5 Reasons to Buy a Tank 300 instead of a Toyota Land Cruiser 76

We were a little underwhelmed by the 2024-spec Land Cruiser 70 Series, which we reviewed recently… So, instead of buying a “bare-bones” LC 76 for R1 million, wouldn’t your money be better spent on a GWM Tank 300? Gero Lilleike offers his opinion…

Now before the Toyota acolytes take up torches and pitchforks and come for me, let me state upfront that this is not a “comparing apples-with-apples exercise” and NOT a plug for the Tank 300; Cars.co.za has yet to thoroughly test the newcomer. We have, however, driven the Tank 300 at its recent launch.

This article is merely a common-sense “discussion” about 2 cars, in which I will provide 5 reasons why I think you should consider buying a Tank 300 instead of a Land Cruiser 76. If you’re a Toyota fan, you probably won’t listen to me anyway but if you’re looking for car-buying advice, you might find this useful.

But first, some context…

The Land Cruiser nameplate is legendary, we know this, and we respect Toyota for it. It’s a formidable off-roader and it’s the kind of vehicle that will easily outlive its owner/s.

While the latest Land Cruiser still offers its familiar 4.5-litre turbodiesel V8 (due to be discontinued) and a 4.2-litre straight-6 diesel engine, the big news is the addition of Toyota’s 2.8-litre GD-6 engine with 150 kW and 500 Nm paired with a 6-speed automatic transmission – a first for the Land Cruiser 70 Series.

The inspiration for this article, however, is derived from our latest test of the entry-level Land Cruiser 76 2.8GD-6 LX priced just shy of R1 million. If you haven’t watched our video review yet, please do so!

In a nutshell, the review highlights that despite its cosmetic and mechanical upgrades, this Land Cruiser LX derivative is devoid of creature comforts, rides and handles gingerly and it costs a packet. If that’s the case, why would you buy it? Is the Land Cruiser nameplate powerful enough to justify such a purchase?

As an alternative, are you not better off purchasing the new range-topping GWM Tank 300? Note that the GWM Tank 300 is slightly smaller and it isn’t a direct Land Cruiser rival but rather takes on the likes of the Toyota Fortuner, Ford Ranger and Isuzu MU-X. It’s also worth mentioning that a larger Tank 500 is due to arrive in Mzansi in 2024 and that will perhaps be a more suitable foe to the LC 76 and Prado.

Nonetheless, here are 5 reasons why I think you should consider buying a Tank 300 instead of a Land Cruiser 76.

5 Reasons To Consider the Tank 300 instead of a Land Cruiser

1. The Tank 300 is much more affordable

The Tank 300 range starts from as little as R725 950 and goes up to R851 950 for the range-topping Tank 300 HEV Super Luxury 4×4, the latter of which is a whole R147 950 cheaper than the Land Cruiser LX. That’s a tidy saving that can be used for your next family holiday or to buy another car!

See pricing details for the Tank 300 range here

See pricing details for the Land Cruiser 76 here

2. It has way more power

While the base Tank 300 employs a 2.0-litre turbopetrol engine with peak outputs of 162 kW and 380 Nm, the range-topping Tank 300 HEV Super Luxury 4×4 employs a hybrid powertrain (paired with a 9-speed automatic transmission) that produces a comparatively whopping 255 kW and 648 Nm of torque, all of which will be very useful when off-roading. The claimed fuel consumption figure is 8.4 L/100km.

For the price and power on offer, the Tank 300 wipes the floor with the Land Cruiser.

3. More Tech and Features = Better Value

Do yourself a favour and check out this side-by-side comparison of the Tank 300 2.0T HEV Super Luxury and the Land Cruiser 2.8GD-6 LX.

When you order a juicy drumstick but get little more than the bone; that’s the interior of the Land Cruiser LX. GWM’s Tank 300 on the other hand, is packed with all the bells and whistles, a modern interior layout replete with myriad comfort features, plush finishes, a well-sorted infotainment system, driver aids and comprehensive safety features. The standard features list is extensive, which ramps up value for money!

4. The Tank 300 is more comfortable to drive

As highlighted in our video review, the Land Cruiser’s ride and handling ability are nothing to write home about – by contemporary SUV standards, anyway. It will be cumbersome to drive on the daily commute.

Unsurprisingly, the newer Tank 300’s driving experience is far more satisfying and its suspension delivers a pliant ride quality. So, the GWM rides like a modern SUV should and it’s more than capable off-road.

5. Better Warranty and Service Plan

Last but not least, the Tank 300 offers a 7-year/200 000 km vehicle warranty, as well as an 8-year/150 000 km hybrid battery warranty. A 5-year/75 000 km service plan is also included in the price.

Buy a new GWM Tank 300 on Cars.co.za

Buy a used GWM Tank on Cars.co.za

The Toyota Land Cruiser 76 LX is sold with a 3-year/100 000 km warranty and a service plan is optional.

Buy a new Land Cruiser on Cars.co.za

Buy a used Land Cruiser on Cars.co.za

Conclusion

The new-spec Land Cruiser 70 Series leans on its heritage and brand strength and its success, perhaps more now than ever, depends on it. Thanks to adopting the Hilux’s well-proven 2.8 GD-6 motor, the Land Cruiser 76 is now available in automatic guise for the first time, which is praiseworthy, but is that enough?

