VW Polo Vivo GT Video review – Has the Vivo become too expensive?
Volkswagen recently gave the Polo Vivo 1.0TSI GT a mild update, but the new-car price of the 81 kW range-topper is now more than R340k. Is the GT worth that price?
When Volkswagen South Africa revised the flagship of its Polo Vivo range earlier this year, the upgrades were only aesthetic, but at least the Vivo GT retains the 1.0-litre 3-cylinder turbopetrol engine from the main Polo range, which has come to be appreciated for delivering a good mix of power and economy.
In this video, Jacob Moshokoa takes an in-depth look at this facelifted derivative, points out the changes and asks if the price has pushed the 1.0TSI GT too close to the compact hatchback segment above it.
VW Polo Vivo GT price in South Africa
R341 800, which includes a 3-year/120 000 km warranty (October 2023). A service plan is optional.
In terms of off-road capability, the new Ranger Wildtrak X represents a halfway step between the Wildtrak and the Raptor. Is it the sweet spot in the Ranger line-up or does it make little sense to have it in the range? We drove it in the Northern Cape to find out.
What is a Wildtrak X?
Wildtrak X comes with a wider track, Bilstein dampers and off-road tyres.
Ford Motor Company of Southern Africa has produced the new Ranger for only about 12 months (at its Silverton assembly plant in Pretoria), but “special-edition” bakkies have already begun rolling out of the facility. Compared with the Wildtrak, the newcomer is a comparatively more off-road-biased derivative.
Powered by a 154 kW/500 Nm 2.0-litre 4-cylinder bi-turbodiesel paired with a 10-speed automatic transmission, as opposed to the 3.0-litre V6 turbodiesel with the same ‘box (the Wildtrak is available with a choice of the two powertrains), the Wildtrak X comes with extra off-road kit, which includes specialised Bilstein dampers (not quite tuned to the level of the Raptor’s Fox units), Grabber off-road tyres, a 30-mm wider track, 24 mm of extra ground clearance, as well as a Rock Crawl mode within the off-road system.
Compared with the Wildtrak, the approach angle is improved by 2 degrees to 32 degrees, the breakover angle is 1 degree better (now 24 degrees) and the departure angle is up by 1.4 degrees to 27 degrees.
The final trick up its sleeve is a trail turn system that allows the Wildtrak X to make tighter turns off-road by applying the brakes to the inside rear wheel and “rotating the bakkie” around that braked wheel.
Why not just buy a Raptor?
The Wildtrak X retains the towing and payload capacities of the standard Ranger.
The Wildtrak X may be more off-road focused than most other Rangers, but it’s still some way off the capabilities of a flagship Raptor. What the Wildtrak X does offer buyers over the 3.0-litre twin-turbo V6 petrol-powered Raptor, however, is superior fuel economy, courtesy of its turbodiesel engine. Whereas the former is said to consume an average of 11.5 L/100 km, the claim for the Wildtrak X is 7.5 L/100 km.
Crucially, 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 945 kg. The Raptor is extremely capable off-road, but its towing capacity is limited to 2 500 kg, while it cannot haul cargo heavier than 667 kg.
What’s the Wildtrak X like to drive?
After landing at the Southern Hemisphere’s longest runway in Upington, it was nice to have a reprieve from the wet Cape winter and breathe in the warm ambient air of the Northern Cape. South Africa’s most sparsely inhabited province has an abundance of dirt roads and, to travel to our stopover point for the night, we would be driving for about an hour on tarmac and another hour on a rural gravel road.
The first thing I noticed about the Wildtrak X is the distinct characteristics of the newcomer’s Bilstein dampers; they produce a much firmer ride quality than that of the standard Ranger. It seems as if Ford’s tremendous efforts to make the Ranger such a comfortably riding modern bakkie has been undone in the Wildtrak X… There’s a bit more noise from the Grabber all-terrain tyres on tar, but then, once the Ranger traverses gravel, they make sense – the rubber offers much better traction and feel on loose surfaces.
The on-road comfort is somewhat compromised by the new dampers.
If you plan to spend a lot of time travelling off-road with your Ranger, this new derivative really does make more sense than the Wildtrak; yes, it is a bit compromised on-road, but certainly better off it.
The additional Rock Crawl mode will give 4×4 enthusiasts one more setting to play with and, as for the trail turn system, it’s best saved for negotiating off-road conditions – not for turning into that tight parking space at the local shopping centre! The braking effect applied to the inside wheel is quite severe and clearly audible from outside the vehicle. When you stand next to the bakkie, you can even see it working, but fear not, it has to be activated via the infotainment screen and only when 4WD is active.
Anything else of interest on the Wildtrak X?
The sportsbar slides along the load tub offering a “roof rack” experience on a bakkie.
Ford offers what it calls the Flexible Rack System (an adjustable “sportsbar”, if you will) for the Wildtrak X – it is also optionally available on all Wildtrak derivatives. It seems like quite a nifty system, because the “sportsbar” can slide up and down the length of the rim of the load tub to create the effect of extended rails. The rails located above the cabin also have extendible arms that create crossbars on which to rest items like surfboards, ladders, kayaks or anything else you may want to strap to the back of the bakkie.
The rest of the Wildtrak X’s specification is the same as that of the Wildtra derivatives, save for some additional LED lights, some bespoke stitching in the cabin and the fitment of 17-inch wheels.
