The Volvo XC40 has been updated for 2023 and has made its way to South Africa.
The stylish and popular Volvo XC40 has been given an update and has gone on sale in South Africa. The changes are numerous, comprising new electrified engines,, visual nip and tuck as well as the introduction of the Google Android infotainment system. The latter is of interest as we’ve had a taste in both the Volvo XC40 P8 electric model and the XC60 Plug-in hybrid.
First impressions have been positive thus far, however we understand that Apple users have been frustrated at the lack of CarPlay, which should have been rectified through an update towards the end of 2022.
As far as powertrains go, the Volvo XC40 updates comprise mild hybrid tech, with the range kicking off with the B3 model with a 2.0-litre turbocharged petrol engine with 48-volt hybrid system and 110 kW and 265 Nm. The B4 packs a bit more power at 145 kW and 300 Nm. Both of these models feature 8-speed automatic transmissions and are front-wheel driven.
For those wanting a bit more performance, the B5 headlines the range with 183 kW and 350 Nm and features all-wheel drive. For those considering full electrification, the XC40 is available in single-motor P6 and twin-motor P8 Recharge derivatives.
The mild hybrid technology is said to reduce tailpipe emissions, increase efficiency and boasts improved on-road performance. The XC40 is the last model in the local Volvo lineup to receive hybrid tech, meaning that every vehicle in the Volvo SA family now has some form of electrification.
Visually, you can spot the new XC40 with its redesigned front and rear bumpers, new-look headlamps, new colours on offer and there are new wheels. Inside, the Android-powered infotainment system makes its debut and you get your popular Google apps like Maps, Waze, Spotify and much more.
The revised Volvo XC40 lineup sees the traditional trim line-up of Momentum, Inscription, R-Design falling away in favour of Essential, Plus, Ultimate in an effort to make the buying process easier and reduce complexity. Some of the trim-specific features:
Essential
Power tailgate Google services Keyless entry Hands-free tailgate
Plus (R50 715 – Above content, plus:)
Park assist front and rear Rear camera Interior illumination
Ultimate (R73 715 – Above content, plus:)
Harman Kardon audio Powered passenger seat
How much does the updated Volvo XC40 cost in South Africa?
BMW vs Mercedes-Benz: premium sales race in 2022 so far
BMW and Mercedes-Benz continue their fight for sales dominance in the premium market. But which of these Teutonic foes is winning the race after the first three quarters of 2022?
We’re already three quarters deep into 2022. So, which German automaker is leading the premium sales race at this point of the year? Let’s examine the latest global sales figures from BMW and Mercedes-Benz to find out.
For the period from the start of January to the end of September 2022, the BMW Group – which as a reminder comprises the BMW, Mini, Rolls-Royce and BMW Motorrad brands – reported a worldwide sales figure of 1 747 889 units, representing a year-on-year drop of 9.5%.
Meanwhile, Mercedes-Benz Cars (which includes Smart as well as commercial-based models the T-Class, V-Class and EQV, but seemingly excludes other Mercedes-Benz Vans products) ended the reporting period on 1 518 200 units, or a year-on-year decline of 6%. By our maths, that puts the Stuttgart-based firm nearly 230 000 units behind its Bavarian foe.
Of course, things aren’t quite that simple, so it’s worth examining the figures a little more closely. For instance, we can see Mini accounted for a healthy 209 271 units of the BMW Group’s tally, while a further 159 333 units came courtesy of the motorcycle division (and another 4 701 units from Rolls-Royce).
We also see it’s a somewhat closer race when we compare how the BMW and Mercedes-Benz brands (as opposed to groups) performed. The Munich-based automaker saw a 9.9% year-on-year decrease to finish the third quarter on 1 533 917 registrations worldwide, while its Stuttgart-based nemesis reached 1 503 100 units (a fall of 6%), around 30 000 units off the pace.
BMW says its iX3 is helping to drive strong growth in the battery-electric sector.
