What’s the point of paying a new-car emissions tax if the Government does precious little to facilitate the public uptake of lower-emissions vehicles? South Africa is on track to achieve its CO2 reduction targets all right, but only because Eskom is in disarray…
How much of a burden, annoyance and anxiety trigger was Eskom in your life in 2010? Remember that year? South Africa hosted an immensely successful Soccer World Cup tournament – and load-shedding wasn’t really a thing.
Governments institute unavoidable taxes – they’re sneaky that way – and, in 2010, the South African government introduced its carbon emissions tax for private vehicles under 3 500 kg. It wasn’t much of an issue for consumers at the time, but it has become one as the economy declines – and inflation soars.
When SA’s emission tax was introduced in 2010, inflation was low and load-shedding infrequent.
The emission tax you pay on a new car is hugely complicated, which is how governments prefer their tax regulations to be. In 2022, it became even more problematic.
Why? Because the original new-vehicle (CO2) emission tax was geared to increase by 2% per year, until 2022. Since last year, it is linked to inflation – and South Africa is currently in a cycle of surging inflation.
The irony of emissions taxes and Eskom
Bakkies have become South Africa’s default family cars and trigger a heavy CO2 tax burden.
The CO2 tax is calculated on a vehicle’s emissions above 95g/km and will grow at the Consumer Price Index (inflation rate). Every gram of CO2 your new car emits beyond the 95g/km threshold is taxed. How do those numbers influence some of South Africa’s most popular vehicles?
The official numbers of the National Association of Automobile Manufacturers (Naamsa), which account for the 2022 emission tax re-rating, are: R132 per gram for cars, with double-cab bakkies taxed higher, at R176 per gram. What does that mean in actual money, applied to Mzansi’s most popular vehicle range?
Applying the Naamsa emission tax formula to something like Toyota’s Hilux 2.8-litre double-cab auto calculates to about R17 600. Double-cab bakkies aren’t inexpensive, so the emission tax burden isn’t proportionally significant, but it’s still money. And something South African buyers should question.
A vehicle tax – to serve what end?
Electric vehicles trigger a heavy import tax. And there’s little government support for charging infrastructure
The irony is that the Government is taxing your choice of vehicle while hampering the introduction of lower-emission alternatives. Instead of incentivising local consumers to purchase hybrid- and battery-electric vehicles, the State levies frankly ridiculous battery import tariffs on lower-emissions vehicles.
The greatest irony with the Government’s vehicle emission tax is related to Eskom’s energy availability (or lack thereof). The idea that South Africa – one of the world’s greatest CO2 polluters – would naturally reduce its emissions was laughable back in 2010, when the private vehicle emissions tax became law.
Kusile and Medupi were expected to entrench South Africa’s CO2 volumes. But this hasn’t happened quite as envisioned, because both those coal-fired power stations have dramatically underperformed.
Amazingly, South Africa is on trend to efficiently achieve its CO2 emission targets due to an inconsistent supply of power. If we are safely under the prescribed 2030 carbon emission threshold, why are you, the dutiful South African taxpayer, paying an escalating carbon emission tax on your new car… especially when you consider that Government is effectively taxing you out of hybrid- and electric vehicle options?
The numbers make no sense
This graph by energy expert, Prof Anton Eberhard, shows how South Africa is trending for a lower CO2 future, by accident.
Paying vehicle emissions tax to the Government hasn’t resulted in improved fuel quality or an expanded EV-charging infrastructure. Maddeningly, the State is making it harder for local consumers to buy new-energy vehicles, which are readily available in other markets and could evade the local CO2 emission tax.
Once a tax becomes entrenched, governments are reluctant to rethink it (why would they abandon a growing revenue stream?) And, with private vehicle owners being a convenient target – there is no way to avoid it – there is little likelihood of the Government reconsidering its position on vehicle emissions tax.
You pay, well, for nothing
This is South Africa’s most popular hybrid. But it could be cheaper, without government tariffs on the battery pack
What are the options? For most South African car buyers, they aren’t great. The most popular vehicles in South Africa are bakkies, which are all way over the prescribed CO2 emissions tax threshold. Although Toyota has promised to introduce hybridised powertrain options for Hilux, that won’t make a material difference unless the State softens its tariffs on imported electric powertrain components.
South African car buyers are being flanked by a nonsensical government approach to the taxation of the CO2 emissions of new vehicles. The Government’s approach appears to be tax extraction without any investment or enablement of better alternatives. And with many brands now producing an abundance of hybridised derivatives throughout their model portfolios, let alone all-electric models, it’s inexplicable.
Government has the right to tax emissions, as governments do in many global markets. But doing that while simultaneously taxing the new energy vehicle alternatives has the makings of powertrain paranoia.
The simple truth is this… The CO2 emissions tax levied on South African new vehicles sold since 2010 has not delivered a single litre of superior quality fuel required by low-emission petrol and diesel engines. It is solely a revenue source for the Government. Paying an emissions tax without any benefits in fuel-refining quality, advanced powertrain options, or charging infrastructure, is bizarre – it makes no sense.