The new-vehicle market is highly competitive and, in a tough economic climate, buyers want models with the “right badge” on their grilles, but above all else, good value. It’s for that reason that Chinese brands are challenging more established brands such as Toyota and Volkswagen across numerous segments.

The monthly sales figures speak for themselves!

Sure, the Land Cruiser is capable but it’s a niche product that will almost only appeal to hardened 4×4 enthusiasts with sentimental hearts and too much money to spend or for industrial fleets working in difficult conditions such as mines or quarries where simple is better. Its age and rudimentary execution have cast it to the periphery of the modern motoring world and perhaps that’s where it belongs.

The Tank 300, albeit with a smaller footprint, is a far more refined offering. Not only is it a reasonably capable off-roader, but it can also be a comfortable and dependable urban runabout. Combined with high specification and hard-to-ignore pricing, the Tank 300 is likely to garner a significant share of buyers looking for a modern and capable off-road SUV for well under R1 million.

Rapid tech advances are bad news for EV owners

The battery technology that underpins electric vehicles is advancing at such a rapid rate that, as exciting as the latest EV models may appear to be (to buy and own), their owners are likely to take a big financial hit when the time comes to trade them in.

We’ve all been there. Come Black Friday, you’ve camped outside the computer shop to ensure you’re first in the queue to snap up that monster PC with enough scenario-summing processing punch to calculate Verstappen’s race-winning strategy for the 2027 Monaco Grand Prix (hint: even with mixed track conditions and running on 30-lap old tyres, he can start from the pitlane and still win the race).

You’ve shelled out to juice up your gaming PC, but just how useful will all the computing power be in a few years?

Then you shell out your hard-earned cash for the privilege of packing enough CPU speed to render AI self-learning as elementary as the Rosetta Stone; you’re surfing the bleeding edge while high-fiving Silicon Valley’s atom-splitters (Elon Musk has just sent you a friend request – for the sixtieth time).

The only reason why you aren’t lightyears ahead of the tech curve is because You Are The Curve. Except you’re not and, if you ever were, the moment would have lasted a few days, if not hours.

The 1st-gen Nissan Leaf was the first BEV sold on Mzansi’s new-vehicle market. It had a realistic range of about 120 km!

Because Moore’s law says so

Why not? Because (Gordon) Moore’s law says so. It’s a now-standard IT industry phrase that defines the relentless and unending advancement of technology; specifically, it pertains to the numbers in integrated circuits doubling every 2 years, based on quantum improvements in R&D and production processes.

To us: consumers of electronic goods, that relates to everything, including memory capacity, processing power and smartphone advancements: today’s iPhone 15 is tomorrow’s Nokia 3310 (remember that?)

*The VW Group’s MEB EV platform underpins everything from the Cupra Born to the VW ID Buzz.*

It’s no different with electric vehicles (EVs). Ceaseless advancements in electric car- and EV powertrain development – particularly battery- and weighting-saving tech – ensure that with each successive model, the range and performance of these vehicles improve hand over fist over their predecessors.

Most recently, Porsche’s pre-production next-gen Taycan lapped the 20.832 km-long Nürburgring Nordschleife 26 seconds quicker than its 1st-gen forebear. That’s more than a second per kilometre.

*The next-gen Taycan is going to make the current model seem rather outmatched.*

Benchmarked against internal combustion engine (ICE) technology, which has admittedly been shifted to the automotive industry’s back-burner, such inter-generational strides are simply staggering.

To demonstrate the diminished returns of progression on the ICE side at Weissach, the current 992.1-gen GT3 RS laps the same track at 6:44.848 compared with the now-replaced 991.2 car’s 6:56.4.

*The latest iteration of the GT3 RS is notably slippier than its predecessor.*

Almost all of that improvement can be attributed to aerodynamic gains (see above). And, make no mistake, 12 seconds is a veritable lifetime when you’re holding a stopwatch – but ultimately, it still only equates to one-third of the Taycan’s intergalactic hyperspace breakthrough at the same track.

Throughout 3 generations of Formula E – every true petrolhead’s favourite punch bag – the electric open-wheeled race cars have become increasingly faster and more efficient. In 2014, the inaugural versions debuted with 190 kW and battery capacity so limited that they required mid-race car swops.

*The current-gen Formula E race cars are MUCH more powerful and energy-dense than previous generations.*

Lessons from Formula E (ugh!)

Four years later, their successors have gained an additional 90 kW and can last an entire race. Today, the 3rd-gen cars race to 320 kph, have 350 kW and a 600 kW rapid-charging ability to top up the battery during pit stops. “The evolution is as undeniable as it is unstoppable,” booms the voice from above.

I’m sorry if I bored you there with the Formula E prattle (can you say “Attack Mode” and “Fan Boost” with a straight face?) and, admittedly, nit-picking over Nürburgring lap times is of little value to most people, what cannot be denied is that back in the real world – even if you bought an EV 2 or 3 years ago, thanks to the Moore’s law of engineering improvements in battery density, your car today is all but obsolete.

*Chery’s Shenxing ultra-fast-charging battery is said to facilitate a BEV range of over 700 km.*

And were you to sell it, the giant strides being made in Chinese battery laboratories alone will see to it that you feel the pinch. After all, who wants a 3-year-old EV with a 250-km range and a degraded battery (the latter of which is nearly impossible to easily and affordably replace) when current EVs are pushing almost triple that, and are set to continue redefining what’s possible every 2 years from now?

