The refreshed Audi S8 has touched down in South Africa, retaining its 420 kW twin-turbo V8 petrol engine. Here’s how much Ingolstadt’s rapid luxury saloon costs…
Audi South Africa has announced pricing for its refreshed S8 sedan, which again does duty as the only A8 derivative available locally.
As before, the performance version of the D5-generation luxury saloon draws its urge from a twin-turbo 4.0-litre V8 petrol engine, which generates an unchanged 420 kW and 800 Nm, delivered to all four wheels via an 8-speed automatic transmission. The result is again a sprint from 0-100 kph in a claimed 3.8 seconds.
The price? Well, the updated S8 starts at R2 759 000, which is some R275 000 more than what the pre-facelift version cost at launch in April 2021.
Predictive active suspension – which is able to load or unload each wheel with additional power individually via an electric motor and thereby actively regulate the position of the chassis in any driving situation – is again part of the standard equipment list.
The mild refresh is largely a cosmetic one, with the latest version of the S8 gaining a marginally sharper exterior design. The base of the single-frame grille, for instance, is now wider, while chrome trim pieces that increase in size from bottom to top adorn the grille itself.
The side air intakes are more upright than before, while the headlight design has been tweaked as well. As before, the S8 sports familiar Audi Sport exterior components, from four tailpipes and distinctive blades around the air intakes to digital Matrix LED headlights and OLED taillights.
Audi SA also offers a R20 000 Black Appearance Package for the S8.
Inside, you’ll find the Ingolstadt-based firm’s Virtual Cockpit Plus as well as the latest MMI Navigation Plus system, while a night-vision assistant system is available as an option. The touch-response operating concept remains in place, relying on a pair of displays (10.1 and 8.6 inches, respectively) and voice control.
Standard features include 21-inch alloy wheels, all-wheel steering, adaptive cruise control, Valcona leather upholstery (with diamond stitching), seat ventilation (with a massage function) and a Bang & Olufsen premium sound system (though you can upgrade to an “advanced” version for an extra R105 000).
Specify the optional rear seat package (for an additional R60 000) and passengers back there score a 3-seat system including a pair of electrically adjustable individual pews. The latter also gain pneumatic 4-way lumbar support, a memory function and crash protection via side airbags. Infotainment is also available for rear-seat passengers in the form of two 10.1-inch displays, which add R33 500 to the price.
How much does the Audi S8 cost in South Africa?
Audi S8 4.0 V8 TFSI quattro – R2 759 000
A 5-year/100 000 km Audi Freeway Plan is included in the purchase price.
Earlier this year, we tested the flagship version of the Chery Tiggo 8 Pro; we were highly impressed with it, but could the more affordable Distinction derivative be the pick of the line-up?
We like: Myriad standard features, good build quality, seating comfort, value for money
We don’t like: Slightly stiff ride at low speeds, fuel economy
There aren’t many 7-seater medium SUVs in our market, but of those, the Tiggo 8 Pro offers astonishing value for money.
Where does the Chery Tiggo 8 Pro Distinction fit in?
Since its local introduction earlier this year, the Tiggo 8 Pro has become a strong seller for Chery; in fact, based on Naamsa’s monthly sales figures, the resurgent Chinese brand regularly features among the top 10 manufacturers in the South African new-vehicle market. As we mentioned in our review of the flagship Executive, the Tiggo 8 Pro is a deeply impressive product offered at a value-packed price point, so its sales success shouldn’t come as a surprise!
This Distinction derivative, in turn, is priced at just under R500 000 and, at first glance, it appears to offer astonishing value for buyers looking for an upmarket, well-specified medium SUV that can seat 7 occupants. An entry-level VW Tiguan Allspace is priced around R120 000 more (with fewer features), while a new rival – the Mahindra XUV700 – is available as a 7-seater from R524 999. We have yet to review the Indian contender, but it appears well-specced for the price.
There’s no cosmetic penalty if you choose the Distinction… it looks virtually identical to its top-rung Executive sibling.
How the Chery Tiggo 8 Pro Distinction fares in terms of…
Design and Packaging
When this test unit arrived at our office, we were hard-pressed to spot the differences between it and the flagship Executive. The Distinction still rides on neat, dual-tone 18-inch wheels, has LED-infused head- and taillamps (that “glow” when you approach the car with the key in your pocket) and the test unit’s dark metallic grey paintwork looked pristine. From the outside, the only real difference is that the pricier Executive has a panoramic sunroof – the Distinction doesn’t.
The tech-laden cabin of the Tiggo 8 Pro Distinction is characterised by elegant black trim with high-quality finishes.
The differences between the derivatives are (slightly) more apparent inside. Whereas the Executive has smart light brown, diamond-stitched (artificial) leather, the Distinction has black trim. By “faux hide” standards, the material used in the Tiggo 8 Pro feels particularly smart. The derivatives’ fascia designs are almost identical, but the fiddly secondary touchscreen of the higher-priced Executive is replaced with a non-touch screen to display HVAC settings. We prefer this setup!
The seats are superbly comfortable, especially the headrests. When seated behind the Chery’s multifunction steering wheel, you should find it easy to find a satisfying driving position, because the steering column offers a wide range of adjustment (both rake and reach). What’s more, the driver’s seat is electrically adjustable, but bear in mind that the Distinction derivative lacks the toggle for lumbar support, which is standard on the Executive.
The fascia’s secondary digital screen only displays info (it does not support touch inputs), but we prefer it that way.