What about the fight in the all-important all-electric sector? Well, the BMW Group says it registered 128 196 fully electric BMW and Mini vehicles (up 114.8%, year on year) over the first three quarters of the year, while Mercedes-Benz reported year-on-year growth of 126% over the same period, finishing on 75 400 battery-powered sales (interestingly, opting to exclude Smart from this figure).
Unfortunately, Mercedes-Benz did not release Mercedes-AMG sales details for the first three quarters of 2022, so we don’t have a figure to compare with the BMW M division’s 124 459 registrations (note this includes not only full-fat M products but also M Performance models). For the record, the M division says it is “on track for another record year to mark its 50th anniversary”.
We’ll check back in on the premium sales race once 2022 is complete…
The compact Suzuki Jimny will be growing in size as spy photographers have snapped a longer version testing in Europe.
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer’s request, have watermarked them.
The charming small 4×4 is currently available in SA in 2-door, 4-seater configuration. As cool as it is, the boot space is laughably small and the rear legroom is only appropriate for small children. Now Suzuki plans to stretch out the Jimny and give it a bit more practicality.
Update: According to Japanese publication BestCarWeb, you can expect the Jimny 5-door / Long wheelbase to be revealed in January 2023 and will feature a hybridised version of the 1.5-litre petrol engine.
What you see here looks identical to what’s currently on offer, but upon closer inspection, you can see the lengthened area behind the driver’s door. Interestingly, there’s still only two doors, but we suspect a 4-door offering will be on the cards too, to make rear passenger access easier. The boot capacity should grow in size substantially, giving it some utilitarian use. You still can’t beat the radical Jimny bakkie customs we’ve seen though.
The real change here will see the introduction of some tweaked engines as the European CO2 emissions have become stricter and stricer and Suzuki Europe was forced to convert the Jimny into a 2-seater commercial vehicle as that segment’s EU fleet emissions targets are not as tough as the passenger car segment. Will we see new engines though? While there’s nothing wrong with the current 1.5-litre 4-cylinder mill, Suzuki can call upon its force-fed Boosterjet range, available in 1.4 and 1.0 applications.
We should see some production Jimny derivatives being revealed sometime in 2021.
Though Hilux and Ranger are likely the first nameplates to spring to mind when talking bakkies these days, the Isuzu KB – latterly known as the D-Max – has a strong following in SA. Here’s what to look out for on the used market.
Isuzu Motors first began producing vehicles in South Africa way back in 1972 as part of its capital alliance with General Motors. Though the company’s first one-tonner built in the Eastern Cape was actually badged as the Chevrolet LUV, the bakkie became known as the Isuzu KB by the end of that decade.
Fresh versions of Isuzu’s bakkie – which quickly gained a loyal fanbase thanks to its rock-solid reputation for durability – punctuated South Africa’s bakkie timeline over the next few decades. Interestingly, the KB badge was retained for the local market during almost all of that time, even when most other countries shifted to the D-Max moniker.
In this buyer’s guide, we’ll focus on the RT-generation model (and particularly the double-cab versions), which was introduced locally in 2013 and finally switched to the D-Max nameplate in 2018. Around the end of 2021, production technically ended at the company’s factory in Gqeberha (formerly Port Elizabeth) as the new-generation model came online, though the RT lives on today as the prolonged lifecycle D-Max Gen 6.
Isuzu KB model line-up at launch
This generation of the KB hit the local market at the end of the first quarter of 2013.
The RT-generation bakkie was revealed in Japan back in 2011 after being conceived in collaboration with General Motors as a sibling to the Chevrolet Colorado (though it’s widely thought the American firm led the development process for this particular model). It hit the market in South Africa as the Isuzu KB nearly two years later in March 2013.
