Toyota Etios (2012-2020) Buyer’s Guide

Does the Toyota Etios represent a smart 2nd-hand purchase? Let’s examine this Indian-made budget car’s strengths and weaknesses, and see what you are likely to pay for a good example of the model in the South African used-vehicle market…

When the final Conquest-based Tazz rolled off the production line at Toyota South Africa Motors’ Prospecton plant in mid-2006, there was suddenly a bit of a gap in the Japanese manufacturer’s local model line-up. As a result, Toyota lost a fair chunk of market share towards the very bottom of the passenger-vehicle space. The answer? The Toyota Etios, even though it took a full 6 years to arrive!

*The Etios could be seen as the long-awaited successor to the Tazz.*

Judging by pure sales volumes, it was certainly the right answer. Like the Tazz, the Etios – which was available not only in 5-door hatchback guise, but also in 4-door sedan form – was positioned in the so-called sub-B-segment (though it was new from the ground up rather than a prolonged-lifecycle model). At launch, this entry-level model slotted in below the B-segment Yaris of the era and, while similarly priced to the Aygo, it offered oodles more space than its A-segment sibling.

The Etios was designed specifically for emerging markets (and was thus endowed with softly sprung suspension to handle pockmarked roads), with its chief rival being the strong-selling Volkswagen Polo Vivo. However, unlike its German competitor (and the Tazz), the Etios was sourced from India rather than built locally, with the Prospecton facility at that point having turned its attention to the Hilux and Fortuner.

*The Etios range included a sedan body style from launch.*

Though the Etios was also manufactured in Brazil and Indonesia, Indian production ceased in March 2020, owing largely to new emissions regulations in that market. The Starlet – effectively a rebadged Suzuki Baleno (also built in India) – replaced the Etios in South Africa in September 2020, with Toyota claiming the latter had achieved an average 22% share of the sub-B-segment over its 8-year lifecycle.

As an aside, the Etios enjoyed numerous successful campaigns in the SA National Rally Championship, first competing in the R2 class, then in the R2N class and finally as an all-paw contender in the R4 class.

Toyota Etios model line-up in South Africa

*The Etios touched down in South Africa in May 2012.*

The Etios was revealed in concept form at the Auto Expo in New Delhi in early 2010 and the production version did not look much different to the showpiece. However, the range arrived in South Africa only in May 2012, with all derivatives employing a naturally aspirated 1.5-litre, 4-cylinder petrol engine driving the front axle via a 5-speed manual gearbox. At launch, the line-up comprised the following 4 variants:

Etios 1.5 Xi Hatchback (66 kW/132 Nm)
Etios 1.5 Xs Hatchback (66 kW/132 Nm)
Etios 1.5 Xi Sedan (66 kW/132 Nm)
Etios 1.5 Xs Sedan (66 kW/132 Nm)

*Note the subtle update to the grille, which was rolled out in mid-2013.*

Around a year later, with nearly 25 000 units having already been sold in South Africa, Toyota rolled out the 1st of what would be regular updates. Styling tweaks included a redesigned grille, restyled taillamps and a range-wide body-colour finish for the exterior door handles and side-mirror caps (a treatment previously reserved for the Xs trim level). Inside, Xs derivatives scored new front seats, complete with adjustable headrests as well as height adjustment for the driver’s perch (Xi variants, meanwhile, kept the original pews with integrated headrests).

This June 2013 update also included reprofiled rear seats as well as blue backlighting for the instrument cluster. In addition, Xs derivatives featured an auto-up function for the driver’s electric window, a new double-DIN audio system (Xi variants instead made do with “pre-wiring” for speakers) and a chrome-effect finish for the ventilation controls and gear knob. Finally, Toyota swapped from rubber to hydraulic engine mounts, modified the silencer and retuned the dampers in a bid to improve overall refinement.

