Testing Hino's 300 Series Hybrid Trucks: Fuel Efficiency and Emissions Reduction

Hino South Africa is broadening real-world testing of its innovative 300 Series Hybrid trucks, placing more vehicles with selected customers to rigorously assess performance and gauge local interest in new energy commercial vehicles. This expansion marks a significant step in understanding how hybrid technology fits into the South African transport landscape.

The hybrid system pairs a robust 4-litre Euro 6 turbo-diesel engine with an electric motor. This combination aims to significantly lower harmful emissions and deliver improved fuel economy compared to conventional diesel trucks. Unlike some hybrid passenger cars that reduce engine size, Hino retains the full-size diesel engine in the 300 Hybrid, prioritising long-term durability and reliability under demanding working conditions.

The electric motor is positioned between the clutch and gearbox, operating in parallel with the diesel engine. This setup provides power assistance, enhancing overall efficiency and reducing carbon dioxide output. Together, the diesel engine and electric motor generate 111 kW of power and 470 N.m of torque, with peak torque available from as low as 1 200 r/min. Power is delivered through a six-speed automated manual transmission (AMT), which drivers can manually override if needed.

These local trials build upon experience gained since 2023, when the first three Hino 300 Hybrids arrived in South Africa. These initial units have been successfully operating with Namlog Logistics from the Toyota Africa Parts Centre in Ekurhuleni, forming a key part of Toyota South Africa Motors' broader New Energy Vehicle (NEV) strategy.

This initiative reflects the long-standing commitment of Hino Motors in Japan to reduce emissions and fuel consumption, encompassing both manufacturing processes and vehicle operation. As part of its multi-pathway strategy towards carbon neutrality, Hino globally develops and tests diverse powertrain solutions, including compressed natural gas, hydrogen fuel cells, battery electric vehicles, and diesel-electric hybrids like the 300 Series.

"Itumeleng Segage, General Manager of Hino South Africa, emphasised the practical considerations driving the trials: “Finding the right balance between cost, operational range, payload capacity, maintenance requirements, and future resale value is essential. These factors determine which technology suits specific applications best. That’s precisely why we are running these local customer trials with several Hino 300 Hybrid trucks – to evaluate these critical measures under South African conditions."

Early indications from overseas markets are encouraging. In Australia, where Euro VI emission standards take effect later this year, the Hino 300 Hybrid is gaining traction. A recent 300 km test replicating urban delivery conditions around the Bathurst race circuit demonstrated notable fuel savings – approximately 24% for Wide Cab variants and 22% for Standard Cab models. Australian motor industry publication GoAuto reported similar results, achieving a 21.1% fuel saving in their independent test run.

The Hino 300 Hybrid retains the standard features expected in the 300 Series, including air conditioning, AM/FM radio, electric windows, dual airbags and daytime running lights, ensuring operator comfort and safety are not compromised.

Segage concluded, “We see considerable value in hybrid technology for many operations suited to the 300 Series, particularly urban delivery and city-to-city transport. We are keenly looking forward to the outcomes of these extended local trials and the direct feedback from the customers operating these trucks.” The results will be crucial in shaping Hino's strategy for introducing new energy vehicles to the South African market.

https://bit.ly/3GL5ddH

Africa's Mineral Leverage Amid US Trade Policies

Africa possesses substantial reserves of minerals critical to global industries, including the United States economy. During the Trump administration, Section 232 tariffs were imposed on steel and aluminium imports globally, impacting several African exporters such as South Africa. This raises the question: could African nations leverage their mineral exports to counter such US trade policies? A balanced analysis reveals significant complexity.

The Case for Potential Leverage:

- Criticality and Concentration: Minerals such as cobalt, platinum group metals (PGMs), and manganese are not only essential for advanced manufacturing (aerospace, defence, EVs, electronics) but also highly concentrated in specific African countries. The DRC dominates cobalt; South Africa dominates PGMs and chromite. This creates potential supply chokepoints.
- Limited Short-Term Substitutes: For many applications (eg, cobalt in specific battery chemistries, PGMs in catalysts), viable substitutes are either non-existent, significantly less efficient, or much more expensive in the near-to-medium term. Developing new sources takes years.
- Disruption Impact: Any significant disruption or deliberate restriction of these mineral flows could cause substantial price volatility and supply chain bottlenecks for US industries, potentially impacting economic growth and strategic sectors.

Significant Constraints on Leverage:

- Dispersed Interests: Africa is not a single actor. Mineral wealth is spread across numerous countries with differing political agendas, economic priorities, and relationships with the US. Achieving coordinated action across the continent on trade policy, especially targeting the US, is highly improbable. The African Continental Free Trade Area (AfCFTA) is nascent and focuses on intra-African trade.
- Mutual Dependence: Many African economies are heavily reliant on mineral export revenues. Restricting exports to the US (a major market) could inflict severe economic damage on the exporting countries themselves, potentially destabilising economies and governments. This creates a significant disincentive.
- US Mitigation Strategies: The US is acutely aware of these supply risks. Responses could include:
- Increased Domestic Production/Recycling: Incentivising mining within the US or allied nations (though challenging and slow).
- Stockpiling: Using the National Defense Stockpile.
- Allied Sourcing: Strengthening supply chains with friendly nations (e.g., Australia for some minerals).
- Technological Innovation: Accelerating research into alternative materials or battery chemistries (e.g., cobalt-free batteries).
- Financial/Political Pressure: Utilising tools like sanctions or leveraging international financial institutions.
- AGOA Factor: The African Growth and Opportunity Act (AGOA) grants many Sub-Saharan African countries preferential tariff access to the US market for non-mineral exports (textiles, agriculture, etc.). Threatening mineral exports could jeopardise these valuable benefits.
- Specificity of Tariffs: The Trump-era tariffs targeted specific products (steel, aluminium), not the raw minerals themselves. While tariffs hurt African aluminium exporters (like South Africa) processing bauxite, the primary bauxite producers (eg, Guinea) were less directly impacted. Leveraging unrelated minerals (like cobalt) against aluminium tariffs would be an indirect and legally/politically complex strategy.

