Green hydrogen could save South Africa’s car industry

Green hydrogen has huge potential to power future vehicles. And South Africa could produce a lot of it. But would you drive a hydrogen-powered car… or bakkie?

For decades, the theory behind having a great automotive engine, was to have one that could contain the biggest possible bang.

Although hybrid/EV batteries are improving, liquid fuel still has superior energy density. But curiously, the specific liquid fuel that produces the biggest bang of all – hydrogen – is underutilised.

Don’t ever listen to any automotive powertrain debate without a degree of scepticism. Whether it’s the diesel lobby, battery-electric vehicle evangelists, e-fuel believers, or advocates for hydrogen. All engines, motors and energy sources incur an environmental cost.

The components of a petrol-electric hybrid BMW's lithium-ion battery pack. — *Does South Africa need battery packs for energy storage, or to power luxury cars? That’s the question!*

The fallacy of BEVs and a coal-powered electricity grid

South Africa isn’t ripe for the automotive powertrain and fuel-source transition. The Republic’s electricity supply is a heavily politicised crisis and it’s unfathomable that South Africa could prioritise and allow the required incentives to allow 20% of the local car market to comprise battery-electric vehicles (BEVs).

To put it frankly, German premium brands have fudged domestic BEV sales statistics, which look impressive but stem from a laughably low base. The truth is that a few hundred costly electric cars, with massive battery packs, make absolutely no difference to South Africa’s climate change destiny.

BEVs can’t work in a market where driving distances are significant and electricity generation is crippled. Arguments against incentivising BEVs are entirely valid in South Africa – our public recharging network is simply too dependent on electricity generated from burning coal. All available electricity generation and distribution, including all new builds, must be directed towards eradicating load shedding – not charging the 100kWh battery pack of a luxury BEV in the Karoo (on a sojourn from Gauteng to the Western Cape).

But what if South Africa has the potential for a low-emissions alternative fuel source? One that uses the element that can create quite a big bang, as evidenced by the largest artificial explosions in history: H2.

Mazda produced a prototype of a hydrogen-powered RX8. — *The hydrogenised RX-8 had half the power of its petrol siblings, but used the same Wankel rotary engine tech.*

Eskom is in crisis, but Sasol has a hydrogen business

Hydrogen has terrific energy density, it doesn’t emit carbon when combusted and, best of all, South Africa is good at making it.

The South African hydrogen industry has a similar natural resourcing logic to sustainable energy solutions for the electricity crisis. Engineers and hydrogen strategists believe the Northern Cape’s enormous solar and wind energy potential can be harvested to produce green hydrogen. The technical feasibility of using the Northern Cape’s wind and solar energy to produce green hydrogen is more viable than linking sustainable power sources to alleviate the much-publicised (and -lamented) Eskom crisis.

As the country’s electricity disaster has become more transparent, grid capacity is the low ceiling to sustainable electricity capacity ambitions. But for green hydrogen, it would be different. You don’t need to wheel or network the electricity a Northern Cape solar or wind farm generates to power a green-H2 refinery in Gauteng. Creating green hydrogen would be localised, on-site, at the solar or wind source.

And it works. Already. Few wheeled vehicles work harder or need more energy than a mining ore truck. Anglo-American has piloted a very successful conversion of some South African mining trucks in its fleet from diesel to fuel-cell hydrogen. And those trucks are fuelled by hydrogen produced on-site.

South African energy company Sasol has enormous chemical engineering capacity. — *Sasol has enormous chemical engineering capacity. And very skilled people.*

Then we have Sasol. One of the world’s most regarded petrochemical companies, and one created to facilitate liquid fuel independence for South Africa.

The Fischer Tropsch processing Sasol uses to make liquid fuels from coal, produces hydrogen as a by-product. It’s mostly “grey” hydrogen, but to make it “green’” Sasol needs to reconfigure its foundational electricity supply towards sustainable sources – which it is doing.

Globally, very few companies or countries can rival Sasol’s Fischer Tropsch chemical engineering and refining capacity, which gives South Africa a telling first-mover advantage with hydrogen.

Sasol is a private company with shareholder interests and a profit motive. It also has excellent technical expertise. It is, quintessentially, everything that Eskom is not. Sasol’s interest in producing hydrogen as a fuel source for South Africans has more viability than Eskom returning to 85% electricity dispatchability.

Hydrogen storage does have practical considerations, but the process of refuelling a vehicle is much like on a petrol/diesel forecourt. — *A hydrogen-powered car (with a fuel cell or an internal combustion engine) is refuelled in much the same way as a petrol/diesel car.*

Fuel cells or not?

If we can produce the fuel, which cars would be part of South Africa’s green hydrogen vehicle future? The market for hydrogen-powered vehicles is quite narrow.

BMW, Honda, Hyundai, and Toyota produce hydrogen powertrain models. But they are rare. And their sales distribution is beholden to hydrogen fuelling infrastructure.

The current hydrogen vehicles from legacy car manufacturers are fuel-cell vehicles, where compressed hydrogen gas reacts with oxygen to generate electricity. These hydrogen fuel cell BEVs offer running costs that are, on average, about two-thirds of an equivalent petrol or diesel vehicle.

A hydrogen powertrain can be easily be adapted for bakkie applications. — *Bakkies could have the ground clearance and structure to make hydrogen powertrain packaging the most viable.*

The hydrogen NOx issue

But could South Africa’s true green hydrogen fuel destiny be an application beyond fuel-cell electric vehicles (FCEVs)? As it happens, diesel engines are highly compatible with hydrogen fuel. Advances made during the last two decades with direct-injection technology and fuel atomisation, make hydrogen feasible as a diesel or petrol substitute in traditional reciprocating engines.