*Contrary to popular belief, the Etios Cross didn’t score a ride-height hike.*

In July 2014 (with local sales well past the 45 000-unit mark at that point), the Etios Cross made landfall as the new range-topper; it was based on the Xs hatch but gained extra features (such as roof rails) and divisive model-specific styling. Interestingly, the Cross didn’t benefit from a hike in ride height, but was instead set apart by its conspicuous powder-grey “grille guard”, enlarged foglamps, fresh headlight clusters, unique taillamps, scuff plates (fore and aft) and chunky black plastic cladding (complete with embossed “Etios Cross” logos) extending virtually halfway up the doors. The Cross furthermore wore a roof spoiler and rode on 15-inch diamond-cut alloy wheels.

The limited-edition Etios Sport hatch joined the local range in October 2014, donning a body kit comprising a front spoiler, side skirts, faux rear diffuser, roof spoiler and “Sport” badging. Just 200 units of the derivative were produced; each of which was fitted with 15-inch alloys and a Bluetooth-enabled audio system. Further minor upgrades were implemented to the range in May 2015, when Xs derivatives were handed new seat upholstery, as well as Bluetooth. At this point, all hatchbacks gained a lift function for the luggage compartment cover, while Jet Grey Metallic was added to the colour palette.

*Just 200 examples of the original Etios Sport were built for the SA market.*

Another update followed in March 2017, with the Xs trim level replaced by a new Sprint specification. The latter was distinguished by its fresh front-end styling and tweaked rear-bumper design, resulting in an increase in overall length (by 109 mm in the case of the hatch and 104 mm for the sedan). New twin-spoke 15-inch alloy wheels (wrapped in 185/60 R15 rubber) and a faux-carbon-fibre “Sprint” badge completed the package. The entry-level Xi grade soldiered on largely unchanged, although it gained a colour-coded grille with chrome accents.

The Sport nameplate returned in May 2018, again limited in number but now with a black roof and pillars (paired with either a Glacier White or Retro Red body), as well as a black finish for the grille, side-mirror caps and rear spoiler. Again available exclusively in hatchback guise, the 2nd iteration of the Etios Sport furthermore borrowed the Cross variant’s 15-inch alloy wheels.

*The Xs specification was supplanted by a new Sprint trim level in 2017.*

Around the same time, all Etios derivatives gained a new orange-lit instrument cluster featuring a digital partial-sweep tachometer and a full-sweep speedometer. Entry-level Xi variants also finally received electric windows at the rear. The final update came in April 2019, when the complete Etios range was handed an “upgraded” security system, including an alarm and immobiliser.

What are the advantages of a Toyota Etios?

*Cabin space was generous, though the hatchback’s boot was a little tight.*

Space for the price: Like its fellow sub-B-segment contenders, the Toyota Etios offered B-segment space at an A-segment price. Passenger room was generous fore and aft, while the sedan boasted one of the most capacious luggage compartments in the segment – its boot was able to swallow a claimed 595 litres (despite the welcome presence of a full-size spare wheel). That said, the hatchback’s load bay was fairly tight at a claimed 251 litres, though the single-piece rear bench could at least fold down (the sedan’s was initially fixed in place but gained a folding function at the 2017 update).

Uncomplicated powertrain: Throughout its lengthy local lifecycle, the Etios was available with just a single powertrain option: the atmospheric 1.5-litre 4-cylinder petrol motor (2NR-FE) mated with a 5-speed manual gearbox. Developed from scratch and “adapted to meet the specific needs of the South African market”, the engine was refreshingly uncomplicated, making it straightforward and relatively inexpensive to service.

*The Etios was available with just a single engine option.*

Endowed with a larger-than-average capacity for the class, the free-revving mill – which generated 66 kW at 5 600 rpm and 132 Nm at 3 000 rpm – delivered more than sufficient urge considering the Etios’ kerb weight was listed at under a tonne. Claimed fuel consumption, too, was a highlight, coming in at 5.9 L/100 km for the sedan (or, interestingly, a slightly higher 6.0 in the case of the hatch). However, note the 2NR-FE’s recommended service intervals were shorter than the segment average at just 10 000 km.

