Meet the new Range Rover Sport SV, a 467 kW luxury sports SUV that will be arriving in South Africa.
Not to be confused with SVR, the new Range Rover Sport SV is the new headline act in the Range Rover Sport family. Armed with a BMW-sourced 4.4-litre turbocharged V8 engine, the new potent performer is going to be one of the quickest luxury SUVs when it goes on sale.
With 467 kW and 750 Nm (800 Nm is available for a few seconds in Dynamic Launch Mode) on tap, the Sport SV sprints to 100 kph in 3.7 seconds and charge to a limited top speed of 290 kph, which is ballistic given its size. All that shove goes to the wheels via a ZF-sourced 8-speed automatic transmission. A mild-hybrid system helps with the temporary additional 50 Nm as well as reducing consumption and emissions.
Hit the SV mode on the steering wheel to activate the SV’s sportiest mode. The vehicle will lower by 15 mm, the active exhaust opens up and the steering/transmission/suspension are set to their sportiest.
Given the monstrous power on offer, it should come as no surprise that Land Rover has upgraded the rest of the package to manage the grunt. The car has been lightened with 23-inch carbon wheels, a carbon hood which combined shave 76 kg off the total mass of 2 485 kg. The 6D Dynamic height-adjustable air suspension is said to be smart enough to replace the need for anti-roll bars. There are new carbon ceramic brakes, a first for Range Rover.
Inside, there’s a very apparent sporty theme with carbon fibre and red detailing. The sport seats are of the carbon-backed variety and feature SV logos and integrated headrests. The gearshift paddles are illuminated, which Range Rover says is unique. There’s even a speaker system in the seat which plugs into the 29-speaker Meridian audio that will vibrate the seats in time to the music for a powerful musical experience.
Range Rover Sport SV on sale when?
Good news as the Range Rover Sport SV will be sold in South Africa, but the bad news is you’ll have to wait as the first year of production is all sold out. There’s some light on the horizon for Range Rover Sport owners as the rest of the range has been given a mild update and is available to order, priced from R2 283 700.
The changes range from a new plug-in hybrid derivative called the P460e with a bit more pure electric range (now up to 121 km) and the debut of the new-gen Pivi Pro infotainment system. The P460e features a 3.0-litre 6-cylinder petrol engine and thanks to the addition of an electric system, generates 33 8 kW and 800 Nm.
The sporty-looking Volvo C40 Recharge has touched down in South Africa and we got behind the wheel of the new battery-electric vehicle in Franschhoek, Western Cape.
The past few years have been tough on everyone, including the automotive industry, which struggled with manufacturing disruptions (due to the lack of semiconductors and other components), logistical challenges (such as congested ports), escalating raw-material prices and delayed model launches.
As a niche brand in our market, Volvo South Africa has had to weather the proverbial storm more than most, but fortunately, the worst is over and the brand is on the up. Volvo has a raft of new products earmarked for our country, such as the EX90. First up is a stylish coupe SUV, named the C40 Recharge.
Setting aside its Polestar sub-brand for a moment, Volvo’s first dedicated battery-electric vehicle (BEV) – the C40 Recharge – is positioned against the upcoming BMW iX1 and Mercedes-Benz EQA/EQB.
What is it?
There are numerous ways in which to “top up” the C40 Recharge’s battery.
The Volvo C40 Recharge is essentially a sportier-looking derivative of the accomplished XC40 premium compact crossover. Just as the Q3 Sportback is the more stylish sibling of the Audi Q3, Volvo’s debutant features a sloping roofline and tailgate instead of a traditional boxy rear end. The slippery silhouette is not just for show either; Volvo claims the optimised aerodynamics help to increase the BEV’s range.
Speaking of range, the C40 Recharge is equipped with a 78 kWh battery that’s claimed to offer a range of 444 km on the WLTP test. You can recharge it in a variety of ways; the easiest (but slowest) way is via a 3.5 kWh home plug. But, if you buy a C40 Recharge, Volvo will install a complimentary wall box that’s capable of 11 kWh (provided your home can supply 3-phase electricity) and it can deliver 50 to 60 km worth of power per hour, which means a full charge in around 8 hours. Finally, for those who live close to a 150 kWh DC charger, the C40 Recharge can be fast-charged from 10% to 80% in around 37 minutes.
