Ford Everest Wildtrak / XLT (2023) Launch Review

Ford has bolstered its local Everest range with the introduction of the Everest XLT and Everest Wildtrak. Our adventure journalist, Gero Lilleike, sampled the newcomers in the Pilansberg this week.

We tested the range-topping Ford Everest Platinum earlier this year and came away mightily impressed with what the 3rd-generation Everest has to offer. Make sure to watch our video in case you missed it!

Now though, Ford has introduced 3 new derivatives to the local Everest range: the Everest Wildtrak 4×4, Everest XLT (4×2 and 4×4) and the Everest Sport 4×2, bringing the total Everest derivative count to 6!

By giving consumers a wider choice across a broader price range, Ford has bolstered the prospects of the Everest, which has moved upmarket, but has never matched the Toyota Fortuner in terms of sales.

The launch of the Everest Wildtrak and Everest XLT took place this week and we had the chance to sample both derivatives on tar and gravel in the Pilanesberg, North West Province.

Also see: Ford Everest Wildtrak / XLT (2023) Price & Specs

What engines power the new Ford Everest?

The Everest Wildtrak uses the same 3.0-litre V6 turbodiesel engine as the Everest Platinum. It produces a heady 184 kW and 600 Nm and is paired with Ford’s 10-speed automatic transmission. Ford claims fuel consumption at 8.5 L/100km. Note that the Everest Wildtrak is only offered in 4-wheel-drive guise.

As for the Everest Sport and new entry-level Everest XLT, they are powered by the Blue Oval’s familiar 2.0-litre bi-turbodiesel engine with 154 kW and 500 Nm and, as is the case with the 3.0-litre V6, the 4-cylinder is paired with a 10-speed automatic transmission. Ford claims an average fuel consumption of 7.5 L/100 km. Buyers can now choose between 4×2 or 4×4 derivatives in both XLT and Sport trim.

What makes the Everest Wildtrak and XLT special?

This is the first time that the Wildtrak treatment has been applied to the Everest SUV and Luxe Yellow is available exclusively for this derivative. We love this hue – it looks particularly striking in bright sunshine!

The Everest Wildtrak adopts a more rugged persona with “WILDTRAK” lettering seen on the bonnet, while also adopting a “Bolder Grey” grille and silver bash plate. The Everest Wildtrak rides on two-tone 20-inch alloy wheels as standard, but for those who intend on venturing into the wild with the range-topper, Ford also offers smaller 18-inch wheels shod with all-terrain tyres that are fit for purpose.

Everest Wildtrak Interior — *Yellow contrast stitching and soft-touch finishes welcome you inside the Everest Wildtrak.*

Moving inside, the Everest Wildtrak gains yellow stitching seen on the steering wheel, dashboard and seats, the latter of which also gain embossed Wildtrak lettering. All Everest derivatives are equipped with a portrait-style 12-inch infotainment touchscreen (powered by Ford’s latest SYNC 4A operating system), as well as an 8-inch digital instrument display that can be configured to your preference.

The Everest Wildtrak further gains a dual-panel Moon Roof, which adds to the upmarket feel of the cabin and other nice-to-have features include an 8-way adjustable driver’s seat, 8-speaker premium audio system, USB-A and USB-C ports, a wireless charging pad and a built-in 400W/240V inverter.

See full specification for the Ford Everest Wildtrak

As for the Everest XLT, you may recognise the derivative by its chrome horizontal grille bars. While it may not feature the Wildtrak’s sunroof, it comes particularly well-equipped with standard features. In fact, it too has an 8-way adjustable driver’s seat and the same infotainment screen and instrument cluster as found on the Wildtrak. USB-A and USB-C ports and a wireless charging pad are also offered as standard. Adaptive cruise control and tyre pressure monitoring, however, aren’t offered on the Everest XLT.

See full specification for the Ford Everest XLT

How much does the new Ford Everest cost in South Africa?

The new Ford Everest is sold with a 4-year/120 000 km warranty, 4-year/unlimited distance Roadside Assistance and 5-year/unlimited distance corrosion warranty. The recommended service interval is 15 000 km or annually, whichever occurs first.

In line with the Right to Repair legislation, customers can choose to purchase service or maintenance plans of up to 8 years or 165 000 km, and the warranty can be extended to 7 years/200 000 km.

Everest XLT 2.0L BiT 4×2 10AT	R832 400
Everest XLT 2.0L BiT 4×4 10AT	R896 300
Everest Sport 2.0L BiT 4×2 10AT	R918 500
Everest Sport 2.0L BiT 4×4 10AT	R984 800
Everest Wildtrak 3.0L V6 4WD 10AT	R1 084 000
Everest Platinum 3.0L V6 4WD 10AT	R1 146 500

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What’s the Ford Everest Wildtrak like to drive?

The launch route started at the Culinary Table at Lanseria airport where several Everest Wildtraks and Everest XLTs were waiting for us. Naturally, I made a beeline for the V6-powered Everest Wildtrak (you see, the author of this article is an amateur apiarist, otherwise known as a beekeeper – true story).

I needed to load an oversized bag (filled with beekeeping paraphernalia?) in the back of the Everest, but the claimed 259 litres of luggage space behind the 3rd row of seats was more than big enough to fit my hefty bag. Of course, unless the Ford needs to accommodate 7 occupants, the 3rd row can be folded down, which increases load capacity to a generous 898 litres. What’s more, when the Everest is tasked with hauling a big load, you can free up 1 823 litres of utility space when the 2nd and 3rd rows are folded.

Upon sliding into the driver’s seat, I immediately noticed that the Everest Wildtrak’s seat cushions were quite firm, but they offered adequate side bolstering and thigh support nonetheless. I proceeded to wirelessly connect Android Auto, a process which I found quick and seamless.

I pressed the engine start button and the Everest Wildtrak’s 3.0-litre V6 turbodiesel came to life, with only the faintest engine whirr making its way into the cabin. In fact, cabin refinement is one of the major highlights of the new-generation Everest, even out on the road. Not only is engine noise adequately suppressed (even under hard acceleration), but the cabin is well-insulated from wind and road noise.

The long convoy of Ford Everests set off in the direction of Rustenburg for the Pilansberg mountains and, if you’ve driven in this part of the world recently, you’ll know that much of the road network is in a poor and, sadly, deteriorating state, which is perfect for testing the composure of the Everest’s suspension.

