Mercedes-Benz South Africa has launched a flurry of electric vehicles late in the year and we’ve had a quick drive in the new EQB. Here’s what we thought of it…
It has been a challenging year for many automotive brands and Mercedes-Benz has been one of the marques severely affected by stock shortages. Remember that while Mercedes-Benz SA continues to produce the entire C-Class sedan range at its East London plant, every other model is imported.
Owing to production disruptions (caused by shortages of components such as semiconductors and wiring looms), cars have not been coming off the line quickly enough to satisfy demand, plus there have been shipping delays. Again, this is not just a Mercedes-Benz problem; many brands have suffered shortages and delays. Most recently, logistical issues hampered the local launch of the VW Golf 8 R.
Benz’s all-electric EQ range is broad; while some models are based on ICE-model platforms, some of the newer additions to the line-up are based on the brand’s dedicated MEA electric-vehicle architecture.
So if you want something fresh, luxurious and different, you are likely to find what you’re looking for within the EQ range. Kicking off the range is the EQA, essentially an electrified GLA and, if you desire a bit more space and poke, there’s the EQB (modelled on the GLB). There’s an EQC, which you guessed it, is an electrified (previous-gen) GLC. For those shopping for a sedan, Benz offers the EQE and EQS.
Mercedes-Benz SA offers its EQB with one powertrain and 3 trim levels. Many brands have opted to endow their EV models with bold – but polarising – styling, but even though the EQB has some futuristic cues (enough to distinguish it from its ICE sibling), its appearance is altogether conventional. It’s a tricky game to play, just ask BMW with its iX. It’s brilliant, but those quirky looks aren’t to everyone’s taste.
With the EQB, you actually need to tell people that it’s an EV. If you look closely, however, you can spot some subtle clues that it is an all-electric model, such as the Mercedes-EQ black panel grille, continuous light strips at the front and rear of the vehicle, aerodynamically optimised light-alloy wheels (in a bi- or tri-colour design, up to 20 inches in size), as well as specifically adapted front and rear wheel spoilers.
There are two motors on duty (one on each axle) and they deliver peak outputs of 215 kW and 520 Nm of torque. Power is directed to all four wheels via an automatic transmission.
As for the performance claims for the EQB, 0-100 kph is said to be dispatched in a brisk 6.2 seconds and its stated top speed is 160 kph. It’s not the lightest car around (with a kerb weight of just over 2000 kg), but then again, neither are its rivals, with most of the additional portliness coming from the battery pack.
The battery is rated at 66.5 kWh and the claimed range (from 100% charged) is between 395 and 423 km. Mercedes-Benz SA’s website has a nifty range simulator that allows you to input your driving style, road conditions and weather conditions to calculate the distance you could achieve on a single charge.
At this price point, the EQB’s standard equipment list is expectedly generous, but you can play around with the configurator to your heart’s content (or until your bank balance or -manager cries “enough!”).
Plenty of optional packages are available for the EQB, along with various individual options such as a panoramic sliding sunroof (R16 400) and adjustable damping (R17 600). Should you wish to specify that 3rd row (of two seats) to turn your EQB into a 7-seater, be prepared to part with an additional R22 000.
The MBUX digital instrument cluster and infotainment touchscreen are fitted as standard.
What’s it like to drive?
Our short test route was comparable to (what we’d imagine is) a commuter’s average route; it comprised stints of freeway driving and trundling along congested urban roads. The EQB’s ride quality was pliant, despite being fitted with large (20-inch) wheels, but we suspect this was due to the roads being well-maintained. We’d like to drive the EQB on a variety of road surfaces to see how forgiving its suspension really is.
Like the vast majority of electric cars, the EQB operates in near silence. In EVs, there’s nowhere to hide unpleasant sounds because there is no ICE to mask excessive wind or road noise. We’re happy to report that, at 100 kph, we discerned only a gentle wind sound emanating from the side mirrors. Some artificial powertrain noise is plumbed into the cabin, but we understand it can be switched off if it gets annoying.
The electric motors deliver maximum torque right from the get-go and thanks to all-wheel drive, the EQB launches off the line with impressive urgency. The torque delivery is instantaneous, and you don’t even need to fully depress the accelerator pedal to exact urgent performance from the powertrain.
Besides, in the interests of maximising your range, you shouldn’t be stomping on the long pedal too often in any case; rather rely on momentum and brake regeneration to eke out those extra kilometres.
Summary
Our test drive was short and sweet, which is also an apt description of the EQB, come to think of it. Yes, its design is boxy, but taller passengers will be thankful for the excellent headroom and exterior visibility. With a realistic range of well in excess of 300 km and ground clearance of 165 mm, the EQB should be well suited to dirt-road journeys, with the added bonus of a large load bay, plus the option of a 3rd row.
Many may wonder why the EQB exists when there is EQA. Yes, the EQB is a touch more expensive in comparison to its smaller sibling, but the benefits are notable. You get more space, more performance (215 kW/520 Nm versus 140 kW/385 Nm) and the sure-footedness of all-wheel drive.
