Considering how popular SUVs have become, Kia is expected to introduce an all-electric SUV and the Concept EV9 you see here hints at what Kia envisions for a production EV9 SUV.
The teaser images of the Concept EV9 show a bold, wide and angular design that projects a futuristic look. Kia says, “Following the launch of EV6, the Kia Concept EV9 is an intriguing glimpse into the future direction of the all-electric SUV, combining progressive design, state-of-the-art tech, and an advanced all-electric powertrain in one pioneering package.”
The interior rendering further show a clean, uncluttered design that’s “been honed to give the driver and passengers a light, flexible and adaptive interior space as the experience of the journey evolves”, says Kia.
The cabin also features an ultra-wide interactive display as well as an interesting new steering wheel design.
The Concept EV9 will make its official debut at AutoMobility LA on 17 November 2021 where further details will be revealed.
Kia Commits to Sustainability
Kia plans to be carbon neutral by 2045.
This week, Kia announced its commitment to becoming a ‘Sustainable Mobility Solutions Provider’. As such, the firm aims to become fully carbon neutral by 2045.
Kia’s carbon-neutral goal is underpinned by 3 main pillars including ‘Sustainable Mobility’, ‘Sustainable Planet’ and ‘Sustainable Energy’. These pillars will guide the brand’s efforts to reduce carbon emissions across its operations including supply, logistics, vehicle production and waste disposal.
By 2045, Kia hopes to reduce its carbon emissions by 97% and will implement additional measures to fully offset the remaining carbon emissions.
In 2020, Kia announced its Plan S strategy which outlined the brand’s journey towards becoming a leader in the Electric Vehicle market. With a significant investment of $25-billion, Kia is planning to introduce up to 11 new EVs by 2025 and with 7 new Battery-Electric Vehicles (BEVs) due in 2027. More so, Kia will also introduce its first Hydrogen Fuel-Cell Vehicle (FCEV) in 2028 to complement its BEV lineup. Kia says it will accelerate its Plan S strategy to meet its goals.
By 2035, Kia is expected to be fully electric in Europe with other global markets to follow by 2040.
Kia will also work with its suppliers to reduce emissions and will launch a carbon emissions monitoring system in 2022 which will provide data-driven solutions to its partner companies. Kia will focus on using ‘green steel’ as the steel industry remains a major contributor to global carbon emissions.
Furthermore, Kia is also committing to preserving the natural environment with a focus on marine ecosystems.
Kia will launch a ‘Blue Carbon’ project that will aim to restore and preserve Korea’s coastal wetlands in an effort to boost its blue carbon (carbon absorbed and stored in seaweed and mudflats effectively diminishing the amount of carbon in the atmosphere).
Kia has also partnered with ‘The Ocean Cleanup’ to develop a resource circulation system whereby Kia will supply materials needed to build the Interceptors that collect plastic in river systems. Kia will then use the plastic waste for materials in its vehicle production with a planned plastic re-use increase of 20% by 2030. Increased recycling during the vehicle disposal stage will also be implemented and pilot projects for second-life battery energy storage systems (SLBESS) will take place with external partners from 2022.
By 2030, Kia’s overseas production facilities are expected to run on renewable electricity and by 2040, Kia’s domestic production sites will follow. Kia’s site in Slovakia already runs on 100% green electricity. To do this Kia will look to the sun and implement vast solar arrays in Korea, the US, China and India while also using hydrogen fuel cell technology in the manufacturing process. Hydrogen fuel cell technology is expected to reduce carbon emissions by 1% per annum through the implementation of Carbon Capture, Utilisation and Storage CCUS) technology. Finally, Kia’s company fleet vehicles will all be BEVs or FCEVs by 2030.
Understanding your instalment sale agreement [Part 1]
Start your journey to vehicle ownership with the help of our Street Smart video series, brought to you by Absa Vehicle Finance. “If you finance the purchase of your vehicle through a credit provider, it’s important that you fully understand the details of the instalment sale agreement,” says Absa’s Sbu Dhlamini.
PARTNERED CONTENT
If you’re in the market to buy a car, you may decide to finance the vehicle’s purchase by means of an instalment sale agreement with a credit provider, such as a bank. In the first instalment of a 2-part feature, Sbu (Sibusiso) Dhlamini – head of compliance at Absa – explains some of the terms used in this agreement, as well as the accompanying tax invoice…
What does the principal debt mean?
Dhlamini: An instalment sale agreement between you and a credit provider allows you to buy a vehicle or asset using the principal debt, which you repay by means of regular instalments (usually monthly repayments) over an agreed period, along with fees and interest.