Move to the 2nd row and you can adjust your legroom to either maximise your own stretch-out space or to give the 3rd-row occupants (who’d be seated directly behind you) a little more legroom. Second-row passengers can also adjust their backrest angles, but we found the Tiggo 8 Pro’s cabin a tad narrow for seating adults 3-abreast. It is worth noting that the width of the Chery’s cabin is narrower than that of the new Mahindra XUV700, for example.
Finally, as far as the 3rd row is concerned (accessing it is easy enough – just pull a lever to tilt/slide a 2nd-row seat forward), the Tiggo 8 Pro offers sufficient space for kids (or smaller adults, on shorter trips). A 1.8-metre-tall person’s head will touch the roof lining at the back and, if an occupant of that height needs to be accommodated in comfort, the 2nd row will have to be moved forward by quite a large distance. Still, the Chery’s no worse than its competitors in that regard…
Second-row occupants have plenty of legroom, but they may have to sacrifice some of that for the sake of rearmost passengers’ comfort.
Performance and Efficiency
The Tiggo 8 Pro Distinction is powered by the same 1.6-litre 4-cylinder turbopetrol engine that propels the flagship Executive derivative. It should come as no surprise, then, that the former has identical claimed performance and fuel economy figures to the latter. On paper, the Chery’s engine delivers healthy outputs of 145 kW and 290 kW, particularly when compared with the peak numbers of the Tiguan Allspace’s 1.4-litre turbopetrol mill (110 kW and 250 Nm). However, the new Mahindra XUV700’s 2.0-litre 4-cylinder turbopetrol powerplant delivers both more power and torque (149 kW and 380 Nm).
The Chery’s engine is mated with a 7-speed dual-clutch automatic transmission, which drives the vehicle’s front wheels. Chery claims a 0-100 kph time of 8.9 sec, which seems optimistic, but then again, the throttle- and shift-pattern mapping is such that the Tiggo 8 Pro (which is lighter than both aforementioned rivals) feels quite sprightly off the mark. There are, of course, Eco and Sport modes should you wish to tune the car to suit on-road conditions – or your diving style.
When the Eco drive mode is engaged, the digital instrument cluster adopts a green display scheme, but the numbers don’t lie.
While performance around town is generally very good – and the Tiggo 8 Pro is a fine cruiser – the engine’s relative lack of power is noticeable when you need to exact overtaking acceleration at – or near – the national speed limit (particularly when the vehicle is fully laden with passengers and their goods/luggage).
What’s more, we found that the Distinction’s fuel consumption was on the high side – a characteristic that it shares with several contemporary Chinese vehicles. However, owners of this model have recounted that, after a period of running in the engine, its thirst becomes less intense. For what it’s worth, our average was around 9.5 L/100 km, which translated to 10.5 km/L and a range of around 540 km, because the tank is relatively small (51 litres).
The Distinction’s surround-view camera system takes a lot of stress out of executing parking manoeuvres in tight spaces.
Comfort and Features
Given the not-insignificant price difference of around R80 000 between the two Tiggo 8 Pro derivatives, you may expect the Distinction to lack some vital features, but it’s anything but a de-specced (or bare-bones) offering… The Tiggo 8 Pro Distinction’s cabin is very premium looking (and feeling) and the fascia boasts a fully digital instrument cluster with neat graphics, as well as a touch-sensitive infotainment screen that is positively laced with apps/features.
Apart from Apple CarPlay and Android Auto functionality, which is standard, the Tiggo 8 Pro has a pair of USB outlets in the front of the cabin, with another one provided for 2nd-row passengers. The Distinction further features dual-zone climate control, an upmarket Sony audio system, the Executive model’s excellent 2D/3D comprehensive camera system, as well as a power-operated tailgate.
The touchscreen infotainment system offers many features, as well as a host of connectivity options.
Okay, so how has Chery managed to make the Distinction so much more affordable? The key difference is in the active safety features package. The Distinction has cruise control, but it’s not adaptive, plus you also have to forego high-beam assist, lane-departure warning, traffic-sign recognition, blind-spot monitoring and so on. Still, it is by no means poorly equipped on the safety front: it has the same number of airbags (6) and ESP is standard, as are ISOfix child seat mounts.
As opposed to the flagship Executive derivative, the Distinction has a non-adaptive cruise control setup.
As mentioned in our review of the Executive, the Tiggo 8 Pro is a relatively firm-riding vehicle and, in our opinion, the suspension’s perhaps a trifle too stiff. On poor surfaces, the ride can feel unsettled, but, as is to be expected, it does improve at speed and when the Chery’s laden with passengers and/or cargo. On the plus side, the firmness makes the Tiggo 8 Pro feel quite poised in the corners, with stable body control and nicely weighted steering imparting a feeling of safety.
The Tiggo 8 Pro Distinction’s ride quality is less than plush, but at least the derivative offers confidence-inspiring handling.
Price and After-Sales Support
The Chery Tiggo 8 Pro Distinction is priced at R496 900 (November 2022) and, to reiterate, there are no option boxes to tick. The warranty (5-year/150 000 km) is excellent, and don’t forget about Chery’s now well-publicised 10-year/1 000 000 km engine warranty (provided you’re the 1st owner and the car has always been serviced by Chery). The service plan itself is a little disappointing – it only covers the first 5 years or 60 000 km (the latter being more likely).