Now for the kicker. With prices starting above R1.3 million, the EQB isn’t exactly ‘cheap’ or ‘affordable’, by compact SUV standards anyway. As things stand, all-electric motoring remains the preserve of the wealthy, not least those who can afford the extra cost of installing solar panels and home chargers.
Toyota SA Rolls Out Free Anti-Theft Updates for Certain Vehicles
In response to new modus operandi from local vehicle-theft syndicates, Toyota SA says it has developed a range of vehicle security systems enhancements…
Toyota South Africa Motors says it has developed various “enhancements” for the security systems of certain of its popular vehicles, with these updates available for free at dealerships around the country.
The Japanese firm’s local division says the move is in response to “new modus operandi on the part of criminals and syndicates”, including the use of “sophisticated technology” to target vehicles featuring keyless or smart-entry systems.
The vehicles eligible for the enhancements include all Hilux Legend models from 2019 and all Fortuner models from 2016, along with all VX and VXL derivatives of the Land Cruiser Prado from 2017. Finally, all Lexus RX and LX models registered from 2015 also qualify*.
All new vehicles as well as those arriving at dealers for routine servicing will automatically receive the enhancements. Though the company opted not to detail the updates, it claims to have developed “several measures to mitigate possible theft of Toyota- and Lexus-branded vehicles in the country”.
These measures have been shared with the Toyota dealer network as well as reviewed and evaluated by VSS Administration, which the brand describes as an “independent South African organisation that specialises in vehicle security and automotive systems”.
Three areas of focus for Toyota’s security enhancements
Fortuner models registered from 2016 are eligible to receive the updates.
After “proactively” conducting research and development into the enhancement of its vehicle-security systems, Toyota SA Motors says it found three main ways criminals are exploiting a given vehicle’s various computer-controlled systems.
The first involves the vehicle’s Control Area Network (CAN), which criminals infiltrate using “highly sophisticated electronic equipment”, gaining entry and then accessing the computer system to start the engine.
Then there’s fob relaying, which involves the use of receivers and transmitters to remotely read the vehicle’s security key (while it is still in the possession of the owner), ultimately allowing the criminal to unlock and start the vehicle.
Toyota describes the third method as a “combination of forced entry and key cloning”. This sees the use of “advanced techniques and equipment” to disable the vehicle’s alarm system, clone its security key and gain access to the vehicle.
“We, as Toyota, are committed to developing safe and reliable vehicles and we will continue with our research and development to further enhance our vehicle security systems. I would also like to add that vehicle owners will not negate the warranty on their vehicles should they elect to fit an aftermarket security device – provided that these are installed correctly by a reputable fitment centre,” said Leon Theron, Senior Vice President of Sales and Marketing at Toyota SA Motors.
*initially, Toyota SA Motors said all Land Cruiser 200 models with smart entry and all Land Cruiser 300 units were also eligible, but the company has since removed these models from the list.
Continental Icons Part 4: The Gorgeous Mercedes-Benz SLS AMG
It is without a doubt one of the most impressive sports cars Mercedes-Benz has given us in the 21 st century. Sana-Ullah Bray shares his car history with us and the story behind his passion for cars, Mercedes-Benz and in particular his SLS AMG.
The task to develop a car to replicate and remind us of the performance and beauty that the 300SL Gullwing offered in 1954, was no small task. But in 2009 Mercedes-Benz did just that and unveiled the SLS AMG at the Frankfurt Motor Show while sales started in 2010.
Apart from the performance (the wonderful M156, 6.2-litre V8 was fitted), the styling and gullwing doors were two elements that grabbed the attention of all of those who saw it.
A number of these cars were exported out of South Africa when their values were very low a few years ago. However, interest in these cars quickly started to climb and so did their prices.
Automotive enthusiast Sana-Ullah Bray’s history with Mercedes-Benz goes back several decades, and he even had to wait several years before an SLS, and the right SLS, crossed his path.
“My family has had several cars over the years and some of them were really iconic. My one uncle had a Ford Capri Perana V8 and my other uncle had a BMW E36 M3. As a youngster you always remember these cars fondly. Seeing these cars and talking about them with friends and family cultivated the environment in terms of what I like about cars.
“At one stage my dad had a W114 Mercedes and my uncle a W108 280SE. I always had this aspirational idea of a Mercedes. Then in 1999 I bought my first Mercedes-Benz, it was a 300CE AMG. My passion for the brand and their cars grew from then as I then bought a 1994 E320 AMG. The passion continued as I then started with collecting classic cars by purchasing a 1958 220S Ponton.
“For me it is about the hunt and finding the right car. I then also bought one of my dream cars, a 1968 280SE Coupé. I still own that car and have owned it for more than 10 years. In terms of classic cars, that shape is really special to me.”
Sana-Ullah’s path through classic and modern classic cars took several turns as he also owned and still owns some R129-series models.
