Unlocking Africa's Mineral Wealth for Automotive Growth

The automotive industry is in the midst of its most significant transformation in a century, and Africa finds itself holding many of the keys to the future. The global shift towards electric vehicles is accelerating at a remarkable pace. In 2025, one in every four new cars sold worldwide was electric, with sales topping 20-million units for the first time.

The internal combustion engine's long reign is ending, and the raw materials that will power the next generation of vehicles—lithium, manganese, platinum group metals, and rare earths—are abundant across the African continent.

Yet a profound disconnect remains. The cars of the future are being assembled in factories across China, Europe and the Americas, while Africa largely continues to export its mineral wealth in raw form and import the finished products at a premium.

The global market is valued at over $2.6-trillion annually, and China alone produced more than 34-million vehicles in 2025, accounting for over a third of global output. Africa's share in that downstream value remains negligible.

A new chapter is unfolding, however, as major discoveries and strategic policy moves suggest the continent may finally be preparing to claim a more prominent position in the global automotive supply chain. This is not just a mining story; it is fundamentally an automotive industry story.

The global electric vehicle market has seen explosive growth. In 2025, electric car sales grew by more than 20% year-on-year, reaching 21-million units. The market is projected to grow to 4,2 terawatt-hours of battery capacity by 2030, an insatiable demand for critical minerals. This demand creates the impetus for African nations to move beyond resource extraction.

Nigeria, long known as Africa's largest oil producer, has announced what officials describe as a major new critical minerals province that could fundamentally reshape its economic trajectory. The discovery in Kaduna state contains significant deposits of lithium, platinum group metals, gold, nickel, copper and rare earth elements.

This puts Nigeria squarely into the automotive supplier conversation, as lithium and nickel are essential components for the lithium-ion batteries that are now the heart of every electric vehicle.

This discovery is critical when one considers the concentration of the global battery supply chain. Today, China dominates the processing of these materials, producing over 98% of LFP cathode material and battery cells for a chemistry now used in nearly half the global electric car market.

Europe and the United States are scrambling to diversify their sources and build out domestic manufacturing and Africa is positioning itself as an alternative supplier.

South Africa is already making concrete moves to capture more value from its mineral endowment, with direct implications for the automotive industry. The country has designated 21 minerals including manganese, platinum group metals and rare earth elements as ‘critical’, signalling an ambition to become a key supplier of materials vital for clean energy and advanced manufacturing.

Manganese Metal Company is commissioning the country’s first battery-grade manganese plant, expected to begin producing high purity manganese sulphate monohydrate soon. This is a significant step, as high-purity manganese is becoming a potential bottleneck in the battery supply chain, particularly as manufacturers shift towards lithium-iron-phosphate (LFP) chemistries.

The opportunity is clear, but the obstacles are formidable. The continent struggles with a fundamental contradiction: it cannot benefit from what it cannot power. Mineral processing is an energy-intensive activity requiring reliable baseload electricity and modern grid infrastructure. Yet businesses across many African economies lose up to 15% of their sales value due to power outages, spending billions on diesel generators.

South Africa’s electricity challenges are particularly acute. Hugo Pienaar, chief economist at the Minerals Council South Africa, told the Financial Mail electricity costs are arguably the biggest reason behind the decline in local beneficiation.

He noted if incentives were adequate to offset power costs and logistics failures, the industry would not be seeing the notable decline in chrome and manganese smelting capacity. Without affordable, reliable power, the continent cannot transform its rocks into the battery components automakers desperately need.

There is also the matter of scale and competition. The global battery manufacturing industry is massive and integrated. McKinsey analysis shows 85% of future battery demand is driven by battery electric vehicles, and China is currently the world’s EV manufacturing hub, responsible for more than 70% of global production.

To compete, African nations need to attract investment not just in mining, but in the mid-stream processing of these materials into battery-grade products.

South Africa has been working to create an enabling environment. The Department of Trade, Industry and Competition is conducting a comprehensive review of the automotive policy.

This includes reviewing the customs tariff structure, developing a battery manufacturing policy, and attracting new vehicle manufacturers. The vision, as articulated by government officials, is to ensure South Africa contributes 1% to global vehicle production, with significant local and employment growth.

For global automakers, Africa's mineral wealth offers a solution to a growing problem. Europe is transitioning from being a net exporter of light vehicles to a net importer, and Western automakers face mounting pressure from cost inflation and fragile supply chains. African minerals represent a potential source of supply outside of China, which is a strategic priority for many governments and manufacturers.

South Africa’s existing automotive industry, supporting more than 115 000 direct manufacturing jobs and contributing approximately 5,3% to GDP, provides a foundation for this transition.

Automakers like Toyota, Ford, Volkswagen, and BMW already have plants in South Africa, and models like BMW's new X3 plug-in hybrid are now exclusively produced there. These manufacturers are watching closely to see if local battery production can follow the pattern of vehicle assembly. The aim is to create a regional automotive and battery supply chain, drawing on South Africa's manganese, Zimbabwe's lithium and the DRC's cobalt.