The newcomer has a twin-motor setup that drives all 4 wheels and its numbers make for impressive reading. With 300 kW/660 Nm on tap, the Volvo has a claimed 0-100 kph time of just 4.7 seconds. Ha, so much for the safe, sensible and conservative Swedes… The C40 Recharge’s on-paper figures suggest that the Gothenburg-based brand’s first Volvo-branded BEV has a distinct performance slant to it.
Interior and features?
First impressions count and the C40 Recharge’s cabin is a lovely and minimalistic space to occupy. The materials and fit-and-finish befit a vehicle of this price tag, plus there is no shortage of smart packaging and design elements, such as leather-free seats – much of the cabin is made from recycled materials.
When you’re perched on the driver’s seat, you have a commanding view of your surroundings (it feels as if you’re at the ‘wheel of a much larger vehicle). There’s a beautiful backlit pattern on some of the interior panels (we’re told the design is based on a topographical map) and it looks fantastic in low light!
This topographical map-inspired panel is a classy touch.
Volvo South Africa offers the C40 Recharge with its highest trim level, dubbed Ultimate. This means the model comes comprehensively equipped with luxury items such as a panoramic roof, heated seats, a heated steering wheel, a Harman Kardon audio system, and an electrically powered tailgate.
Meanwhile, the Volvo’s safety suite incorporates blind-spot monitoring, Pilot Assist, a lane-tracking system, City Safety and rear cross-traffic alert, to name but a few of its features.
There are very few extras to choose from; they’re limited to specific exterior finishes (R2 950 each), Pixel LED headlights (R24 200), and some textured interior trim pieces, which appear to be no-cost options.
The Volvo C40 Recharge’s instrument cluster has a crisp and clear display.
If you weren’t already aware of it, the latest generation of Volvos no longer employs the Sensus Connect native infotainment and system management software; the brand has switched to Google Automotive, which is not to be confused with Android Auto. That means the C40 Recharge can receive over-the-air updates and utilise most of the Google services, including Maps and Google Assistant, plus it supports Spotify, Waze, YouTube music and more. If you’re an Apple user, fear not – CarPlay is standard too. Cleverly, Google Maps has been tweaked for the model to help you find the nearest charger very quickly.
The Volvo C40 Recharge’s infotainment system is now powered by Google Automotive.
What is the Volvo C40 Recharge like to drive?
The roads on our launch route were very wet, so we were thankful for the C40 Recharge’s confidence-instilling all-wheel drive. The model’s ease of use is refreshing; simply unlock the car, get in, select Drive or Reverse on the transmission lever and the car’s ready to go. There’s no start button or drive modes to sift through (unless you want to activate 1-pedal driving, which utilises maximum regenerative braking).
The C40 Recharge’s gently sloping profile is easy on the eye.
Considering its peak outputs of 300 kW and 600 Nm, the C40 Recharge was never going to be sluggish and it’s quite breathtaking how the Volvo shoots forward when you flatten its accelerator pedal. It zooms toward the horizon in an alarmingly calm manner, both from a standstill and when you want to overtake.
However, for all the fun that the C40 Recharge’s straight-line performance offers, the model does not corner with much verve, because it feels a bit top-heavy and the steering lacks weight and feeling. But that’s okay in our books – once the novelty of instantaneous acceleration has worn off, the average C40 Recharge owner is unlikely to want to hustle their vehicle along a mountain pass as if they’re a rally driver.
The Volvo’s ride quality is quite fair, considering that it rides on 20-inch wheels.
Instead, owners will probably appreciate the Volvo’s quiet and refined cabin and only occasionally stab the long pedal to scoot past slower traffic. Despite the car’s large (20-inch) alloy wheels, the ride quality never really faltered on some of the rougher sections of tarmac, although some smaller potholes and ruts did thump through to the cabin. It’s a pity there’s no option for a 19-inch wheel with a higher-profile tyre.
How much does the Volvo C40 Recharge cost in South Africa?
The Volvo C40 Recharge comes with a 5-year/100 000 km maintenance plan and warranty, with the battery pack covered for 8 years/160 000 km. Remember, a Volvo wall box charger is included with the purchase of the vehicle, along with a 7-metre auxiliary charging cable.