“My father had a Mercedes-Benz 190E which we had for many years. It is still in our family and I look after the car. Classic Mercedes-Benz is really part of our life.” Sana-Ullah is also part of the Mercedes-Benz Club where he can share his passion and information about these cars with fellow enthusiasts.
“The idea of owning an SLS AMG was always an aspirational dream for me. The first time I saw one in the metal was at Mercedes-Benz Century City during the launch of the car. I decided that evening that one day I would like to own one.
“I looked for the right one at the right time for many years, plus, I wanted to buy one from a Mercedes-Benz dealership. Then, about a year ago my local Mercedes-Benz dealer in Paarl sent me a picture of an SLS parked on their showroom floor. I was on my phone and told him “Ek is nou daar!”.
“I wanted a car with full-service history and all the books. A deal was done and I now have this SLS which I am very proud of. Pulling up to the fuel station is always an occasion as you soon have a crowd of people around the car. Also, everywhere you go people want to hear the engine and exhaust note!”
Sana-Ullah is also quick to point out that he is thankful for his wife, children and extended family that shares a similar passion for cars and Mercedes-Benz.
During the final couple of hours following the day’s shoot, his daughter joins us to watch the sunset, as the team takes the final video clips of the SLS AMG. Soon thereafter father and daughter climb onboard and head down Du Toitskloof Pass in what is now firmly a true modern classic ‘Benz.
While it’s still a long way from being a production reality, research and development of a hydrogen-powered Hilux from Toyota has begun.
While the world seems to be focused mostly on electrification, there are still other options to be explored when it comes to alternative sources of propulsion. Things like biofuel and hydrogen are gathering momentum, and Toyota reckons a hydrogen-powered Hilux is worthy of investigation.
Toyota UK will be receiving funding from the UK government to investigate and develop a hydrogen fuel cell-powered prototype Toyota Hilux. Toyota’s 2nd-gen fuel cell technology will be utilised, straight from the current Mirai.
“The UK is one of the key markets for pick-up trucks and is an important market for Toyota. This funding represents a tremendous opportunity to develop a zero emission solution in a critical market segment. We would like to thank the UK Government for the funding that will enable the consortium to investigate the development of a fuel cell powered powertrain for the Toyota Hilux, supporting our carbon neutrality ambition,” said Matt Harrison, President & CEO of Toyota Motor Europe.
Toyota will be teaming up with a few engineering partners like Ricardo, ETL, D2H and Thatcham Research and together the goal is to convert a Hilux into a fuel cell electric vehicle.
The first initial prototypes are expected to be built at Toyota UK’s facility in Burnaston, England in 2023 and if things go according to plan and testing is successful, the goal is small series production.
Challenges? Well, we think range and weight will pose and interesting challenge, but we’re excited by the idea of a revolutionary new powertrain in something as iconic and popular as the Hilux. Yes, the vast majority of customer will likely prefer the tried-and-tested diesel powertrain, but this is one way of future-proofing the Hilux.
Hoping Hyundai will build a direct successor to the petrol-powered i30 N? Well, it seems the Korean hot hatch won’t make it to a second generation…
If fresh comments from Albert Biermann are any indication, Hyundai’s first hot hatch – the i30 N – will not make it to a second generation.
Biermann, the executive who masterminded the Hyundai N performance sub-brand and who still serves as an executive technical advisor to the group, suggested to Australian media outlets the petrol-powered i30 N hot hatch would likely be a single-generation model.
The reason? Well, as you may well have already guessed, ever-tightening emissions regulations in Europe mean the writing is on the wall for a wide range of combustion-engined vehicles, including hot hatches like the i30 N. The closely related Kona N as well as the smaller i20 N are seemingly facing a similar fate.
Interestingly, however, the former BMW M boss indicated the Elantra N – which is badged as the i30 N in Australia but not offered here in South Africa – had a strong chance of surviving, though it would be limited to markets where regulations weren’t quite as strict.
“At least for Australia, they can always be – not always, but for quite some time – there can be combustion [petrol] cars out there. At least one. It’s a pretty safe bet,” Biermann said, according to Drive.
The turbocharged 2.0-litre engine from the i30 N is expected to be phased out over the next few years.
“In other areas, it’s not so easy. With Euro 7 regulations, you can imagine it’s a little bit more challenging. But for Australia, we can clearly see something like a next-generation Elantra N – you call it i30 Sedan N – that can survive.”
According to carsales.com.au, the turbocharged 2.0-litre, 4-cylinder petrol engine used by the i30 N (as well as the Kona N) will be phased out over the next few years and replaced by an uprated version of the Hyundai group’s turbocharged 2.5-litre unit. It’s worth noting the Elantra N employs a different platform to the i30 N hot hatch, with the former seemingly capable accepting this larger mill.
“At least when I checked the other engine, everything fits in [the next-generation i30 Sedan] without big drama and [a new i30 Sedan N] is in the long-range plan already,” Biermann told Drive.