The key to success will be decisive action on several fronts. The global battery market is projected to reach 6,8 TWh by 2035, and to capture a share of that, Africa must secure reliable, affordable power for smelters and chemical plants. It must offer targeted incentives and regional sourcing rules to attract cathode, precursor, and cell manufacturers.

It must scale financing through public-private partnerships and export credits for capital-intensive downstream plants. And it must strengthen ESG, traceability, and formalisation of artisanal mining to reduce reputational risk and meet the stringent due diligence requirements of European buyers. The EU's new battery regulations, with their focus on recycled content and carbon footprint, will be a key benchmark for suppliers.

What is clear is that Africa’s mineral moment has arrived. The Kaduna discovery, the commissioning of the battery-grade manganese plant, and the growing policy momentum all point toward a continent determined to capture more value from its resources.

The global automotive industry is evolving, and Africa is trying to move from being a provider of raw materials to a participant in the manufacturing of the cars of the future. The question is whether the necessary investments in power, infrastructure, and regional coordination will materialise to turn this ambition into reality.

Snapshot comparison of critical minerals (Africa vs South Africa)

MineralWhere in AfricaSouth Africa roleLevel of beneficiation in SAMain barrierLithiumZimbabwe, Namibia, emerging Northern Cape (SA)New discoveries in Northern Cape; exploration ramping.Mostly raw ore; early-stage processing projects and drill programmes.Processing capacity, water, approvals.CobaltDRC dominant (70%+ global)SA: minor producer; regional supplier role.Very limited refining; most cobalt value chains leave Africa.Concentration in DRC; ESG and traceability.NickelMadagascar, South Africa, Tanzania projectsSA produces nickel (PGM by‑product); battery-grade projects underway.Some battery‑grade sulphate initiatives; modest refining capacity.Investment and hydromet tech scale-up.ManganeseSouth Africa, Gabon, GhanaMajor producer; new HPMSM plants commissioned.High: battery‑grade HPMSM plant operational (Mbombela) and expansion planned.Scaling to meet battery demand and export logistics.PGMs (Pt, Pd, Rh)South Africa holds ~70–90% of reservesGlobal leader in PGMs supply.Significant smelting/refining and catalytic converter supply chains; underinvestment risks.Aging mines, energy costs, need for diversification. https://bit.ly/4oYDMP4

Unlocking Africa's Mineral Wealth for Automotive Growth

The automotive industry is in the midst of its most significant transformation in a century, and Africa finds itself holding many of the keys to the future. The global shift towards electric vehicles is accelerating at a remarkable pace. In 2025, one in every four new cars sold worldwide was electric, with sales topping 20-million units for the first time.

The internal combustion engine's long reign is ending, and the raw materials that will power the next generation of vehicles—lithium, manganese, platinum group metals, and rare earths—are abundant across the African continent.

Yet a profound disconnect remains. The cars of the future are being assembled in factories across China, Europe and the Americas, while Africa largely continues to export its mineral wealth in raw form and import the finished products at a premium.

The global market is valued at over $2.6-trillion annually, and China alone produced more than 34-million vehicles in 2025, accounting for over a third of global output. Africa's share in that downstream value remains negligible.

A new chapter is unfolding, however, as major discoveries and strategic policy moves suggest the continent may finally be preparing to claim a more prominent position in the global automotive supply chain. This is not just a mining story; it is fundamentally an automotive industry story.

The global electric vehicle market has seen explosive growth. In 2025, electric car sales grew by more than 20% year-on-year, reaching 21-million units. The market is projected to grow to 4,2 terawatt-hours of battery capacity by 2030, an insatiable demand for critical minerals. This demand creates the impetus for African nations to move beyond resource extraction.

Nigeria, long known as Africa's largest oil producer, has announced what officials describe as a major new critical minerals province that could fundamentally reshape its economic trajectory. The discovery in Kaduna state contains significant deposits of lithium, platinum group metals, gold, nickel, copper and rare earth elements.

This puts Nigeria squarely into the automotive supplier conversation, as lithium and nickel are essential components for the lithium-ion batteries that are now the heart of every electric vehicle.

This discovery is critical when one considers the concentration of the global battery supply chain. Today, China dominates the processing of these materials, producing over 98% of LFP cathode material and battery cells for a chemistry now used in nearly half the global electric car market.

Europe and the United States are scrambling to diversify their sources and build out domestic manufacturing and Africa is positioning itself as an alternative supplier.

South Africa is already making concrete moves to capture more value from its mineral endowment, with direct implications for the automotive industry. The country has designated 21 minerals including manganese, platinum group metals and rare earth elements as ‘critical’, signalling an ambition to become a key supplier of materials vital for clean energy and advanced manufacturing.

Manganese Metal Company is commissioning the country’s first battery-grade manganese plant, expected to begin producing high purity manganese sulphate monohydrate soon. This is a significant step, as high-purity manganese is becoming a potential bottleneck in the battery supply chain, particularly as manufacturers shift towards lithium-iron-phosphate (LFP) chemistries.

