Toyota RAV4 PHEV (plug-in hybrid): Living with it

Toyota South Africa Motors (TSAM) is thinking about introducing the RAV4 PHEV (plug-in hybrid) in our market. Ciro De Siena reviews a TSAM evaluation unit and contributor Ian McLaren reports about his extended time behind its ‘wheel.

As each of the world’s established (legacy) car manufacturers grapple with how best to sell the idea of all-electric motoring to their respective customer bases, several brands (especially those that hail from Germany) appear mandated to adopt a “rip off the Band-Aid” approach by boldly announcing respective cut-off dates for when each will no longer sell models powered by internal-combustion engines. 

Plug-in hybrids offer a phased approach to full-electric eventuality.

Toyota – a champion of hybrid technology since the introduction of the Prius in 1997 – has adopted a New Energy Vehicle (TNEV) strategy that is notable for the fact that it includes various “electrified” (as opposed to all-electric) offerings, which are aimed to ease the transition to a “zero-emissions future”. 

That um, hybrid approach allows Toyota’s ever-popular RAV4 medium SUV to be powered by an internal-combustion-engine drivetrain, a petrol-electric hybrid setup (like that of the RAV4 2.5 Hybrid E-Four) or, indeed, a plug-in hybrid system that ostensibly offers the best-of-both-worlds driving experience. Ahead of the anticipated introduction of the Aichi-based firm’s first all-electric model (the bZ4X) in 2023, TSAM is investigating the viability of expanding its RAV4 line-up through the introduction of a PHEV derivative.

These days, I review hybrid and all-electric cars very often, so here’s what I thought of the RAV4 PHEV…

FAST FACTS

  • Model: Toyota RAV4 2.5 Plug-in Hybrid E-Four
  • Price: N/A
  • Powertrain: 2.5-litre 4-cylinder petrol engine plus 2 electric motors 
  • Power/Torque: 225 kW (total system output)/227 Nm+e
  • Transmission: e-continuously variable transmission (e-CVT) 
  • Fuel consumption: 4.55 L/100 km (source: Toyota Global) 
  • Luggage/Utility space: 580 litres

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How the RAV4 PHEV is packaged

The plug-in RAV4 has signature 19-inch wheels and a very healthy 225 kW of total system output.

The RAV4 PHEV is based on the brand’s comprehensive GX-R specification and its most distinguishable exterior upgrade (compared with other derivatives in the range) is a set of striking 19-inch alloy wheels.

In its 5th generation, Toyota’s top-selling model across the globe has grown from its plucky beginnings to have notable kerb appeal (the medium SUV measures 4 600 mm in overall length), which is allied with an impressively versatile (and broadly comfortable) interior, including 580 litres worth of luggage space. 

I’ve grown to loathe piano-black exterior bits on a vehicle and, as I feared, the application of this material on the rear bumper of a family-focused SUV proved troublesome. Within the first week that the RAV4 was in my custody, I managed to scratch the black trim while loading up one of my children’s bicycles. 

How the RAV4 PHEV’s drivetrain performs

Toyota Raav4 Plug-in hybrid energy monitor
The flow of ICE power and electric power can be displayed on the infotainment system.

If you navigate through the RAV4’s comprehensive infotainment menu to the colourful screen that shows the dynamic workings of the PHEV drivetrain, it becomes evident: there is, indeed, a lot going on here. 

In its default setting, unlike the RAV4 2.5 Hybrid and its Prius, Corolla- and Corolla Cross Hybrid siblings, the PHEV setup favours electric mobility; it will rely on the efforts of its 2.5-litre 4-cylinder petrol engine only once there is no longer enough battery charge available for the motors to sustain the SUV’s speed. 

Featuring an 18.1 kWh battery (positioned below the passenger compartment), the RAV4 PHEV is said to offer “up to 80 km” of all-electric driving range via a pair of electric motors (when this component is fully charged). There is a motor on each axle; the front one produces 134 kW/270 Nm and rear 40 kW/121 Nm.

For the record, that’s comfortably more than the average distance that most South African motorists drive on a weekday (statistically, no more than 30 km). That means that a diligent owner could, in theory, rely solely on electric mobility during their daily commute with “spare charge” left over for the school run and a trip to the shops. By diligent, I mean someone with (sufficient) electricity to recharge the RAV4…

Using a standard home charger, the battery takes around 3 hours to replenish.

When using my 7.4 kW (single phase) wall plug at home, I was able to charge the RAV4 PHEV’s battery to full capacity, after a typical day’s driving, in just under 3 hours. So, no, it does not have to take all night.

As for the lifestyle change it requires, apart from plugging in the Toyota once you’ve parked in your garage (or near a suitable power outlet), it’s not unlike charging your smartphone when you turn in for the night. Plugging the car into a standard household plug at bedtime (to receive an overnight charge) will also work. When the hybrid battery’s virtually depleted, a complete recharge will take up to 8 hours to complete and it will be billed at the current per-kWh rate for electricity flowing into your home. 

How cost-effective is it to operate RAV4 PHEV?

The interior remains the same as the ICE models in GX-R trim.

At an average of R2.00/kWh – and assuming the battery was depleted by the time I arrived home (more about this a little later) – it cost me R36 to gain an indicated 75 km of available EV range by morning. 

As in the Prius (and the already locally available RAV4 2.5 Hybrid E-Four), the battery pack in the RAV4 PHEV (plug-in hybrid) can be recharged “on the fly” via regenerative braking. That said, once its level of charge has been depleted and the vehicle’s petrol motor has been engaged (near seamlessly!), there’s still every chance that you’ll enjoy a level of supplementary electric performance along your journey.

While I evaluated the RAV4 PHEV, its powertrain’s energy recovery and electric assistance helped to lower the 2-tonne medium SUV’s average fuel consumption to below an indicated 6.0 L/100 km. 

More pertinently, the presence of this instantly available boost helped the car’s drivetrain feel altogether sprightlier around town compared with non-electrically assisted products that make use of an otherwise lazy CVT. As an aside, Toyota claims a 0-100 kph sprint time of just 6.0 seconds for this derivative. 

Which drive modes does the RAV4 PHEV offer?

Toyota Rav4 Plug-in Hybrid engine bay
The 2.5-litre petrol engine pairs adequately with the electric motor to save on running costs.

Apart from when using its hybrid battery exclusively (EV), the RAV4 PHEV offers various drive modes that are tailored to optimise efficiency. The HV (hybrid) mode works in the same way as it does in the Prius by favouring the internal combustion engine (ICE) while extracting as much performance from the electric drivetrain as possible. Auto EV/HV is available only when there is sufficient charge in the hybrid battery; it prioritises e-propulsion and activates the 136 kW/227 Nm petrol engine only when required. 