4-star Global NCAP score: In November 2017, Global NCAP released the results of its 64 kph frontal crash test of the Etios, awarding the entry-level hatchback derivative 4 stars for adult-occupant safety and 3 stars for child-occupant safety. Importantly (and against the norm for many Indian-built budget cars at the time), the bodyshell was rated as “stable” and “capable of withstanding further loadings”.

*Global NCAP awarded the Etios 4 stars in late 2017.*

For the record, all versions of the Etios shipped standard with dual front airbags, ABS with EBD (though just drum brakes at the rear) and pre-tensioners for the front seatbelts. ISOfix child-seat anchors (in the outboard rear positions) appeared on the specification list only from the 2017 update, while the middle-sited rear passenger also gained a 3-point (as opposed to the previous 2-point) seatbelt at that point.

What are the disadvantages of a Toyota Etios?

*The cabin is basic and features plenty of hard plastics (2013 update interior pictured).*

Clearly built to a budget: While it may seem a little unfair to criticise a budget vehicle for cost-cutting measures, these were perhaps a mite too obvious in the earliest versions of the Etios, which were known to suffer from maladies such as ill-fitting upholstery, misaligned trim and annoying rattles. Hard, scratchy plastics dominated the cabin, while the quality of the carpeting in the load bay (or boot) was particularly poor. That said, the latter complaint was addressed in 2015, while the 2017 refresh brought what Toyota described as a range-wide “upgrade to interior tactile elements, creating a greater feeling of solidity”.

Potential idle issues: Though the 2NR-FE motor was largely trouble-free (when properly maintained, of course), we have heard of numerous local instances of intermittent over-revving with the vehicle at a standstill. This typically presents as a marked surge in engine idle speed, despite no application of the throttle. So, when test driving an Etios, make sure to listen carefully to the idle speed and note any sudden changes in the engine note.

*The Etios was a popular vehicle among Uber operators.*

You could be mistaken for an Uber: Owing to its attractive purchase price and generous cabin space, the Etios – particularly in sedan form with that travel suitcase-swallowing luggage compartment – was a regular choice among Uber and other ride-hailing operators (not to mention rental fleets). Its broader popularity furthermore brought a higher risk of theft and thus potentially loftier insurance premiums, though the same could be said of other strong-selling segment rivals.

How much is a used Toyota Etios in South Africa?

*The Sport badge returned to the Etios line-up in May 2018.*

At launch, the Etios was offered with a 3-year/100 000 km warranty and a 2-year/30 000 km service plan. However, in May 2018, Toyota SA Motors revised the terms of its standard service plans, switching from the “number of years” parameter to “number of services” instead. As such, the Etios featured a 3-service/30 000 km arrangement from that point.

Of the used Toyota Etios listings on Cars.co.za at the time of writing, the hatchback was unsurprisingly the dominant body style, though the sedan still accounted for a fair 32%. Fascinatingly, the Xs trim level was easily the most popular at 72% of all listings, although it’s worth keeping in mind this includes Sprint variants and Cross derivatives (the latter representing nearly 17% of all Etios derivatives for sale).

Mileages varied from 4 500 km (on a 2020 Etios 1.5 Xs hatch) to nearly 377 000 km (achieved by a 2017 Etios 1.5 Sprint hatchback), while we found another 15 examples each with more than 200 000 km on their respective odometers. Though listings were quite evenly spread by model year, the most common was 2017, closely followed by 2016.

Below R100 000: While we found a number of vehicles listed in the sub-R100 000 space, most were high-mileage examples. In addition, many featured aftermarket alloys and one even rode on mismatched wheels. Plenty of examples in this part of the market had clearly endured a tough life as fleet- or ride-hailing workhorses.