Verdict
If you don’t mind the absence of that extra layer of safety tech that the Executive offers, the Tiggo 8 Pro Distinction is an even better value-for-money offering than its pricier sibling. At under R500 000, it offers a seemingly unbeatable combination of practicality, luxury and family appeal. The new Mahindra XUV700 appears to be a serious new rival though, and it will be interesting to see how the newcomer from India stacks up against this Chery. Watch this space.
Alfa Romeo Tonale (2022) Specs & Price
The new Alfa Romeo Tonale is ready to launch in South Africa and we’ve unearthed local pricing for the Italian firm’s all-new compact crossover…
The Alfa Romeo range now includes a compact crossover and it’s primed and ready to hit the market in South Africa. Yes, the Tonale – which will slot in below the Stelvio – is the first all-new model from the Milan-based automaker in quite some time.
Revealed as recently as February 2022 though previewed by a 2019 concept, the newcomer is named after a mountain pass in Italy and rides on a platform shared with certain Fiat and Jeep products. It measures 4 528 mm long, 1 841 mm wide and stands 1 601 mm tall, with a wheelbase of 2 636 mm, which will see it pitched against the likes of the BMW X1, Mercedes-Benz GLA, Audi Q3 and Volvo XC40.
The Tonale range will comprise three derivatives – differentiated only by trim level – at launch in South Africa, each drawing its urge from a new mild-hybrid powertrain with peak outputs of 118 kW and 240 Nm. All variants feature front-wheel drive as standard. The Tonale Ti will start at R739 900 and the Tonale Speciale at R799 900, while the Tonale Veloce will kick off at R819 900.
The Tonale is the first all-new product from Alfa Romeo in a number of years.
The hybrid gubbins comprise a turbocharged 1.5-litre, 4-cylinder petrol engine, a small lithium-ion battery pack and a 48-volt electric motor (offering 15 kW and 55 Nm) interestingly capable of powering the wheels even when the internal combustion engine is not running. The latter is mated to a 7-speed dual-clutch transmission as standard.
According to Alfa Romeo, the Tonale is able to complete the obligatory 0-100 kph sprint in 8.8 seconds, before topping out at 210 kph. The Italian firm lists a claimed combined fuel economy figure of 5.7 litres per 100 km.
From what we understand, the Ti specification will include items such as a 10.25-inch touchscreen system, a 12.3-inch instrument cluster, full Matrix LED adaptive headlights and 18-inch diamond cut alloy wheels. Black cloth upholstery will ship standard, along with various driver-assistance and safety features.
The Ti trim level on the left and the Veloce specification on the right.
The Veloce, meanwhile, adds items such as adaptive suspension, column-mounted aluminium paddle shifters (also included on the Speciale) and 19-inch alloys framing red-painted brake callipers. It furthermore upgrades to Alcantara upholstery, though full leather will be offered as part of an optional R37 000 bundle that also includes power adjustment and ventilation for the front seats, plus a Harman Kardon sound system.
Look out for more details regarding local Tonale specifications – and a full launch review – later this week…
How much does the Alfa Romeo Tonale cost in South Africa?
The recently-launched Beijing X55 impressed us when we drove it in the middle of November 2022, but we understand the stylish newcomer will now be assembled right here in South Africa from 2023
We use the word ‘assembled’ loosely as we understand the Coega plant in the Eastern Cape will run complete knockdown (CKD) production of the cool-looking X55 SUV. Right now, this plant currently makes the BAIC D20 and BAIC X25, which have run their course. BAIC’s facility in Coega a fascinating setup as one of the shareholders is none other than the Industrial Development Corporation (IDC) who are trying to get a manufacturing hub estabilished in the Coega Special Economic Zone.
Dealerfloor reported that the facility is currently being upgraded to accommodate production of the newer model and its scheduled to begin production in the second quarter of 2023. Up until then, all Beijing X55 units will be imported directly from China. We understand that electrification is also on the cards.
Beijing Automotive Group Co (BAIC) is the 6th biggest Chinese carmaker and has partnered with Daimler, as well as acquiring almost 10% stake in Mercedes-Benz. As a reminder, for a non-Chinese car maker to assemble and sell vehicles in China, it has to partner with a local company.
BAIC’s luxury arm is Beijing, much in the same way that Haval is Great Wall Motors’ luxury SUV division. Given the notable growth that Haval and more recently, Chery have achieved in the local market (by offering attractively packaged and generously specced cars at reasonable prices), it’s completely understandable that other newcomers want to emulate those brands’ success.
Our first impressions of the X55 were good, with the vehicle sporting upmarket looks both inside and out, refined ride characteristics and generous features, all at a reasonable pricetag. It will be interesting to see if there’s a price difference between the imported X55 units and the locally-assembled ones that go on sale towards the middle of 2023.
EV and hybrid sales in SA: first three quarters of 2022
Are sales of electric vehicles and hybrids picking up in South Africa? Let’s take a closer look at the official registration figures for the first three quarters of 2022…
Wondering exactly how many electric vehicles (EVs), traditional hybrids and plug-in hybrids have been sold in South Africa over the first three quarter of 2022? Well, wonder no more.
In its quarterly review of business conditions for the South African automotive industry, Naamsa has again listed some fascinating sales figures regarding so-called “new energy vehicles” (electric, plug-in hybrid and traditional hybrid).
Of course, it’s worth noting the local market is still without a truly affordable electric car, with the least expensive option currently being the 3-door Mini Cooper SE Hatch, which retails for a lofty R723 000. No other full-size, battery-powered vehicle comes in at less than R1-million.
