Refreshed Porsche Cayenne’s New Interior Unwrapped
Porsche has revealed the extensively updated interior of the upcoming facelifted Cayenne, handing the SUV an interesting mix of digital and analogue controls…
The facelifted Porsche Cayenne will be fully revealed on 18 April 2023 at the Auto Shanghai show in China, but the Zuffenhausen-based firm has released images of its best-selling SUV’s extensively overhauled interior a little early.
The company describes the new Porsche Driver Experience arrangement as a “ground-breaking display and control concept”, saying it has completely redesigned the entire instrument panel, centre console and upper part of the inside of the doors. As you’ve no doubt noticed, the new cockpit borrows numerous elements from the fully electric Taycan, including a free-standing digital instrument cluster.
As in the Taycan, this configurable 12.6-inch curved display does not require a hood. Various modes are on offer, including a “classic” setting, which Porsche says transfers the trademark 5-tube cluster design into the digital age.
The automatic gear selector has furthermore been relocated to the facia, freeing up room on the likewise redesigned centre console for a large air-conditioning controller (not to mention more storage space). In addition, Porsche will offer an optional passenger display in the refreshed Bratislava-built Cayenne.
A sketch of the refreshed Cayenne’s cabin (and a hint of the rear styling, too).
Porsche says it placed focus on achieving the “right balance between digital and analogue elements”. Yes, that means despite all the digital elements, there are also a number of traditional physical controls. The redesigned control lever for the various driver-assistance systems, for instance, is now sited on the redesigned steering wheel, as is the drive-mode switch. Meanwhile, the air-con control panel combines touch recognition, haptic feedback and mechanical switches. There’s also a physical volume controller.
The 12.3-inch central screen is joined by an optionally integrated 10.9-inch passenger display. The additional touchscreen cannot be seen from the driver’s seat (thanks to a special foiling), which the German firm says ensures the driver won’t be distracted.
Finally, the updated Cayenne receives a cooled smartphone storage area, complete with inductive charging, along with extended integration of online services and a pair of fast-charging USB-C ports in the front storage compartment (plus another 2 in the rear area of the centre console).
Look out for the full reveal of the facelifted Cayenne on 18 April 2023, when we’ll find out more about exterior design changes, powertrain upgrades and further under-the-skin alterations.
Meet the first-ever full production Lambo with both a V12 and electrification, its the Lamborghini Revuelto and its armed with over 1000 hp!
The new Lamborghini Revuelto is the brand’s 6th new V12-powered Lambo in 60 years and it represents a new chapter in the brand’s story.
The big news is the 6.5-litre V12 engine is an updated and enhanced version of the Aventador’s, but there’s a power boost, making it the most powerful road-going 12-cylinder motor. There’s 600 kW and 725 Nm, but that’s not including the new hybrid tech.
There are three electric motors, with two on the front axle and one located in the new 8-speed dual-clutch transmission that powers the rear wheels. There’s motors each make around 108 kW. Impressively, the car can run on electric power only, but power is restricted to 130 kW as the V12 stays silent. With this hybrid setup, the Revuelto is all-wheel drive and has torque vectoring capability. There’s a 3.8 kWh battery pack.
With both the petrol V12 and three electric motors working in harmony, 1 001 hp (736 kW) is on offer. Dial up the launch control and the Lamborghini Revuelto will sprint to 100 kph in 2.5 seconds, hit 200 kph in under 7 seconds and go to a top speed of 350 kph.
Customers will be able to playing with the various driving modes, one of which is all-new. Citta (City) put the Revuelto into all-electric mode, but your favourites like Strada, Sport and Corsa are there too, if you want access to the V12. Sport mode now has three sub-modes; Recharge, Hybrid and Performance.
Despite its performance credentials, the Lamborghini Revuelto boasts quite a number of creature comforts and is the first Lambo to get a proper safety suite that includes things like lane-departure warning, blind spot, adaptive cruise control and rear-cross traffic alert. The car will come with goodies like LED Matrix headlights, over-the-air updates and connectivity like SiriusXM satellite radio and Amazon Alexa.
This is a new chapter for Lamborghini as there’ll be a convertible and faster, track-focused versions of the Revuelto, but critically, it heralds the electric age for the brand.
Why you don’t need a double-cab 4×4 with low range
There’s guessing – and there’s knowing. And in a world of measurable and trackable everything, we know much more. And guess a lot less. Or at least, we should. And when in doubt, there’s always the ChatGPT option…
Double-cab bakkies are very expensive, but they remain in terrific demand. It is a market reality that, in our country, the traditional luxury sedan market has been conquested by double-cabs. Whereas the majority of South African upper-middle-class family car buyers bought a BMW 3 Series or Mercedes-Benz C-Class in the early 2000s, their vehicle asset of choice is now a Toyota Hilux or Ford Ranger.
This migration of luxury sedan buyers into double-cab bakkies has its consequences, because wealthy South Africans still live in the suburbs… okay, okay, the overwhelming majority of them do. They don’t live on farms. And double-cab bakkies, despite their leather-trimmed cabins festooned with big infotainment touchscreens, are fundamentally designed to work on farms. Not suburbs. Especially the 4×4 versions.