We drove at least 300 km on this launch and I was duly impressed by the high levels of ride comfort that the Everest delivered! Its suspension soaked up all but the worst of the pockmarked and rutted sections of tar on our route with aplomb. However, I found the steering feel to be a bit “sleepy” and would have preferred for the steering feel to be a tad sharper/more direct. Still, it’s a niggle that most buyers are unlikely to be bothered by and, overall, the Everest deserves praise for its refined on-road demeanour.

It’s also well worth mentioning that the Everest is no lightweight. In fact, the Blue Oval’s adventure SUV has a kerb weight of 2 341 kg, which means that the 184 kW/600 Nm engine has “a lot of vehicle” to haul around! But the performance of the turbocharged 3.0-litre V6 engine is, in a word, sublime! With all that power and torque, acceleration is swift and effortless and the Everest Wildtrak made light work of overtaking the countless heavy-duty trucks on that mining route. It’s an absolute pleasure to drive!

What’s more, the 10-speed automatic transmission is fantastically calibrated with the V6 powerplant. It changes up and down smoothly, almost imperceptibly, which further highlights the vast improvement in the refinement of this new Everest. With a 3 500 kg braked tow rating, the Everest Wildtrak has more than enough grunt on tap to tow boats, caravans, campers, horse boxes and so forth. Plus, with its adventure bent, it’s perfectly poised to serve those who seek to explore the outdoors with confidence.

Everest Wildtrak drive modes — *Numerous drive modes are available to suit the driving situation.*

I must add that I was pleasantly surprised to see a real-world fuel consumption figure of around 10.3 L/100 km, which isn’t too shabby for this V6 powerplant (Ford claims an average of 8.5 L/100 km).

The driver can choose from a range of drive modes to suit various conditions, including Normal, Eco, Tow/Haul, Slippery, Mud & Ruts, and Sand. Furthermore, the Everest Wildtrak’s on-demand electromechanical 2-speed transfer case offers 2H (rear-wheel drive), 4A (automatic 4-wheel drive), 4H (for loose surfaces, such as gravel roads) and 4L (for negotiating off-road routes at low speeds).

It’s worth mentioning here that the Everest is extensively equipped with active and passive safety features and these include no fewer than 7 airbags, ABS with EBD, emergency braking stability control with traction control, hill descent control. In addition, the Everest Wildtrak features driver assistance systems such as adaptive cruise control with stop & go function, as well as lane centring, blind-spot monitoring with trailer coverage, cross-traffic alert, evasive steer assist, a lane-keeping system with road-edge detection, pre-collision assist, reverse brake assist and a tyre pressure monitoring system.

Park Assist 2.0 and a 360-degree camera are optionally available for the Everest Wildtrak.

What is the Ford Everest XLT like to drive?

Everest XLT drive — *The Everest XLT might offer less power, but it still impresses*.

I initially thought that driving the V6-engined Everest Wildtrak first would set me up for disappointment when I stepped into the Everest XLT, which is powered by a 2.0-litre 4-cylinder bi-turbodiesel engine.

But, boy, was I wrong. The Everest XLT is, in many ways, the pick of the range – and here’s why.

Firstly, with 2 fewer cylinders, it produces only 30 kW and 100 Nm less than what’s offered in the Everest V6 Wildtrak and Platinum offerings, but it’s far from lacking in terms of performance. While acceleration is perhaps not as urgent as what we experienced in the Everest Wildtrak, the Everest XLT doesn’t skip a beat when it comes to overtaking – there’s more than enough shove to keep the hefty SUV barreling along at a rapid rate. Most urban-based buyers will find the Everest XLT offers surfeit performance.

Importantly, based on what we witnessed during the launch (when the Everest XLT we drove indicated an average fuel economy figure of 9.2 L/100 km), the entry-level version should strike a better balance between performance and fuel economy than its V6 brethren. Moreover, the aforementioned levels of refinement and ride comfort we experienced in the Everest Wildtrak are also traits of its XLT brother.

Secondly, the Everest XLT’s cabin is generously equipped with standard equipment – this is by no means a poverty-spec derivative. The Everest XLT offers A LOT of 7-seat adventure SUV for under R900k.

And that leads me to the 3rd reason why the Everest XLT makes a strong case for itself — value for money! If you don’t need the sheer muscle of the V6 engine (to tow heavy toys) and care little for the attention-grabbing or ego-stroking design elements offered by the Everest Sport, Wildtrak and Platinum derivatives, then the blend of simple practicality and versatility offered by the Everest XLT is very difficult to ignore. Note that both the 4×2 and 4×4 versions of the Everest XLT are currently priced below R900k!

I’d say that the Everest XLT gives the rivalling Toyota Fortuner 2.8-GD-6 a good run for its money! See how they stack up against each other by using our handy Car Comparison Tool!

New V6-powered Ranger Raptor tackles Simola Hillclimb! Madness or Genius?

Ford South Africa thought it would be a good idea to showcase the new Ranger Raptor at SA’s premier motorsport event, the Knysna Simola Hillclimb.

We can certainly appreciate that Ford South Africa even considered entering their new Ranger Raptor into the Simola Hillclimb. It’s the kind of ballsy move you don’t often see from big car makers, but in this case, it definitely paid off.

The new 2023 Ranger Raptor was a fan favourite on the hill and was entertaining to watch and of course listen to, with that new V6 making a rather unique noise for a bakkie!

In the hands of long-time racer Anthony Taylor, the Raptor set decent times up the hill but the talk of the town was probably the biggest save ever seen at the Simola Hillclimb…you have to see it to believe it.

What makes the Raptor so special? Watch our comparison between the new Wildtrak and the Raptor to find out.

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Renault Captur (2023) Review

The 2nd-gen Renault Captur took a few years to make its way to South Africa, but now that it’s here, how does it stack up against the raft of new models in the Compact SUV segment?

We like: Modern design, interior touch and feel, drivetrain efficiency.

We don’t like: A few build-quality irregularities remain.

FAST FACTS

Model: Renault Captur 1.3 turbo Intens
Price: R499 999 (May 2023)
Engine: 1.3-litre 4-cylinder turbopetrol
Power/Torque: 113 kW/270 Nm
Transmission: 7-speed dual-clutch automatic
0-100 kph: 9.6 sec (claimed)
Fuel consumption: 6.6 L/100 km (claimed)
Luggage space: 536 or 404 litres (depending on rear-seat position)

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Where does the 2023 Renault Captur fit in?