A Balanced Perspective:

While Africa holds globally significant reserves of minerals critical to the US economy, the notion of the continent wielding this as a unified, effective bargaining chip against specific US tariffs like those imposed under Trump faces substantial hurdles.

The concentration of certain minerals provides theoretical leverage points. However, the fragmentation of African nations, their own deep economic dependence on mineral exports, the existence of mechanisms like AGOA, and the US's capacity to pursue mitigation strategies significantly weaken the practical ability to translate this mineral wealth into tangible trade concessions on unrelated tariffs.

Attempting aggressive leverage could easily backfire, harming African economies more than the US in the short-to-medium term, while accelerating US efforts to reduce dependence on African minerals in the long term – an outcome contrary to Africa's interests in sustained mineral revenue.

A More Pragmatic Path:

Rather than confrontation, the more viable strategy for African mineral-rich nations lies in:

- Value Addition: Processing minerals domestically before export (e.g., refining cobalt, manufacturing battery precursors) to capture more economic benefit and create jobs.
- Stable Investment Frameworks: Attracting responsible investment for exploration and mining through predictable, transparent regulations and reduced political risk.
- Strategic Partnerships: Negotiating mutually beneficial, long-term supply agreements with consumer nations and companies, potentially linked to infrastructure development or technology transfer, rather than reacting to specific tariffs.
- Intra-African Coordination (where possible): Collaborating on policies like environmental standards or local beneficiation goals to strengthen their collective position within global value chains.

Conclusion:

Africa's mineral wealth grants it inherent economic significance, particularly concerning specific critical minerals. However, translating this into leverage against US trade policies like the Trump tariffs is fraught with practical difficulties and significant risks for African economies. The path to maximising Africa's benefit from its resources more likely lies in internal development, value addition, and fostering stable, mutually beneficial partnerships, rather than in attempting short-term, high-stakes leverage that could undermine long-term economic stability and growth. The relationship remains one of complex interdependence, not one where Africa holds a simple, decisive upper hand.

https://bit.ly/46YDznQ

Unlocking Trade: Introducing the PAPSS African Currency Marketplace

The Pan-African Payment and Settlement System (PAPSS), working alongside African deep-tech firm Interstellar, unveiled the PAPSS African Currency Marketplace (PACM) during the recent Afreximbank Annual Meeting (AAM2025). This new Financial Market Infrastructure aims to tackle the persistent challenge of currency convertibility hindering trade within Africa.

For years, intra-African commerce has been hampered by the continent's 41 diverse currencies, varying regulations, and limited convertibility. Businesses frequently resorted to using external hard currencies like the US dollar for transactions between neighbouring nations. This practice, known as the "hard and costly currency bottleneck," is estimated to drain approximately R90 billion annually through fees, delays, and lost opportunities, impacting the competitiveness of African enterprises and slowing progress under the African Continental Free Trade Area (AfCFTA).

PAPSS CEO Mike Ogbalu III explained the new marketplace's function: "The PAPSS African Currency Marketplace is fully transparent, order book-driven, and operates with trusted counterparties, strictly adhering to local regulatory frameworks and global best practices. By creating a single, continent-wide liquidity pool, PACM serves as a key liquidity engine for intra-African commerce." 

Ogbalu noted that while PAPSS, operational since 2022, has enabled real-time payments across 17 countries, connecting over 150 banks and 14 national switches, the issue of limited currency convertibility remained. "We soon realised that solving for payments alone was not enough," he stated, highlighting problems like over R36 billion in airline revenues currently 'trapped' in certain African countries due to exchange restrictions.

The PACM, developed jointly by PAPSS and Interstellar, allows the direct exchange of African currencies without converting through hard currencies. Functioning as a transparent, peer-to-peer platform across Africa, it enables businesses to trade in local currencies in near real-time while complying with national rules. This approach aims to unlock liquidity, release trapped capital, reduce foreign exchange costs, and support financial sovereignty.

Interstellar's Founder and CEO, Ernest Mbenkum, emphasised the vision during the launch: "PACM was built from the ground up to serve Africa’s specific needs. PAPSS and Interstellar are co-architects of a new financial future... African currencies deserve a better place in the world. With this marketplace, your local currency is no longer just a medium of exchange, it becomes a vehicle of opportunity." The platform utilises Interstellar's enterprise-grade, blockchain-agnostic infrastructure for security, scalability, and rapid settlement.

Haytham El Maayergi, Executive Vice President of Afreximbank, commented: “The PAPSS African Currency Marketplace gives us the power to transform trade dramatically, bringing us to trade with each other with a key benefit that we can now accept each other’s currency.”

Initial results from a pilot phase are promising. Over 80 African corporates conducted transactions across 12 currency pairs, settling entirely in local currencies. Kenya Airways, for instance, can now directly exchange Nigerian Naira earned from ticket sales for Kenyan Shillings via PACM, bypassing a third currency. Early adopters like ZEP-RE (PTA Reinsurance Company) and Access View Africa have expressed strong support. Ogbalu added that interest is also coming from institutions outside Africa seeking to join the ecosystem.