The opportunity is clear, but the obstacles are formidable. The continent struggles with a fundamental contradiction: it cannot benefit from what it cannot power. Mineral processing is an energy-intensive activity requiring reliable baseload electricity and modern grid infrastructure. Yet businesses across many African economies lose up to 15% of their sales value due to power outages, spending billions on diesel generators.

South Africa’s electricity challenges are particularly acute. Hugo Pienaar, chief economist at the Minerals Council South Africa, told the Financial Mail electricity costs are arguably the biggest reason behind the decline in local beneficiation.

He noted if incentives were adequate to offset power costs and logistics failures, the industry would not be seeing the notable decline in chrome and manganese smelting capacity. Without affordable, reliable power, the continent cannot transform its rocks into the battery components automakers desperately need.

There is also the matter of scale and competition. The global battery manufacturing industry is massive and integrated. McKinsey analysis shows 85% of future battery demand is driven by battery electric vehicles, and China is currently the world’s EV manufacturing hub, responsible for more than 70% of global production.

To compete, African nations need to attract investment not just in mining, but in the mid-stream processing of these materials into battery-grade products.

South Africa has been working to create an enabling environment. The Department of Trade, Industry and Competition is conducting a comprehensive review of the automotive policy.

This includes reviewing the customs tariff structure, developing a battery manufacturing policy, and attracting new vehicle manufacturers. The vision, as articulated by government officials, is to ensure South Africa contributes 1% to global vehicle production, with significant local and employment growth.

For global automakers, Africa's mineral wealth offers a solution to a growing problem. Europe is transitioning from being a net exporter of light vehicles to a net importer, and Western automakers face mounting pressure from cost inflation and fragile supply chains. African minerals represent a potential source of supply outside of China, which is a strategic priority for many governments and manufacturers.

South Africa’s existing automotive industry, supporting more than 115 000 direct manufacturing jobs and contributing approximately 5,3% to GDP, provides a foundation for this transition.

Automakers like Toyota, Ford, Volkswagen, and BMW already have plants in South Africa, and models like BMW's new X3 plug-in hybrid are now exclusively produced there. These manufacturers are watching closely to see if local battery production can follow the pattern of vehicle assembly. The aim is to create a regional automotive and battery supply chain, drawing on South Africa's manganese, Zimbabwe's lithium and the DRC's cobalt.

The key to success will be decisive action on several fronts. The global battery market is projected to reach 6,8 TWh by 2035, and to capture a share of that, Africa must secure reliable, affordable power for smelters and chemical plants. It must offer targeted incentives and regional sourcing rules to attract cathode, precursor, and cell manufacturers.

It must scale financing through public-private partnerships and export credits for capital-intensive downstream plants. And it must strengthen ESG, traceability, and formalisation of artisanal mining to reduce reputational risk and meet the stringent due diligence requirements of European buyers. The EU's new battery regulations, with their focus on recycled content and carbon footprint, will be a key benchmark for suppliers.

What is clear is that Africa’s mineral moment has arrived. The Kaduna discovery, the commissioning of the battery-grade manganese plant, and the growing policy momentum all point toward a continent determined to capture more value from its resources.

The global automotive industry is evolving, and Africa is trying to move from being a provider of raw materials to a participant in the manufacturing of the cars of the future. The question is whether the necessary investments in power, infrastructure, and regional coordination will materialise to turn this ambition into reality.

https://bit.ly/4oYDMP4

Milestone Achieved: 150,000th Mercedes-Benz Truck in East London

Daimler Truck Southern Africa (DTSA) has reached a production landmark at its East London (KuGompo) assembly plant with the handover of its 150 000th locally manufactured vehicle, a Mercedes‑Benz Actros 2645LS/33. The milestone unit was delivered to TT Group Holding during a ceremony at the facility, underscoring the long-standing relationship between the manufacturer and the transport operator.

Olaf Petersen, Vice President for Sales and Marketing at DTSA, described the occasion as a reflection of the company’s approach to customer engagement. “The trucking industry is built on strong, enduring relationships. We don’t simply hand over a truck; we partner with our customers and support them throughout their journey.

"It is especially meaningful to deliver our 150 000th locally built truck to TT Group Holding, a valued customer who shares our commitment to performance and excellence. This milestone is not only a reflection of our product strength, but of the trust and collaboration that drive our business and the business of our customers forward,” he said.

The journey of local truck production in South Africa began more than six decades ago, when the first L-Type Mercedes-Benz Truck rolled off the same East London line in 1962. That event marked the start of both Mercedes-Benz truck assembly in the country and the broader establishment of local commercial vehicle manufacturing. The latest production figure reinforces the plant’s continued relevance in delivering transport solutions tailored to regional conditions, while also supporting localisation targets, employment, and skills development.

Gladstone Mtyoko, Vice President of Manufacturing at DTSA, highlighted the role of the workforce in achieving the production figure. “The production of our 150 000th truck at the DTSA assembly plant represents far more than a number; it is a testament to the dedication, craftsmanship and passion of our people.

It reflects the strength of our production capabilities and our relentless focus on quality, efficiency and continuous innovation. This milestone demonstrates the important role we play in powering mobility and keeping Africa moving. I am incredibly proud of this achievement and of the outstanding team behind it, who continue to set the standard for excellence in manufacturing. Sibhiyoza kunye – sikunye siqhubekekela phambili ekugqweseni,” Mtyoko said.