The principal debt is the total amount a credit provider agrees to lend you and is made up of various amounts, which are regulated by the National Credit Act.
These include:
The tax invoice amount or loan amount, being the total amount paid to a dealer for the asset, less any cash deposit or vehicle trade-in;
An initiation fee, unless you pay this to the credit provider upfront;
Additional fees or charges as set out in Section 102 of the National Credit Act; and
Premiums for any credit insurance such as credit life or asset insurance (if required by the credit provider).
What additional fees or charges may be included in the principal debt?
Dhlamini: Fees and charges for additional services are regulated by Section 102 of the National Credit Act and may only be charged by the credit provider if you appoint them as your agent to arrange the services on your behalf.
These include:
The cost of any extended warranty product taken up for the asset;
Delivery and initial fuelling charges; and
Licence and registration fees for the asset.
What is the asset?
Dhlamini: The asset is the motor vehicle that you are buying and is described on your tax invoice and instalment sale agreement by referring to its make, model, year of first registration and engine/chassis number.
Interest rates may be variable or fixed – what does this mean?
Dhlamini: Credit providers charge interest on the balance outstanding on your principal debt. Interest is calculated daily and debited monthly, quarterly or annually, depending on the payment frequency you’ve chosen.
If the interest rate on your principal debt is variable, it will change as your credit provider’s “reference rate” changes. This is also known as the prime rate. A credit provider will let you know if there are changes in its prime rate and if there are any adjustments to your instalment amount due to the rate change.
If the interest rate on your principal debt is fixed, the interest rate will stay unchanged for the full term of your instalment sale agreement – regardless of whether the prime rate is adjusted up or down.
In the first episode of our series – brought to you by Absa Vehicle Finance, Fulufhelo Mandane (Absa’s head of dealer relationships for Gauteng and Limpopo) discussed what you need to consider before you start shopping for a vehicle, the costs of ownership and your various finance options. Absa First-time Buyer Guide to Vehicle Finance
In the video that followed, Mandane’s colleague Gordon Wood (Absa’s head of dealer relationships for KwaZulu-Natal & Mpumalanga) detailed how the new Aftermarket Guidelines, which were recently introduced in the motor industry, affect you as a vehicle owner. Absa’s Guide to Responsible Vehicle Ownership
More recently, Michelle Moodley (Absa’s head of sales enablement) emphasised the importance of taking precautions to avoid falling into fraudsters’ traps. Vehicle Sales Fraud: What to look out for
Suzuki has revealed its new Celerio hatchback in India and it’s been confirmed to arrive in South Africa in the first half of 2022.
The current Suzuki Celerio has been around since 2014 and the time has come for Suzuki to bring an all-new Celerio to market.
The reveal of the new Celerio has taken place in India where it’s produced and has been confirmed for an introduction in South Africa in the first half of 2022.
The new Celerio is built on Suzuki’s HEARTECT platform, the same which underpins the Swift and S-Presso and features a rounder, more bulbous design than the outgoing Celerio.
With a length of 3 695mm and width of 1 655mm, the Celerio is both longer (+95mm) and wider (+55mm) than the current Celerio.
The interior of the new Celerio is a marked improvement over its predecessor.
One of the Celerio’s key USP’s is space and Suzuki says that the space and comfort offering in the new Celerio has been improved upon with the load bay now measuring at 313 litres which is some 40% larger than the outgoing Celerio. The new Celerio is also fitted with a 7-inch touchscreen infotainment system that will take care of your connectivity needs and other features include keyless entry, push-button start, multifunction steering wheel, height-adjustable driver’s seat and 60:40 split rear seats.
In terms of safety, dual front airbags are fitted along with ABS with EBD and hill-hold assist.
As for the engine that will power the new Celerio, it’s a 3-cylinder, 1.0-litre, naturally aspirated engine with 49 kW and 89 Nm of torque. This engine is paired to either a 5-speed manual transmission or as Suzuki calls it, an Auto Gear Shift (AGS) transmission which is an automated manual transmission (AMT). Fuel efficiency is another major USP for the Celerio and the AMT Celerio is said to return around 3.7 L/100km while the manual Celerio claims 4.0 L/100km.
South African pricing and specification details will be made available closer to launch in the first half of 2022.
Meet the Peugeot Landtrek – a French/Chinese double-cab that was launched in our market this week. South Africans have an insatiable appetite, love, and passion for bakkies, but the Landtrek is up against a horde of well-established models. Does it stand a chance? We got behind the newcomer’s wheel.