This is where the question of guessing or knowing applies. Why would you buy a vehicle specification with an expensive feature that you’ll never use? And the double-cab 4×4 bakkie is exactly that. Why? Because it has a low-range transfer case, which is rarely engaged – often, never.
How often is that selector dial turned fully clockwise?
Very few double-cab 4x4s ever go ‘4L’
There are double-cab bakkie owners who live in the suburbs and occasionally journey into Botswana, Mozambique, Lesotho, Namibia or Zambia. They’ll use low-range gearing (4L) for a few driving hours on those adventure vacations. But they are in the minority.
In truth, many Hilux or Ranger double-cab 4×4 owners rarely engage low-range. And that’s such a waste, because they’ve paid for an effectively redundant mechanical feature that defines their vehicle choices. It begs the question: are most double-cab 4x4s surplus to requirements?
“No, they aren’t, because driving in 4×4 is much safer than 4×2, on dirt roads.” That’s true, in principle, but the theory around 4×4 traction and dirt road driving safety has changed significantly in the last 10 or so years. Why? Electronic stability control has become a standard feature in most double-cab bakkies.
Double-cab 4x2s have become much safer on dirt roads
I’ve done a lot of dirt road driving – over the worst corrugations imaginable. And I’ve rounded dirt road corners, where wind-blown sand ridges frame the apex. And yes, I always engage 4H on these journeys, believing the slight four-wheel-drive understeer bias will keep the rear axle from getting too wayward.
But there’s a caveat. All my dirt road journeys in the late 2000s and early 2010s, were in 4×4 bakkies without electronic stability control (ESP). The only traction enhancement and stability guardianship at my disposal was mechanical – by engaging 4H.
In the current market, all American and Japanese double-cab bakkies on sale in South Africa feature ESP. And that makes 4×4 traction and tracking stability, less of an absolute benefit for safer dirt-road driving. Framed differently: which is the safer vehicle to drive on an unscraped dirt road? A legacy double-cab 4×4 without ESP and 4H engaged, or a newer double-cab 4×2, with ESP on? It’s a tricky question.
You don’t need low-range for this kind of off-road jaunt.
Low-range is overkill for 99% of your driving experience
If ESP makes a double-cab 4×2 much safer on tricky dirt roads, why bother with the 4×4? Especially if you’ll never use the low-range (4L) of that 2-speed transfer case? This is important. I am not disputing the absolute utility of 4H, but I am casting doubt on the value of 4L for most double-cab 4×4 owners.
The double-cab bakkie is not going to revert to farm life. These vehicles will continue proliferating in the ownership profile of urban buyers, as family vehicles. And if you can save money by not buying a 4×4 configuration you’ll never use, why wouldn’t you? Why should you pay for 4L, if you only need 4H?
“But I want 4×4 traction, for sand driving and accessing a remote Airbnb cabin, atop a climb with cross-axle terrain?” Okay. Sure. Volkswagen’s first Amarok proved you don’t need low-range gearing for that. Just an automatic transmission with a really short 1st gear, lots of engine power and a lockable rear diff.
Bakkies are coming to market with more powerful engines, which solves part of that equation. Automatic transmissions are gaining gears, not losing them. And rear differential locks are now near-ubiquitous.
Bakkies have become more powerful, negating the need for low-range in many sand-driving scenarios.
You’ll probably never use low-range
The kind of terrain that requires 4L isn’t something your family will enjoy exploring while seated in a double-cab bakkie. Trust us. Every time you venture into low-range 4×4 terrain, the risk of cosmetic vehicle damage is huge. Have you priced a new bumper or fender on a R900 000 double-cab? Quite.
Dirt-road travelling is a lived reality for the South African driving experience. Unlike many other global bakkie markets, South Africans journey on dirt roads for adventure, not only utility. Unless you drive on dirt roads weekly, they can be tricky to traverse.
Any assistance system that helps a driver operate safer on dirt roads is valuable. But the question is which configuration of double-cab, contextual of price, is the best solution? Because it could be a drivetrain hybrid between the current 4×4 and 4×2 double-cabs.
A double-cab 4×4 with ESP engaged and running in 4H is the safest dirt-road-journeying vehicle of its type. But you still carry the cost, complexity and weight of a transfer case with low-range, which you probably don’t need and might never use. Is there a market for double-cab bakkies with only 4H?
The original Amarok V6 demonstrates why lots of primary gears and power, can make low-range redundant.
VW had the right idea
When you compare bakkies in the R900 000 to R1-million pricing spectrum, the difference between a 4×2 and 4×4 double-cab (of similar trim and specification) is about R50 000. That difference in pricing equates to about a year’s diesel double-cab running costs.
Wealthy buyers are often strangely price-sensitive when they feel shortchanged by unrealised value. Yet it’s strange how they keep absorbing the opportunity cost of paying for a mechanical feature they don’t want (or need) when buying a double-cab 4×4.
Many would prefer a double-cab 4×4 with only 4H. There’s no guessing: we know that is the most appropriate South African double-cab bakkie configuration for most buyers. Volkwagen’s previous-generation Amarok 3.0 V6 TDI proved this to be fact.