Simply put: lithium-ion batteries are yesterday’s news. Sodium-ion batteries may still be a fledgling technology – but they’re made from abundant materials/more environmentally friendly (sodium can be harvested from seawater as a by-product of desalination), lighter, 30% cheaper and last twice as long.

*Toyota took its sweet time to launch its first BEV – the Bz4X – but upcoming all-electric models will disrupt the market.*

Meanwhile, Toyota, which has resisted immense pressure to pivot its business on all-electric models (when many other legacy carmakers are far, perhaps too far, along that path), plans to make solid-state batteries central to its future EV line-up; expect TMC to launch the tech before the end of this decade.

The writing is on the wall: for now or the foreseeable future, at the risk of instant obsolescence, you do not want to buy an EV.

*The recently unveiled Q6 e-tron has a 100-kWh lithium-ion battery and a claimed range of 625 km.*

Driving an EV makes sense if you can lease it

Certainly, leasing one makes a lot more sense. Hire purchase makes sense because if you know that you will give the EV back after a pre-agreed period (of years and kilometres driven), you’ll be spared the shock of depreciation. EVs depreciate steeply for a variety of reasons, including their high cost of entry (usually, the pricier a car is, the faster it loses value), combined with very low demand for used examples.

As things stand, EVs are bought by a select few and most of those who want one, desire a vehicle that offers the best possible performance, efficiency (range), recharging versatility and a battery pack that has suffered zero degradation due to age and operating conditions. So, the EV game is a new-car game!

*VW Group Africa is expected to offer its ID.4 electric crossover exclusively as a lease vehicle.*

If you lease a new EV, however (I understand that Volkswagen Group Africa intends to offer the upcoming ID.4 electric crossover exclusively via a lease deal), when you return and exchange it after, say, 3 years – its newer version will probably travel 250 km more per charge while costing very little extra per month.

Financing an EV (with a balloon payment) is unwise

Amidst an avalanche of perpetual augmentation and vertical development curves, conventional finance agreements and extended ownership are incongruent with EV custodianship, which is at best temporary.

*South Africa’s not ready for all-electric bakkies yet, it needs to offer incentives to make wider EV ownership more viable.*

The former makes a lot more sense for ICE cars, which in the past were more engaging to drive, had more personality (only suffering from worse infotainment systems than today), but sported far more linear inter-model improvements when it came to performance or economy, making it harder to justify their regular replacement.

And that is probably one of the biggest reasons why you still have one of those (an ICE vehicle) in your garage today. And should continue to do so for a considerable period to come.

All-electric Isuzu D-Max BEV Revealed

Ahead of a public debut at the Bangkok International Motor Show, an all-electric Isuzu D-Max bakkie has been revealed. Here’s all you need to know about it.

When we think of electric cars, our minds usually associate the term with cute European city cars and SUVs. An electric bakkie seems a bit too radical, and yet, an all-electric Isuzu D-Max has just been revealed. Admittedly what you see here is not a production-ready vehicle but rather a prototype concept.

Still, while the design is a bit on the concept side, we reckon that electric powertrain is all but ready to go. Simply, two electric motors on each axle make a combined 130 kW and 325 Nm. Powering both axles means the all-electric Isuzu D-Max has 4×4 capability.

If you’re the towing type, the all-electric Isuzu D-Max has a 3.5 ton rating and a 1 ton payload capacity. Under the floor is a 66.9 kWh lithium-ion battery giving it a range of around 300 km. Isuzu says the new model will be assembled in Thailand and will go on sale in Europe in 2025, before expanding to the rest of the world. As a reminder South Africa and Australia are both bakkie-obsessed nations and it will be interesting to see if Isuzu SA puts its hand up for the all-electric Isuzu D-Max.

Isuzu also announced its working on hybrid versions of the internal-combustion-powered D-Max too, and there’ll be more info on that next week at the Bangkok Motor Show. We reckon we’re entering a mini arms race between the bakkie brands.

Want to purchase a new or used Isuzu? Browse units for sale

Green Bakkie Arms Race in Full Swing

Ford showed off a plug-in hybrid Ranger which will be assembled in South Africa, Toyota has just locally launched mild-hybrid versions of the iconic Hilux and now Isuzu has a near-production fully-electric bakkie. What a time to be alive!

Ford Ranger Wildtrak X (2024) Review

In an ever-expanding Ford Ranger line-up, is the new Wildtrak X another “sticker-pack derivative” or is there substance behind its style and the Blue Oval’s marketing speak?

We like: Good looks, interior comfort and features, improved off-road ability, towing and load-carrying ability advantage over Raptor

We don’t like: Slightly compromised on-road comfort, occasionally “confused” transmission

FAST FACTS

Model: Ford Ranger 2.0 Bi-Turbo Double Cab Wildtrak X
Price: R1 039 500 (March 2024)
Engine: 2.0-litre 4-cylinder turbodiesel
Power/Torque: 154 kW/500 Nm
Transmission: 10-speed automatic
0-100 kph: n/a
Fuel consumption: 7.5 L/100 km (claimed)
Payload: 966 kg

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*The Wildtrak X is instantly recognisable by its blacked-out grille and a flash of orange on its bumper.*

Where does the Ranger Wildtrak X fit in?

Sometimes it seems that not a week goes by without Ford Motor Company of Southern Africa (FMCSA) rolling out another variant of its Ranger bakkie. The Wildtrak X isn’t even the newest of the bunch; the Blue Oval’s Silverton-based subsidiary most recently added the Tremor derivative (2.0 BiTurbo double cab Tremor 4WD) to what is starting to look like a very complex model line-up.