This week, some social media commentators suggested that every new (non-mainstream) bakkie on our market seems to be based on the Nissan Navara, but this is NOT the case with the Landtrek. Instead, the Landtrek is a result of Peugeot and its Chinese joint venture partner Changan Automobile working together to create a sub-brand called Kaicene and its first product was the China-only F70.
The more seasoned petrolheads among us can attest that the Landtrek is not Peugeot’s first rodeo in the bakkie market; the French brand at least has some legacy in this department – the 404 and 504 bakkies from 1963 and 1979 are the most well-known examples. The lineage stretches back even further than that – a Peugeot 202 pickup debuted as long ago as 1938, as a matter of fact!
Peugeot SA is in a good space – it’s opening new dealerships and the brand’s sales numbers are on the up. Its newcomer enters a segment of the market that, despite the pandemic and difficult economic conditions, has rallied throughout the past 2 years; it commands around 30% of total new vehicle sales and buyers tend to favour double-cabs with turbodiesel engines mated with automatic transmissions.
What’s on offer?
The Peugeot Landtrek is built in China and retains some styling traits of the French marque, both inside and out. Peugeot is offering the Landtrek in 2 flavours: Allure 4×2 and 4Action 4×4. Both are powered by a 1.9-litre 4-cylinder turbodiesel engine that produces 110 kW and 350 Nm and is combined with a 6-speed automatic transmission. So far, the newcomer is on trend with the market’s preferences, then.
In terms of off-road capabilities, the Landtrek 4Action 4×4 offers shift-on-the-fly 2H to 4H, as well as a low-range transfer case (for 4L), has an approach/departure angle of 29 and 27 degrees respectively, a maximum wading depth of 600 mm and a ground clearance of 235 mm, which puts it in good company.
The Allure 4×2 and 4Action 4×4 come with an impressive array of standard equipment and customers can choose from 6 exterior finishes. Peugeot SA also confirmed it would be offering an accessories programme for the bakkie, which includes canopies, bike racks, and roof racks, to name but a few options.
Landtrek specifications
Allure 4×2
17-inch alloys Chrome detailing Electric, heated folding mirrors LED daytime running lights Load bin light Partial cloth/leather trim Cooled glovebox 6 cupholders Leather-trimmed multifunction steering wheel Electric windows 10-inch HD infotainment system with Android Auto/Apple CarPlay 10 GB onboard storage 2x USB ports Auto lights and -wipers Tyre pressure sensors 180-degree reverse-view camera Rear park assist
4Action 4×4
All of the above, plus:
18-inch alloys Side steps Further chrome detailing Leather trim 6-way adjustable driver and passenger seat On-board satellite navigation 360-degree camera 4×4 low-range gearbox Rear mechanical differential lock Additional safety features: lane departure warning.
Standard safety equipment includes ABS with EBD and EBA, electronic stability -, traction-, hill descent- and trailer stability, as well as hill-start assist. Half a dozen airbags are fitted.
Peugeot Landtrek ride and drive
The Peugeot Landtrek is a rather attractive and premium-looking bakkie, particularly when viewed from the front. The array of interesting exterior colours, including Olea Green (shown here), makes it stand out a bit more than other offerings in the segment. When you step inside, you’ll spot traditional Peugeot trim details, such as piano key-like switches on the fascia and the substantial infotainment screen.
There’s a decidedly upmarket feel to the cabin, which has a thoroughly modern design and is equipped with enough tech features to keep most buyers happy (we think). For a bakkie – a vehicle that is a light commercial vehicle at its very core – the Landtrek is among the plusher and better-equipped offerings in its segment.
Our launch route was lengthy; it comprised highway driving, urban crawling and we had a chance to put the vehicle through its paces on a 4×4 track. Our first impression of the newcomer was, unfortunately, not positive: the 1.9-litre engine feels quite sluggish when pulling away. There’s a bit of turbo lag when you flatten the accelerator pedal, so you’ll need to be mindful of the motor’s leisurely acceleration.
However, once the French bakkie is up to speed, it offers adequate performance for its engine size; it does not battle to keep up with traffic, for example. The 6-speed automatic ‘box provides smooth upshifts, but, again, tends to hesitate before changing down. There’s a manual override and a sport mode, which helps negate this lethargy by increasing the engine’s responsiveness. There’s also an eco-driving mode, but we didn’t feel its effect… To the bakkie’s credit, in normal mode, we averaged around 9 L/100 km, which is close to Peugeot’s claim of 8.9 L/100 km (4×2) and 9.1 L/100 km (4×4).