How much does the Ford Ranger Wildtrak X cost?
Ford Ranger 2.0 BiTurbo double cab Wildtrak X 4WD
R1 013 000
The Wildtrak X is sold with a 4-year/120 000 km warranty, 4-year/unlimited km roadside assistance and a 5-year/unlimited km corrosion warranty. Service or maintenance plans of up to 8 years/135 000 km are optional.
Summary
The Wildtrak X is strictly for those looking for a more competent off-roader.
The new Ford Ranger 2.0 BiTurbo double cab Wildtrak X 4WD is a derivative aimed squarely at 4×4 enthusiasts who do a lot of off-roading or gravel-road driving with their bakkies and don’t want (or at least can’t afford) a Raptor. The Wildtrak X offers better towing and payload capacities than the latter and its turbodiesel motor will probably be much more fuel-efficient than the Raptor’s turbopetrol V6.
Some on-road refinement has been sacrificed in the pursuit of improved off-road prowess, but it’s probably worth it if you’ll be venturing off the beaten track more than most double-cab owners.
The wraps have come off a facelifted version of the Mercedes-AMG GLA45 S 4Matic+compact performance SUV, which gains both “visual and technical” updates…
This is the subtly facelifted Mercedes-AMG GLA45 S 4Matic+, which the German brand’s Affalterbach-based performance division says has gained both “visual and technical” upgrades.
As a reminder, the H247-generation GLA was revealed back in 2019 (with the 45-badged variant following in early 2020), before receiving a mid-cycle update in the opening quarter of 2023. Now it’s the turn of the high-performance derivative…
So, what’s new? Well, spotting the changes takes an astute eye, with perhaps the most obvious updates being the new lighting signatures, fore and aft. In addition, you may notice the redesigned front apron.
Moreover, the GLA45 S derivative’s wheel-arch extensions are now painted in the colour of the body – rather than black – while 20-inch alloys wheels framing red brake callipers are standard. Round back, you’ll again find a pair of twin tailpipes and a prominent rear roof spoiler.
New light-alloy wheel designs include 19-inch 10-spoke rims and a pair of 20-inch wheels, each in a 5-twin-spoke design. Furthermore, the wheel catalogue again includes 21-inch multi-spoke or cross-spoke items.
What about the cabin? Well, the apex version of the 2nd-gen GLA upgrades to the latest generation of the AMG Performance steering wheel, while also gaining a new AMG-specific MBUX infotainment-system screen design, replete with an extended range of functions. Apple CarPlay and Android Auto are standard, as are a higher USB charging output and an additional USB-C port.
Mercedes-Benz has also rolled out new upholstery covers and colour options for the standard sports seats or for the optional AMG Performance pews. In addition, the list of cabin options is expanded with the addition of open-pore lime wood (in brown) for the trim elements.
Meanwhile, the powertrain is unchanged, which means the Mercedes-AMG GLA45 S 4Matic+ still offers a heady 310 kW and 500 Nm from its turbocharged 2.0-litre, 4-cylinder petrol engine. Drive is again delivered to all 4 corners via an 8-speed dual-clutch transmission, with the obligatory 0-100 kph sprint taking a claimed 4.3 seconds and top speed capped at 270 kph.
Though Mercedes-Benz South Africa has yet to make any announcements on the expected arrival date of the facelifted GLA45 S, we’d say a local launch in early 2024 seems very likely. Stay tuned for pricing information, as it becomes available…
The exorbitant price of fuel is an unhappy reality of South African car ownership. But are there smarter ways in which the Government could tax road users and, which powertrain technology is most likely to underpin affordable new-energy vehicles?
When you refuel your vehicle, do you watch the digital display on the pump in disbelief? Or do you naively attempt to distract yourself from the fuel price by mindlessly scrolling on your smartphone?
The latest fuel price increases have seen the price of inland diesel rise to R25.22 per litre and unleaded 95 to R25.68 per litre. It’s expensive and unavoidable: whether you love driving on that Sunday morning breakfast run, or partake in the daily commute.
South African fuel prices have been contentious for many years. All countries’ governments levy a fuel tax, but South Africa’s petrol and diesel taxes are severe and their distributed reinvestment in the country’s driving infrastructure is negligible, at best, and unaccounted for, at worst.
Is there a better way of structuring the price of fuel? And, more importantly, where are viable powertrain options for drivers who want to retain on-road performance, but with a reduced fuel-spend burden?
As opposed to passenger cars, bakkies’ fuel tank volumes haven’t downsized over the past decade.
The price of a full tank of fuel matters…
You can quote the latest cost per litre at the fuel pumps (“Heck, everything goes up constantly,” some may say), but when you start pricing tankfuls, the fuel price issue becomes a lot more relatable.
That’s because shrinking fuel tank sizes hide some of the fuel inflation expense. On popular South African passenger cars, such as the Volkswagen Polo, the hatchback’s relatively small tank capacity masks cost escalation. But even with a compact car like a Polo, fueling at R1 155.60 a tankful is painful.
Diesel-powered bakkies account for nearly all of the country’s new pick-up sales. When you calculate what it costs to fill a bakkie’s tank based on the October 2023 fuel price, the cost issue becomes more apparent because bakkie tank volumes have remained relatively unchanged throughout the decades.