The most affordable EV on the SA market isn’t all that affordable…
According to Naamsa, 350 electric vehicles were registered in South Africa over the first nine months of 2022 (so, around 39 units a month), translating to just 0.09% of the September 2022 year-to-date industry total of 391 936 units. That figure rises slightly to 0.13% if we consider EV sales as a percentage of total passenger-car registrations instead (271 173 units over the first three quarters of 2022).
Interestingly, the third quarter of the year saw the most EV sales, with 143 units registered across July, August and September. For the sake of comparison, 218 electric cars were sold in South Africa in 2021.
Hybrid and PHEV sales in SA over the first three quarters of 2022
Sales of traditional hybrids picked up quarter three, with the Corolla Cross again rolling off Toyota’s KZN assembly line.
What are the numbers like when it comes to plug-in hybrid electric (PHEV) vehicles? Well, just 104 PHEVs have been registered locally in the first nine months of the year, with the third quarter being the weakest (with 22 units sold) of the three.
Meanwhile, traditional hybrids – including the likes of dual-powered versions of the Toyota Corolla, Corolla Cross and RAV4, various Lexus models as well as the Honda Fit (Haval’s H6 Hybrid arrived just outside the reporting period) – reflected a sales total of 2 638 units up to the end of September 2022. The third quarter saw 788 units registered, a recovery from the 593 units achieved in the second quarter but not quite at the level of the opening quarter (1 257 units).
Of course, that initial quarter-on-quarter decline in traditional hybrid sales was thanks to the KwaZulu-Natal floods that forced Toyota SA Motors to halt production of the Corolla Cross hybrid, among other vehicles.
Looking at all three powertrains combined (electric, plug-in hybrid and traditional hybrid), Naamsa says new-energy vehicle sales from 13 brands increased by 29.1% from 738 units in the second quarter to 953 units in the third quarter of 2022.
In the first nine months of 2022, some 3 092 new-energy vehicles have been registered in South Africa, representing an increase of 245.1% compared with the full year of 2021 (in which 896 units were sold).
Electrified vehicle sales in South Africa from 2017 to Q3 of 2022. Figures courtesy of Naamsa.
The CEO of the Volkswagen brand has confirmed the Polo hatchback – which is built in South Africa – is facing the axe in Europe thanks to upcoming emissions regulations…
Thomas Schäfer, CEO of the Volkswagen Passenger Cars Brand, says there would be “no point carrying on” with small combustion-engined vehicles such as the Polo – a hatchback built in South Africa – in Europe if the impact of the impending Euro 7 emissions regulations is as considerable as expected.
The former head of the Volkswagen Group South Africa, who was appointed global CEO at the start of July 2022 and recently confirmed the Golf and GTI badges would live on, suggested to Autocar it would be too costly to re-engineer small vehicles to meet the upcoming regulations, though added a final decision would be made within a couple of weeks. The news comes on the back of Ford’s recent decision to kill off the Fiesta nameplate by mid-2023.
“We had a very good plan, where we thought EU7 was an insurmountable hurdle that will accelerate electrification. We planned small electric cars that would come in 2025 between Volkswagen, Škoda and Cupra that would be built in Spain,” Schäfer told the British publication, referring to VW’s Pamplona plant, which currently produces the T-Cross and Taigo as well as the Polo.
The Volkswagen Polo hatchback appears to be on borrowed time in Europe.
“And that basically replaces the combustion engine in small vehicles like the Polo, as cars become so expensive, there is no point carrying on,” he said, explaining to Autocar how it would make “no sense to go with very small cars beyond EU7” as the regulations would “push the price up of the small cars by £3000, £4000 or £5000 or more, then all of a sudden a small vehicle becomes unaffordable”.
“Then two [or] three weeks ago, word got out that EU7 was coming through and it would be on a reasonable level. And we thought, ‘okay, let’s go’, that might help us transition a little bit [by keeping models such as the Polo on sale]; it doesn’t change the plans, but it helps financially because you can transition a little easier and reinvest at the same time everywhere. But last week, another message came through and we’re back to square one. It’s even worse.
“We need another two weeks. At the moment, we have engineers evaluating what that means. But if that is true [the expected impact of EU7 on the price of cars], we definitely won’t invest anymore and we’ll just keep the plan to electrify as quickly as possible,” Schäfer said.
What does this new mean for the VW Polo built in SA?
Kariega is the only plant in the world building the Polo GTI.
It’s worth noting South Africa builds the Polo hatch for all right-hand-drive markets – while also supplementing production for left-hand-drive markets – and is the sole producer of the Polo GTI. Considering Europe is the main export market for VW’s Kariega facility, a decision to scrap the supermini on the Old Continent would obviously have major implications for South Africa.
Indeed, as we pointed out in our feature documenting the Polo’s tumble down the list of SA’s best-selling vehicles, such a situation would force a significant change to VWSA’s business model. And that appears to be what’s happening already, with the company’s medium-term solution involving an attempt to reduce its reliance on exports to Europe by adding a third MQB-A0-based model to its production line.
This as-yet-unidentified “SUV-ish” vehicle would likely be exported to emerging markets (in the rest of Africa and perhaps even Latin America) rather than Europe, allowing the Kariega plant to fill at least some of the production capacity that would be lost should the Polo be axed in Europe.
So, will the Polo still be available in South Africa? Well, it seems so, with Martina Biene, the freshly appointed chairperson and managing director of VW Group SA, recently confirming both the Polo and Polo Vivo would continue to be built at Kariega “beyond 2025”.