Positioned as a more off-road-oriented offering at a price point between the ever-popular Wildtrak and the Raptor, the Wildtrak X is ostensibly aimed at 4×4 enthusiasts who truly spend more time driving on rough roads than most motorists, but who cannot (or won’t) stretch their budgets to procure the Raptor, which is the 2023/24 #CarsAwards Leisure Double Cab champion (and exceedingly capable off-road).

So, priced at a smidge over R1 million, is the Wildtrak X simply too “niche” as an offering, or could it be the sweet spot at the top of the Ranger line-up?

Compare Wildtrak X’s specs with those of Toyota Hilux 2.8GD-6 GR Sport and Isuzu D-Max 3.0TD AT35

*Compared with a standard Wildtrak, the “X” has wider tracks, a higher ground clearance and comes fitted with off-road-biased tyres.*

How the Ranger Wildtrak X fares in terms of…

Design and Features

The new-generation Ranger is already a familiar sight on South African roads, but this has done nothing to lessen its design appeal. In Wildtrak X trim, it looks ever-so-slightly more macho and adventure-ready.

It all starts with the bakkie’s slightly more purposeful “stance”. Compared with the standard Wildtrak, the Wildtrak X’s track widths are 30 mm wider and its ground clearance has been increased by 26 mm.

To achieve these marginal changes, FMCSA fitted this derivative with attractive dual-tone 17-inch alloy wheels (wrapped in gravel-ready General Grabber AT3 265/70 tyres), as well as specially-tuned Bilstein Position-Sensitive dampers that are better suited to regular use on harsh terrain.

*The Wildtrak X’s wider tracks facilitate a more purposeful stance; test unit came fitted with the optional Flexible Rack System.*

Other clues to the Wildtrak X’s identity include a new off-road-specific grille with integrated auxiliary driving lights and a “Cyber Orange” accent. A steel bash plate, cast aluminium side steps, black Ford oval badges front and rear and a smattering of Wildtrak X badges also set this newcomer apart. In fact, the “blacked-out” grille surround, bumper H-bar, wheel arch mouldings, fender vents, mirror caps, door handles and rear bumper contrasted rather well with the Carbonized Gray paint finish of our test unit.

Also drawing some attention was Ford’s new Flexible Rack System, which is an optional extra. It consists of a sliding load rack (camouflaged as an extension of the sports bar) that can be locked into 5 different positions along the length of the load tray, as well as folding/pop-up roof racks that can be stored in the rack when not in use. It’s an easy-to-use system and ideal for transporting longer cargo items without impinging on load-tray space. It can transport loads of up to 80 kg and, when the bakkie’s stationary (when camping, for example), you can put a 250 kg weight on it (such as a roof tent and its contents).

*The Flexible Rack System, seen here positioned near the back end of the load tray, is nifty and easy to use.*

Inside, the Wildtrak X is every bit as luxurious, comfortable and tech-laden as its Wildtrak sibling, but it also sports tasteful X-specific details. The leather-trimmed seats (with Miko suede inserts) are embroidered with Wildtrak X logos; more (Terra) suede features on the glovebox, instrument cluster hood and door trim, while the derivative’s Cyber Orange exterior detailing is echoed in the cabin in the form of contrast stitching on the seats, steering wheel, transmission lever, doors and upper glovebox.

*A smattering of orange highlights and Wildtrak X logos set this derivative’s cabin apart from other high-end Ranger interiors.*

As in other upper-end variants of the new-generation Ranger and Everest, the Wildtrak X’s high-tech cabin is dominated by the portrait-oriented 12-inch touchscreen, through which users can operate Ford’s SYNC4 infotainment system. Of course, wireless Apple CarPlay and Android Auto are supported.

Also fitted is a sonorous 10-speaker B&O premium audio system and multiple connectivity- and device charging ports, fore and aft. What’s more, rear passengers can access a built-in 400W/240V inverter.

*The Wildtrak X may be off-road-oriented, but it comes liberally equipped. Features include a wireless charging pad.*

The cabin is an area where the Ranger is significantly ahead of its rivals from Isuzu (D-Max) and Toyota (Hilux), largely because it’s a newer bakkie (with a more contemporary design). Toyota’s new wide-body Hilux GR-Sport III remains untested, but seeing as it’s based on the current-gen Hilux, its drawbacks (compared with the Ranger) remain. This extends to rear passenger space and general comfort levels.

Performance and Efficiency

Under the Wildtrak X’s bonnet is the marque’s acclaimed 2.0-litre 4-cylinder bi-turbodiesel engine that develops 154 kW and 500 Nm of torque (from 1 750 to 2 000 rpm). It is mated with Ford’s 10-speed automatic transmission and an on-demand 4-wheel-drive system with 4 drive modes. In 4A (automatic) mode, the system continuously varies power between the front and rear axles for optimum traction. The driver can also select 2H for on-road driving, as well as 4H and 4L (low-range) on challenging terrain.

*Although the Wildtrak X’s transmission sometimes shifted erratically, its all-wheel drivetrain impressed nonetheless.*

If you’ve driven a modern Ranger equipped with this drivetrain before, there won’t be any surprises. The engine delivers its shove smoothly and, while peak torque is available across a relatively narrow band, it doesn’t ramp up – or taper off – aggressively before or after the maximum figure is attained.