When asked whether a fully electric model might eventually replace the i30 N hot hatch as we know it, the German-born engineer didn’t rule out the possibility.
“If we’re talking EVs, then we could very well see an all-electric i30 N in a hatch body with our B- and C-segment plans, but it might take some time to get there; to get it right,” Biermann said, according to CarExpert.
Though it was revealed as long ago as 2017, the i30 N launched in South Africa in February 2020 at a price of R679 900, with its force-fed 2.0-litre engine sending 202 kW and 353 Nm to the front axle via a 6-speed manual gearbox. The facelifted version touched down in April 2022, boasting higher peak outputs (206 kW and 392 Nm), an 8-speed dual-clutch transmission and a starting price of R749 900 (which has since increased to R764 900). Over the past six months, 43 units have been registered locally.
Jaguar South Africa has silently pulled the plug on the XF, meaning the British firm’s local range no longer features a single sedan…
Despite being known for its luxury sedans, Jaguar South Africa’s line-up no longer features this body style. The XF was the last remaining saloon in the local range, but it has now been put out to pasture.
Although production of the X260-generation XF seemingly continues for some markets, Jaguar SA has confirmed to Cars.co.za the model “is no longer available in South Africa”. We looked back at the sales figures reported to Naamsa and found just four examples of the XF have been registered locally over the past six months.
The news means the local line-up now comprises three SUVs (the E-Pace, F-Pace and electric I-Pace) along with the 2-seater F-Type, which is itself heading into a final year of production. Of course, the Whitley-based automaker has big plans to transform into a fully electric brand by 2025, so its range will change markedly in the next couple of years.
As a reminder, this version of the XF debuted in 2015 before arriving on local shores the following year, where it squared up to the likes of the Audi A6, BMW 5 Series and Mercedes-Benz E-Class. The facelifted version touched down in 2021, before the R-Dynamic Black model joined the line-up later that year.
In South Africa, the refreshed XF range included two 4-cylinder engine options: a 2.0-litre petrol unit (184 kW and 365 Nm) in the P250 and a likewise 2.0-litre turbodiesel mill (147 kW and 430 Nm) in the D200. Before it was discontinued locally, the XF had a starting price of R1 235 600.
What about the Jaguar XF’s sedan siblings?
The Jaguar XE was discontinued in SA in 2021.
Of course, other three-box Jaguar vehicles have also been removed from sale in South Africa over the past couple of years. The XE, for instance, made local landfall in 2015, was updated in 2020 but similarly quietly discontinued here in 2021. Production continues overseas for select markets, where the XE battles against the Audi A4, BMW 3 Series and Mercedes-Benz C-Class.
And the XJ? Well, the X351-generation version of the British firm’s full-size luxury saloon went into production in 2010 and was on the market until 2019. Jaguar had plans to replace it with an all-electric XJ – even releasing a teaser image at one point – but ended up scrapping Project X391. Still, it said the XJ nameplate “may be retained”, so we could potentially see it return at some point.
Throughout the past year, Suzuki has become the leading supplier of budget cars in the local new-vehicle market – the Japanese brand currently offers no fewer than 5 models with derivatives that are priced under the R200k barrier. Suzuki recently applied a light update to the S-Presso – its most budget-oriented offering – and we drove the revised hatchback in the Western Cape.
What’s new with the S-Presso?
New 14-inch alloy wheels feature on the GL+ and S-Edtion derivatives.
The Suzuki S-Presso was effectively launched during the hard-lockdown phase of the Covid-19 pandemic in 2020. As a result, it didn’t receive nearly as much media attention as a new-vehicle launch would usually get. Nonetheless, the high-riding hatchback has garnered many sales (14 000 units) in the past 2 years. Fortunately, an updated version of the S-Presso has been launched now – under more “normal” circumstances – and we sampled the revised model this week.
Regarding updates, this is one of the smallest you’re ever likely to see. In terms of the S-Presso’s exterior execution, I can’t tell the difference between the old and new models, but Suzuki says the front and rear designs have been updated.
The GL+ and S-Edition derivatives now feature 14-inch alloy wheels (previously steel wheels with plastic covers/trims were fitted), plus ESP (electronic stability control) has become standard across the range.
The 1.0-litre 3-cylinder petrol engine under the bonnet has now been tuned to return better fuel economy (in both manual and AMT versions); it’s the same unit as in the Celerio light hatchback, which was launched earlier this year.
The final addition to the lineup is a larger infotainment screen, which features in the range-topping S-Edition derivatives.
A new car for under R200k
S-Edition derivatives now have a 9-inch touchscreen, while the GL+ has a 7-inch touchscreen.
The entire S-Presso range comes in at under R200k. A few years ago, R200k seemed like a lot of money, but the effect of the weakening Rand, allied with price inflation of so many goods and services in the Republic, has been so pronounced that, in some instances, cars have very nearly doubled in price over an 18-month period. The good news is that the S-Presso still represents pretty good value for your money when you consider all the features that it offers.