The question is: Which current bakkie model range might offer a 4H-only double-cab 4×4 again?
Much has been said about the polarising styling of the BMW XM, but does the petrol-electric hybrid SUV deliver a driving experience that’s impressive enough to silence the critics? Ciro De Siena travelled to Arizona to drive the newcomer!
What is the XM? It’s the first completely bespoke M car since the M1: a plug-in hybrid SUV with all-wheel drive, powered by the twin-turbo 4.4-litre V8 of the M5 super sedan, which is mated with a 145-kW electric motor that is built into the 8-speed automatic transmission.
Now I can almost hear what some of you are thinking: “How did the BMW M division go from making a car like the M1 (the Giugiaro-designed supercar, of which 453 units were produced from 1978 to 1981) to a vehicle like the XM?”
Well, it’s fair to say that the world has changed significantly since the M1 came out in the late Seventies and, while car companies must obviously keep up with the times if they want to stay in business, I do feel like BMW set out to make something rather special here.
For starters, the XM is more powerful than a Lamborghini Urus! In North American parlance, it has 653 horsepower (480 kW) and 800 Nm of torque and this Heffalump is said to blitz from 0 to 100 kph in 4.3 seconds, which is the same time quoted for the new M2 manual.
So, yeah, it’s VERY quick, but being fast is not enough for BMW. The M Division wants to ensure that its cars are highly dynamic; that’s why it devised a launch route in the Arizona mountains – so that we can get a feeling for what the XM is like through the twisties.
So then, what’s the new BMW XM like to drive?
Despite its heft, the XM delivers stonking performance from its plug-in-hybrid powertrain.
I was immediately impressed with the multitude of experiences that the XM can offer its pilot. For example, you can press the M hybrid button (this is the first car to ever have an M hybrid button) and what it does is lock the vehicle into electric mode – BMW claims that you can travel up to a maximum of 90 km (all the way up to 140 kph) in pure electric mode.
In other words, you get the EV experience (in a way, a sort of spaceship experience) and then, along with the electric mode, you hear very cool Hans Zimmer “iconic sounds” that grow in intensity as you accelerate… It doesn’t necessarily get louder, just sort of more intense. It’s tricky to describe, but the effect is very clever; Mr Zimmer is a really smart guy.
The XM’s face is sure to divide opinions but it will attract eyes regardless.
And then you can switch the BMW XM into hybrid mode and get the full benefits of the drivetrain (the electric motor, the twin-turbocharged 4.4-litre V8 and its 8-speed ‘box) and, when cruising around town, you discern just a little whiff (or faint taste) of that V8 combined with the Hans Zimmer sci-fi audio effects. All in all, it’s a fascinating aural experience.
So, the BMW XM can be a comfortable performance SUV, a comfortable “EV” and you can plug it in to maximise its electric range. Of course, it can also regenerate energy – in fact, the BMW’s indicated range actually went up while I was driving it (sedately) in hybrid mode – the full electric range, that is. Clearly, this is a very broad-spectrum car with many talents.
I don’t see why you couldn’t daily this car if you wanted something that really really stood out, but this is an M car at the end of the day, there are 2 M buttons on the steering wheel (M1 and M2, in bright red) and carbon-fibre shift paddles.
Does the BMW XM perform like an M car?
The XM is more dynamically capable than you’d expect, perhaps comparable to a BMW M5.
Suffice it to say, when I got the rare opportunity to unleash all 480 of the BMW’s kilowatts, I was instantly thrown back in the driver’s seat. The BMW XM may be a heavy car (it tips the scales at just under 2.8 tonnes), but it positively hurtles towards the horizon.
You really can feel the electric motor filling in that initial hole in the torque that you might expect from an engine with large turbos. You really do get virtually linear power delivery out of this drivetrain, which is amazing – that’s like the Holy Grail of what BMW does (linear power delivery) and it’s managed to integrate that into a giant all-wheel-drive hybrid SUV.
The Lamborghini Urus has 650 horsepower. This has 653, so I imagine the M Division’s big wigs said: “Oh gents, just um, turn up the wick a little to get those extra three in there.”
The potent XM Label Red is due in South Africa in 2023.
Not the Red Label (that’s what I called it earlier by mistake, but was swiftly corrected), it is the Label Red and, just for fun, it has another 70 kW and an extra 200 Nm. You’re looking at 550 kW and 1 000 Newton meters in that car (with some extra red bits on the outside).
Meanwhile, the BMW XM’s suspension setup feels better than that of the other bonkers SUV the Munich-based brand makes – the X6 M (quite possibly my least favourite BMW). In that car, the suspension never feels quite happy about itself; it never feels quite settled; you get this sort of weird weight-shifting mid-corner, which doesn’t inspire a lot of confidence.
But the XM is completely different. While I drove it, I felt I knew exactly what each of its tyres was doing. In a way, the XM’s driving experience is more akin to that of an M5 than an X6 M… It just seems significantly more settled and much more planted than the latter; I felt like I could explore its limits with confidence – that’s the mark of a great luxury sportscar.