As many as 26 derivatives were available at launch. The range comprised the three familiar body styles (single, extended and double cab) as well as 4×2 and 4×4 configurations, while specification grades included Base, Fleetside, LE and LX. Interestingly, just one variant – the flagship KB 300 LX double cab in 4×2 guise – was available with an automatic transmission at launch. The initial engine line-up consisted of the following 4-cylinder options:
3.0-litre turbodiesel (130 kW/380 Nm) 5-speed auto
Of course, the locally produced KB benefitted from a smattering of updates over the next eight years or so. In June 2013, for instance, Isuzu gave buyers of the top-spec KB 300 LX double-cab derivatives the option of downgrading from leather upholstery to cloth, lopping R9 500 off the price in the process.
August 2014, meanwhile, saw the announcement of the first special-edition version of this KB, celebrating the fact more than 20 000 units had been sold locally in just short of 18 months. A mere 500 units of the Midnite Edition double cab were built, each employing the top-spec 3.0-litre D-TEQ engine and boasting darkened exterior components, including a black sportsbar with decals.
Note the Serengeti Special Edition’s silver-accented bumper guard, blacked-out B-pillar and chrome sportsbar.
The following month, Isuzu rolled out a few minor cosmetic and practicality updates, while also taking the opportunity to “streamline” the KB range to 18 derivatives. The Serengeti Special Edition followed in June 2015 (again based on the flagship KB 300 LX double cabs), before yet more running changes were introduced in September of that year. These included the addition of a 4×4 version of the self-shifting KB 300 LX double cab and the range-wide upgrade from the 85 kW/280 Nm 2.5-litre oil-burning engine to a version generating 100 kW and 320 Nm. In addition, all but the base single cabs now shipped with stability control.
By July 2016, the X-Rider hit the market for the first time. Unlike previous special-edition models, the X-Rider was based on the KB 250 Hi-Rider 4×2 and available in both extended- and double-cab form. Isuzu described it as a “special value model” and around 700 units rolled off the assembly line when all was said and done.
The X-Rider nameplate debuted in 2016 on the KB 250, billed as a “special value model”.
By April 2017, however, the dual-cab version of the X-Rider had become a permanent fixture in the line-up, but not before the KB gained a new face, fresh tailgate styling, a revised instrument cluster and suspension tweaks (in October 2016).
Things then went quiet for the KB for a while, with General Motors – the distributor of Isuzu in South Africa at the time – pulling out of the local market at the end of 2017. Isuzu’s global division jumped in to purchase the company’s light-commercial vehicle operations in Struandale and Isuzu Motors South Africa was officially born as a wholly owned subsidiary. By May 2018, it was back to business with the arrival of another special edition in the form of the KB X-Rider Black.
A facelift (and a name change!) for Isuzu’s bakkie in 2018
Isuzu Motors SA finally switched to the D-Max nameplate with the bakkie’s refresh in 2018.
In October 2018, Isuzu launched the facelifted model in South Africa, also taking the opportunity to officially rename it the D-Max “in line with international markets”. For the range-topping 3.0-litre LX derivatives, the refresh included cosmetic updates such as a new chrome-effect grille, revised headlamps and upgraded cabin trim, as well as the transition from the old 6.5-inch touchscreen to an 8.0-inch item.
While all engines were unchanged, 3.0-litre LX variants dropped the old 5-speed manual and automatic transmissions in favour of fresh 6-speed versions. Safety upgrades for the top-spec models came in the form of a brake override system (restricting accelerator input if the brake pedal was applied simultaneously) and the addition of trailer sway control. At this point, the D-Max line-up ballooned to 30 derivatives.
The D-Max AT35 (with its Fox suspension) conversion took place at Isuzu’s Struandale facility.
By May 2019, the high-riding D-Max AT35 (based on the double-cab version of the D-Max 300 4×4 LX auto) was added to the local range. Developed in “close collaboration” with Arctic Trucks but built in South Africa, the special model slotted in at the very summit of the line-up. A new version of the X-Rider Black, meanwhile, arrived later in 2019, before select high-output versions of the D-Max 250 finally gained the option of a 5-speed automatic gearbox in early 2020.