Although most double cabs are used as family vehicles nowadays, bakkies are engineered to be utility vehicles. That means they need to have fuel tanks that are large enough to enable them to haul 1-tonne loads or tow 3.5-tonne trailers (if needs be), for reasonably long distances.
The Toyota Hilux is South Africa’s most popular vehicle and it features an 80-litre fuel tank, which now costs R2 017.22 to fill. That’s a lot of money if you need to fill up each week. Still, it could be worse…
Toyota’s popular Land Cruiser Prado is considered one of the best adventure and exploration vehicles that you can buy, and one of the reasons it is so prized by 4×4 enthusiasts is its fuel range. The Prado’s driving endurance is enabled by its 150-litre fuel capacity; its 87-litre main tank is supplemented by a 63-litre secondary tank. And to fill both for R3 783 is, in a word, expensive.
When fuelling a Prado, you might want to close your eyes and just hand over the credit card.
Fuel tax cannot be undone
At the time of writing, each litre of fuel you purchase carries a R3.95 general fuel levy, which Government is supposed to use for road maintenance and driving-related functions. It’s a proven model globally.
The thinking that underpins the tax is “the more fuel you use, the more road wear you will probably cause”, so the general fuel levy is a fair pay-as-you-go system. Or is it? That’s a technical question that becomes problematic when analysing the idea of comparative road wear caused by vehicles.
A twin-turbo V8 luxury car consumes a lot of fuel, but does it create a greater or lesser road wear impact load than a fully passengered taxi or 1-tonne bakkie with its loadbox filled to peak carrying capacity?
Fully loaded taxis and -bakkies aren’t light on fuel, their consumption figures are comparable with that of much lighter performance cars. Now, those 3 kinds of vehicles use the same amount of fuel to cover the same distance – and pay similar fuel taxes – but cars would inflict far less road wear than the others.
It begs the question: Isn’t it fairer to have road maintenance costs balanced by severely taxing vehicles on their operating mass, instead of mere pay-as-you fuel consumption?
A lot of what you pay at the pump goes to the RAF.
The Road Accident Fund problem
Aside from the R3.95 per litre general fuel levy you pay, the Road Accident Fund (RAF) tax of R2.18 per litre is perhaps more problematic.
In principle, the RAF is a valid and worthy insurance policy for those who have suffered the trauma of a vehicle or road-network accident. But it is wildly dysfunctional. The RAF’s latest financials were released in September – and they’re startling. Collins Letsoalo, the CEO of the RAF, admitted that the organisation had a R8.43-billion deficit despite receiving R2.18 from every litre of fuel retailed in South Africa.
SA road users should indeed have a public liability resource, but the RAF needs to be transformed to prevent misuse. There is an argument that RAF claims benefits should be set within a reference table, much like medical aid co-payments for specific procedures. This would still benefit vulnerable accident victims, especially those with very little income and no private income protection or disability insurance.
Re-rating the RAF benefits to a fixed payment scale could limit the absolute benefit to upper-middle-class and wealthy accident victims. Those groups represent South Africans who can afford to have additional private accident liability insurance and income protection coverage. The RAF’s nearly unlimited liability payment structure has been too susceptible to exploitation and corruption…
There has been a response by the RAF, however, with the launch of its new customer relations management call centre in July. This digitised resource is supposed to empower claimants and prevent unscrupulous legal professionals from skimming payouts and misrepresenting process timelines.
Ranger PHEV would be amazingly light on fuel for city driving – where most double cabs are used.
Where are the plug-in hybrids?
When fuel costs surge, drivers want solutions and they’re often not what customers assume them to be.
Official fuel consumption figures are deeply disingenuous. A small turbocharged engine, which has become the configuration of choice to pass emission regulations (in mature car markets overseas), is often heavier on fuel in real-world South African conditions than a larger, naturally aspirated engine.
South African highway driving conditions vary between competitive and hostile. Owning a vehicle with adequate overtaking performance is not a function of driving ego on our highways, but a safety feature. And the best hybridisation of fuel efficiency and overtaking potency is a hybrid. It’s why the Corolla Cross has been such a success for Toyota. But South Africa is desperately short on hybrids, especially PHEVs.
Battery-electric vehicles aren’t the solution for most South Africans who want to use technology to mitigate escalating fuel prices. There just aren’t any remotely affordable BEVs in the local market – yet.
But are there plug-in hybrid electric vehicle (PHEV) solutions? Ford’s upcoming plug-in Ranger has significant potential, although it will require South Africans to reevaluate their biases towards diesel as the fuel of choice for bakkies and bakkies of with a PHEV configuration won’t be cheap.
Renault is one of the few brands with smaller PHEVs, that could price reasonably for South Africa.
No cheap turbodiesels or bargain PHEVs
What about those affordable hybrids? There are options. Renault’s E-Tech could be an excellent solution for South Africans who want a compact family car platform with the efficiency of plug-in hybridisation.
The Captur E-Tech (and its Arkana sibling) features 2 electric motors, 1 acting as a transmission shift point smoothing function. With a total system output of 118 kW and a claimed urban fuel consumption figure of under 5 L/100km, the Captur E-Tech makes a compelling case for small crossover PHEVs.
If you want something larger, Hyundai’s Tucson family car has a proven product legacy in Mzansi, and the PHEV version is good for 195 kW and is said to have an average urban consumption of 1.9 L/100km.