A “charging” mode is also available. Here the vehicle’s ICE can be made to provide propulsion and simultaneously recharge the hybrid battery to a point where “pure EV” driving can be resumed. In this mode, it felt as though the RAV4 was “creating drag” in order to charge up the hybrid battery optimally.

It gets the job done, but at the cost of driving enjoyment. It was the only time in the month-long review period that the PHEV appeared to sacrifice a level of (otherwise considerable) refinement for the cause. 

Summary  

Toyota Rav4 Plug-in hybrid main image
Despite several levels of load-shedding, we were still able to get the RAV4 PHEV to full capacity overnight.

The Toyota RAV4 is a relatively conservative model, but a “safe bet” within its segment, which explains its popularity. The PHEV version, however, transforms the RAV4 package into one of the most complete medium-SUV packages I’ve experienced. Even with the spectre of Stage 6 load-shedding, which erodes our confidence in being able to charge electric appliances/devices in our homes whenever we want, the concept of plugging your car into a garage’s wall socket for an overnight charge doesn’t seem alien.

Like an all-electric car, the RAV4 PHEV offers a more than useful range when travelling purely on electric power, but unlike the former, the Toyota has its combustion engine to fall back on if, for whatever reason, its hybrid battery cannot be recharged sufficiently. Besides, after a few years of enduring load-shedding, we have become quite adept at managing the battery charges of our smartphones in between outages. 

Performance potential aside, the fact that a fully-charged and fuelled Toyota RAV4 PHEV (plug-in hybrid) can offer a potential range of more than 1 100 km – while continuously working to recover energy and utilise electric propulsion whenever possible – makes it a particularly compelling proposition.

But, there’s a but. With the current top-of-the-range RAV4 2.5 Hybrid VX E-Four already priced at a heady R785 400, at what price point might this potential new flagship derivative come to market? 

Related content:

Toyota ‘testing’ 225 kW RAV4 plug-in hybrid in SA

Toyota RAV4 Hybrid E-Four – Video Review

Toyota RAV4 vs Haval H6: Which is the better hybrid?

2023 World Car Awards: Top 10 Finalists Revealed

The top 10 finalists in the running for the 2023 World Car Awards title have been announced. Let’s take a look at which vehicles made the cut, as well as those in the competition’s 5 sub-categories…

The 2023 World Car Awards jury has whittled down the initial 30-strong list of vehicles in contention to win the overall title to just 10 finalists. In addition, the top 5 finalists in each of the competition’s 5 sub-categories (electric vehicle, luxury car, performance car, urban car and design) have also been confirmed.

A jury of 100 distinguished international automotive journalists from 32 countries selected the finalists by secret ballot, based on their respective evaluations of each eligible vehicle as part of their professional work. Cars.co.za’s very own Hannes Oosthuizen, who is South Africa’s longest-standing representative on the World Car of the Year jury, has also had his say.

“With so many electric vehicles in the running, it has become almost unnecessary to have a separate category for them, but having recently tested the BMW i7, I expect that vehicle to win its category quite easily. Hopefully, I get to drive a few more finalists before the next round of voting, including the Ora Funky Cat, which might spring a surprise for a Chinese vehicle in this competition,” Oosthuizen said.

The top 3 finalists in each of the categories will be revealed on 7 March, before the winners are announced on 5 April at the 2023 New York International Auto Show. Meanwhile, the World Car Person of the Year 2023 will be revealed on 21 February, selected from the following list of contenders:

  • Wang Chuanfu, Chairman and President of BYD
  • Dr. Stella Clarke, Research Engineer Open Innovations at BMW Group
  • SangYup Lee, Executive Vice President, Head of Hyundai and Genesis Global Design Center, Hyundai Motor Company (HMC)
  • Peter Rawlinson, CEO and CTO at Lucid Motors
  • Naoyuki Sakamoto, Chief Engineer, GR Corolla, Gazoo Racing Company, Toyota

As a reminder, the Hyundai Ioniq 5 won the overall gong in 2022, with the Volkswagen ID.4 having claimed the trophy in the previous year. The Kia Telluride came out on top in 2020, with the Jaguar I-Pace placing first in 2019 and the Volvo XC60 triumphing back in 2018.

So, which vehicle will finish first in 2023? Check out all the finalists in below…

World Car of the Year finalists

World Electric Vehicle of the Year finalists

  • BMW i7
  • Genesis GV60
  • Hyundai Ioniq 6
  • Kia Niro EV
  • Lucid Air

World Luxury Car of the Year finalists

The World Performance Car of the Year finalists

World Urban Car of the Year finalists

World Design Car of the Year finalists

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Nissan South Africa ‘Evaluating’ NP200 Replacement

Nissan South Africa says it is “evaluating” a replacement for the NP200 after the Renault-Nissan-Mitsubishi Alliance confirmed plans to develop a new half-tonne bakkie…

Nissan South Africa has confirmed to Cars.co.za it is in the process of conducting a “product feasibility study” on a possible replacement for the locally built but long-in-the-tooth NP200 half-tonne bakkie.

The news comes after the Renault-Nissan-Mitsubishi Alliance – which is in the process of completing a global restructuring – confirmed it has plans to develop a new half-tonne bakkie.

In a broad statement issued by its global press office, the Alliance references various plans for Latin America, including an intention to launch a “new half-tonne pick-up, developed by [the] Renault Group and shared with Nissan in Argentina”. Of course, Renault already offers the Oroch – which has long been in the planning for a South African introduction, with the latest information suggesting a 2023 launch – in certain South American markets.

Whether the new (likely unibody) model will serve as a direct replacement to the Oroch remains to be seen, with the statement not including any information on the project’s timeline (nor the planned body styles, for that matter). Regardless, the new Renault and Nissan bakkie twins will surely be pitched against the likes of the Fiat Strada and Volkswagen Saveiro sold in that part of the world.

While the statement makes absolutely no mention of Africa, it’s certainly not inconceivable the Nissan-badged version of the new bakkie could serve as a replacement for the NP200, which is produced at Nissan’s Rosslyn factory here in South Africa and has been on the local market for a whopping 15 years. That is, of course, if Nissan South Africa gets the green light to produce a successor. So, we asked the firm’s local division for a statement on the future of the NP200.

The NP200 has been in production since 2008, when it replaced the Nissan 1400 bakkie.

“As part of normal business, the replacement model for NP200 is being evaluated in line with Nissan’s ongoing product feasibility study for Africa. We will share more updates upon the conclusion of the study,” Nissan SA told us.