Hydrogen has an energy density nearly 3 times that of diesel, which makes it a very attractive liquid fuel source for internal-combustion engines.

The risks are low. Leaning fuel-air mixtures for hydrogen reduces the risk of engine knock. Carbon and particulate emissions are between zero and negligible, but burning hydrogen as a diesel-fuel substitute can trigger substantial NOx pollutants. These are effectively nullified by after-treatment systems, much like catalytic converters work in current engines.

A depiction of a home equipped with its own hydrogen production plant. — *A home equipped with its own mini hydrogen production plant? Why not?*

Diesel engines on hydrogen?

As far as future BEV production and consumerisation are concerned, the South African Government’s department of trade and industry has an alarmingly absent policy framework.

But imagine if we could hydrogenise the country’s existing diesel engine production? Bakkies are essentially the most important vehicles on sale in South Africa – and most of them have diesel engines.

The tooling, machining skills and supply chain all exist for localised legacy diesel engine production. And best of all, the metals required to create catalytic converters and aftertreatment systems for hydrogen-powered internal-combustion engines are readily available.

Platinum is what you need… and South Africa is the world’s biggest supplier of that precious metal!

Mahle Jet Injection system, in which pre-chamber mixes hydrogen and air. — *This is the Mahle Jet Injection system, in which the pre-chamber mixes hydrogen and air, allowing for high-compression ratio use.*

We’re nowhere battery-wise… but could be with green hydrogen

South Africa won’t become a producer of scaled battery packs for BEVs. We might have the required raw materials, but the Asian advantage in assembly and labour skills for battery production is unassailable.

What South Africa does have, thanks to Sasol and Northern Cape solar, is a potentially easy win in hydrogen production. Fuel refining has always been decentralised; the provinces that don’t have refineries rely on trucked fuel. Hydrogen could be distributed from the Northern Cape to everywhere.

The Cummins hydrogen internal-combustion engine is virtually indistinguishable from its diesel twin. — *The Cummins hydrogen internal combustion engine is virtually indistinguishable from its diesel twin.*

ICE hydrogen works!

Cummins has previewed an internal-combustion hydrogen engine, validating the technology. The B6.7H is a 6.7-litre inline-6 hydrogen engine, good for 216 kW and 1200 Nm. It’s heavy, at 485kg, but that’s still lighter than the equivalent battery pack you’d need to power a high-output double-cab BEV bakkie.

A benefit of hydrogenising existing diesel engines (powered by green hydrogen) for the local market, is the reduction of scarce material usage. All South Africans can agree that available battery metals and elements should be used for electricity storage to balance the grid, instead of powering luxury BEVs.

Internal-combustion hydrogen engines are a lot less efficient than BEVs or FCEVs. This is a fact. But South Africa has a clean electricity sourcing problem. And lots of hydrogen potential. Those 2 realities could invert the alternative fuel fleet logic towards internal-combustion hydrogen, instead of BEVs.

A hydrogen-powered Toyota Hilux. — *The hydrogen Hilux is not mere theory. Toyota is serious about hydrogen. Especially in South Africa.*

Green hydrogen at home?

For farmers and wealthy urbanites, who live on properties with sufficient space, the potential of owning an internal-combustion hydrogen vehicle is enticing.

Imagine making your own hydrogen fuel powered by an existing off-grid solar installation. A mini electrolysis station in your backyard, with certified storage tanks, for producing your independent batches of green hydrogen. That would herald an era of incredible energy independence for South Africans, wouldn’t it?

Dream of being free of Eskom and fuel companies, powering your home and vehicle with solar and self-made hydrogen. Could your 2025 Hilux double-cab have a hydrogenised version of the 2.8-litre 4-cylinder GD6 diesel engine? It’s not beyond the realms of possibility…

Renault Kwid vs Datsun Go – Drag Race!

It’s the battle of budget hatchbacks to answer that age-old question: which one is faster? It’s the Renault Kwid versus the Datsun Go!

While the Datsun Go is no longer on sale in South Africa, the Go and the Kwid have racked up impressive sales numbers over the years. Despite their shortcomings, these cars remain incredibly popular in our country.

And so, we set out to answer a question that simply needed answering: which is faster! This is the only video on YouTube where you’ll see the Renault Kwid vs Datsun Go in a proper quarter-mile drag race.

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

Want to buy a used Datsun Go? Browse stock for sale here.

Renault Kwid vs Datsun Go Quarter Mile Times – Race 2

Datsun Go: 19.04

Renault Kwid: 18.12

Haval P04 To Take on Land Cruiser

Great Wall Motors is continually increasing its SUV footprint, with this new Haval P04 image being shared by the brand. Here’s what we know so far.

The Haval P04 is yet another SUV from the Chinese giant GWM. As a reminder, GWM has Haval, Ora and Tank brands in its portfolio locally, while overseas there are a few more, like Wey.

What you see here is what’s called the Haval P04. The name will likely change to something that’s more in line with the rest of the family (think of the H6, H9 etc) but importantly, it’s riding on a bakkie body-on-frame platform. Apparently based on the large King Kong Cannon, the Haval P04 is one large offering.