For South Africans in the entry-level vehicle market, there is little opportunity to trade laterally, in price, for superior technology. The turbodiesel-powered city car was once a true fuel-economy hero, but since the recent global disinvestment in diesel engines, small car owners are out of smart powertrain options.
A Polo-sized PHEV would be amazingly efficient, but brands haven’t invested in making that happen, which is a pity. And that makes the fuel price issues a problem without technology solutions. Unless you are wealthy enough to own a BEV or PHEV – in which case it doesn’t really matter that much, anyway.
The Land Rover Defender PHEV (plug-in hybrid) offers premium SUV buyers a combination of petrol and electric power in addition to standout kerb appeal and notable off-road ability. Is this the ideal Defender derivative for city slickers?
We like: Performance, efficiency, retains the Defender’s renowned off-road capability
We don’t like: Price, its low carbon-emissions figure is of little benefit in our market
“We’re charging our Defender.” That’s not something we thought we’d ever say.
The L663-series Land Rover Defender has been quite the success story for Jaguar Land Rover – globally and locally. Just take a casual glance at this year’s sales figures; you’ll notice the Defender substantially outsells every other model in its stable and we understand that almost every unit that gets shipped to South Africa is already spoken for; that’s right, they’ve been sold even before they roll off the carrier.
There’s a lot to like about the Defender. Not only does it look the part, but it perfectly balances the urban family car and extreme off-roader roles. Your Defender may never traverse the most punishing off-road trail in Namibia, but the reassurance that it could do it without breaking a sweat is a great selling point.
The P400e looks like a standard Defender, but it has a “filler flap” on each of its flanks.
Plus, there’s plenty of variety in the range’s line-up, with 3 body styles: the 2-door 90, 4-door 110 and the 8-seater 130. As far as engines are concerned, there are turbopetrols and -diesels ranging from 4-cylinders to supercharged V8s, and now there’s a plug-in hybrid, which is the derivative on test here.
The Land Rover Defender 110 has a distinctive shape and, suffice it to say, oodles of kerb presence.
The P400e X-Dynamic HSE looks just like any other Defender 110 derivative, doesn’t it? Sure, but if you look closer, you’ll spot the subtle P400e badge on the tailgate and dual “filler flaps” – one on either side.
The PHEV derivative’s configuration does have its drawbacks. This version of the Defender 110 is 200 kg heavier than its ICE counterpart and its braked towing capacity is 3 000 kg; the D300, by comparison, has a rating of 3 500 kg. If you’re concerned about the PHEV hardware’s impact on luggage space, fear not – the P400e’s cargo-carrying capacity is unchanged thanks to the clever packaging of the battery.
The 110 has excellent space and features for rear passengers.
The Defender 110 is a sizeable premium SUV and, with a wheelbase of just over 3000 mm, there’s no shortage of luggage- and rear occupant space. Passengers seated at the back are availed generous head- and legroom, plus, depending on trim level, climate control dials and USB charging points.
Performance and Efficiency
The Defender PHEV is powered by a 2.0-litre 4-cylinder turbopetrol engine which produces peak power of 221 kW, as well as an electric motor that delivers another 105 kW. The total system outputs are 297 kW and 640 Nm of torque. Land Rover suggests the P400e offers eager performance and impressive economy; “the best of both worlds” sounds too good to be true, so we duly put the claim to the test.
A 2.0-litre turbocharged petrol engine is joined by an electric motor and battery.
When we reached our test strip, we set up our equipment to time the unit’s 0–100 kph acceleration. The best time of 6.1 sec was slower than the 5.6 sec claimed by Land Rover, but undeniably brisk for a vehicle that weighs 2.5 tonnes and, not to be too unkind, has the aerodynamic properties of a Chesterfield sofa.
The claimed fuel consumption figures for the Land Rover Defender PHEV: 2.8 L/100 km (based on the WLTP cycle) and 3.3 L/100 km (based on the NEDC standard) also seemed rather ambitious, but after driving the P400e for a considerable amount of time (which included the performance testing), we saw indicated figures in the low 7L/100 km range. That “high” return shouldn’t be cause for concern, though.
Note the combined range and electric range
Why? Because if you owned a P400e, you’d probably plug it into a wall-mounted electrical outlet every night after driving it (to top up its 19.2 kWh hybrid battery). Assuming that you’ll usually be driving on urban roads, if you utilise the vehicle’s default hybrid mode, you could achieve 4.5 L/100 km, or better.
The real selling point is the reduction in emissions: 74g/km of CO2 means you’re exempt from the carbon emissions tax in Mzansi, but when an SUV costs in excess of R2 million, that saving is negligible. In other markets, where emissions legislation is far stricter, like in London, the PHEV setup makes more sense.
What is the Defender 110 P400e X-Dynamic HSE like to drive, however? The PHEV’s electric system is positioned between the engine and the 8-speed automatic transmission, unlike most plug-in systems, which see combustion power on one axle and electric on the other. When you start the Defender, you’re greeted by silence (if sufficiently charged, it will pull away on electric power). With a pure-electric range of around 45 km, the Defender PHEV is able to do short runs to the shops and back without the petrol engine needing to be brought into action and, yes, power/torque is directed to all 4 wheels throughout.
EV is one of the Land Rover Defender PHEV’s 3 drive modes; it forces the powertrain to use battery power alone.