When production of the Nissan 1400 ended in 2008, the Japanese firm’s local division started building the NP200. Based on the Dacia Logan Pick-Up and sharing much (including a production line) with the first-generation Sandero, the little Nissan has survived to this day, outlasting every single local rival (remember the Chevrolet Utility and Ford Bantam?) and thus having the half-tonne segment all to itself over the past few years.

Despite the range having been whittled down to just a pair of petrol-powered derivatives (currently priced at R212 500 and R230 900), the single-cab-only NP200 remains popular, with the 12 859 units registered around the country in 2022 proving more than enough for it to secure 4th place on the list of SA’s best-selling bakkies for the year (a ranking it retained in January 2023).

Interestingly, the Alliance statement also confirms the Navara-based Renault Alaskan will “continue” (seemingly suggesting a 2nd-generation Alaskan is on the cards, based on the upcoming new Navara, which itself is set to share much with the next-generation Triton), with the Renault Group set to build both versions in Argentina.

In India, for both that domestic market and for export, Renault and Nissan plan to “collaborate on several new vehicle projects”, including new SUVs and a “new Nissan car derived from the Renault Triber”. The companies are furthermore considering “common A-segment electric vehicles”.

Related content

10 best-selling bakkies in South Africa: January 2023

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Mahindra Scorpio-N in South Africa (2023) Price & Specs

This is the all-new Mahindra Scorpio-N, a brand-new SUV that’s now available in South Africa! Take a look at specifications and local pricing details below!

The Scorpio-N is Mahindra’s new ladder-frame midsized SUV offering. The Scorpio-N is quite the step up from the rugged, but ageing Scorpio which is currently available in both bakkie and SUV form, and interestingly, is assembled at the brand’s CKD facility in Kwa-Zulu Natal. It has proven popular with its value-for-money proposition, ruggedness and list of standard features.

The design of the new Scorpio-N was penned by the Mahindra Design Studio in Mumbai and Pininfarina, Italy, while the engineering took place at the Mahindra Research Valley (MRV) near Chennai and Mahindra North American Technical Center (MNATC) in the USA .The new Scorpio-N is therefore a  global product and is produced at the firm’s state-of-the-art facilty in Chakan, Pune, India.

The Scorpio-N is a modern take on a family offroading SUV. There are some aerodynamic and muscular touches, as well as the bold new grille and badge. Speaking of the badge, Mahindra used the simultaneous global unveiling of the Scorpio-N back in 2022 to introduce the firm’s new “Twin Peaks” visual identity which will be applied to its SUVs and bakkies, including the recently-introduced XUV700 SUV. The new visual identity was designed to evoke the emotion of freedom and embellishes the statement “Unleash the Explorer in You”. 

What engines are offered with the Mahindra Scorpio-N? 

Mahindra Scorpio-N drive
The South African market gains a 2.2-litre diesel powertrain.

In South Africa, the Scorpio N will be powered by a 2.2-litre turbodiesel mHawk engine that offers 129 kW and 400 Nm of torque. The diesel-powered Scorpio-N will be offered in both rear-wheel and 4×4 guise and is paired with a 6-speed automatic transmission. Mahindra claims fuel consumption at 6.9 L/100km.

In other markets, a 2.0-litre turbopetrol mStallion engine produces 149 kW and 380 Nm of torque but this engine has not been earmarked for South Africa.

The Scorpio-N 4×4 is equipped with a 4XPLOR terrain management system with a shift-on-the-fly dial to change from 2WD to 4WD and 4LO. In addition, the driver can also select terrain modes such as Normal, Grass Gravel Snow, Mud Rut and Sand to match the driving conditions. The driver will also be able to choose from 3 oddly-named drive modes including Zip, Zap and Zoom. Zip is said to be ideal for smooth driving in traffic (city driving), Zap for performance driving (enthusiastic driving) and Zoom for “more engaging and exhilarating ride quality”, says Mahindra.  

Mahindra Scorpio-N Gets Modern, Connected Interior 

Mahindra Scorpio-N Interior
Mahindra’s Scorpio N goes upmarket with a modern, tech-focused cabin.

The interior exhibits an upmarket execution with a two-tone colour scheme with brushed aluminium trim exuding a more premium look and feel. The instrument cluster also features a larger central multi-information display flanked by analogue dials while the new 8-inch touchscreen offers Android Auto and Apple CarPlay connectivity as well as a Multivision surround camera. A Sony 3D sound system is also fitted with 12 speakers as well as wireless charging. The Scorpio-N will be offered exclusively as a 7-seater in South Africa.

A total of 3 trim levels are available including the Z4, Z8 and Z8L.

What standard features are available for the Scorpio-N?

Mahindra Scorpio-N
The Scorpio-N adopts Mahindra’s new “Twin Peaks” visual identity. 

Standard features for the Mahindra Scorpio-N Z4 include:

  • 17-inch steel wheels
  • Rear spoiler
  • Ski rack & side steps
  • Silver skid plates
  • Fabric upholstery
  • Cooled glovebox
  • Driver seat with height adjustment and lumbar support
  • Cruise Control
  • 6 airbags, ABS with EBD, electronic stability control with traction control, trailer sway mitigation, roll over mitigation
  • Hill hold control
  • Hill descent control

Standard features for the Mahindra Scorpio-N Z8 include the above and add the following features:

  • 18-inch alloy wheels
  • 4XPLOR Intelligent 4×4 System
  • LED headlights + LED taillights
  • LED sequential turn indicators
  • Chrome door handles
  • Signature metallic Scorpio-tail element integrated into beltline
  • Push button start
  • Keyless entry
  • Dual-tone dashboard
  • Coffee Black leatherette upholstery
  • Leather-wrapped steering wheel + gear lever
  • Power-folding mirrors
  • Tyre Pressure Monitoring System

Standard features for the range-topping Scorpio-N Z8L include all of the above and the following features:

  • 12-speaker Sony sound system with twin-channel subwoofer
  • Front camera
  • Front assist sensors
  • Electronic driver’s seat

Look out for our launch review of the new Mahindra Scorpio-N coming to Cars.co.za this week!

How much does the Mahindra Scorpio-N Cost in South Africa?

  • Mahindra Scorpio-N Z4 4×2 Automatic – R465 000
  • Mahindra Scorpio-N Z8 4×2 Automatic – R510 000
  • Mahindra Scorpio-N Z8 4×4 Automatic – R560 000
  • Mahindra Scorpio-N Z8L 4×4 Automatic – R590 000

The new Mahindra Scorpio-N comes with a 5-year/150 000 km warranty and a 5-year/100 000 km service plan.