What about the XM’s interior?
The XM’s tech-laden cabin envelops the driver but the execution is familiar.
BMW has also done a fine job of making the XM’s cabin shrink around the driver; this is a sizeable vehicle – when you’re behind the ‘wheel, the A-pillar on the front passenger’s side feels like it’s very far away from you, but the centre console is quite wide and the curve of the armrest sort of comes out towards you. As for the aft accommodation, there really is an enormous amount of occupant space at the back – it’s a big highlight of the cabin layout.
The front seats are decidedly sporty. Even though they offer massage functions (among other things), they’re neither as shapely, nor as bolstered, as those you get in an M4 coupe, for example, but the driver sits in more of a bucket seat than a plush luxury-GT chair. The steering wheel is an M ‘wheel that’s been transplanted from an M4, M5 or indeed, X6 M.
Overall, it’s amazing how the XM’s cockpit seems to match the multitude of talents that the model offers. When you’re cruising around in BMW’s newcomer, it’s a big, comfortable cruiser and when you’re having a bit of fun on a twisty road, it feels like a snug sportscar.
The rear passenger quarter is properly capacious and suitably comfortable.
Summary
Considering that the BMW XM’s starting price is R3.4 million, BMW South Africa is unlikely to sell many units of this model (how much stock it will be allocated is another story), but when you see one, you will turn to look at it – it really is an attention-grabbing machine.
Yes, the design is divisive, but BMW probably did that on purpose. The Bavarian brand wants you to look at the XM no matter what and it accomplished its mission in that regard.
But for your 3 and a half million Rand, you will get a car that offers exemplary rear-passenger comfort, notable driver engagement and the complete “sports luxury barge” experience that would get if you bought an M5, but in a massive SUV package, which is obviously very desirable – this is the kind of car that opulent buyers want these days.
The XM is a lot of car. It’s many different cars in one – and that’s what I like most about it.
Another Off-Road Special? Ford Ranger Tremor Revealed!
First the Stormtrak, then the Wildtrak X and now the Ford Ranger Tremor. Yes, the Blue Oval brand has revealed yet another derivative of its new bakkie…
Ford in Europe has whipped the wraps off its new Ranger Tremor, an “off-road focused” version of the double-cab bakkie featuring a “substantially reworked chassis” with special suspension upgrades.
The Ranger Tremor is based on the XLT derivative but shares various chassis and technology upgrades – plus the new full-time all-wheel-drive system – with the recently revealed Wildtrak X. Like that higher-spec model, Ford says the Tremor has been designed for buyers who require “enhanced capability in challenging off-road conditions”.
Upgrades over the XLT include position‑sensitive Bilstein dampers, off-road-focused driver-assistance systems (such as Trail Turn Assist and Trail Control), all-terrain tyres and model-specific styling. There’s also the Dearborn-based firm’s new Flexible Rack System – optional on the Tremor and comprising a folding roof rack with adjustable sliding rear load hoop – designed to maximise load-carrying ability for longer items.
Note the Ranger Tremor’s twin front tow hooks.
Like the Wildtrak X, the Ranger Tremor scores a 26 mm increase in ride height plus a 30 mm wider track. Distinctive exterior updates include extended wheel-arch mouldings, a long-leg tubular sportsbar, cast aluminium side steps and exposed twin front tow hooks. This derivative furthermore features Boulder Grey exterior details and a dark finish for its grille.
Inside, you’ll find water-resistant vinyl trim that Ford promises is easy to clean. The pre-wired overhead switch pack, meanwhile, is optional on this model in Europe, offering 6 inputs for winches, LED light bars and other accessories.
Mirroring the approach taken with the Wildtrak X, the Euro-spec Ranger Tremor – a nameplate with a history that stretches back to 2002 – is offered exclusively with the 2.0-litre, 4-cylinder bi-turbodiesel engine, which here generates 150 kW and 500 Nm (delivered to all 4 corners courtesy of a 10-speed automatic transmission).
So, will the new Ranger Tremor be offered in South Africa? Well, Ford Motor Company of Southern Africa has remained tight-lipped on the matter, though it’s worth noting Ranger units for European markets are sourced from the Silverton facility in Gauteng…
The class of 2023 crossovers has grown dramatically, at the expense of the regular hatchback. With a raised driving position and extra millimetres of ground clearance, a crossover makes more sense to some. We look at the current offerings.
It’s sad to see the demise of the C-segment hatchback. Vehicles like the Volkswagen Golf, Ford Focus, Opel Astra, Kia Cerato, Renault Megane and so on were mainstays of the motoring scene just a few years ago, but now they’ve mostly disappeared with just a handful of fringe performance derivatives like the Golf GTI and i30 N left.
Where have those customers gone? The answer is simple, they’ve migrated to high-riding crossovers and SUVs. The market for these two bodystyles has grown dramatically over the past decade, and we’re at the stage now where a few brands just sell SUVs. In this Buyer’s Guide, we look at the current 2023 Crossovers, weigh up the pros and cons of each, and share our pick of the range. Pricing is accurate as of March/April 2023.
