New Golf 8 R vs Toyota GR Yaris! Hot lap shootout…which is faster?
In this video, the new Volkswagen Golf 8 R takes on the Toyota GR Yaris in a hot lap shoot out around Aldo Scribante Race Circuit.
It’s safe to say that the GR Yaris changed perceptions of just how fast and how much fun a Toyota hatchback could be.
We were grateful to get an early test of the of the Toyota GR Yaris in 2021 and our in-house race-ace Ashley Oldfield set a hot lap time in that car, against the Golf 8 GTI.
This year, we had an early test of the Golf 8 R on the same racetrack and with identical conditions, we thought we would do the same in the new Golf R and compare the two times.
So…which is faster, the new Golf 8 R or the GR Yaris? Only one way to find out!
Sorry, folks. The arrival of the new Ford Ranger Raptor in South Africa has been pushed back to the first quarter of 2023…
Ford Motor Company of Southern Africa (FMCSA) has confirmed the new Ranger Raptor will touch down on local soil only in the first quarter of 2023.
The rest of the latest-generation Ranger line-up will again be produced at the Blue Oval brand’s Silverton facility in Gauteng, with the local launch of these derivatives still scheduled for an as-yet unrevealed date towards the end of 2022.
However, the new high-performance Raptor (like the fresh-faced Everest) will be fully imported from Thailand, which the Dearborn-based firm says is the reason behind the delay.
“Our next-gen Ranger Raptor has ignited an even more fervent following amongst our customers, who can’t wait to get behind the wheel of this impressive machine,” said Dhiren Vanmali, Executive Sales Operations Director at FMCSA.
“With both of these vehicles [the Raptor and Everest] produced in Thailand, we are unfortunately impacted by the global supply and logistics constraints that are limiting our delivery capacity,” explained Vanmali.
“Our teams are working around the clock to accelerate the vehicle arrivals and get them to dealers and customers as soon as possible. We are confident that the next-gen Everest and Ranger Raptor will live up to expectations for the customers [who] have reserved a new vehicle.”
As a reminder, the new Raptor ditches the original model’s 157 kW/500 Nm 2.0-litre twin-turbodiesel engine in favour of a 3.0-litre twin-turbo petrol V6, which drives all four wheels through a 10-speed automatic transmission. Peak outputs for the new EcoBoost motor stand at a whopping 292 kW and 583 Nm.
Outgoing Ranger leads export charge in September 2022
Separately, Vanmali said global demand for the outgoing version of the Ranger remained high, as illustrated by the fact the bakkie achieved its best export volume for the year in September 2022, with 9 829 units shipped to more than 100 global markets. Locally, the Ranger placed third on the list of South Africa’s best-selling bakkies for the month.
“It’s encouraging to see that global demand for the current Ranger remains high even during its run-out phase, and despite the challenges we have faced over the past two years,” he said.
“The global automotive industry remains severely constrained due to the ongoing chip shortage and the lingering disruption to shipping logistics as a result of the COVID-19 pandemic. Accordingly, our operations have been hampered with numerous supply constraints throughout this year, and our production facilities haven’t been able to run at full capacity.
“However, the situation is improving thanks to the hard work and dedication of our purchasing, manufacturing and logistics teams as well as our supplier network, and this is reflected in our export results for September. It bodes well for the upcoming and exciting launch of our next-gen Ranger which remains on track for the end of the fourth quarter this year,” Vanmali said.
Volkswagen South Africa has introduced an updated version of its T-Roc small crossover. In terms of sales, the German marque’s stylish, premium-positioned offering has been overshadowed by its more affordable T-Cross sibling, but will recent upgrades (introduced as part of a model update) thrust it back into the limelight?
We like: Surprisingly nimble, excellent grip from the 4Motion all-wheel drive, Beats audio system worth forking out extra for.
We don’t like: Not as practical as other, similarly-sized crossovers, frustrating switchgear, not particularly fuel-efficient.
Updates for 2022 include a revised front end, redesigned fog lights and a lightbar that bisects the grille.
The updated Volkswagen T-Roc has arrived rather quickly after the model’s local launch, hasn’t it? The 1st-gen T-Roc landed in Mzansi towards the end of 2020 and now, about 2 years later, a facelifted model has made its debut. In Volkswagen South Africa (VWSA)’s defence, our market was only allocated this vehicle a while after its European debut (2018), but it’s good to see the local subsidiary of the Wolfsburg-based brand back in sync with the European market.
We assumed that the T-Roc, which is aimed at young, trendy urbanites that appreciate the product’s boutique appeal, has been overshadowed by its siblings – the T-Cross compact family car and the Tiguan medium SUV – in our market. However, a quick look at recent new-vehicle sales data suggests that while the T-Cross comfortably outsells the T-Roc by some margin, the gap between the latter and the Tiguan is very close. The T-Roc averages 155 units and the Tiguan 190 units.
There’s a caveat to this, of course: shipping issues and semiconductor shortages have resulted in low stock levels. It’s also worth noting that in May and June 2022, T-Roc sales tapered off in the lead-up to the arrival of the facelifted model.
The R-Line adds some style and sportiness to the package.