Emissions tax is even worse as a financed cost
With Eskom underperforming, your quad exhaust ends are of a lot less consequence to cumulative CO2 emissions
When vehicle emissions tax regulations were promulgated in 2010, the Eskom power crisis was never supposed to continue into 2023. All the projections for South Africa’s global contribution to CO2 emissions have dramatically ebbed due to the power crisis.
South Africa is trending below its projected 2030 emissions target, and it’s time for the Government to respond to that reality. How? By suspending the new-vehicle CO2 emissions tax, making cars with loser-emissions tech more affordable, and removing the illogical import tariffs on EV power-unit components.
Many South Africans are struggling financially, and the thousands of Rands they are paying in CO2 emissions tax (built into new-vehicle purchase prices) are draining. For first-time new-car buyers or those on a tight budget, the emissions tax loaded into their cars’ purchase prices, when financed, becomes a real affordability issue compounded over the terms of their car-finance agreements.
Mitsubishi Colt Returns as (Poorly) Disguised Renault Clio
The Mitsubishi Colt badge is back! Look familiar? Well, that’s because it’s little more than a rebadged Renault Clio hatchback…
The Mitsubishi Colt badge traces its origins all the way back to 1962 and has over the years been applied to both passenger cars and light-commercial vehicles (it was, for instance, used in South Africa between 1992 and 2008 on what the rest of the world knew as the L200 or Triton bakkie). After a bit of a sabbatical, the nameplate is back, though this time it’s affixed to what is merely a Renault Clio clone.
Yes, the new Mitsubishi Colt is little more than a rebadged version of the recently facelifted 5th-generation Clio. Like the 2nd-gen ASX unwrapped in September 2022, the new Colt is a product of the Renault-Nissan-Mitsubishi Alliance (under the so-called “leader-follower” strategy).
So, will the Colt make its way to South Africa? Well, according to Jeffrey Allison, General Manager for Marketing at Mitsubishi Motors South Africa, the new Colt “is destined for Europe and not for South Africa”.
Riding on the group’s CMF-B platform and manufactured at Renault’s Bursa factory in Turkey, the Clio-based model will technically serve as the 7th generation of Colt to be offered in Europe (more than 1.2 million units of the earlier-gen models were sold in the region), returning to the Old Continent after a 9-year absence.
A cabin familiar from the 5th-generation Renault Clio (but now with a Mitsubishi logo).
Mitsubishi’s designers have pasted the Japanese firm’s so-called “Dynamic Shield” face onto the front of the Clio, while also seemingly handing it a slightly different lighting signature (along with the 3-diamond Mitsubishi logo, of course). Round back, “Mitsubishi” lettering stretches across the tailgate, positioned above a Colt badge.
Inside, there’s virtually nothing to differentiate the new Colt from its Clio sibling (apart from badging, of course). For instance, it’s available with either a 7- or 9.3-inch infotainment display, as well as a Bose premium sound system and a raft of driver-assistance safety features (such as adaptive cruise control, lane-departure warning, automatic high beam and rear cross traffic alert) offered on the Clio in Europe.
As you’ve no doubt gleaned, the new Mitsubishi Colt uses the same powertrains as the Clio in Europe, which means it’s available in hybrid form (combining a 1.6-litre petrol engine with a pair of electric motors and a 1.2 kWh battery pack). There’s also a turbocharged 1.0-litre petrol motor (an engine that delivers 74 kW and 160 Nm in Clio guise here in SA) mated with a 6-speed manual transmission as well as a naturally aspirated 1.0-litre mill that makes do with a 5-speed manual cog-swapper.
It’s not very often we get to see concepts from the Stuttgart-based brand. Meet the Porsche Mission X.
As far as concepts go, the Porsche Mission X ticks many of the boxes. Outrageous looks. Check. Scissor doors. Check. Lofty ambitions. Check.
It’s crazy to think the mighty Porsche 918 Spyder hybrid came out around a decade ago and together with the Ferrari LaFerrari and McLaren P1, set the benchmarks for hybrid high performance. Electrification tech has come a long way and now we have the Porsche Mission X concept and the brand has intentions of building it.
In Porsche’s own words; “Mission X is a spectacular reinterpretation of a hypercar, with Le Mans-style doors that open upwards to the front and a high-performance, efficient electric powertrain.” Sounds good, doesn’t it?
The German brand is not holding back when it comes to goals for the Porsche Mission X. It should be the fastest road-legal vehicle around the Nurburgring Nordschleife, feature a power-to-weight ratio of roughly 1 PS per kg, have more downforce than the current 911 GT3 RS and offer charging that’s twice as quick as the current Porsche Taycan Turbo S.
No information was released about the car’s powertrain, but we do know that it will be an all-electric setup, with the battery located centrally behind the vehicle’s seats giving it that mid-engined handling agility. Given Porsche’s business tie-ins with Rimac, we guess some tech from the Nevera would make its way into the Mission X.
Some interior pictures were released and the cabin looks futuristic and retro simultaneously. There are carbon-shell bucket seats and a nice blend of digital and analogue instrumentation.