Big power E30 with a BMW engine! SA’s iconic 600kW street and drag Beemer lives on
BMW enthusiast, Steven Naidoo, bought his dream car from the legendary Shaheed Essop, a big turbo E30 running with an increasingly rare BMW engine under the bonnet. Watch the video!
On the burgeoning South African drag racing scene, the sight of a BMW running a BMW engine is becoming an increasingly rare occurrence. For Steven Naidoo, the idea of fitting a 2JZ or engine from any other brand to a BMW is just sacrilege!
And so when a hero car of his, who he had been following for years, came up for sale, he jumped at the chance to own a South African legend.
Running a BMW 325 stroker motor (the displacement of which is a secret), in current tune, with 1.6 bar boost, the car is making north of 600kW on the wheels, which makes it quite a handful.
Join Steven on the quarter mile as he attempts to keep the car in a straight line, and tells us all about his pride and joy.
Volkswagen’s CEO says the German firm “would be crazy” to let the Golf badge die, before effectively confirming the ninth generation will go fully electric…
Rumours of the seemingly impending death of the Volkswagen Golf nameplate have been greatly exaggerated, if the latest comments from the head of the German automaker are anything to go by. Yes, a Golf 9 is coming.
Thomas Schäfer, CEO of the Volkswagen Passenger Cars Brand, confirmed to Autocar at the 2022 Los Angeles Auto Show the Wolfsburg-based manufacturer had no plans to kill off the “iconic” name, effectively confirming a Golf 9 is on the way. As a reminder, the Golf 8 debuted in October 2019 and is set for a mid-cycle update relatively soon.
Earlier in the year, Schäfer said a decision on the future of established nameplates such as the Golf had yet to be taken. Now, however, the former managing director of VW Group SA has suggested the moniker will become part of the ID range of electric vehicles.
“There is a connection with VW and ID, and there is no need to cancel [the latter]. We have iconic brand names, Golf and GTI. It would be crazy to let them die and slip away. We will stick with the ID logic but iconic models will carry a name,” Schäfer told Autocar, adding a moniker such as “ID Golf” was by no means out of the question.
VW’s CEO has suggested an electric Golf will eventually be sold alongside the ID.3.
“We would not let go of the Golf name, no way,” he said, explaining there was space for an electric Golf to live alongside a model such as the ID.3. “The ID.3 has never been a successor to the Golf – it is more a Golf Plus.”
Schäfer’s mention of “GTI” is also significant, seeing as the GTX badge has rolled out to performance versions of VW’s electric cars (such as the ID.4 GTX). Just how Volkswagen plans to use the GTI nameplate as its range becomes increasingly electrified remains to be seen. As an aside, VW’s high-performance R division is set to become fully electric by 2030.
Can we also apply Schäfer’s comments regarding the Golf to the locally produced Polo? Well, it’s perhaps too early to say for sure, though Martina Biene, freshly appointed as chairperson and managing director of VW Group SA, has confirmed both the Polo and Polo Vivo will continue “beyond 2025”.
The GR-Sport (GR-S) was a popular addition to the Toyota Hilux range in 2019, but this version joins the fray while Ford and Volkswagen are preparing to unleash all-new bakkies in South Africa. Does the Hilux GR-S give Toyota a crucial head start?
What is a Hilux GR-S?
This is the light decal version of the GR-S – it can be had with more stickers if you prefer.
Most consumers are probably familiar with Toyota’s naming convention and associated parts upgrades that come with Gazoo Racing (GR) badging, but just to refresh your memory (if required), a GR-Sport (GR-S) derivative focuses on an aesthetic upgrade, some minor handling improvements and, in the Hilux GR-S’ case, a power upgrade.
Following the introduction of the first Hilux GR-S, which was produced in very limited numbers a little over three years ago, customer feedback revealed that buyers wanted more power and better safety in their special Hilux, so Toyota obliged.
Toyota South Africa Motors (TSAM) has decided to base the GR-S on a Raider-spec Hilux, rather than a Legend version. The front grille is blacked out and, as befitting a GR-S derivative, silver (and all-caps) Toyota lettering is emblazoned on it. What’s more, the mirror caps are blacked out, as are the door handles, while the side steps are a graphite grey colour.
The blacked-out grille finished with Toyota lettering and a subtle GR badge sets the GR-S apart from its brethren.
There are a suitable number of GR badges dotted around the exterior and a dash of red and black stickering on the lower section of the doors for the full GR-S effect. You can also order a bolder sticker pack, which adds more prominent red and black flares on the bakkie’s doors.
The interior is spruced up too. The GR-S treatment includes suede seats, red surrounds for the air vents and a GR badge on the centre console, while the updated Toyota Safety Suite is included to improve the offering for safety-conscious buyers.
Of most significance, however, is that the Hilux GR-S sports a power increase that’s specific to this derivative. Its 2.8-litre 4-cylinder turbodiesel now produces 165 kW and 550 Nm courtesy of a new ECU (as opposed to a basic software update).
The suspension updates to the GR-S include new monotube shock absorbers and stiffer coil springs, which are intended to deliver a better ride stability at speed and improve the bakkie’s overall handling ability.
165 kW and 550 Nm of torque raise the GR-S above the 2022 Ranger in the power stakes.