The facelifted Volkswagen T-Roc comes to market with a 2-engine, 3-derivative lineup. Cosmetic revisions include reshaped LED headlamps and fog lights, the addition of an LED light bar that bisects the grille, recontoured bumpers, smart-looking LED tail-light clusters and an updated palette of exterior colours. The cabin gets a makeover too – it features new-generation haptic controls, an overhauled infotainment system and some ergonomic adjustments.
The T-Roc is offered in front-wheel drive and all-wheel-drive (4Motion) guises, with the former featuring a 1.4-litre 4-cylinder turbopetrol engine in combination with a conventional torque-converter-type automatic transmission, while the latter has a 2.0-litre 4-cylinder turbopetrol motor mated with quick-shifting direct-shift gearbox (DSG). Volkswagen SA provided us with a 2.0 TSI 140 kW 4Motion R-Line test unit, which was finished in the new Petroleum Blue metallic paint.
As far as rivals to the T-Roc are concerned, the list is extensive because there is an array of crossovers/SUVs to choose from around the R500k-to-R600k mark. However, considering that the Volkswagen’s is aimed at buyers who want to make a style statement with their choice of vehicle, the German crossover goes up against the likes of the Audi Q2, Hyundai Kona, Opel Mokka, Mazda CX-30, Nissan Qashqai, Peugeot 2008 GT, Subaru XV and Toyota C-HR. At the flagship derivative’s price point (R660k), the T-Roc is arguably positioned as a keener-priced alternative to the Audi Q3 Sportback, BMW X2, Mini Clubman, Mercedes-Benz GLA, Volvo XC40 … and a rival to the larger Haval H6 GT.
The flagship of the T-Roc range is pitched to sneak sales from premium crossovers; it certainly looks suitably upmarket.
How the T-Roc fares in terms of…
Ride and handling
Under the sheet metal of the updated T-Roc is the Volkswagen Group’s (VAG) tried-and-tested MQB platform. MQB underpins many of VW and Audi’s compact (and not-so-compact) models – and other VAG products, including those of the Seat, Cupra and Skoda brands – and the highly lauded platform has a reputation for versatility, practicality and refinement. The T-Roc is no exception – despite its higher-riding setup, it still manages to deliver ride/occupant comfort and driver engagement in equal measures. However, we’d say that, in general, the T-Roc’s ride quality is slightly firm, but the test unit’s large (19-inch) wheels and tyres, plus the uneven road surfaces along our test route, certainly didn’t help matters.
The T-Roc rides on 19-inch alloy wheels.
To be fair, the T-Roc’s ride quality could have been even less pliant had the test unit not been equipped with the Adaptive Chassis Control (DCC) – a R15 700 option (October 2022). DCC offers various drive modes (Eco, Normal, Sport and Individual), a progressive steering setup and, importantly, is underpinned by electronically controlled adaptive dampers.
The Comfort setting, for example, makes the Volkswagen’s ride notably suppler; the suspension soaks up road imperfections more readily. Plus, the DCC is very customisable – you could, for example, set the damping to be optimally pliant while leaving the engine and transmission in their sportiest settings.
Perhaps the mountain silhouettes depicted on the drive-mode controller are a little ambitious, but the T-Roc makes easy work of traversing dirt roads.
Crossovers tend to be rather anodyne to drive, but the T-Roc was, in actual fact, quite fun to pilot. Despite its SUV-aping shape, this small family car didn’t feel top-heavy or clumsy around town or when scampering along serpentine back roads. The steering was particularly impressive – suitably quick and direct, but also refined and well-weighted.
Thanks to the 4Motion all-wheel drivetrain, you can corner a bit more eagerly than you usually would (there’s an abundance of grip available). Off-road mode is useful when the Volkswagen’s traversing dusty gravel roads, but note that the T-Roc’s ground clearance (160 mm) is not generous, so keep an eye out for larger obstacles like rocks.
The flagship T-Roc does have off-road modes, but its ground clearance isn’t high enough to make it truly capable off-road.
Performance and economy
Nerds will point out that this derivative’s 2.0-litre 4-cylinder turbopetrol engine is the EA888 – the same unit as in the Golf GTI hot hatchback. However, in this application, the motor’s peak outputs are milder, but that’s not to say the flagship T-Roc is pedestrian – far from it.
Thanks to 140 kW/320 Nm, all-wheel drive and a quick-shifting automatic DSG, this T-Roc performs very eagerly (for a small crossover – at any rate). VW claims a 0-100 kph time of under 7.5 sec, which would make the 2.0TSI 140 kW 4Motion R-Line quicker from a standstill than some of the so-called baby hot hatchbacks, such as the Suzuki Swift Sport, for example.
If you miss the Golf’s driving dynamics, consider the T-Roc for a similar level of driver engagement.
The off-the-line performance tells only part of the story, however; this powertrain’s trump card is tractability/in-gear performance. When you want to overtake a truck on a freeway or merge into fast-moving traffic, your vehicle’s ability to accelerate from 80-120 kph at a brisk pace is paramount.
Well, in-gear punch is one thing the top-of-the-range T-Roc has no shortage of. Its transmission is smartly calibrated with the performance characteristics of the turbopetrol engine, so much so that it invariably selects the appropriate gear for the driving scenario – especially so in the sportiest drive mode.
DCC is an optional extra, but worth the additional outlay.
