Land Rover Defender 90 (2022) Review

The Land Rover Defender 90 is undoubtedly one of the coolest vehicles we’ve driven in 2022, but it comes with a hefty price tag and is, unsurprisingly, less practical than its 110 sibling. Will buyers of the 3-door variant be fazed by its compromised packaging though? We get to grips with the smallest member of the Defender family, in D300 X-Dynamic HSE guise.

We like: Image, excellent engine, unparalleled off-road capability, luxurious cabin. 

We don’t like: Rear seat access is, um, undignified, impractical load bay, priced too close to the 110.

FAST FACTS

  • Model: Defender 90 D300 X-Dynamic HSE
  • Price: R1 471 405
  • Engine: 3.0-litre 6-cylinder turbodiesel
  • Power/Torque: 221kW/650 Nm
  • Transmission: 8-spd automatic
  • Fuel consumption: 7.6 L/100 km (claimed)
  • ​Load capacity: 297–1263 litres

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Where does the Land Rover Defender 90 fit in?


The 90 is the coolest, but least practical, variant in the Defender range.

The new Defender is the talisman of Land Rover’s product line-up. Given the legendary status of the original Defender, an awful lot of time and money was invested in the creation of its successor. Available in two flavours: 3-door 90 and 5-door 110, and with multiple powertrain options, the new Defender range is diverse. And, if a two-row Defender isn’t big enough, you won’t have to wait long for the 130, which will come with a longer wheelbase and a 3rd row of seats.

One of the gripes we’ve had with Land Rover is that there’s quite a bit of overlap in its range. For example, the Discovery‘s a luxurious family SUV but its off-road credentials don’t pale in comparison with the Defender’s – the same could also be said of the Range Rover Sport. Neither can hold a candle to the Defender when it comes to image, though. Just look at it! It’s big, bold and in-yer-face. It looks as imposing when parked as it does when it appears in your rear-view mirror.

Seeing as the Defender 90 is a 3 door, it has very few rivals. You could go for the old-school 70-series Toyota Land Cruiser, but while it may prove just as capable off-road as the Landy (in experienced hands), its cabin is ancient compared to the 90’s plush interior. The top-spec Jeep Wrangler is also a source of on-the-rough-stuff fun and, if you don’t mind settling for a demo unit (as its new price is over R2 million), a pre-owned Mercedes-Benz G-Class is worth a look. 

Compare the Land Rover Defender 90 to the single-cab Toyota Land Cruiser 79 and Jeep Wrangler here.

How the Defender 90 fares in terms of…

Design and Packaging


Hakuba Silver is a great finish and accentuates the unashamedly blocky design.

By virtue of its reduced length and number of doors (compared with its 110 sibling), the Defender 90 is a much more focused product. Most Defender buyers will favour the more family-friendly 110, which will do its utmost to perform every task you demand of it. As for buyers of the 3 door, think wealthy couples with no offspring or well-heeled retirees who’d relish going on many adventures with their vehicles, be that touring trips, off-road excursions or, probably, a blend of both.

Design-wise, the 90 retains all the macho elements that we’ve come to love about the modern Defender. We’ve already touched on the macho front-end styling, but there is some evocative detailing too, such as the spare wheel on the tailgate and the massively flared wheel arches. Photographs don’t fully convey the Land Rover’s boxy proportions, but you’ll know what we mean when you see it in the metal. Irrespective of from which angle you look at it, this is a striking vehicle.

From its bold frontal styling (replete with a distinctive LED lighting signature) to the massive 20-inch wheels “at each corner”, the Defender 90 looks purposeful and will win you many envious glances. 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, which should also lower your stress levels.


There are Defender motifs everywhere. Note one of the many USB charging ports.

Climbing into the stilted Defender is not the easiest of tasks unless you’ve set it to Access Mode, which lowers the vehicle’s ride height for ease of ingress. The cabin presents a great mix of utility and luxury. There’s certainly an off-roader vibe, but enough luxury to satisfy customers who like to be cossetted. The seating is comfy and the driving position excellent… You’re perched up high with a commanding road view – well, above everything that’s not a double-cab – and outward visibility is mostly good. We say mostly, because the chunky C-pillars limit the rear three-quarter views, which you have to be mindful of. Thankfully, the large exterior mirrors help and blind-spot assist will alert you to other vehicles’ presence.   


Rear leg- and headroom are commendable, but getting into the back of the cabin – that’s the issue.

Getting into the back of the cabin presents quite a challenge, because when you pull a front seat forward, the aperture it creates isn’t exactly generous – adults will battle to get in and find it even more difficult to get out, because you have to exit posterior first – or risk tumbling out face-first. Despite that, rear occupant space is commendable, with decent headroom and legroom for tall(ish) passengers. There’s limited outward visibility from back there, however.

What’s more, the comfortable rear accommodation comes at the expense of luggage capacity, which is less than generous. Land Rover claims 297 litres of packing space; now, to put that in context, a Volkswagen Polo Vivo has a similar stated capacity. By folding down the rear seats, you get up to 1 263 litres, which you can load up with cooler boxes, suitcases and other larger items. Finally, some may find the side-opening tailgate a bit heavy/cumbersome to use. 


The downside of having great rear legroom is a limited load bay.

Ride comfort & Off-road capability

The new Defender’s predecessor, of which production ended in 2015, was an anachronism – its basic design dated back to 1948, for Pete’s sake – and while there’s a horde of passionate fanatics who love the original for all it achieved and (still) represents, the iconic off-roader’s successor is a fundamentally more versatile, tech-intensive vehicle. The new model retains its nameplate’s off-road credentials, but most importantly, it’s as comfortable as any luxury SUV model with a comparable price tag. Buyers tend to value comfort above everything else in this segment; when you’re playing in the R1.5-million bracket, there’s an expectation of exceeding luxury and comfort – and the Defender 90 delivers.


The cabin offers a great blend of utility and luxury.

Our test unit came specified with the optional Air Suspension pack (R48 600) with adaptive dynamics. As a result, the D300 X-Dynamic HSE’s ride quality was generally good, with the monster (255/60 R20) all-terrain tyres soaking up most of the road imperfections. One of the drawbacks of off-road tyres is the droning noise they tend to generate, but thanks to the Defender’s good cabin insulation, this was largely dialled out. Handling is a mixed bag, however. Given the Defender 90’s architecture and raised ride height, we weren’t expecting poised, sure-footed handling. In truth, the Landy can wallow and lean when it’s made to corner at pace. It’s a pity, because the steering setup is well-weighted and direct.


All-terrain tyres are excellent on all surfaces.