As far as ride and handling are concerned, the Landtrek’s on-road demeanour is not dissimilar to those of most bakkies (based on a ladder-frame chassis with a leaf-spring suspension at the back). Without any weight on the rear axle, the Peugeot’s body does tend to jiggle about when traversing uneven road surfaces. We did, however, find that the front suspension coped admirably with some particularly poor sections of road and the level of NVH was pretty low. Then there’s that steering setup, which is very light and easy to wield – and that’s handy when executing tight maneuvres in a large double-cab bakkie.
Meanwhile, the 4Action derivative completed the 4×4 course with little fuss. The 4×4 operation is straightforward with a rotary dial that enables you to switch between 2-High, 4-High and 4-Low with ease. The rear diff-lock is activated by a button and helped to get us out of one particularly nasty dip. The 360-degree camera system lets you survey the surrounding terrain and its display is impressively sharp.
Summary
Not to be unkind, but the Peugeot Landtrek is unlikely to challenge the marquee bakkie nameplates (Hilux and Ranger). Peugeot, despite its bakkie history, simply does not have brand cachet in the bakkie market, which partly explains why the discontinued (Mitsubishi Triton-based) Fiat Fullback never sold well. The bakkie fraternity is decidedly brand-loyal and usually reluctant to adopt as-yet-unproven models.
Having said that, with the bakkie market being so diverse (it offers a variety of models across a broad price spectrum), there’s an opportunity for the Peugeot Landtrek to steal sales from the other fringe players, such as the Mazda BT-50, Mahindra Pik-Up and Mitsubishi Triton. The tremendous value-for-money proposition of Chinese brand GWM’s P-Series is bound to trouble all of the above, however.
So, should you take a second look at the Peugeot Landtrek? The newcomer offers a well-appointed, upmarket cabin with good levels of fit and finish – it will certainly appeal to family-car buyers. The weak point of the Landtrek package is its seemingly gutless powertrain. Peugeot, JAC and Mazda offer a 1.9-litre turbodiesel engine in their bakkies, but most manufacturers offer bigger motors in their products and we have to remind ourselves that the majority of bakkies that journalists evaluate produce considerably higher outputs than the Landtrek. Perhaps we should lower our expectations accordingly.
We look forward to a second date with the Landtrek, this time on our home turf for a longer period of time to really understand the bakkie and get to grips with what’s on offer.
How much does the Peugeot Landtrek cost in SA?
The new bakkie offering from Peugeot is sold with a 5-year/100 000 km warranty, and a 5-year/100 000 km service plan.
The all-new Toyota GR Corolla will come to market with the same engine as the GR Yaris, but cranked up to 224 kW!
Toyota promised much, and over delivered, with its GR Yaris. And for those who need four doors and safer luggage space, the Corolla version might be even better.
The GR Yaris power- and drivetrain technology could be the answer to years of performance sedan expectations, for loyal fans of Toyota.
With its compact 1.6-litre engine boosting 198 kW and 360 Nm, split among all four wheels with a driver-centric arrangement of trick differentials, the GR Yaris is a tremendous drive. And the Corolla will be even more potent.
A leaked dealer forum document rates the Corolla GR at 224 kW. That’s a tidy gain over the Yaris, but why didn’t Toyota just makes the three-door hatch equally powerful? Weight. That’s why.
Although the GR Corolla is rumoured to allow for a gloriously impractical rear-seat deletion option, it’s still a heavier platform and monocoque than the Yaris.
To ensure the three-door car isn’t at an outright performance advantage, Toyota engineers have harvested more power, from the 1.6-litre engine, for the slightly heavier GR Corolla application.
Expect all the driving experience highlights offered by Yaris, on the first proper go-faster Corolla, in decades. A six-speed manual gearbox and rewarding all-wheel-drive system, calibrated to give the Corolla great nose authority through corners, could make this a true alternative to the AMG 35-series sedan.
Toyota is not divulging any details, but the business case and scaling for a GR Corolla are obvious. The Japanese company is known for its brilliant platform sharing and sensible amortizing of technology costs.
A standalone GR Yaris will never justify the engine and drivetrain investment Toyota has made. But a GR Corolla will definitely help to reward the development cost, with an additional performance car revenue stream.
Any six-speed manual version of the current Corolla platform, with all-wheel drive and a 224 kW engine, would be a true spiritual successor to Toyota’s RXi brand values.
Expect to see the all-new Toyota GR Corolla revealed late in 2022.
A new third-generation Toyota Avanza has broken cover in Indonesia with bold styling and a revamped interior.