In August of that year, Isuzu extended the increasingly popular X-Rider nameplate to the 3.0-litre double-cab model (in self-shifting guise) for the first time, before finally rolling out minor cosmetic changes to the remainder of the range. Three more X-Rider Limited Edition derivatives followed at the end of 2021, effectively seeing off the RT-generation model.
Product strengths
Isuzu engines (such as this 2.5-litre D-TEQ unit) tend to be under-stressed, which boosts reliability.
While the RT-generation KB (and the D-Max that followed with the facelift) certainly wasn’t class-leading in areas such as cabin finish, infotainment technology or rolling refinement, very few people would argue any bakkie from that era was more durable. Unsurprisingly, then, that’s the basis for most of this vehicle’s strengths.
Renowned durability: As a bakkie (and truck) specialist, Isuzu was able to dedicate a hefty chunk of its resources to extensive durability testing of the KB. In fact, the company said its rigorous test and development programme for this generation was equivalent to four million kilometres of driving in a wide range of conditions, with a “significant portion” conducted in Southern Africa. In the years since, the KB has earned a reputation for being as tough as nails.
Proven engine reliability: At launch in 2013, the only technically “new” engine in the KB range was the 2.4-litre 16-valve petrol mill (though it replaced a similar 8-valve unit). The low- and high-output versions of the 2.5 turbodiesel were carried over virtually unchanged from the previous generation, while Isuzu’s famous 4JJ1-TC 3.0-litre turbodiesel engine was massaged only slightly to free up a little more oomph. In short, the engine range was entirely proven.
The 4JJ1-TC engine used in the KB 300 has a long history of durability.
In addition, all were fairly low stressed engines (especially the 58 kW 2.5-litre unit), operating at peak power and torque outputs far below their respective potentials. Provided such engines are properly maintained, that means they’re far less likely to break. There were also some small changes made to aid convenience; on the D-TEQ engines, for instance, the oil filter was relocated to the top of the block to make servicing simpler.
Lengthy warranty: Throughout this generation’s lifecycle, a 5-year/120 000 km warranty – generous compared with those of most rival bakkies at the time – was included in every derivative’s purchase price, along with a 5-year/unlimited kilometre anti-corrosion warranty and a 5-year/90 000 km service plan (with intervals of 15 000 km). So, if you’re shopping in the “nearly new” category, you’ll have the benefit of potentially lengthy aftersales cover.
We should also mention the dealer network here. Before General Motors pulled out of the country in 2017, Isuzu vehicles were serviced at the Detroit-based firm’s local dealers. Once GM had left, Isuzu Motors SA took over many of those sites, with the number of dealers in Southern Africa now standing at a healthy 100.
Product weaknesses
Here’s what the flagship KB 300 LX’s cabin looked like in 2013. Not as premium as those of its major rivals.
Considering just how robust the KB and D-Max have proven to be over the years, we struggled to uncover any major reliability weaknesses with this generation, despite extensive digging (the problem of cracked inner guard body panels, for instance, is well known in Australia but appears to be peculiar to vehicles built by the Thailand factory). That said, our investigations did unearth a few potential niggles we believe are worth looking out for.
Weak CV joints: We’ve heard of a few complaints of weak constant velocity (CV) joints, though this is admittedly an accusation that can be levelled at many off-roading vehicles with independent front suspension arrangements. Even if the bakkie you’re considering has seemingly never gone off tarmac, make sure to turn the steering to full lock (both left and right) during your test drive and listen out for the distinctive clicking sound that tends to accompany worn CV joints. A quick inspection of the rubber CV boots wouldn’t hurt, either.
Fairly low-rent cabin: Though this generation of KB and D-Max offers generous interior space, the finishes in the cabin are quite utilitarian (or, to put it more charitably, “functional”) compared with those of more polished competitors. For example, there’s precious little in terms of soft-touch surfaces, while the steering column frustratingly lacks reach adjustment. Whether you regard such foibles as weaknesses depends entirely on your requirements, though here we’re writing mostly for leisure-bakkie buyers, and they would generally prefer more in the way of creature comforts.