The Defender has always been about delivering optimal off-road capability, and the 90 variant is probably the best of the range when it comes to traversing the rough stuff. The short wheelbase is better for off-roading because it facilitates a superior breakover angle – in other words, there’s a smaller chance of beaching your vehicle. Speaking of angles (and other numbers), the Defender comes fully armed with 30.1-degree approach- and 37.6-degree departure angles, a wading depth of 900 mm and ground clearance of 216 mm. Depending on which of the vehicle’s off-road modes are active, the air suspension will raise the ride height appropriately – in fact, the 90 can offer up to 291 mm of ground clearance!

And that’s before we mention all of the hardware and onboard technology that the Defender 90 avails off-road enthusiasts, whether they be newbies or seasoned pros. There’s a low-range transfer case, off-road drive modes (like for ruts, snow and gravel), low-traction launch function, 360-degree camera system (surround view) and this test unit featured the Off-Road Pack (R18 500), which incorporates an electronic active differential, black roof rails and domestic plug socket. The Advanced Offroad Capability pack (R11 300) was also ticked, adding Terrain Response 2 and All-Terrain Progress Control – the former will automatically adapt the car to road conditions, while the latter is a form of off-road cruise control. 


The digital dashboard displays a variety of themes and graphics.

Does it all work? Yes – and brilliantly. The best part is you don’t need to think about when to change the settings, unless conditions suddenly deteriorate (or improve). Just drive the vehicle and it will do the hard work for you, which is exactly what we did to get to the location where we shot these photographs. We knew the Defender 90 would be capable when you selected the right drive modes, but what if you just turned off the tar and headed onto the dirt? 

Of course, when the going gets really tough, you can raise that air suspension and engage low range to venture to places where only very few vehicles have travelled before. We do suspect the vast majority of Defenders will never venture too far from sealed road surfaces, but it’s reassuring to know that these vehicles are as capable as their forebears. We’ve tested the Defender extensively off-road, check out our assessment of the 110 below:

Drivetrain refinement

“D300” means this is a turbodiesel-powered variant that develops 300 horsepower (221 kW), with maximum torque rated at 650 Nm. The twin-turbocharged 3.0-litre 6-cylinder is an impressive powertrain, thanks to its considerable urge from low revs and admirable responsiveness. If you’re in a hurry, the Defender 90 can get a proper move on… fully depressing the accelerator pedal will prompt the Defender to positively hurtle towards the horizon. Expect 100 kph to come up from a standstill in about the same time as a Volkswagen Polo GTI would take, so, suffice to say there’s plenty of pace on offer. In-gear overtaking ability is excellent too; 80-120-kph overtaking manoeuvres can be executed with ease. 


We like the simplicity of this central fascia cluster.

The key here is the 8-speed automatic transmission. There were no gearshift paddles on the steering wheel, but you can manually change up and down by treating the gear selector as the lever of a sequential ‘box. Knock it left, then tap down to change up and tap up to shift down. In reality, however, the ‘box’s software programming and calibration are just so well sorted that it’s highly unlikely you’ll ever feel the need to do the work yourself. Leave it in automatic and trust the tech. 

What’s astonishing is that the Defender range offers even more powerful engines, including a supercharged 5.0-litre V8 petrol motor! When it comes to fuel efficiency, the D300 is claimed to consume 7.6 L/100 km, but, given the model’s less-than-aerodynamic shape and heft (it tips the scales at 2.2 tonnes), we came away with an indicated 10.7 L/100 km. The Defender 90 comes with an 89-litre fuel tank, which gives it a theoretical (from full) range of 1 171 km. 


Heated and cool seats, air suspension height control and offroad modes all are accessed from this console.

Comfort and Features

The Defender 90 X-Dynamic comes in either SE and HSE trim and the latter is comprehensively loaded with standard luxury and comfort features. Comfort options fitted to the test unit included the Meridian surround sound system (R17 300), head-up display (R20k), as well as tri-zone climate control (R3600). You can use the online configurator to specify the Landy to your heart’s content, but bear in mind that due to the semiconductor shortage, some extras may be unavailable.


Further USB chargers and a neat storage area under the centre console. 

Comfort features are numerous, which is to be expected when you’re forking out around R1.5 million. We’ll just mention a few: heated and cooled leather seats – 14-way electrically adjustable at the front, a leather-trimmed multifunction steering wheel, a drinks refrigerator in the central armrest, a digital instrument cluster replete with smart-looking graphics and themes and, last but not least, the latest Pivi Pro infotainment system that utilises a 10-inch touchscreen.


The 360-degree camera system is excellent.

We’ve had considerable experience with this system and it continues to impress with its ease of use, crisp graphics and the fact that it has its own power supply – there are few infotainment systems that we can think of that are fully functional within moments of a vehicle’s being started up – it’s a bonus you didn’t know you needed. The Pivi Pro system is also Android Auto and Apple CarPlay compatible and supports over-the-air software updates, the latter of which is convenient.

Meanwhile, there are more power outlets and USB ports in the cabin than you’re likely to ever need. For rear passengers, we think the USB ports built into the front seats are a neat touch.


The USB charger and mounting point for a jacket hook (or tablet holder) on the back of the driver’s seat.

The list of safety and driver-assist features is extensive, to say the least. Among the latter are lane-keep assist, adaptive cruise control and a rear-traffic monitor, to name but a few. One of our favourite features has to be the Clearsight rear-view mirror, which is actually a screen linked to a camera instead of a conventional mirror. The unit’s display quality is really excellent, both in bright sunlight and at night.


The rear-view mirror is, in actual fact, a digital screen that displays the feed from an aft-mounted camera.

Land Rover Defender 90 pricing and after-sales support


The Land Rover Defender recently made a star turn as a baddie-car in the James Bond film No time to die.

The Land Rover Defender 90 range starts from R1 232 294 and goes all the way to R2 488 160 for the V8-powered Carpathian edition. Our test unit was positioned near the middle of the range at R1 471 405 (before optional extras). The vehicle is sold with a 5-year/100 000 km warranty and a 5-year/100 000 maintenance plan. 

Verdict


It’s oh-so-cool, but priced the same as the more rounded 110.

Make no mistake, the Land Rover Defender 90 is a very accomplished – and utterly capable – vehicle. Owners will be thrilled by the Solihull-made model’s highly appealing image and, if they’re ever brave enough to venture onto the truly rough stuff, the model’s deeply impressive off-road skillset. There’s luxury and comfort available here that is a far cry from the iconic Defenders of old, but that’s okay in our books. There’s just one tiny problem… and that’s the Defender 110. For very similar money, you can get the more sensible/practical bigger 5-door variant. Decisions, decisions… Do you go with the cool 90 (even cooler because you can choose steel wheels!), or the more family-focused and spacious 110?

