed for SA, is this TSI model the Golf to buy right now?

For a while, the Golf 8 was all about high-performance GTI and R models in South Africa. Now, Volkswagen brings back the “people’s Golf” with the refined and updated 8.5 TSI. Is it a compelling alternative in a market increasingly dominated by SUVs? Join us for the ultimate South African Golf 8.5 review!

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BMW M3 Touring vs Mercedes-AMG C63 Hybrid – Drag Race!

The brand-new BMW M3 Touring vs Mercedes-AMG C63 hybrid is the battle between two titans of the German automotive world.

This is the drag race many performance estate fans have been waiting for! The M3 Touring brings BMW’s S58 twin-turbo inline-six power, paired with a clever AWD system, finally in the practical wagon body style enthusiasts craved. The C63 S E Performance represents a paradigm shift for AMG – a high-tech F1-inspired hybrid system delivering immense torque and AWD traction, but with a smaller combustion engine.

Today, we settle the straight-line speed argument. We conduct a series of standing start drag races (best of three) to test launch control, traction, and outright acceleration off the line. Then, we switch to a rolling start race to see which machine pulls harder through the gears when traction is less of a factor.

Can the purebred M power hold off the complex hybrid might of the AMG? Hit play, find out, and tell us which you’d choose in the comments! Enjoy the race? Give us a thumbs up and subscribe!

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Driving an ultra-rare Ferrari 575M in South Africa

Ciro De Siena realised his lifelong dream of driving a manual, open-H-gate Ferrari when he piloted a particularly special Ferrari 575M Maranello at Killarney.

These days, Ferrari doesn’t make manual gearboxes anymore, and so if you do want to drive a Ferrari with a “stick shift”, you need to convince someone who owns one to let you drive it. That’s not easy, but luckily, the stars aligned when Crossley & Webb in Cape Town had this particularly rare 2004 Ferrari 575M Maranello going up for auction and the dealership agreed to let us drive this special machine.

Ferrari 575M Maranello front three-quarter view

The Ferrari 575M Maranello, introduced in 2002 as the successor to the 550 Maranello, represented a significant evolution in Ferrari’s front-engined V12 grand tourer lineage, and aimed to build upon its predecessor by integrating updated technology and enhanced performance.

The 550, launched in the late 1990s, had successfully reintroduced the front-engined, rear-wheel-drive V12 format to Ferrari’s road car offerings, but the 575M incorporated various modifications, hence the “M” in its designation (for modificata/modified) to elevate its capabilities and appeal.

Pininfarina’s design for the 550 was largely retained for the 575M, a testament to its enduring aesthetic. Minor revisions were made to the exterior, including a redesigned front bumper with larger air intakes, updated headlight clusters, and a subtly altered grille, providing a more contemporary appearance while maintaining the vehicle’s established lines.

The interior also underwent enhancements, featuring improved materials, a revised dashboard layout, and a more driver-oriented cabin, contributing to increased comfort and luxury for extended journeys.

Specification:

Model: 2004 Ferrari 575M Maranello
Engine: 5.7-litre, V12, petrol
Power: 379 kW at 7 250 rpm
Torque: 588 Nm at 5 250 rpm
Transmission: 6-speed manual, RWD
Weight: 1 730 kg
0-100 kph: 4.25 sec (claimed)
Top speed: 325 kph (claimed)

A core focus of the Ferrari 575M’s development was its powertrain. The 550’s naturally aspirated 65-degree 5.5-litre V12 engine was bored out to 5.75 litres, and the bigger engine, featuring 4 overhead camshafts and 4 valves per cylinder, produced maximum power of 379 kW and peak torque of 588 Nm.

Ferrari 575M Maranello rear three-quarter view

This power increase, combined with a 50-50 weight distribution achieved through a transaxle design, enabled the 575M to accelerate from 0 to 100 kph in 4.25 sec and reach a top speed of 325 kph.

The 575M also featured a new adaptive suspension system and a Fiorano Handling Package, which incorporated tiffer suspension settings, upgraded braking components (including optional carbon-ceramic discs and a revised steering system, was available as an extra-cost option.

We weren’t even aware of just how rare this car is. Most 575M units were equipped with an F1 electro-hydraulic automated manual gearbox – a 6-speed manual transmission remained available, but very few buyers specified it. As a result, only 246 units out of 2 056 produced had a 3-pedal configuration.

And this is a right-hand-drive example – there can’t be many of these around, and as far as we know, this is the only manual Ferrari 575M Maranello in South Africa.