What to pay?
The double-cab body style accounted for just over half of all listings at the time of writing.
As we always advise those considering a vehicle that is in healthy supply on the second-hand market, it’s worth simply walking away from a deal should there be even the slightest concern. Since there are plenty of options out there, you can afford to be picky, after all.
When viewing a potential buy, make sure you inspect the bakkie’s undercarriage closely for any damage sustained during off-roading activities. It’s also crucial to always request evidence the bakkie was diligently maintained.
Of the used Isuzu bakkie stock (2013-2021) listed on Cars.co.za at the time of writing, the split between the earlier KB models and the later D-Max versions was close to even. The double-cab body style, meanwhile, accounted for 55% of all listings, while just short of 99% were diesel-powered. Interestingly, 4×4 models were in relatively short supply, with 86% featuring a rear-wheel-drive configuration, while just 19% used an automatic transmission.
Below R200 000: Predictably, shopping at this sort of price level means you’d be largely restricted to single- and extended-cab KB models. Many of the clearly hardworking examples we found here had in excess of 300 000 km on the clock (with one close to 500 000 km!), which is testament to the KB’s durability, if nothing else.
From R200 000 to R350 000: We found the majority (just over 54%) of used stock nestling between these price brackets. There was something for most tastes here, ranging from almost-new D-Max single cabs to older KB 250 X-Rider and early model-year KB 300 double cabs. Mileage varied greatly, though considering how under-stressed these engines were, there’d be nothing wrong with considering a vehicle with a reading north of 150 000 km (at the right price, that is) should a reliable service history be presented.
From R350 000 to R600 000: Unsurprisingly, most Isuzu bakkies listed between these bookends wore a D-Max rather than KB badge, with those at the upper end of the pricing range taking the form of the popular D-Max 250 X-Rider and the high-spec D-Max 300 LX. If you’re in the market for a leisure bakkie, this is where you’d likely be shopping as the majority of auto-equipped double cabs were found here.
R600 000 and up: There were very limited options above the R600 000 mark, with most of the few examples priced here being top-spec D-Max 300 LX models with self-shifting transmissions. Interestingly, there was just a single example of the AT35, priced at a lofty R850 000…
Pick of the range?
The 3.0-litre unit in the flagship D-Max LX (or X-Rider, as above) is our engine of choice.
So, which one should you buy? Well, seeing as the range is fairly broad, the answer would depend largely on both your intended usage (leisure versus workhorse) and budget. Still, since the powertrain line-up is not nearly as varied as that of, say, the P375-generation Ford Ranger, it’s easier to nail down what we believe represents the best engine.
Since we’re writing primarily for lifestyle-oriented buyers shopping towards the top of the market, we’d select the D-Max 300 LX double-cab and the closely related D-Max 300 X-Rider as the picks of the bunch, since this 3.0-litre engine offers a pleasing mix of brawn and reliability, while the cabin gains some extra standard equipment that accompanied the mid-cycle refresh.
That said, should your budget not quite allow, there’s also the option of the KB 300 LX, though note this model uses the older 5-speed gearboxes. It’s likewise worth pointing out only KB 300 derivatives boasted a braked towing capacity of 3 500 kg, with this figure interestingly dropping to 2 900 kg with the move to D-Max badge. The X-Rider versions of the KB 250 and D-Max 250, meanwhile, also offer attractive value if you’re content with the lower power and torque outputs.
Verdict
Though an improvement over earlier efforts, the D-Max cabin (here in X-Rider Black form) is by no means luxurious.
It’s important to reiterate here that Isuzu’s RT-generation model – even in its later guises – doesn’t stand out in the leisure bakkie crowd. It simply lacks the sophistication and refinement of many of its rivals, instead majoring in practicality over luxury, for the most part.