From R100 000 to R125 000: On average, used Etios units listed between these pricing bookends looked a little tidier and their indicated mileages were generally lower. Still, this space was dominated by early model-year vehicles, with 2014 being the most common.

From R125 000 to R150 000: At the time of writing, this was the most densely populated pricing bracket, though the R150 000-plus segment was close behind. Most listings had well under 150 000 km on their respective clocks.

R150 000 and up: Above the R150 000 mark, we discovered plenty of late model-year examples, mostly in Xs/Sprint and Cross guises (more than 60% of all Cross derivatives were positioned here). Only 5 were priced on the far side of R200 000, with a 2020 Etios Cross 1.5 Xs – which had covered an indicated 7 000 km – the most expensive at R219 900.

Which Toyota Etios should I buy?

*Later models featured an updated infotainment system.*

So, which model should you buy? Well, your specific requirements (and taste) will determine whether you opt for a traditional hatchback, a cross-hatch or a sedan, while the fact there’s just a single powertrain option simplifies matters somewhat. We’d suggest avoiding the Xi trim level, which throughout its life did without features such as alloy wheels, front fog lamps and driver’s seat-height adjustment, with early versions also missing remote central locking, electric windows, a rear-window demister, a rear-window wiper, an audio system and a tachometer.

That leaves us with the Xs grade and the Sprint specification, which replaced it from 2017. Considering Toyota SA Motors incrementally expanded the list of standard features over this nameplate’s lifecycle (and ostensibly improved refinement and cabin quality levels, too), we’d argue later model years would be best. Naturally, though, these also tend to be the priciest.

Is the Toyota Etios a good used buy?

*The Etios Cross competed with the Vivo Maxx, Figo Freestyle and Sandero Stepway.*

The main rivals to the Etios were the Volkswagen Polo Vivo, the Ford Figo (both the B517- and the B562-gen models), the 2nd-gen Renault Sandero and the AZG-series Suzuki Swift, with the Etios Cross going up against the Polo Vivo Maxx, Figo Freestyle and Sandero Stepway. Somewhat less-popular alternatives in this budget-friendly space included the Chevrolet Aveo, the Tata Bolt and the Nissan Micra Active.

So, does the Toyota Etios represent a sensible 2nd-hand buy? Well, although this Indian-built model is perhaps a little rough around the edges (and not nearly as polished as the Vivo, for instance), it certainly has proved itself as a tough, durable and dependable product that remains well suited to South African conditions. While the design – inside and out – is arguably not the most attractive, buyers will appreciate the free-revving motor, affordable running costs and commendable safety rating. And, since the Etios was such a strong seller when new, there are plenty to choose from on the used market today.

Looking for a used Toyota Etios to buy?

Find one on Cars.co.za.

Or sell your car here, for no charge.

Fuel Price Cuts For November 2023?

Unaudited mid-month fuel price data suggests significant fuel price cuts for November 2023. Details below!

After months of consecutive fuel price increases, consumers can look forward to some relief at the pumps in November 2023.

Unaudited mid-month fuel price data is pointing towards significant reductions across the board with the price of ULP95 and ULP93 expected to be slashed by about R1.97 /litre and R1.92 / litre respectively. As for diesel fuel prices, reductions of around 78c/litre are on the cards.

Stable international oil prices are a major contributing factor and even though the Rand-Dollar exchange rate is weaker on average, signs of recovery could have a positive impact over the next 2 weeks of the month.

“These significant decreases will come at a very critical time for South Africans who have had to dig deeper into their pockets to fill up their vehicles and food trolleys with the previous cycles of fuel increases,” says the AA.

The outlook for November will offer some much-needed relief to consumers, especially with the decrease of diesel which is a big input cost in major sectors such as agriculture, mining, and manufacturing, and an increase here often contributes to increased prices of basic commodities. There are still two weeks before the official adjustment for November which could still be negatively affected by the upward trajectory of oil prices due to the ongoing conflict in Israel,” concludes the AA.