So, should you buy one? As terrific as the Land Rover Defender 90 is, our recommendation comes with some caveats. Yes, it’s a distinctively styled premium SUV that pays homage to its legendary predecessor but, unlike the superseded ol’ Landy, it succeeds as a comfortable, tech-laden luxury vehicle. Rear seat access is awkward for anyone over the age of 25, which is a pity, because rear head- and legroom are excellent. Then there’s the load-bay capacity, or to be more precise, lack thereof. Finally, the price puts the 90 far too close to the already capable and desirable Defender 110. What you have here is a cool, but compromised offering that will appeal to somewhat eccentric, nonconformist buyers.

Honda ZR-V Announced to Split HR-V and CR-V

Honda has confirmed it will be launching a new SUV positioned between the HR-V and the CR-V. Here’s what we know about the new Honda ZR-V.

The news comes from Honda Europe and initial details are scarce. Other than a confirmation of the production name and the choice of hybrid powertrains, there’s not much to go on.

However, given Honda’s recent strategy in Europe to replace its current portfolio with hybrid models, we can make some deductions. We know there’s a China-only Honda ZR-V, which you can see in the images. This features a 1.5-litre turbocharged petrol engine paired to a CVT.

Honda has already confirmed that both the new HR-V and CR-V will feature hybrid engines for Europe, but it remains to be seen which motor the ZR-V will adopt. It’s unlikely Honda will build an all-new motor specifically for one model line, the costs would make it unsustainable.

Another nugget of info is that Honda Europe confirmed the new ZR-V will go on sale in 2023, along with the all-new next-generation Honda CR-V, which we know will come with a plug-in hybrid as one of its engine options. As it stands, Honda will have just one product in its lineup that doesn’t feature electrification, and that’s the upcoming Civic Type R which is said to offer an enhanced version of the current 2.0-litre turbocharged petrol engine.

We’ll keep an eye on this one, but for Honda fans in South Africa, the all-new HR-V is due to touch down in the middle of 2022.

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

Honda ZR-V

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Honda CR-V Specs and Price

Ford E-Transit Custom: New Electric Van Revealed

Ford has peeled back the covers from its new E-Transit Custom, an all-electric version of what has become Europe’s best-selling van…

You’re no doubt aware the upcoming Volkswagen Amarok will borrow plenty from the new Ford Ranger. But did you know the strategic global alliance between the two automakers will also result in other commercial vehicles? The latest example is the fully electric Ford E-Transit Custom.

The new E-Transit Custom will be built at Ford’s factory in Turkey from the second half of 2023, with the as-yet-unrevealed next-generation Volkswagen Transporter reportedly also set to be produced at the Otosan facility.

While the Dearborn-based firm has yet to release full technical details, we do know the E-Transit Custom will feature a “targeted driving range” of up to 380 km and what Ford describes as “full towing capability”. Ford furthermore says the van will be able to provide “exportable power” for tools, lights and other devices used on site.

“This is a watershed moment for commercial vehicle operators in Europe, and another hugely significant realisation of our Ford Pro ambitions,” said Hans Schep, general manager of Ford Pro, Europe. “Europe’s best-selling van just went all-electric and – supported by our unique Ford Pro one-stop-shop of productivity-boosting services – the operating benefits this will bring to business across Europe cannot be overstated.”

The Blue Oval brand says the newest addition to its electrified line-up will be a “key component” in its commitment to reach zero emissions for all Ford vehicle sales in Europe and carbon neutrality across its European footprint by 2035.

Its reveal comes after production of the likewise all-electric E-Transit kicked off in March 2022. Other battery-powered commercial vehicles set to be introduced by 2024 include successors to the Transit Courier, Tourneo Custom and Tourneo Courier.

So, considering the current turbodiesel-powered Transit Custom is available in South Africa, are there any concrete plans to introduce the new E-Transit on local shores? Well, Ford Motor Company of Southern Africa would only say the newcomer is “not confirmed for South Africa”…

Ineos Grenadier vs Land Rover Defender: Spec Check 

So, the Ineos Grenadier will be sold in South Africa and it will go head-to-head with the formidable Land Rover Defender! How does the Grenadier’s specification sheet stack up against the Defender? Let’s take a closer look! 

Offroading enthusiasts will soon be treated to the Ineos Grenadier with the recent announcement of South African specifications and pricing details for the new offroader. The order books and online configurator are now live and you can build and order your Ineos Grenadier at Ineosgrenadier.com

The Grenadier, which has a striking resemblance to the previous generation Defender, will compete against a thoroughly-modernised new-generation Land Rover Defender when it arrives later this year.

Let’s take a look at some key specification details to see how the Grenadier stacks up against the Defender.

Engine Specs 

When it goes on sale in South Africa, the Ineos Grenadier will be powered by BMW’s 210 kW / 450 Nm 3.0-litre turbocharged 6-cylinder petrol engine (B58) as well as a 183 kW / 550 Nm diesel 3.0-litre turbocharged 6-cylinder engine (B57). Both engines will be paired with an 8-speed automatic transmission from ZF. 

The Land Rover Defender range also offers both petrol and diesel engines, but with more choice on offer for buyers. The petrol line-up includes a 221 kW / 400 Nm 2.0-litre turbopetrol (P300) as well as a more potent 294 kW / 550 Nm 3.0-litre, 6-cylinder turbopetrol engine. For those seeking ultimate performance, there’s also a 5.0-litre supercharged V8 engine on offer with 386 kW and 625 Nm.  

For those seeking a diesel Defender, you can opt for the 177 kW / 500 Nm 2.0-litre turbodiesel engine (D240) or a more powerful 221 kW / 630 Nm 3.0-litre 6-cylinder turbodiesel engine (D300). But that’s not all, Land Rover also offers a P400e Plug-In Hybrid Defender with a 2.0-litre turbopetrol engine working in conjunction with an electric motor to produce total outputs of 297 kW and 640 Nm. All Defenders are paired with an 8-speed automatic transmission.

Key Offroad Features 

Ineos Grenadier offroad

Both the Grenadier and Defender are designed and built to offer formidable offroading capability and they, therefore, come well equipped to live up to that expectation. 

The Grenadier will initially be offered as a 5-seater station wagon and will have a claimed ground clearance of 264 mm and a wading depth of 800mm. More so, permanent four-wheel drive as well as a 2-speed transfer case and a central-locking differential are standard (front and rear differential locks will be optional, but are standard on Trailmaster trim). Ineos will offer a wide range of accessories so that buyers can configure their ideal 4×4 but in addition to the standard Grenadier, the firm will also offer 2 specialised derivatives, TrailMaster and BushMaster, to meet the offroading needs of local buyers. The Grenadier will offer a 36.2-degree approach angle, 28.2-degree breakover angle and a 36.1-degree departure angle. Maximum tow capacity is rated at 3 500 kg. 