Of course, there’s a price to pay for all that get up and go and that’s harsher fuel consumption. After a day’s worth of free-spirited driving, we saw an indicated 10.3 L/100 km (quite some way off the manufacturer’s claim of 7.3 L/100 km), but if a driver engages the Eco mode and adopts a more measured driving style, a return of around 8 L/100 km is possible. The fuel tank holds 55 litres.
Features, tech and safety
Given its position at the pinnacle of the T-Roc line-up, the 2.0TSI 140 kW 4Motion R-Line comes liberally equipped. Standard features include a Pro version of Volkswagen’s Digital Cockpit, climate control, Nappa leather trim, sports front seats (with heating function), adaptive cruise control, keyless entry, park assist, and a leather-wrapped steering wheel with paddle shifters.
The derivative is further equipped with ABS with EBD and brake assist and autonomous emergency braking, dual front-, side and curtain airbags, as well as electronic stability control.
Volkswagen’s Digital dashboard is standard across the range.
But, if you’re willing to fork out more dough, you can really spec up a T-Roc to your heart’s content. The test unit supplied to Cars.co.za, for example, was specified to an as-tested price of just under R740 000.
Indeed, the options fitted to our test vehicle were numerous. They included: a panoramic sunroof (R15 500), Mobile Phone Inductive Charging (R4 200), Beats sound system (R10 300), Smoker’s Package (R500), Reverse-view camera (R4 800), Removal and Lockable Trailer hitch (R9 600), the previously mentioned Adaptive Chassis Control (R15 700), 8.0-inch Discover Media infotainment system with satellite navigation and Wireless App-Connect (R18 800).
Practicality and Packaging
As for the 2.0TSI 140 kW 4Motion R-Line’s cabin, it certainly looks suitably premium, replete with upmarket finishes and an advanced electronic interface. But while most of the interior trim feels as expected of a car with a R600k-plus price tag, some of the cabin elements feel a little cheap to the touch. Our biggest gripe is not with the materials of some of the switchgear per se, but the user experience of the newfangled touch-sensitive controls.
These steering controls are not the most intuitive or accurate.
If you can recall the squishy capacitive touchpads that featured on Blackberry smartphones from yesteryear, that same tech is now on the steering wheel and climate control buttons of several Volkswagen models, including the T-Roc. To change a music track or adjust the volume, there aren’t any buttons to push on the multifunction steering wheel; instead, you slide your finger.
Given the fact your eyes are supposed to be focused on the road ahead of you, you’re unlikely to get the actions right immediately, which then results in frustration and mistakes as you frantically try to skip Spotify’s suggestion of Justin Bieber. Thankfully, with Android Auto and Apple CarPlay, the voice control is excellent, so you can say commands instead. The same issue arose when we tried to adjust the cabin temperature (you slide your finger left and right to go from cold to hot).
Heated seats are a great feature, but the climate control interface is frustrating to use.
If you don’t get it right the first time and the automatic climate control is on, the car will detect the dramatic change and send Hurricane Ian-strength winds through the cabin at either 16- or 35 °C. We’re hopeful that VW customers will eventually master the slide after a few weeks of ownership.
Another minor gripe of the Volkswagen T-Roc package is the relatively limited interior space and practicality. Rear legroom for adult passengers is not the most generous (more suited to accommodating children), and the rear bench cannot move, unlike the T-Cross setup, which allows users to free up more passenger space if needed. Two USB-C ports are located here too.
The rear legroom is only suitable for small children.
As far as luggage space is concerned, the bay is said to hold 392 litres, which can be increased to 1 237 litres if you fold the rear seats down. Interestingly, the recently-launched Taigo offers up to 440 litres of space, while a similarly-priced Tiguan has over 520 litres. Neither offer all-wheel drive at this price point, however. Be that as it may, if cargo-carrying capacity is important, the T-Roc may not be the best choice in Volkswagen’s small/medium SUV line-up.
If it’s a stylish and nice-to-drive vehicle you’re looking for, consider the T-Roc.
Volkswagen T-Roc pricing and after-sales support
Prices in the Volkswagen T-Roc range start from R563 800 and go all the way up to R660 400 for this derivative – the 2.0TSI 140kW 4Motion R-Line. There is a non-R model called the Design, which retails for R627 300. The Volkswagen T-Roc is sold with a 3-year/120 000 km warranty, a 5-year/90 000 km service plan and a 12-year anti-corrosion warranty.
It may not be the most spacious, but the T-Roc offers a dynamic and engaging driving experience.
Verdict
It’s easy to see why the T-Roc would appeal to VW loyalists. It offers a fine driving experience akin to that of a sporty Golf, with the benefits of a slightly raised driver’s position and all-wheel drive. There is a downside: one of the big benefits of choosing an SUV is enhanced practicality, which is something the T-Roc doesn’t offer enough of. For R660k, you could also buy a Tiguan (albeit with less power and fewer features) that comfortably outguns the T-Roc in terms of space.
As a premium-positioned small crossover, however, the T-Roc is not designed to please the masses. As with the Opel Mokka, Mazda CX-30, Hyundai Kona and other offerings, it’s meant to make a bold style statement. Price-wise, however, the 2.0TSI 140 kW 4Motion R-Line sits in an awkward pocket between volume brands and premium marques’ compact crossovers, plus it’s pitched in direct opposition with the larger, arrestingly styled Haval H6 GT – that’s a tough one!