As reported by CarNewsChina, at 5.2 metres long with a 3 metre wheelbase, this puts it in the same dimension bracket as something like the Toyota Land Cruiser 300. With this size in mind, it could easily accommodate seven seats.

Read: Tank 300 International Launch Review

GWM King Kong – the brand’s biggest bakkie

At this stage, there’s no word on powertrains, but if recent activity by GWM Haval is anything to go by, we can expect either 2.0-litre petrol engines or 2.0-litre turbo diesel engines, but given its size, it’s likely going to need something with more shove.

Chinese media estimates that the new Haval P04 will go on sale in its domestic market in the 4th quarter of 2023, with an official reveal before then.

GWM Haval is growing rapidly, both globally and in South Africa. Both the Jolion and H6 have received mild hybrid derivatives added to their respective ranges, and the new offroad-focused GWM Tank 300 will be touching down locally in 2023. Let’s not forget the pure electric Ora or the sportily-styled Haval H6 GT either.

Want to buy a new or used Haval? Browse stock now

Ford EcoSport production ends but SA sales ‘continue’ (for now)

Production of the Ford EcoSport has officially ended in Romania, but the Blue Oval brand’s local arm says sales will “continue” in South Africa… for now, at least.

Back in July 2022, assembly of the Ford EcoSport ceased in India. Now, the Dearborn-based automaker has confirmed its Craiova plant in Romania has likewise ended production of the long-in-the-tooth small crossover, meaning the EcoSport is no longer built anywhere in the world.

While Ford Motor Company of Southern Africa wouldn’t be drawn on how long the EcoSport would remain on the local market, it did state stock was still coming in from the Craiova facility in Europe. For how long, though, remains to be seen.

“Production [of the EcoSport at Craiova] ended in December 2022 but shipping to various markets, including South Africa, still continues,” Ford’s local division confirmed to Cars.co.za.

*The Romanian-built Active variant launched in SA in mid-2022.*

As a reminder, the SA line-up’s mid- and top-spec Trend, Active and Titanium derivatives powered by the turbocharged 1.0-litre, 3-cylinder engine were produced in Romania, while the Ambiente variants fitted with the naturally aspirated 1.5-litre, 3-cylinder petrol engine or the 1.5-litre, 4-cylinder turbodiesel unit were sourced from the Chennai facility in India.

Despite production in Chennai having wrapped up some 7 months ago, the Blue Oval brand says the “Ambiente remains on sale in South Africa, along with the rest of the local EcoSport line-up”. Again, this suggests the company has managed to stockpile a fair number of units.

While the Indian factory has shut down for good, the Romanian plant has shifted its focus towards commercial and electric vehicles. The factory, which also produces the Puma, is due to start building the new Tourneo Courier and Transit Courier soon, before adding an all-electric version of the former (as well as a battery-powered Puma) in 2024.

The EcoSport is now more than a decade old, having been revealed in 2012 and launched locally the following year. The range today comprises as many as 9 derivatives, priced from R311 400 to R416 900, and has remained popular over the past few years, despite an influx of far fresher competitors (many of them in the form of sub-4-metre contenders from India).

That said, local sales have started to slide over the past few months, falling from 816 units in March 2022 to 356 units in February 2023 (after a brief dip into the 200s in November and December 2022). When time is officially up for the EcoSport, it will join the likes of the Figo and Fiesta on a lengthy list of discontinued Ford passenger cars.

Looking for a used Ford EcoSport? Find one here!

Hyundai Confirms Next-Gen i10, i20, i30

The Korean brand has confirmed that it won’t be going all-electric just yet and said there’s still a future for its internal combustion-powered compact cars.

Despite the overwhelming trend of going full electric, Korean brand Hyundai has confirmed that some of its compact lineup will see another generation.

The news comes via UK publication Autocar, which spoke to Hyundai European chief Michael Cole at the recent Hyundai Kona event. The main stumbling block to mainstream electric car adoption is the price. Why should consumers pay more? Even with government assistance via grants and incentives, electric cars are generally more expensive.

“We’re strategising now about what comes beneath [the] Kona long-term. For now, [the] i10, i20, i30 are all still in our plan, even for the next generation. We’re looking at what we have. Exactly what we will have across those three lines, I can’t say today” said Cole.

Of course, there will be customer who will want a small EV and Cole says Hyundai is planning for that too. “We don’t want to lose any customers, I don’t want to walk away from any customer group. So we have to think about those i10, i20, i30 customers. What could the future with electrification look like for them? It doesn’t necessarily mean it’s going to be [the] Hyundai Kona or Hyundai Ioniq 5. We have to think about what could come sub-Kona.”

MORE: Meet the new Hyundai Kona – confirmed for SA in October 2023.

A quick glance at the February 2023 sales figures shows Hyundai South Africa’s most popular non-SUV models are the Grand i10 and i20. The C-segment i30 is only offered in flagship i30N trim and is not a mainstream product, but rather one for the enthusiasts.

It is important to note that it’s only the i30 (i30N) which is sourced from a European plant in the Czech Republic. The SA-spec Grand i10 and i20 are both sourced from Hyundai’s facilities in India.

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

Haval Preparing Large PHEV SUV

The yet-to-be-named SUV appeared online thanks to the Chinese Ministry of Industry and Information Technology. Here’s a first look at what you can expect ahead of its reveal.

What you see here is what Chinese media dub the B07 / Xiaolong Max, but if we follow GWM Haval’s naming conventions, it’ll likely have a more conventional name. Right now, thanks to the Chinese Ministry of Industry and Information Technology, we know this newcomer is larger than the current Haval H6.