The East London plant has marked several notable achievements over the years. In 2010, it assembled Mercedes‑Benz OH bus chassis in support of the FIFA World Cup hosted in South Africa. Five years later, the facility produced its 125 000th truck.

More recently, the plant contributed to broader Daimler Truck production networks with the assembly of the 750 000th CKD unit in 2019 and the 800 000th unit from the Wörth plant in 2024. In 2023, Mercedes‑Benz Trucks commemorated 25 years of the Actros model in South Africa, alongside its local assembly history. The current celebration in 2026 also coincides with international milestones, including 130 years since the first Mercedes‑Benz truck, 30 years of the Actros in Europe, and 80 years of the Unimog.

Looking ahead, DTSA indicates that it will continue to invest in its production processes, product development, and personnel, with the aim of adapting to the changing demands of the transport sector while maintaining its manufacturing footprint in the region.

https://bit.ly/4eonPxX

Young Female Driver Makes Waves in Classic Car Restoration

 Buried under layers of dust, forgotten ladders and decades of neglect in an old CBD warehouse, a rusty 1957 Karmann Ghia sat waiting. Most people walked past without a second glance. But Chloe Stuart is not most people.

Where others see scrap metal, the 16-year-old racing driver sees a second chance. That instinct – to look at something broken and imagine it whole again – is the engine driving her unusual double life.

By day, she's a history-making Formula Vee champion. By any other hour, she's the teenager bringing forgotten classics back from the dead, one restoration at a time.

Classic Cars by Chloe soft-launched in 2024, but the idea took root much earlier. Motor racing is expensive – eye-wateringly so. Chloe and her father needed a way to fund her career without being chained to a traditional nine-to-five. Between training sessions, coaching, media commitments and race weekends, flexibility isn't a luxury. It's survival.

"Money doesn't grow on trees, but you can absolutely earn an income that works around your racing life," Chloe puts it bluntly.

The business model is unusual. Cars can be sold at any stage of restoration. She is also exploring project shares – giving supporters the chance to invest in a build and share in the returns. Profit takes time, she will be the first to admit. But as she sees it, the best things in life rarely go to those who brake early.

The Ferrari moment

The turning point came during a training session at Pablo Clark Racing. There, mid-restoration, sat a Ferrari 250. Chloe came face to face with it and never quite recovered.

That encounter shaped everything that followed. Start with entry-level classics, she decided. Learn the expensive lessons on cars that won't break the bank. Then work your way up to the machines that take your breath away.

Her current project list reads like a petrolhead's fever dream. A BMW 633CSi – one of only around 34 left-hand-drive examples ever brought to South Africa, now a flagship collector's piece. A BMW E30 Coupe being stripped raw for the BMW M-Performance Parts Racing Series, designed as the ultimate no-aids training car. A Rover P4 90 Series being coaxed back from the brink.

And then there is the LemonGhia – a second Karmann Ghia shell found in that same Joburg warehouse. This one is destined for something entirely different: a rust-clear, Nissan-engined endurance racer for budget series like iLamuna. It will look like nothing else on a race track. That is precisely the point.

The crew behind the magic

No teenager builds classic cars alone. Behind every restoration is a skilled team. Jean-Louis Maraz, the official Clerk of the Course at Zwartkops Raceway, ensures every car is built legal and safe. Christiaan van Schalkwyk handles bodywork and mechanicals. Wayne Jacobs of Extreme Detailing makes sure every car arrives and leaves looking its absolute best.

Between them, they turn Chloe's visions into rolling, roaring reality.

More than just a pretty restoration

The racing results, meanwhile, speak for themselves. In June 2024 at Zwartkops Raceway, a clutch failure sidelined Chloe before the first race, but she returned in the afternoon to deliver a formidable 14th-place finish in the second race .

By May 2025, she was dominating. Competing in Class F of the BMW M-Performance Parts Race Series, she qualified second in class and then won both heats at Zwartkops – carving out an astonishing winning margin of nearly 50 seconds in Race 1. She was named Driver of the Day .

Just weeks later at Red Star Raceway, her pace was so strong in practice that she was automatically promoted from Class F to the faster, more competitive Class E. She finished eighth in her first outing against more experienced rivals .

But the crowning achievement came in February 2026, when Chloe made history as the youngest female Formula Vee champion in more than 50 years – and the first woman to claim the title in half a century .

She also became the first woman to win a BMW M-Performance race in Class F, earning rapid promotion to Class E and then Class D .

Big breaks and bigger plans

The attention is rolling in. Chloe is preparing to launch Racer Girl, her first fragrance. She has been personally welcomed into the Historic Tour, with organisers thrilled to have a young woman shaking up the classic racing space.

Next on her radar: restoring one of the iconic old BP Nissan Primera Historic Touring Cars. It is a project waiting for the right funding partner to come along for the ride.

Back in that Joburg warehouse, the Karmann Ghia sits waiting. To most people, it is still just a rusty shell. To Chloe Stuart, it is a reminder that potential is everywhere – you just have to know where to look.