When you flatten the P400e’s accelerated pedal while the vehicle is operating in its default hybrid mode, the Defender thrusts forward and delivers brawny overtaking acceleration courtesy of a massive wave of torque (all of 640 Nm). We did this a few times to test the in-gear acceleration and although the test unit performed exceptionally, we did notice that the petrol engine didn’t sound all that refined. Having said that, the 8-speed automatic deserves praise for its ability to deliver intuitively timed and smooth ‘shifts.
Even if you have no experience driving a PHEV, the Land Rover’s 3 drive modes are refreshingly simple to understand. There’s no need to radically change your driving style: Hybrid is the default and the mode you should use to maximise the economy and performance, EV is for pure-electric propulsion (until the battery runs out) and Save prioritises the use of the engine so that it can recharge the hybrid battery.
Keep the P400e charged up to achieve the best day-to-day fuel economy.
The P400e’s 19.2 kWh battery can be recharged from one of the several charging stations dotted around South Africa’s major urban centres (provided they aren’t subjected to load-shedding when you roll up) or from your home. As opposed to a battery-electric vehicle (BEV), a PHEV doesn’t have to be recharged, but if you want to achieve optimal fuel efficiency with it, it’s advisable to plug in as often as possible!
We used the 50-kW charger located near our office in Cape Town to recharge the Land Rover Defender PHEV. After the hybrid battery’s charge had nearly been depleted, it was restored to 80% capacity after being plugged in for about 45 minutes. Bear in mind that the vehicle will utilise regeneration to harvest energy when you apply the brakes or the vehicle is coasting. Don’t be surprised (like we were) when the rev needle suddenly falls to 0 as the P400e smoothly changes from ICE- to electric power while cruising!
The P400e’s cabin is distinguished by an EV button and a dedicated energy display on the infotainment screen.
Ride and Handling
Whereas BEVs carry a notable weight penalty because of their sizeable battery packs, the latter of which also impact their handling, braking and ride characteristics, the Land Rover Defender PHEV weighs only 200 kg more than its turbodiesel-powered sibling and we’re happy to report that it delivers a similar driving experience (well, powertrain aside) to that of the D300 derivative.
The Defender is bulky, but it has impressively direct steering, which makes it sufficiently wieldy (for a premium SUV). The ride quality is nicely balanced between comfort and poise, but we suspect you could improve on-road comfort by opting for smaller wheels with plumper tyres (20-inch alloys are standard).
If you’re going offroad, avoid low-profile tyres
Our test unit, for example, was specified with 22-inch alloys shod with Continental Crosscontact 275/45 tyres, which did their bit to help soak up most of the ruts and bumps. What’s more, their sidewalls offer some cushioning from rock impacts if you venture off-road. The location for our photoshoot was an old quarry and it was quite eerie to drive through the rocky surrounds under electric power at low speed.
A Defender 110 (yes, even in PHEV guise) is expected to have go-anywhere capability and we found the test unit could crawl through soft sand and mud with ease. The air suspension can lift the vehicle to clear obstacles and wade through water and, when things get really challenging, you can call upon the terrain response modes, low range and differentials. And yes, it is possible to do all of this under electric power.
The P400e with its air suspension set to the maximum ride height.
Comfort and Features
When you climb into the front of the Land Rover Defender PHEV’s cabin, you’ll most likely appreciate the raised – and superbly comfortable – seats, as well as the excellent all-round visibility. There’s very little to indicate that you’re not seated in an ICE derivative, other than the small EV mode button, a PHEV-specific readout on the infotainment screen and subtle tweaks to the digital instrument cluster’s display.
The Defender 110 PHEV cabin looks quite utilitarian, but feels suitably luxurious.
The Defender’s cabin is indeed a magnificent space to occupy – the layout combines rugged utilitarian elements with splashes of luxury. We love all the clever storage solutions and we can’t help but wonder why so few manufacturers offer proper rubber mats that stop dirt from getting clogged in the footwells.
At this price point (R2 million-plus), you get a lot of standard features for your money – as you should. The infotainment system is Android Auto/Apple CarPlay compatible, there are more USB charging ports than you might need, climate control, heated seats and sufficient semi-autonomous safety technology.
The combined climate control and transmission console has a clean, uncluttered layout.
Land Rover Defender PHEV Price and After-Sales Support
Defender 110 P400e X-Dynamic HSE
R2 135 900
This derivative comes with a 5-year/100 000 km maintenance plan; the vehicle warranty’s is valid for 5 years, while the hybrid battery is covered for 8 years.
Verdict
The PHEV makes a good case for itself, but the benefits don’t justify the price in our market. A turbodiesel just makes more sense.
It’s no fluke that a Land Rover Defender 110 won the Premium SUV category of the 2020/21 Cars.co.za Consumer Awards and that the D250 SE County is a finalist in the 2023/24 programme. The model’s blend of all-road capability, advanced onboard- and drivetrain technology, plus all-road practicality, is deeply impressive and a wide array of engines and body types ensures there’s a Defender for almost every need. Our need is a turbodiesel Pangea Green 110 with the off-road pack (feel free to eWallet us).
While it’s great to experience the P400e X-Dynamic HSE’s advanced plug-in hybrid technology and how effectively it can be applied (by commuting while the vehicle utilises pure electric mode, for example), the PHEV derivative is not tailor-made for South African conditions, at least not as they are right now.