Out on the open road, when cruising in 10th gear, the Ford delivers refined – and relatively fuel-efficient performance… it’s much more frugal than the Raptor, with its twin-turbo petrol V6! In that sense, the Wildtrak X has an advantage over its more illustrious sibling… FMCSA claims an average consumption of 7.5 L/100 km for the Wildtrak X (and 11.5 L/100 km for the Raptor). In reality, you’re more likely to achieve figures of closer to 9.2 L/100 km, but that is still a lot better than the best-case scenario in a Raptor!

*The Wildtrak X’s fuel consumption isn’t nearly as low as Ford claims, but it’s much more frugal than the Raptor.*

If there is a fly in the ointment, it’s how the Ranger’s 10-speed automatic transmission behaves. We’ve tested several Ford models equipped with this ‘box and its relatively inconsistent shift pattern continues to confound us. In some variants of the Ranger and Everest it seems to work better than others. In the Wildtrak X, we were quite often frustrated by its “gear hunting” and particularly clunky downshifts.

Other areas in which the Wildtrak X outguns the Raptor are load-carrying capacity and towing ability. The Wildtrak X maintains the towing- and load capacities of most other double-cab 4×4 Ranger derivatives; its tow rating is 3 500 kg (braked) and its payload is 966 kg. The Raptor’s tow rating, by comparison, is limited to 2 500 kg, while it cannot haul cargo above 667 kg.

*Off-road tyres are great off the beaten track, but noisy on-road, right? Yes, but the compromise is quite reasonable.*

Ride and Handling

So far so good then, but how have the suspension changes and tyre choice for the Wildtrak X improved the bakkie’s off-road ability, even if at the cost of some on-road comfort? Well, as it turns out, the off-roading benefits of the modifications easily outweigh the compromises in terms of everyday usability.

There is more tyre noise (but not to the point that it becomes irritating). What’s more, the Wildtrak X isn’t quite as grippy and doesn’t ride as pliantly on the tarmac as a normal Wildtrak, but bear in mind the latter is notably better in that respect than its rivals anyway, so there is some margin for the “X” to play with!

*The Wildtrak X is very capable off-road; engage the rear diff-lock when conditions get particularly tricky.*

But when you head off the beaten track, the Wildtrak X’s tyres and suspension combine to deliver great grip on loose surfaces, and the “feel” that you sacrifice on asphalt is replaced with better control off it.

To reiterate, the Wildtrak X has a higher ground clearance than the standard bakkie, which has a positive effect on its approach- (improved by 2 degrees to 32 degrees), breakover- (1 degree better to 24 degrees) and departure (up by 1.4 degrees to 27 degrees) angles. Granted, those are marginal gains, but all the minor improvements add up to produce a very convincing showing off the beaten track.

The Wildtrak X is equipped with a Trail Turn Assist system, which allows the Ford to make tighter turns off-road by applying braking to the inside rear wheel and “rotating the bakkie” around that wheel.

*The Trail Turn Assist can be activated via the Wildtrak X’s touchscreen; it makes the bakkie much more manoeuvrable off-road.*

The Blue Oval claims that the system tightens the turning circle by 25% when it is active – now that’s impressive! Note, however, that Trail Turn Assist can only be used on loose surfaces at speeds of under 19 kph; you can engage it when the vehicle is either 4H or 4L and the rear differential lock is not in use.

Furthermore, a Trail Control system (also featured on the Raptor) can help a driver maintain a constant speed while driving off-road. If a driver selects a set speed (below 32 kph), the system will automatically manage the vehicle’s acceleration and braking, allowing the driver to focus on their steering inputs.

Overall, and provided you are buying the Wildtrak X with off-roading in mind, we think it strikes a good balance between on-road/off-road balance.

*The locally-built Ranger Wildtrak X is no sticker-pack special, it’s ideal for 4x4ing fundis who don’t want a stripped-out bakkie.*

Ford Ranger Wildtrak X price and After-sales support

The Ranger 2.0 Bi-Turbo Double Cab Wildtrak X 4WD retails for R1 039 500 (March 2024) before options. It comes with 4-year/120 000 km general- and 5-year/unlimited km corrosion warranties and 4 years’ roadside assistance (unlimited km).

Service intervals are every 15 000 km or 12 months, whichever comes first.

Note that a service or maintenance plan is not included as standard; buyers can purchase service- or maintenance plans valid for up to 8 years or 135 000 km at extra cost. The warranty can be extended to up to 7 years/200 000 km, while the roadside assistance can be extended for an additional 1 or 2 years.

Verdict

Priced at slightly under R200 000 less than the range-topping Ranger Raptor and just shy of R100 000 more than a standard 2.0 Bi-Turbo Wildtrak 4×4, the 2.0 BiTurbo double cab Wildtrak X is positioned to exploit a potentially lucrative opportunity in the Leisure Double Cab segment…

Yes, there is a new widebody Hilux GR Sport III that is more affordable (and as yet untested), but at its core, the Toyota is never going to be as balanced as the Ranger, simply due to its advanced age.

Meanwhile, the Isuzu D-Max AT35 may be able to drive up volcanoes, but seeing as you’re unlikely to ever have to do that, its price and (heavily) compromised on-road comfort make it notably less appealing than this “black” oval-badged bakkie. It’s certainly worth a closer look if you travel off-road often!