The Toyota Avanza is somewhat of a household name in South Africa as it’s served as an affordable people mover for many years. In fact, the second generation Avanza is over a decade old and was recently replaced by the new Toyota Rumion.
Now that the Rumion is here, it’s unlikely that this new Avanza will see the light of day in South Africa anytime soon.
On that note, let’s take a look at what South Africans are missing out on!
New Avanza Looks Good
The new Toyota Avanza is larger than the model it replaces and features a modernized cabin.
In terms of dimensions, is 205mm longer (4 395 mm) than its predecessor, 70 mm wider (1 730 mm) and stands up to 5mm higher (1 700 mm). The Avanza’s wheelbase has also increased by 95 mm to 2 750 mm.
The new Avanza is built on the Daihatsu New Global Architecture (DNGA) platform and adopts a monocoque construction ( previously ladder frame) and now is front-wheel-drive (previously rear-wheel drive).
The new Avanza’s styling is certainly bold and is highlighted by slim LED headlights and a large, gaping trapezoidal grille with an edgy design that makes the current Rumion look rather soft. Also note that the grille design differs slightly as there are 2 flavours offered in Indonesia, the regular Avanza and the sportier Veloz derivative, the latter featuring more of a RAV4-type grille treatment.
The new Avanza’s interior is much better than the model it replaces.
As for the interior, it’s been thoroughly modernised in comparison to the outgoing Avanza and features such as a new multifunction steering wheel, dashboard-mounted infotainment system and leather-cloth combination upholstery make for an attractive cabin. The more upmarket Veloz derivative gains features such as fancier trim elements, a digital instrument cluster and even a roof-mounted infotainment screen to keep rear passengers entertained. As before, the Avanza is a 7-seater and now offers improved flexibility to create more space for passengers and luggage.
The new Avanza is powered by 2 powerplants including a naturally-aspirated 1.3-litre petrol engine with 72 kW and 121 Nm and paired with a 5-speed manual transmission as well as a 1.5-litre petrol engine with 78 kW and 137 Nm which is paired to either a 5-speed manual or CVT.
Do you think that this new Toyota Avanza is better than the current Toyota Rumion on offer in South Africa?
Porsche has blended the ultimate combination of cars into one with Taycan Cross Turismo. It’s an electric station wagon with SUV levels of ground clearance… perfect for any situation, right?
The Porsche Taycan has been widely hailed as a superb effort at an electric car. But it’s not the sort of car you’d ever want to take on a gravel road.
So for electric vehicle enthusiasts with a taste for adventure, Porsche had plans to tweak the formula, and have come up with this, the off-road capable Taycan Cross Turismo.
In this video, our video guy Ciro De Siena heads to a dirt oval racetrack just outside Cape Town to test out the Taycan’s “Gravel mode”.
With chunky tyres, all-wheel-drive and air suspension which creates a good deal more ground clearance, the Cross Turismo should be able to cope.
Even still, this could be one of the more curious reviews we’ve ever conducted.
Subaru updated its XV earlier this year and we’ve had a chance to review the firm’s refreshed all-wheel-drive crossover, which seemed so ahead of its time when it debuted in 2012. Now that the 2nd-generation model is 4 years old, is it still a strong contender in a segment that’s positively bursting with high-riding family cars?
We like: Excellent refinement, all-weather and all-terrain stability, comprehensive specification, smart safety tech.
We don’t like: Unengaging powertrain, limited load-bay capacity
Fast Facts:
Model tested: Subaru XV 2.0i-S ES
Price: R509 000 (November 2021)
Engine: 2.0-litre naturally-aspirated 4-cylinder petrol
Subaru had the idea to produce a high-riding and all-wheel-driven crossover when the segment was still in its infancy. The XV’s styling is understated, but the test unit’s bold metallic paint finish makes up for it.
Subaru has quite a strong reputation among petrolheads. Who could ever forget those rally-inspired Impreza WRX STIs with their bonnet scoops, gold rims and boot-lid scaffolding as they huffed and banged their way around town? These days, however, although the WRX and its STI variant are still around, the Shibuya-based firm is best known for its SUV line-up; in fact, the brand has a loyal and devoted following.
You see, the Forester family car and its Outback station wagon sibling are a lot more practical and capable than their conservative designs suggest. Although hardcore 4×4 enthusiasts still favour chassis-based vehicles with low-range transfer cases, Subaru’s combination of symmetrical all-wheel drive and good ground clearance has allowed the Japanese marque’s products to travel further faster than most unibody family cars.