For the latest and most up-to-date pricing and specifications, please consult our New Car Guide.
2023 Crossovers on Sale
Volkswagen T-Roc
The Volkswagen SUV range is all-encompassing, but the model which we feel is a great crossover is the T-Roc. There are two derivatives on offer, a 1.4 auto and a 2.0 DSG with all-wheel drive. Launched in late 2021, an update arrived 2022, meaning you can either go for the latest version or grab a demo bargain. Or, look at the new Volkswagen Taigo.
From the school of stylish and nice-to-drive Mazda SUVs comes… another stylish and nice-to-drive Mazda called the CX-30.
The CX-30 is understood to bridge the gap between the CX-3 and CX-5, but in reality, it doesn’t as there’s some overlap. Mazda has equipped its crossover with a generous helping of standard features; in contrast with some of its competitors, there isn’t a myriad of optional-extra boxes that may need to be ticked. The CX-30 is great to drive, albeit a bit on the firmer side, but the steering setup and refinement are top-notch.
The newest kid on the block is the strikingly-styled Mokka, a new generation of Opel product.
What you see is one really interesting-looking vehicle. The new Mokka is a huge leap forward for the brand and we like what we see. There’s a 1.2 turbo summoning 96 kW and 230 Nm, paired to an 8-speed automatic. The cabin really looks fashionable and futuristic, plus it appears to be reasonably well assembled.
The Peugeot 2008 brings some fresh looks and a well thought out cabin to the party.
Sharing the same platform as the new Opel Mokka, comes the Peugeot 2008. It also features the same 1.2-litre turbo petrol engine with 96 kW and 230 Nm. The quirky seating position and small steering wheel won’t win everyone over, but the drive performance compares favourably with its rivals in this segment. Our impressions of the new Peugeot 2008 are mostly positive; we think it makes a strong case for itself, especially for style-conscious buyers who are looking for something with a bit more flair and that interior is especially tasty.
Price range: R454 900 – R544 900
Pick of the range: 1.2 Allure
Reason to buy: Gorgeous looks inside and out, great to drive,
Toyota’s C-HR makes an interesting case for itself with funky styling and a decent powertrain.
The C-HR is a niche offering in Toyota’s stable with its head-turning styling and edgy packaging. An updated C-HR came to market in 2020, ushering in much-needed connectivity and safety upgrades. A hybrid model was offered previously, but now the range comprises just 1.2-litre turbocharged petrol derivatives with varying trim levels.
Price Range: R459 500 – R576 900
Pick of the Range: 1.2 Plus
Reason to Buy: Comfortable, generous level of tech and features, Toyota ownership.
Criticisms: Rearward visibility is poor due to an oversize C-pillar, Rear passenger space is also on the tight side and the load bay is small for a car in this segment. All-new model due in 2023.
Recently updated, the Hyundai Kona is one of the more interesting offerings in the segment.
The revised crossover comes with more of a generous specification level and a bigger load bay than before. There are four models to choose from and all come with excellent levels of standard features. The Kona’s driving experience is perfectly fair, for the most part, but for a model that is meant to turn heads and exude sportiness, Hyundai may have missed a trick by not giving it a little more handling enthusiasm. Good thing there’s a hot N version then. A new model is due in SA in October 2023.
The Kia Seltos has been a popular model and comes in with generous features, good space and exceptional value for money.
The Seltos has much to offer and, like so many contemporary Kia products, it’s instantly likeable and has oodles of showroom appeal. Customers can pick from adequate naturally-aspirated petrol engines, a turbocharged petrol flagship, or our choice, a potent yet frugal diesel motor. There are three trim levels too. Prospective buyers will be happy to know that the Seltos’ perceived interior build quality is generally quite good plus the Seltos is larger than most of its direct rivals and its roominess is immediately apparent when you slide into the driver’s seat.
The Haval Jolion has captured the SA motoring landscape with a value for money offering.
Offering striking design, an almost unbelievable list of standard features, a bigger body than most of its rivals, a decent manufacturer warranty and at prices that appear to have been misprinted, it is very hard to ignore the Haval Jolion. There are 5 models on offer, all sharing the same 1.5-litre turbo petrol, with the option of a manual or automatic gearbox. There are 5 trim levels and a new efficient hybrid derivative that addresses some of the fuel consumption concerns. The Jolion drives and rides comfortably on most surfaces, but it does feel somewhat firm.
It has taken some time getting to SA, but finally after a long way, the new Renault Captur is here. Gone are the tiny 0.9-litre 3-cyl engines and in their place comes a potent 1.3-litre turbo 4-cylinder, offering power and torque in abundance. There are two trim levels, but both are reasonably well equipped. Clever packaging and usage of space makes the Captur one of the most practical offerings.
The iX1 is an all-electric version of the compact luxury SUV. We’ve uncovered prices and specs for the newcomer.
The electrified BMW iX1 will be hitting showrooms very soon and thanks to the configurator going live, we now get a taste of what’s to come in terms of pricing and specification. Pricing starts from R1 140 000 and the rivals to the BMW iX1 include the Volvo XC40 BEV as well as the Mercedes-Benz EQA/EQB.