Contact a dealer regarding the Ford Ranger 2.0 BiTurbo double cab Wildtrak X 4WD

Find a new/used example of the Ford Ranger listed on Cars.co.za

2024 Mitsubishi Pajero Sport Facelift Revealed

The Japanese brand has revealed a facelift to its long-serving bakkie-based SUV. Here’s all you need to know about the 2024 Mitsubishi Pajero Sport facelift.

Mitsubishi Thailand showed off its latest offering, which brings updates to the long-serving 7-seater bakkie-based SUV. The 2024 Mitsubishi Pajero Sport is due to be replaced by an all-new model at some point in 2025, but these revisions keep it relevant in a competitive market that’s populated by the Ford Everest, Toyota Fortuner and Isuzu MU-X.

While local market availability is yet to be confirmed, the newcomer will be available in both 2WD and 4WD versions. The biggest change is a more powerful 2.4-litre 4-cylinder turbocharged and intercooled diesel engine. It makes 135 kW and 430 Nm, which is more than the current-shape’s 133 kW and 430 Nm. It may not sound like a huge change, but the new engine is lighter on fuel and produces less emissions.

Of course, what’s a Mitsubishi without offroad ability? The new 2024 Mitsubishi Pajero Sport features 4 offroad modes; gravel, mud/snow, sand and rock. There’s a new transmission with a full-time 4H system that has shift-on-the-fly tech, allowing users to shift from 2H to 4H while driving at speed.

You can spot the new model with a new-look front grille, redesigned rear bumpers, new 18-inch black alloy wheels, black side mirrors and door handles. Climb inside, and customers are greeted by a two-tone black and burgundy trim colour. Both front seats feature 8-way adjustability.

The analogue dials have been replaced by an all-new 8-inch digital driver display and customers are treated to a new premium Mitsubishi Power Sound system with 8 speakers, plus there’s a 12.1-inch roof-mounted screen. Apple CarPlay and Android Auto are now included as is an electronic parking brake and hands-free powered tailgate.

The new 2024 Mitsubishi Pajero Sport gains a number of semi-autonomous safety technologies, like adaptive cruise control, forward collision mitigation, multi-around monitor, rear-cross traffic alert, blind-spot monitoring with lane change assist, tyre pressure sensors as well as automatic headlight levelling. The vehicle also features Mitsubishi Remote Control that links to your phone and allows for tailgate operation, vehicle finder and set reminders.

We expect the updated Pajero Sport to touch down in South Africa during the course of 2024. We’ll update this article if we hear more information.

Audi Q6 e-tron Revealed!

The brand-new all-electric Audi Q6 e-tron has been revealed and it’s under consideration for the South African market.

This is the all-new Audi Q6 e-tron and its arrival marks the debut of the Premium Platform Electric architecture. It’s essentially a shared platform with the Porsche Macan. The new Q6 also marks the debut of a new-look e-tron design language as well as interior.

Under the Q6 e-tron’s body lies a newly-developed lithium-ion battery with a capacity of 100 kWh (94.9 kWh usable) which gives the car a range of 625 km. There are two powertrains on offer from launch, a standard Q6 with 285 kW and a sportier SQ6 with 380 kW. These models will feature quattro all-wheel drive, with rear-wheel-drive derivatives following later.

The Q6 e-tron is good for a 0-100 kph dash in just 5.9 seconds, while the SQ6 goes predictably quicker at 4.3 seconds. A top speed of 210 and 230 kph is claimed respectively.

This new PPE platform features 800-volt technology and its capable of fast charging at 270 kW. This means 255 km of range is possible in just 10 minutes at a suitably powerful station. Generally, the Q6 e-tron can do a 10-80% charge in around 21 minutes. At home, the car can accept up to 11 kW. Impressively, the Q6’s brake recovery can harvest up to 220 kW!

Like most of the latest generation of Audi products, the Q6 e-tron features a fancy lighting system with unique digital signatures. Impressively, the rear lights can communicate with other traffic in the event of accidents as part of the Car-to-X technology.

Audi Q6 e-tron interior

The Q6 e-tron cabin features a new layout with a digital instrument cluster, large infotainment screen and front passenger screen. The software is Android Automotive OS which makes its debut in Audi, plus it features over-the-air updates.

There’s an extensive use of recycled materials in the assembly, like the seats. The PPE platform is designed for packaging and practicality, and Audi claims there’s 526 litres of space. Fold the rear seat bench down and storage increases to 1529 litres. There’s also a front storage area that can hold 64 litres.

Audi Q6 e-tron coming to South Africa?

Audi South Africa says the new Q6 e-tron is under consideration for our market, with a local introduction in either the last quarter of 2024 or early 2025. As always, we’ll update you if we hear more.

Audi e-tron S Video Review

Manual vs Automatic Cars: Which is better for you?

It is one of the biggest arguments in the motoring world: manual vs automatic! Here we unpack pros and cons of both, as well as what’s best for you!

The manual vs automatic gearbox debate has raged for as long as cars have been offered with either. For quite some time, there would be strong arguments and good cases for choosing each, but given the recent advances in tech, automatic transmissions have come a long way. Still, there are many motorists who firmly believe in the power of the manual gearbox.

Generally, a car with a manual gearbox features three pedals; clutch, brake, accelerator. An automatic vehicle has two pedals; brake and accelerator.