AfCFTA Adjustment Fund Makes First Investment

In related news at AAM2025, the Credit Fund of the AfCFTA Adjustment Fund announced its first investment closure. It committed R180 million to Telecel Global Services Ltd., a subsidiary of the Mauritius-based Telecel Group, through a senior secured amortising loan.

Telecel provides wholesale voice, SMS services, and enterprise connectivity to over 250 telecom operators globally, with a significant African presence. The investment will support Telecel's expansion in Ghana and Liberia, strengthen infrastructure, and help bridge Africa’s digital divide – a critical factor for AfCFTA success.

Jean-Louis Ekra, Chairman of the Board of the AfCFTA Adjustment Fund Corporation, stated: “This R180 million investment in Telecel Global Services demonstrates how targeted capital can drive meaningful impact—accelerating digital connectivity, enabling intra-African trade, and supporting private sector-led development.” AfCFTA Secretary-General Wamkele Mene noted the deal shows the Fund starting to support State Parties and the private sector in making the Agreement "commercially meaningful."

Afreximbank President Prof. Benedict Oramah said the investment strengthens the digital economy and regional connectivity, reinforcing a commitment to transforming Africa's economic structure. Marlene Ngoyi, CEO of Fund Manager FEDA, highlighted the strategic intent to catalyse growth in vital sectors.

The Credit Fund will prioritise commercially viable investments enabling trade, diversification, and inclusive growth aligned with AfCFTA goals. Meanwhile, the PAPSS African Currency Marketplace is now open to eligible corporations, financial institutions, and market participants continent-wide.

https://bit.ly/3IasupI

Africa Automotive: South Africa's Automotive Industry Faces Production Challenges Amid Global Pressures

The suspension of C-Class sedan production at Mercedes-Benz South Africa's (MBSA) East London plant until late July underscores a deepening crisis within South Africa's vehicle assembly sector, according to Renai Moothilal, chief executive of the National Association of Automotive Component and Allied Manufacturers (Naacam). Moothilal describes production plant volume cuts as increasingly frequent over the past two years.

MBSA confirmed the planned non-production period from 24 June to 30 July, attributing it to sufficient existing stock meeting current demand and standard procedure for volume adjustments. Operations are set to resume on a two-shift basis from 1 August. Naacam indicates component suppliers received advance notice of this specific shutdown.

"This planned closure aligns with patterns observed across the South African vehicle assembly landscape for approximately two years," Moothilal stated. "While uncertainty stemming from US tariff situations presents obvious market issues, the persistent volume reductions pose a significant threat to the business sustainability of component manufacturers."

Naacam has documented numerous local component plant closures and associated job losses directly linked to assemblers failing to achieve the production volumes initially projected when vehicle platforms were launched. "This correlation is clear and has occurred at several assemblers locally since 2023," Moothilal emphasised.

He points to the anticipated 2025 policy review of the government's Automotive Production and Development Programme (APDP), led by the Department of Trade, Industry and Competition, as a critical juncture. Moothilal argues the review must urgently devise mechanisms to shield component companies from the damaging impact of volatile assembly volumes. Currently, vehicle manufacturers receive the largest portion of APDP incentives, including cash and duty rebates tied to assembly volumes and domestic value addition.

"The goals of the South Africa Automotive Masterplan 2035 (SAAM 35) concerning localisation and employment hinge on addressing this imbalance," Moothilal warned. "Failure to do so jeopardises these objectives." When SAAM 35 was drafted between 2016 and 2018, average local content in domestically assembled vehicles stood below 40%, ranging from roughly 30% for high-tech passenger cars to 45% for light commercial vehicles. Moothilal notes that nearly a decade later, this figure remains largely unchanged, despite SAAM 35 targeting 60% local content by 2035. The plan also aims to double employment within the automotive value chain, from about 112 000 to 224 000 people.

Export Reliance and Global Headwinds

MBSA's situation highlights the sector's export dependency. Over 90% of its East London output is shipped to more than 80 global markets, vital as domestic sales for premium brands like Mercedes-Benz have declined sharply. Factors include increased competition from Chinese imports and a consumer shift towards more affordable vehicles.

The parent company, Mercedes-Benz Group, faces its own challenges: a sluggish German economy, potential US tariffs, and surging Chinese competition. The company warned in April of "material impacts" on its financial results if all implemented and announced tariffs remain through 2025.

The European Union, South Africa's largest vehicle export market, presents a mixed picture. While overall EU new car registrations dipped slightly (0.6%) year-to-date until May 2025, battery-electric vehicle (BEV) market share grew to 15.4%. Chinese automakers doubled their EU market share to 5.9% in May 2025 compared to May 2024, demonstrating resilience even amidst new EU tariffs on Chinese EVs by focusing on plug-in and full hybrids. Mercedes-Benz ranked tenth among the top 25 BEV brands in the EU for May, behind Volkswagen (first) and BMW (third), both of which also manufacture in South Africa.

Contrasting African Markets and Local EV Lag

While South Africa contends with production volatility, other African markets show strong growth. Morocco's new car market surged 36.14% in the first half of 2025, selling 112 026 units. Egypt recorded a dramatic 128% year-on-year increase in total automotive sales for May 2025, reaching 14 300 units, with passenger car sales up 98%.

South Africa's automotive sector, contributing 5.2% to GDP (3.2% manufacturing, 2% retail), demonstrated resilience in June 2025 with new vehicle sales climbing 18.7% year-on-year, buoyed by interest rate cuts, controlled inflation, and affordable Chinese imports. However, exports showed signs of strain for major players.