Want to buy a new or used Mahindra? Browse stock for sale here.

Further Reading

Mahindra XUV700 – Here’s the latest

Why no more Akio Toyoda at Toyota?

Under Akio Toyoda, Toyota evolved from a trustworthy brand that produces good cars to one that appeals to enthusiasts. Koji Sato, who will succeed him as the firm’s CEO, is also a car nut – but he’ll accelerate the electrification of TMC’s product line-up.

It’s not fun being number one. We live in an age of unprecedented data availability; an era in which statistics reign supreme. And when you lead the rankings, be it as the world’s biggest car company or the team that tops the PSL table, it’s a double-edged achievement. You inadvertently become a target.

In terms of sheer sales volume, Toyota Motor Corporation (TMC) is the world’s largest car company. It’s a title that it has held for the past 3 years. At its core, Toyota also remains a thoroughly Japanese company. That makes Toyota a challenge to understand for analysts, investors and rivals. But not for customers.

The Aichi-based company enjoys tremendous customer loyalty across many segments in diverse markets, yet, not to be too unkind, it doesn’t produce truly class-defining vehicles. Good vehicles? Yes. Highly reliable vehicles? Absolutely. And, on those 2 traits, Toyota has built its brand around the world.

Akio Toyoda stands in the centre of a a room full of Toyota concept models.
 Akio Toyoda in an impressive room of concept models. Toyota’s global automotive influence is inarguable.  

The problem with being number one

When you are the world’s biggest car company, everything you do and say is scrutinised. And Toyota’s reticence towards battery electric vehicles (BEVs), has been leveraged by rivals as a potential weakness. The fact that Toyota markets a vast portfolio of “new energy” vehicles is curiously disregarded by many.

When Maserati gets a new boss, the global car industry hardly takes notice. It’s a Friday afternoon e-mail or tweet. But the announcement that Akio Toyoda is vacating his role as Toyota CEO – that’s huge news.

If Toyota is generating significant profits and enjoying immense customer loyalty in most markets, why is its boss leaving? Toyota’s corporate critics – and there are many of them – say that it’s because of Akio Toyoda’s well-publicised indifference to battery-electric vehicles (BEVs). But, as with corporate changes of this magnitude, there’s much more going on in the background…

Toyota Motor Corporation CEO Akio Toyoda stacks champagne glasses on the bonnet of a Lexus LS derivative.
Quotable, characterful, fun – and a car guy. They couldn’t have recruited a better CEO if they tried.

Was Akio Toyoda the right boss for Toyota?

All of the world’s greatest car companies started as – and grew from – family businesses (that means the firms were affected by sometimes messy family politics and had unusual management structures, such as powerful board positions reserved for family members). But that’s changed due to the industrial might of China, where the Beijing government’s shareholding and influence nix car-company family legacies.

Toyota, however, is unique among the world’s most influential car companies because the founding family remains powerfully involved. And not only involved – in control. BMW’s Quant family are silent shareholders. And members of the Porsche/Piech dynasty don’t serve in CEO roles at any VW Group entities – Audi, Bentley, Bugatti, Lamborghini, Porsche, Seat or Volkswagen. Mercedes-Benz? It has been a purely corporate company for decades.

Honda? No Hondas as the CEO. Ford? Founder Henry Ford’s grandson, Bill, serves in a ceremonial role. But Toyota has been run by Akio Toyoda since 2009. And Toyota has done well, very well, ever since.

The driver’s CEO

In South Africa, Toyota dominates the new-vehicle market and has done so for longer than most of us can remember. Globally, of the top 10 best-selling vehicles, 3 are Toyotas. And these are global platforms that serve many customers in diverse markets. Toyota builds everything from rugged off-road vehicles to hybridized crossovers and attainable low-centre-of-gravity sportscars. And it’s a very profitable pursuit.

Akio Toyoda isn’t an engineer. He’s a business and finance graduate. But what made him such a perfect CEO for Toyota, is that his financial awareness was always subservient to an authentic love of cars.

Design. Driveability. Attainability. Akio Toyoda understood and lived these concepts more truthfully than many car company CEOs, most of whom are merely high-level managers and cost optimisers. Such execs tend to be rather disinterested in products, but obsessed with balance sheets and graphs.

Toyota Motor Corporation CEO Akio Toyoda presents the Toyota GR Supra.
Supra remains Toyota’s most storied sportscars nameplate. Akio loves them all – naturally.

He steered Toyota through a crisis

When Akio Toyoda became TMC’s CEO in 2009, it was a year after the global financial crisis and a year before Toyota would face a bizarre “unintended acceleration” mistrust campaign in the United States. The Japanese earthquake and Tsunami would follow in 2011. Despite facing these difficult challenges during the early phase of his CEO tenure, Akio Toyoda demonstrated his value as a product person.

He established Gazoo Racing, very much to the benefit of Toyota South Africa Motors’ (TSAM) Dakar racing efforts. That is something that TSAM’s product managers have expertly leveraged to create the Dakar trim level for Hilux. Under Akio Toyoda’s guidance, some of the best Japanese cars in history have been conceived, developed and brought to market, including the LF-A, GR 86, GR Supra and GR Yaris.

It can be argued that Akio Toyoda is the 2nd-best family-member car-company CEO of all time, behind the legendary Ferdinand Piech, who built Volkswagen AG into the empire it has become. But if Toyoda-san has been so good for Toyota, why did he make the sudden decision to vacate his position as CEO?

Toyoda could do the suit and corporate smile. But he was even better behind the wheel of prototypes and “living the product”.

Why is Akio Toyoda leaving?

A car company CEO can listen to consultants, designers, product people and brand architects all day, but there’s no substitute for driving. Akio Toyoda would get out of the boardroom to spend time behind the ‘wheels of a nascent Toyotas and his love of driving manifested in the brand’s product portfolio.

The low-volume GR Yaris was evidence that the world’s biggest car company was run by a CEO who would rather be clipping apexes at a test track, than approving track changes in a strategic document.

As a genuine driving enthusiast and sportscar fan, Akio Toyoda was always going to be unimpressed with BEVs’ drawbacks (such as their weight and diluted driving experience, given current battery densities).

Despite a nearly unrivalled portfolio of petrol-electric hybrid vehicles, initially marketed through Prius and the Lexus brand channel, Toyota isn’t selling a million BEVs a year – but Tesla is.

Toyota knows how expensive the transition to BEVs will be: not only regarding manufacturing costs, but retail pricing for customers. TMC controls many Japanese suppliers and is headquartered in a country with much deeper advanced-battery-production knowledge than any American or European car brand.