Dual front airbags are standard across the range and so is ESP, which is a significant development. If the stats are to be believed, stability control has saved more lives than seatbelts (avoiding an accident is better than mitigating the damage).
GL+ and S-Edition derivatives feature touchscreen infotainment systems, with the latter trim level sporting a larger (9-inch) screen (the GL+ has a 7-inch display). Both systems are Apple Carplay and Android Auto compatible, which is all you really need from a modern infotainment system…
Space-wise, the S-Presso is obviously diminutive, but there is a reasonable amount of room for rear-seat passengers (although the seats feel a bit thin and unsupportive at the sides). Longer journeys are likely to require a few stops along the way so that occupants can stretch their legs a bit.
The load bay is also a little on the small side. With a claimed luggage capacity of 239 litres, the Suzuki’s load bay is about 40 litres smaller than that of its closest rival, the Renault Kwid, but when choosing between “boot size” and stability control (the Kwid doesn’t have ESP), the latter ought to win every time. Also bear in mind that the load bay needs to be opened with a key (there isn’t a tailgate button), but at least an old-school release flap is located on the driver’s side floor.
Is the engine in the S-Presso good enough?
Fuel economy gains have been made with the updated engine.
The updated engine in the S-Presso produces slightly less power and torque than before (nominal reductions of 1 kW and 1 Nm), but the model’s claimed average fuel economy figures are said to have been improved by 0.5 L/100 km (4.6 L/100 km for the manual and 4.4 L/100 km for the AMT), which doesn’t sound like a significant gain, but at least you will make a saving every time you fill up. It works out to around R10-R12 per 100 km saved (December 2022).
Peak outputs of 49 kW and 89 Nm are not a lot to work with, but you also need to consider the S-Presso only weighs around 800 kg, so it has an adequate power-to-weight figure. If you live on the Highveld you’ll lose another 10-16% of that power, so hauling heavier loads will sap the Suzuki of much of its performance – it’s something you need to consider before you purchase an S-Presso.
We drove the cars at the coast (in 5-speed manual guise), where they seemed to cope just fine in their natural habitat of inner-city and back roads. The gearshift has one of the lightest and most natural throws you’re likely to find in the budget-car segment (heck, it’s good by any standard) and that, combined with a light clutch action, makes the S-Presso very easy to drive.
Other things to consider
The S-Presso’s steering column cannot be adjusted for rake or reach.
Concessions need to be made when shopping in this segment of the market. If you only have R200k to spend on a new car, you’re not going to get every luxury feature you’ve read about in reviews of premium cars.
The steering column does not adjust for rake or reach, for example, so your driving position is somewhat compromised. The driver’s seat is not height-adjustable either, so you have to make the best of what fore and aft adjustment is available.
What’s more, the S-Presso doesn’t have the road-holding ability of a hot hatchback, let alone a sports car, and the raised ride height (181 mm) does make the Suzuki feel a little top-heavy when it’s made to corner with haste. The model’s light kerb weight also makes it a bit susceptible to being rocked by strong winds on the freeway – the steering feel could do with a bit more weight to make it easier for drivers to “steady the ship” when the vehicle’s being buffeted about.
Suzuki S-Presso pricing and after-sales
S-Presso 1.0 GL Manual
R162 900
S-Presso 1.0 GL AMT
R176 900
S-Presso 1.0 GL+ Manual
R169 900
S-Presso 1.0 GL+ AMT
R183 900
S-Presso 1.0 S-Edition Manual
R185 900
S-Presso 1.0 S-Edition AMT
R199 900
All S-Presso models are sold with a 2-year / 30 000 km Service Plan and a 5-year / 200 000 km promotional mechanical warranty.
Cars under R200k are few and far between, the S-Presso is a well-specced one.
While the Suzuki S-Presso’s update is particularly light, the inclusion of ESP (electronic stability control) is welcome in this sector of the market. What’s more, the fitment of alloy wheels (rims) will please most buyers, because it seems that, in many parts of the country, wheel covers are being appropriated by some sort of wheel-cover cartel! The fuel economy improvement (if small) will also help reduce running costs, which at this end of the market is all-important.
Despite having previously ruled out an Amarok-based SUV, Volkswagen now says it may well need to (eventually) create one. Here’s why…
A high-ranking Volkswagen executive says the German company is considering offering an adventure SUV based on the new Amarok at some point further down the line, despite having previously suggested otherwise.
The second-generation Amarok is, of course, based on the latest Ford Ranger, with the platform furthermore underpinning the new Everest. Earlier in 2022, VW was asked whether there were any plans to create its own version of the ladder-frame Everest. The answer? Clearly in the negative.
However, Volkswagen Commercial product manager Petr Sulc intriguingly explained to Australian journalists (including those at WhichCar and CarsGuide) at the Amarok’s international launch in Cape Town that Europe’s upcoming stricter emissions regulations could necessitate a VW-badged version of the Everest.