In terms of size, its 4 758 mm long, 1 895 mm wide and 1 725 mm tall. A wheelbase of 2 800 mm puts it 105 mm longer and 9 mm wider than the H6 with a 62 mm longer wheelbase. These dimensions put it in the same size bracket as something like a Kia Sorento or Hyundai Santa Fe.

PHEV stands for Plug-in Hybrid Electric Vehicle which means the car has a combination of an internal combustion engine as well as an electric motor, which can be recharged by either the car using its ICE or via an external plug.

Under the bonnet there’ll be two plug-in hybrid engines to choose from. A 1.5-litre naturally-aspirated 4-cylinder or a turbocharged 1.5-litre 4-cylinder petrol with 85 kW and 113 kW respectively, will be paired to battery packs. A choice of 9.4 kWh and 19.27 kWh battery packs are available.

A pure electric range of 44 km and 86 km is claimed, based on WLTC. It is unclear right now if there are any pure ICE powertrains.

GWM Haval will be offering a choice of two front ends, as the below patent document reveals.

Want to buy a new or used Haval? Browse stock now.

Toyota Crown Crossover (2023) Price & Specs

The Toyota Crown Crossover is headed to South Africa in limited numbers (at first, at least) and we’ve managed to unearth pricing for this exciting new-to-SA nameplate…

Though the original Toyota Crown debuted as long ago as 1955, it’s a nameplate that’s unfamiliar to most South Africans, having largely been limited to its domestic market of Japan (though some generations were offered in other major markets, such as North America). That’s about to change, with the first few examples of the completely redesigned Crown – now in its 16th generation – about to make local landfall as part of the brand’s major hybrid offensive.

Revealed in July 2022, the new flagship Crown has evolved from a conventional sedan into a range of 4 distinct body styles, each built on the TNGA-K platform: Crossover, Sport, Sedan and Estate. At launch, South Africa will receive only the Crown Crossover version, which the Japanese firm describes as the “fusing a sedan and an SUV” (so, something akin to a liftback).

Before we dive into the powertrain details, you’re probably wondering how much the newcomer will cost in South Africa. Well, we’ve confirmed with 2 independent sources that the line-up will comprise a pair of derivatives at launch.

*Toyota pitches the Crown as half sedan, half SUV.*

The Toyota Crown Crossover 2.5 E-Four CVT will start at R891 400, while a bi-tone version will also be available, kicking off at R899 600. From where we’re standing, that’s fairly keen pricing for what the automaker dubs its “luxury flagship”, as it sees the Crown Crossover positioned below top-spec versions of the Hilux, Fortuner, Land Cruiser 79 and Quantum, as well as the entire Land Cruiser Prado, GR Supra and Land Cruiser 300 ranges.

However, Toyota South Africa Motors told Cars.co.za its “allocation for this year has unfortunately been cut drastically” by the brand’s head office in Japan, suggesting very few units will be available at first. That said, the local division added it would be “requesting more volume for 2024 to introduce [the Crown Crossover] as a full-scale model in the line-up”.

Just how big is the Crown Crossover? Well, it measures 4 930 mm long, 1 840 mm wide and stands 1 540 mm tall, with 2 850 mm separating its axles. That makes it a mite shorter from nose to tail than a Land Cruiser 300, though it shares the ladder-frame SUV’s wheelbase, which likely translates into appreciable cabin space.

*Judging by the press images (and exterior dimensions), space in the rear is generous.*

While local specifications for the Crown are thin on the ground, we do know a fair bit about its powertrain. Arriving as the latest model in Toyota SA Motors’ new-energy vehicle product rollout, the Crown Crossover is equipped with a naturally aspirated 2.5-litre petrol engine as part of a hybrid system that incorporates a “newly developed bipolar nickel-hydrogen battery”. The result is what the company terms “class-leading fuel economy and quietness”, along with a “high-quality, incredibly smooth drive”.

According to Toyota, the system’s total power output stands at 176 kW, while the combined fuel consumption comes in at a mere 4.4 litres per 100 km. Drive is directed to all 4 wheels through a continuously variable transmission (CVT). From what we can tell, this powertrain set-up is closely related to the version employed by the new Lexus RX 350h, which itself has just arrived in SA. For now, at least, the Crown’s more powerful turbocharged 2.4-litre petrol-electric engine won’t be offered locally.

We’ll keep our eyes open for more Crown Crossover details and share them with you as soon as we have them…

How much does the new Toyota Crown cost in South Africa?

Toyota Crown 2.5 E-Four CVT – R891 400

Toyota Crown 2.5 E-Four CVT (bi-tone) – R899 600

Mercedes-AMG C43 (2023) Price & Specs

The electrified Mercedes-AMG C43 has gone on sale in South Africa. Here’s pricing and performance info on this locally-built vehicle.

The Mercedes-AMG C43 is the first performance vehicle based on the latest C-Class platform. It won’t be the last either, with the 590 kW flagship C63 due to arrive later in 2023. As a reminder, the Mercedes-Benz C-Class is locally built at the brand’s plant in East London.

MORE: Mercedes-Benz C220d Review

So, what’s new? The new Mercedes-AMG C43 has lost two cylinders and gained some electrification. It may have lost of some that character from a lovely 6-cylinder petrol engine, but the performance has increased and so has the efficiency. Essentially, the C43 engine is the 2.0-litre turbocharged M139 from the A45 S hatchback paired to an electric exhaust gas turbocharger.