See specification details for the Ineos Grenadier 

Land Rover Defender

The Land Rover Defender, by comparison, is offered in 2 body styles including the compact Defender 90 and the long-wheelbase Defender 110 (can be specified as a 7-seater). Ground clearance is claimed at a maximum 291 mm (with air suspension) or 225 mm as standard. Depending on the derivative, the Defender’s wading depth varies between 500 mm and 900 mm (with air suspension).

Like the Grenadier, the Defender also offers permanent four-wheel drive, with a twin-speed automatic gearbox, centre differential and an optional active locking rear differential. The Defender 110 offers a comparable approach angle of 38-degree, a breakover angle of 28 degrees and a departure angle of 40-degrees. Land Rover also offers a selection of accessory packs that add more functionality to the Defender package.

See specification details for the Land Rover Defender 

Interior Execution and Features 

The Grenadier’s cabin environment is built for purpose and while it does offer the convenience of a 12.3-inch infotainment system with Android Auto and Apple CarPlay functionality, the overall design execution is decisively old school. Unlike most modern cars, physical buttons dominate the cabin of the Grenadier. Features that offroad enthusiasts will appreciate are the pre-wired auxiliary switches which will make it much easier to connect equipment such as camping gear, external lights or winches, for example. The hard-wearing interior is built to withstand the rigours of the wild and it can be hosed down if necessary (there are drainage plugs in the floor) and the stain-resistant Recaro seats are super durable too, perfect for bashing through the bundus!

By comparison, the new Land Rover Defender adopts a far more modern interior design approach with much of the vehicle’s functionality housed in the firm’s impressive 10-inch Pivi Pro infotainment system that not only takes care of infotainment but also serves as the view for Land Rover’s useful surround camera system which is particularly useful when negotiating difficult terrain. Land Rover also offers a wide range of interior finishes for the Defender, so if you want to be bathed in leather and luxury, your wish can be granted. 

Ineos Grenadier and Land Rover Defender Prices in South Africa 

Ineos recently released pricing details for the South African market and local pricing is as follows: 

Ineos Grenadier: R1 416 985
Ineos Grenadier Trailmaster Edition: R1 528 940
Ineos Grenadier Bushmaster Edition: R1 528 940

The Ineos Grenadier will be sold with a 5-year/100 000km vehicle warranty. The order books and enhanced configurator go live on the 18th May 2022.

Comparatively, the Land Rover Defender is priced as follows:

Land Rover Defender 90 D240 SE – R1 232 294    

Land Rover Defender 90 P300 SE – R1 236 393    

Land Rover Defender 90 D240 X-Dynamic SE – R1 324 194    

Land Rover Defender 90 P300 X-Dynamic SE – R1 328 293    

Land Rover Defender 90 D240 XS Edition – R1 355 294

Land Rover Defender 110 D300 SE – R1 357 805

Land Rover Defender 90 P300 XS Edition – R1 359 393    

Land Rover Defender 110 D240 X-Dynamic SE – R1 363 546    

Land Rover Defender 110 D240 XS Edition – R1 385 346

Land Rover Defender 90 D240 X-Dynamic HSE R1 388 994    

Land Rover Defender 90 P300 X-Dynamic HSE – R1 393 093    

Land Rover 90 D300 X-Dynamic SE    – R1 406 605    

Land Rover Defender 110 D240 X-Dynamic HSE – R1 424 246

Land Rover Defender 110 D300 X-Dynamic SE – R1 445 905    

Land Rover Defender 90 D300 X-Dynamic HSE – R1 471 405    

Land Rover Defender 110 D300 X-Dynamic HSE – R1 506 605

Land Rover Defender 90 P400 X-Dynamic HSE – R1 515 434    

Land Rover Defender 90 D300 X – R1 662 105    

Land Rover Defender 90 P400 X – R1 697 434    

Land Rover Defender 110 P400e X – Dynamic SE – R1 707 600

Land Rover Defender 110 D300 X – R1 723 705    

Land Rover Defender 110 P400e X-Dynamic HSE – R1 768 400    

Land Rover Defender 110 P400 X – R1 770 586    

Land Rover Defender 110 P400e X – R1 837 800

Land Rover Defender 90 V8 – R2 392 760    

Land Rover Defender 90 V8 Carpathian Edition – R2 488 160

Land Rover Defender 110 V8 – R2 504 760    

Land Rover Defender 110 V8 Carpathian Edition – R2 600 160

The Land Rover Defender is sold with a 5-year/100 000km warranty and a 5-year/100 000km maintenance plan. 

Buy a used Land Rover Defender on Cars.co.za 

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Haval’s dramatic growth in SA: tracking the sales figures

Chinese firm Haval has quickly risen up the ranks in South Africa. We take a look at the sales figures to determine just how far GWM’s crossover sub-brand has climbed in the half-decade it has existed in the country…

Let’s be frank: automotive brands from the world’s most populous nation have quite simply not resonated with South African car buyers. Geely came and went, FAW’s passenger-car efforts flopped (though its truck business didn’t), Foton failed to crack the bakkie market and JMC’s lesser-spotted Landwind marque is seemingly a thing of the past, too.

BAIC is soldiering on (though when last did you spot one out on the road?) and JAC Motors is sticking firmly to the commercial space, while Chery’s second stab at the local market at least looks more promising than its ill-fated first. In short, though, the general performance of Chinese brands in SA has been downright diabolical.

Haval’s experience in South Africa, however, has been entirely different. Rather than struggling to justify its presence in the local market, it quickly became the most successful Chinese brand in SA – and by quite some margin, too. Furthermore, in not even five years, it has positioned itself as a serious player in the broader passenger-vehicle space, giving a number of mainstream brands a sleepless night or three.

Rewinding a few years to pre-Haval days

GWM C20R

While Haval launched locally as recently as mid-2017, its parent company has been operating in South Africa for an additional decade. Great Wall Motor (GWM) started trading locally via a distributor in early 2007, debuting in the light-commercial segment with single- and double-cab bakkies, before rolling out passenger cars such as the C20R hatch, C50 sedan and cheekily named M4 crossover in subsequent years.

Those initial passenger models, of course, were rather rough around the edges and weren’t terribly well received by local buyers, with GWM furthermore largely considered a bakkie brand (as it remains today). However, perceptions started to shift when Haval – which was established globally as a GWM sub-division specialising in crossovers in 2013 – made its local debut with the H2 in 2017. The H6 C followed thereafter, before the flagship H9 touched down in 2018.