This article is available for use copyright free providing credit is given to the uthor, Colin Windell, and a link to the site included

https://bit.ly/3Q0OFD3

Maximizing Fleet Efficiency: Daimler's New Actros Models

For transport operators running fleets across Southern Africa, the real measure of a truck is not found on the price tag but in the ledger at year end. It is a calculation of downtime, fuel bills, component life, maintenance intervals and resale value. And it is precisely this equation that Daimler Truck Southern Africa says guided the introduction of its latest Actros Base and Line Haul models.

The new arrivals expand the existing Mercedes-Benz Trucks portfolio, but the message from the manufacturer is less about shiny new metal and more about what happens over hundreds of thousands of kilometres. Total cost of ownership, or TCO, sits at the centre of the conversation.

Olaf Petersen, Vice President of Sales and Marketing at Daimler Truck Southern Africa, makes little effort to hide his scepticism about what he calls deceptive packaging in the industry. He points to a trend where competitors cram ever higher horsepower figures into smaller displacement engines, a practice he likens to tuning a small passenger car engine to produce twice its rated power only to have it fail after a few hard laps.

"You can take a Polo 1,0-litre, tune it up to 200 horsepower, and drive three rounds around the racetrack. Then the engine is buggered," Petersen says. The German term he uses is Mogelpackung, deceptive packaging, where a big number on the spec sheet masks a small engine pushed to its limits.

Daimler takes a different approach. The OM460 engine, a 12,8-litre unit, is kept in the 330 kilowatt or 450 horsepower class. The larger OM473, a 15,6-litre big block, delivers 380 kilowatts or 520 horsepower.

“Neither engine is overworked,” says Petersen, “and that translates directly into engine life, fuel efficiency and ultimately a lower TCO for the operator.”

The OM473 comes with a feature called Turbo Compound, which extracts energy from the exhaust stream to deliver an additional 37 kilowatts, roughly 50 horsepower, at no fuel cost. That energy is fed back to the crankshaft, reducing fuel consumption while maintaining output. Daimler claims to be the only manufacturer in the segment offering this technology.

Gearbox selection follows the same philosophy. The G281 gearbox, rated for 2 800 Nm of input torque, is paired with the OM460 engine producing 2 200 Nm. That gives a 27% reserve margin, meaning the gearbox is never stressed to its limit. The larger OM473, with 2 600 Nm, is matched to a gearbox rated for 2 900 Nm. Petersen contrasts this with competitors where the engine output exceeds what the gearbox is designed to handle.

The braking systems differ by model. The OM460 equipped trucks use a hydraulic retarder delivering 420 kilowatts of friction free braking power, roughly 570 horsepower of stopping capability without wearing service brakes. The OM473 variants use a high performance engine brake that achieves similar figures.

Axles are another area where Daimler builds in headroom. The 13 ton tandem axles are typically loaded to nine tons in South African operations, a substantial reserve that contributes to longevity. Air suspension provides ride quality and load stability, while the chassis has been upgraded from E5100 steel to E6100 high tensile material, allowing an eight millimetre thickness that is lighter but stronger than previous generations.

Then there are the small items that add up. LED headlights are rated for 30 000 to 50 000 hours of continuous operation, a lifespan of 10 to 15 years, longer than many trucks remain in service. Petersen says this eliminates the repeated cost and downtime of replacing halogen bulbs, which may last 1 000 hours. A blown headlamp can also mean being turned away from mine sites or other premises with strict light requirements, an operational disruption that carries its own cost.

Fuel theft remains a persistent problem in the transport industry. Daimler has fitted a siphon proof device called Tank Safe into the filler neck, making fuel theft virtually impossible according to the company. Turntables are specified according to application, with the Jost 37 for line haul work and the heavier Jost 38 for side tipper operations where stress loads are higher.

All models share a gross combination mass of 65 tons and dual fuel tanks of 480 litres and 400 litres respectively, providing extended range for long distance operations. The cab meets European ECE R29 strength standards and includes a driver airbag to reduce head, neck and chest injuries in a collision. ABS and ASR, anti slip regulation, come standard.

Olaf Petersen

The four new models are split between Base and Line Haul specifications. The Actros 2645LS/33 Base features a ClassicSpace Long Cab with a single bed and the OM460 engine producing 330 kilowatts and 2 200 newton metres, coupled with a hydraulic retarder. The Actros 2652LS/33 Base uses the OM473 big block producing 380 kilowatts and 2 600 newton metres with the high performance engine brake and air suspension for heavy duty applications.

For long haul operations, the Actros 2645LS/33 Line Haul upgrades to a StreamSpace Long Cab with dual beds, maintaining the OM460 engine and hydraulic retarder but with additional safety systems and higher fuel capacity. The Actros 2652LS/33 Line Haul pairs the OM473 with the dual bed cab, high performance engine brake and driver focused features.

A built in fridge, standard on the line haul variants, is a practical inclusion that Petersen says came after internal debate. Drivers on long routes need cold food kept at proper temperatures, and the company concluded this was not a luxury but a necessity for driver wellbeing on extended trips.