The numbers are impressive, with 300 kW and 500 Nm driving all four wheels, via a 9-speed automatic transmission. In terms of acceleration, Mercedes-AMG reckons its newcomer will hit 100 kph in 4.6 seconds. It’ll run to a top speed of 250 kph, but you can of course tick the AMG Drivers Package, which will move the limiter to 265 kph.

The trick all-wheel drive system is able to shuffle the 300 kW and 500 Nm between the front and rear axles with a split of 31 to 69 percent, meaning some rear-wheel drive dynamics are possible.

The vehicle comes with a 48-volt onboard electrical system that’s able to briefly supply 10 kW through the belt-driven start generator, as well as recover energy and The main benefit of going the electrified route is reduced emissions and consumption, with the economy claim of just 9.1-8.7 l/100 km based on WLTP.

The new C43 comes with adaptive dampers, rear-wheel steering, variable steering geometry, sports braking system, AMG exhaust and driving modes as standard. It rides on 18-inch wheels, with customers able to choose from 19-inch or 20-inch as optional extras.

Inside, there are AMG seats in Artico man-made leather, AMG performance steering wheel in nappa leather as well as the MBUX infotainment system with AMG specific functions, modes and displays.

How much does the Mercedes-AMG C43 cost in South Africa?

Mercedes-AMG C43 – R1 608 810

The all-new Mercedes-AMG C 43 4MATIC is sold with a PremiumDrive 5-year/100,000 km maintenance plan.

Want to purchase a new or used Mercedes-Benz vehicle? Browse stock here

Ford Everest (2023) Living with it

The Blue Oval’s new Adventure SUV is undoubtedly a head-turner! However, is the 2023 Ford Everest truly in a higher category than other bakkie-based, 7-seat vehicles? To find out, we took the 3.0 V6 AWD Platinum on a 4 000-km journey.

I’m still the only “family guy” in the Cars.co.za test team, which means that, when a test car needs to get packed for a holiday, it has to accommodate kids, pets and much detritus. So, suffice it to say, I’ve been the go-to guy for testing large SUVs since I joined Cars.co.za! Every year, around November, anticipation levels are high in the Oosthuizen household, as we wait to hear which vehicle will be taking us on holiday.

The 2023 Ford Everest 3.0 V6 AWD Platinum’s bold styling attracts many admiring glances.

As a happy consequence, I’ve driven most 7-seat SUVs in the new-vehicle market for extended periods of time, particularly models that fall in the bakkie-based SUV category – the Toyota Fortuner, Isuzu MU-X and so forth. Furthermore, I’ve driven them all on the same routes, so I am well-placed to compare them.

Recently, it was the 2023 Ford Everest’s turn to get packed to the rafters and go on a sojourn to the Southern Cape. How much better is it than its lauded predecessor? And has the Ford moved so far up the ladder in sophistication and ability that it has become a Toyota Prado rival, not a Fortuner challenger?

A month-long evaluation, during which I travelled about 4 000 km in the model, provided some answers.

FAST FACTS

Model: Ford Everest 3.0 V6 AWD Platinum
Price: R1 113 100 (Jan 2023)
Engine: 3.0-litre V6 turbodiesel
Power/Torque: 184 kW/600 Nm
Transmission: 10-speed automatic
Fuel consumption: 8.5 L/100 km (claimed)
Luggage/Utility space: 259-898-1 818 litres

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2023 Ford Everest 3.0 V6 AWD Platinum frontal aspect. — *The Everest 3.0 V6 AWD Platinum impresses with its pliant ride, on-road stability and even cornering poise.*

Massive public interest and awareness

I took delivery of the flagship Everest 3.0 V6 AWD Platinum in early December 2022 (before dealers started receiving their stock). By then, the launch had already happened and public awareness was impressive. Finished in white, the handsome 2023 Ford Everest turned heads wherever we went.

I’m used to driving new cars that attract a lot of attention, but once we reached our destination in the Southern Cape, the attention became even more heightened – bear in mind, I found myself among other holidayers driving not only examples of the previous-generation Everest, but all of its rivals as well.

So, whenever I parked the Ford at a petrol station or shopping mall, strangers walked up to me to come and inspect the Everest 3.0 V6 AWD Platinum inside and out! Their feedback? They were blown away…

2023 Ford Everest 3.0 V6 AWD Platinum is fitted with 20-inch alloy wheels. — *The Platinum-spec Everest’s 20-inch alloy wheels add kerb presence, but aren’t ideal for off-roading.*

Interestingly, quite a few onlookers commented on the naming of the vehicle. Due to the number (and prominence) of Platinum badges on the Ford, some thought the SUV had been renamed “the Platinum”!

The Everest looks every bit like a R1.1-million-plus SUV. It’s huge (4.94 metres long and 2.2 metres wide) – in that sense, it’s a good match for the Prado, plus it rides high (it has a ground clearance of 226 mm) and on striking 21-inch multi-spoke wheels. If you are going to be doing a lot of off-roading, you may want to consider fitting the optional 18-inch rims, which are wrapped in more off-road-oriented rubber.

Furthermore, the Platinum trim level incorporates numerous chrome embellishments, but not to the extent that it seems overkill. In fact, the 2023 Ford Everest’s upright front-end design is rather attractive; its bracket-shaped LEDs flank an enormous grille that adds to the perceived wide stance of the 7-seater. The rear design is more conservative, but it certainly looks more modern than on the previous model.