Should you buy one? Unlike most “boutique” small crossovers, the T-Roc 2.0TSI 140 kW 4Motion R-Line offers (all-wheel drive) dynamism and sparkling performance, over and above that oh-so-trendy crossover/SUV image. If you’re also considering mainstream compact family cars that may suit your future needs, VWSA has other models that are more, well, multi-purpose. But if the T-Roc speaks to you and you can afford the R-Line, its added talents are significant.
New Nissan X-Trail with e-Power for SA
Nissan’s all-new X-Trail SUV is destined to reach South Africa and the newcomer will be offered with the firm’s e-Power technology for the first time! See the details below!
The Nissan X-Trail has been a global success with over 7 million units sold since its introduction in 2001. Now, Nissan has taken the wraps off its new fourth-generation X-Trail! The new X-Trail will be offered in both 5- and 7-seat configurations.
The new X-Trail is built on the same CMF-C platform, the same that underpins the new Qashqai which was recently introduced in South Africa. Like its predecessors, the new X-Trail forges on with a modernised iteration of the firm’s V-Motion grille which is flanked by slim daytime running light and indicator light units with the headlight clusters below while the rear split wrap-around taillights give the X-Trail a sophisticated look. Furthermore, Nissan has enhanced aerodynamic performance with 3D tyre deflectors, active grille shutter, underbody covers and an “air curtain” that directs air flow to the sides of the vehicle. Buyers will be able to choose between 10 body colours as well as 5 two-tone combinations.
What powers the new Nissan X-Trail?
The new X-Trail features Nissan’s e-Power in both front- and all-wheel drive guise.
The big news is that the 2WD X-Trail will feature Nissan’s e-Power drive system which comprises a high-output battery, 1.5-litre variable compression ratio turbo petrol engine, power generator, inverter and a 150 kW front electric motor and with 330 Nm of torque on offer.
The front wheels are therefore only powered by the electric motor while the engine’s primary function is to generate electricity. The result is instant, linear acceleration and optimum efficiency. Nissan’s e-Pedal Step (activated via the centre console) will make driving in congested traffic easier by allowing the driver to both accelerate and brake using just the accelerator
But that’s not all, for buyers seeking all-wheel0-drive capability, the X-Trail will also be offered with e-4orce all-wheel-drive technology! The X-Trail e-4orce has dual electric motors (front and rear) with total outputs of 157 kW and 330Nm and is capable of accelerating from zero to 100kph in 7 seconds and Nissan claims the system has 10 000 times faster rear torque response than a mechanical 4WD system.
“The X-Trail with e-POWER and e-4ORCE will occupy a unique corner of the segment, being the only 7-seater family crossover with an electrified powertrain. The X-Trail is precisely the type of vehicle modern adventurous families are looking for,” said Cliodnha Lyons, Region Vice President, Product Planning, Nissan AMIEO Region.
In addition to the above, the X-Trail will also be offered with a traditional ICE powertrain with 12-volt mild-hybrid technology with the 1.5-litre turbopetrol engine offering 120 kW and 300 Nm of torque. The system provides additional torque assist (up to 6 Nm under acceleration), extended idle stop, quick restart and coasting stop. Furthermore, braking energy is captured and stored in a lithium-ion battery and that energy is then used to run the car’s systems when the engine isn’t running.
What does the new Nissan X-Trail’s interior offer?
An improved interior and bolstered technology is offered inside the new X-Trail.
The new X-Trail’s interior is a marked improvement over its predecessor in terms of design, execution and features. A larger 12.3-inch NissanConnect infotainment system is fitted with integrated navigation and Android Auto and wireless Apple CarPlay. A configurable 12.3-inch TFT instrument cluster with a “Kiriko” cut glass texture is also fitted.
Other features include a 10.8-inch widescreen Head-Up Display (HUD) and wireless smartphone charging as well as Nissan’s next-generation ProPilot Assist driver assistance suite which includes adaptive cruise control, blind spot monitoring, lane keeping assist, moving object detection alert and automatic speed adjustment, to name a few.
As far as practicality is concerned, the X-Trail excels with rear doors that open at a 90-degree angle for easy entry. The rear seats are split in a 60:40 configuration with a centre pass-through section for longer items. The second row can also slide forwards should you require more load space or additional space to reach the third-row seats. Rear passengers are afforded air conditioning as well as USB-A and USB-C charging ports. Third-row seats are neatly stored in the boot floor and can accommodate passengers measuring 160 cm in height. Load capacity is rated at 585 litres (+20 litres over the previous X-Trail) without the third row in use. Two modular luggage floorboards offer different loading layouts to suit your storage needs and the tailgate is electronically operated.
The arrival of the new Nissan X-Trail has yet to be confirmed but 2023 is likely. We will update you as soon as official details are released.
Ford Everest vs Toyota Land Cruiser Prado: Quick Comparison
At the recent launch of the Ford Everest, representatives from the Blue Oval made an interesting claim. The positioning of the newcomer sees it take on the Toyota Land Cruiser Prado, not the assumed traditional rival, the Toyota Fortuner. We look at the specifications, features and price/warranty to see if there’s any merit in this claim.
When you think of the traditional rivals to the Ford Everest, the Toyota Land Cruiser Prado is not the first name that comes to mind. The previous generation of Everest faced traditional opposition in the form of the Toyota Fortuner, Isuzu MU-X, Mitsubishi Pajero Sport and if you’re not wanting a bakkie-based SUV setup, then also consider looking at the Land Rover Discovery Sport and Hyundai Santa Fe for diesel-powered all-wheel drive family vehicles.