Predicted Fuel Price for October 2023

Fuel Type	Oct’ ’23 Inland	Oct’ ’23 Coast	Nov’ 23 Inland*	Nov’ 23 Coast*
Petrol Unleaded 93	R25.22	R24.50	R23.33	R22.61
Petrol Unleaded 95	R25.68	R24.96	R23.75	R23.02
Diesel 0.05%	R25.01	R25.29	R24.26	R23.54
Diesel 0.005%	R25.22	R24.51	R24.53	R23.84

*November figures are forecast figures and not official.

New Polo-based SUV to be called ‘Volkswagen Yeah’ – report

A fresh report out of Brazil suggests an upcoming Polo-based SUV – which could also be the model set to be built in South Africa – will be called the Volkswagen Yeah…

It’s no secret Volkswagen is planning a new Polo-based SUV, which is expected to be positioned below the T-Cross. Now, a fresh report from Brazil suggests the as-yet-unrevealed model will be called the Volkswagen Yeah.

As a reminder, VW SA announced its intention to add a new model to its Kariega production line back in November 2022, confirming the upcoming vehicle would ride on the same MQB-A0 platform as the Polo hatchback and numerous other VW Group products.

In April 2023, Martina Biene, chairperson and managing director of Volkswagen Group South Africa, revealed some fresh information to Cars.co.za, including that production of the newcomer would likely commence in 2026 or “probably 2027”.

She said it would positioned below the T-Cross – and that it was dubbed the “A0 Entry SUV” internally – being similar in size to that model but offered at a lower price point. Biene furthermore revealed the vehicle “we are looking at is kind of in partnership with Brazil”, adding many Latin American countries have similar market demands to those of Mzansi.

*VWSA’s Eastern Cape facility has produced the Polo since 1996 (Biene pictured 3rd from left).*

The latter statement is what makes us think this latest report from Latin American may well turn out to be relevant to South Africa as well. According to Motor1.com’s Brazilian division, the new small SUV will wear the “Volkswagen Yeah” badge (though the publication interestingly also spells the alleged nameplate “Yeh” elsewhere in the article). We could, however, find no evidence online of a trademark application for such a badge.

The Motor1.uol.com.br report furthermore suggests VW has completed the new model’s design, saying a concept will likely be unveiled in the relatively near future. According to a translated version of the publication’s article, the Yeah’s styling is unlike that of any other member of the Wolfsburg-based company’s line-up, with the report going as far as to say it “doesn’t even look like a Volkswagen”.

*The new model is set to be positioned below the Spanish-built T-Cross (seen here in facelifted form).*

Further unconfirmed details from the story include that the Yeah will reportedly feature a completely new front lighting signature, an “innovative design” for the taillights and a 2-tone paintjob (with the roof finished in a different colour to the body).

Interestingly, the Brazilian report claims the upcoming model will feature a hybrid powertrain, while Biene earlier suggested the version for Africa would use an internal combustion engine. Time will tell if this is indeed the model likely to be produced in South Africa alongside the Polo hatch and Polo Vivo…

Stay tuned for more details as they become available…

Chery Tiggo 4 Pro LiT (2023) Price & Specs

The Chery Tiggo 4 Pro LiT comes in at an aggressively affordable price tag, without skimping on those must-have cool features. Here’s a look at the specifications and pricing of this compact SUV.

The Chery Tiggo 4 Pro marked the return of the Chinese brand to South Africa and what a success it has been so far. Over 5000 units have found homes in SA in the first half of 2023.

Now, Chery has announced the arrival of the Tiggo 4 Pro LiT (pronounced as Lite) that comes in at an even lower price than the Urban derivative. At just R279 900, the Lit is the most affordable Chery on sale in South Africa.

It may be marketed as the entry-level model, but it still has most of the boxes ticked with roof rails, electrically-adjustable side mirrors, fabric seats with manual seat adjustment, plastic steering wheel, and 10.25-inch infotainment screen with Apple CarPlay/Android Auto connectivity.