Unlike many other car company bosses, automotive-market analysts and industry observers, who believe a global BEV fleet can be brought to fruition simply and easily, Akio Toyoda has been transparent about the discrepancy between pure-electric/battery-car aspirations and immediate deliverables.  

Akio Toyoda (left) will be succeeded as CEO of Toyota Motor Corporation by Koji Sato.
Akio Toyoda and Koji Sato – both are obsessed with fun-to-drive Toyotas.

Who is the new CEO of Toyota Motor Corporation?

Koji Sato. And he’s young (53), at least for the CEO of the world’s biggest car company. With Sato’s appointment, Akio Toyoda wants to ensure his legacy of creating driver’s cars and product excellence survives. This is why Sato, who owns an AE86, was chosen ahead of a Toyota finance executive.

Sato’s appointment is a significant change for Toyota. Some feel that Akio Toyoda was damagingly conservative in his attitude towards BEVs, but many of Toyota’s most profitable models (the bakkies and large SUVs) serve customers who have little to no desire for battery-electric powertrains.

Toyota’s new CEO must counter Tesla in the US and in Europe while reshaping Toyota’s powertrain R&D, without disrupting its legacy profit flows from the global bakkie and large SUV businesses.

Sato is an engineer and currently serves as Toyota’s brand manager. That means he has an expertly informed global view of the company’s customers – including those in South Africa. But it’s where Sato worked from 2016-2020 that really matters. During this timeframe, he served in senior engineering and management roles at Lexus, a brand which has served as Toyota’s stealth battery-development entity.

The BEV Sport concept was signed off during Koji Sato’s tenure at Lexus.
The BEV Sport concept was signed off during Sato’s time at Lexus.

Timing the battery market

Having dealt with challenging hybridisation/electrification choices at Lexus, Sato has a strong overview of battery chemistry trends – something of immeasurable value for any car company executive in 2023.

Sato’s advanced engineering literacy should help him to find solutions for the scalability issues of some battery technologies. It’s worth noting that a Japanese battery supplier, Panasonic, was Tesla’s enabler.

Toyota has the cash and proximity access to Japan’s advanced battery industry. To secure the best battery chemistries, scale matters. This is where Toyota’s ordering magnitudes and healthy cash position can make a big difference.

Car CEOs and the software issue

Of course, the advantage of Sato’s age is that he appreciates software. Coding development and UX integration have been massive cost issues for legacy car companies. Volkswagen has struggled hugely with it. Tesla does it better than anyone else because its CEO, Elon Musk, is a computer scientist at heart.

Japan remains the world’s most digitally connected and advanced nation, with deep coding competency at all levels. But digital awareness is a factor of youth.

If Elon Musk was a decade older, would he have been as tech-immersed during his teens, which laid the groundwork for his later career breakthroughs? Probably not. And that’s why Sato, at 53, is the ideal age to understand and network better strategic software outcomes for Toyota. Hopefully, Sato-san will help TMC to circumvent the software and UX issues that have bedevilled Volkswagen in the recent past.

Koji Sato is an inspired choice to succeed Akio Toyota as CEO of Toyota. At a time when fantastically complex powertrain choices must be understood, would you rather have a finance-minded CEO, or a proven automotive engineer, making decisions about the next-generation Hilux’s engines? Exactly…

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Hyundai i30 N vs VW Golf 8 GTI: SA Sales Over Past 12 Months

Just how well has the Hyundai i30 N hot hatch been selling in South Africa over the past 12 months? Let’s take a look at the figures and compare them with Volkswagen Golf 8 GTI sales…

What has long been the strongest-selling C-segment hot hatch in South Africa? That’s right, the Volkswagen Golf GTI. So, has the Hyundai i30 N managed to make an impact on the market or is Wolfsburg’s finest still the go-to hot hatch among local buyers?

Well, we sorted through the past 12 months of figures in an attempt to find an answer. We should, of course, point out VW has been fairly vocal about its supply struggles for some time (even the Golf 8 R has yet to officially hit the local market). Similarly, we wouldn’t be surprised if Hyundai Automotive SA has been battling to secure sufficient stock of its contender.

Hyundai’s refreshed i30 touched down in April 2022.

Search for a used Hyundai i30 N here

Regardless, it’s an interesting exercise tallying up the figures and seeing where each hot hatch stands after the past 12 months. For the record, Hyundai’s local distributor switched to a refreshed version of the i30 N in April 2022, ditching the pre-facelift version’s 6-speed manual gearbox in favour of an 8-speed dual-clutch transmission (and thus pitching it directly at the Golf GTI). The run-out of the manual version and the switchover to the new model explains its two months of zero sales at the start of the reporting period.

Anyway, let’s get to the figures. Over the past 12 months, Hyundai has registered 97 units of the i30 N in South Africa. The South Korean hot hatch’s strongest month was April 2022 (when the DCT version touched down), as 24 examples were sold. Bar October 2022, that was the only occasion in the reporting period when the Hyundai managed to outsell the VW.

The Golf GTI, meanwhile, finished this 12-month period on a total of 616 units, peaking in March 2022 with 87 registrations. The German model’s weakest month came in October 2022, when its 3 units weren’t enough to beat the i30 N’s showing (5 units). Interestingly, 51 units of the 616 total represented sales to the government.

VW launched the Golf 8 GTI in SA in August 2021.

Search for a used VW Golf GTI here

As a reminder, the i30 N’s turbocharged 2.0-litre, 4-cylinder engine delivers 206 kW and 392 Nm to the front axle via the aforementioned transmission, facilitating a claimed 0-100 kph time of 5.4. Topping out at 250 kph, Hyundai’s hot hatch is currently priced at R779 900.

The Golf 8 GTI’s turbocharged 2.0-litre 4-pot makes 180 kW and 370 Nm, peak outputs that are directed to the front wheels through a 7-speed dual-clutch cog-swapper. VW claims its hot hatch will hit 100 kph in 6.4 seconds before settling at a maximum speed of 250 kph. The Golf GTI starts at R744 200, though a Jacara Edition is available for R727 500.

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New Flagship Mitsubishi Eclipse Cross for SA 

Mitsubishi SA has bolstered its local Eclipse Cross compact SUV range with the addition of a range-topping GLS Exceed derivative. Take a look at specs and pricing details here!

This is Mitsubishi’s first product update for 2023 with updates expected across its product range throughout the year. 

The updated Eclipse Cross compact family car arrived in South Africa back in 2021 and the range now gains a top-spec GLS Exceed derivative. 