Search for a classic or collectable car for sale at Crossley & Webb

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Pagani Huayra Roadster: Classic Drive

On a mild winter’s morning in Franschhoek, the planets aligned and we got behind the ‘wheel of an ultra-rare – and, in a word, spectacular – Pagani Huayra Roadster.

In 1999, Horacio Pagani unveiled his company’s 1st car at the Geneva Motor Show: the Zonda C12. It laid the foundation of what became a Modanese firm that hand-builds some of the most desirable pieces of automotive art, which happen to be hypercars. Pagani followed up the Zonda, of which about 140 units were made, with the Huayra in 2011 – the subject of this article, the Huayra Roadster, debuted in 2017.

In issue 22 of August 2000, John Barker of the British magazine EVO wrote: “…from behind the wheel it is the most beautiful thing.” He ended his thoughts, after comparing the Pagani Zonda C12 with cars such as the Ferrari 550 Maranello, Lamborghini Diablo 6.0 VT, Ferrari 360 Modena and Dodge Viper GTS, with “…the supercar establishment should be very worried indeed.”

Pagani Huayra Roadster rear three-quarter view

EVO has published several articles on Paganis leaving the factory in Modena, Italy. One of the magazine’s founders, Harry Metcalfe, even purchased the Zonda C12 S press car and continued to write about it in the magazine for several years. By reading those articles, I realised that the Pagani ownership experience is special, because Pagani owners get to have a close relationship with none other than Horacio Pagani.

The big day arrives

Back to the 05:30 wakeup call, however. The owner of this Pagani Huayra Roadster collects modern supercars. Furthermore, his cars are not only garage queens – he and his family drive them often.

Just as I begin to head up the Franschhoek Pass, I spot the Huayra’s profile. The weather is perfect, so the carbon-fibre roof panel could be left at home. After all, this is a Roadster – let’s savour it al fresco.

It’s difficult to describe the emotions you feel when you encounter an object of such beauty for the first time. How can one car encapsulate the enjoyment of motoring, sizzling performance and intense visual appeal so adroitly? I’d never seen a car design with as many perfect, tiny details that grab your attention.

First, we need to get the images “in the can”, so while the photographer makes his way around the car, I have time to drink in all the Huayra’s details. As I was told when I visited the Pagani factory in 2017, every part on this entire car has “Pagani” engraved on it. Yes, every single nut and bolt – isn’t that incredible?

As we open the clamshell engine cover, the Mercedes-AMG 6.0-litre V12 engine is revealed in all its glory, as well as all the Huayra Roadster’s forged and machined suspension components, the beautifully crafted exhaust system and the intricate latticework of support bars. Race-car design springs to mind.

The cabin, by contrast, is almost cartoonishly ornate, playful even. Except for a couple of buttons on the leather and carbon-fibre steering wheel, there is not a piece of plastic in sight.

Machined metal, leather and carbon fibre – those are the materials that you see in abundance, and fall to hand with a tremendous sense of occasion, as you find your way around the cabin. It exudes a sense of complete quality and ultimate durability to a level that I’ve never experienced in a car.

Every time the car is fired up or repositioned for the next set of pictures, a profound rumble emanates from its quad exhaust pipes. Being the Roadster, I would soon experience the engine’s full vocal range.

Specifications:

Model: Pagani Huayra Roadster, number 95/100
Engine: 6.0-litre twin-turbo V12
Power: 561 kW at 5 500 rpm
Torque: 1 000 Nm from 2 300 to 4 300 rpm
Gearbox: 7-speed automated manual
Weight: 1 280 kg
0-100 km/h: 3.0 sec (claimed)
Top speed: 360 kph (claimed)

What is the Pagani Huayra Roadster like to drive?

As I slide in behind the ‘wheel, I feel a combination of trepidation and gratitude. I’m all too aware that few enthusiasts will be afforded opportunities to drive this machine, even for a precious couple of kilometres.

Pagani Huayra Roadster fascia and instrument panel

The first thing that I notice is just how close the Pagani Huayra Roadster sits to the ground. When I adjust the seat (manually), this mechanism slides oh-so-smoothly and clicks into place with confident precision – another testament to the solid, but lightweight approach to producing every element of this car.

Pagani Huayra Roadster engine air intake and fuel flap

But it’s time to start focusing on what the Pagani Huayra Roadster was designed to do – deliver an unfettered, visceral driving experience. Even on this smooth piece of tarmac, the underbody of the car still touches the road at times, which is intimidating, but my nerves are calmed by the owner.