Obviously, “around the braai fire” bragging stats are quite important to Toyota as this now shifts the Hilux into a position where it’s more powerful than the equivalent Ford Ranger. The increase in power improves the Hilux’s 0-100 kph acceleration by 0.65 sec, while its better in-gear shove (thanks to the extra torque) makes itself known when you overtake.
The selectable (and self-explanatory) Eco and Power modes vary engine- and gearbox mapping and, in the latter mode, the responsiveness of the powertrain ramps up effectively. The gearbox hangs onto gears longer and shifts down earlier and, if you want, you can now shift using the paddles behind the ‘wheel… although, in truth, they don’t elicit prompt responses.
The Hilux GR-S is exclusively available with a 6-speed automatic transmission and it does, well, an acceptable job. The shorter ratios employed in bakkies, which are designed to compensate for up to a tonne of cargo sitting in the load tray, don’t tend to facilitate the smoothest ‘shifts, but the Hilux doesn’t baulk/make too much of a fuss when changing gears.
The fuel economy didn’t seem to be affected by the GR-S’ added performance either. During the 2 days of driving it through the Lowveld, I saw an indicated average of 10.1 L/100 km, which is similar to what we achieved in the Legend RS.
What’s it like to drive?
The low-speed ride is particularly firm with the new suspension changes.
It’s a little confusing to figure out whether the Hilux GR-S is meant to be an off-road performance pack, like the Land Cruiser 300 GR-S or a handling performance pack like you get on a Toyota passenger car, such as the Corolla Cross GR-S small crossover. Toyota says it’s a bit of both, but based on my first impression, it appears to be the latter.
At higher speeds, the suspension improvements seem quite effective. The Hilux GR-S is definitely more stable when traversing fast open roads – it leans far less and adjusts to changes of direction more accurately. The revised steering setup inspires more confidence and, as a result, you don’t have to make as many small steering changes to maintain control.
The negative side of the changes appears to be a poorer low-speed ride quality. The GR-S’ suspension simply feels stiffer and it makes the Hilux’s body jiggle over just about any bump. It can become tiresome over time and, if you’re travelling on a slow dirt road with lots of washboard gravel, you may want to book a dentist appointment soon after the journey.
Some of the bumpiness can be avoided by driving a bit faster (that’s right, the ride quality becomes smoother at higher speeds), but that’s not always an option and – on a dirt road – not the safest way to deal with the problem.
I have no doubt the GR-S would be faster over a handling course or off-road gymkhana circuit than a standard Hilux, but on a family trip to the Tankwa or Drakensberg, dirt roads are going to jolt the bakkie’s occupants a lot more by comparison.
Interior up to date?
The GR-S’ cabin is adorned with red trim and GR logos. The speedo and rev counter are also unique to this derivative.
The red accents and suede seats are clear reminders that this isn’t a regular Hilux. The seats are comfortable too and I always appreciate the premium feel of suede. The faux carbon-fibre insert on the dashboard leaves me cold, but buyers seem to like them; it’s also pretty common across many brands as a way to differentiate the sportiest versions in a range.
Because the Hilux GR-S is based on the Raider specification, it comes equipped with a standard Toyota audio system rather than the JBL upgrade fitted to Legend derivatives. Still, Apple Carplay and Android Auto work well, but it requires a smartphone cable to be plugged into the fascia, which takes up one of the cabin’s USB ports. There are multiple power outlets, so you can always use them to charge equipment, plus owners get access to Toyota’s 15 GB of in-car Wifi.
Toyota Safety Sense is being rolled out across an increasing number of Toyota models and it provides the Hilux GR-S with adaptive cruise control, lane-departure warning and a pre-collision system.
Toyota Hilux GR-S pricing and after-sales
The Toyota Hilux GR-S is sold with a 3-year 100 000 km warranty and 9 services/90 000 km service plan.
Hilux grabs the upper hand for now, but we await the new Ranger and Amarok models to really see where it’s at.
Toyota has dominated the double-cab market throughout the past three years, so I suspect this new GR-S will only reaffirm the Hilux’s status as South Africa’s favourite bakkie. Those that scooped up the previous GR-S will feel satisfied that Toyota has listened to their concerns and improved the key areas of the special version with more power and safety systems.
The Hilux GR-S’ ride quality is admittedly firm, and that might dissuade some buyers, but the upgraded suspension indeed improves the Japanese bakkie’s on-road stability and dynamism. It’s an interesting time to be a bakkie buyer in the segment as the new Ford Ranger and VW Amarok will soon be available and knocking on the door of Hilux owners to “get a foot in.”
Land Rover Defender V8 (2022) Review
What happens when you plant a supercharged 5.0-litre V8 into the cool, all-road-capable Land Rover Defender? Do you get the perfect flagship derivative? We test the sonorous Defender 90 V8.
The new Defender has proven extremely popular around the globe, even if it’s more of a luxury than a utilitarian SUV.
The new Defender has been a revelation for Jaguar Land Rover (JLR). Available in petrol, diesel and hybrid guises in 3 variants (90, 110 and 130), the Defender has rocketed up the sales charts around the globe. Land Rover SA’s sales figures suggest the model outsells everything else in the line-up by a comfortable margin. Local dealers say demand outstrips supply and it’s easy to understand why: it’s an attractively packaged, genuinely off-road-capable model with a huge “cool factor” – a grand replacement for the original Defender.