The Defender PHEV’s steep list price is its biggest drawback. Unlike those manufacturers that produce vehicles here in Mzansi, Jaguar Land Rover South Africa doesn’t benefit from receiving rebates on the duties levied on the vehicles that the firm imports. To make matters worse, the additional cost associated with the complexity of the PHEV powertrain (and its respective components) means that the P400e X-Dynamic HSE is a comparatively expensive proposition compared with its “simpler” ICE siblings.
Yes, the brisk electrically-assisted acceleration and promise of notably reduced fuel consumption are the major attractions, but consider that it will take some time to recoup the price difference between the PHEV- and the cheaper turbodiesel version. Unless our Government can offer car buyers an incentive to switch to new-energy vehicles (as other countries have) through reductions in import duty and/or ad valorem excise tax, there’s little reason (apart from sheer eco-mindedness) to switch to electric.
It’s a pity, as the Land Rover’s advanced powertrain makes sense if you’re spending the majority of your time driving in congested urban traffic. If you still want to explore the great outdoors from behind the ‘wheel of your Defender (especially in remote locations), turbodiesel power is still the way to go.
The Volkswagen ID.4 electric car has been given some significant upgrades for 2024. Why does this matter? The ID.4 will be the first EV offered by Volkswagen South Africa. Here’s what’s new.
The Volkswagen ID.4 is the brand’s mid-size electric car. Bigger than the ID.3 hatchback, the ID.4 is hoping to capture that mainstream market who wishes for space, comfort and good range.
For 2024, Volkswagen has enhanced the ID.4 with a new infotainment system, new battery tech, more standard equipment as well as more power and quicker charging.
Visually, we can’t see any changes other than the new Costa Azul paint finish, but that’s okay as the under-the-skin enhancements are far more significant. Thanks to the upgraded drivetrain, the claimed range now sits at 550 km, based on the WLTP cycle, which is 17 km more.
Volkswagen ID.4 has more power!
The new 77 kWh battery offers more range and new electric motor on the rear axle results in a power increase, with the rear-wheel drive ID.4 now offering 210 kW and 545 Nm, which are increases of 60 kW and 235 Nm. The all-wheel drive Pro ID.4 gets a power increase of 15 kW, taking it to 210 kW. The all-wheel drive ID.4 models now offer quicker charging too.
Volkswagen has tweaked the chassis, suspension and if the car has it, the adaptive chassis control for additional comfort.
Cabin enhancements
Inside, the upgrades included a new-generation of software that’s more responsive, offers more functionality and there’s a larger 12.9-inch infotainment screen. The sliders for climate control and volume are now illuminated for night operation and there’s an update to the steering wheel functions. The IDA voice assistant is now available and VW is now offering a premium audio system from Harman Kardon as an option.
Impressively, Volkswagen Europe says the upgrades will not result in a price increase with the new models retailing for exactly the same price as the current lineup.
Volkswagen South Africa has already said the ID.4 will be the first electric car offered locally, followed by the ID.Buzz. The question is ultimately when? We understand the car will not be retailed as an outright purchase, but rather offered on a leasing scheme, which should help absorb depreciation. Watch this space.
Final farewell: just 2 units of Jaguar F-Type ZP Edition for SA
Conceived to mark the end of the road for the British brand’s petrol-powered sportscars, just 2 examples of the limited-run Jaguar F-Type ZP Edition are coming to SA…
The limited-edition Jaguar F-Type ZP Edition – inspired by racing E-Types from the 1960s – has been revealed to commemorate the end of the line for the firm’s petrol-powered sportscars. And just 2 units have been secured for South Africa.
As a reminder, the Coventry-based automaker plans to transform into an all-electric brand by 2025. The F-Type ZP Edition – which will be produced in 2024, the final year of production for the F-Type – thus marks the end of Jaguar’s long-running petrol-powered sportscar lineage.
The convertible version of the F-Type ZP Edition is not coming to SA.
Just 150 units of the F-Type ZP Edition – recalling the race-winning “Project ZP” E-Type models campaigned shortly after the nameplate’s launch back in 1961 – will be built, offered in either the coupé or convertible body styles (though the examples coming to Mzansi are both coupés).
The ZP Edition will be available in Oulton Blue Gloss paint with Mars Red and Ebony 2-tone leather interior, or Crystal Grey Gloss paint with Navy Blue and Ebony 2-tone leather interior. Both feature gloss-white, hand-painted roundels on the doors as well as grille surrounds finished in the same hue.
The interior colour combo was specified by the “personalisation experts” at SV Bespoke.
The limited-run model is further set apart by gloss-black exterior detailing and gloss-black brake callipers, along with “ZP Edition” branding on the fenders, 20-inch forged alloy wheels, tread plates and dashboard. Each car furthermore features an “1 of 150” SV Bespoke commissioning plaque.
Fittingly employing the British brand’s supercharged 5.0-litre V8 petrol engine, the F-Type ZP Edition generates the same 423 kW and 700 Nm made by the R75 derivative. Drive is directed to all 4 wheels through an 8-speed automatic transmission, resulting in a claimed 0-100 kph time of 3.7 seconds and an electronically limited top speed of 300 kph.
Plenty of “ZP Edition” branding scattered around the car.