The existing Actros Pure models continue to offer value focused durability, while the RoadEfficiency range targets maximum long haul fuel economy. Actros Fuel Specification models serve hazardous goods transport with enhanced safety features, and the specialised range covers niche applications.

Daimler Truck Southern Africa operates as a wholly owned subsidiary with assembly facilities in East London and a sales and marketing hub in Centurion. A third facility recently opened on the West Rand to serve used vehicle customers. The company also manages nine African markets beyond South Africa, including Namibia, Botswana, Mozambique, Malawi, Zimbabwe, Zambia and Eswatini.

Petersen says the new regional structure under the Lamia division, which groups Latin America, Middle East and Africa, gives the African market a stronger voice in product decisions. Senior management now sits on the truck board rather than reporting through intermediate layers, a change that Petersen believes will result in vehicles better suited to local conditions.

The underlying philosophy remains consistent across the range. Components are sized with reserves. Engines are not pushed to their limits. Small details like lighting and fuel security receive attention because they affect operating costs over time. For transport operators watching their margins, that may matter more than any single specification sheet figure.

https://bit.ly/3Qhyi54

UD Trucks ADC 2026: Shaping Sub-Saharan Market Futures

Sun City served as the stage last week for UD Trucks Southern Africa’s annual get together of dealer principals, business leaders and key players from across Southern Africa and the rest of the continent. The Importer and Dealer Conference 2026 unfolded over two days under the theme ‘Own the Future’, and focused squarely on the company’s growth plans.

This gathering has long been a key date on the UD Trucks calendar, giving importers and dealers a chance to line up behind the company’s main priorities, build on partnerships, swap best practices and celebrate solid work across the business.

This year came with a notable shift. For the first time, the opening day was set aside entirely for Sub Saharan African markets, a move that underlined UD Trucks Southern Africa’s intention to push further into the continent and back its long term goals heading towards 2030.

Fabrice Gorlier, who looks after International Sales at UD Trucks as Senior Vice President, told those present just how important the dealer network is when it comes to lasting business success. He explained that as customer expectations shift and the transport industry changes, the dealer network continues to give the company a real edge.

By focusing on network excellence, building up skills, and growing their market reach, he said they are getting ready to make the most of the opportunities coming their way across the region.

Graham Kolm, General Manager for SSA Markets at UD Trucks Southern Africa, spoke about why the dedicated focus on Sub Saharan Africa mattered. He said setting aside a full day for those markets reflects just how important their business across the continent has become.

They see real opportunities ahead, he noted, and are committed to working closely with partners to strengthen market presence, develop skills, and unlock sustainable growth.

“Owning the future,” he added, “means putting in the work today on the relationships, know how, and foundations that will drive success tomorrow.”

The evening took on a more upbeat feel with an awards ceremony that recognised the region’s best performing dealerships. Motruck Eswatini walked away with the SSA Markets Medium Importer of the Year award, while Nors Namibia claimed the SSA Markets Importer of the Year title.

Day two kicked off with a Dealer Council meeting that brought in members of UD Trucks’ global executive leadership team, giving dealers a direct line to leadership on issues shaping both the company’s future and the wider transport industry. The business sessions that followed dug into market trends, customer needs, operational excellence, retail performance, and what lies ahead for the UD Trucks network.

Filip Van den Heede, Managing Director of UD Trucks Southern Africa, reflected on what the conference meant. He said the annual importer and dealer conference remains a crucial platform for getting the network aligned around a shared vision, strengthening how they work together, and recognising those who consistently deliver quality work.

As the business keeps evolving and expanding across Southern Africa and the broader continent, he stressed that dealers are at the heart of their success. Their steady commitment to customers, products, and the brand, he added, allows UD Trucks to deliver on its promise of going the extra mile every day while putting the business in a good position for sustainable growth in the years ahead.

The conference wrapped up with the much anticipated 2026 Dealer Awards ceremony, where dealerships were recognised for their strong contributions and for delivering value to customers.

Among the main award winners were UD Trucks Lichtenburg as Service Dealer of the Year in the medium category, McCarthy Commercial Vehicles Alrode taking the large Service Dealer of the Year prize, UD Trucks Ermelo named Medium Dealer of the Year, and CMH Commercial Pinetown claiming Dealer of the Year.

The conference closed on a note of partnership, growth, and shared responsibility as the network looks to what comes next. Marle Visagie, General Manager for Retail and Competence Development at UD Trucks Southern Africa, wrapped things up by stressing how investing in people drives long term success. She said strong dealerships are built by strong people.

By continuously investing in competence development across their network, they equip their teams with the skills and confidence to support customers and keep up with a changing transport industry. That commitment, she explained, not only strengthens the customer experience but also boosts the long term value of putting money behind the UD Trucks brand.