We have considerable experience with the Land Rover Defender (both 90 and 110 versions) and even embarked on a road trip across the Western Cape in one. However, JLR recently added a petrol-powered flagship to the range. Simply named Defender V8, it was ostensibly created to compete with the AMG version of the Mercedes-Benz G-Class and whatever other performance SUVs upper-crust buyers might consider, um, acquiring. Does a supercharged 5.0-litre V8 petrol engine suit a Defender? That’s what we want to find out in this review.
The Defender V8’s supercharged 5.0-litre motor produces peak outputs of 386 kW and 625 Nm.
Given the flashy (some would say ostentatious) models it goes up against, the V8 does a good job of blending in with other Defender derivatives; you’ll have to keep your eyes peeled for the quad exhausts, small V8 badges on the flanks, and blue brake callipers to know that this is something special. We’re rather well acquainted with this motor and despite the advent of the electric-car era, the supercharged 5.0-litre V8 has somehow dodged the executioner’s noose.
It’s remarkable how JLR has utilised this engine in a variety of applications and states of tune. The previous-gen Jaguar XFR and current F-Pace SVR will be Cars.co.za favourites forever, as will the mighty Range Rover Sport. Let’s not forget that pocket-rocket F-Type R either.
The V8-powered Defender sits at the top of the 90 line-up and a 110 version’s coming soon.
Rivals? Given the Defender V8’s boxy shape and off-road cred, the Mercedes-Benz G-Class is indeed the first one that comes to mind, but at this price point, you can get only the diesel-powered G400d. If you want the Mercedes-AMG G63 that sits in the R3.5-million bracket! If you’re after a luxurious V8-powered SUV, but willing to accept limited off-road capability, then look to the German marques. The BMW X5 M50i, Mercedes-AMG GLE 63 S and Audi RSQ8 are all priced similarly, but none of them is as distinctive as a Land Rover Defender.
With 386 kW and 625 Nm on tap, the Defender V8 delivers muscular acceleration whenever required. Some may point out that the supercharged motor is capable of higher outputs, but it wouldn’t be in JLR’s interest for a Defender to overshadow its other rapid models, such as the 405-kW Range Rover Velar SVAutobiography. Besides, it would be quite a handful.
Heated and ventilated front seats should be standard at this price point – and they are!
Still, the flagship Defender 90’s peak outputs and performance figures are sufficiently impressive. Land Rover claims a 5.2-sec 0-to-100 kph time and a top speed of 240 kph, which may not make the V8 the fastest thing around (considering what hyper hatches, such as the Audi RS3 and Mercedes-AMG A45 S, can achieve), but when you consider the Defender weighs around 2.5 tonnes and is shaped like of a maritime cargo container, it’s fast enough.
Then there’s the Defender V8’s evocative soundtrack. The engine has a glorious rumble, with the quad exhausts reminding bystanders that this is no run-of-the-mill Defender derivative. It roars majestically when you stomp on its accelerator pedal, but interestingly, the tailpipes don’t emit pops or crackles on overrun, which we attribute to ever-stricter emissions and noise regulations. If the F-Pace SVR has this function, then why can’t the Defender V8?
The quad exhausts are cleverly positioned to not diminish the Defender’s departure angle
The supercharged 5.0-litre V8 directs its considerable shove to all 4 wheels via an 8-speed automatic transmission. This gearbox delivers smooth shifts at the appropriate points, which contributes to a relaxed driving experience, but, alas, it’s not very responsive when you need it to produce a salvo of acceleration. We’re not talking about a flat-out sprint, mind you, but when you lean on the accelerator pedal, the ‘box seems hesitant to change down a gear.
When little seems to happen, you apply progressively more force to the long pedal until the transmission suddenly kicks down a few gears, after which the Defender V8 will hurtle towards the horizon as if it is fleeing from the gates of hell. It’s a frustratingly on/off throttle response, but you can avoid such sudden lunges by making use of the gearshift paddles.
Black on black with blue brake calipers… quite the visual statement.
Fuel economy is probably of little concern when you’re piloting a 5.0-litre V8-powered SUV that costs around R2.4 million (if you can afford this beast, you should be able to feed it too). Officially, Land Rover claims 12.8 L/100 km, but towards the end of the Defender V8’s tenure in our test fleet, it indicated an average consumption figure of 16 L/100 km. Ooph.
Ride and handling
Given that this is a performance-oriented Defender, the engineers in Solihull have tuned the V8’s air suspension to compensate for the heavier engine – and its performance potential. Land Rover says the flagship has bespoke spring and damper rates, with an electronic active rear diff, which is said to provide “more engaging handling and improved body control.”
Does it work? No, sadly not. The Defender V8 indeed feels sporty, but its ride quality has been compromised. One tester noted that the suspension was – somehow – soft/wallowy, but simultaneously crashy. Unless you drive really slowly over speed bumps, expect some jarring inside the cabin, which is odd considering the standard Defender irons them out with ease.
The 22-inch wheels really look the part, but they do nothing for the Defender V8’s ride quality.
It seems as if all of the supple ride comfort offered by standard Defenders has been sacrificed at the altar of “a sportier drive”. Perhaps the short-wheelbase body configuration contributes to the harshness because there’s more vertical movement from the nose than expected…
When you accelerate hard, the V8’s front end rises like a speedboat’s nose and under hard braking, it pitches dramatically. This does happen at the edge of the operating envelope, but given the performance on offer, you’d expect customers to explore the flagship’s limits. We also reckon the massive (22-inch) alloy wheels are not conducive to ride comfort either.