Designed to kiss the tarmac

He says Pagani made it clear that this “touching” was part of the car’s aerodynamics and that replacing the piece that occasionally meets terra firma (after a few years or at a set mileage) is “not an issue”.

After all, there is impressive aerodynamic engineering at work while you pilot this machine. Up front, the flaps will rise/fall depending on the direction you point the car, and the speed at which you’re travelling.

Apart from the quality of the materials around you, another aspect of the Pagani Huayra Roadster that is impossible not to notice is the close proximity of the A-pillar to the driver, resulting in a very snug feeling in the cabin. That said, due to the car’s width, there is ample space between the 2 occupants.

As expected, the Affalterbach-built engine is the star of the show, but not because of a continuous deep rumble from the V12 or quartet of exhaust ends. Instead, a cacophony of blows and whistles dominates the experience, but if you tune your ears, you can hear the underlying V12 exhaust note amid the din.

Pagani Huayra Roadster rear tracking shot

Lighting-quick steering

The Pagani Huayra Roadster’s steering rack is rapid and eminently communicative, which contributes to the perception that the car feels “light”. Although the powerplant’s redline starts at just after 6 000 rpm, I didn’t feel the need to task the engine to reach its rev limit, because even in the lower and middle parts of the rev range, the acceleration, facilitated by a tonne of torque, is extremely urgent… and addictive.

Indeed, as the maximum torque output (1 000 Nm) is already available at 2 300 rpm (and until 4 300 rpm), you don’t always need to chase that redline. The brake pedal (all the pedals are floor-mounted) feels strong, like every facet of the car, and super sensitive to even the tiniest of inputs.

The 7-speed transmission, made by racing specialists Xtrac in the United Kingdom (also responsible for the gearbox in the GMA T.50), is a sequential, single-clutch unit.

It shifts so refinedly that you may as well leave the ‘box to its own devices. If you prefer to shift manually, you can either tap the machined gear lever or use the metal paddles behind the steering wheel. Plus, you can make upshifts smoother by stepping off the accelerator for a fraction of a second before you shift.

We may be accustomed to the rapid shifts of dual-clutch gearboxes, but this automated manual is lighter than most of those transmissions. Also, seeing as the Pagani has a carbon-titanium and carbon-triax monocoque, there is no scuttle shake, something that can’t be said of most roadsters or convertibles.

Summary

One could write a book about the Pagani Huayra Roadster’s abundance of details and talents, including the colourful exhaust manifold (visible through the mesh grille at the rear), the beautifully crafted mirrors, the luggage set and the small cover you can peer through to marvel at the engine – just to name a few.

However, the sizzling driving experience offered by the Pagani Huayra multiplies the impact that these visual highlights have on you immeasurably. Although a faster transmission would not go amiss, the Roadster is an utter thing of beauty that is just as pleasurable to drive as it is to look at and touch.

Browse the priciest supercars and exotics listed for sale on Cars.co.za

Hyundai Santa Fe Hybrid (2025) Price & Specs

Pricing scoop! The new Hyundai Santa Fe Hybrid will soon launch as the Korean brand’s first dual-powered model in South Africa. Here’s what this boxy 7-seater will cost…

The 5th-generation Hyundai Santa Fe is set to hit the market in South Africa soon, but we’ve managed to dig up pricing ahead of its official launch. And we can confirm this boxy new 7-seater will be offered in hybrid form – a first for the brand in SA.

Yes, the new Santa Fe is poised to launch as Hyundai Automotive SA’s very first hybrid electric vehicle (HEV) and will thus finally mark the Korean automaker’s entrance to Mzansi’s growing new-energy vehicle (NEV) space.

While the previous-gen Santa Fe was offered in SA exclusively with an oil-burning motor, the new model is not available with a turbodiesel engine anywhere in the world. Now, after some initial hesitance from Hyundai Automotive SA, the latest Santa Fe – which was unveiled globally as long ago as July 2023 – is finally ready for launch.

So, what will it cost? Well, from what we understand, just a single derivative will be available at launch. And our information suggests this new Hyundai Santa Fe 1.6T Hybrid Elite AWD (to use its full name) will be priced at R1 249 900.

By our maths, that’s R155 400 more expensive than the previous-generation Santa Fe R2.2 Elite AWD (which had a list price of R1 094 500 before it was discontinued). It’s also enough to make this new hybrid derivative Hyundai Automotive SA’s 2nd most expensive variant yet.