*The 2023 Ford Everest’s rear styling is a trifle generic, but it’s better looking than that of its predecessor.*

When it came to packing the Everest 3.0 V6 AWD Platinum for the holiday trip, a number of its features stood out. The cabin volume is massive: the 50/50-split 3rd row can be folded down electrically using switches mounted in the load bay and, with one part of the 60/40-split middle row folded down, one can easily fit a bicycle or surfboard in the Everest’s expansive cabin.

However, seeing as the first 2 rows would be occupied, and maximum luggage capacity was required, the surfboards were put on the roof (Ford claims the roof is sturdy enough to take static loads of 350 kg). A detachable towbar is fitted as standard and the tow rating has increased (by 400 kg) to 3 500 kg.

For me, the availability of a towbar meant I could fit my Thule bicycle carrier on the back, but I soon encountered an interesting quirk… The bicycle carrier would swivel on the ball of the towbar, no matter how tightly it was fastened. This presented a problem, seeing as bicycle pedals and handles could rub against the vehicle’s tailgate and bumper, so I applied thick double-sided tape to avoid any damage.

2023 Ford Everest 3.0 V6 AWD Platinum travelling on a dirt road. — *The standard fitment of a detachable towbar was a significant benefit during the 4 000-km road trip.*

There were no such issues inside, however. The load bay is capacious with the 3rd row folded down (898 litres) and so it swallowed all our luggage and other items, while leaving enough space in the 2nd row for a trio of passengers. The middle row, by the way, can slide fore/aft and you sit slightly high (a reminder that the Everest is based on a ladder-frame chassis). Second-row passengers have access to two USB outlets, a 230V 3-pin power outlet and a separate fan-speed control for the overhead ventilation outlets.

Although the 3rd-row seats were folded down for most of our trip, later adventures required those seats to be occupied as well. Given the overall size of the 2023 Ford Everest, I was a little surprised by just how tight the 3rd-row accommodation was. To illustrate my point: if a pair of 1.8-metre occupants sat behind the ‘wheel and the seat directly behind it (in the second row) respectively, then the 3rd-row occupant behind them would have very little legroom. Headroom is tight too. Still, it’s no worse than in most 7-seat, bakkie-based SUVs. With all 7 seats occupied, the load capacity is 259 litres, which is relatively good.

2023 Ford Everest 3.0 V6 AWD Platinum cabin. — *The Platinum-spec Everest’s cabin has an upmarket ambience, aided by its sizeable digital screens and stitched fascia.*

Road tripping in the 2023 Ford Everest

The Platinum-specification Everest is offered exclusively in conjunction with Ford’s new 3.0-litre V6 turbodiesel motor, which delivers a healthy 184 kW at 3 250 rpm and peak torque of 600 Nm from 1 750 to 2 250 rpm. The engine is mated with Ford’s updated 10-speed automatic transmission, which drives a permanent all-wheel drive system (though, on the road, it mostly runs in 2H mode). There are no paddle shifters – frankly, you don’t need them – but if you really must make manual shifts, there are tiny buttons on the transmission lever. The ‘box is so well sorted, however, that you’re unlikely to ever use them.

When travelling fully laden on the open road (with the roof-mounted surfboards undoubtedly creating extra aerodynamic drag), the Everest was invariably eager to respond to throttle inputs and always had impressive overtaking acceleration on tap. Refinement is also good, with only some wind noise (from the oversized side mirrors) audible; NVH (noise, vibration, harshness) levels are probably class-leading.

2023 Ford Everest 3.0 V6 AWD Platinum driving on a tarred road. — *Even when the Everest 3.0 V6 AWD Platinum was fully laden, it delivered flexible performance on the open road.*

Similarly, there is no other bakkie-based SUV in the new-vehicle market that offers such a good combination of supple ride comfort and firm cornering stability; the 2023 Ford Everest largely avoids the top-heavy feel that afflicts similarly packaged vehicles. Only very sharp, sudden jolts knock through the suspension to the cabin occupants. As mentioned before, opting for the more off-road-oriented tyres (on 18-inch alloys) might realise some benefits when you are 4×4-ing (and provide a little more “give” over bumps on tar). Still, there will undoubtedly be an impact on the Everest’s impressive road manners.

When driven like this (with a near-full complement of passengers and cargo on board) and at (or near) the national speed limit, one should perhaps not expect incredible fuel economy, but I was still somewhat disappointed with the Everest 3.0 V6 AWD Platinum’s thirst throughout the test period. Ford claims an average consumption of 8.5 L/100km, but you’ll have to drive extremely gingerly to get near that figure.

*The 10-speed transmission is brilliantly calibrated with the 3.0-litre V6 turbodiesel engine.*

If you drive normally, you’re likely to average somewhere around 10.5 L/100 km. At best, then, you could achieve a range of just over 700 km on a full (76-litre) tank. If you are going to travel very long distances into the bundu, the Prado’s 150-litre tank capacity may swing your buying decision towards the Toyota.

2023 Ford Everest’s toys and safety features

As befits its flagship status, the Everest 3.0 V6 AWD Platinum is loaded with standard features, some of which are not even available as options on its traditional rivals.

From behind the multifunction steering wheel, the range-topping derivative exudes upmarket luxury and high technology. I really like the way the door handles are integrated into the armrests, the stitched leather upper fascia, the dark faux-wood trim and the satin silver accents. The electrically-adjustable front seats, which offer heating and cooling (the 2nd row is heated as well) are superb, and the heated steering wheel is rake- as well as reach-adjustable, so it’s easy to find a comfortable driving position. Overhead, a large panoramic sunroof is standard and impressively well-insulated from wind noise.