As UD Trucks Southern Africa pushes forward with its growth ambitions across the region and the continent, ADC 2026 showed the strength of its dealer network and the shared commitment needed to own the future together.https://bit.ly/4xg0tlt

Fully Funded Leadership Course for Women in Automotive

The Marcia Mayaba Foundation, working with the Impumelelo Institute, has opened applications for a fully funded leadership course aimed at five high-performing women aged 25 to 35 in the automotive value chain. The R27 500 Effective Personal Productivity (EPP) programme is designed to help address the sector’s ongoing leadership gender gap. The closing date for applications is 15 June 2026, and shortlisted candidates will be contacted directly.

Programme launch and purpose

As Youth Month gets under way in South Africa, the foundation and the institute have introduced this six-to-eight week, fully online leadership development opportunity. It targets young women already working in the automotive value chain and focuses on time management, accountability and team leadership skills. Participants can continue with their jobs while completing the course. The EPP curriculum follows a well-known LMI-licensed model that emphasises behaviour change and practical application in the workplace.

Why this matters for the auto sector

Industry discussions and research indicate that women remain underrepresented in South Africa’s automotive workforce and leadership ranks. Recent sector analyses suggest women make up roughly 10% to 20% of the automotive workforce, with even fewer in senior and executive roles. This is seen as a structural weakness, particularly as women increasingly influence consumer demand in the industry. Another industry snapshot puts women at around 15% of the workforce, with most employed in administrative rather than technical or managerial positions.

Marcia Mayaba is known in industry and community circles through the ISUZU Foundation and dealer networks. She has been involved in education and child welfare projects, fundraising partnerships and school infrastructure upgrades, showing how corporate platforms can translate into community impact. The foundation’s new leadership cohort aims to apply that community focus to human capital development specifically for women in the automotive sector.

Who should apply and how

The programme is open to female professionals aged 25 to 35 who are employed anywhere in the automotive value chain and can demonstrate strong performance, growth potential and a commitment to development. Only five candidates will be selected. Applicants need to send a short motivation letter outlining their leadership journey, achievements and aspirations to Awodwak@mmayabafoundation.co.za by 15 June 2026. Shortlisted candidates will be contacted directly by the foundation.

What success looks like – and the challenges ahead

If the programme succeeds, it is expected to create a small but focused pipeline of women ready for mid-level and senior roles. That would tackle one of the sector’s persistent bottlenecks: the gap between women’s growing influence as consumers and their low numbers in decision-making positions. However, industry observers note that training alone is not enough. Mentorship, sponsorship and deliberate recruitment and promotion practices across OEMs, suppliers and dealer networks are also needed to turn development into lasting leadership change.

Key facts

- Fully funded programme worth R27 500 per participant
- Online course lasting six to eight weeks
- Five places available
- Apply by 15 June 2026 to Awodwak@mmayabafoundation.co.za

https://bit.ly/3RZpAsC

Isuzu D-MAX Launches in Africa: A New Era for Mobility

Isuzu Motors South Africa has begun dispatching the first batches of its updated D-MAX from its Gqeberha production facility to local dealers, with plans to extend deliveries to authorised distributors in more than 30 African markets. Key destinations include Zimbabwe, Ivory Coast, Zambia, Mozambique, Botswana and Namibia.

The rollout comes during Africa Month, with the vehicle built and tested locally to handle tough operating conditions across the continent. Isuzu’s move underlines South Africa’s position as a manufacturing and export hub for African automotive trade, while reinforcing the company’s focus on durable products and long-standing customer relationships that stretch back generations.

According to Isuzu, the arrival of the new D-MAX on African soil represents more than a product introduction. The company says it reflects a broader commitment to dependable mobility that supports economic activity, cross-border trade and community development.

The Gqeberha plant, which acts as a strategic export hub for sub-Saharan Africa, engineered the new D-MAX with local conditions in mind. Sectors such as agriculture, mining, construction and logistics are the primary targets. The vehicle comes with a high-tensile steel load box, a reinforced tailgate fitted with a centre hinge, and underbody stone protection developed specifically for local terrain.

Mava Landu, Department Executive for Revenue Generation in Rest of Africa Markets at Isuzu Motors South Africa, said the month of May offers an opportunity to reflect on the partnerships the brand has built across the region. “The shipment of the new D-MAX to our dealer partners across Africa demonstrates our confidence in the continent’s future,” added Lebo Rakgekola, Department Executive for Revenue Generation in SACU.

Isuzu’s dealer network stretches from major cities to remote rural areas where transport remains essential. The company backs these outlets with parts availability, technical training and aftersales support, helping fleet owners reduce downtime and improve productivity.

Many operators who started with the KB-series pickups continue to run Isuzu vehicles today, now in the form of the new D-MAX. The brand points to this as evidence of its focus on long-term value and trusted partnerships.

Beyond vehicle exports, Isuzu has been investing in parts distribution, technical training and regional assembly operations. The aim is to contribute to skills development, job creation and stronger supply chains within the markets it serves.

With upgraded safety features, improved towing capacity and a cabin designed for longer hauls, the new D-MAX is being positioned to meet Africa’s changing transport needs. Whether moving goods across borders, backing infrastructure projects or reaching underserved communities, Isuzu says the vehicle is built to support the businesses and people driving the continent forward.

https://bit.ly/4wTtvan

Isuzu D-MAX Launches in Africa: A New Era for Mobility

Isuzu Motors South Africa has begun dispatching the first batches of its updated D-MAX from its Gqeberha production facility to local dealers, with plans to extend deliveries to authorised distributors in more than 30 African markets. Key destinations include Zimbabwe, Ivory Coast, Zambia, Mozambique, Botswana and Namibia.