A significant lag remains in electric vehicle adoption. While global EV sales exceeded 17 million units in 2024, growing over 25%, South Africa is a slow starter. Naamsa, the National Association of Automobile Manufacturers of South Africa, is spearheading efforts to build foundational infrastructure. It has commenced work on a national network of 120 publicly accessible EV charging stations along major routes, featuring fast chargers.

Shivani Singh, Naamsa's chief projects officer, highlighted fuel station forecourts as ideal locations due to their traffic, location, and permits. The current scarcity is stark: fewer than 400 public EV chargers compared to 4 800 licensed petrol stations. Timothy Oliver, fuel specialist at Connect Group South Africa, cited capital constraints for diversification and complexities of managing multiple sites as hurdles for retailers.

Naamsa's charging network initiative represents a concrete step towards making EV ownership viable, aiming to replace the unreliable and sparse infrastructure currently available. The success of this infrastructure push, coupled with addressing the fundamental challenges of assembly volume stability and localisation incentives highlighted by Naacam, will be crucial for the future sustainability and growth of South Africa's critical automotive industry.

https://bit.ly/44d0udy

Continental Auto Industry Gathers Momentum Amidst Trade Push, SA Exports Hold Steady

Johannesburg, a historical nexus of commerce and ambition, recently hosted pivotal discussions framing Africa’s automotive future. The gathering served as a precursor to the Africa Automotive Show, integrated within the larger Intra-African Trade Fair (IATF2025), scheduled for Algiers, Algeria, between 4 and 10 September 2025. 

This event is positioned as a critical driver for continental economic integration under the African Continental Free Trade Area (AfCFTA), even as specific challenges, including the noted closure of South Africa's Goodyear tyre factory, underscore persistent hurdles. 

Representatives from the African Export-Import Bank (Afreximbank) and the South African government emphasised the urgent need to translate policy into tangible trade. Afreximbank executives highlighted a fundamental barrier: not tariffs or logistics, but a deficit in actionable market intelligence. 

Illustrative cases were stark: Tunisia, Morocco, and South Africa collectively import over $400 million in leather goods annually from outside Africa, despite significant production capacity in Ethiopia, Kenya, and Sudan. Similarly, West African nations spend upwards of $3 billion importing meat from distant markets like Argentina and Australia, overlooking potential suppliers including Mali, Namibia, Chad, Sudan, Botswana, South Africa, and Zambia. 

"This isn't about capacity," Humphrey Nwogo, Regional Director, Southern Africa for Afreximbankl stressed. "The problem is connectivity. The problem is lack of information." 

These imbalances represent missed chances for job creation, value addition, and economic diversification continent-wide. Assembly operations at the Toyota plant in Prospecton, Durban 

The IATF, now formally designated by the African Union (AU) as the AfCFTA's commercial face and integrated into its framework, is seen as the strategic tool to bridge this gap. Its relevance was affirmed at the 2024 AU Summit, where heads of state acknowledged its role in facilitating cross-border agreements. 

South African Context: 

Exports and ImperativesAgainst this backdrop, South Africa's role in the continental vehicle manufacturing landscape remains significant. According to the latest figures from naamsa | The Automotive Business Council, the country produced approximately 515 000 vehicles during 2024. Combined with substantial output from North African nations, primarily Morocco and Egypt, total continental production reached an estimated 1,2-million units. 

This starkly contrasts with minimal output from West, Central, and East Africa, highlighting significant growth potential. 

"These figures demonstrate the existing industrial base concentrated in the north and south," says Nwogo. "The potential for replication and expansion into other African regions is immense. 

Achieving a continental output target of 5-million units is a feasible ambition underpinned by the AfCFTA." 

However, South African officials acknowledged hurdles hindering deeper integration. Deputy Minister of Public Works and Infrastructure, Sihle Zikalala, pointed to logistics constraints and skills gaps impacting cost-competitiveness for South African exports elsewhere in Africa. 

He cited the example of a Tunisian colleague driving a vehicle manufactured in Thailand rather than South Africa. "That’s why we are in this room," Zikalala remarked, underscoring the need for the AfCFTA to address these frictions. 

Beyond Assembly: The Skills Imperative

The discussion extended beyond mere vehicle assembly to encompass the entire value chain and skills ecosystem. Industry experts emphasised that sustainable growth requires equipping markets with the technical and soft skills needed to service and maintain vehicles post-sale. 

The African Association of Automotive Manufacturers (AAAM) highlighted its Skills Development Working Group, focusing on building capacity from artisan levels to policy-making echelons. Initiatives include executive short courses for trade officials and practical exposure within manufacturing plants, aiming to foster informed policy development and local job creation alongside industrialisation.  

Kenya Positions for AfCFTA Gains

Echoing the continent-wide focus, Kenya used its own IATF2025 roadshow to position itself as a trade, industrial, and innovation hub. Cabinet Secretary for Investments, Trade and Industry, Hon. Lee Kinyanjui, stated, "The solutions to Africa’s problems lie with Africans. It is essential for countries within the continent to strengthen intra-African trade... 

With a well-educated population, abundant resources, and banks ready to finance investment, Africa has what it takes to elevate itself to the next level." Afreximbank's Executive Vice President, Haytham Elmaayergi, reiterated the information gap challenge at the Kenyan event, using the leather import example, and spotlighted Kenya’s digital innovation sector as having significant export potential under the AfCFTA. 