Chery Tiggo 4 Pro LiT Apple Carplay — Apple Carplay / Android Auto is standard

As far as safety goes, the Tiggo 4 Pro LiT features dual front airbags, ISOFIX child seat mounting points, traction control, stability control, anti-lock brakes, hill ascent, hill descent, rear parking sensors, tyre pressure monitoring, keyless access and central locking.

From the Cars.co.za comparison tool, we can see that Chery has deleted the rear USB charging ports and 4 airbags, and adjusted the service plan from 5-year/60 000 km to 3-year/30 000 km. While some may raise an eyebrow over the reduced number of airbags, we’d argue that its better to have passive features like anti-lock brakes and stability control to prevent an accident in the first place.

As a reminder, the Chery Tiggo 4 Pro range is powered by a 1.5-litre petrol engine with 83 kW and 138 Nm. Power goes to the front wheels via a 5-speed manual gearbox. Chery says it can get to 100 kph in 11.5 seconds and consume 7L/100 km of unleaded.

How much does the Chery Tiggo 4 Pro LiT cost in South Africa?

Tiggo 4 Pro LiT – R279 900

The Tiggo 4 Pro LiT is now on sale at Chery dealerships across Southern Africa and comes with the above mentioned service plan as well as a 1 million / 10-year kilometre engine warranty.

Electric Quantum? New Toyota HiAce Concept Revealed

Toyota has released initial details on its new electric HiAce concept, seemingly based on the model we know as the Quantum and billed as a next-generation global van…

Toyota has whipped the wraps off its new fully electric HiAce concept, which appears to be based on the H300-generation van we know here in South Africa as the Quantum.

Though details are still thin on the ground – perhaps more information will be released once the concept has been displayed at the Japan Mobility Show 2023 – we do know Toyota has officially badged the vehicle as the “Global HiAce BEV Concept”.

Of course, here in South Africa, “HiAce” these days refers to the strong-selling Prospecton-built H200-series van, which also forms the base for the popular Ses’fikile. Locally, the H300 model is instead known as the Quantum. And it’s the latter vehicle that seemingly shares much with this latest concept.

*The concept’s cargo floor is completely flat.*

According to press material translated from Japanese, the battery-powered HiAce concept is technically a single-seater vehicle, with the front-passenger seating area instead repurposed as cargo space, allowing objects as long as 3.5 metres to be easily loaded.

Thanks to packaging advantages owing to the electric powertrain, the load area features a completely flat floor, while Toyota says its latest light-commercial vehicle concept has a turning radius of just 5.5 metres. The dashboard, meanwhile, features a large touchscreen and a digital instrument cluster.

*Plenty of technology up front, considering this is an LCV.*

The show car measures 5 280 mm from nose to tail (for the record, that’s 15 mm longer than the long-wheelbase Quantum panel van offered locally) and 1 950 mm wide, while standing 1 990 mm tall. The wheelbase comes in at 3 210 mm (matching that of the SA-spec panel van mentioned above), with the maximum cargo length, width and height listed as 3 490 mm, 1 715 mm and 1 270 mm, respectively.

Toyota has thus far released no specifics about the electric HiAce’s powertrain, which means we have no idea about the number of electric motors, the total system power or indeed the single-charge range. Here’s hoping more information comes to light soon.

As a reminder, the Quantum line-up in South Africa currently comprises as many as 8 derivatives, including panel van, crew cab, 6-seater, 9-seater, 11-seater and 14-seater body styles. All variants are powered by Toyota’s familiar 2.8-litre, 4-cylinder turbodiesel engine. The local Hi-Ace range, meanwhile, features a pair of Ses’fikile 14-seater taxis (offered with either a 2.7-litre petrol mill or the 2.5D-4D motor) and a 14-seater bus.

Buy a Toyota Quantum on Cars.co.za!