You can spot the difference between the iX1 and its conventionally-powered siblings as the former has a subtle blue halo around the BMW logo, a small ‘i’ badge on the front and rear as well as a slightly different cabin.
Inside, the talking points will be the new iDrive 8 operating system, complete with a large curved screen that stretches from the driver side to the central infotainment screen. There’s a new transmission tunnel that loses a conventional gear knob in favour of a small and discrete selector.
As far as engine and performance goes, the new BMW iX1 xDrive30 features a 200 kW and 494 Nm setup, giving it a claimed 0-100 kph time of 5.6 seconds and thanks to a battery pack of 64.7 kWh, a range of up to 440 km is possible. The vehicle supports a maximum DC charge power of 130 kW.
Customers will be able to choose from xLine or M Sport trim levels, and BMW SA is offering quite a few package options to enhance the iX1. The Equipment package (R24 500) includes things like adaptive LED headlights, wireless charging cradle, comfort access and something BMW calls “heated steering wheel preparation” and “heated seat preparation”, which leads us to believe that the hardware will be installed, but the heating functionality will be via subscription.
The Deluxe package (R40 000) adds Harman Kardon audio, panoramic roof and a towbar. The Equipment Package Professional (R43 500) adds BMW Live Cockpit Professional, heads-up display, adaptive LED headlights, heated seats and steering preparation, and parking assist plus to name but a few.
How much does the new BMW iX1 cost in South Africa?
iX1 xLine R1 140 000
iX1 M Sport R1 180 000
Renault Captur (2023) Launch Review
The new Renault Captur has finally arrived on local soil. With the upper end of the small crossover segment teeming with new models, is this (now 3-year-old) French contender worthy of your consideration? We headed to KwaZulu-Natal to find out.
Renault was one of many car companies that were hamstrung by semiconductor chip shortages, production stoppages and shipping challenges because of the Covid-19 pandemic; as a result, several models arrived in Mzansi quite long after their international debut – the new-generation Captur is just one example. It was revealed in 2020, but is only making its debut in local showrooms at the end of the first quarter of 2023; in fact, the model that’s sold in Europe is due for a facelift at some point next year!
Still, Renault South Africa recorded its best year in 2022, thanks to selling a significant number of Kwid and Kiger derivatives. It’s currently the 5th biggest carmaker in SA in terms of new passenger-car sales.
Last week, Renault South Africa presented the new Captur confidently – during its media presentation, the French marque benchmarked its small crossover against several strong-selling rivals. The newcomer competes with the Kia Seltos, Haval Jolion and Volkswagen T-Cross (which also cost around the R500k mark); the Opel Mokka, Peugeot 2008, Hyundai Creta and Chery Tiggo 7 Pro are also strong candidates.
What’s new on the Renault Captur?
The Renault Captur has garnered more than 1.5 million sales globally (of which 11 500 units have found homes in South Africa). The Captur’s high popularity can be attributed to the market’s predilection for small crossovers that offer raised ride heights (and -driving positions); the C-segment hatchback market has declined substantially (hence the Megane’s demise) and even the smaller Clio’s sales are lacklustre.
So, what’s new? Quite a bit! The Captur’s dimensions have increased notably, which, of course, benefits cabin space. The Captur is 107 mm longer than before and its wheelbase has been stretched by 33 mm. The new range features a single (and familiar) powerplant – it’s a 1.3-litre 4-cylinder turbopetrol motor, which also powers the Mercedes-Benz A200 and Nissan Qashqai. In the Renault, the engine produces 113 kW/270 Nm and drives the model’s front wheels via a 7-speed dual-clutch auto transmission.
Customers have 2 Renault Captur derivatives to choose from: Zen and Intens, with the latter boasting more safety-, tech- and comfort comforts.
The Spanish-built Renault Captur’s cabin looks and feels upmarket. There are more than a few elements from the Renault Clio 5 in here, which is a good thing, because the B-segment hatch’s cabin is one of its finest aspects. The biggest talking point is the portrait-orientated infotainment screen that’s perched on the fascia. It’s a little in-your-face, but it has crisp graphics and its user experience is straightforward.
As far as the level of fit-and-finish is concerned, the Renault Captur is relatively luxurious and certainly market-relevant, which is commendable for a 3-year-old car! There is no shortage of soft-touch plastics and, while leather seat trim is not available, the standard fabric cloth upholstery is more than adequate.
We reckon Renault dealers will have leather-trim specialists (or ‘trimmers, as they are referred to in the after-sales market) on standby for customers who really want to sit on hide! The floating transmission shelf didn’t feel particularly substantial, however… there are a few odd, cheap-feeling parts in the cabin.
Both derivatives come well equipped with standard features and, unsurprisingly, the top-of-the-range Intens derivative is the one you really want (if you can afford the R45k premium). It has a slightly larger infotainment screen, a digital instrument cluster and some additional other features. Based on a quick comparison using our Cars.co.za tool, affordability is the only reason for choosing the entry-level Zen.