As nations prepare for Algiers 2025, the focus remains on harnessing regional value chains, accelerating industrialisation, and overcoming informational and infrastructural barriers. The Africa Automotive Show within the IATF stands as a pivotal marketplace and catalyst for converting the AfCFTA's promise into tangible commercial progress across the continent, with South Africa's established export capacity poised to play a key role amidst ongoing domestic challenges. https://bit.ly/4l644vI

Goodyear Closes South Africa Plant: Economic Impact Explained

The announcement that Goodyear, one of the world’s largest tyre manufacturers, will shut down its South African plant in Kariega, Eastern Cape, marks another significant blow to the country’s struggling manufacturing sector. 

The closure will result in the loss of approximately 750 direct jobs, with a ripple effect likely to impact thousands more in the surrounding economy. This decision follows a troubling trend of multinational companies scaling back operations in South Africa, raising questions about the broader economic climate and the role of policies such as Broad-Based Black Economic Empowerment (B-BBEE) in shaping corporate investment decisions.   

Goodyear’s exit is part of a broader global restructuring strategy aimed at cutting costs and improving efficiency. The company has faced mounting financial pressures, including rising raw material costs, supply chain disruptions and declining demand in certain markets. 

In a statement, Goodyear cited the need to optimise its manufacturing footprint, with the South African plant deemed no longer viable in the long term.   

However, while global factors played a role, local challenges have also contributed to the decision. South Africa’s manufacturing sector has been under strain for years due to persistent electricity shortages, logistical bottlenecks at ports and railways and rising operational costs. 

These issues have made it increasingly difficult for manufacturers to remain competitive, particularly when exporting to international markets.   

The immediate impact of Goodyear’s closure will be felt most acutely by its employees and their families. The Uitenhage plant has been a major employer in the Eastern Cape since the 1930s, providing stable, skilled jobs in a region with high unemployment. 

The loss of 750 direct jobs will have a cascading effect on suppliers, service providers and small businesses that rely on the plant’s operations.   

For many workers, finding alternative employment will be difficult. South Africa’s official unemployment rate stands at around 32%, with youth unemployment even higher. The Eastern Cape, in particular, has struggled with economic stagnation, meaning that retrenched employees may face prolonged joblessness or be forced to relocate. 

The social consequences—increased poverty, household instability, and reduced spending in the local economy—will likely be severe.   

While not the sole reason for Goodyear’s departure, South Africa’s B-BBEE policies have been cited as a contributing factor in disinvestment decisions. B-BBEE regulations are designed to redress historical economic inequalities by encouraging black ownership, management representation and procurement from black-owned businesses. 

While the intentions are commendable, some analysts argue the compliance burden and associated costs have made the country less attractive to multinational corporations.   Companies operating in South Africa must meet strict B-BBEE scorecard requirements, which can involve significant expenditure on transformation initiatives, skills development and supplier diversification. For firms already grappling with low profitability, these additional costs can tip the scales in favour of relocating to more business-friendly environments.   

This is not the first time B-BBEE has been linked to corporate exits. In 2023, Nissan South Africa announced a review of its Rosslyn plant’s future, sparking fears of a potential closure. 

Though no final decision has been made, industry insiders suggest regulatory pressures, along with other economic challenges, are being weighed in the assessment. 

Similarly, other multinationals, such as Murray & Roberts and Sasol, have scaled back local operations in recent years, citing difficult operating conditions.   

Goodyear’s exit fits into a concerning pattern of multinational companies reassessing their South African operations. In 2022, P&G closed its Johannesburg manufacturing plant, shifting production to other African countries. These departures suggest a growing reluctance among global firms to maintain a manufacturing presence in the country.   

The reasons for disinvestment are multifaceted, but common themes emerge: unreliable infrastructure, policy uncertainty, and high costs of doing business. While B-BBEE is not the primary driver, it adds another layer of complexity for companies already dealing with power cuts, port delays, and sluggish economic growth.   

To stem the tide of disinvestment, South Africa needs urgent reforms to improve the business environment. Stabilising electricity supply, fixing Transnet’s rail and port inefficiencies and reducing bureaucratic red tape should be top priorities. At the same time, policymakers may need to reassess how B-BBEE is implemented to ensure it does not inadvertently deter investment.   

Some experts suggest a more flexible approach, where compliance requirements are balanced against the need to retain jobs and industrial capacity. Engaging with multinational companies to understand their concerns, rather than imposing rigid regulations, could help strike a better balance between transformation and economic growth.   

Goodyear’s departure from South Africa is a symptom of deeper structural problems in the economy. While global restructuring played a role, local challenges—including energy shortages, logistical failures and regulatory pressures—have made the country a less competitive manufacturing hub. The closure will devastate workers and the Kariega community, highlighting the urgent need for policy interventions that encourage investment rather than drive it away.   

I

f South Africa fails to address these issues, more multinational exits are likely, further eroding the country’s industrial base and worsening unemployment. The time for decisive action is now—before more factories follow Goodyear out the door. https://bit.ly/3ZT4zAU

Namib Mills' Efficient Logistics with Hino Trucks

Windhoek, Namibia – Grain processor Namib Mills depends on its fleet of Hino trucks for dependable and efficient transport of raw materials and finished goods across the country. A recent addition, a Hino 700 2841 truck tractor, is performing effectively in daily operations. 

Paired with a three-axle GRW tautliner trailer, it regularly handles payloads between 28 and 30 tons on Namibia's primary routes. Within the Namib Mills fleet, this specific truck achieves an average fuel consumption of 2,89 km/litre (34,6 l/ 100 km) and records an average operational cost per kilometre of N$20,07, figures reported to meet the company's expectations. 