How? Well, it’s a little complicated, but let us explain. Though Ford has not explicitly stated a fully electric version of the Ranger or Everest is on the cards, it has said the platform is “future-proofed”, suggesting such models will indeed one day come to market. VW is thus also looking closely at a battery-powered version of the Amarok.
The VW exec’s comments suggest a battery-powered Ford Everest is also on the cards.
For a fully electric Amarok to come to fruition, Sulc believes an SUV version would be required to make a sound business case, largely from a sales-volume perspective. The same would surely apply to Ford, meaning an electric Everest could certainly be in the planning.
“[An adventure SUV] was not a scope of the previous negotiations [with Ford], so it was really what we were telling them we are not interested in,” the VW executive told Australian media.
“I can imagine that if we should approach [Ford] for the battery-electric vehicle, that [the SUV version] is having sense. Why? Because you will not be able to fulfil the volume requirement to utilise the investment only with one type of the car,” he explained.
“If you have a look at Everest and Ranger, they are 80% similar. The front and side are the same; the platform is the same. You are having the better scale if you offer two [body styles].”
In May 2022, the VW Group officially revived the Scout nameplate as a sub-brand, confirming plans to build an electric bakkie and a battery-powered SUV wearing this badge, chiefly for the North American market. Sulc pointed out an electric Amarok and Amarok-based SUV would be playing in the segment below these Scout models, meaning there wouldn’t be any overlap or internal competition.
In 2022, we were tasked with turning a Toyota GR Yaris into a race car and then competing in it as part of the national racing series. Find out how our in-house race ace Ash Oldfield coped in our Drive to Revive series.
Welcome back to the third episode of our Toyota GR Yaris race series. In this episode, we cover rounds 2 and 3 of the series as it heads to Zwartkops in Pretoria and Aldo Scribante in Gqeberha.
Things start to go wrong as tempers flare on track between a few of the drivers, barriers are tested as talent levels reach a tipping point and a new winner emerges in the series.
It’s a stark reminder that racing a car in any form can end abruptly if you don’t pay full attention or make even the slightest error of judgement.
How does our Stig that talks, Ash, come out after the 2 rounds? He gives us insight into how it all went down in the latest instalment of Drive to Revive.
It’s finally here! After driving a pre-production unit of the new, locally built Ford Ranger earlier this year, we could not wait for the production version to go on sale in South Africa. Well, has the Blue Oval’s next-generation bakkie been worth the wait? To find out, we embarked on a 2-day adventure across the Breedekloof Valley…
The new Ranger has a lot to live up to. The Blue Oval built no fewer than 875 000 units of the 1st-gen T6 bakkie between 2011 and 2022 (worldwide) and, in the runup to the local introduction of the 2nd-gen T6 bakkie, Ford Motor Company of Southern Africa (FMCSA) invested R15.8 billion in its Silverton assembly- and R600 million in its Struandale engine plants. FMCSA will have the capacity to build 200 000 new Rangers a year, plus it has created an additional 1 200 jobs.
What’s New?
The new Ford Ranger is shown here in Wildtrack (left) and XLT (right) guises.
A lot. The Ford Ranger has changed dramatically – inside and out. The T6 platform has been modernised and the bakkie’s front end optimised to improve airflow and accommodate V6 engines, as well as a secondary battery. Ford claims that it has future-proofed this platform, but would not be drawn on the possibility of producing electrified or hybridised versions. We reckon that’ll happen sooner rather than later and that Ford has already begun laying the groundwork for it.
Styling is subjective, but the new bakkie’s exterior execution, which includes cues such as C-shaped daytime running lights and the American pick-up-like tailgate, is undeniably bold and striking. It’s a fantastic take on what a modern bakkie should look like, and the Ranger drew admiring stares everywhere we drove during the launch event. Also, it’s impossible not to notice the Wildtrak’s dazzling Cyber Orange finish!
The Ranger’s tailgate design was evidently inspired by those of its American pick-up truck siblings.
Ford has extended the new Ranger’s wheelbase by 50 mm and extensively reworked its suspension in pursuit of a more refined ride quality. The front wheels have been moved more forward and outward (by 50 mm) to shorten the front overhang, as well as improve the approach angle and wheel articulation. Off-road capability also benefits from an improved departure angle.
Apart from the usual 2H, 4H and 4L ranges, Ranger 4x4s offer a choice of 6 off-road drive modes, while the Wildtrak comes equipped with an electronically controlled full-time four-wheel-drive system that dynamically apportions drive between the front and rear axles as needed.
Some of the biggest changes are in the cabin, which is dominated by a portrait-orientated touchscreen infotainment system and a fully digital instrument cluster. These inclusions alone represent a huge step forward for the bakkie segment, because every single derivative in the line-up has these elements (although they aren’t all as expansive or feature-reach as in the Wildtrak).
Bakkie cabins have long been described as “becoming more SUV-like”, but in the case of the Ranger’s interior, it rings true!