Renault Captur front view — *The new Renault Captur is based on the Clio 5 and is longer and wider than its predecessor.*

This is the 2nd-gen Renault Captur; its predecessor was somewhat of a success story for the brand – in fact, it became Renault’s top-selling model in Europe. This new small crossover/compact SUV is based on the latest Clio – inside and underneath – but is still notably larger than the model it replaces.

Compared with its predecessor, it’s 105 mm longer and 19 mm wider, the wheelbase has been extended by 33 mm and its ground clearance (174 mm) is reasonable. Seeing as models tend to grow larger with the passage of time, an average crossover may one day be the same length as an old BMW 7 Series!

Throughout the development programme of the new Renault Captur, the French brand focused much of its attention on improving the quality and feel of the touchpoints in the cabin, but that has resulted in an increased retail price, which sees the model move into a slightly more expensive segment than before.

We would compare the Capture 1.3 turbo Intens with examples of the Opel Mokka, Honda HR-V, Peugeot 2008 and Volkswagen Taigo. Having said that, there are so many small SUVs in this segment that there are probably another 20 or so fringe competitors that could easily be considered rivals to the Renault.

Compare Captur 1.3 turbo Intens with the Opel Mokka 1.2T Elegance and Honda HR-V 1.5 Comfort

Compare Captur 1.3 turbo Intens with the Peugeot 2008 1.2T Allure and VW Taigo 1.0TSI Style

How the Renault Captur fares in terms of…

Interior tech and refinement

Renault Captur interior — *Talk about an improvement! The new Captur’s interior is plush.*

The Renault Captur’s interior has improved greatly in terms of quality and sophistication. Whereas the previous model’s interior was overly plasticky and seemed to be no more than – not to be too unkind – functional, the new car feels more upmarket at every touchpoint: from the leather-wrapped steering wheel (replete with soft-touch buttons) to the snazzy transmission lever and floating centre console.

It features numerous silver finishes, which create a pleasing contrast with the black trim and add a bit of diversity to what would otherwise be a dark, sombre cabin. The accents on the multifunction steering wheel and transmission lever have a metallic (as opposed to plastic) feel to them, which gives the cabin an upmarket ambience. The only notable downsides we could pick out were the partial cloth seats, which could have had full-leather trim, and the floating console, which flexed a little more than we expected.

The 9.3-inch touchscreen (standard on this 1.3 turbo Intens) connects easily with Apple Carplay and Android Auto via a USB cable. There is a wireless charging bay as well as a secondary charging option.

Renault Captur floating gear lever — *The floating transmission lever setup creates more storage space at the front.*

The touchscreen menu is relatively simple to navigate, plus there are shortcut buttons to the MultiSense system, which allows you to toggle the drive modes between Comfort, Sport or Eco. The single-zone auto aircon settings are accessible via physical buttons rather than the touchscreen, which is a departure from the norm, but one that makes it much easier to make temperature adjustments while you’re driving.

In the back, you can slide the bench to either create more loading space or legroom for occupants. It aids practicality because the 404-litre load bay capacity can be increased to 536 litres with the bench at its foremost position. The seatback also folds down in a 60:40 split to free up 1 275 litres of utility space.

Ride and handling

Renault Captur rear — *Ride refinement is one of the new Captur’s best features.*

There really is a lot to like about the new Captur’s driving experience. Compared with its predecessor, the Renault’s handling is notably more composed, thanks to a stiffer bodyshell. Plus, not only does the new Captur feel more planted on the road, its ride quality is more resolved (the suspension seems less prone to be unsettled by road imperfections, or worse – potholes, speed bumps or manhole covers).

The improved refinement extends to the cabin, which is quieter at urban and freeway speeds (you don’t discern as much wind noise or buffeting as before). The steering is nicely weighted, which has been a boon of European-made Renaults for quite some time. So, in terms of ride and handling, the Captur ranks among the best in its segment. In other words, it’s one of the nicest cars to drive in its class.

The Captur’s 1.3-litre 4-cylinder turbopetrol produces 113 kW and 270 Nm of torque, which are perfectly acceptable outputs for a car that it’s meant to trundle through the city during the week and escape to the countryside at the weekend. Considering the Renault’s more powerful than the rivals we mentioned earlier, its claimed 0-100 kph time (9.6 sec) looked a bit slow, so we loaded up our test equipment and conducted a few tests. While flat-out acceleration may be of little concern to would-be Captur buyers, the time we achieved with the test unit (8.4 sec) seems more in line with our performance expectations.

Renault Captur fuel efficiency — *6.8 L/100 km after 2 weeks of testing was impressive.*

The engine and transmission are much improved compared with those of the previous Captur, which could annoy its driver with laggy performance and unintuitive shifts. The new combination of a 1.3-litre turbopetrol engine and a 7-speed dual-clutch automatic transmission performs much more smoothly at lower speeds. Modern autos should change gears almost imperceptibly and the Renault’s ‘box is a good example… until you want to get a move on, at which point it gets a fright and fumbles for the right gear.

As for the Captur’s fuel economy, we found it to be excellent – considering just how much inner-city driving we did with Renault’s test unit. We returned it after 2 weeks of testing with an indicated figure of 6.8 L/100 km on the digital readout. That very nearly matched Renault’s claimed figure (6.6 L/100 km).

Safety equipment

Sliding rear seats — *The rear bench slides fore and aft to either create more loading space or legroom.*

The new Renault Captur achieved a 5-star rating in the Euro NCAP crash test programme and is fitted with a wide array of safety features, including ABS with EBD, emergency brake assist and hill-start assist.

Front and rear parking sensors, plus a reverse-view camera are standard across the range, while the top-of-the-range 1.3 turbo Intens additionally features lane-departure warning and blind-spot monitoring. All in all, it offers a good combination of safety features that aren’t overwhelmingly nannying to the driver.

Cruise control is also standard, although adaptive cruise control is not available.

Price and after-sales support

The 2023 Renault Captur Intens retails for R499 999 (May 2023) and comes with a 5-year/150 000 km mechanical warranty and a 3-year/45 000 km service plan with intervals every 12 months/15 000 km.

The length of the Captur’s warranty (5 years) is longer than those of most of its competitors. The duration of the service plan (3 years) is on par with rivals, but some brands do offer 60 000 km service plans at this price point. Take that into account if you tend to clock up higher-than-average mileage.