In fact, the new Santa Fe 1.6T Hybrid Elite AWD is R45 400 pricier than the larger Palisade 2.2D AWD Elite (R1 204 500), though it’s worth keeping in mind the latter derivative features a less-sophisticated powertrain. That said, Hyundai’s most expensive variant in SA is still the oil-burning Hyundai Staria 2.2D Luxury (R1 263 900).

What do we know about the new 3-row Santa Fe’s powertrain? Well, it combines a 132 kW/265 Nm turbocharged 1.6-litre, 4-cylinder petrol engine with a 44 kW/264 Nm electric motor. The latter is located between the engine and the 6-speed automatic transmission and draws power from a 1.49 kWh lithium-ion polymer battery.

According to Hyundai, the hybrid powertrain produces total system outputs of 172 kW and 367 Nm, directed to all 4 corners via an active “on-demand” all-wheel-drive system. The local fuel-economy claim comes in at 7.5 L/100 km (interestingly far higher than fellow right-hand-drive market Australia’s listed combined consumption of 5.6 L/100 km).

Standard specification for the new Santa Fe 1.6T HEV Elite AWD includes 20-inch alloy wheels, a powered tailgate, leather upholstery, power-adjustable front seats (with heating and ventilation), heated 2nd-row seats and plenty of driver-assistance technology. The cabin also features a 12.3-inch curved display, while a 12-speaker Bose audio system is included in the price, too.

As a reminder, the latest-generation Santa Fe is 45 mm longer than its forebear, now measuring 4 830 mm long and 1 900 mm wide, while standing 1 720 mm tall. There’s an extra 50 mm between its axles, too, taking the wheelbase to 2 815 mm and allowing the new 7-seater model to offer what Hyundai calls “enhanced” 3rd-row seating.

The tailgate opening is 145 mm wider than before at 1 275 mm, while the luggage compartment can now handle 628 litres (based on the VDA measuring method). Hyundai says legroom in the 2nd row has improved, with occupants of the 3rd row furthermore gaining extra space in this area, plus additional headroom.

Interestingly, the new Santa Fe is also produced in plug-in hybrid electric vehicle (PHEV) form as well as with a turbocharged 2.5-litre petrol engine (generating 206 kW and 422 Nm). These powertrains are not on the menu for South Africa at launch.

How much will the new Hyundai Santa Fe Hybrid cost in SA?

Hyundai Santa Fe 1.6T Hybrid Elite AWD – R1 249 900

The price above includes Hyundai Automotive South Africa’s 7-year/200 000 km warranty (comprising a 5-year/150 000 km vehicle warranty and an additional 2-year/50 000 km powertrain warranty) and a 6-year/90 000 km service plan. In addition, the hybrid battery pack is covered by a separate 8-year/160 000 km warranty.

Find a Hyundai Santa Fe on Cars.co.za!

Mercedes-Benz 560 SEC: Classic Drive

In the Eighties, many considered the Mercedes-Benz 560 SEL ‘the best car in the world’, but if you were a real bigwig, you drove the W126-series model’s gorgeous coupe variant! Graeme Hurst reviews a 560 SEC once owned by a famous novelist.

The 1980s gave us fab music (imagine the decade without Michael Jackson’s Thriller – you can’t), along with memorably BIG hairstyles, nifty games (such as Pac-Man and the Rubik’s cube), and conspicuous luxury performance cars. If you sat at the end of the boardroom table and had a cheque book in which you could write telephone-number figures, you probably drove a Mercedes-Benz 560 SEC.

IMAGES: Duwyne Aspeling

And, with South Africa’s rampant inflation and exorbitant import tariffs at the time, that’s what the price tag of this range-topping Mercedes-Benz 560 SEC looked like: in 1989, it set its 1st owner, the late British-South African novelist Wilbur Smith, back over R300k! At the time, that sort of cash would have given you the keys to 15 VW Citi Golfs… or a few thousand copies of Wilbur’s 1989 novel A Time to Die.

Specification:

Model: Mercedes-Benz (W126) 560 SEC
Engine: M117 5.5-litre V8, petrol
Power: 220 kW at 5 000 rpm
Torque: 455 Nm at 3 750 rpm
Transmission: 4-speed auto, RWD
Weight: 1 746 kg
0-100 km/h: 6.78 sec (as tested by CAR)
Top speed: 247 kph (as tested by CAR)

But while the famed historical fiction writer’s work could’ve transported you into the latest adventures of retired guerrilla fighter-cum-hunter Sean Courtney at the time, the venerable Citi Golf hadn’t the feintest chance of propelling 4 adults and approximately 1.8-tonnes of Teutonic automotive opulence from zero to 100 kph in a shade over 6 seconds before topping out at an Autobahn-friendly 250 kph.