Shortly before these models arrived, Haval Motors South Africa was founded as a wholly owned subsidiary of the Chinese group, replacing GWM South Africa (which, in contrast, had acted as a local distributor) and lending the firm useful added nimbleness. Haval then quietly went about incrementally increasing its market share in South Africa, with the aforementioned M4 eventually becoming the H1, and the H2 enjoying a thorough update. Sales were growing gradually (as was the national dealer network), but the automaker was still viewed as something of a fringe player in those early days.

A jump-start and a smart strategy in SA

GWM P-Series

All that changed with the arrival of the H2-supplanting Jolion in the second quarter of 2021. The latest-generation H6 followed just a couple of months later, itself landing only six months after the GWM P-Series made its long-awaited local touchdown. Suddenly, GWM in general and Haval in particular were thrust firmly into SA’s automotive limelight.

One question worth asking is whether the likes of the Jolion and latest H6 would have made quite such an impact in South Africa were they wearing GWM badges? The answer is likely no. Haval’s clever brand positioning and vastly improved customer-facing digital experience (its website was recently thoroughly overhauled and its social media following continues to grow at an impressive pace) appears to resonate with countless South Africans.

Of course, the main attraction for real-life buyers – as opposed to the throngs of online commenters – is the value proposition offered by Haval’s latest products, which tend to boast lofty specification levels, including equipment customarily reserved for high-end vehicles, as well as eye-catching exterior styling. The level of perceived build quality is also improving at a rapid rate (though there’s clearly work to be done in the fuel consumption department), all while Haval products dramatically undercut their more mainstream rivals in the pricing stakes.

A closer look at Haval’s sales figures in SA

Haval Jolion

So, just how far has Haval climbed? Well, since April 2022’s figures are now available, we’ll look back at that month – despite it traditionally being a fairly slow time thanks to the number of public holidays – in the preceding few years to gauge the sort of year-on-year progress the automaker has achieved. Unfortunately, neither GWM nor Haval was reporting sales figures to Naamsa in 2017, so we’re forced to skip ahead to the following year.

In April 2018, the GWM brand registered a mere 153 units (nearly 70% of that courtesy of the Steed bakkie) across all segments, which saw it rank 20th on the list of best-selling automakers. Despite the Haval brand being very much part of the fold at that point, its figures were seemingly excluded.

A year later and with products from both brands now finally united under the Haval Motors South Africa banner, the Chinese company rose to 13th overall, with 807 units registered. The GWM Steed managed 156 units (with the M4 and body-on-frame H5 adding 18 units between them) in April 2019, but it was the Haval-badged models that did the heavy lifting, totalling a heady 633 units.

With the industry in turmoil after a hard lockdown was enforced in the early stages of the COVID-19 pandemic (well and truly shuttering the country’s dealerships), Haval registered just 4 units in April 2020 out of a dire industry total of 574. A year later, however, the firm’s effort of 1 112 units was enough for a ranking of 11th.

Haval’s accelerated growth in the past five months

Haval H6

With the Jolion and the third-generation H6 leading the charge for Haval with sales of 390 and 176 units respectively (despite likely being hamstrung by the sort of COVID-19-related supply issues impacting virtually all automakers), the company sold 1 453 units in December 2021. Still, it was the GWM P-Series (724 units) that accounted for the bulk of that volume, helping the automaker break into the top 10.

In January 2022, Haval Motors SA hit a lofty sales record of 2 442 units, which was enough to see it rocket to fifth place overall, tellingly ahead of stalwart brands such as Renault, Nissan, Ford, Kia and Isuzu. While the P-Series (539 units) and Steed (461 units) flew the GWM flag high, it was the Jolion that impressed most, reaching 1 038 units, the first time a Haval product had crossed into four figures. It was ably supported by the H6, which managed 394 units.

Haval Motors SA’s total again exceeded 2 000 units in each of the following two months – 2 054 units in February 2022 (for sixth place) and 2 035 units in March 2022 (for eighth) – proving its January record was no mere flash in the pan. April 2022, however, saw the firm’s tally drop somewhat to 1 393 units, though more than half (736 units) came courtesy of the still-soaring Jolion.

What’s next for Haval in South Africa?

Tank 300

So, where to from here for Haval? Well, the automaker’s global bosses say the target is to seize a spot in “the top five in the South African market in 2023”, while also “ranking first in the SUV industry” and taking on the “Japanese and Korean brands”. In the process, the company is furthermore aiming to achieve a market share as high as 11% next year.

The big-on-value P-Series and rejuvenated Steed will press on in South Africa’s tightly contested light-commercial space, while the five-strong Jolion range and the four-strong H6 line-up will continue to steer the ship in the passenger-vehicle arena (the seven-seater, petrol-only H9 has not proven nearly as popular but is at least due a refresh soon). So, more of the same, really.

However, a hybrid version of the H6 (and possibly the Jolion as well) is on the cards for a local introduction fairly soon, with other potential new-to-SA models including a coupé-style version of the H6, the Haval Big Dog (aka Dargo), various boxy off-roaders (such as the 300) under the Tank sub-brand and perhaps even a smattering of electric offerings from GWM’s fresh-faced Ora marque.

An EV opportunity in South Africa

Ora Good Cat

It’s the latter that has the potential to properly shake things up in South Africa, since Ora is currently building exactly what the local market needs if battery-powered vehicles are ever to go mainstream here: an affordable electric car (we’re thinking the curiously named Good Cat) with a range in excess of 400 km. Right-hand-drive production is already well underway, with the brand established in markets such as Thailand and confirmed for the likes of the United Kingdom and Australia.

The least expensive fully electric vehicle in South Africa right now is the Mini Cooper SE Hatch 3-door, which starts at a whopping R709 400 (despite being saddled with an underwhelming cruising range). Should the Ora Good Cat make its way to local shores, it’d substantially undercut this model – and all other available EVs – while offering a far more useful single-charge range.

In short, Ora has the opportunity to disrupt South Africa’s currently limited EV market in much the same way as Haval has upset the broader status quo in the combustion-engine passenger-vehicle space. Regardless of whether the company plans to grasp that chance, the GWM group finds itself in uncharted waters in SA: it’s a Chinese automaker that is positively thriving thanks to unprecedented consumer acceptance.

Nissan Navara Pro-4X Warrior Still on Cards for SA?

Fresh comments from a Nissan executive in Australia suggest there remains an “opportunity” to introduce the flagship Navara Pro-4X Warrior in markets such as South Africa…

The Nissan Navara Pro-4X Warrior is the toughest (official) version of the refreshed bakkie out there, but it’s currently available only in Australia. However, the latest comments from Nissan suggest the opportunity to introduce something similar in South Africa remains.

Adam Paterson, Nissan Australia’s managing director, revealed to CarsGuide the Japanese firm’s international executives had recently visited Premcar’s production facility in Melbourne where the Warrior model is created (based on the standard Navara Pro-4X imported Down Under from Thailand) on behalf of Nissan Australia.