Verdict

Final Captur shot — *The Captur appears to have settled into the boutique crossover segment now.*

While the 2nd-gen Captur is a newcomer to our new-vehicle market, the model has been on sale in Europe since 2021. That means that an updated version may be on the cards in the next 2 (or so) years. Nonetheless, Renault’s compact SUV is much-improved – it has evolved from a budget crossover to something more premium that’s distinctive enough to compete with boutique compact SUVs.

The interior quality has been stepped up and the interface with the tech (aided by shortcut buttons) is intuitive/easy to acclimatise to. The bigger dimensions facilitate a more spacious cabin for occupants, while the sliding rear bench allows for a choice between a larger load space or additional rear legroom.

What’s more, the drivetrain pairing is smoother (or, to put it another way, better calibrated) than before, which makes the Captur’s driving experience quite pleasant, with very few drawbacks. Whether it’s operating unladen or with a few passengers aboard, the Renault performs ably and in a refined manner.

The major issue in this segment is the wide array of vehicles available to new-car buyers. It’s easy to get fixated on models’ specification sheets in your attempts to get the absolute most car for your money. That’s not really the Captur’s schtick – it’s more a car that you want because you like its design or driving experience; it’s not trying to be the most practical package or offer the most driving assistance features. What you do get, is a well-specced, good-looking crossover that’s likely to stand out in the parking lot.

Ford Everest Wildtrak / XLT (2023) Price & Spec

The Ford Everest range has been expanded to include a pocket-friendly Everest XLT and a new Everest Wildtrak derivative. Here’s how much they cost, plus what you get for your money.

The new-generation 7-seater Ford Everest touched down in South Africa late last year, but there was just one issue as there are were only two models; the 4×4 Everest Sport and the flagship 4×4 Everest Platinum.

Now, in the second quarter of 2023, Ford South Africa has expanded the Everest range from two to six models. The brightly-coloured model is likely to get the most attention so let’s start with that. Yes, that is the popular Wildtrack specification which has made its way into the Everest family.

The 184 kW/600 Nm 3.0-litre turbocharged diesel V6 and permanent all-wheel drive powertrain from the Platinum is fitted to the Wildtrak.

The Everest Sport range sees the introduction of a 4×2 model, while the Everest XLT makes its debut, with 4×2 and 4×4 models on offer. All of the above are powered by the 154 kW and 500 Nm 2.0-litre biturbo diesel engine. As a reminder, every Ford Everest features a 10-speed automatic transmission.

Browse the latest Ford prices here

Everest Wildtrak Features

LED daytime running lights
Full LED headlights
Side steps
Roof rails
Privacy glass
2-tone 20-inch alloy wheels wrapped in 255/55 R20 tyres (18-inch with 255/65 all-terrain option)
Yellow stitching on dashboard, door trim, steering wheel, gear selector
8-way adjustable premium leather seats with Wildtrak logo
Dual panel moon roof
12-inch vertical touchscreen with SYNC4A, Apple CarPlay, Android Auto
8-speaker audio
USB-A, USB-C connectivity, wireless charging pad, 400V/240V inverter
Driving modes: Normal, Eco, Tow/Haul, Slippery, Mud & Ruts, and Sand.
Adaptive Cruise Control with Stop & Go and Lane Centering, Blind Spot Monitoring with Trailer Coverage, Cross Traffic Alert, Evasive Steer Assist, Lane Keeping System with Road Edge Detection, Pre-Collision Assist, Reverse Brake Assist and Tyre Pressure Monitoring System (TPMS).

Everest XLT Features

LED daytime running lights, headlamps, fog lights
Partial leather trim
8-inch digital instrument cluster
12-inch vertical infotainment screen with SYNC4A, Apple CarPlay, Android Auto
USB-A, USB-C connectivity, wireless charging pad
Dual front, side and curtain airbags, Electronic Stability Programme (ESP), Pre-Collision Assist (with Brake Support, Forward Collision Warning and Automated Emergency Braking), Lane Keeping System (including Lake Keeping Alert and Aid, Road Edge Detection and Driver Warning), Blind Spot Information System (with Cross Traffic Alert and Trailer Coverage), Reverse Brake Assist, Hill Launch Assist, Hill Descent Control (on the 4×4 model), as well as front and rear parking sensors with a rear camera.

How much does the Ford Everest cost in South Africa?

The new Ford Everest is sold with a four-year/120 000km warranty, four-year/unlimited distance Roadside Assistance and five-year/unlimited distance corrosion warranty. The recommended service interval is 15 000km or annually, whichever occurs first.

As part of the Right to Repair, customers can purchase a service or maintenance plan up to 8 years or 165 000 km, and the warranty can be extended to 200 000 km / 7 years.

Everest XLT 2.0L BiT 4×2 10AT R832 400
Everest XLT 2.0L BiT 4×4 10AT R896 300
Everest Sport 2.0L BiT 4×2 10AT R918 500
Everest Sport 2.0L BiT 4×4 10AT R984 800
Everest Wildtrak 3.0L V6 4WD 10AT R1 084 000
Everest Platinum 3.0L V6 4WD 10AT R1 146 500

Volkswagen Amarok Delta4x4 Revealed

This is the Volkswagen Amarok Delta4x4, the most offroad-capable bakkie made by the German tuner.

As a reminder, the Volkswagen Amarok is assembled in South Africa alongside its Ford Ranger sibling and while the two vehicles are near-identical mechanically, visually they’re quite different.

Not as radically different as the Beast 2.0 or Volkswagen Amarok Delta4x4 however. This extreme iteration of the Amarok comes fully equipped for outdoor adventuring with a comprehensive kit.

Under the skin is a 150 mm suspension lift kit, 35-inch BF Goodrich offroad tyres combine to lift the Amarok 17 cm higher than the standard equivalent. Some cladding around the wheel arches enhance the look even further.

Delta4x4 has also added some side steps for easier access. Other enhancements include some additional LED lighting mounted in the grille for extra night-time illumination.

The aftermarket kit doesn’t come cheap, with the German offroad specialists claiming it’ll cost Euro 12 200 for the parts, and that excludes installation.

Interestingly, Ford already has a comprehensive offroad and accessory catalogue available, developed by Australian offroad specialists ARB and we suspect that given the similarities between the two vehicles, it’s not going to take long for some goodies to make their way to the Amarok.