There’s nothing analogue about the cabin whatsoever, but it’s great to see there is still some conventional switchgear on the fascia, so you don’t need to fear that you will have to spend your time sifting through the infotainment system’s menu to access (or adjust) basic onboard functions. Yes, there are overlaps, but sometimes it’s just easier to turn the knob that controls the interior fan with just one click, instead of having to prod a touchscreen button.
The system is called SYNC4A and, depending on trim level, it comes with either a 10.1- or 12-inch touchscreen. Its interface is attractive and reasonably straightforward to use. There are some fun touches, such as the sketchpad, plus it’s Android Auto/Apple CarPlay compatible.
Under the Ranger’s fascia sits USB-A and USB-C ports, as well as a wireless charging pad.
Ford claims there are marked improvements in the Ranger’s interior materials, fit-and-finish, plus cabin refinement (through improved suppression of noise, vibration, and harshness). The Blue Oval is also said to have extensively surveyed its current Ranger customers to better understand product issues, learn about what they expect of their bakkies and so on. The result is a fascinating blend of sensible practicality, nifty little features (that you never knew you needed) and 21st-century digitalisation. The front cupholders, for example, are positioned directly adjacent to the ventilation outlets; that way, your cooldrink/water bottles will stay chilled.
This little step makes a world of difference when it comes to accessing the load tray.
Then there’s a cleverly positioned step behind the rear-wheel arch that facilitates easier access into the load tray; when you deploy the tailgate, it doubles as a workbench, complete with places to clamp items as well as an integrated ruler; for those who want to fit accessories, Ford has availed a bank of cool aircraft-style auxiliary switches behind the roof-mounted sunglasses holder; finally, if you frequent drive-thrus, there’s a place for your French fries – no, we are not kidding.
Drivers can switch between 2H, 4H and 4L using a rotary controller on the centre console, but note the 4A setting on the Wildtrak, that’s for engaging automatic four-wheel drive.
What’s on Offer?
To begin with, FMCSA is introducing double-cab derivatives of the new Ranger; the single- and extended-cab variants of the so-called T6.2 will appear in local showrooms in early 2023.
FMCSA says it has a few thousand confirmed pre-orders that it needs to fulfil first – the Silverton facility is currently churning out around 400 units a day. Of course, the plant will have the capacity to produce more bakkies, but it’s busy scaling up, so don’t expect to see many new Rangers delivered until the end of the first quarter of 2023. FMCSA does expect demand to outstrip supply; if you want the range-topping Raptor… you’ll have to wait until February.
Every derivative in the Ranger line-up is fitted with a digital instrument cluster.
There are 4 trim levels in the new Ranger line-up: Base, XL, XLT and Wildtrak. The base and, to some extent, XL versions are aimed at the workhorse market; they offer business owners value-for-money capability. The XLT and Wildtrak, in turn, cater for the leisure (or lifestyle) bakkie market, but if you need to “get their load trays dirty”, they’re up to the task. Impressively, every derivative gets the portrait infotainment screen; there’s no such thing as a “poverty-spec” Ranger.
Engine-wise, the headline news is the introduction of a 6-cylinder turbodiesel engine. We first experienced the new 184 kW/600 Nm 3.0-litre V6 in the Ranger-based adventure SUV, the Everest, and were impressed with its refinement and punch. The motor’s paired with a 10-speed automatic transmission, which has been upgraded with a new torque converter, as well as revised software.
Power sockets are fitted in the side of the Ranger’s load tray.
The 2.0-litre biturbo diesel is carried over. It produces slightly less power than the outgoing model, but we’re told its performance is more flexible; the 154 kW/500 Nm motor also has the updated 10-speed auto ‘box. At the lower end of the range is a 125 kW/405 Nm 2.0-litre single-turbo diesel, which is available in conjunction with either a 6-speed manual- or 6-speed automatic ‘box.
What’s it like to drive?
It’s still a bakkie and its suspension can jiggle over bumps, but the new Ranger arguably offers the best ride refinement in its class.
We had the chance to drive 2.0-litre biturbo XLT and 3.0-litre V6 Wildtrak examples of the newcomer on public roads, as well as some technical off-road sections. By virtue of having driven the new Ranger’s cousin – the Volkswagen Amarok – recently, we were in a good position to see just how much has been done to enhance the driving experience and on-road refinement (especially ride- and occupant comfort) of a humble body-on-frame bakkie.
Our initial impression is that the new Ranger’s suspension setup is slightly firmer than that of the outgoing model, but the characteristic skittishness and body jiggles that affect these types of vehicles when they’re travelling on poorly maintained/uneven asphalt- or gravel roads (especially when they’re not heavily laden with cargo) was remarkably low. A good start, then.
The Ranger offers a host of selectable off-road drive modes.