Manual Gearbox Pros

Engagement: When driving a manual gearbox, you’re focused and concentrating on timing those gearshifts, balancing the clutch and some motorists feel this is the best way to drive as you’re in complete control.
You can start a car with a flat battery: Flat battery? No problem, simply clutch in, engage 2nd gear and either push the vehicle or roll down a hill. Release the clutch and the engine should start.

*Honda Civic Type R: one of the finest manual gearboxes ever created.*

Manual Gearbox Cons

Harder to master: Learning the art of simultaneously releasing the clutch and gently accelerating takes time and concentration.
Uncomfortable in traffic: The constant clutch in, clutch out gets tiring in gridlock traffic.
Clutches are expensive: The clutch is a wear n tear item and generally excluded from warranties. Misuse can result in premature failure and will be a costly exercise to replace.
Not compatible with modern tech: Many semi-autonomous technologies like emergency braking and adaptive cruise control are not offered on vehicles with manual gearboxes.

*Hyundai I30 N DCT: A good hot hatchback is transformed into great thanks to this ‘box*

Automatic Gearbox Pros

Ease of use: Simply select Drive and away you go with both hands on the wheel. It doesn’t get easier or simpler than that. Bonus: it’s impossible to stall an automatic!
Smoother drive: Most autos are silky smooth, you just don’t feel the gearshifts anymore.
Quicker: In a race between a manual car and a DCT, the car’s computer can change gears quicker than humans.
Lighter on fuel: Some autos, like the CVT are engineered to keep the engine in that perfect sweet spot of performance and efficiency.

Automatic Gearbox Cons

Pricey: In comparison to a manual version, some automatics are bit more expensive, but this is rare these days as automatics are more popular.
Less control: While we appreciate how easy it is to drive an auto, its also not very involving and you may get distracted or lose focus.

*Some automatics feature discrete gear selectors, increasing cabin space*

Manual vs Automatic: Our choice?

Here at Cars.co.za, our content team has the chance to drive around 100 vehicles each year and some of the senior members have been behind various steering wheels for well over a decade. We’ve noticed a remarkable decline in the number of manual gearboxes offered by car brands in South Africa. In 2023, less than 10% of our road tests featured cars with a manual gearbox.

The incredible rise of the automatic as well as side technologies like dual-clutch transmissions, continuously variable transmissions (CVT)and automatic manual transmissions (AMT) have proven to be quicker, easier to use and require less maintenance.

While we’d savour every single moment with a high-performance vehicle equipped with a slick manual gearbox like the BMW M2, the reality is that the automatic version is faster in a straight line and easier to use on a daily basis.

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Petrol Price Up, Diesel Down for April 2024

April 2024 is expected to be a mixed bag with increases in the petrol price on the cards while the price of diesel is set to be reduced according to unaudited mid-month data released by the Central Energy Fund (CEF).

South African motorists and consumers have endured two consecutive fuel price increases this year, adding pressure to fragile household budgets.

With half of March now behind us, projections based on unaudited mid-month fuel price data point to marginal increases for both grades of petrol while the price of diesel is due to be reduced.

The data indicates a potential petrol price increase of around 10 c/l for ULP95 while ULP93 could see a price bump of 9c/l. In contrast, the price of wholesale diesel could see reductions between 34 c/ and 38 c/l. The price illuminating paraffin may also see a price slash of 47c/l.

The Automobile Association (AA) commented, “The decrease in diesel and paraffin prices is certainly good news; diesel is a big input cost in major sectors such as agriculture, mining, manufacturing, and retailing, and an increase here often contributes to increased prices of basic commodities.”

“If the Rand/US Dollar exchange rate, as well as the movement in international product prices, continues in its current downward trajectory, there is a likelihood that by the time the Department of Mineral Resources and Energy (DMRE) makes the official adjustment for next month, the under-recovery will be significantly less and result in a much-needed price decrease,” says the AA.

Fuel Price Forecast for April 2024

Fuel Type	Mar’ 24 Inland	Mar’ 24 Coast	Apr’ 24 Inland*	Apr’ 24 Coast*
Petrol Unleaded 93	R24.13	R23.41	R24.22	R23.50
Petrol Unleaded 95	R23.41	R23.73	R23.51	R23.83
Diesel 0.05%	R22.42	R21.70	R22.08	R21.36
Diesel 0.005%	R22.62	R21.91	R22.24	R21.58

*April figures are forecast figures and not official.

New Toyota Hilux GR Sport III: more SA details uncovered

We have the lowdown on the widebody Toyota Hilux GR Sport III ahead of its launch in SA, including new details. Here’s everything from fresh images, detailed specifications and, of course, pricing…

Earlier in March 2024, Cars.co.za unearthed local pricing for the new widebody Toyota Hilux GR Sport III. Now, we’ve managed to lay our hands on detailed specifications for this upcoming double-cab bakkie, along with fresh SA-specific images of the 3rd iteration of the so-called “GR-S” model.

As a reminder, our information suggests the new Hilux 2.8 GD-6 DC 4×4 GR Sport III will be priced from R999 000, slipping in just under the 7-figure mark. For the record, that represents a R51 400 premium over the outgoing version, which topped out at R947 600. The latest model retains the outgoing version’s uprated 2.8-litre, 4-cylinder turbodiesel engine (and 6-speed automatic transmission), which means peak outputs again sit at 165 kW and 550 Nm.