Supporting its extensive logistics and distribution network nationwide, the Namib Mills fleet incorporates 119 Hino trucks. This diverse mix includes models from the Hino 200, 300, and 500 series. Fuel efficiency and favourable lifetime operating costs are significant factors driving Namib Mills' choice of Hino as a key business partner. 

"We also select Hino trucks because they are competitively priced while providing reliable and durable performance,” commented Willem le Roux, Namib Mills’ Distribution and Logistics Manager. 

"An added benefit is the availability of capable after-sales service through several dealerships located around the country.” 

Maintenance for the Hino fleet is conducted regularly at Hino Pupkewitz dealers in Namibia, strictly adhering to the manufacturer's prescribed service intervals. 

“This proactive maintenance approach supports the consistent performance and reliability we experience from our Hino trucks over extended periods,” explained Le Roux. “It also helps ensure the smooth running of our business, which operates according to demanding schedules.” 

When asked about future Hino purchases, Le Roux responded decisively: “Absolutely!” 

Founded in 1982 as a small milling operation, Namib Mills has established a long-standing presence in Namibia. The company has expanded significantly and now offers a range of products including maize meals, flour, mahangu, sugar, rice and pasta. https://bit.ly/3ZhNoJ3

Volvo Trucks South Africa Enhances Service Infrastructure

Volvo Trucks South Africa has highlighted ongoing investments in its service infrastructure and product development as part of efforts to address evolving transport demands and reduce operational downtime for fleet operators. Speaking at a customer engagement event in Paarl, Western Cape, Waldemar Christensen, Managing Director of Volvo Trucks South Africa, emphasised the company’s focus on adapting to industry shifts while maintaining operational continuity for clients.

Waldemar Christensen

“Transport needs are expanding and transforming globally, requiring solutions that balance productivity with environmental considerations,” Christensen noted. He added that innovation in vehicle technology and service delivery remains central to supporting customers in navigating a dynamic sector.

Service Network Modernisation
The company is upgrading workshops nationwide by integrating advanced diagnostic tools and data-driven systems to streamline maintenance processes. A key initiative includes Uptime Monitoring Services, which uses connected vehicle technology to predict maintenance needs, schedule repairs proactively, and minimise unplanned downtime. Christensen stated these measures aim to improve communication between workshops and fleet operators, potentially reducing repair costs and improving fuel efficiency.

Volvo Trucks’ local service network comprises 19 strategically located centres, enabling rapid response times. Christensen stressed that geographic proximity to customers reinforces reliability, a priority as the transport sector undergoes significant technological changes.

Product Development and Sustainability
Recent product updates include the introduction of Euro 6-compliant engines in the Volvo FH long-haul model, designed to align with global emissions standards while catering to South African conditions. Christensen clarified that while Euro 3 and Euro 5 engines remain available, the company is committed to incorporating tested technologies that enhance efficiency without compromising performance.

Internationally, Volvo Trucks recently unveiled an electric long-distance truck model in Europe, boasting a 600-kilometre range and 40-minute charging capability. Though primarily tailored for European markets, Christensen confirmed that South African clients could request the model for niche applications. “This innovation signals potential future advancements for local markets as infrastructure and demand evolve,” he said.

Strengthening Partnerships and Skills
Volvo Trucks has appointed Jarryd Language as Director of Retail Operations South, leveraging his 13 years of experience as a technician and leader within the industry. Language emphasised the importance of collaborative customer relationships: “Understanding clients’ operational challenges and co-developing solutions is as critical as technological innovation.”

The company continues to invest in staff training to align with technological advancements and shifting customer expectations. This approach forms part of its broader strategy to position itself as a long-term partner for fleet operators.

Legacy and Local Footprint
Marking 98 years of global operations and 25 years in South Africa, Volvo Trucks reaffirmed its commitment to the local market. Its Durban assembly plant and 750 employees nationwide underscore its entrenched presence. “We aim to continue contributing to South Africa’s transport sector for decades,” Christensen concluded.

The event in Paarl served to reinforce Volvo Trucks’ dual focus on technological advancement and human-centric service, framing both as pivotal to sustaining customer success amid industry transformation.

https://bit.ly/4jiT38U

Africa Automotive - How Policy and Partnership Are Igniting Africa’s Automotive Revolution

In the heart of Botswana’s Lobatse, a quiet industrial revolution is unfolding. Inside Delta Automotive Technologies’ sprawling factory, skilled hands weave intricate webs of wires and connectors — components destined for Volkswagen and Nissan vehicles across Africa.

Intricate wiring harness assembly in Lobatse, Botswana

This facility, powered by strategic financing and regional collaboration, embodies a transformative vision: Africa as a hub of automotive innovation, not just a market for second-hand imports. But to shift gears from potential to reality, the continent’s governments must accelerate policies that fuel local manufacturing, cross-border trade, and sustainable mobility.

The Road So Far

Africa’s automotive sector sits at a crossroads. In 2024, Sub-Saharan Africa (excluding South Africa) saw just 175 915 new vehicle sales, overshadowed by over a million used imports. Countries like Ghana, Nigeria, and Rwanda remain tethered to ageing fleets, often a decade old, which guzzle fuel, pollute cities and drain foreign exchange. Vehicle penetration lingers at three cars per 100 people — a stark contrast to the global average of 18. Yet, this gap signals untapped opportunity.

“We’re scratching the surface,” says Martina Biene, Chairperson of Volkswagen Group Africa. “But unlocking this potential demands policy alignment, investment in clean energy, and a continent-wide rethink of how we approach mobility.”