When car companies make claims that buck conventional assumptions, they have to be investigated and while we haven’t yet had the chance to test the new Ford Everest against the revered-yet-aging Toyota Land Cruiser Prado, the below comparison between the two makes for some interesting reading.
TX: Auto dual-zone climate 6-speaker audio Electrically adjustable driver seat Cruise control Park distance control Keyless entry Bluetooth/USB Reverse camera Front seats heated/ventilated Rear seats heated Centre console fridge
Sport: 8-way adjustable partial leather seats for front passengers 8-inch digital instrument cluster 12-inch colour touchscreen Ford SYNC4A (Android Auto, Apple CarPlay) 8-speaker audio Wireless charging pad Front and rear USB-A, USB-C ports Ford Pass app connect Terrain management system Lane-keeping assist, pre-collision alert Cruise control with speed limiter Dual zone climate control Power tailgate Front/Rear parking sensors Tow bar Auto headlamps
VX: (Above plus:) Memory function for driver seat 14-speaker Premium audio Multi-function display Apple CarPlay/Android Auto Tilt-telescopic steering adjustment Auto wipers Powered 3rd row of seats Multi-Terrain Select (MTS) with 5 offroad modes Downhill Assist Control (DAC) and Crawl Control Drive mode select (Comfort, Sport, Sport+, Eco) Adaptive variable suspension
Platinum: Premium leather for driver and passenger with 10-way adjustment and memory Heated/ventilated front seats Heated rear seats 12.4-inch digital instrument cluster 12-inch colour touchscreen with Apple CarPlay/Android Auto 360-degree camera 12-speaker B&O audio 400W inverter for rear passengers Adaptive cruise control Active Park Assist with auto parallel and perpendicular park Panoramic moonroof Tyre pressure sensors
VX-L: (Above plus:) Toyota Safety Sense – pre-collision, adaptive cruise control, blind-spot monitoring, lane departure alert, rear cross-traffic Automatic high beam Power-operated moonroof
Practicality and Space
Prado
Everest
Length
5 010 mm
4 940 mm
Width
1 885 mm (excluding mirrors)
2 207 mm (including mirrors)
Height
1 880 mm
1 837 mm
Wheelbase
2 790 mm
2 900 mm
Load Capacity
104-974 L
259-898-1818 L
Pricing
Right now, there are just two Ford Everest models from launch. There will likely be further derivatives coming in 2023, but due to shipping and logistic issues, stock could be delayed.
Toyota Land Cruiser Prado
2.8 GD TX
R1 058 500
Ford Everest
2.0 Biturbo 4×4 Sport
R965 400
4.0 VX
R1 160 400
3.0 V6 4WD Platinum
R1 113 100
2.8 GD VX
R1 196 400
4.0 VX-L
R1 209 600
2.8 GD VX-L
R1 247 000
Summary
Despite its age, the Toyota Land Cruiser Prado is still a capable and comfortable family go-anywhere SUV, and with a 150-litre fuel tank, you actually can go anywhere. Some might say it’s getting long in the tooth, but why change what’s clearly a winning formula for Toyota? That being said, there’s a likelihood of a Prado update in 2023, before an all-new model arrives in 2024.
The new Ford Everest has exceptional features and on-paper offroad performance, and some would say that V6 is what the Everest has needed since day one.
Ford SA is expecting delays in its Everest stock arrival due to the lack of car carriers coming from its plant in Thailand and its expected that demand for this new model may outstrip supply. If you want one, best you make contact with your Ford dealer
Farewell, Jaguar F-Type! Special Editions Mark Final Year
Jaguar has handed its F-Type one final update before the sportscar rides off into the sunset. Meet the SA-bound F-Type 75 and F-Type R 75 special editions…
British automaker Jaguar plans to transform into a fully electric luxury brand by 2025. That means the writing is firmly on the wall for models powered by internal combustion engines. Yes, the F-Type is on the way out, though not before one final hurrah.
To mark the end of the line for the 2-seater F-Type – which has been in production since 2013, arriving in South Africa in the same year – Jaguar has revealed an updated version, complete with 75-badged (to celebrate 75 years of Jaguar sportscars) special-edition models.
The tweaked F-Type range – which the Coventry-based firm describes as “simpler and more focused” than before – will be available in South Africa from January 2023 and will again include coupé and convertible body styles.
Jaguar has made a few subtle changes, including upgrading all models to 20-inch alloy wheels and altering the wheel centres and grille badge from red to black (and the “R” and “R-Dynamic” badge accent colours to black and grey rather than red and green).
Special editions mark F-Type’s final year
So, what makes the special editions, well, special? Buyers will have the choice of F-Type 75 and F-Type R 75 models (each boasting Jaguar’s iconic V8 engine), which are distinguished by unique design elements inside and out, are well as what the automaker describes as “carefully curated specifications”.
The special-edition models furthermore gain “discreet badges” on the front fenders depicting the F-Type’s silhouette, along with model-specific 20-inch alloys (gloss-black, 5-spoke and gloss-black diamond-turned 10-spoke designs, respectively). The R 75 also gains wider Pirelli P Zero tyres measuring 265/35/ZR20 up front and 305/30/ZR20 at the rear.