Will the Porsche Mission X be built?
Well, it’s not officially been greenlit for production, Porsche is well aware that the game of hyper-performance motoring has shifted into the EV era and it’ll need to remain relevant if it wishes to remain a flagship performance brand.
The Porsche 911 (993) GT2 is arguably one of the most special homologation 911s of all time. We drive a stunning example in Switzerland to verify whether it indeed represents the best 911 of the 90s.
PICTURES: Charles Russell
When was the golden period for Porsche’s venerable 911? That is a moot question… and your answer will probably depend on when you were born. Some 911 enthusiasts argue that pre-1973 911s are the real deal. Then, for some of us, an impact-bumper series car is the archetypal 911. All things considered, your preference may ultimately be determined by which of the aforementioned models captured your imagination the moment you saw a Porsche “in the wild” for the first time.
I am a member of the latter group, but when I started reading about cars with real intent, it was the end of the 964, advent of the 993 era. The 993 Turbo with its rounded curves really stood out for me, especially since other performance cars of the period were generally very angular in terms of their exterior designs. I thought a 911 couldn’t look any more hunkered down and purposeful than the 993 Turbo, so imagine my sheer jaw-dropping excitement the first time I saw a picture of a 911 (993) GT2!
Note those bolt-on wheel arches (32mm at the front, 30mm at the rear), the wide split-rim, three-piece magnesium-alloy Speedline wheels (here with darkened centre pieces) and a rear wing not unlike those on Porsche’s endurance race cars. “Can you drive this 911 on the road?” It’s a question I first asked myself as a teenager.
Examples of the road-going 911 GT2 were built by Porsche to comply with the rules and regulations of international GT-racing formulae, particularly the BPR series for street-legal GT cars. The GT2 race cars’ lineage traces back to the 964-series 911 Carrera RSR and RS 3.8.
Specifications
Model: Porsche 911 (993) GT2
Engine: 3.6-litre, flat-6 turbopetrol
Power: 321 kW at 5 750 rpm
Torque: 540 Nm at 4 500 rpm
Transmission: 6-speed manual, RWD
Weight: 1 295 kg
0-100 kph: 4.4 sec (claimed)
Top speed: 295 kph (claimed)
Years produced: 1995–1997
And, as was the case with competitively campaigned 911s that predate it, the 911 GT2 excelled at endurance racing. 1995 was the first year the GT2 participated at Le Mans. Although six GT2s/GT2 Evos didn’t finish the race, three cars took the overall 15th, 16th and 17th places. These achievements lead to class positions of 4th, 5th and 6th. The top-placed car was the white number 77 car from Seikel Motorsport, driven by Guy Kuster, Karel Dolejší and Peter Seikel.
And the 911 GT2’s racing success gained momentum thereafter… In the 1997 24 Hours of Le Mans, the cars achieved 1st, 2nd, 3rd and 4th places in their class at the challenging La Sarthe circuit, which resulted in overall positions of 9th, 10th, 11th and 13th in that year’s race.
Privateers continued to race the 911 GT2s competitively in 1998, 1999 and even in 2000. However, by that time the 996 GT3 R was already on the racing scene.
Still, at its final Le Mans race in 2000, a 911 GT2 finished 7th in class — it was no match for the Chrysler Viper GTS-R and Corvette C5R — but, significantly, it completed 317 laps, 7 more than the GT-class winning Porsche 911 GT3-R. To say it was a successful racer of its time will be an understatement of note.
Made available early April 1995, the Porsche 911 GT2 (in Street, as well as Clubsport, versions) was based on the new 993 Turbo, which – incidentally – would only be released a few weeks later. There were notable changes and upgrades compared to the Turbo. The GT2 used the same engine, but power increased from the Turbo’s 300 kW to 321 kW.
What’s more, dropping the Turbo’s all-wheel-drive system meant the GT2 was around 200 kg lighter and Porsche claimed a 0-100 kph acceleration time of 4.4 sec and a top speed of 295 kph. The GT2 was also 20 mm lower to the ground than the Turbo, while its suspension was adjustable and a stiffer subframe was fitted at the rear (as well as increased negative camber). The brief was clear, the GT2 had to be a pure driver’s machine, in line with the race car that Porsche intended to take to global race circuits.
This specific 911 GT2 was built in 1995 and is, in GT2 terms, a luxurious “Street” version. Even so, it still tips the scales at only 1 295 kg. Only 172 GT2s were built, and of this small number most were built in 1995. According to the very comprehensive “The Porsche Book” by Jürgen Bath and Gustav Büsing, this chassis number was one of the Rest of World (RoW) cars which featured the M64/60RS engine, developing 335 kW at a higher 6 000 rpm instead of the M64/60s 321 kW at 5 750 rpm.
The car was originally earmarked for the UK. Its current (third) owner bought the car in Europe a decade and a half ago and has kept it in Switzerland since he acquired it.
Although the cabin is sparse in terms of equipment, there is still an audio system, electric windows as well as those legendary door pull straps. As expected, the car has a lot in common with the 993 Turbo, but when you look behind you and see the omission of rear seats you realise you are seated in something special. The half-cage currently in situ was fitted post-factory, but that is of little concern, if there is a car that can make do with a half-cage, it’s a Porsche GT car.