“As recently as last week the global overseas product director for the Navara programme came to Australia, just because of how important Navara is to the market,” Paterson told the publication.

“We had him over at Premcar; he was very impressed by what we’re putting together as far as the product is concerned. Obviously, it’s very different when you see the car in the flesh versus online. He was very impressed and thinks there are opportunities in other markets. Where that is, and what the timing is, we don’t know,” Paterson said.

South Africa is an obvious choice and one Nissan Australia has mentioned before. In November 2021, for instance, Paterson confirmed to GoAuto that Nissan South Africa had “reached out” about the Warrior model. In South Africa, such as model would do battle with the outgoing Ford Ranger Raptor, the upcoming Toyota Hilux GR Sport and any future Arctic Trucks version of the new Isuzu D-Max.

Of course, Nissan SA currently produces the Navara – which is offered locally with a 2.5-litre turbodiesel engine as opposed to the 2.3-litre unit employed Down Under – at its facility in Rosslyn. Though no announcements have been made, replicating the Premcar set-up at the Gauteng factory would surely make more sense than importing units from Australia.

“[Nissan] sees the opportunity for a conversion like that in other markets, but we don’t know what it would look like or how the programme would be put together. But there’s definitely interest in it,” Paterson said.

So, what makes a Warrior? Well, Premcar upgrades the Navara Pro-4X’s off-road capability with wheel, tyre and suspension enhancements. It also adds a winch-compatible bullbar, Navara-branded bashplate and additional underbody protection, along with a modified towbar and a 100 kg GVM upgrade. The result, according to Premcar, is the “world’s toughest Navara”.

Bentley Continental GT Speed (2022) Review


The magnificent Bentley Continental GT Speed coupe may cost R5 million, but it’s the sheer embodiment of “an iron fist in a velvet glove”.

We like: Craftsmanship, rocketship performance, exclusivity, comfort

We don’t like: Restricted rear space, slightly behind in terms of advanced cabin tech

FAST FACTS

  • Model: Bentley Continental GT Speed
  • Price: R5 045 000 (before options)
  • Engine: 6.0-litre W12 turbopetrol
  • Power/Torque: 485 kW/900 Nm
  • Transmission: dual-clutch automatic
  • Fuel consumption: 13.7 L/100 km (claimed)
  • ​​Luggage capacity: 358 litres

Serious about buying?

Detailed Bentley Continental GT Speed specifications

Search for a used Bentley here

Where does the 2022 Bentley Continental GT Speed fit in?

Bentley Continental GT Speed tracking 1
 The Continental GT Speed seems an anachronism in an increasingly electrified motoring world, but its buyer won’t care.

As the world rushes ever faster to an all-electric future, automotive behemoths such as the 6.0-litre W12-engined Bentley Continental GT Speed are likely to become a) harder to sell and b) even more cherished by petrolhead enthusiasts. As before, the Continental GT is positioned as one of the world’s ultimate grand tourers – one that combines cosseting luxury and stonking (but refined) performance in a usable package that positively drips with desirability.

To lessen production-line complexity (and conform with buyers’ demand), the “regular” Continental GT W12 is no longer offered, so this more performance-oriented Speed is the only derivative (of course, you can still have a convertible – if you prefer to experience 485 kW and 900 Nm al fresco – and there are a variety of trim packages available).

Compared with the previous-generation “Speed”, however, this newcomer is actually lighter, has bigger wheels and brakes, boasts more advanced chassis technology and is, as a consequence, only fractionally slower than the previous-generation “Supersports” derivative.

Rivals? Well, at just over R5 million for a base-specification car, you’re into the heady world of McLarens, Aston Martins and Rolls-Royces, but those brands don’t disclose base pricing in the South African market, so we’ve stuck with two offerings that offer similar performance and GT capability, the BMW M8 Competition Coupe and Porsche 911 Turbo S. However, part of the appeal of a Bentley Continental GT Speed is that it bears a very evocative badge, which those two German rivals simply cannot match.

Compare prices and specs of the Bentley Continental GT Speed Coupe with the BMW M8 Competition Coupe and Porsche 911 Turbo S

How the 2022 Bentley Continental GT Speed fares in terms of…

Design and Packaging

Bentley Continental GT Speed static
 A distinctive and classy physique, which you’d expect from a Bentley, but with the road presence to match.

We think it’s fair to assume that when you buy a car such as a Bentley Continental GT, you’d like it to be noticed. We can definitely confirm that the Speed turns heads and has substantial kerb- and road presence. It’s a low, wide and muscular-looking machine, replete with exquisite detailing. We love the “12” emblems integrated into the flanks, the crystal-effect headlights and even the paintwork, which has a real sparkle to it. The bodywork appears to be tautly stretched over the supersized wheels, which are pieces of art themselves. At the rear, the oval taillamps’ design is echoed by the shape of the exhaust outlets, and a thin LED braking strip light is mounted at the top of the rear screen.

Slip inside and there’s no doubting the Crewe-made machine’s “clubby” upmarket ambience. This particular test car features predominantly black trim, beautifully contrasted with a red secondary hide, plus plenty of piano black and chrome accents. More traditional options (and an array of wood trims) are, of course, available, but we particularly liked the gloss carbon-fibre finish of this car. Also fitted was optional mood lighting, which can be adjusted to various colours and which gives the cabin a truly spectacular ambience at night.

Other highlights include the chromed organ stops for the ventilation outlets (a Bentley tradition), lovely quilted leather on the doors and a rotating display – the latter endows the Speed’s cabin an almost James Bond-esque flavour when it deploys. Essentially, you can have your usual navigation/touchscreen infotainment setup or, at the press of a button, the entire system rotates to reveal a line-up of three analogue gauges, which is far more stylish and befits a car of this nature. It is optional, however.

The seats are superb – their cushioning is undoubtedly on the soft side, but offers enough firmness in the bolsters to keep you in place when the Bentley’s cornering quickly. This particular test unit also featured front comfort-seat specification and therefore, in addition to ventilation and heating, could perform a number of different types of massage.

We know South Africans love a sunroof, so some of you might be disappointed to hear that the Continental GT Speed doesn’t have one. Well, not one that can open, anyway. It has (as an option) a panoramic glass roof with a sliding screen, but that’s it. If you want the wind in your hair, then opt for the convertible variant.

As for the rear accommodation, we were expecting a little more space. After all, this is supposed to be a grand tourer, but the rear seat is really only for kids or smaller adults (and short trips only). We think it’s far more likely that the Speed’s rear seats will be used for extra storage. That said, the boot is of a decent size; its claimed capacity is 358 litres.