With the SUV body style (still) all the rage in the vehicle market, it makes perfect business sense for Subaru to turn its focus to the crossover/family car segment. Don’t get us wrong, the booted Impreza still has its place and is a competent product (plus there is a new WRX model on the way), but the reality is the compact-sedan segment is in decline – and new-vehicle sales statistics bear that out.
In a market that’s dominated by passenger-car models with off-roader-inspired styling (but little in the way of genuine all-road ability), the XV is the real deal.
In a way, Subaru anticipated this market trend well and launched its XV crossover as long ago as 2012. Now, almost 10 years on, the updated version of the 2nd-generation model has touched down in South Africa. The XV has undergone only minor changes, but the brand is hopeful that the updates will help the XV to keep pace with the latest offerings in this rapidly growing segment.
Some of the noteworthy upgrades to the 2021 Subaru XV include a mild visual update at the front of the vehicle; customers have a choice of new exterior colours; the addition of 2 drive modes; an upgraded front-facing camera safety system; memory seat functionality for the driver, plus the Japanese manufacturer says it has tweaked the model’s suspension and steering for more comfort and better responses respectively.
Suffice to say, the segment in which the Subaru XV competes is bursting at the seams! Almost every brand is offering some form of crossover, but the customer who buys a Subaru will be after something that offers more-than-nominal “gravel travel” ability. We’ve narrowed this down to vehicles that offer all-wheel drive and are priced between R500 000 and R600 000 – there aren’t many of them.
The first rival out of the blocks is the Volkswagen T-Roc 2.0TSI 140kW 4Motion Designwith its 2.0-litre turbocharged 4-cylinder and 4Motion all-wheel drive. The next is an interesting offering from Jeep, the 2.4-litre naturally-aspirated Renegade 4×4 Trailhawk, which has a 4WD Low mode built into its electronic stability control system.
At first glance, the Subaru XV looks like a run-of-the-mill hatchback with a fetching metallic paint finish and handsome dual-tone 18-inch alloy wheels… You could be forgiven for thinking: “Just how capable could it possibly be (when it’s not travelling on ashalt)?” Well, with 220 mm of ride height, symmetrical all-wheel-drive system and protective black cladding, this model can take you a lot further off-road than you think, but more on that later…
Step inside and the first thing you’ll notice is the large infotainment screen. Subaru knows the XV is aimed at the younger generation who crave connectivity, so the model comes with Apple CarPlay/Android Auto compatibility and 4x USB ports. It’s not an entirely touchscreen-based interface either – there are plenty of conventional buttons. There’s a lot to take in – at first glance, you could be a little overwhelmed by the myriad displays and switches.
Still, there’s a youthful look and feel about the cabin, with plenty of premium touches such as the leather-trimmed seats with orange contrast stitching and piano-black gloss plastic inserts.
Although the interior design is quite conservative by contemporary standards, the cabin is well finished and the Apple CarPlay/Android Auto infotainment setup is a boon.
Marginal luggage capacity has been a drawback of the XV (both generations) and sadly the post-facelift iteration fares no better in that regard. In a segment that’s all about families and the lifestyle market, the Subaru’s 310 litres is just not sufficient for the model to be considered a compact family car. You can fold down the 60/40-split rear seatback to get more space, but if load-carrying ability is important, look elsewhere.
The Subaru’s load bay isn’t that short, it’s just notably shallower than those of its front-wheel-drive rivals.
Despite the small load bay, the rest of the cabin is airy and spacious. Even if there isn’t much space for luggage, the XV’s rear legroom is quite generous. We wonder if Subaru’s designers were told “you can have one or the other, not both” and they opted to prioritise rear legroom… This author conducted the sit-behind-yourself test and despite my tall stature, I was satisfied with the aft knee- and headroom.
Comfort and safety features
Subaru’s products are usually loaded with a generous list of features and the updated XV is no exception. There are 2 derivatives on offer with a price difference of R64 000. In this top-spec derivative, you are afforded, inter alia, a sunroof, Xenon lights, auto wipers and -lights, LED foglights, keyless entry and start, rear parking sensors and reverse-view camera, leather trim, as well as the Subaru EyeSight safety suite.
The upgraded Subaru EyeSight system is excellent but can be intrusive if you’re not paying attention. For example, if you’ve stopped at an intersection and the traffic ahead of you then pull away, the car will alert you to that fact. When a pedestrian crossed in front of the XV at one point during the test (they weren’t at risk), the EyeSight cameras detected them, sounded an alert and automatically applied a mild braking force.
Among other things, the digital display atop the dashboard shows the incline at which the vehicle is travelling.