Frosted Alpine roads are a far cry from a dry Le Mans track. As I drive up the twisty mountain road, the GT2’s 235/40 ZR18 front and 285/35 ZR18 rear tyres crush half-molten snow in its path. These aren’t ideal driving conditions for a 335 kW car, so I take care to make extremely sensitive and delicate throttle inputs with my right foot.
Switzerland is fascinating in that sense. When spring comes along, the temperature drops and the snow gets thicker the higher you drive up mountain passes, but, astonishingly, the roads might be bone dry in the valleys below them.
The owner told me that these tyres are actually quite forgiving in wet conditions. I’m thinking on the one hand he is crazy to let me head out with this car in these conditions, but he should be applauded for allowing us to do so.
I heed his advice and slowly push the throttle harder. I’m amazed at how tractable the engine is. Even when the rev needle rests as low as 1 000 rpm in second gear, you can simply squeeze the pedal and the engine will start to push from the rear.
When I flex my right foot I discern some turbo lag, but it is only for a fraction of a second before the urgency of the engine makes itself felt. Beyond 4 000 rpm, the GT2’s engine delivers its true performance in no uncertain terms — with the turbos fully spooled up, the Porsche’s characteristic flat-six soundtrack can be savoured as it bounces from the rock faces. This sound, in conjunction with the turbo noise, reminds you, at every second, of the serious nature of this 90s icon.
In these conditions, you need to make sure your front wheels are pointing ahead as the full power delivery can easily overwhelm the rear wheels, albeit briefly, as the road twists and turns down the mountain. Fortunately, the brakes are more than up to the task of lowering your speed, while the pedal also provides good feedback. Switching gears is effortless, as each engagement is slick and the gear lever slots into the respective mechanisms.
The GT2’s steering system feels better connected to the front axle compared to modern cars; it constantly and accurately feeds information to your hands. It is a driving experience in which you want to immerse yourself — as if the car implores you to learn to drive it to its potential over several days… even weeks.
A few years ago I drove the Clubsport version of the 993 GT2. The Street version, as expected, feels almost plush compared to the Clubsport.
The cabin is more habitable (as well as better insulated from exterior sounds), and you can easily do a long road trip in this car – that is if supremely-focused 911s are your cup of tea. However, what this GT2 Street does share with the Clubsport is the power delivery, the solid shift action of the gearbox and the overall character and stance of the car.
Why the 993-gen 911 GT2 is significant
The release of the 993 GT2 paved the way for some of fastest, most respected, but also most fearsome 911s in history. Let’s not forget it all started with the 993 version, a road car that incorporated so much of its racing sibling and whose full-slick tyres pounded the various endurance racing tracks across the globe with tremendous success. It undoubtedly deserves all the attention and value it receives today.
Audi Q7 45TDI S Line Competition (2023) Price & Specs
Audi South Africa has quietly added a new special-edition Q7 45TDI S Line Competition derivative to its range. Here’s how much the flagship model will cost you…
The Audi Q7 45TDI S Line Competition has quietly touched down in South Africa, arriving as a special-edition derivative positioned at the summit of the local Q7 range.
The newcomer slots in above the Q7 45TDI quattro and Q7 45TDI quattro S Line, and is priced from R1 663 100 (hat-tip to the well-informed folks over at duoporta.com for the information). That makes it R78 300 more expensive than the standard Q7 S Line model.
So, what do you score for the extra outlay? Well, the Q7 45TDI S Line Competition features Audi’s Black Styling Plus package as standard, along with black roof rails, carbon side-mirror caps, a panoramic sunroof, black 22-inch Audi Sport alloy wheels (though seemingly without the red brake callipers shown in the accompanying European images), Matrix LED headlamps and door-entrance LED projectors.
Carbon side-mirror caps are included.
The S Line Interior package is likewise included in the deal, along with Valcona leather upholstery (complete with “S” embossing), Ambient Lighting Plus, privacy glass and the Rear Seat Bench Plus package (the latter seeing all 3 seats at the rear capable of moving individually fore and aft, and able to have their backrest angles adjusted as well).
Despite the presence of that suggestive “Competition” badge, the special-edition model features no changes to its powertrain. So, like the other variants in the range, go-forward grunt comes courtesy of a 3.0-litre turbodiesel V6 engine, which delivers 183 kW and 600 Nm to all 4 corners via an 8-speed automatic transmission. The Ingolstadt-based firm says this is enough for a 0-100 kph sprint in 6.9 seconds and a top speed of 225 kph.
As a reminder, the 2nd-generation Q7 received a mid-cycle refresh in 2020, with the updated model arriving in South Africa in November of that year. In the opening 5 months of 2023, Audi SA registered 53 units of the Q7 across the country.
How much does the Audi Q7 cost in South Africa?
Audi Q7 45TDI quattro – R1 539 800
Audi Q7 45TDI quattro S Line – R1 584 800
Audi Q7 45TDI quattro S Line Competition – R1 663 100
The above prices include a 1-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan.