Another feature specific to the F-Type 75 and R 75 models is a silhouette motif on the centre-console finisher, which is repeated on the stainless-steel tread plates. The interior Black Pack, meanwhile, is also included.
Lightweight performance seats are standard on the F-Type 75 and R 75, complete with heating and cooling functions, and finished in Windsor leather. An Ebony suedecloth headliner is likewise standard on the special models.
Interestingly, the F-Type 75 and R 75 also gain under-the-skin upgrades, including rear knuckles fashioned from light aluminium die castings. In addition, the R 75 boasts revised upper ball joints, which Jaguar says “significantly increase camber and toe stiffness”.
The F-Type R 75 can also be specified with Jaguar’s carbon-ceramic matrix braking system, which upgrades to 398 mm and 380 mm front and rear discs with 6- and 4-piston monobloc callipers with a yellow finish.
Saying goodbye to Jaguar’s supercharged V8 engine
From what we can tell, the final F-Type range will include only one engine option: the supercharged 5.0-litre V8 (though in two states of tune), paired with an 8-speed automatic transmission.
In the lower-output version, the 8-cylinder unit makes 331 kW and 580 Nm. In South Africa, the F-Type 75 will be available exclusively in all-wheel-drive guise, complete with an active electronic rear differential. Jaguar claims a 0-100 kph time of 4.6 seconds and a top speed of 285 kph.
Then there’s the F-Type R 75, which bears a version of the supercharged V8 worth 423 kW and 700 Nm. With this model, the sprint from standstill to 100 kph takes a claimed 3.7 seconds, while maximum speed is electronically limited to a heady 300 kph.
The range in South Africa will include coupé and convertible versions of the all-paw 75 and R 75 special-edition models, along with the 331 kW rear-driven R-Dynamic variants (again available in either of the two body styles).
“For 75 years, Jaguar has been renowned for producing extraordinary sportscars that deliver performance, agility and maximum driver reward. The F-Type special editions hold true to these principles, adding unique interior and exterior design details to celebrate this lineage before Jaguar becomes an all-electric brand from 2025,” says Matthew Beaven, Jaguar Land Rover Chief Designer for Exteriors.
GWM’s Ora Cat EV could offer 500 km range for only R600k
Is there finally an EV that could convince more South African motorists to buy a “fully electric” car?
Few models are as broadly marketed, yet generally unaffordable, as (battery) electric vehicles (EVs). Luxury vehicle brands champion their electric vehicles as transformative – the culmination of corporate mission statements and excellent R&D resourcing. Battery cars are purported to be saviours of humanity and guardians of personal transportation freedom in a future where (tailpipe) carbon-emitting vehicles will ostensibly become impossible to own in most global cities.
But that’s not really true. Not even close. Electric vehicles, especially in South Africa, are outrageously expensive and rare. They constitute 1% of the vehicle market and are only attainable by the elite 1% of earners. What’s the average electric vehicle purchase price in South Africa? Not far off R1.5 million. That’s hardly Volkswagen Polo Vivo or Toyota Corolla Cross money, is it?
Fewer Rands – but more kilometres of range
Joy is a cheap(ish) EV, with a proper range for driving beyond the city limits.
What’s a reasonable electric-vehicle price point? The most affordable electric car in South Africa is Mini’s Cooper SE, which retails for R723 000 before on-road costs. But it has a limited range (a claimed 217 km). What if there was an electric vehicle that’s potentially cheaper than Mini’s Cooper SE EV, with more than double its range? Wouldn’t that be the ideal model to finally power authentic domestic demand for battery vehicles?
The most likely product candidate for an affordable South African market EV is Chinese. That’s hardly surprising, as China is by far the world’s largest EV market and a technology leader in battery-powered vehicles.
GWM, Haval and now… Ora
Looks decent, rolls on 18-inch wheels and comes with a lot of kit.
Ora Cat – a new product venture from GWM’s electric vehicle division – is the hatchback in question. It is about the same size as a Volkswagen T-Cross and built on a dedicated EV platform instead of being a converted ICE design. That means it boasts an optimised cabin architecture and excellent space utilisation, for enhanced passenger comfort. It doesn’t look terrible, either, with more than a trace of Porsche 911 regarding the headlamp design and frunk proportions.
But the Ora Cat’s technical specifications are authentically convincing. GWM’s product planners and design engineers scrutinised true EV usage and found that performance was notably less important than range. This is something that many of us already know, but the motor industry is finally recognising it too: the overwhelming majority of consumers that are considering EVs are not interested in supercar-rivalling 0-100 kph times; they want to know how far they can drive.
The Ora Cat isn’t a light vehicle for its size (1 540kg), but that’s about the same weight as a turbopetrol-powered small SUV. Power and torque outputs are mild, at 126 kW and 250 Nm; performance is sedate, but the range is impressive.
EV buyers more concerned about range than performance
The Ora Cat has some Porsche 911 cues at the front. That’s probably what VW should have done – adopts a retro DKW design.
GMW’s Ora Cat is configurable with two battery pack sizes, 47.8- or 59.7 kWh, which provide estimated ranges of 400- and 500 km respectively. Even the smaller battery option delivers a WTLP driving range of 310 km. To contextualise how impressive that is, consider that, according to those who have first-hand knowledge, the Mini Cooper SE’s real-world driving range is well under 200 km.