“As Jaguar embarks on the boldest transformation in its history, to become a modern luxury all-electric brand from 2025, this is an unrepeatable celebration of Jaguar’s internal combustion sports car provenance,” said Rawdon Glover, Managing Director at Jaguar.
“F-Type has captivated sportscar drivers for more than a decade, just as the E-Type did 5 decades before it. The ZP Edition is the ultimate celebration of that lineage, joining an illustrious roster of heritage-inspired collector’s editions including the 2015 Project 7 and 2020 Heritage 60 Edition.”
The F-Type has been in production since 2013, arriving in South Africa in the same year. We expect the 2 ZP Edition models to make local landfall at some point in 2024.
Chinese SUV Fight! Haval H6 vs new Chery Tiggo 8 Pro Max (in-depth video comparison)
Join Ciro De Siena and Jacob Moshokoa as they put the Chery Tiggo 8 Pro Max and the Haval H6 SUVs to the test in this in-depth comparison!
Just 10 years ago, when a number of Chinese brands entered the South African market and then hastily retreated, it seemed that the established brands were safe from Chinese competition.
Fast forward ten years and the situation has changed dramatically. Haval is a top 5 brand in SA and Chery leapt into the top 10 within 1 year of trading.
The two SUVs featured here represent the flagship variants of their respective brands (the Haval H6 hybrid notwithstanding) and yet birth are available at a price point below R700 000 (as of October 2023) which in today’s market represents excellent value, especially with the level of tech and comfort features fitted as standard equipment.
We hope you enjoy and find this review useful and we’d love to hear your thoughts in the comments!
Ford’s new Ranger Wildtrak X boasts a wider track, special Bilstein dampers, bespoke exterior styling and more. Here’s what you can expect to pay in South Africa!
Meet the new Ford Ranger Wildtrak X. Yes, Ford has squeezed a fresh variant into the gap between the Wildtrak and the full-fat Raptor, handing the newcomer a wider track, special Bilstein dampers and a couple of extra off-road goodies.
Of course, the newcomer is produced at Ford’s Silverton facility here in South Africa. For the record, the old Wildtrak X didn’t ever make it to local roads.
“The Ranger Wildtrak range has been immensely popular in South Africa for more than a decade due to its trend-setting style, peerless status, innovative suite of driver assistance technologies and exceptional performance,” said Doreen Mashinini, General Manager for Marketing at Ford South Africa. “With the Wildtrak X we’re giving this prized nameplate a more muscular character and even greater off-road capability, enabling our customers to push the boundaries of an active, outdoor lifestyle.”
And the price? Well, the new Wildtrak X debuts at R1 013 000, which sees it positioned just below the V6-powered Wildtrak (R1 026 400) and 292 kW Raptor (R1 184 100).
What’s the difference between Wildtrak and Wildtrak X?
Note the higher ground clearance and all-terrain tyres.
So, what makes a Ranger Wildtrak X? Well, as you might have guessed from its nameplate, the newcomer is based on the Wildtrak, but gains a 30 mm wider stance (providing what Ford describes as “an even more stable footprint off-road”) and an extra 26 mm of ground clearance.
The track-width increase and loftier ground clearance are integrated with new 17-inch alloys (wrapped in 265/70 R17 General Grabber AT3 all-terrain tyres) and special Bilstein position-sensitive dampers. The Dearborn-based firm says “keen off-roaders” thus have no need to upgrade tyres and suspension since they will receive “what they need right out of the factory”. Interestingly, despite the suspension upgrade, this version of the bakkie retains its 3 500 kg braked towing capacity, unlike the Raptor.
A new Trail Turn Assist feature is also standard, helping the driver to negotiate tight bends on narrow tracks by applying the brake on the inside rear wheel, which Ford promises reduces the turning radius “by up to 25%”. The system can be used at speeds under 19 kph with the bakkie in either 4H or 4L (and with the rear differential unlocked). The Trail Control system from the Ranger Raptor is likewise part of the deal, aiding the driver to maintain constant low speed while off-road.
The Ranger Wildtrak X furthermore comes with a new Flexible Rack System, which comprises a sliding load rack that can be locked into 5 positions along the length of the load bay, and folding roof racks that store neatly inside the roof rails when not in use. There’s also the prewired overhead auxiliary switch pack, ready to cater for aftermarket accessories.
The Wildtrak X is available only with the 2.0-litre, 4-cylinder bi-turbodiesel engine (so, no option of the V6 oil-burner), which delivers 150 kW and 500 Nm to all 4 wheels through a 10-speed automatic transmission. In stark contrast, of course, the Ranger Raptor boasts a 292 kW/583 Nm turbocharged 3.0-litre V6 petrol mill.
The Ranger Wildtrak X’s styling and cabin upgrades
Off-road assistance via the 12-inch touchscreen.
The new derivative is visually set apart by its “off-road grille” (with integrated auxiliary driving lights and Cyber Orange accents), “enthusiast-rated” steel bash plate, cast-aluminium side steps, “Wildtrak X” badges (on the front doors and tailgate), black Ford badges (fore and aft) and distinctive lettering stretched across the leading edge of the bonnet. You’ll also notice the black finish applied to the grille surround, H-shaped front bumper bar, wheel-lip mouldings, fender vents, side-mirror caps, exterior door handles and rear bumper.