2023 Ford Everest 3.0 V6 AWD Platinum leather-trimmed and electrically adjustable front seats. — *The shapely and well-padded front leather seats have heating and cooling functions.*

The very neat digital instrument cluster is packed with information: using the steering wheel-mounted controls, one can access various sub-menus and settings. You can switch between drive modes with a button on the transmission panel and neat graphics illustrate the selected mode in front of the driver.

There is also an excellent B&O audio system, dual-zone climate control and, of course, a long list of driver-assistance and safety systems, including adaptive cruise control, forward collision assist, rear cross-traffic alert with braking (very useful on a vehicle of this size), lane-keep assist and even active parking. Some of the systems are a little intrusive at first, but you can either deactivate some of them or simply adjust their sensitivity.

2023 Ford Everest 3.0 V6 AWD Platinum — *The user interface of the infotainment touchscreen required some familiarisation, but was a pleasure to use thereafter.*

And now for the Everest cabin’s party piece – its massive (12-inch) tablet-like infotainment touchscreen, which is mounted portrait style in the middle of the fascia. Certainly, onlookers were always intrigued by the system’s functionality, but everyone agreed that it endowed the 2023 Ford Everest’s cabin with that last bit of next-gen tech that immediately makes every rival vehicle look like it comes from the past.

Of course, there are many features hidden in the infotainment system’s various menus, and finding your way around will take some time, but it’s all pretty intuitive. Besides, the controls that you will use most often (fan speed, temperature control, volume etc.) can still be accessed using physical buttons/knobs.

Ford’s latest SYNC4 system works very well indeed. Bluetooth, Android Auto and Apple CarPlay are all supported and a wireless charging pad is provided. Front occupants have access to a trio of USB ports (one being windscreen mounted – you can use it to power a “dash cam”, for example).

2023 Ford Everest 3.0 V6 AWD Platinum avails 2nd-row occupants with their own ventilation control, two USB sockets and a 230V power outlet. — *Second-row occupants have access to their own ventilation control, 2 types of USB sockets and a 230V power outlet.*

If I had to nitpick, I’d say the camera system was somewhat disappointing. Crossovers priced at half of what this Everest costs feature more advanced 360-degree camera views and graphics. The resolution of the camera display is also not as crisp as I’ve seen in other vehicles. Still, there is a bird’s eye view…

Heading (slightly) off the beaten track

I didn’t get the opportunity to put the Everest 3.0 V6 AWD Platinum through a serious off-road test, largely because I was worried that the shiny big (20-inch) alloy wheels and elaborate side steps would be susceptible to damage. However, I did quite a lot of gravel-road driving and some minor off-roading.

Ford Everest 3.0 V6 AWD Platinum offers excellent gravel road ability. — *By virtue of its automatic four-wheel drive, the 2023 Ford Everest easily adapts to most road surfaces.*

In terms of its approach and departure angles, the 2023 Ford Everest is actually a close match for the Prado and, in addition to the automated four-wheel-drive setting, you can manually select 4H or 4L, and then further fine-tune the vehicle settings using a dial on the centre console. Normal, Eco, Tow Haul, Slippery, Mud&Ruts and Sand modes are available, and the rear diff lock can be activated electronically.

On gravel roads, we found the Everest’s driving experience quite superb and, when we did some off-road driving in trickier conditions, it was abundantly clear that even when rolling on road-biased tyres, the Blue Oval’s 7-seater’s strong torque and clever off-road systems combine to make it a truly capable Adventure SUV. Tyre pressure monitors are also fitted, as is specific underbody protection.

*Apart from offering a variety of off-road drive modes, the Ford Everest is equipped with specific underbody protection.*

Verdict

Priced at just over R1.1 million (without a service or maintenance plan), the flagship 2023 Ford Everest is comfortably in a different league to its traditional rivals from Toyota (Fortuner), Isuzu (MU-X) and Mitsubishi (Pajero Sport). In fact, Isuzu – in particular – must be concerned that its still-new MU-X (which I had on test for the same holiday period the previous year), has been outclassed so quickly.

How well does Ford’s newcomer compare with the Toyota Prado? I don’t think they appeal to the same kind of buyer, even though they may end up on the same shortlists. The Ford is a more premium and modern-feeling SUV with great on-road manners, while the Toyota has that reputation for unburstable reliability and off-road toughness – it arguably remains the choice if you’re going to head into the unknown very often. But, as a comfortable daily family vehicle that can do long-distance family trips with sufficient luxury, plenty of space and no shortage of occupant comfort, the Everest takes the crown.

How well are SA’s cheapest cars selling? A look at the sales figures

Just 8 passenger-vehicle ranges starting at R200 000 or less remain in South Africa. How well are these budget cars selling? Let’s unpack the sales figures for SA’s cheapest cars…

A mere 6 years ago, South Africa’s new-vehicle market contained as many as 42 passenger-car ranges with a starting price of less than R200 000. Today, that number stands at just 8. So, how well are the country’s cheapest cars selling?

Well, we tracked local registrations of this octet over the past 12 months – from the start of March 2022 to the end of February 2023 – to see how they rank. To qualify, the respective passenger-car range must start at R200 000 or less (note that even if some higher-spec derivatives come in above that figure, we’re still including them in this exercise, as model sales reported to Naamsa are unfortunately not broken down by derivative).