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.

Want to buy a new or used Volkswagen Polo Vivo? Browse stock now

View new Volkswagen Polo Vivo specs & prices

Ford Ranger Wildtrak X (2023) Launch Review

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?

Ford Ranger 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?

Ford Ranger Wildtrak X off-road — *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?

Ford Ranger Wildtrak X sportsbar — *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.

Refreshed Mercedes-AMG GLA45 S Unwrapped

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…

Buy a Mercedes-Benz GLA on Cars.co.za!

Fuel price therapy – what should we do?

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.

Land Rover Defender PHEV (2023) Review

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

FAST FACTS

Model: Land Rover Defender PHEV 110 P400e X-Dynamic HSE
Price: R2 135 900 (October 2023)
Engine: 2.0-litre turbocharged 4-cylinder petrol with electric motor and battery
Power/Torque: 297 kW and 640 Nm
Transmission: 8-speed automatic
0-100 kph: 6.1 (tested)
Fuel consumption: 2.8 L/100 km (claimed)
Luggage/Utility space: 857-1 946 litres

Serious about buying/selling?

Some dealerships regularly offer great deals. See our New Car Specials!

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Where does the Land Rover Defender PHEV fit in?

*“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.

If you’re looking to buy a dedicated plug-in hybrid luxury SUV, there is a handful of offerings to choose from. If the off-road skillset is not mandatory, we’d suggest a Volvo XC90 T8 Twin Engine, BMW X5 50e and Porsche Cayenne e-hybrid. Budget permitting, you could also consider a Range Rover P460e.

Compare specs of Defender PHEV with those of the BMW X5 50e and Volvo XC90 T8 Twin Engine

How the Defender PHEV fares in terms of…

Design and Packaging

*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.

Land Rover Defender PHEV air suspension — *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

Land Rover Defender PHEV quarry — *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.

Toyota Etios (2012-2020) Buyer’s Guide

Does the Toyota Etios represent a smart 2nd-hand purchase? Let’s examine this Indian-made budget car’s strengths and weaknesses, and see what you are likely to pay for a good example of the model in the South African used-vehicle market…

Toyota Etios model line-up in South Africa

What are the advantages of a Toyota Etios?

What are the disadvantages of a Toyota Etios?

How much is a used Toyota Etios in South Africa?

Which Toyota Etios should I buy?

Is the Toyota Etios a good used buy?

Looking for a used Toyota Etios to buy?

Fuel Price Cuts For November 2023?

Unaudited mid-month fuel price data suggests significant fuel price cuts for November 2023. Details below!

Predicted Fuel Price for October 2023

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Chery Tiggo 4 Pro LiT (2023) Price & Specs

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How much does the Chery Tiggo 4 Pro LiT cost in South Africa?

Further Reading

Electric Quantum? New Toyota HiAce Concept Revealed

Toyota has released initial details on its new electric HiAce concept, seemingly based on the model we know as the Quantum and billed as a next-generation global van…

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VW Polo Vivo GT Video review – Has the Vivo become too expensive?

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Ford Ranger Wildtrak X (2023) Launch Review

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?

Why not just buy a Raptor?

What’s the Wildtrak X like to drive?

Anything else of interest on the Wildtrak X?

How much does the Ford Ranger Wildtrak X cost?

Summary

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Refreshed Mercedes-AMG GLA45 S Unwrapped

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…

Related content

Fuel price therapy – what should we do?

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?

The price of a full tank of fuel matters…

Fuel tax cannot be undone

The Road Accident Fund problem

Where are the plug-in hybrids?

No cheap turbodiesels or bargain PHEVs

Related content:

Land Rover Defender PHEV (2023) Review

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?

FAST FACTS

Serious about buying/selling?

Where does the Land Rover Defender PHEV fit in?

How the Defender PHEV fares in terms of…

Land Rover Defender PHEV Price and After-Sales Support

Verdict

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