Does the Land Rover handle with a modicum of agility when you make it corner at, let’s say heady, speeds? Yes, the steering setup is impressively direct and accurate. Grip levels are impressive (when you consider the vehicle’s high centre of gravity and sheer heft) and, when you really whip the ‘wheel into an apex, the vehicle’s body roll is less than you may expect.
The seats are not the most supportive, plus, in our test unit, the plastic seat base came loose.
The seats don’t offer much in the way of lateral support, so do brace yourself before the Defender V8 barrels into a corner. Don’t expect a sports sedan-like level of dynamism – the laws of physics simply won’t allow it. The Land Rover does feel a bit more engaging to drive and planted than a Mercedes-Benz G-Class, which is probably what JLR was aiming for.
The Defender V8 had about 14 000 km on its odometer, which was a higher mileage than we usually see on test units allocated to the media. Well, perhaps the vehicle had lived a hard life or Land Rover’s quality issues persist – it could be a bit of both, but the Defender V8’s cabin emitted quite a few rattles and squeaks. The seat ventilation fan was annoyingly loud, and when we tried to drown it out with the excellent audio system, one of the speakers rattled.
We also noticed quite a bit of wind noise around the driver’s window and the trim at the base of the driver’s seat repeatedly came loose; such issues are alarming on a R2.5-million car.
Pivi Pro is one of the best infotainment systems period.
Features, tech and safety
As befitting the flagship of the 90 line-up, the Defender V8 comes generously equipped with standard features; indeed, there are precious few extra-cost options to consider.
The 14-way electrically adjustable front seats offer heating and cooling, the suede-accented steering wheel is heated, plus you’ll find a drinks refrigerator in the central armrest, tri-zone climate control, a digital instrument cluster (with smart-looking graphics and themes) and, last but not least, the latest Pivi Pro infotainment system that utilises a 10-inch touchscreen.
This Pivi Pro infotainment system is one of the best in the premium SUV segment – it responds to inputs promptly and starts up quickly, because it has a dedicated power supply.
The Defender has more USB ports than you’ll ever need
Drivers will appreciate the high-quality Meridian surround sound audio system, heads-up display and Android Auto/Apple CarPlay connectivity. There are numerous USB ports in the cabin and you can charge devices from at least 6 of them. The rear-view mirror also displays the feed from the reverse camera, which is helpful (the 90 does have a few blind spots!).
As for safety- and assistance tech, the Defender V8 has surround-view cameras, half a dozen airbags and emergency autonomous braking. Terrain Response 2 off-road tech is provided (if you ever you decide to venture off-road) and a tow bar with advanced tow assist is standard.
The cabin is nicely laid out and feels reasonably well assembled.
Packaging and Practicality
The Defender’s retro-inspired – and unashamedly boxy – design has won it many fans. The flagship derivative looks particularly brooding with its 22-inch wheels, quad exhausts and matrix LED headlights, in combination with the Santorini black paint finish. If “looking mean” is your thing, then the spec you see here might be worth looking into. It’s also a tall vehicle, so height clearance might be an issue when you drive into underground parking garages. Fortunately, with the adjustable air suspension, you can manually lower the ride height.
Setting the vehicle to access height also eases occupant ingress and egress, especially if you’ve got passengers in the 2nd row. The 2-door configuration hampers practicality, but once passengers have managed to worm their way into the rear seats, they’re availed more room than expected. There’s enough leg- and headroom for tall people, but exterior visibility is limited due to the car’s design… so it does feel like you’re in a dark hole back there.
As the Defender V8 is a derivative with the 90 body style, luggage space has been sacrificed for rear legroom.
As we mentioned in our previous Defender review, that comfortable rear accommodation comes at the expense of luggage capacity. Land Rover claims the load bay can hold 297 litres… and you’d be lucky if you could fit 2 full-sized cooler boxes in there (if you fold down the rear seats, you get up to 1 263 litres, however).
Finally, some may find the side-opening tailgate a bit heavy/cumbersome, but bear in mind this derivative is not targeted at family-car buyers, so these two criticisms point out drawbacks; they’re not deal-breakers.
The Land Rover Defender 90 V8 is priced at R2 528 600. There is a bigger 110 version coming in at R2 648 600… if you want the V8 powertrain, but you require more practicality. The vehicle comes with a 5-year/100 000 km warranty and a 5-year/100 000 maintenance plan.
Verdict
The V8 engine is a treat, but the total package could do with more refinement
If you desire a vehicle that projects success and wealth, has a snarling V8 and is undeniably cool, but can’t quite stretch to the Mercedes-AMG G63’s asking price, then the Defender V8 might be just the SUV for you. Interestingly, the G63 is almost impossible to come by (low production volume), which makes the Defender V8 an even more attractive prospect.
What’s more, this is probably the last time we’ll see the supercharged 5.0-litre V8 engine in service, unless JLR’s SVO division decides to up the power and make an even wilder version. It’s not likely, but given SVO’s track record, we wouldn’t rule out the possibility entirely.
Should you buy one, though? Unfortunately, cool cars aren’t always great cars. Yes, the top-of-the-range Defender 90’s performance is hysterical and it produces a delicious racket, but we have a lingering feeling that this Land Rover product isn’t as polished as it could be.
Perhaps it was rushed from the development to the production stage (we’ll never know), but given how high the bar has been set by the other Defender derivatives, the 90 V8 falls a little short. It’s a pity, as it has all the on-paper ingredients to offer an incredible package. Given its lofty price tag, there’s better value and more comfort to be had lower in the Defender range.