Toyota Hilux GR Sport III hero — *Note the new widebody configuration.*

So, what sets the Hilux GR Sport III apart from the previous version? Well, the most obvious change is the upgrade to a widebody configuration (courtesy of wider tracks). We can confirm that while the Prospecton-built newcomer measures 5 325 mm from nose to tail (just like the standard double cab), its overall width increases from 1 900 mm to 2 020 mm.

At 1 865 mm, the GR Sport III also stands 50 mm taller than standard, thanks to a combination of its revised suspension system (which includes new monotube dampers) and chunkier tyres. On the latter topic, we can confirm that the SA-spec model rides on BFGoodrich all-terrain rubber in 265/65 R17 size (compared with the standard Legend and Legend RS tyres, which measure 265/60 R18).

Toyota Hilux GR Sport III paint colours — *The GR Sport III will be offered in these 4 paint colours.*

The new model’s payload capacity matches that of its forebear at 790 kg, again seeing it slot in between the 2.8 GD-6 Legend RS 4×4 6AT (775 kg) and the 4.0 V6 Legend 4×4 6AT (835 kg). The GR-fettled model’s braked towing capacity likewise remains 3 500 kg.

We expect the new Hilux GR Sport III to again be offered in a choice of 4 exterior paint colours: red, white, black and grey. The GR-branded Hilux furthermore features subtle 2-tone decals running along the lower edges of its doors, along with model-specific bumpers (fore and aft) and a new black grille featuring bold “Toyota” lettering.

Toyota Hilux GR Sport III loadbay — *A towbar and rubberised load area come standard.*

Other exterior updates include chunky black overfenders, a silver-coloured front bashplate, black side steps, a black styling bar, a towbar, a tonneau cover and a rubberised load bay (the latter complete with a 12V socket).

Inside, you’ll find an upholstery mix of leather and Alcantara, along with GR branding on items such as the carpets, start button, steering wheel and front-seat headrests. The seatbelts, meanwhile, are red, a hue that’s repeated on the tiller’s 12 o’clock marker. We’ve also discovered that the GR Sport III’s 9-speaker JBL sound systems gains DAB audio, while Toyota’s so-called Display Audio touchscreen scores a panoramic view monitor.

As a reminder, Mzansi has seen 2 versions of the Hilux GR Sport before now. The first came in mid-2019, with a revised iteration (complete with the aforementioned extra power and torque) hitting the local market in September 2022. Both, of course, featured standard bodies.

VW Tiguan R pulled from SA configurator (but some stock remains)

The Volkswagen Tiguan R has been removed from the German automaker’s local configurator, though the company tells us there’s still some stock available in SA…

Thinking of buying a Volkswagen Tiguan R new? Well, you’d better act fast because the high-performance SUV has been pulled from VW’s local configurator, effectively meaning it’s no longer available to order in South Africa. That said, VW says there’s enough stock in the country to see us into the 2nd half of the year.

We recently noticed that the Tiguan R was no longer listed on the German brand’s configurator (though the standard models remain), so asked Volkswagen Group Africa whether the 235 kW all-paw SUV was indeed still available to buyers in Mzansi.

“There is stock for the current Tiguan R until run-out in the 2nd half of 2024,” Volkswagen’s local division told Cars.co.za, confirming the model had indeed been removed from the configurator. This suggests local buyers can no longer spec a Tiguan R from the factory, instead being limited to units that have already been built.

Using the “MasterCars Finder” tool on VW’s website, we found just 7 new examples of the Tiguan R available through the German firm’s local dealer network at the time of writing. All were at dealerships in Gauteng, with 4 listed as 2023 model-year units and 3 bearing 2024 registration years. Prices ranged from R1 118 950 to R1 267 449 (including pre-selected options, of course).

Whether production of the Tiguan R has indeed ended for all markets has not been confirmed, though the Wolfsburg factory will surely already have shifted its focus to building the new-generation Tiguan range.

For the record, the 3rd-gen Tiguan – which was revealed in September 2023 – is scheduled to launch in South Africa at some point in the 2nd half of 2024. However, VW has yet to announce that it will indeed build a high-performance R derivative based on the new version (rumours, however, suggest such a model will reach production).

The outgoing Tiguan R was revealed back in July 2020 but launched in South Africa only in October 2022 (we have a certain global pandemic to thank for much of that delay), at a starting price of R999 900. The last base price we saw for this flagship derivative before it disappeared from the configurator was R1 080 200.

As a reminder, the Tiguan R’s turbocharged 2.0-litre, 4-cylinder petrol engine sends 235 kW and 400 Nm to all 4 wheels via a 7-speed dual-clutch transmission. The Wolfsburg-based firm claims a 0-100 kph time of 5.1 seconds and a top speed of 250 kph.

Compared with the standard version of the SUV, the R-badged model’s suspension is lowered by 10 mm, while adaptive dampers are included as standard. Identifying exterior features include matte-chrome side-mirror caps, a high-gloss black rear diffuser, black wheel-arch extensions, 20-inch “Misano” alloy wheels and a panoramic sunroof.

Inside, the Tiguan R sets itself apart with features like premium Nappa leather seats (complete with the “R” logo), a digital instrument cluster (with an integrated lap timer) and “Carbon Grey” decorative trim. There were also a number of options on offer, from an Akrapovič exhaust system and 21-inch “Estoril” rims to a head-up display, induction smartphone charging and a Harman Kardon sound system, not to mention adaptive cruise control.

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