Renault pitches the Captur as a highly practical small crossover and, in truth, the model’s claimed figures make for impressive reading. With a stated capacity of 404 litres, the Captur has the second biggest load bay in its class (behind the Kia Seltos) and, with both rear seats folded, you get 1 275 litres of utility space, making it one of the most capacious models in its segment. The rear bench slides fore and aft so that you can free up more legroom for the rear occupants at the expense of luggage space, or vice versa.
What’s the Renault Captur like to drive?
Plus, with 113 kW and 270 Nm on tap, the Captur is one of the punchier vehicles in this segment. The 1.3 litre is a smooth engine that delivers all of its grunt quickly and efficiently (it only becomes rowdy once it revs beyond 4 500 rpm). But, most customers won’t be stretching the Captur’s legs quite like we did.
Our test route took us through lush and leafy suburbs and there were plenty of hills for the Captur to climb. Impressively, the powertrain took it all in its stride – at no point did the motor feel “out of puff”.
The latest generation dual-clutch transmission in this Captur shifts smoothly and quickly, which is a far cry from the dithering unit in the previous model. The transmission selector sits atop a floating shelf and really looks the part. There are gearshift paddles on the ‘wheel, but they’re not very satisfying to use and besides, you’re unlikely to need them very often – the ‘box is particularly well-calibrated to the engine.
As far as ride comfort is concerned, the Renault Captur represents a notable improvement over the old model. Even when riding on 17-inch wheels, the ride quality is pliant; the suspension absorbs most of the bumps on poorer-quality road surfaces and despite its high-riding stance, there’s less roll than you’d expect. The steering setup is excellent too; it’s suitably quick and responsive, but also well-weighted.
We’d like to spend more time with the new Captur before passing a final verdict, because our launch route was only about 40 km long, but first impressions are promising. One final note, at the conclusion of our test drive, we were impressed to see that the Renault’s trip computer indicated an average fuel consumption figure of 5.9 L/100 km, which was better than the manufacturer’s claim (6.6 L/100 km).
New Renault Captur price in SA
Renault Captur 1.3L Turbo EDC Zen
R454 999
Renault Captur 1.3L Turbo EDC Intens
R499 999
The new Renault Captur comes with a 5-year/150 000 km mechanical warranty, a 3-year/45 000 km service plan, as well as a 6-year anti-corrosion warranty. Service intervals are every 15 000 km or 12 months, whichever comes first. A metallic paint finish costs R2 999 extra.
Summary
Despite its rather belated arrival – the model is already 3 years old – the Renault Captur incorporates all the elements required to be a successful player in Mzansi’s ultra-competitive small crossover segment.
It looks still looks fresh and distinctive, its engine performs willingly and its transmission operates oh-so-smoothly. The Captur is also spacious and comfortable; compared with its predecessor, which offered a satisfactory driving experience, but felt thin and flimsy, it’s chalk and cheese. If only Renault SA could have launched this vehicle in our market sooner; let’s see whether the new Captur will achieve success.
New Ford Ranger (2023) Single-Cab and Super Cab Price & Specs
Ford has launched Single-Cab and Super Cab versions of its new Ranger, which are now available in local showrooms. Here’s how much you’ll pay…
With double-cab models already at dealerships around South Africa, local buyers can now purchase Single-Cab and Super Cab derivatives from Ford dealerships nationwide.
The biggest news is the expansion of the Wildtrak specification to include the Super Cab body style (but more on that a little later). Single cabs start at R464 200 and run through to R545 000, while Super Cabs kick off at R485 400 and top out at R772 800. Note, however, a service plan is not included in the price of these Silverton-built bakkies.
The single-cab Ranger in XL specification.
The single-cab line-up comprises 4 derivatives, each using the Dearborn-based automaker’s single-turbo 2.0-litre, 4-cylinder diesel (2.0L SiT) engine, which delivers 125 kW and 405 Nm through either a 6-speed manual gearbox or an automatic transmission with the same number of cogs. There’s also the choice of 4×2 or electronic shift-on-the-fly 4×4 systems. The single-cab load bay measures 2 305 mm long, while payload capacity ranges from 964 kg to 1 186 kg.
The Super Cab range, meanwhile, features 6 variants, 4 of which will use the 2.0 SiT powerplant mentioned above. The remaining pair will employ Ford’s bi-turbodiesel 2.0-litre (2.0 BiT) unit, which sends 154 kW and 500 Nm to all 4 wheels via a 10-speed automatic transmission.
Ford Motor Company of Southern Africa says it plans to expand the range later in 2023 to “cater for the entry-level workhorse segment too, where affordability and low running costs are the absolute priority for business and fleet customers”.
Trim levels available for the Ranger single-cab and Super Cab
A look inside the cabin of a supercab derivative.
The single-cab line-up will be available in XL specification, while the Super Cab portfolio will also include XLT. Ford will furthermore offer a raft of “Upgrade Packs” similar to those already introduced on the Ranger double cab.