As a reminder, the Volkswagen Amarok is on sale in South Africa in both double-cab and single-cab flavour. The engines on offer range from 2.0-litre single turbo diesel, 2.0 biturbo diesel and a 3.0-litre V6 turbo diesel.

Citroen C3 (2023) Launch Review

Stellantis South Africa is hoping to make a big splash with the new Citroen C3, which appears to be the ideal product with which to advance the French brand’s resurgence. We drove the award-winning newcomer at its local launch in Johannesburg.

What’s new with the Citroen C3?

It’s not often that a manufacturer launches a new vehicle at a far lower price point than its predecessor, but Citroen has done just that with the new C3, because the Double Chevron has made the decision to go back to basics and offer the model as a budget crossover rather than a quirky compact hatchback.

The Citroen C3 now offers 180 mm of ground clearance.

Those who recall the previous-gen C3 will remember it as a hatchback, but this model is now a budget crossover. That’s clearly in line with what most modern consumers want; the Citroen squarely targets the likes of the Renault Kiger, Nissan Magnite, Suzuki Ignis and even the Renault Kwid and Suzuki S-Presso.

One of the reasons that Citroen was able to reduce the price of this new model is the establishment of a new factory in India, which produces the C3. Reimagining the entire package, including the engine offering, also helped. Don’t assume Citroen has skimped on everything to make it cheap either – the C3 was recently awarded the World Urban Car of the Year title, so the brand may well be on the right track.

Full specs and pricing can be found here

What engine does the Citroen C3 have?

Citroen C3 rear — *Citroen’s 1.2-litre petrol engine compares favourably with its competitors.*

As of May 2023, there is just 1 engine available in the C3 range. It’s a naturally aspirated 1.2-litre petrol engine with 61 kW and 115 Nm of torque. If you look up the Citroen’s rivals by using our comparison tool, you will see the C3 has one of the most powerful engines in its segment. We drove the newcomer at the Reef (about 1 600 m above sea level), where it could have felt lethargic, but with 2 occupants aboard, the C3 performed adequately. It has perky acceleration in the first 3 gears, so should nip around town easily.

A 5-speed manual is the only gearbox available, but bosses at Citroen have confirmed that automatic (and possibly turbopetrol) versions of the C3 are on the cards for 2024. As it happens, the manual ‘box ably facilitates smooth progress; it has a light shift action and the clutch pedal is easy to modulate.

What’s the interior like?

Citroen C3 interior — *The interior blends a soupçon of typical French design with practical and budget-friendly plastics.*

Citroen is world-renowned for its quirky and stylish interiors and while there isn’t much room for “French flair” on a budget crossover, Citroen has done an admirable job of endowing the new C3 with distinctive design elements. I quite like the ornate rectangular air vents and the “anodised” dashboard trim.

The 10-inch touchscreen infotainment system is a benchmark for the segment (size-wise), although the panel does have a matte finish, which makes it look as if it’s lined with one of those aftermarket phone screen covers. Still, it supports wireless Apple Carplay and Android Auto, which is almost unheard of at this price point. There is 1 USB-A port at the front and 2 USB-A ports in the rear for charging devices.

A height-adjustable driver’s seat is also a rarity at this price point, although I feel Citroen may have missed a trick by not offering reach adjustment on the steering column – it only adjusts for rake (up and down). Nevertheless, the driving position is quite natural, even without the reach adjustment.

Citroen C3 Touchscreen — *The 10-inch touchscreen features wireless Apple Carplay and Android Auto.*

The seats feel suitably comfortable with firm side support, which, again, is a luxury in a new vehicle positioned at the C3’s level. The same goes for most of the trim in the cabin, which, while almost 100% plastic, seems neatly installed; when you prod or pull on them, they don’t seem noticeably loose-fitting.

The manually adjustable mirrors, meanwhile, are a bit of a throwback – I can’t remember when last I had to ask a front passenger to adjust the left-hand side mirror on my behalf, manually nogal.

The load bay seems reasonably sized and the rear seatback can fold forward as a single piece. The rear passenger space looks acceptable, but might be marginal with the front seats pushed all the way back.

What’s the Citroen C3 like to drive?

Citroen C3 static — *Ride quality appears to be reasonably good after our short first drive.*

I was pleasantly surprised by the new C3’s road manners. The ride quality seems quite good, even over Gauteng’s numerous speed bumps and patchy backroads. The driving experience won’t excite spirited drivers, but as a runabout, the Citroen corners dexterously and has a nicely weighted steering setup.

There is a bit of body roll (if you corner at slightly higher velocities), but that’s to be expected in a softly-sprung small crossover. Suffice it to say, it’s one of the better vehicles to drive at this end of the market.

How safe is the C3?

Citroen C3 orange dash — *2 airbags are standard along with ABS and EBD.*

The number of standard safety features in entry-level and budget cars has mercifully increased through the years and while the new Citroen C3 offers ABS with EBD and dual front airbags, the lack of electronic stability control is a pity – and something we simply cannot overlook. A quick look at the competition reveals that, of the comparative models we mentioned at the beginning, only the Suzuki models offer stability control across the range.

Rear parking sensors are fitted, but there isn’t an option to add a reverse-view camera for added peace of mind (especially if the driver is inexperienced). The omissions will probably be amended when more C3 derivatives are added to the lineup. For now, the entry-level 1.2 Feel is the only version available.

Citroen is offering some very keenly priced options for the new C3 in an Elegance Pack (R2 200), which incorporates chrome detailing on the door handles, bumpers, tail lamps and fog lamps. The Energy Pack (R2 700) comes with a distinctive rear spoiler and -skid plate. Alloy wheels will cost you R8 300 extra.

Citroen C3 Price & after-sales support

After-sales support has not been a virtue of French car manufacturers in South Africa, but Citroen’s local subsidiary has taken steps to ensure that parts will be readily available and distributed efficiently (when they’re required). The C3 is sold with a 5-year/100 000 km warranty and a 2-year/30 000 km service plan. I think if Citroen really wanted to show its commitment to service, it would have offered a 3-year/45 000 km plan as standard. In saying that, the 2-year service plan is in line with those of the C3’s rivals.

Citroen C3 1.2 Feel

R229 900

Summary

Citroen C3 wheelspin — *At its current price, the new C3 appears to be a good option in the budget car segment.*

This new Indian-built C3 might be the product that puts Citroen back on the map locally… It’s very keenly priced and has the right blend of modern interior technology and distinctive design to get heads turning.