Ford EcoSport Long Term Test – What is it like to live with?
Spending an extended time with a car often brings to light more than what a regular test would. We got the chance to spend 3 months with the outgoing Ford EcoSport. What’s it like to live with? Watch the video!
The Ford EcoSport might be nearing the end of its time on sale new in South Africa, but it will still be available on the used car market for many years to come.
So, is it a good buy and what other cars might you consider if you’re in the market for a compact SUV? In this video, our host Ciro De Siena takes you through vital information such as fuel efficiency, safety tech as well as the practicality of the EcoSport.
Considering a used Ford EcoSport? Read our in-depth buyer’s guide, which examines the long-running crossover’s history in SA, outlines its strengths and weaknesses, and looks at what you can expect to pay on the used market…
Meet the new 2024 Volvo EX30, the Swedish brand’s compact SUV offering. Good news, it has been confirmed for South Africa!
The 2024 Volvo EX30 has just been revealed and the B-segment entrant brings a new generation of sustainable manufacturing and electrified mobility to the table. Physically, it will be the most compact Volvo product and positioned below the XC40.
Under the skin is Geely’s electric car architecture and the new EX30 will be assembled in China.
There’ll be multiple configurations of the 2024 Volvo EX30, with single motor and rear-wheel drive and dual-motor, all-wheel drive. The entry-level model features 200 kW and 343 Nm, and it’ll hit 100 kph in 5.7 seconds. Thanks to a lithium-ion phosphate battery with 54 kWh, a range of 344 km is possible based on the WLTP cycle.
You can go for the Single Motor Extended range model that replaces the 54 kWh battery with a 69 kWh unit that increases the performance (down to 5.3 seconds) and a range of 480 km.
If you’re wanting some serious performance, then the EX30 Twin Motor Performance should be your port of call. With 315 kW and 543 Nm driving all four wheels, a 0-100 kph of 3.4 seconds is possible. You’ll be penalised for the performance as the additional power, performance and weight reduces the battery range down to 460 km based on the WLTP cycle.
Step inside and you’re greeted by a typically Volvo cabin. Bright, minimalist and tech-laden. Like most modern Volvo products, the car is run by the Google Automotive system (not to be confused with Android Automotive) and you get access to all of Google’s services like Maps and so on. A clever touch is the soundbar that replaces the need for multiple speakers.
Volvo has embarked on a sustainability quest and many of the materials used in the 2024 Volvo EX30 are either obtained from sustainable sources or recycled materials. The EX30 contains 25% recycled aluminium and 17% recycled steel, with an additional 17% of its plastic content coming from recycled products.
For those wanting to embark on offroad adventuring, Volvo also confirmed an EX30 Cross Country model that will feature some adventurous add-ons like chunky tyres and accessories.
2024 Volvo EX30 Coming to South Africa?
Volvo SA has confirmed its new compact B-segment SUV will be coming to South Africa in early 2024. Here’s how much you can expect to pay for it.
Volkswagen Amarok vs Ford Ranger: What’s The Difference?
We’ve driven the new Volkswagen Amarok and Ford Ranger on local soil! This article takes a closer look at the major differences and similarities between these new bakkies so that you can make an informed buying decision!
The new Volkswagen Amarok shares its underpinnings (latest T6.2 platform) with the new Ford Ranger and both will be manufactured in South Africa at Ford’s significantly upgraded production facility in Silverton, Gauteng.
So, how do these closely-related bakkies differ from each other? Let’s take a look at some of the key differences!
Volkswagen Amarok vs Ford Ranger: What’s the difference?
Exterior Styling Execution
While the new Volkswagen Amarok and Ford Ranger share the same underpinnings, the most obvious differences can be seen in the design execution. Only the roof rails, side mirrors and door handles are visually similar and each brand has applied its own design language for distinction.
The new Amarok is defined by a straight and upright front end with horizontal bar elements that lead into the slim standard integrated LED headlight units. Volkswagen’s IQ.Light LED matrix headlights are fitted to range-topping derivatives and these derivatives (Aventura and Pan-Americana) are further distinguished with a X-shape design seen on the mid-to-lower bumper section. Amarok is also embossed on the section above the numberplate holder.
The half-round wheel arches with plastic cladding, housing alloy wheel sizes up to 21-inches, further add to the rugged look of the new Amarok. At the rear, large AMAROK lettering is seen across the tailgate and is bracketed with new C-shaped LED tail lights. Volkswagen will also offer a selection of accessories to enhance the visual and functional appeal of the new Amarok.
As for the new Ford Ranger, it adopts a boldly-chiselled face that incorporates a sculpted bonnet and large grille surface flanked by new, larger C-shaped headlights (LED matrix headlights are fitted for the first time) and the C-shaped daytime running light signature is a defining feature for the new Ranger. The Ranger’s rear end also gains new LED tail lights and a nifty feature is the new rear side step which allows for easier access to the load bin. Much like the Amarok, the new Ranger is offered with a wide range of optional accessories that will enhance both the Ranger’s appearance and functionality.