The rollout comes during Africa Month, with the vehicle built and tested locally to handle tough operating conditions across the continent. Isuzu’s move underlines South Africa’s position as a manufacturing and export hub for African automotive trade, while reinforcing the company’s focus on durable products and long-standing customer relationships that stretch back generations.

According to Isuzu, the arrival of the new D-MAX on African soil represents more than a product introduction. The company says it reflects a broader commitment to dependable mobility that supports economic activity, cross-border trade and community development.

The Gqeberha plant, which acts as a strategic export hub for sub-Saharan Africa, engineered the new D-MAX with local conditions in mind. Sectors such as agriculture, mining, construction and logistics are the primary targets. The vehicle comes with a high-tensile steel load box, a reinforced tailgate fitted with a centre hinge, and underbody stone protection developed specifically for local terrain.

Mava Landu, Department Executive for Revenue Generation in Rest of Africa Markets at Isuzu Motors South Africa, said the month of May offers an opportunity to reflect on the partnerships the brand has built across the region. “The shipment of the new D-MAX to our dealer partners across Africa demonstrates our confidence in the continent’s future,” added Lebo Rakgekola, Department Executive for Revenue Generation in SACU.

Isuzu’s dealer network stretches from major cities to remote rural areas where transport remains essential. The company backs these outlets with parts availability, technical training and aftersales support, helping fleet owners reduce downtime and improve productivity.

Many operators who started with the KB-series pickups continue to run Isuzu vehicles today, now in the form of the new D-MAX. The brand points to this as evidence of its focus on long-term value and trusted partnerships.

Beyond vehicle exports, Isuzu has been investing in parts distribution, technical training and regional assembly operations. The aim is to contribute to skills development, job creation and stronger supply chains within the markets it serves.

With upgraded safety features, improved towing capacity and a cabin designed for longer hauls, the new D-MAX is being positioned to meet Africa’s changing transport needs. Whether moving goods across borders, backing infrastructure projects or reaching underserved communities, Isuzu says the vehicle is built to support the businesses and people driving the continent forward.

https://bit.ly/4wTtvan

Tata Motors shows 11 new models in Cape Town as it deepens Africa push

CAPE TOWN – Tata Motors has unveiled a line-up of 11 commercial vehicles at an event in Cape Town, underscoring the Indian manufacturer’s intent to strengthen its foothold in Sub-Saharan Africa. The collection spans various weight classes and powertrain configurations, including several battery-electric models, as the company looks to offer application-specific solutions for urban logistics, mining, passenger transport and regional haulage.

Among the vehicles on display were the Ultra Prime RE, a rear‑engine city bus built for stop‑start urban routes, and the Azura series of next‑generation light and intermediate trucks aimed at regional and inter‑city freight. Tata said the range is designed around three priorities for fleet operators: higher productivity, reduced downtime and lower total cost of ownership over the vehicle’s life.

Asif Shamim, who leads Tata Motors’ international business, said the showcase demonstrates the group’s focus on developing practical mobility tools for markets outside India.

“The portfolio presented here shows the breadth of platforms and technologies we are building across segments, including electric vehicles, tailored to different operating conditions,” he says. “It also reflects the strength of the engineering and development capabilities behind these products, enabling us to deliver solutions that are reliable and built to support customer productivity.”

Tata Motors has a notable presence across Sub-Saharan Africa, operating in 29 countries through distribution partners such as Tata International, Panafrique Motors, KOMCO Motors and Allied Motors. The company has sold more than 340 000 commercial vehicles in the region and offers over 60 model variants.

Its service network includes more than 320 touchpoints, supported by seven assembly operations located in South Africa, Kenya, Nigeria, Senegal, Egypt, Morocco and Tunisia. Tata said those facilities contribute to local skills development and manufacturing capacity.

The electric vehicles shown in Cape Town included the Ace Pro EV mini‑truck for last‑mile deliveries, the Intra EV pickup for demanding urban cargo cycles, the Ultra E.9 light truck for quieter intra‑city logistics and the Prima E28.K tipper designed to help decarbonise mining and construction work. For conventional powertrain buyers, Tata highlighted the Intra V30 and V70 pickups, which feature a walkthrough cabin and payloads of 1 300 kg and 1 950 kg respectively, along with the Azura 1918 intermediate truck focused on lifecycle value.

In the passenger mobility segment, Tata presented the Ultra Prime RE midi bus with a 6,7‑litre rear‑mounted diesel engine, the LPO 1618 Magna 44‑seater fully built air‑conditioned coach, the LP 909 compact midi bus for school and staff transport, and the LPO 1623 Nova 49‑seater air‑conditioned bus for longer inter‑city routes.

The company also outlined support structures including more than 320 strategically located service centres, extended warranty options and customised annual maintenance contracts.

https://bit.ly/4uyAyDU