Inside, the Ranger Wildtrak X is fitted with new leather seats featuring Miko suede trim. “Wildtrak X” lettering has been applied to the seat backs, upper glovebox and all-weather floormats. Terra suede wraps the glovebox, instrument-cluster hood and door trim, while distinctive Cyber Orange contrast stitching adorns the seats, steering wheel, gear shifter, doors trim and upper glovebox. There’s also a 12.4-inch digital instrument cluster, a portrait-oriented 12-inch touchscreen and wireless device charging.
How much does the Ford Ranger Wildtrak X cost in South Africa?
Ford Ranger Wildtrak X 2.0L BiT 4×4 – R1 013 000
The Ford Ranger Wildtrak X is sold with a 4-year/120 000 km warranty, 4-year/unlimited km roadside assistance and a 5-year/unlimited km corrosion warranty. Service or maintenance plans up to 8 years/135 000 km are optional, while the warranty can be optionally extended up to 7 years/200 000 km.
The new, larger BMW X2 has been unveiled in X2 M35i and fully electric iX2 guises, though the Bavarian firm says one of those is not on the cards for South Africa…
Meet the new BMW X2, the Munich-based firm’s 2nd stab at an X1-based coupé-style crossover.
BMW Group South Africa says the Regensburg-built newcomer will be available locally as early as March 2024, though interestingly adds the fresh-faced fully electric iX2 variant “will not be offered in South Africa”. The flagship X2 M35i xDrive, though, is likely to come to Mzansi, along with the likewise petrol-powered X2 sDrive18i and perhaps also the oil-burning X2 sDrive18d.
BMW says the X2 M35i (left) is coming to SA but that the iX2 xDrive30 (right) isn’t…
Compared with the original F39-series X2, the new U10-generation version is noticeably larger. In fact, it’s grown in length by a considerable 194 mm (now measuring 4 554 mm from snout to rump), while also gaining 21 mm in width (to 1 845 mm) and 64 mm in height (to 1 590 mm). Furthermore, thanks to a longer (2 692 mm) wheelbase and wider tracks, BMW claims there is more passenger room inside and extra luggage space, too.
While you may notice the new BMW X2’s almost-hexagonal kidney grille (which can be optionally specified with contour lighting), it’s the roofline that defines the newcomer’s exterior design. Unlike the 1st-gen X2, the new model scores an obvious coupé-shaped silhouette with proportions more in line with those of the larger X4 and X6.
The new X2 is 194 mm longer than its forebear.
Round back, you’ll find a Gurney-style spoiler, a chunky rear apron and, in the case of the M Performance X2 M35i derivative, 2 pairs of tailpipes. BMW says the M Sport package will be standard on the sDrive18i variant in South Africa, with the M Sport Pro package optional.
Inside, there’s the BMW Curved Display running the latest BMW Operating System 9, while a so-called “floating” armrest with an integrated control panel is sited between the front pews. The Bavarian firm says the standard front seats are “newly developed” and available in various upholstery finishes, adding that sport seats will be optional.
Note the latest iteration of the curved display.
BMW claims standard features for the new X2 will include items such as 2-zone automatic climate control, the BMW Maps navigation system, leather trim for the sports steering wheel, a powered tailgate and as many as 4 USB-C ports. Of course, various “structured” equipment packages will also be on offer, along with individual options (such as a panoramic glass sunroof and an electrically operated tow hitch).
So, what about the engine options? Well, the new X2 M35i employs a turbocharged 2.0-litre, 4-cylinder petrol engine generating up to 233 kW and 400 Nm, endowing it with a 0-100 kph sprint time of 5.4 seconds and a top speed of 250 kph, according to BMW. Just as is the case with the X1 M35i, Europe will receive a version detuned to 221 kW (though we expect the full-fat model to be offered in SA).
Quad pipes, anyone?
Boasting the most powerful M Performance 4-cylinder engine yet (in combination with a 7-speed dual-clutch transmission), the all-wheel-drive X2 M35i furthermore scores M-specific chassis tuning and adaptive M suspension, with items such as M Compound brakes set to be offered as options. Light-alloy wheels measuring up to 21 inches in diameter will also be available.
Meanwhile, the X2 sDrive18i uses the brand’s turbocharged 1.5-litre, 3-cylinder petrol engine, which makes 115 kW and 230 Nm, facilitating a 0-100 kph time of 9.0 seconds and a top speed of 213 kph. The X2 sDrive18d employs a 2.0-litre, 4-cylinder turbodiesel motor sending 110 kW and 360 Nm to the front axle, also via a 7-speed dual-clutch gearbox. This oil-burning model will hit 100 kph from standstill in a claimed 8.9 seconds, before topping out at 210 kph. The listed combined fuel economy is as low as 5.1 L/100 km.
The iX2 xDrive30 has a single-charge range of nearly 450 km.
Overseas markets will also get the 125 kW/280Nm X2 sDrive20i, along with the fully electric iX2 xDrive30. The latter features an electric motor on each axle, together generating peak system outputs of 230 kW (including a “temporary boost”) and 494 Nm. BMW says the iX2 xDrive30 will accelerate from 0 to 100 kph in 5.6 seconds, with a maximum speed of 180 kph. Thanks to its 64.8 kWh (usable) battery pack, the fully electric model has a listed WLTP range of up to 449 km.