The Cooper SE is smaller and less practical than an Ora Cat. Granted, the Mini offers superior performance, but its range is significantly shorter than that of its Chinese rival. And in the market for EVs, range is currency.
An energy source designed for durability
A contrasting roof and cabin colours are the only options with this Chinese EV.
And then there’s the Ora Cat’s battery chemistry. What trick camshaft phasing and variable geometry dual-stage turbocharging was to petrol and diesel engines, battery chemistry is to EVs. And if you are a car fan, it’s time to recognise that variances in battery chemistry have an enormous influence on the efficiency of an EV powertrain.
Unlike European luxury-brand EVs, which mostly run on lithium-ion battery packs, the Ora Cat uses a lithium iron phosphate chemistry. And yes, that’s the same chemistry that Tesla pivoted to earlier this year. What’s the advantage of lithium iron phosphate? Reduced cell degradation over time.
Disadvantage? The power density is less potent than lithium-ion. That matters if you are marketing a 300-kW luxury EV, but not so much when it’s an affordable family EV with mild performance expectations.
Battery confidence at a low price
The Ora Cat cabin is simple and roomy, for passengers. But a bit tight, on luggage space.
Potential customers for GMW’s Ora Cat will be more mindful of recharging speeds and battery-cell life over time, than a few missing kilowatts of power, due to the hatchback’s lithium iron phosphate chemistry. GWM is so confident of its battery sourcing quality that the Ora Cat is marketed with a 5-year unlimited mileage warranty, with the battery warrantied for 8 years/160 000 km.
At what price point would the Ora Cat be offered if it was delivered to your local GWM dealer tomorrow? In the UK, the 47.8 kWh battery version sells for the equivalent of R600 000, which is much less than Mini’s Cooper SE EV, which retails for the equivalent of R700 000, before options. And, as is customary for most Chinese-made passenger vehicles (some bakkies too), the Ora Cat has a rather comprehensive standard specification.
Based on the model offered in the UK, the Ora Cat comes with inductive smartphone charging, a pair of 10.25-inch display screens (one for infotainment, the other for driver information), and full Apple CarPlay and Android Auto integration. Comfort features include dual-zone climate control and over-the-air vehicle updates, preventing the administrative burden of unnecessarily visiting a dealership.
Driver-assistance and safety technology features include adaptive cruise control, surround view cameras, autonomous braking with pedestrian and cyclist detection, LED headlights (with high beam assist) and lane keep assist. The only option? A dual-tone paint finish.
Is this the perfect South African EV spec?
There are no exposed taillights; the Ora Cat’s brake and indicator illumination are all behind the tailgate glass. Clever.
The GWM Ora Cat has cute styling and very impressive claimed ranges. Its 0-100 kph performance of 8.3 sec isn’t startling, by EV standards, but should give the hatchback a decent turn of speed when required, for urban driving.
Recharging performance is great, too, with the battery levels rechargeable from 15-80% in only 40 minutes, when using an 80-kW DC fast-charging station.
Debits? The luggage space could be better. Although the Ora Cat is built on a dedicated EV architecture, 228 litres of luggage space isn’t amazing for a vehicle 4.25m in length and about the same size as the T-Cross, which has 385 litres of luggage capacity.
If GWM can market the Ora Cat at its R600 000 European launch price in Mzansi, South Africa’s EV market could easily quadruple in a year…
How well is the Land Rover Defender selling in SA?
The Land Rover Defender has just achieved its in best sales month of 2022 thus far. Here’s how well the British off-roader is selling in South Africa…
When combing through South Africa’s new-vehicle sales figures for September 2022, we noticed the Land Rover Defender put in a particularly strong showing last month. So, we decided to take a look back at the SUV’s local sales performance for 2022 thus far.
Turns out September was indeed the Defender’s best sales month of the year to date, with as many as 203 units registered across South Africa. That’s a mighty impressive figure for a vehicle range that starts at a lofty R1 307 594…
After a few jabs at a calculator, we found Land Rover SA had sold 1 003 examples of the L663-generation model over the first nine months of 2022, which translates to an average of 111 units a month. July (162 units) was the Defender’s next best sales performance, followed by June (156 units) and May (155 units).
Interestingly, the Slovakia-built SUV’s lowest monthly total of 2022 thus far came in August, when just 39 examples were sold. The relative inconsistency of the monthly totals suggests the Whitley-based automaker’s local division has – like most brands – been struggling with supply issues.
The local Land Rover Defender range now comprises three body styles: 90, 110 and 130.
Still, it’s fascinating to note the Defender remains Jaguar Land Rover SA’s best-selling product, and by quite some margin, too. Using September as an example, we see the Defender was the only model to crack three figures, with the British group’s next best-selling vehicles being the full-size Range Rover (33 units), Evoque (18 units), F-Pace (17 units), Velar (13 units) and Range Rover Sport (10 units).
As a reminder, the local Defender range comprises as many as 33 derivatives, including three body styles (90, 110 and 130) and various petrol and diesel powertrains. The line-up is topped by the Defender 110 V8 Carpathian Edition, which offers 386 kW from its supercharged 5.0-litre V8 engine and starts at R2 745 360 (though is also available in 90 guise, from R2 624 360).
The modern-day (unibody) Defender was revealed in Frankfurt in September 2019, before initial examples of the 110 arrived in South Africa in mid-2020.