Nor could it offer state-of-the-art engineering attributes – including self-levelling rear suspension, ABS and ASR (acceleration slip regulation) – to ensure you could replicate the experience daily.

Yup, an SEC (an acronym for S-Klasse-Einspritzmotor-Coupe) was a highly accomplished car in the late Eighties. Codenamed C126, it boasted more than just performance or arresting looks: it had oodles of state-of-the-art refinement inside, starting with the electric seats and their clever ergonomic operation.

Been in a car where you simply push parts of a seat-shaped button to adjust the seat position? It seems de rigueur now, but the SEC was the 1st car in which you could do that. Have you had a seatbelt handed to you so you don’t have to throw your back out while buckling up? Welcome to the SEC’s party trick…

Of course, the Three-pointed Star was no stranger to pretty 2-door variants of its handsome saloons (even if it focused on the R107-series SL and C107-series SLC in the Seventies), and when the Bruno Sacco-styled SEC wowed Frankfurt back in ’81, it was more than a “cut-and-shut” of the elegant W126.

With a 90 mm shorter wheelbase than its 4-door SE sibling (now known as the S-Class), the SEC had svelte looks thanks to heavily raked C-pillars, aluminium was used extensively in its construction (as a weight-saving measure), and unlike previous Mercedes-Benz coupes, it was exclusively V8-powered.

The 380 SEC (and 500 SEC) made it to our shores in late ’83. When CAR magazine SA tested a 380 SEC a year later, it retailed for R74 800 – considerably less than the 560 SEC’s price tag 5 years later, but that was still a monumental number on a South African car showroom floor back then, when something as desirable (and already pricey) as an Alfa Romeo GTV6 3.0 could be yours for just over 30 grand…

So what tarmac metrics did a 380 SEC owner get for that sort of dough? Well, a top speed of 211 kph and a zero to 100 kph time of around 10 sec. Those numbers were impressive for the day, but not enough to embarrass the shark-nosed E24 BMW 635CSi 4-speed auto, powered by a 160 kW 3.5-litre inline-6.

For the ’87 model year, Mercedes South Africa introduced the 560 SEC (as the coupe counterpart of the revered 560 SEL saloon) and its 5.5-litre V8 produced 220 kW and 455 Nm! That was 46% more grunt than the 380 SEC’s 3.8-litre V8 and more than enough to match the E28 BMW M5 and locally developed E23 745i, both of which were powered by the M1-derived 3.5-litre 24-valve inline-6 (210 kW/340 Nm).

The 560 SEC remained unchanged until early 1991, when its price had crept up another R100 000. More than 3 decades on, an asking price of about R350k for something this capable seems laughable, but unlike some of its peers, the car’s presence certainly isn’t: its lines are still beguiling.

This is how timeless Sacco’s design is: swing this immaculate Arctic White example into Cape Town’s prestigious Mount Nelson hotel and it’ll still hold its own in the foyer… unlike a 7 Series from the era.

Summary

And this Teutonic beauty still feels surprisingly quick: sure, most 2.0-litre 4-cylinder turbopetrol-propelled hatchbacks on sale today can match its acceleration, but the Mercedes-Benz 560 SEC still impresses for its locomotive-like urge when you drop it into Sport mode and floor the accelerator pedal.

With its wide (well, for the time) 215R15 rubber and substantial heft, the SEC feels surefooted and hugely trustworthy as you negotiate sweeping bends at speed. And comfortable, of course, with dual-zone aircon, cruise control and those nifty seat-shaped buttons to dial in your favoured driving position; all super handy when you’re hoping to overcome writer’s block with a dose of 1980s Autobahn adrenaline!

Find a classic (or new) Mercedes-Benz listed on Cars.co.za

Haval Jolion Pro Hybrid Vs Toyota Corolla Cross Hybrid: What to buy?

The Toyota Corolla Cross Hybrid is currently South Africa’s most popular hybrid car but the arrival of the Haval Jolion Pro Hybrid will undoubtedly give local buyers something to think about. Which one of these hybrid cars is the better buy? This comparative article will help you make up your mind!

Should you buy the Haval Jolion Pro Hybrid or rather opt for the locally built Toyota Corolla Cross Hybrid?
The current trend is that more and more car buyers in South Africa are considering and opting for hybrid cars.

Toyota’s hybrid technology is well-established and the Toyota Corolla Cross Hybrid’s domination has mostly gone unchallenged but the arrival of the Haval Jolion Pro Hybrid has given local buyers something to think about.