Policy as the Engine of Growth

Victoria Backhaus-Jerling

At a recent Volkswagen-hosted event in Kigali, Victoria Backhaus-Jerling, CEO of the African Association of Automotive Manufacturers (AAAM), outlined the non-negotiables for progress. “Political will to implement automotive policies is paramount,” she asserted. “Without legal frameworks, Original Equipment Manufacturers (OEMs) won’t invest.”

Her message resonates across boardrooms and government offices: Africa needs cohesive policies to attract giants like Toyota, Volkswagen, and Renault. South Africa, Morocco, and Tunisia have already demonstrated this. South Africa’s auto sector contributes 4,3% to GDP, supported by incentives like the Automotive Production and Development Programme.

Morocco, now Africa’s top car exporter, leveraged tax breaks and port upgrades to lure Renault and Stellantis. Algeria, too, is drafting an auto policy to position itself as a manufacturing contender.

Filter assembly at Johannesburg's Mann & Hummel facility

But fragmentation persists. Forty-one African countries lack basic automotive standards, from fuel quality to emissions. Ghana’s nascent assembly incentives — tax breaks for local plants — are hamstrung by uneven regional regulations. Backhaus-Jerling’s solution? “One Africa, one automotive standard. Harmonisation reduces costs and builds value chains that stretch from Accra to Addis Ababa.”

AfCFTA: The Continental Catalyst

The African Continental Free Trade Area (AfCFTA) could be the game-changer. Its proposed Rules of Origin (RoO), requiring vehicles to contain 40% local content for tariff-free trade, might reshape supply chains. For Ghana, this could mean component manufacturing booms; for South Africa, expanded markets for its OEMs. Regional collaboration is already budding. Botswana’s Delta Automotive supplies wiring harnesses to South African plants, a synergy Backhaus-Jerling calls “a blueprint for cross-border industrialisation.”

Yet AfCFTA’s success hinges on execution. “It’s not just about agreements,” says Biene. “It’s about ports that clear goods swiftly, roads that connect factories, and grids that support electric vehicle (EV) charging.”

Botswana’s Delta

Delta Automotive Technologies exemplifies this potential. Founded with an $80-million African Development Bank (AfDB) credit line, the company now produces 120 wiring harnesses daily for Volkswagen’s Polo Vivo and Nissan’s H60 models. By 2027, it aims to triple output, employing 1 000 workers — 95% Batswana nationals.

“This isn’t just manufacturing; it’s opportunity,” says Delta’s Director of Manufacturing, Darryn Hattingh. The factory’s impact ripples beyond Lobatse: rural communities gain skilled jobs, women shatter industry stereotypes (75% of Delta’s workforce is female), and Botswana diversifies beyond diamonds.

Clara Kaekane, a Delta engineer, embodies this shift. “We’re challenging perceptions,” she says. “Every harness we build proves women belong in engineering and Africa belongs in global supply chains.”

The EV Opportunity

As the world pivots to electric mobility, Africa can’t afford to lag. Kenya’s electric motorbike boom and Morocco’s EV exports hint at a greener future. Ghana, with its renewable energy mix, is poised to lead in battery assembly and EV production. Initiatives like Volkswagen’s GenFarm — electric tractors deployed in Rwanda — show how local solutions can address global challenges.

But EVs require more than innovation. “Africa needs infrastructure—charging stations, reliable power, and skilled technicians,” notes Biene. Ghana’s planned technical institutes, focusing on EV tech, could become regional talent hubs.

From left, Teddy Mugabo, CEO: Greenfund Rwanda, Michael Frambourg, Executive Manager: Sustainability Solutions, Volkswagen Group Innovation Centre Europe, Martina Biene, Chairperson & Managing Director: Volkswagen Group Africa, Dr Ron Rosati, Vice Chancellor: RICA, Dr Telesphore Ndabamenye, Director General: Rwanda Agriculture Board, Serge Kamuhinda, CEO: Volkswagen Mobility Solutions Rwanda, Hildegard Muller, President: VDA.

The Used Car Conundrum

Grappling with used imports remains thorny. In Ghana, 70% of vehicles are second-hand, often evading emissions standards. Banning them risks public backlash, but gradual reforms — stricter age limits, low-interest loans for new cars — could tilt the balance. Kenya’s 2018 age limit (eight years for imports) offers a model, though enforcement is patchy.

Financing the Future

Development finance institutions like AfDB are critical. Their investment in Delta Automotive unlocked $23-million in exports and positioned Botswana as a component supplier. “This is how you industrialise Africa,” says AfDB’s Moono Mupotola. “Connect communities to global value chains.”

Yet private-sector partnerships are equally vital. Volkswagen’s collaboration with Ghana’s Universal Motors to assemble Tiguan SUVs shows how OEMs can seed local industries.

Africa’s automotive journey isn’t about catching up — it’s about redefining mobility on its own terms. From Algeria’s emerging factories to South Africa’s OEM hubs, the pieces are falling into place. But without political drive, even the best policies stall.

As Backhaus-Jerling puts it, “Africa has the market, the youth, and the resources. Now, we need the will to build an industry that doesn’t just assemble cars but engineers solutions for the world.”

In Lobatse, that future is already taking shape. With every wire harness Delta’s workers craft, they’re weaving a new narrative — one where Africa isn’t just open for business but is building the vehicles that will drive it forward.

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2025 Simola Hillclimb: Records, Triumphs and a Tribute

The 15th Simola Hillclimb unfolded as a poignant blend of heartfelt remembrance and adrenaline-charged competition, with the King of the Hill challenge delivering edge-of-the-seat drama. Sunday’s condensed schedule paid tribute to Pieter Joubert, a competitor who tragically lost his life following an accident during the morning’s opening run.