The current crop of vehicles from Volvo is certainly impressive, and we’d rate the XC40 Recharge as one of the better all-electric offerings in its segment based on price versus performance/range. Its sibling – the C40 Recharge – continues this, but with a bit more style, but it does demand some compromise…
As undeniably eye-catching as that coupe-SUV look is, it comes at the expense of rear passenger headroom; we suspect that taller occupants may feel a bit cramped or hemmed when seated in the back, which is something we’ll test when the C40 Recharge arrives at our office for a thorough evaluation.
Should you buy one? Well, if you have roughly R1.2 million to spend on a well-thought-out and liberally equipped all-electric premium compact crossover, you should put the C40 Recharge at the top of your shortlist. If you’re not overly enamoured with the sporty coupe-like styling, you can always opt for the conventional XC40 P8, which is a touch slower and a bit cheaper. We suspect stocks won’t last long.
Further Viewing:
Lamborghini Revuelto (2023) Price & Specs
The new Lamborghini Revuelto is headed to South Africa, boasting a whopping 747 kW from its V12 hybrid powertrain. Get your bank manager on the phone, because we have local pricing…
Revealed as recently as March 2023, the new Lamborghini Revuelto is on its way to South Africa, boasting a total system power output as lofty as 747 kW and a top speed in excess of 350 kph. Keen to know how much the Sant’Agata Bolognese-based firm’s first V12 plug-in hybrid super sports car will cost you? Well, wonder no more…
Thanks to our astute colleagues over at duoporta.com, we have confirmation the Revuelto – which bears the LB744 designation and effectively replaces the Aventador – will kick off at a cool R12 800 000, which includes the Italian automaker’s standard 3-year DrivePlan. Opting for the 5-year DrivePlan, meanwhile, will push the starting price to R13 000 000. Regardless, it’s the most expensive model in the current Lamborghini stable (and a shade more than even the Aventador SVJ 63 Roadster cost).
On its own, the L545 atmospheric V12 makes 607 kW.
As a reminder, the Lamborghini Revuelto combines a naturally aspirated 6.5-litre V12 petrol engine (making 607 kW at 9 250 r/min and 725 Nm at 6 750 r/min, outputs that are delivered to the rear wheels) with a trio of electric motors and a new 8-speed dual-clutch transmission. A 3.8 kWh lithium-ion battery pack feeds a pair of electric motors (each generating 110 kW and 350 Nm) sited at the rear as well as a 220 kW front-mounted e-motor.
As a result, the Revuelto will reach 100 kph in a mere 2.5 seconds, according to Lamborghini, before topping out on the far side of 350 kph. The electric motors serve to boost power delivery while also allowing the Revuelto to function as a fully electric vehicle (for a few short kilometres, anyway).
The Revuelto tips the scales at a claimed 1 772 kg (dry).
The flagship Lamborghini measures 4 947 mm long, 2 266 mm wide (including mirrors) and stands just 1 160 mm tall, with a wheelbase of 2 779 mm. Its dry weight is listed as 1 772 kg, while the front wheels are shod in bespoke 265/35 ZR20 Bridgestone Potenza Sport tyres and the rear items in 345/30 ZR21 rubber.
The Revuelto rides on a new “monofuselage” chassis featuring a monocoque fashioned entirely from carbon fibre and a front structure made from forged composites. Inside, you’ll find a 12.3-inch instrument cluster, an 8.4-inch central display and an additional 9.1-inch screen (for the passenger), along with access to as many as 13 driving modes and numerous driver-assistance features.
How much does the Lamborghini Revuelto cost in SA?
Lamborghini Revuelto – R12 800 000
A 3-year DrivePlan is included, with the purchase price rising to R13 000 000 should a 5-year DrivePlan be specified.
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.
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.
The Everest Wildtrak gains the now-familiar 3.0-litre V6 turbodiesel engine with 184 kW and 600 Nm.
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?
The Everest Wildtrak gains a unique face and can be had in Luxe Yellow.
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.
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.
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.
The Everest XLT comes well-specified with standard features.
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.
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.
The V6-powered Everest Wildtrak delivers in terms of performance!
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.
On-road refinement is a major highlight of the new Everest.
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.
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?
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.
The Everest XLT’s cabin doesn’t skimp on the necessities.
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!
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.
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.
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.
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.
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
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.
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
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
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.
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.
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.
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?
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.
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?
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?
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
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.