Lasizwe Interview: From his late mom’s Jetta to his new Range Rover, here’s his car story
Lasizwe Dambuza, or just Lasizwe to his millions of fans, has become a cultural icon in South Africa, always presenting himself boldly and fearlessly. In this video, he tells us his story, from driving his late mom’s Volkswagen Jetta to why he bought his current Range Rover Velar, and how he got scammed in the middle.
Lasizwe is one of those personalities where, love him or hate him, you probably still want to know what he’s up to or see what he’s wearing to the latest event, or watch his latest video on his YouTube channel
A talented actor, he has attracted a large social media following across multiple platforms and is one of the most successful South African YouTubers, with South African audiences loving his comedy skits covering all aspects of South African daily life.
We were delighted to have Lasizwe join us for Season 1 of Cars.co.za‘s #CarCulture, where he gave us his view of South Africa’s car culture, and took us through his car ownership history.
If you’ve missed the first 4 episodes of #CarCulture, featuring DBN Gogo, Chrizz Beats, DJ Speedsta and our very own Ciro De Siena, check out the playlist here!
In the second instalment of a 4-part series in celebration of Continental’s 75th birthday in South Africa, we head for the Koue Bokkeveld with Calvin Fisher and his 2010 Porsche Cayenne 3.0-litre V6 turbodiesel, a car that has taken him and his family on a number of off-road adventures. To make the Cayenne an even better candidate for a tribute film such as this, it is also the 20th anniversary of Porsche’s first SUV.
It doesn’t take long to figure out that Calvin Fisher is an automotive enthusiast. In fact, he has taken things a step further by also recently acquiring his motorcycle leaner’s licence. Apart from that, his day job entails being a motoring journalist and content creator. Plus, he has another couple of cars in his garage… This passion is thankfully also shared in, and with, his family.
Where it all started
“I grew up on the Cape Flats and for us freedom meant car keys, a full tank… or actually any amount of fuel. My earliest car memories are of my dad’s Chevy on family road trips – and that has really stuck with me. Those have been such good memories that today I own a Chevrolet 4100 just like he had. If I don’t drive the Cayenne, I do try to spend some time in the Chevy.
“In the early Nineties, the car culture scene I was growing up in was very much on the street. Cars that appealed to me back then were the Nissan Skyline 2.8, Toyota’s Cressida 24-valve and a Nissan EXA Turbo. At the time I didn’t know what these cars were, but I knew I loved them and realised I was forever changed by those experiences.
“Through the years I never really understood the appeal of a Porsche and I was never blown away by them… until I got to drive a 911 for the first time. That experience quickly changed my view! Over the years I got to drive a few more, and I went from respecting the brand to loving it.
“I realised that owning a 911 wasn’t really compatible with being an adult and having kids. I wanted a car that I could still love and use on a daily basis. After the controversial first generation, I think the design department at Porsche nailed it aesthetically with the 957-generation Cayenne. I love it so much that even if I could have any Cayenne, I’ll still pick mine.
Exploring
“My plan was always to go on adventures with this car and before I bought it I decided what I wanted. I decided on a turbodiesel with standard suspension and not air suspension. It is fitted with the 3.0-litre, V6 turbodiesel engine which is similar to the unit found in the VW Amarok. The result is that we’ve done trips to Tankwa Karoo and we’ve camped in various places, always via a lot of gravel roads. Every time she has held up perfectly. All that I’ve done to make these trips possible is to fit a good pair of off-road tyres as well as a roof rack. Inside I’ve also fitted a OneNav Android Auto navigation system that features a 12.1-inch screen that I can use for off-line maps and to listen to my music. I’m a massive nerd and love connecting my phone and having this technology at hand. We really use this car like the way it will be portrayed in a brochure and not parked at the mall.
“The thing that I love the most about the Cayenne is the freedom that comes with it. The fact that if I see a place I know I can get there. It is real 4×4 at the end of the day and I treat it as such. In terms of buying cars, this is probably the first time it has been a sensible decision that has also been a passionate one for me.
“Every car I’ve ever owned I’ve felt the need to tinker on, style or upgrade the performance. Maybe it is an age thing, but I’m at the point now where I don’t feel like doing any of those things. Now, any changes I want to make to this car, it must be to improve it based on my lifestyle. And this is now my lifestyle, going anywhere I want, pitching a tent really quick and camping next to a river.”
The first camping trip
Calvin eagerly shares his first camping experience with the Cayenne, a car he admits is not regularly seen at the nation’s campsites.
“We rolled into this established camping site, with all the locals in their Toyota Fortuners, Hiluxes and Ford Rangers. And there we were, with our Porsche and our tent on the roof. Initially there were some stares and it was a kind of a weird moment. But, we had a jol, enjoyed a braai and a lekker swim. It is definitely not your typical car that you will see at South Africa’s camping sites, but I’m working on that! I now have an on-road wheel and tyre combo as well as an off-road wheel and tyre combo, depending on what I want to do.”
Calvin enjoys his Cayenne equally as much on the gravel as on the tarmac. “Today when we did Gydo Pass, as well as all the twisty roads leading up to it, I put it in Sport mode and she tackles the corners very well.
“There is something incredibly satisfying about owning this car. To me this Cayenne looks brilliant and I can carry my entire family in the car to several adventures throughout the year. That means everything to me.”