Do you think the new Volkswagen Amarok looks better than the new Ford Ranger?
Interior Styling Execution
Use the above slider to see the interior differences between Amarok and Ranger.
Moving inside, the similarities (and differences) between the new Amarok and new Ranger’s interior execution are evident.
While the cabin architecture is similar, both Volkswagen and Ford have designed their respective cabins to reflect their own brand identity.
Both models share the same portrait-style infotainment system which will be between 10.1- to 12-inches in size depending on the derivative.
The Ford Ranger features the firm’s latest SYNC 4A operating system and the Amarok will inherit the same system, which is a good thing since this is a highly-praised system, but the menu layout and look and feel is familiar from Volkswagen’s current MIB operating system .
The design of the surrounding air vents do differ somewhat and as expected, the multi-function steering wheel designs remain true to each respective brand’s model lines. Both models are also equipped with a digital instrument cluster, yet they differ slightly in terms of design and visual execution.
Use the above slider to see how the instrument clusters differ.
The seat designs and upholstery will also differ in line with each brand’s identity.
Nice-to-have features in both products include wireless charging, 360-degree camera, wireless Apple CarPlay and Android Auto and a wide range of driver assistance systems.
The Volkswagen Amarok is offered with 5 trim levels starting from the base Amarok, followed by the Amarok Life and Amarok Style trim grades (urban trim) and then finally moving up to the Amarok Panamericana (with offroad character) and the range-topping Amarok Aventura (with on-road character).
Similarly, the Ford Ranger is offered in various trims such as Base, XL, XLT, Wildtrak and is headlined by the Ford Ranger Raptor.
Engine Choices
Use the above slider to see how the rear-end designs differ.
The Volkswagen Amarok’s engine range mirror what’s offered for the Ford Ranger. Five engines power the new Amarok but not all engine derivatives are offered in the South African market.
Internationally, the Amarok is headlined by a 2.3-litre EcoBoost engine with 222 kW and 452 Nm and is paired with a 10-speed automatic transmission only, which is also the case for the Ranger. This engine is not initially confirmed for South Africa but it’s “under consideration” and might potentially be introduced at a later stage.
On the diesel front, a 3.0-litre V6 turbodiesel engine makes 184 kW and 600 Nm in Ranger guise and this engine also powers the range-topping Amarok. It too is paired with a 10-speed automatic transmission and is only be offered in 4Motion permanent all-wheel drive guise.
In addition, the Amarok can be had with Ford’s revised single-turbocharged 2.0-litre turbodiesel in 2 states of tune (110 kW and 350 Nm/125 kW and 405 Nm) and comes mated with either a 5- or 6-speed manual transmission respectively or with a 6-speed automatic transmission in the case of the 125 kW Amarok (selectable all-wheel-drive).
Ford’s 2.0-litre bi-turbo oil-burner is also found in the Amarok Life and Amarok Style derivatives and offers 155 kW and 500 Nm in South Africa, while a 150 kW version will be offered in other markets. This engine is paired with a 10-speed automatic transmission as well as in 4Motion permanent 4-wheel-drive guise only. Up to 6 drive modes are offered and just like the Ranger, an e-shifter or drive-by-wire transmission is fitted for derivatives with 154 kW or more.
As for the range-topping Ranger Raptor, it’s powered by Ford’s specially-tuned twin-turbocharged 3.0-litre V6 EcoBoost petrol engine that offers 292 kW and 583 Nm and is paired with a specially-calibrated 10-speed automatic transmission.
It remains to be seen if Volkswagen will introduce a high-performance Amarok to take on the Ranger Raptor, but we hope it happens!
Practicality & Offroad Ability
Volkswagen Amarok
Ford Ranger
Length
5 350 mm (+96 mm)
5 370 mm (+16 mm)
Width (excluding)
2 204 mm (-24 mm)
1 918 mm (+58 mm)
Height
1 888 mm (+54 mm)
1 884 mm (+33 mm)
Wheelbase
3 270 mm (+173 mm)
3 270 mm (+50mm)
Wading depth
800 mm (+300 mm)
800 mm
Ground Clearance
234 mm
237 mm
Approach angle
29 degrees (+1)
30 degrees (+4.5)
Departure angle
21 degrees (-2.6)
25.6 degrees (+3.8)
Breakover angle
21 degrees (-0.4)
TBC
Payload Capacity
Up to 1 160kg
Up to 1 160 kg
Maximum Towing Capacity
3 500 kg
3 500 kg
*bracketed items are for outgoing models.
Use the above slider to see the differences in front-end design.
The new Amarok and Ranger, depending on engine and specification, deliver diverse offroad capability to suit various requirements including both mild and hardcore offroad ability, with the Ford Ranger Raptor offering the ultimate in high-performance offroad ability.
Both the Volkswagen Amarok and Ford Ranger are designed to tackle challenging terrain and both are offered in either rear-wheel-drive guise or with either a part-time shift-on-the fly 4×4 system (2H, 4H and 4L) or permanent all-wheel-drive.