How do these 2 hybrid cars stack up against each other?

The main aim of this article is to help you, the consumer, make an informed buying decision. To help you do this, we will provide you with the need-to-know information and insight based on available vehicle information and our experience with the cars in question.

This article will cover key aspects including Engine Performance, Efficiency & Handling, Interior Features & Safety, Dimensions & Practicality and Pricing and Warranty details.

If at the end of this article, you are still undecided as to ‘What To Buy’, you are more than welcome to reach out to us for additional information or advice via X, Facebook or Instagram and our experienced test team will gladly assist you.

You can also browse through our used car listings for Toyota Corolla Cross Hybrid and the Haval Jolion Hybrid.

What To Buy – Haval Jolion Hybrid or Toyota Corolla Cross Hybrid?

Engine Performance, Efficiency and Ride Quality

	Haval Jolion Pro Hybrid	Toyota Corolla Cross Hybrid
Powertrain	1.5-litre naturally-aspirated petrol + front electric motor	1.8-litre naturally-aspirated petrol + front electric motor
Battery	1.6 kWh	1.3 kWh
Power Output	140 kW	90 kW
Torque Output	375 Nm	142 Nm
Transmission	CVT Automatic	CVT Automatic
Fuel Consumption (claimed)	5.1L/100km	4.3 L/100km
Real-world fuel economy(based on Cars.co.za testing)	5.8 – 7.4 L/100km	3.8 – 5.5 L/100km

Haval Jolion Pro Hybrid

On paper, as clearly highlighted in the table above, the Haval Jolion Pro Hybrid offers significantly more power and torque than its rival, the Toyota Corolla Cross Hybrid. In fact, the Haval offers 50 kW and 233Nm more! Take into account that Haval simply combines its ICE engine output with its electric motor output when stating figures (total system output). The ‘on the wheels’ output of the Jolion is unclear but certainly more than the Corolla Cross.

That’s a significant gain. However, the trade-off is that the Jolion Hybrid, comparatively, uses more fuel over time. Haval claims 5.1L/100km which is respectable but in the real world you can expect to see figures anywhere between 5.8 and 7.4 L/100km depending on whether you are driving in an urban or highway environment and of course, your driving style. Even so, that fuel consumption is an improvement over the ICE-powered Jolion which averages out above 8.5 L/100km.

With healthy power and torque on tap, the Jolion Hybrid delivers excellent overall performance. Acceleration to highway speed is good and there’s enough grunt to execute quick overtakes on the highway without much hassle at all. More so, the Jolion Hybrid’s powertrain runs smoothly and quietly which is to say that it’s very refined and composed and the change-over from EV to ICE operation is virtually imperceptible to the driver. Overall, the performance of the Haval Jolion hybrid is impressive and buyers should have very little to complain about in this regard. A total of 4 driving modes are available to the driver including Standard, Eco, Sport and Snow.

Buyers will have to decide if they want or need the additional power or torque that the Jolion Hybrid offers, and importantly, if the higher asking price (see more below) justifies that want/need.

Toyota Corolla Cross Hybrid

The Toyota Corolla Cross’ performance, by comparison, is a bit more pedestrian and perhaps not as urgent and forthcoming as its new, more powerful Chinese rival. Nonetheless, the Corolla Cross Hybrid still performs relatively well and while its ride quality is impressive, its engine and CVT is a bit more vocal (nosier) under load or when tackling steeper inclines.

Nonetheless, a major draw card for opting for the Corolla Cross is efficiency. During our test, we saw figures as low as 3.8 L/100km in urban driving situations with an impressive average of 5.5 L/100 km! Toyota claims an average of 4.3 L/100km.

Muck like the Jolion Hybrid, the Corolla Cross Hybrid is also able to seamlessly switch between electric and engine propulsion based on factors such as the driving situation and inputs from the driver. More so, both cars are what can be referred to as closed-loop hybrids which means that the battery is recuperated charge the battery and so these vehicles are not Plug-In Hybrids, but rather self-charging hybrids.

The Toyota Corolla Cross Hybrid has 4 driving modes to choose from including Normal, EV, Eco and Power.

While both these cars are naturally aspirated, buyers can expect overall performance to be negatively impacted at altitude (Gauteng) but the Jolion Hybrid (with its higher outputs) will almost certainly cope better at altitude when fully loaded.

Even so, at the price (see more below), the Corolla Cross’ performance will be adequate for most compact hybrid buyers with its efficiency being a notable factor to keep in mind considering the current cost of petrol in South Africa.