Performance and Efficiency

Bentley Continental GT Speed engine bay
 With 900 Nm of torque on tap, sufficient acceleration is always at hand.

Underneath that long and broad bonnet of the Continental GT Speed is the marque’s trademark twin-turbocharged 6.0-litre W12, which is mated with an 8-speed dual-clutch automatic transmission that drives all four wheels. In Speed trim, the engine develops an almighty 485 kW (from 5 000 to 6 000 rpm) and a crunching 900 Nm of torque from 1 500 to 5 000 rpm, so suffice to say the performance is explosive, although it’s delivered in an undramatic (almost serene) manner.

Fire up the big motor and the transmission pre-selects “Bentley” mode – a middle-ground setting between Comfort and Sport that suits the car well. It’s worth noting that, even when shifting manually in Sport mode, the transmission will shift up by itself when the revs reach the red line, so if a truly engaging drive is what you’re after, you have to concentrate.

It’s also not a car that likes its accelerator to be mashed. Given the coupe’s lofty peak outputs, you may anticipate an immediate response when you put “pedal to the metal”, but there is a lag while all that torque gets apportioned. Once the Bentley hooks up, however, acceleration is akin to being teleported to the horizon while squished into a lounge chair.

No, to get the best responsiveness out of this drivetrain, you have to be somewhat delicate with your throttle inputs… Ensure you’ve selected the right gear and then lean on the long pedal… Bentley claims a 0-100-kph time of 3.6 sec, which is pretty rapid for a vehicle that weighs around 2.3 tonnes, and a 335-kph top speed. Serious numbers indeed, but the most impressive aspect of the Speed’s performance is its overtaking punch at cruising speed – that’s what makes it such a wonderfully impressive cross-continent crusher.

Efficiency? Honestly, does it even matter? For the record, Bentley claims an average fuel consumption figure of 13.5 L/100 km. Pah, in their dreams.

Comfort and Features

Bentley Continental GT Speed interior
 There’s a multitude of buttons in the cabin (more than in most modern cars), which is why the centre console looks cluttered.

Given its lofty asking price, the Speed is a feature-loaded vehicle even at base specification (as one would expect), but we doubt that you would ever find such a thing as a “poverty-spec” Continental GT. Once you start shopping at this price level, part of the allure is to configure your machine to your heart’s content, after all.

So, let’s just discuss some of the highlights. As mentioned before, the seats are fantastic and can be specified with a massaging function which, in our view, is one of the best we’ve experienced. Also on offer is a “Naim for Bentley” audio system, which features speakers placed strategically to make it feel like the music is coming through the chairs! It certainly provides an “immersive” experience.

In terms of infotainment features, we’d rate the Continental GT Speed as (gasp!) okay. It features digital instrumentation, but there’s a distinct lack of design flair and adjustability. Sure, you can have the navigation or night-vision displayed in front of you, but there are far more affordable cars that offer more “entertaining” instrumentation displays/options.

The 12.3-inch touchscreen infotainment system is comprehensive and similar to the one used in the Porsche Panamera (also part of the Volkswagen Group) and there are enough physical buttons for those drivers who don’t like pressing on a screen. This, however, can be somewhat of a chore, because the menu system is not as intuitive as it could be.

Ride and Handling

Bentley Continental GT Speed tracking rear
 Bentley has used a few tricks to make its grand tourer handle better. 

In terms of dynamic ability, the Continental GT Speed has a particularly tricky selection of boxes that it needs to tick. On the one hand, it needs to deliver a crushingly comfortable and refined ride – it is, after all, a “grand tourer”. On the other hand, it is also a “Speed”, which means the Bentley needs to be reasonably sharp and engaging (enough) to pilot when its driver is in the mood to have fun. And it must do all that while managing the physics that come part and parcel with being a bit of a Heffalump (by sportscar standards).

The Speed is underpinned by Bentley’s three-chamber, adaptive damping air suspension system. It also sports the British marque’s Dynamic Ride 48V active roll bars, as well as a four-wheel-steering system that’s similar to what is utilised in the Flying Spur, but with different tuning. Rear-wheel steering virtually reduces the car’s wheelbase and tightens the turning circle at lower speeds, but at higher speeds, it works to move the “pivot point” closer to the centre of the car, which, of course, makes the Speed feel more manoeuvrable.

Also part of the exceedingly high-tech dynamics package is torque vectoring – the four-wheel-drive system can shift as much as 70% of the torque to the rear axle, but the ratio can change continuously through a corner to actively manage the dynamic response of the car. In theory, all of this exists in an effort to provide the driver with greater responsiveness.

The reality? Well, let’s deal with the car’s general ride quality first. Many times in the past, cars with a combination of massive (22-inch) wheels and air suspension have been, um, lumped with hobbled ride qualities. The Continental, by contrast, impressively irons out smaller imperfections – it’s as if they’re not there – and absorbs bigger bumps with aplomb.

Even when the less-than-petite Speed is tasked with delivering, shall we say, ungentlemanly performance, it delivers a level of road-holding that simply beggars belief. Impressively, it also resists understeer very well for such a hefty, all-wheel-drive machine, but it never really feels “rear-biased” as the reading material might lead you to expect.

Given the kind of car the Bentley is, neutral handling is about as good as it’s going to get when you’re cornering hard – you’d have to be driving at a ridiculously high speed to get the coupe unstuck. Perhaps predictably, the steering doesn’t offer much feel. Driving enthusiasts would appreciate a weightier twirl – it feels a bit too generic for such a special car.

Price and After-sales Support

The base price for a Continental GT Speed Coupe in South Africa is R5 045 000 (May 2022), but the options list is long and enticing. Bentley includes a 3-year/unlimited km warranty and a 3-year/100 000 km maintenance plan. Services are scheduled once every 12 months/15 000 km.

Verdict

Bentley Continental GT Speed final
 A Bentleys is an item of desire, not something to compare to rivals spec-for-spec.

An evaluation of a car such as the Continental GT Speed based on consumer-journalism criteria would miss the point of Bentley’s W12-engined coupe entirely. For the money, there are cars that are faster, more technologically advanced, more spacious and, subjectively speaking, prettier. Ultimately, the Bentley Continental GT Speed is its own yardstick; rationality does not apply to this product; it’s a car that you instinctively want, rather than need. And if you’re in a position to act on that desire, you’re very fortunate indeed!

Affordable Electric Volkswagens On the Cards

Volkswagen Group is preparing a massive investment into electrification with a new facility in Spain. With the new factory will come a new wave of affordable electric Volkswagens, addressing one of the major issues with EVs.