That said, if you’re the type of bakkie owner whose vehicle is expected to work hard and play hard, the Isuzu starts to make sense as something of a middle ground. Though the engines are all rather coarse, the trade-off is virtually bulletproof reliability (when properly maintained, of course). And while the cabin is by no means the last word in luxury and technology, it’s certainly hardwearing and space in the rear of the double cab is appreciable.
Naturally, the big-name alternatives here are the likewise locally built Toyota Hilux and Ford Ranger, but you’d pay far more for those on the used market (particularly in the case of the Hilux). There’s also the somewhat underappreciated Nissan Navara, while the Volkswagen Amarok offers the allure of V6 turbodiesel grunt and SUV-like driving manners (but, again, it will cost you considerably more to purchase). We’d also be remiss if we didn’t mention the highly capable but often-overlooked Mitsubishi Triton here.
Is there a trustier one-tonne workhorse than a well-maintained Isuzu single cab? We think not.
Those seeking a single-cab workhorse already know the KB and D-Max are arguably the best choices out there. But it’s not nearly as cut and dried for this generation of Isuzu bakkies when it comes to double cabs in the leisure space. Yet, as we’ve outlined above, there are significant potential advantages – chiefly in the reliability department – that come with sacrificing some powertrain refinement and a handful of premium touches. In that respect, the Isuzu is as honest and straightforward an offering as you’ll find in this space. And there’s certainly a market for that.
Lexus has revealed an upgraded version of its fully electric UX 300e, which boasts an improved claimed range of 450 km and is currently “under study” for a local introduction…
Lexus has revealed an updated version of its UX 300e, with the Japanese firm’s South African division confirming the fully electric model is “under study” for a local introduction.
We can furthermore expect a significant specification change to the local UX range “before the end of the year”, according to the local arm of Toyota’s luxury brand. Whether or not the battery-powered model forms part of that updated line-up, though, remains to be seen.
So, what do we know about the refreshed UX 300e, which Lexus describes as “a significant evolution” of the brand’s first fully electric production model? Well, the big news is the adoption of a higher-capacity battery pack, which boosts the vehicle’s claimed cruising range by 40%.
The updated UX 300e gains a battery pack with a significantly higher capacity.
The newly developed battery pack features a capacity increased from the original 54.4 kWh to a healthier 72.8 kWh, resulting in a claimed cruising range of 450 km. Peak system outputs from the electric motor come in at an unchanged 150 kW and 300 Nm.
Lexus says the UX 300e’s low centre of gravity (created by the underfloor placement of the aforementioned battery pack) gives the model a “natural performance advantage”. It furthermore benefits from performance dampers at the rear, along with increased body rigidity and model-specific tunes for the electric power steering and shock absorbers.
In addition, the UX 300e inherits the refinements made to the broader UX range, including the expanded functionality of active safety technologies and the latest multimedia system (incorporating a 12.3-inch touchscreen).
Other new-energy Lexus (and Toyota) vehicles on the horizon for SA
The Lexus RZ has already been confirmed for South Africa.
Toyota South Africa Motors has plans to introduce a few more new-energy vehicles over the coming months, despite having recently pulled the plug on the Prius. The Lexus range, for instance, is due to receive the new RX early in 2023 in hybrid form, while the LC Hybrid is also set for a local introduction next year. We can furthermore expect to see a plug-in hybrid version of the NX at some stage, while Lexus SA said in July 2022 the all-electric RZ would arrive on local roads “in the next year or so”.
Under the Toyota banner, the company will soon launch a hybrid version of the Corolla Hatchback, while also rolling out a specification change for the Corolla Sedan Hybrid. The crossover version of the new Crown, meanwhile, is likely to touch down in the first quarter of 2023, complete with a traditional hybrid powertrain, while the fully electric bZ4x is also still on the cards. In addition, Toyota is currently testing a few units of the RAV4 PHEV in local conditions.
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