Despite the grief, Joubert’s brothers, Charl and 2024 champion Dawie, urged the event to continue in his honour. Their resilience set the tone for a day where fresh talent emerged, records tumbled, and a seasoned contender reclaimed glory.

Modified Saloon Cars: Zeelie’s Record-Breaking Triumph

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Pieter Zeelie, the 2021 champion, stunned crowds by toppling the dominant four-wheel-drive Nissan R35 GT-Rs in his rear-wheel-drive Toyota MR2 Super GT. During the Top 10 Shootout, he shattered Franco Scribante’s 2022 benchmark of 38,129 seconds, clocking a blistering 37,090 seconds—a jaw-dropping 1,039-second improvement.

Zeelie had already signalled his intent during qualifying, becoming the first tin-top driver to dip below 40 seconds with a 37,553-second lap. A brief electrical hiccup in the Class Finals threatened his charge, but he rebounded flawlessly in the final showdown, finishing 1,280 seconds clear of Reghard Roets’ BB Motorsport Nissan GT-R (38,370 seconds).

“The car and team were phenomenal today,” Zeelie remarked. “We tweaked the setup perfectly, though an engine cut-out forced us to dial back the boost for the Shootout. A 36-second run is definitely on the cards!” Reflecting on progress since his 2021 win (40,402 seconds), he added, “The competition’s evolution is incredible.”

Volkswagen’s wildcard entry, seven-time World Rallycross champion Johan Kristoffersson, electrified the event in a Polo RX1e. The Swede set a new electric vehicle record (39,001 seconds), narrowly missing the 38-second bracket. “Drifting this car is a balancing act,” he grinned, praising his team’s tyre strategy switch from radial to cross-pattern rubber for better cornering control.

Scribante, meanwhile, grappled with suspension tweaks on his Nissan GT-R, settling for fourth (39,631 seconds), while Silvio Scribante (Audi RS3) and Wade van Zummeren (Nissan R34 GT-R) completed the top six. Anton Cronje, honoured with the Spirit of Dave Charlton Award, rounded out the top 10 in his Subaru Impreza.

Single Seaters and Sports Cars: Mitchell Seizes Opportunity
Byron Mitchell capitalised on absent rivals to claim his maiden King of the Hill crown in a Reynard Formula VW (41,770 seconds). With six-time winner Andre Bezuidenhout sidelined by engine woes and reigning champ Robert Wolk retiring due to sensor failure, Mitchell’s consistent runs—including a 41,696-second Class C2 win—sealed victory.

Rick Morris (Formula Ford) and teen sensation Klayden Cole Ensor-Smith (MSA4) duelled for second, separated by just 0,258 seconds. “This car demands precision,” said Ensor-Smith, showcasing South Africa’s new single-seater series.

Road Cars and Supercars: Weston’s Hybrid Heroics

Clint Weston dominated the production category in Mercedes-AMG’s hybrid GT 63 SE E Performance (43,174 seconds), fending off Cristiano Verolini’s BMW M4 (43,872 seconds). “The AMG’s torque is relentless,” Weston noted, as Courtney Nicholl (Mercedes C63) and Gordon Nicholson (Audi R8) completed the podium.

Notably, Ashley Oldfield piloted MG’s all-electric Cyberster to 10th (49,231 seconds), underscoring the event’s evolving tech focus.

Classic Conqueror: Arton’s Decade-Long Redemption

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Charles Arton triumphed in treacherous conditions, securing his second Classic Conqueror title a decade after his 2015 win. Driving a fire-rebuilt 1979 March 79a, Arton mastered wet-dry chaos to clock 44,436 seconds, edging Andre Bezuidenhout’s Lola T460 by 0,598 seconds.

“Rebuilding this car was a saga,” Arton admitted, referencing a 2017 blaze and gearbox drama. “Today’s tyre gamble on slicks paid off—even with a heart-in-mouth moment at Turn 3!”

Suzuki’s Spirited Underdogs
Suzuki’s trio embraced their underdog status. Sean Nurse hustled a plucky Jimny to a Class B9 podium (1:06,404), while Jeanette Kok-Kritzinger lauded her Swift Sport’s Boosterjet engine despite missing the finals. “A personal victory,” she beamed, echoing Ernest Page’s praise for the Swift GLX’s frugal 5,7L/100km efficiency.

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Honouring a Legacy
Amid the thrills, Joubert’s memory loomed large. Kristoffersson captured the mood: “Pieter’s accident cast a shadow, but his spirit lived on in every run.” As the Hillclimb community mourned, it also celebrated the camaraderie and passion defining this iconic event—a fitting tribute to a fallen competitor.

Classic Car Friday Class Winners:

- H1: Gero Lilleike (1946 Austin A40 Special)
- H2: Hedley Whitehead (1964 Austin Cooper S)
- H3: Jandre Bezuidenhout (1985 Porsche 944 Turbo Cup)
- H4: Ivan Lerm (1987 AC Cobra)
- H5: Trevor Tuck (1969 Alfa Romeo 1750 GTV)
- H6: Gavin Rooke (1973 Porsche 911)
- H7: Rob Obery (1980 Porsche 924 GTP)
- H8: Rui Campos (1974 Porsche 911 RSR)
- H9: Andre Bezuidenhout (1976 Lola T460)
- H10: Franco Scribante (1971 Chevron B19)

From hybrid innovation to vintage grit, the 2025 Simola Hillclimb proved once again why it remains a cornerstone of motorsport passion, blending tradition with cutting-edge ambition.

Colin Windell for Colin-on-Cars in association with

proudly ALL THINGS MOTORING

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