In the case of the Amarok, an advanced all-wheel-drive 4Motion system is available as standard on all derivatives with 154 kW or more. Depending on the engine, both the Amarok and Ranger offer the choice between two all-wheel drive systems including permanent all-wheel drive and selectable all-wheel-drive. The new Ranger is available with permanent four-wheel-drive in range-topping V6 guise.
The permanent four-wheel-drive system gains an on-demand, electromechanical 2-speed transfer case with 4 modes and the driver can alternate as needed from permanent all-wheel-drive to 4H (50/50 distribution for low traction surfaces such as snow or gravel), 4Lo (low speed, high torque) and 2H (to maximise efficiency). The Ranger also features a 4A mode which can send power to the front and rear axles continuously as required and thus adds a level of convenience when driving over varied terrain.
The selectable all-wheel-drive system uses an electronic transfer box with rear-wheel-drive 2H being the default while the driver can also switch to 4H (on-road) and 4L (off-road). An electronic rear differential lock is also fitted which will be useful on those tougher off-road obstacles.
Use the above slider to see the difference between the off-road dials in the new Amarok and Ranger.
Take a look at the table above for key off-road specifications for both the Amarok and Ranger.
In terms of practicality, the new Ford Ranger features enhanced practicality over the new Amarok with the addition of a new integrated side step which makes it much easier to access the load bay.
Also, the load bin of both the Amarok and Ranger can accommodate a euro pallet and the load bin itself features a rugged plastic bedliner and tie-down points make it easy to tie your cargo down. Both Ford and Volkswagen offer cargo management systems that allow you to easily create compartments to store items neatly and safely and both electronic and manual roller shutters are also available.
For the outdoor enthusiasts, the Amarok’s roof rails have a 350 kg maximum load capacity which means they can accommodate a 4-man roof tent.
The Ranger, however, differentiates itself from the Amarok with the aforementioned rear side-step as well as a tailgate that has been designed to be a mobile workbench with an integrated ruler and clamp pockets which is useful if you need to measure, grip and cut building materials
Use the above slider to see load bin practicality for the new Amarok and Ranger.
Drive and Handling
It’s immediately noticeable that massive improvements have been made to the Amarok’s chassis to make it more car-like to drive, especially in terms of ride refinement. The ladder-frame chassis’ stiffness is on another level compared to the other bakkies currently on sale. There is far less body roll when cornering and way less shaking from the chassis when traversing bumps or dirt roads. The chassis is taut to a point where it is almost indistinguishable from a monocoque body you get on modern SUVs, such as the Touareg and Tiguan. The other characteristic that is immediately apparent is the quietness of the cabin. The cab seems well insulated from wind and road noise, even with huge side mirrors that can’t be doing wonders for the fuel economy.
How does the new Amarok V6 perform? To be honest, the initial shove (in-gear acceleration) provided by the new motor feels a little underwhelming (compared with the Amarok’s outgoing 190 kW V6), at least considering the claimed outputs of the Gqeberha-produced powerplant. It certainly appears to be gentler than the old V6, but its power/torque delivery feels quite linear. It’s definitely fit for purpose – after all, the Amarok’s not meant to be a sports bakkie. The 10-speed ‘box does a good job of keeping the V6 within its peak torque band (1 750 to 2 250 rpm). Fuel consumption doesn’t appear to have improved with the new engine and gearbox combo, however. We saw indicated consumption figures in the mid-11 L/100 km range.
We had the chance to drive 2.0-litre biturbo XLT and 3.0-litre V6 Wildtrak examples of the newcomer on public roads, as well as some technical off-road sections. Our initial impression is that the new Ranger’s suspension setup is slightly firmer than that of the outgoing model, but the characteristic skittishness and body jiggles that affect these types of vehicles when they’re travelling on poorly maintained/uneven asphalt- or gravel roads (especially when they’re not heavily laden with cargo) is remarkably low.
The 2.0-litre biturbo is admirably responsive, with predictable shifts from the transmission; it pulls strongly. Wind- and road noise levels were indeed lower than expected and, at brisk- to cruising speeds, the Ranger felt surefooted and steady. The 3.0-litre V6 “Power Stroke” turbodiesel is a revelation – for the Ranger… and the entire bakkie segment. Customers who intend to tow large trailers regularly are likely to appreciate the Ford V6’s sheer tractability – it’s brilliantly aided by the smartly-calibrated 10-speed automatic ‘box.
Moreover, the V6 motor seems notably smoother- and quieter running than its 4-cylinder biturbo counterpart, which speaks volumes, seeing as the latter is already pretty good by bakkie standards, especially in terms of its low idling noise. You don’t need to apply the accelerator pedal liberally to get the best out of the V6 either; it delivers significant urge from low down in the rev range and just feels like the more “SUV-like” powerplant of the two. Both derivatives featured a pleasantly light steering setup, which helps to make the sizeable bakkie manoeuvrable in tight spaces – and on narrow 4×4 tracks.
Pricing and Warranty
Note that the pricing below is accurate as of June 2023.