The 2.0-litre biturbo was admirably responsive, with predictable shifts from the transmission; it pulled strongly. Wind- and road noise levels were indeed lower than expected and, at brisk- to cruising speeds, the Ranger felt surefooted and steady. Cabin comfort was good too – our passenger (an adult of average height) said there was more than enough occupant space at the back.
Meanwhile, the 3.0-litre V6 “Power Stroke” turbodiesel proved a revelation – for the Ranger… and the entire bakkie segment. Yes, there was a passenger-vehicle-derived V6 in the outgoing Amarok, but in that application, it felt more focused on potent on-road performance than pure workhorse capability. Customers who intend to tow large trailers regularly are likely to appreciate the Ford V6’s sheer tractability – it’s brilliantly aided by the smartly-calibrated 10-speed automatic ‘box.
Moreover, the V6 motor seems notably smoother- and quieter running than its 4-cylinder biturbo counterpart, which speaks volumes, seeing as the latter is already pretty good by bakkie standards, especially in terms of its low idling noise. You don’t need to apply the accelerator pedal liberally to get the best out of the V6 either; it delivers significant urge from low down in the rev range and just feels like the more “SUV-like” powerplant of the two.
The Ranger’s ride quality (if perhaps a tad firmer than before) feels more composed on gravel roads.
Both derivatives featured a pleasantly light steering setup, which helps to make the sizeable bakkie manoeuvrable in tight spaces – and on narrow 4×4 tracks. The Wildtrak’s unique selling point is that its 4A (four-wheel-drive automatic) mode automatically provides all-wheel traction irrespective of road surface or -conditions – not only does it make the Ranger instantly more capable on tricky off-road routes in changeable conditions, but it will be of benefit when traversing tar roads in the rain (and snow). Outward visibility is great, but while we were completing the 4×4 course, the 360-degree camera system, which can display numerous views and angles, completely proved its worth.
Like its predecessor, the new Ranger is exceptionally capable across all terrain.
We simply selected the appropriate 4×4 mode, engaged low range and let the Ranger do the rest, which it did with aplomb. As was the case with Ford’s previous-generation bakkie, the new Ranger takes much of the stress or fear out of 4×4-ing by virtue of its off-road assistance systems, which is something that inexperienced 4×4 drivers will certainly appreciate.
There are some great-looking animations and graphics on the instrument cluster, but we don’t think it’s wise not to have a physical button for engaging something as important as the diff-lock (you must access it via the touchscreen). With the many ratios of the 10-speed auto ‘box, you can even simulate low-range mode and hill-descent control on less challenging terrain.
The customisable all-digital instrument cluster is new for the segment.
How much does the new Ford Ranger bakkie cost?
The new Ford Ranger is sold with a 4-year/120 000 km warranty, 4 years’ unlimited km roadside assistance and a 5-year/unlimited km corrosion warranty. Services are required every 15 000 km or once a year, while customers have the option of purchasing service or maintenance plans valid for up to 8 years/165 000 km. The warranty can be extended to 7 years or 200 000 km, while the roadside assistance can be extended for up to 2 years.
Ford also offers option packs that add items such as underbody protection, all-terrain tyres, cosmetic bodywork upgrades, and extra features. The list is extensive and detailed – we’d virtually double the length of this launch review if we listed all of them. For example, you can spend R31k on an XLT upgrade pack that adds Wildtrack-level gadgets and convenience features (if your budget can’t stretch to the flagship). Bear in mind, however, that the packs cannot be retrofitted.
We expect the new Ford Ranger to light up the sales charts in 2023.
Does the new Ford Ranger (T6.2) live up to the hype? Yes, it sure does. The Blue Oval’s new double-cab bakkie is significantly more advanced than the outgoing model and brings new levels of refinement and technology to the segment. The newcomer’s pricing looks quite competitive, but bear in mind that Ford’s list prices exclude service plans (at the product launch, FMCSA said that a 6-year/90 000 km service plan for the new Ranger could be purchased for “R18 740”).
However, given the all-around competence of the new Ranger package, its rivals have well and truly been put on notice. Right now, there’s no bakkie on sale that’s as advanced or, well, fresh as the new Ranger. The next-gen Hilux is still a few years away and there’s no doubt that Toyota will be examining the new Ranger in great detail in an effort to produce a credible rival. The new Volkswagen Amarok (a clone of the Ford Ranger) will come to market in the first quarter of 2023, and we suspect that it’ll be priced a bit higher than its Ford cousin. Sadly for Isuzu, its newishD-Max now feels a bit outdated by comparison. In fact, if you go on the visual appeal of the Ford’s interior, every other bakkie’s cabin feels outdated.
Based on our first impressions of the new Ranger, the South African bakkie segment’s goalposts have been moved significantly; Ford’s rivals will have to dig deep to match, let alone eclipse, the newcomer – as a product. The true test will be in years to come, when FMCSA’s claim of new levels of quality and reliability for this new model will be under scrutiny. Suffice it to say, we will directly compare the Blue Oval’s champion with its key rivals in the upcoming months.