The Eclipse Cross GLS Exceed is powered by a 1.5-litre turbopetrol engine with 110 kW and 250 Nm on offer and is mated with an 8-step CVT (with a sports mode). 

A 2.0-litre, naturally aspirated petrol engine is also available with 110 kW and 198 Nm.

Safety features include 7 airbags, ABS with EBD, active yaw control, brake assist, hill start assist and electronic stability control with traction control. Mitsubishi has now added blind spot monitoring to the package and Mitsubishi Motors Intuitive Technology (MiTEC) which includes an “Ultrasonic Misacceleration Mitigation System” which is designed to reduce the chance of front and rear collisions at up to 4 metres should a driver press the accelerator in error when stationary or when travelling at speeds below 10km/h.

Other useful standard features include keyless operation, a rearview camera, head-up display, and a tilt and slide panoramic sunroof.  

“We believe that the Eclipse Cross continues to offer a great combination of a sleek, sporty design combined with SUV capabilities and the latest round of refinements go a long way in cementing its position as a vehicle that perfectly embodies what the Mitsubishi brand represents,” says Jeffrey Allison, General Manager: Marketing at Mitsubishi Motors South Africa (MMSA).

Mitsubishi Eclipse Cross Price in South Africa 

Eclipse Cross 2.0L GLS CVT 4×2 – R479 990

Eclipse Cross 1.5L GLS CVT 4×2 – R519 990

Eclipse Cross 1.5L GLS EXCEED CVT 4×2 – R560 000

The Mitsubishi Eclipse Cross is sold with a 3-year/100 000 km warranty, 5-year/90 000km warranty and 5-year unlimited km roadside assistance. 

Buy a Mitsubishi on Cars.co.za

Toyota Corolla sales in SA: Cross saving an ailing badge?

Toyota’s Corolla hatch and sedan aren’t nearly as popular in South Africa as they once were. Is the Corolla Cross now carrying this famous badge? Let’s examine the sales figures…

Globally, the Corolla badge has a long and storied history, with a legacy stretching all the way back to September 1966 and global sales well in excess of 50 million units. Here in South Africa, production of the Corolla commenced in May 1975 and has continued – in one form or another – ever since. Yes, just like the Hilux, the Corolla designation has been a household name locally for close to half a century.

But, owing largely to the steady decline of the traditional family hatchback and sedan segments, local sales of Corolla models began to fall a few years back. Toyota’s answer? To leverage the tremendous power and reach of the name by applying it to a crossover, the single body style in the passenger-vehicle segment that continues to experience robust sales growth.

Shrewdly positioned within the Toyota’s local line-up and aggressively priced from launch in November 2021, the Prospecton-produced Corolla Cross appeared to be the ideal answer to faltering Corolla sales in an increasingly crossover-crazy world. So, just how successful has it been? Let’s take a closer look at the figures.

Looking back at Auris, Corolla and Quest sales in SA

The Auris was the predecessor to today’s Corolla hatchback.

Before we dive into Corolla Cross sales, it’s worth examining the medium-term performance of the Auris (the current hatch’s predecessor), Corolla sedan and prolonged-lifecycle Corolla Quest in South Africa. We’ll look specifically at the years 2015 to 2019, ignoring 2020 and 2021 for now as sales in this latter period were noticeably affected by the impact of the COVID-19 pandemic.

We’ll start in 2015, since that was the original Quest’s first full year trading on the local market. Of course, we should also point out Toyota SA Motors reported combined monthly sales figures for the Auris hatchback, Corolla sedan and Quest back then, rather than listing these sales individually. Still, that year, 24 894 units were registered around South Africa, translating to a healthy monthly average of 2 074 units.

In 2016, the Corolla family total fell markedly to 17 499 units, before improving slightly to 19 264 units the following year. In 2018, the tally dipped again (to 17 239 units), before dropping further still to 15 796 units in 2019 (the year in which the current-generation hatchback replaced the Auris). The general downward trend in the sales performance of these models is plain to see in the graph above.

How did the sedan, hatch and Quest perform in 2022?

The hatchback is the least popular Corolla body style in SA in recent times.

So, was 2022 another year of decline? It certainly was, with the Corolla sedan, Corolla hatch and Corolla Quest managing a total of just 6 185 units (or a monthly average of 515 units) between them. The Quest accounted for the bulk of that figure (4 674 units or 76%), while the sedan contributed 979 sales and the hatch just 532 units.

Of course, there are a few potential reasons for this latest nosedive in sales, besides the overall decline of the traditional C-segment (and the broader supply constraints that continue to plague the industry). For instance, the Japanese automaker opted to shift the hatchback and sedan upmarket in their latest generations, a decision that resulted in an increase in price and a concomitant drop in sales volume. For the record, the Auris kicked off at R223 700 and the Corolla sedan at R230 500 back in 2015; today, some 8 years later, the entry prices are more than double, with the Corolla hatch starting from R500 700 and the saloon from R512 700.

In addition, the company has shifted the focus of the Corolla hatchback and sedan line-ups to hybrid powertrains (incidentally, while quietly culling the pioneer of this technology, the Prius), further pushing up the cost. Moreover, it’s worth remembering the current Corolla sedan and hatch are imported into South Africa rather than produced at Prospecton, which likewise has a marked impact on their respective sticker prices.

Why is the locally built Quest – which was introduced in 2nd-generation guise in March 2020, around the same time the 12th-generation sedan touched down – still achieving fairly respectable figures? Well, it’s effectively covering space created by its more modern saloon sibling’s move upmarket. The prolonged-lifecycle model bears a far more affordable price-tag and thus still also appeals to rental fleet buyers (and, indeed, ride-hailing services). It currently starts at R307 400, compared with its forebear’s entry price of R183 900 in 2015.

Corolla Cross sales in its first full year on the market

The Corolla Cross enjoyed a stellar 2022, despite a lengthy production interruption at Prospecton.

Has the Corolla Cross managed to make up the sales dropped by its lower-riding brethren? The answer is a resounding “yes”. In fact, in its first full year on the market, the 6-strong Cross line-up – which offers the option of hybrid power and has pricing bookends of R371 200 and R480 200 – managed a whopping 15 855 registrations in South Africa. Add that to the sales of its 3 siblings and the Corolla family total comes to 22 040 units, a figure not seen for years.

The Corolla Cross drove this impressive growth – and in the process grabbed 4th place on the list of SA’s strongest-selling passenger vehicles – despite being hamstrung by the 3-month shuttering of Toyota’s Prospecton factory in mid-April 2022, which sustained major damage during the devastating KwaZulu-Natal floods. Take a glance at the graph below to see just how severe the impact was, with the model enduring a trio of consecutive sub-200-unit months.