The quality produced by the French brand’s Indian factory appears to be on par – if not slightly above – that of Renault/Nissan, but we’ll have to see if that still rings true after a thorough evaluation of the C3.

The engine feels perky enough to deal with our high-altitude cities (which host the biggest car markets in the country) and the good gearbox-clutch synchronisation makes it very easy to get used to the C3.

My only notable criticism pertains to the safety spec (the C3’s lack of electronic stability control), but the newcomer’s rivals also tend to lack that feature (because it’s a pricey feature to include). To sum up, at a time when interest rates are high and bargains are hard to find, the new C3 makes a good case for itself.

Subaru Crosstrek (2023) Price & Specs

Goodbye XV, hello Crosstrek! The new Subaru Crosstrek has touched down in South Africa. And we’ve uncovered pricing and specifications for this all-paw crossover…

Over its first 2 generations in South Africa, Subaru’s Impreza-based crossover was known as the XV. However, for the 3rd iteration, it’s switched to the Crosstrek badge. And now that model has touched down on local soil.

Like the XV it replaces, the new Subaru Crosstrek line-up comprises just a pair of derivatives, each employing the Japanese brand’s familiar naturally aspirated 2.0-litre, 4-cylinder Boxer petrol engine. With symmetrical all-wheel drive as standard, power again goes to all 4 corners via a continuously variable transmission (CVT) with paddle shifters and 8 pre-set steps.

In the Crosstrek, this horizontally opposed motor makes an unchanged 115 kW and 196 Nm, though now sips at a claimed 7.2 litres per 100 km, making it ever-so-slightly more efficient than before. Luggage space, meanwhile, is listed as 320 litres, while ground clearance comes in at 220 mm.

So, how much does the newcomer cost? Well, the Crosstrek 2.0-i L ES is priced from R579 000, while the Crosstrek 2.0-i S ES kicks off at R669 000. For the record, the outgoing XV 2.0i was last listed for R464 000, with the XV 2.0i-S ES having cost R531 000.

*Oasis Blue is one of 9 exterior colours offered on the new Crosstrek.*

Inside the new Crosstrek, you’ll find a portrait-orientated 11.6-inch touchscreen (with wireless Apple CarPlay and Android Auto) linked to a 6-speaker audio system, as well as a wireless smartphone charger and USB-A plus USB-C ports up front. There’s also a reversing camera, rain-sensing wipers and push-button start. While the Crosstrek 2.0-i L ES is fitted with fabric seats, the 2.0-i S ES upgrades to leather upholstery.

The flagship derivative furthermore rides on 18-inch alloy wheels (as opposed to the base model’s 17-inch items), while also scoring items such as a sunroof, LED (as opposed to halogen) daytime running lights, dusk-sensing (and steering-responsive) headlamps and an 8-way power-adjustable driver’s seat.

The S-badged model features a front-view monitor, a 360-degree camera system and high-beam assist, in addition to the blind-spot monitoring, lane-change assist and rear parking sensors offered on the L-badged version. Both derivatives, though, ship standard with Subaru’s 4th-generation EyeSight driver-assist system, which includes functions such as adaptive cruise control, pre-collision braking and pre-collision throttle management.

As many as 9 exterior paint colours are available for the new Crosstrek, including bright hues such as Sun Blaze Pearl, Pure Red and Oasis Blue.

How much does the new Subaru Crosstrek cost in South Africa?

Subaru Crosstrek 2.0-i L ES – R579 000

Subaru Crosstrek 2.0-i S ES – R669 000

A 5-year/150 000 km warranty and a 3-year/75 000 km maintenance plan (with intervals of 15 000 km) are included in the above purchase prices.

Toyota SA ‘studying’ 2.8 GD-6 engine for Land Cruiser 79

The evergreen Toyota Land Cruiser 79 may well receive 4-cylinder power in South Africa by the end of 2023, as the brand’s local division is currently “studying” the introduction of the 2.8 GD-6 engine…

Toyota South Africa Motors has confirmed to Cars.co.za it is “studying” the possibility of introducing a 4-cylinder version of the Land Cruiser 79 bakkie powered by the 2.8-litre turbodiesel engine already employed by the likes of the Hilux, Fortuner and Land Cruiser Prado.

Rumours out of both Japan and Australia have suggested Toyota could soon drop its ubiquitous 2.8 GD-6 engine into the Land Cruiser 70 series. We asked the Japanese firm’s South African division whether there were any such plans for the local range.

“The Land Cruiser 70 series is still one of our best sellers – with the pick-up version averaging around 245 units a month. We are certainly studying the 2.8-litre turbodiesel for local introduction but can only confirm the results of our study towards the end of the year,” a Toyota SA Motors spokesperson told us.

*The Land Cruiser 79 may well feature 4-cylinder power by the end of 2023.*

As a reminder, the current Land Cruiser 79 line-up comprises 6 derivatives (3 single- and 3 double-cab variants), with the choice of a trio of engines. There’s the 4.0-litre V6 petrol unit (170 kW/360 Nm), the 4.2-litre straight-6 diesel motor (96 kW/285 Nm) and the 4.5-litre V8 turbodiesel mill (151 kW/430 Nm).

The 8-cylinder 4.5D-4D engine is also employed by the Land Cruiser 76 station wagon, while the 4.2-litre oil-burner powers the special-order-only Land Cruiser 78 (aka Troopy). It’s not yet clear whether the 76- and 78-badged models are also in line for 4-pot power. Regardless, it seems likely the current 70 series engines would soldier on – rather than simply fall away – alongside the 2.8 GD-6, should the latter be introduced.

In applications such as the Fortuner and Prado, the Japanese firm’s widely used 2.8 GD-6 engine generates peak outputs of 150 kW and 500 Nm, while a detuned version is reserved for the Quantum. Of course, there is also a high-output iteration, which in the Hilux GR-Sport churns out 165 kW and 550 Nm. Though figures for the Land Cruiser 70 series have yet to be confirmed, it seems likely the 4-cylinder motor would offer more torque as well as improved fuel economy when compared with the aforementioned larger-capacity (and substantially older) engines.

*In the Toyota Hilux GR Sport, the 2.8 GD-6 engine makes 165 kW and 550 Nm.*

Should Toyota SA Motors’ feasibility study have a positive outcome, we would furthermore expect the 4-cylinder version of the Land Cruiser 79 to be available locally with an automatic transmission (at present, all derivatives in the 70 series range employ a manual gearbox). After all, the 2.8 GD-6 is already offered with a 6-speed auto in various applications.