We’ve uncovered local pricing for the facelifted Mercedes-Benz CLA range, including the Mercedes-AMG CLA35 and CLA45 S. Here’s how much they’ll cost in SA…
At the start of 2023, the Mercedes-Benz CLA was handed a subtle facelift. Now, ahead of the refreshed C118-generation range’s arrival in South Africa, we have unearthed local pricing.
As before, the CLA line-up in South Africa comprises 4 models: 2 common-or-garden variants and a pair of Mercedes-AMG derivatives. The range kicks off with the CLA200, which is now priced from R908 255.
The CLA200 again employs a turbocharged 1.3-litre petrol engine driving the front axle via a 7-speed dual-clutch transmission, though this 4-cylinder motor now features mild-hybrid assistance. Peak outputs stand at 120 kW (plus an additional 10 kW for brief periods) and 250 Nm, while the claimed 0-100 kph time comes in at 8.4 seconds.
Note the subtle styling changes (though pictured is the CLA 250e not offered in SA).
Meanwhile, the CLA200d (now starting at R940 555) uses an unchanged powertrain in the form of a 2.0-litre, 4-cylinder turbodiesel mill. This engine delivers 140 kW and 400 Nm to the front wheels through an 8-speed dual-clutch gearbox, resulting in a claimed 0-100 kph sprint of 7.3 seconds.
The 2nd-generation CLA’s facelift includes items such as a renewed front-apron design, a revised grille (with a star pattern in the case of standard models) and a redesigned rear diffuser. High-performance LED headlamps, meanwhile, are now standard and furthermore score “modernised graphics”.
Fresh paint colours have also been added to the range, including “hyper blue” (a hue exclusive to the CLA) and “spectral blue”, while 3 additional alloy-wheel designs (up to 19 inches) have been rolled out. As standard, the updated CLA rides on 17-inch 5-spoke wheels in vanadium silver or 5-double-spoke items in high-gloss black with a high-sheen finish.
While the Progressive line ships standard, the CLA200 and CLA200d can also be specified with the AMG Line package for an extra R29 000, as well as items such as the Night Package (R12 900), the Driving Assistance Package (R42 170), larger alloy wheels (up to 19 inches in diameter), a panoramic sliding sunroof (R16 400) and “sports” brakes (R5 200).
Updated Mercedes-AMG CLA35 and CLA45 priced, too
The refreshed Mercedes-AMG CLA35 gain mild-hybrid assistance.
What about the performance variants from the folks at Affalterbach? Well, the all-paw Mercedes-AMG CLA35’s 225 kW/400 Nm turbocharged 2.0-litre unit also gains a 48-volt electrical system and a belt-driven starter-generator (and again a temporary power boost of 10 kW), and is now priced from R1 290 700. The obligatory sprint from standstill to 3 figures takes a claimed 4.9 seconds.
Meanwhile, the likewise all-wheel-drive CLA45 S sticks with an unchanged version of its high-output 310 kW/500 Nm turbocharged 2.0-litre, 4-cylinder engine, with pricing now kicking off at R1 535 588. The 0-100 kph blast is over in a claimed 4.1 seconds. Specifying the special limited-run AMG Street Style Edition package, meanwhile, will add R203 200 to the price (to push the total to R1 738 788).
So, what about styling changes for the performance models? Well, the CLA35 upgrades to a new AMG-specific grille with vertical slats, while also gaining a reshaped front apron and a round badge with the AMG emblem. Inside, there are new upholstery covers for the standard sports seats.
Redesigned light-alloy wheels for the 35-badged model includes 10-spoke 18-inch items in black and optional 5-twin-spoke 19-inch wheels. The CLA45 S, meanwhile, rides on 19-inchers as standard, with a 2nd design in the same size available as an option.
The AMG Aerodynamics Package will set you back an extra R23 400, while a Burmester surround-sound system comes in at an additional R19 770.
How much does the Mercedes-Benz CLA cost in SA?
Mercedes-Benz CLA200 – R908 255
Mercedes-Benz CLA200d – R940 555
Mercedes-AMG CLA35 4Matic – R1 290 700
Mercedes-AMG CLA45 S 4Matic+ – R1 535 588
Mercedes-AMG CLA45 S 4Matic+ Street Style Edition – R1 738 788
The above prices include a 5-year/100 000 km maintenance plan.
BMW XM vs Simola Hillclimb – Can 2.8 tonnes break the SUV record?
We got behind the wheel of the new high-performance BMW XM and raced it against the clock in the 2023 Simola Hillclimb held in Knysna. Here’s what went down!
BMW plans to run the new XM at Pikes Peak later this year. But before it heads to the famed Peak, it wanted to test the car in a racing environment. Cue up the Simola Hillclimb and our very own racing driver, Ashley Oldfield.
Ashley was in charge of the 2.8-tonne SUV for the weekend, racing it up the hill in differing weather conditions, all while providing feedback to BMW HQ that will eventually be used to fine-tune the BMW XM for Pikes Peak.
Another target that we had for the weekend was to attempt to break the SUV record that we set back in 2019 with the Jaguar F-Pace SVR. Can Ash hustle the big behemoth to another win and a new record?