Of course, the Corolla Cross has recovered smartly since then, with local production back at full capacity and the range expanded to include a GR-Sport derivative (with another derivative seemingly on the way). Indeed, January 2023 was another bumper month for the Cross, which with 2 042 registrations was outsold only by the venerable Hilux. In contrast, the Quest settled for 433 units, the Corolla sedan for 78 and the Corolla hatchback for a mere 50.

Though it’s early days in the year, the Corolla Cross is already positioning itself to graduate to the role of Toyota’s best-selling passenger vehicle in South Africa for 2023 (the new Urban Cruiser, for the record, will hit the market only in the 2nd quarter). In the process, there’s no doubt “Corolla” will remain one of the most recognised nameplates among local buyers some 48 years after the very first SA-built example rolled off the assembly line.

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GWM Tank 300 (2023) International Launch Review

The GWM Tank 300 will mark a new chapter for the Chinese brand when it arrives in South Africa later this year. David Taylor headed Down Under, mate, for a taste of what’s to come.

We’ve been quietly impressed with the success story of Great Wall Motors (GWM) – and especially its SUV sub-brand Haval – in South Africa. Since Haval-badged products arrived on local soil in 2017 and Haval Motors SA was established as a wholly-owned subsidiary of the Chinese group, Haval has virtually become a fixture in the monthly top 10 best-selling brands list in the South African new-vehicle market.

The Haval Jolion and Haval H6 are well-priced, modern and desirable family SUVs that have garnered numerous sales across the nation and, although bakkie buyers are very brand loyal, the GWM P-Series double cab has become a common sight on the Republic’s roads. Five years ago, if you suggested that a Chinese brand would sit comfortably in SA’s top 10 list by 2023, we would scarcely have believed you.

However, given the automotive giant’s ambitious and flexible business strategy, the immense R&D centres it has at its disposal and the experts it has recruited from across the globe, it’s really no surprise that Haval has elbowed legacy car brands out of the way to become a household name in South Africa.

MORE: What’s next for Great Wall Motors / Haval in South Africa?

Front three-quarter view of the GWM Tank 300.
The Tank 300 looks muscular and purposeful, now just imagine it in orange…

What is a Tank 300?

What you see here is a radical departure from the Haval Jolion, H6 and H6 GT, which are family cars. Tank is a new marque from GWM (another one, the Ora electric vehicle sub-brand, is also bound for SA). The Tank brand is aimed at those who appreciate luxury motoring as much as off-road adventuring. With those boxy, macho looks, it has nailed that image! Think of the Jeep Gladiator, Mercedes-Benz G-Class and Land Rover Defender, as well as the soon-to-be-launched Ineos Grenadier. You get the idea.

Haval Motors SA intends to bring several Tank models; the Tank 300 is due in Mzansi around the middle of 2023 and the even bigger Tank 500 is earmarked for early 2024. The Tank 300 is 4 760-mm long, 1 930-mm wide and has a 2 750-mm wheelbase, so the 5-seater is about the same size as a Fortuner.

MORE: Browse the latest Haval prices and specs here.

The luxurious interior of the GWM Tank 300, with brushed aluminium trim and quilted leather upholstery.
There are features galore, and the general fit-and-finish is excellent.

The Tank 300 looks like a serious off-roader, but does it have the necessary 4×4 attributes? Well, fundis, the SUV has a claimed ground clearance of 224 mm, along with approach and departure angles of 33 and 34 degrees respectively. A low-range transfer case and 2 differential locks (front and rear) are fitted.

Under the bonnet is a 180 kW/380 Nm 2.0-litre 4-cylinder turbopetrol engine that is mated with a 78 kW/268 NM electric motor (the battery capacity is not stated). The total powertrain output of 258 kW and 615 Nm is quite the talking point! Power goes to all 4 wheels via a 9-speed automatic transmission.

Under the skin is not a monocoque/unibody (as is the case with the Tank’s Jolion and H6 cousins), but a modified version of the GWM P-Series bakkie’s ladder frame chassis, which further bolsters its off-road cred. With the Haval H9 falling away, the Tank range is expected to fulfil Haval’s luxury off-roader role.

First impressions

Tank 300 crushed the relatively easy 4×4 course!

The cars we drove were pre-production units finished in Crystal Black – it didn’t flatter the Tank 300’s appearance, but fortunately, vibrant orange and red hues are available – they make the SUV stand out a lot more. Also, photographs don’t convey just how brawny the Tank is; it’s a lot bigger than I expected.

It’s interesting to see the Tank 300 riding on road-biased 18-inch rubber, but we understand that Haval Motors SA is looking at offering a range of off-road accessories for the model, including chunkier tyres.

Inside, the Tank 300 looks thoroughly modern and tech-laden – GWM has equipped the newcomer with plenty of digital screens! The perceived fit-and-finish is impressive too, thanks to the extensive use of high-quality plastics and diamond-quilted leather. The Tank 300’s cabin really looks and feels the part!

The load bay of the GWM Tank 300.
The load-bay capacity is reasonably sized, but it does need a retractable luggage cover.

Behind the side-opening tailgate sits a reasonably spacious luggage area. The load floor is a bit higher than you’d expect (due to the hybrid battery taking up some space), but the spare wheel is located on the tailgate, which aids the packaging. We would like to see a retractable cover for the bay, however.

The Australian market will get a pair of Tank 300 derivatives, but South Africa is likely to receive just the flagship derivative – for now. However, we understand there will be a non-hybrid 2.0-litre turbopetrol version available in right-hand-drive guise and it’s due to land in Australia at some point during 2023.

Like most Haval products, the Tank 300 hybrid flagship comes fully loaded with almost every gadget and convenience feature that you can think of. There’s a 12.3-inch digital instrument cluster, a 12.3-inch touchscreen infotainment system with Apple CarPlay/Android Auto, USB-A and USB-C ports, a wireless charging pad, Nappa leather seats (heated/cooled with a massage function), an Infinity 9-speaker audio setup, a heated steering wheel, tyre pressure sensors, 64 ambient colours to choose from… and more.

The digital instrument cluster boasts crisp high-res graphics.

As far as semi-autonomous safety tech is concerned, the Tank 300 comes equipped with adaptive cruise control, lane-departure warning, lane-keep assist, traffic-sign recognition, rear cross-traffic alert with braking function and fully automatic parking. The model also has 7 airbags and a 360-degree camera.