In addition, overseas reports have suggested this proposed engine update for the 70 series could be accompanied by a few minor specification changes, including a new infotainment system and perhaps a different steering wheel. It remains to be seen whether such tweaks would be on the cards for the under-study SA-spec model, too.

As a reminder, the J70-generation Land Cruiser has been in production for nearly 40 years. It’s currently the oldest “new” vehicle available in South Africa, having been sold here in its current form (more or less) for more than 2 decades.

Kia Bakkie Set for 2025! Fresh Info on New Hilux Rival

Fresh details of Kia’s upcoming ladder-frame bakkie – billed as a “genuine” rival to the likes of the Toyota Hilux and expected in 2025 – have emerged. Here’s what we know…

There’s long been talk about Kia launching a ladder-frame bakkie to take on the likes of the Toyota Hilux and Ford Ranger. And now, thanks to official information reportedly shared by Kia’s headquarters with select dealerships in Australia (and promptly leaked to various publications), fresh details have emerged.

When asked about the new bakkie, Kia Australia released the following statement to various publications Down Under: “Kia is currently developing a future pick-up truck model that will be highly capable and fit for purpose. Additional details will be confirmed in due course.”

So, what else do we know, based on the leak? Well, though details are still frustratingly thin on the ground, reports from Aussie publications such as CarExpert and Drive claim the new 1-tonne bakkie – which was spied wearing camouflage late in 2022 – is known internally as the “TK” series. It will apparently ride on an “all-new” body-on-frame chassis rather than adopt a unibody configuration, and be offered in both single- and double-cab body styles.

The reports say the as-yet-unnamed Kia-badged bakkie is expected to hit showrooms in that country by 2025, with development having commenced back in 2020. The South Korean firm has reportedly promised its dealers the bakkie will be a “genuine and serious rival” to the Hilux and Ranger.

*The Mohave sold in South Korea employs a 3.0-litre V6 turbodiesel powerplant.*

As such, the TK series is being benchmarked against the segment’s strongest sellers and will apparently match them in terms of towing capacity and payload. So, expect a braked towing capacity of up to 3 500 kg and a load capacity of about a tonne.

What about engine options? Well, for now, all we know – based on information ostensibly shared with Aussie dealers, anyway – is the Kia bakkie will be offered with turbodiesel power. Of course, we’ve already written extensively about the powertrain options currently available to the South Korean firm, including its familiar 2.2-litre, 4-cylinder oil-burner (which makes 147 kW and 440 Nm in other applications).

There’s also a 3.0-litre V6 turbodiesel unit, which powers the Mohave large SUV offered in South Korea, delivering 191 kW and 560 Nm in that domestic-market model. This engine, of course, would allow the Kia bakkie to go toe-to-toe with the 6-cylinder diesel versions of the Ranger and closely related Volkswagen Amarok.

As an aside, back in March 2022, Kia announced plans to expand its all-electric vehicle range to as many as 14 models by 2027, while also confirming 2 will take the form of battery-powered bakkies. It’s not yet clear whether the new ladder-frame bakkie will eventually also be offered in electric form as well.

Regardless, the diesel-powered version looks like an absolute no-brainer for Kia Motors South Africa, considering the fact it will indeed be built in right-hand-drive form for Australia…

Hyundai Tucson N-Line (2023) Launch Review

The Hyundai Tucson N-Line has arrived; armed with a sporty body kit and all-wheel drive, it now heads up the Tucson range. We drive the new 2.0D N-Line AT AWD.

The 25th of May 2023 was the perfect day to try out Hyundai’s new flagship Tucson derivative in the Western Cape. And why? Because a typical winter cold front had arrived in the Cape of Storms, bringing with it sheets of rain and chilly temperatures. The rainfall was – in a word – torrential, which made the roads precariously slippery. An appropriate scenario to evaluate the all-wheel-drive newcomer, then.

Until recently, if you were looking for a turbodiesel-powered family car with all-wheel drive, your choices were limited to the VW Tiguan TDI 4Motion and Mazda CX-5 2.2 Akera. Hyundai has entered the chat.

What is Hyundai Tucson N-Line?

To refresh your memory, the N-Line treatment lends a sporty look to Hyundai’s mainstream offerings. Whereas performance-focused N models (such as the Kona N and i30 N) feature an array of cosmetic and mechanical upgrades, N-Line derivatives simply gain sporty bumpers, bigger wheels and a few eye-catching cabin accents compared with their standard siblings. In this case, the new Tucson flagship features striking 19-inch wheels, prominent exhaust ends, N-Line badging and a slightly different grille.

Still, a flagship derivative should incorporate more than exterior upgrades, so Hyundai’s added a few more features and all-wheel drive to make the newcomer stand out. The South Korean brand tends to apply grade-specific interior accoutrements sparingly, yet the newcomer’s cabin is adorned with metallic pedals, sporty trim, leather-and-suede seats, an N-branded transmission lever and a powered tailgate.

The engine on duty is the 2.0-litre 4-cylinder turbodiesel (the same as the one found in the second-from-the-top 2.0D Elite AT) – it has 137 kW and 416 Nm of torque on tap. The motor is paired with an 8-speed automatic transmission and Hyundai claims an average fuel economy figure of 6.5 L/100 km.

What features does it offer?

*The Tucson 2.0D N-Line AWD comes equipped with a comprehensive interior specification and -execution.*

As befitting the flagship derivative, the Hyundai Tucson N-Line comes comprehensively equipped. Plus, there are no optional extras at all, the list price of R799 900 is all-in. The N-Line is based on the Elite specification, so if you don’t need all-wheel drive and the sportier looks, then you could opt for that.

The list of standard features is exhaustive, but suffice it to say, most of the prerequisite luxuries (for the price), such as heated/ventilated seats, panoramic roof, heated steering wheel, wireless charging pad, Apple CarPlay/Android Auto, 10.25-inch digital display, drive modes, auto lights and -wipers, are fitted.

More: Hyundai Tucson N-Line: A comprehensive look at specifications, features and pricing

What is the Tucson N-Line like to drive?

Hyundai Tucson N-Line driving — *On-road manners are good, and that diesel is a punchy and frugal unit*

To reiterate, the Tucson 2.0D N-Line AT AWD’s launch took place on Cape Town’s wettest day of 2023 (thus far). Given the slippery roads, all-wheel drive helped to keep the Hyundai planted on the asphalt. The vehicle also offers off-road modes that dynamically adjust the drivetrain for low-grip conditions.