The 10 billion Euro investment will see the assembly of a battery gigafactory in Spain, which will aid the production of more electric vehicles at the Pamplona and Martorell factories. “This investment of 10 billion euros will electrify Spain and Europe’s second-largest automotive manufacturer, creating a battery Gigafactory in Sagunto, enabling the production of electric vehicles at the Martorell and Pamplona plants, and building-up a comprehensive supplier ecosystem. This is the biggest industrial investment ever made in Spain”, said Herbert Diess, CEO of the Volkswagen Group.

This new gigafactory will have an annual production capacity of 40 GWh, employ more than 3000 people by 2030 and construction begins in the first quarter of 2023. Production of batteries will start in 2026. Impressively, construction of a photovoltaic plant was also approved and this will supply the new gigafactory with green electricity. 

One of the biggest issues around going green and electric cars is the price of the vehicles themselves. There is simply no such thing as a cheap or affordable new electric car. While calculations show that you’ll eventually recoup the costs by not having to buy petrol or diesel, the barrier to entry is far too high for the majority of consumers. As it stands currently, SA’s cheapest electric car is the Mini Cooper SE, which comes in at R710 000.

In comparison, none of the passenger cars in the top 10 best selling cars in the country are over R500 000, indicating we are a price-sensitive market. Granted, there are other factors at play like an unfavourable tax and duty system that punishes importers and more so for electric cars. 

So, what can be done? Volkswagen SA has already given us a taste of both the e-Golf and the ID.3, but neither will go on sale to the public. There’ll be a testing fleet of the Volkswagen ID.4 during 2022, but we expect that to be priced close to R1 million if it is approved for sale. As part of the Spanish gigafactory announcement, Volkswagen Group confirmed there will be smaller electric cars that will be built in Spain from 2025.

While we don’t get SEAT or Skoda models, the little Volkswagen teaser image has us excited. A Polo-sized EV with 350 km of range costing under R500 000 is the dream! Could this model be the Volkswagen ID.1? Fingers crossed we see some affordable electric Volkswagens in SA sooner rather than later.

Want to buy an electric vehicle? See your options for sale here.

Further Reading

Volkswagen ID.4 Testing fleet confirmed for SA

Is it time for South Africa to Switch to EVs?

Will I Am Creates One-Off AMG

Musician Will.I.Am and Mercedes-AMG have collaborated on a one-off project, called The Flip.

This extraordinary-looking vehicle is the result of a colab between Mercedes-AMG and musician Will.I.Am. With the AMG GT 4-door coupe serving as the base for the project, there have been some interesting enhancements, like the front from a Mercedes-AMG G-Class and rearward opening doors. 

It will be shown at the Formula One race that takes place in Miami, Florida. The vehicle was built to help disadvantaged communities gain access to science and art education. Other subtle details are the Will.I.AMG badges and retro-styled five-spoke alloy wheels. From what we understand, the engine was left untouched. 

“I didn’t touch the engine, because AMG really does make the best engines,” will.i.am said in a statement. “I grew up in a ghetto. I grew up with hip-hop. I watched legendary hip-hop artists rap about Mercedes, so it was always a dream to own a Mercedes,” the star said. “For a lot of inner-city kids, owning a Mercedes is a symbol of progress and advancing out of struggle. Now I’ve reached my goal and pushed even higher by reimagining and creating my own vision of an AMG model.”

The AMG GT 4-door supercar is one impressive machine. We spent some time behind the wheel of the 470 kW/900 Nm twin-turbo 4.0-litre V8 model, but there’s an even faster plug-in hybrid derivative with 150 kW and 500 Nm more.

Want to buy an AMG? Browse stock for sale here.

Related content:

Mercedes-AMG GT 63 S Review – Is this really a supercar?

Plug-in hybrid AMG GT 4-door revealed

Lexus LX (2022) Specs & Price

The new Lexus LX has finally touched down in South Africa. Here’s a closer look at the expanded local range, including pricing…

Keen on the Toyota Land Cruiser 300 but want even more luxury and a posher badge? Well, the new Lexus LX has finally arrived in South Africa, though the Japanese firm’s local division warns it is still experiencing “acute supply constraints”.

Whereas the outgoing LX line-up comprised just two derivatives (the 450d at R1 968 600 and the 570 at R2 040 200), the box-fresh J310-generation range features as many as five variants (including, for the first time on the LX, a raft of F Sport models), with pricing starting at R2 206 600 and running through to R2 627 500.

Engine options mirror those of the Land Cruiser 300, which means oil-burning duties are taken care of by a 3.3-litre turbodiesel V6 delivering 225 kW and 700 Nm to all four wheels via a 10-speed automatic transmission. The petrol-fed 3.5-litre V6, meanwhile, generates 305 kW and 650 Nm. Both top out at 210 km/h, though the diesel sips at a claimed 8.3 L/100 km compared with the petrol’s listed figure of 11.3.

Riding on the latest GA-F platform (so, still a tough-as-nails ladder-frame construction), the fresh-faced LX gains all-new front and rear adaptive variable suspension. Lexus bills the newcomer as the most capable LX yet, both on-road and off. All models feature open front and rear differentials and a locking Torsen centre differential.

Interestingly, only the LX 600 comes with seven seats, with the LX 500d, LX 500d F Sport and LX 600 F Sport each featuring five. The LX 600 VIP, meanwhile, accommodates four.

Lexus LX

Here’s what the new Lexus LX looks like without the F Sport trimmings…

The LX 500d and LX 600 ship standard with items such as fingerprint verification for the start button, a 12.3-inch touchscreen, wireless smartphone charging, wood interior trim, a digital rear-view mirror, four-zone climate control, heated front seats, a 25-speaker Mark Levinson surround sound system, adaptive LED headlamps, a hands-free powered tailgate, a moonroof and plenty more.

F Sport models furthermore gain model-specific exterior styling, such as the black mesh grille, more aggressive bumper design and 22-inch F Sport alloy wheels, along with “race-inspired” updates inside, including the alloy pedals, special gauges and the requisite smattering of F Sport logos. The F Sport trim level furthermore adds a rear Torsen limited-slip differential, front and rear performance dampers and a unique electric power steering tune.

Finally, the flagship four-seater VIP model – which is available in petrol guise only – features second-row reclining captain’s chairs and ottomans that Lexus claims “position and hold passengers in their natural, relaxed state”. These individual pews (which are heated and ventilated, and boast a massaging function) recline to a maximum of 48 degrees at the click of a button, while the front passenger seat features an extra front slide mode to further increase space for those at the rear.

How much does the Lexus LX cost in South Africa?

Lexus LX 500d – R2 206 600

Lexus LX 500d F Sport – R2 215 200

Lexus LX 600 F Sport – R2 247 000

Lexus LX 600 – R2 260 400

Lexus LX 600 VIP – R2 627 500

The new Lexus LX ships standard with a 7-year/100 000 km warranty and a maintenance plan of the same length.