Interior Execution, Features and Safety

For this section, we will compare key specifications of the equivalent top-spec derivatives from each model range.

You can, however, use our handy Cars.co.za Compare Tool to compare any vehicle derivative you like.

	Haval Jolion Pro Hybrid Super Luxury	Toyota Corolla Cross Hybrid XR
Infotainment system	12.3-inch touchscreen	10.1-inch touchscreen
Digital instrument cluster	7-inch digital colour LCD, Head-up display	12.3-inch multi-information display
Android Auto and Apple CarPlay, Bluetooth, voice control, USB, wireless charging	Yes to all. 2 USB-A ports front and rear	Yes, 1 front USB port, 2 rear USB ports, wireless charging is optional
Rear View Camera	Yes, 360-degree camera with a panoramic view	Yes, panoramic view
Cruise Control	Yes, adaptive with traffic jam assist	Yes, adaptive
Air Conditioning	Dual Zone Climate Control	Dual Zone Climate Control
Panoramic Sunroof	Yes	No
Front and rear park distance control	Rear only	Front and rear
Upholstery / electric seats	Artificial leather, electric adjustment for driver seat, heated front seats	Leather, electric adjustment for driver seat
Safety Features	6 airbags, ABS with EBD, brake assist, electronic stability control with traction control, hill hold control, lane departure warning with lane keeping assist, blind spot warning, traffic sign recognition, tyre pressure monitoring	7 airbags, ABS with EBD, brake assist, electronic stability control, hill hold control, lane departure warning with lane keeping assist, blind spot warning

Feature Summary

Haval’s strategy of offering feature-loaded cabins is evident yet again in the Jolion Hybrid and for the most part, there’s not much missing on the spec sheet. However, with the absence of reach adjustable steering, some buyers will find it more difficult to find their ideal driving positions. The infotainment system has some operating quirks but the cabin design is both modern and aesthetically pleasing. Overall, the Jolion Hybrid’s cabin is hard to fault and most buyers should be satisfied with the general perceived build quality on offer.

Comparatively, the Corolla Cross’ interior is perhaps more conservative in style but true to form, the Toyota’s fit and finish is excellent and more so, it’s also fairly generously equipped with standard features. The facelifted Toyota Corolla Cross now features a 360-degree camera and larger infortainment system and a new instrument cluster.

Despite the specification and styling differences, both cabins are of good quality and if you’re looking to buy either of these cars, we suggest that you book a test drive appointment at your nearest Haval or Toyota dealership and experience the cabins in the flesh. That’s by far the best way to better understand what you personally like and what you don’t.

Practicality

	Haval Jolion Pro Hybrid	Toyota Corolla Cross Hybrid
Length	4 470 mm	4 460 mm
Width	1 898 mm	1 825 mm
Height	1 625 mm	1 620 mm
Wheelbase	2 700 mm	2 640 mm
Ground Clearance	168 mm	161 mm
Rear Seating Configuration	60:40 split	60:40 split
Load Capacity	255-916 L	440 L

Practicality Summary

*The Corolla Cross Hybrid has a larger load bay than the Jolion Pro Hybrid.*

As the table above highlights, the Jolion Hybrid has a slightly larger footprint over its Corolla Cross Hybrid rival but importantly, it has a 60 mm longer wheelbase. That’s important because the wheelbase directly translates into more cabin space, particularly for rear passengers. Therefore, leg-, knee- and headroom is generous in the Jolion Pro Hybrid.

However, where the Jolion Hybrid falls short is in the load bay. Due to battery position, the Jolion Pro Hybrid’s boot is shallow and is only claimed to offer 255 litres, which is less than a Volkswagen Polo (351 litres)! Worse still, the Haval is NOT equipped with a spare wheel, not even a biscuit spare.

In the Corolla Cross Hybrid and despite its slightly shorter wheelbase, rear passengers are still afforded good rear legroom and fortunately, the load bay isn’t compromised. Toyota claims 440 litres of load space and buyers will be pleased to know that a biscuit spare wheel is present beneath the boot floor should you have a flat tyre on your travels.

The Corolla Cross Hybrid, therefore, scores a few important practicality points against the Jolion Hybrid.

What does the Haval Jolion Hybrid and Toyota Corolla Cross Cost in South Africa?