Our launch route incorporated stretches of the national highway and urban roads, before a detour on some farm roads, which had become exceptionally muddy as a result of the persistent precipitation.

*The test unit that the author drove in, um, driving rain.*

The Tucson 2.0D N-Line AT AWD’s ride quality is generally comfortable – we’re happy to report that the fitment of sporty-looking 19-inch wheels hasn’t made the ride too fidgety. The steering setup is nicely weighted; the ‘wheel has a light and quick action, yet offers sufficient feedback for a car in this segment.

When we were driving on a wet and muddy gravel road around Botrivier, we activated the 2.0D N-Line AT AWD’s drive-mode setting for mud and, despite the appalling conditions, the Tucson made steady progress and maintained its stability/composure. In such conditions, a 2-wheel-drive Tucson derivative would most certainly have struggled for traction… So, if your lifestyle will see you driving on unsealed road surfaces regularly, you might want to dig deep for the all-paw derivative in the Tucson line-up. But don’t start planning far-flung off-road adventures, because there’s only 181 mm of ground clearance.

*Note the subtle exhausts, body-coloured wheel arches and sporty wheels*

The engine-gearbox combo is well-proven and instils confidence: the turbodiesel mill only really makes itself heard if you flatten the accelerator pedal, but there is no need to deploy more than half throttle – a swathe of torque is readily available. The 8-speed automatic does a good job of seamlessly swopping cogs and the ‘box’s shifts are well-timed. All said, the powertrain feels stronger than its outputs suggest.

The best part? Despite some spirited driving (we’re motoring journalists!) we finished our test route with an indicated fuel economy figure of 6.7 L/100 km. And we utilised the default drive mode; if we selected Eco mode and employed a more measured driving style, we would have achieved an even lower figure.

How much does the Hyundai Tucson cost in SA?

The Hyundai Tucson is sold with a 5-year/150 000 km vehicle warranty, 7-year/200 000 km drivetrain warranty and a 6-year/90 000 km service plan.

Tucson 2.0 Premium AT	R561 900
Tucson 2.0 Executive AT	R613 900
Tucson 2.0 Elite AT	R683 900
Tucson 2.0D Elite AT	R749 900
Tucson 2.0D N-Line AT AWD	R799 900

Summary

The Hyundai Tucson has needed a flagship derivative since the current-gen model was launched in Mzansi in March 2022… and this sporty-looking all-wheel N-Line certainly ticks the proverbial boxes. Not only does the 2.0D N-Line AT AWD look the part – it’s also notably capable thanks to its clever all-paw system. Plus, it comes packed with tech, both in terms of convenience and semi-autonomous safety.

Should you buy one? The newcomer is a tempting prospect, if only for its impressive kerb presence, because all-wheel drive is not a must-have for family-car buyers. Nonetheless, the Hyundai Tucson range offers both petrol and diesel engines, as well as various levels of trim to satisfy most needs.

Search for a used Hyundai Tucson on Cars.co.za

Ford Everest Wildtrak / XLT (2023) Launch Review

Ford has bolstered its local Everest range with the introduction of the Everest XLT and Everest Wildtrak. Our adventure journalist, Gero Lilleike, sampled the newcomers in the Pilansberg this week.

What engines power the new Ford Everest?

What makes the Everest Wildtrak and XLT special?

How much does the new Ford Everest cost in South Africa?

What’s the Ford Everest Wildtrak like to drive?

What is the Ford Everest XLT like to drive?

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New V6-powered Ranger Raptor tackles Simola Hillclimb! Madness or Genius?

Ford South Africa thought it would be a good idea to showcase the new Ranger Raptor at SA’s premier motorsport event, the Knysna Simola Hillclimb.

Renault Captur (2023) Review

The 2nd-gen Renault Captur took a few years to make its way to South Africa, but now that it’s here, how does it stack up against the raft of new models in the Compact SUV segment?

FAST FACTS

Serious about buying/selling?

Where does the 2023 Renault Captur fit in?

How the Renault Captur fares in terms of…

Price and after-sales support

Verdict

Ford Everest Wildtrak / XLT (2023) Price & Spec

The Ford Everest range has been expanded to include a pocket-friendly Everest XLT and a new Everest Wildtrak derivative. Here’s how much they cost, plus what you get for your money.

Everest Wildtrak Features

Everest XLT Features

How much does the Ford Everest cost in South Africa?

Volkswagen Amarok Delta4x4 Revealed

This is the Volkswagen Amarok Delta4x4, the most offroad-capable bakkie made by the German tuner.

Citroen C3 (2023) Launch Review

Stellantis South Africa is hoping to make a big splash with the new Citroen C3, which appears to be the ideal product with which to advance the French brand’s resurgence. We drove the award-winning newcomer at its local launch in Johannesburg.

What’s new with the Citroen C3?

What engine does the Citroen C3 have?

What’s the interior like?

What’s the Citroen C3 like to drive?

How safe is the C3?

Citroen C3 Price & after-sales support

Summary

Subaru Crosstrek (2023) Price & Specs

Goodbye XV, hello Crosstrek! The new Subaru Crosstrek has touched down in South Africa. And we’ve uncovered pricing and specifications for this all-paw crossover…

How much does the new Subaru Crosstrek cost in South Africa?

Related content

Toyota SA ‘studying’ 2.8 GD-6 engine for Land Cruiser 79

The evergreen Toyota Land Cruiser 79 may well receive 4-cylinder power in South Africa by the end of 2023, as the brand’s local division is currently “studying” the introduction of the 2.8 GD-6 engine…

Related content

Kia Bakkie Set for 2025! Fresh Info on New Hilux Rival

Fresh details of Kia’s upcoming ladder-frame bakkie – billed as a “genuine” rival to the likes of the Toyota Hilux and expected in 2025 – have emerged. Here’s what we know…

Related content

Hyundai Tucson N-Line (2023) Launch Review

The Hyundai Tucson N-Line has arrived; armed with a sporty body kit and all-wheel drive, it now heads up the Tucson range. We drive the new 2.0D N-Line AT AWD.

What is Hyundai Tucson N-Line?

What features does it offer?

What is the Tucson N-Line like to drive?

How much does the Hyundai Tucson cost in SA?

Summary