The local model’s list of standard specifications and features will be confirmed at launch, but we don’t think it will be radically different to what we experienced in the launch units delivered to Australia.

What’s the GWM Tank 300 like to drive?

Rear three-quarter view of a GWM Tank 300 driving on a test track.
The Tank 300 incorporates design elements from all your favourite off-roaders.

The GWM 300 was presented to international media representatives at the Anglesea Automotive Research Centre, located about 150 km south of Melbourne, Australia. Think of it as Gerotek by the sea, with the added complication of wild kangaroos that were merrily hopping in and around the complex!

Our test-drive programme incorporated a basic 4×4 course, as well as some gravel driving, but we would have loved to have spent more than just 20 minutes with the vehicle. Think of this as “a first taste” or a preview of what’s to come, rather than a full-blown driving impression from an international launch.

Once seated behind the Tank 300’s ‘wheel, it was straightforward to find the ideal driving position. Hit the start button and… nothing. See, this new hybrid system is a revelation – the vehicle starts in electric mode and can operate in pure electric mode for some distance before the petrol engine has to kick in.

The GWM Tank 300's centre console that shows the transmission lever and the circular drive-mode selector.
Off-road modes, drive modes and one of the coolest-looking gear selectors.

Going the hybrid route has helped Haval address one of the (very) few criticisms of its models: high fuel consumption. We’ve been impressed by the efficiency of the H6– and Jolion HEVs and, while our short drive was restricted to a stint on a gravel road, we saw an indicated consumption figure of just under 10 L/100 km. When driving on asphalt and in Eco mode, you should be able to easily improve this figure. 

Speaking of drive modes, the Tank 300 has many of them – and each one is associated with a cheesy chime and dashboard graphic. The activation of Snow mode, for example, is announced by a Christmas-like bell sound. It’s cute, but we hope the chimes can be deactivated (their novelty may wear off rapidly).

The GWM Tank 300 wading through water. It has a 600mm wading depth.
The Tank 300 offers 600 mm of wading depth!

Frustratingly, our test unit seemed to have a glitch. When deactivating the parking brake (shortly after start-up), the Tank refused to go into gear. It came right, eventually, after switching the SUV off and on again, but we hope that these little gremlins are ironed out by the time the model arrives on our shores.

Meanwhile, the Tank 300 made light work of the fairly straightforward off-road course, which included a deeper-than-expected water trough. The off-road modes made the SUV apportion torque between the front and rear axles as needed and, when things got a little tricky, we brought the diff-lock/s into play. We liked the off-road graphics and surround cameras; they add a technical dimension to the 4×4 experience.

The touchscreen infotainment screen of the GWM Tank 300, which displays off-road-mode graphics.
The off-road graphics and 360-degree camera display are excellent.

When traversing the gravel road, the Tank 300 felt stable and refined, with admirably low noise intrusion (at about 60 kph). What’s more, the steering was generously assisted but felt sufficiently substantial. We pitched the SUV into some corners and, while there was some body roll, it felt more agile than expected.

Summary

The GWM Tank 300 driving on a gravel road in Victoria, Australia.
Tank 300 steers Haval into the luxury off-road adventure market.

The GWM Tank 300 is a radical departure from what we’ve come to expect from Haval Motors SA, which has made tremendous inroads in our market with the Jolion and H6, which are family cars… crossovers, you know, softroaders. Mind you, the Haval H9 was a substantial 4×4 that never really got its due, but the (albeit 5-, not 7-seater) Tank 300 blends the off-roader image and high luxury effortlessly!

It appeals greatly, even if you never intend to venture off-road (although, of course, the Tank 300 is more than capable in that regard). Think of the way the Mercedes-Benz G-Class has become a status symbol. Yes, the Gelandewagen is a formidable off-roader, but you won’t find any G63s at your local 4×4 track.

To reiterate, we may have had only 20 minutes behind the ‘wheel of the Tank 300 (and only drove on a dirt road), but as far as speed dates go, it was a success – we’re keen for a second date. We suspect that, in the right hands, the newcomer will go further off-road than its target clientele would ever require.

At this stage, there’s no indicative pricing available, but given the generous standard loadout, off-road capability and spaciousness of the Tank 300, we estimate you’ll be forking out around R750 000.

Range Rover Velar Updated, Orders Open for 2023

The stylish Range Rover Velar has received an update and South African buyers can place orders with vehicle delivery expected in the middle of 2023. 

Following on from the updates the Velar received last year, the suave SUV has now received yet another round of enhancements, most of which are to be found in the cabin. 

What’s changed? 

Exterior changes include a new grille design, complemented with ultra-slim Pixel LED headlights with the Daytime Running Lights exuding a jewel-like appearance. At the rear a new lower bumper and new LED taillights with a 3-D design. Two new exterior colours will also be offered including Metallic Varesine Blue and Premium Metallic Zadar Grey.

Moving inside, the Velar gains a new 11.4-inch single floating curved glass touchscreen which is integrated into the centre console. Buyers will be able to choose between 4 new leather colours including Cloud, Caraway, Raven Blue and Deep Garnet. For those who prefer leather-free upholstery, the Velar can also be had with a wool and polyurethane textile combination upholstery from Danish textile experts, Kvadrat. 

For music lovers, an optional Meridian 3D Surround Sound System with 17 speakers and 750 W amplifier will be available. 

What engines are offered for the Range Rover Velar in South Africa? 

Velar
The Velar P400e gains a larger battery with 20% improvement in electric driving range.

The Range Rover Velar range is headlined by the P400e plug-in hybrid combining a 105 kW electric motor and a 221 kW 2.0-litre turbopetrol engine with an 8-speed automatic transmission.  Total outputs are 297 kW and 640 Nm. The P400e is now fitted with a larger 19.2 kWh battery (previously 17.1 kWh). Electric driving range is 64 km, a 20% increase (previously 53 km) with average fuel consumption claimed at 1.6 L/100km.  

Zero to 80% charging in about 30 minutes is possible using a 50 kW charger while a 7 kW charger will do the charge from zero to 100 percent in around 2.5 hours. 

The 48V mild hybrid 3.0-litre turbocharged petrol P340 MHEV offers 250 kW and 480 Nm and mated with an 8-speed automatic. 

Diesel buyers have the choice of 2 diesel engines in the D200 and D300. The Velar D200 is powered by a 2.0-litre turbodiesel engine with 146 kW and 430 Nm while the D300 employs a 3.0-litre turbodiesel with 221 kW and 650 Nm. 

Pricing for the updated Range Rover Velar will be communicated closer to launch in the middle of 2023.

Buy a Range Rover Velar

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