During our photoshoot for this review, we attempted to reverse really close to the edge of a wheat field and the car hit the brakes automatically when it calculated that we were in danger of “colliding with the scenery”. It sounds like overkill and, yes, you can dial back the system’s sensitivity, but I didn’t. Instead, I used the systems to make me a better driver, by driving more conservatively and observing safer following distances. Subaru’s EyeSight system also includes radar-guided cruise control as well as lane-keeping assist. There are also 7 airbags.
There’s a really cool secondary screen that displays info such as a real-time economy figure, vehicle pitch angle (for when you’re off-roading) and a quick summary of the dual-zone climate control settings.
Ride and handling
Thanks to a tweak of the XV’s suspension, Subaru’s crossover blends surefootedness with a pliant ride quality and admirable body control.
Under the bonnet sits a 2.0-litre naturally-aspirated 4-cylinder petrol engine that produces 115 kW and 196 Nm. Power goes to all 4 wheels via a continuously-variable automatic transmission (CVT). Now, at this point, you may suspect this mechanical combination won’t be the most engaging of powertrains – and you’d be right. Subaru has gone the refinement and efficiency route; therefore, the XV is a competent cruiser.
One of the updates to the XV sees the introduction of some additional drive modes (over and above the X-Mode settings). Dubbed Subaru Intelligent Drive, customers have the choice between Standard and Sport, which is controlled by a button on the steering wheel. Hitting that Sport button doesn’t make a huge difference… other than a slight increase in responsiveness.
Although the XV’s continuously variable automatic transmission doesn’t facilitate driver engagement, it suits the model’s load-back, easygoing demeanour.
This powertrain can be a bit sluggish to respond, particularly when you’re executing 80-120 kph overtaking manoeuvres. Outright acceleration isn’t great either – Subaru’s claim of 10.4 sec for the 0-to-100 kph sprint underscores that. The CVT is smooth (we stand by our claim that Subaru produces the best versions of these transmissions), but if you floor the accelerator pedal, don’t expect a sudden surge of power.
The main benefits of going the CVT route are the economy and cruising comfort, and while we couldn’t get close to the manufacturer’s claimed fuel consumption, 8.1 L/100 km was a fair result.
This latest round of updates also sees Subaru implement some minor changes to the XV’s suspension and steering setups and, while we’ve never had misgivings about the Japanese crossover’s driving manners, the facelifted model’s ride quality feels even more polished and composed while riding on its stylish 18-inch wheels.
The suspension’s pliancy is excellent, providing suppleness and effortlessly soaking up imperfections in the road. Despite its hiked-up ride height, body roll is kept to a minimum and we’re left wondering about the potential of an XV with a turbo engine. Imagine, a Mercedes-AMG GLA 35 rival!
Symmetrical all-wheel drive remains the best part of the XV. It’s not a part-time setup (as on most top-end crossovers) and is very handy in inclement weather. During this unit’s tenure in our test fleet, we once drove home in a heavy rainstorm that lashed Cape Town. In torrential rain and on a stretch of road that’s known for aquaplaning, the XV felt sure-footed and composed; not once did it lose grip.
When you travel on low-grip (non-sealed) road surfaces, the Subaru’s X-Modes provides additional peace of mind.
Then there’s the “gravel travel” aspect. We’ve always maintained that the basis for a credible off-roader (even a part-time one) is decent ground clearance and some form of all-wheel drive, and the XV has both. While the Subaru doesn’t feature a low-range transfer case, the CVT and the X-Mode off-road system actually enables you to travel pretty far off the beaten track.
X-Mode incorporates snow/dirt/deep snow/mud settings, as well as hill descent control and, while we didn’t venture too far into the proverbial bundu, there’s a reason why Subarus are hugely popular in the United States and Canada (countries that endure harsh winter conditions). Thanks to the XV’s 220 mm of ground clearance, you’ll be able to clear most obstacles on an unsealed road surface.
How much does the Subaru XV cost in South Africa?
The Subaru XV range starts from R445 000, while this top-spec derivative costs R509 000. The vehicle is sold with a 3-year/75 000km maintenance plan, as well as a 5-year/150 000 km warranty, both of which can be optionally extended.
Now in the 2nd half of its product cycle, the XV still impresses as a comprehensively equipped alternative to premium marques’ crossovers, most of which don’t offer all-wheel drive.
The changes that Subaru has applied to its crossover might be considered minor, but the XV continues to deliver the goods. The 2017/18 Cars.co.za Consumer Awards category finalist impressed us back then (when this model was new) with its equipment levels (especially safety features), ride quality, occupant comfort as well as all-terrain competence (within reason). This updated model is no different.