*Pricing is accurate as of June 2025

	Model	Price	Model	Price
			Toyota Corolla Cross Hybrid XS	R494 400
	Haval Jolion Pro Hybrid Super Luxury	R519 950	Toyota Corolla Cross Hybrid XR	R545 200
Vehicle Warranty	5-year/100 000 km		3-year/100 000 km
Battery Warranty	8-year / 150 000 km		8-year / 195 000 km
Service Plan	4 services / 60 000 km		6 services / 90 000 km

Buy a Haval Jolion Hybrid

Buy a Toyota Corolla Cross Hybrid

Haval Jolion Hybrid or Toyota Corolla Cross Hybrid – Which should you buy?

This comparative exercise highlights some significant and critical factors that buyers need to consider before making their final buying decision.

Improved fuel economy is one of the main reasons why anyone would consider buying a hybrid car and even though the Haval Jolion Pro Hybrid does offer considerably more power and torque it comes at the expense of higher fuel economy which ultimately defeats the point of a hybrid. When our test period came to an end, the Jolion Hybrid indicated 7.4 L/100km on the instrument cluster! Comparatively, the Corolla Cross Hybrid averaged 5.5 L/100km and is therefore clearly more efficient for day-to-day use.

The Haval Jolion Hybrid takes another hit to its ego with its compromised load bay size and lack of a spare wheel, something that’s likely to deter some buyers.

If for whatever reason you are dead set on driving a Haval Jolion Pro Hybrid then you should also consider the larger, fully-loaded Haval H6 Hybrid priced from R682 950.

Toyota has a considerable price advantage over its Chinese rival since the Corolla Cross is locally produced in Prospecton, Durban, whereas Haval is at the mercy of higher import tax imposed on New Energy Vehicles (NEVs) which is also why Electric Vehicles (EVs) are so prohibitively expensive in South Africa, all thanks to the South African government. Haval is mulling the idea of local production which could make its vehicles significantly cheaper in the future.

Porsche 911 (991.2) GT3 Touring: Classic Drive

The 991.2-series Porsche 911 GT3 Touring is one of the most loved naturally aspirated 911 variants produced during the past decade. We revisited this machine during a road trip that happened directly after a collector had taken delivery of his 1st Porsche.

The owner’s path to the 911 GT3 Touring

Red Ribbon Day

Specifications:

Twisty paths

What is the Porsche 911 GT3 Touring like to drive?

Summary

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Navara back in top 5! SA’s best-selling bakkies in May 2025

Despite Nissan’s global troubles, the Rosslyn-built Navara broke back into the top 5 on the list of South Africa’s best-selling bakkies for May 2025…

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May 2025 was the SA new-vehicle market’s 8th straight month of year-on-year growth. Here’s your industry overview, including a look at Mzansi’s best-selling automakers…

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Volkswagen Golf 8.5 SA Review – Is the 1.4 TSI What We’ve Waited For?

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Driving an ultra-rare Ferrari 575M in South Africa

Ciro De Siena realised his lifelong dream of driving a manual, open-H-gate Ferrari when he piloted a particularly special Ferrari 575M Maranello at Killarney.

Specification:

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Pagani Huayra Roadster: Classic Drive

On a mild winter’s morning in Franschhoek, the planets aligned and we got behind the ‘wheel of an ultra-rare – and, in a word, spectacular – Pagani Huayra Roadster.

The big day arrives

Specifications:

What is the Pagani Huayra Roadster like to drive?

Designed to kiss the tarmac

Lighting-quick steering

Summary

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Hyundai Santa Fe Hybrid (2025) Price & Specs

Pricing scoop! The new Hyundai Santa Fe Hybrid will soon launch as the Korean brand’s first dual-powered model in South Africa. Here’s what this boxy 7-seater will cost…

How much will the new Hyundai Santa Fe Hybrid cost in SA?

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Mercedes-Benz 560 SEC: Classic Drive

In the Eighties, many considered the Mercedes-Benz 560 SEL ‘the best car in the world’, but if you were a real bigwig, you drove the W126-series model’s gorgeous coupe variant! Graeme Hurst reviews a 560 SEC once owned by a famous novelist.

Specification:

Summary

Related content:

Haval Jolion Pro Hybrid Vs Toyota Corolla Cross Hybrid: What to buy?

What To Buy – Haval Jolion Hybrid or Toyota Corolla Cross Hybrid?

Engine Performance, Efficiency and Ride Quality

Haval Jolion Pro Hybrid

Toyota Corolla Cross Hybrid

Interior Execution, Features and Safety

Feature Summary

Practicality

Practicality Summary

What does the Haval Jolion Hybrid and Toyota Corolla Cross Cost in South Africa?

Haval Jolion Hybrid or Toyota Corolla Cross Hybrid – Which should you buy?

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