For the record, the XL specification includes 16-inch alloy wheels (with locking wheel nuts), along with a body-coloured front bumper and a black rear bumper. Standard features include tailgate-lift assistance, power-adjustable side mirrors, cloth seats and the Sync 4 infotainment system (here run through a 10.1-inch touchscreen). Upgrade Packs for XL models provide access to various cosmetic and functional enhancements, including chrome-effect exterior trim, dual-zone automatic climate control, a reversing camera (with parking sensors), cruise control and various off-road gubbins.
What about the XLT series? Well, it adds LED headlamps, LED daytime running lights and a chrome grille bar, along with body-coloured finishes for the side-mirror caps, exterior door handles and rear bumper. A spray-in bed liner is furthermore included, as are side steps and a towbar. There’s also smart keyless entry, push-button start, “premium” cloth seats, 6-way adjustment for the pews, a leather-trimmed gearshift lever, an electro-chromatic rear-view mirror, rain-sensing windscreen wipers, a reversing camera (with front and rear parking sensors) and cruise control.
The Ranger supercab in XL trim.
The various Upgrade Packs for the XLT include items such as styling upgrades, fresh alloy wheel options, an underbody protection kit, dual-zone climate control, wireless smartphone charging, embedded navigation, partial leather seats and auxiliary accessory switches mounted in the roof. There are also many safety upgrades on offer.
Finally, the Super Cab Wildtrak specification adds a mesh grille finished in grey, a hue that’s repeated on the side-mirror caps and bumpers, fore and aft. Ford’s clever load-box side step is also standard, along with roof rails, a rear sports hoop, aluminium loadbay tie-down rails, LED front foglamps and puddle lamps. A drop-in bedliner is also included, along with a 400W inverter, with 12V and 240V power thus provided to the cabin and loadbay.
The standard 18-inch alloy wheels are fitted with all-season tyres, though buyers will be able to opt for all-terrain 18-inch rubber or 20-inch alloy rims with all-season tyres as well. Inside the Wildtrak version of the Ranger supercab, you’ll find 8-way power adjustable seats with partial leather trim, dual-zone climate control, ambient lighting, “premium” floor mats and overhead auxiliary switches for accessories, along with a 12.0-inch touchscreen and wireless smartphone charging.
What about safety features for the single-cab and Super Cab?
The Wildtrak has all the safety bells and whistles.
All models are equipped as standard with dynamic stability control, incorporating ABS, load adaptive control, roll-over mitigation, traction control, hill-launch assist and trailer sway control. The 4×4 models will furthermore boast hill-descent control. Dual front, side and curtain airbags are standard on all single-cab and supercab models. A factory-fitted immobiliser and alarm system is also included.
The Wildtrak version of the extended-cab body style also scores a collection of driver-assistance features, including adaptive cruise control, evasive steer assist, reverse brake assist, lane keeping, blind-spot monitor (with trailer coverage), cross traffic alert, post-collision braking and pre-collision assist (including dynamic brake support, forward collision warning and autonomous emergency braking with pedestrian detection).
How much do the new Ranger single-cab and Super Cab cost in SA?
Single Cab
2.0L SiT XL 4×2 6MT – R464 200
2.0L SiT XL 4×2 6AT – R477 800
2.0L SiT XL 4×4 6MT – R531 300
2.0L SiT XL 4×4 6AT – R545 000
Super Cab
2.0L SiT XL 4×2 6MT – R485 400
2.0L SiT XL 4×2 6AT – R499 900
2.0L SiT XL 4×4 6AT – R542 900
2.0L SiT XLT 4×2 6AT – R547 100
2.0L BiT XLT 4×4 10AT – R688 900
2.0L BiT Wildtrak 4×4 10AT – R772 800
The above prices include a 4-year/120 000km warranty and a 5-year/unlimited distance corrosion warranty. A service plan, however, is optional, with service or maintenance plans available up to 8 years or 165 000 km (with intervals of 15 000 km).
Outdoor enthusiasts will be pleased to know that Volkswagen will be introducing the T7 Multivan California in 2023. See the details below!
Last year Volkswagen revealed its all-new T7 Multivan which is set to replace the current T6.1 Caravelle. The latest news to come from Volkswagen’s commercial division is that an outdoor-focused Multivan California is due to be revealed in 2023 and offered to markets in 2024.
Volkswagen will be expanding on what the firm calls the “California Universe” by offering specific support and solutions to buyers.
Volkswagen Commercial Vehicles CEO, Carsten Intra, commented on the announcement, “We want to expand the range around the business with our camping models – and thus offer our customers that special California feeling. These include digital services for the Cali Community, completely new services to complement the purchase of a vehicle… but also the show car presentation of the new California based on the Multivan. We are planning these for later in the year.”
We already know that the T7 Multivan will be powered by a 100 kW 1.5-litre turbopetrol engine, 150 kW 2.0-litre turbopetrol engine and a 110 kW 2.0-litre turbodiesel engine as well as a new e-Hybrid plug-in hybrid powertrain that combines a 1.4-litre turbopetrol engine and electric motor to produce 160 kW output.
Based on our experience with the T6.1 California Coast, the new Multivan California is expected to cater to just about all your camping needs and will surely be loaded with numerous useful features for life in the wild.
We will update this story as soon as more details and official images of the T7 Multivan California are revealed later this year.