Should you buy one? With new car prices reaching stratospheric heights, it’s indeed a challenge to find a well-thought-out and generously equipped compact crossover that is seemingly as adept on gravel as on asphalt roads, especially one that comes equipped with excellent semi-autonomous safety features as standard. Even if the XV remains the nonconformist’s choice, those who appreciate its product concept will be not be disappointed.
If you’re prepared to live with the Subaru’s smallish load bay and uninvolving driving experience, then the XV makes a compelling case for itself in comparison to other crossovers (of the premium compact variety). If you’re really concerned about its limited cargo-carrying capacity, perhaps you should consider investing in a Thule roof box…
Peugeot Landtrek vs GWM P Series: Spec Check
How does the newly-introduced Peugeot Landtrek compare to its most obvious rival?
After an absence of many decades, Peugeot has returned to the South African bakkie market with the Landtrek.
The French brand is keen on harvesting some of the local market’s very profitable double-cab bakkie demand, but the competition is significant.
Peugeot has priced the Landtrek way beyond the psychological R500 000 barrier, with its Landtrek 4×2 double cab retailing at R579 900 and the 4×4 at R669 900. Those price points are rather ambitious, to put it mildly.
You can buy a Hilux – for less
For R30 000 less than the Landtrek 4×4, you can buy a Hilux 2.4 GD6 4×4 auto in Raider speciation. At R638 200 the Hilux is a better bakkie in every possible way, but for the Peugeot’s neatly designed and interesting cabin that looks to be pulled mostly from the 3008 SUV.
An even bigger issue for Peugeot’s Landtrek, is the Chinese question. This is not a French bakkie – at all! It is not even sold in France. The Landtrek is a Chinese double-cab. A rebadged version of the Changan Kaicene F70.
Forget about the idea of a European brand association. The Landtrek should be compared to a rival Chinese bakkie, to see if it offers any unrecognized value. And that becomes even more problematic.
GWM’s P Series has taken the local market by storm. This double cab is a clear indication of the rapidly evolving ability of the Chinese automotive industry to develop a quality product.
Engine specification is perhaps the most significant issue for Landtrek, other than price.
Peugeot only has a 1.9-litre turbodiesel on offer in the Landtrek, boosting 110 kW and 350 Nm. Those aren’t terrible output numbers for an engine of 1.9-litres, but compared to the P-Series, it lags.
GWM’s P Series only has 100cc more capacity, but its 2-litre turbodiesel produces 120 kW and 400 Nm. And crucially, those engine outputs are leveraged by an eight-speed automatic transmission.
Landtrek potentially better than P-Series on the trail
Both bakkies are quite equally matched off-road.
The Landtrek has a marginal 3 mm advantage in ground clearance (235- to 232 mm), with each offering an electronically locking rear differential and low range.
Peugeot can also claim some superiority in approach angle geometry, with the Landtrek’s 29-degree approach angle being greater than the GWM premium double-cab’s 27-degrees.
You can’t ignore the price
GWM’s P Series LT (its top-spec offering) is R599 900 and lacks for nothing, despite being R70 000 cheaper than Peugeot’s Landtrek.
It matches Landtrek’s infotainment offering (the touchscreen is only an inch narrower) but has adaptive cruise control and comprehensive driver assistance systems.
Even the P Series LS 4×4 double-cab, at R494 900, is still competitively equipped and undercuts its Peugeot rival by nearly R175 000.
Volvo has issued a recall for certain S60 and S80 sedans in South Africa. Here’s what you need to know…
The latest recall announcement from Volvo affects S60 and S80 sedans produced between 2001 and 2003. In South Africa, a total of 4 128 cars are affected by this recall.
Following a recent investigation by Volvo Cars and inflator manufacturer, ZF, it has been revealed that there may be a defect with the driver airbag. In the event of a collision and the driver airbag is deployed, it’s said that the driver frontal airbag inflator may rupture and release metal fragments when the airbag is deployed. The affected part is the FG2 Twin Driver Airbag inflator with a 5AT 148N propellant.
One fatality involving this faulty inflator has been recorded and Volvo component testing indicated that roughly 1% of Volvo cars could be impacted worldwide.
Considering the age of the vehicles, some are not active on Volvo’s retail network and Volvo SA will therefore also use the electronic national administration traffic information system (eNaTIS) and National Association of Automobile Manufacturers of South Africa (naamsa) to send a Quality Bulletin (QB) recall letter to current owners.