Before we explore the sales statistics of the nation’s cheapest cars, it’s interesting to note 7 of the 8 model ranges are shipped over from India, which is the leading country of origin in terms of vehicle imports into SA, and by quite some margin, too. In addition, it’s worth mentioning most of the vehicle ranges listed here benefit from a seasonal spike in sales owing to their popularity with rental-fleet buyers.

Suzuki Swift is the runaway budget-car leader

Yes, the Suzuki Swift was the unchallenged winner, with a whopping 17 766 units registered in South Africa over the past 12 months. That’s almost double the number achieved by the model slotting into 2nd place. Of course, we should point out only a single of the 7 Swift derivatives – the 1.2 GA at R194 900 – comes in at under R200 000.

Still, one could argue that makes the Swift’s sales performance even more impressive. For the record, the Maruti-sourced budget hatchback dipped under 1 000 units only once (in December 2022 with 806 sales) during the reporting period, while its best month was June 2022, when as many as 1 925 examples were registered (making to SA’s best-selling vehicle overall for 2 months on the trot). As a reminder, the Swift placed 2nd on the list of SA’s most popular passenger cars – behind only the Volkswagen Polo Vivo – in 2022, with the lightweight hatchback’s sales growing a hefty 108% year on year.

Renault Kwid grabs a comfortable 2nd spot

Though it found itself in a distant 2nd place, the Renault Kwid nevertheless proved a consistent performer for the French firm’s local distributor, with 8 978 units registered in the reporting period. The brand’s entry-level model range – which comprises 5 variants priced from R180 999 to R211 999 – broke the 4-figure barrier only once, when 1 077 units were sold in September 2022.

The Kwid finished the 12-month stretch well ahead of the model in 3rd place, which ended up more than 2 700 units off the pace. As a reminder, the Chennai-produced Kwid placed 8th on the list of SA’s top-selling passenger cars overall in 2022.

Hyundai Atos bows out with the final podium place

As its maker recently confirmed to Cars.co.za, the Hyundai Atos will soon be discontinued in South Africa as production in India has come to an end. The South Korean firm’s local division will certainly miss the entry-level hatchback’s contribution, which came in at a healthy 6 233 units over the past 12 months (a figure that would obviously have been even higher had production continued).

Note this number includes a few Cargo-badged panel-van derivatives registered in the light-commercial segment. Overall, the best single month for the 4-strong Atos line-up – priced from R199 900 to R214 900 – was March 2022, when 822 units were sold. With no direct replacement on the cards and stock running dry, the base version of the Grand i10 will take over as Hyundai’s cheapest car.

3 more Suzukis, an outgoing Toyota and a Mahindra

Despite a dip in sales around the time of its upgrade at the end of 2022, the Suzuki S-Presso – which is officially South Africa’s cheapest new passenger car, starting at R165 900 in 1.0 GL guise – found itself in 4th position. Over the past year, 5 243 units of the diminutive Suzuki were sold locally.

Just squeezing onto the list at a starting price of R200 000, the Toyota Agya wasn’t far behind in 5th spot, with 4 524 units registered over the reporting period. Like the Atos, the Agya – which is based on the Daihatsu Ayla, manufactured in Indonesia and arrived in SA as recently as late-2020 – is set to exit the local market soon. The new Vitz (a rebadged Celerio) is due to replace it in the 2nd quarter of 2023.

Effectively a notchback-sedan version of the popular Swift, the Suzuki Dzire (3 216 units) grabbed 6th place, ahead of the Suzuki Celerio (2 511 units). The latest generation of the latter launched in South Africa in March 2022 and bears a starting price of R178 900. Question is, will the upcoming Toyota-badged version outsell it? History suggests so…

The final place on the list went to the Mahindra KUV100 Nxt, which kicks off at R172 999. The Indian firm’s entry-level model range was the only one here that failed to crack 4 figures, with local registrations for some reason tapering off through 2022. Its overall sales figure – which includes the awkwardly named #Xprez panel van – came in at 878 units.

Sales of SA’s cheapest cars (up to R200k) over the past year

1. Suzuki Swift – 17 766 units

2. Renault Kwid – 8 978 units

3. Hyundai Atos – 6 233 units

4. Suzuki S-Presso – 5 243 units

5. Toyota Agya – 4 524 units

6. Suzuki Dzire – 3 216 units

7. Suzuki Celerio – 2 511 units

8. Mahindra KUV100 Nxt – 878 units

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Ford Everest (2023) Living with it

The Blue Oval’s new Adventure SUV is undoubtedly a head-turner! However, is the 2023 Ford Everest truly in a higher category than other bakkie-based, 7-seat vehicles? To find out, we took the 3.0 V6 AWD Platinum on a 4 000-km journey.

FAST FACTS

Serious about buying/selling?

Massive public interest and awareness

Road tripping in the 2023 Ford Everest

2023 Ford Everest’s toys and safety features

Heading (slightly) off the beaten track

Verdict

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How well are SA’s cheapest cars selling? A look at the sales figures

Just 8 passenger-vehicle ranges starting at R200 000 or less remain in South Africa. How well are these budget cars selling? Let’s unpack the sales figures for SA’s cheapest cars…

Suzuki Swift is the runaway budget-car leader

Renault Kwid grabs a comfortable 2nd spot

Hyundai Atos bows out with the final podium place

3 more Suzukis, an outgoing Toyota and a Mahindra

Sales of SA’s cheapest cars (up to R200k) over the past year

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