Lexus IS300h (2021) Review

Lexus has given the IS a notable update in an effort to maintain the sedan’s relevance in the sports executive segment, but the range is limited to a trio of petrol-electric derivatives and the range-topping Lexus IS300h F Sport version costs nearly R1 million. Is the Japanese premium marque’s offering still worth considering? Read on…

We like: Willing performance, ride quality, comfort and luxury features, solid build quality

We don’t like: Dated interior, doesn’t offer inspired performance, mediocre long-haul efficiency

Fast Facts

Model Tested: Lexus IS300h F Sport
Price as tested: R935 200 (July 2021)
Power unit: 2.5-litre 4-cylinder petrol-electric hybrid
Power/Torque: 164 kW/221 Nm
Transmission: Continuously variable (automatic) transmission
Fuel economy: 5.2 L/100 km (claimed)
Load space: 450 litres

What is it?

The Lexus IS is one of the better-looking sports executive sedans in the segment. Do you agree?

The 3rd-generation Lexus IS was launched in 2013 and received a minor update in 2017, followed by a major update in 2020; the latest iteration joined Lexus South Africa’s line-up in March 2021. The IS does battle in a declining segment (partly due to the rising popularity of crossovers) with the Alfa Romeo Giulia, BMW 3 Series, Audi A4, Jaguar XE and the incoming SA-built Mercedes-Benz C-Class.

Whereas previous iterations of the Japanese premium marque’s sports executive sedan were criticised for being too conservatively styled, this version has a taut design with no shortage of eye-catching exterior detailing. Fittingly, it looks best in range-topping F Sport guise. The IS’ front-end, especially the spindle grille is striking – if you like sharply angled lines. The sedan’s rear haunches are muscular, the wheel arches are amply filled with 19-inch alloy wheels and F-Sport badging lets the world know that this is the flagship IS. Suffice to say the test unit garnered many admiring glances during our test.

Whereas BMW and Mercedes-Benz previously offered hybrid derivatives in their 3 Series and C-Class line-ups (in the case of the latter, the C350e disappeared from the price list relatively recently), the Lexus IS is currently the only model that offers that configuration (in fact, the revised range’s line-up consists solely of petrol-electric derivatives). Whether you appreciate the IS’ bold exterior execution – or not – depends on your taste, but does the Lexus’ hybrid powertrain complement its luxury-car package well… or at least enough to justify the F-Sport version’s near-R1-million price tag? Let’s find out!

What’s the Lexus IS300h like to drive?

The Lexus delivers its performance in a refined manner but it’s not particularly engaging to drive.

Toyota and Lexus are synonymous with advanced hybrid technology and the latter is arguably the premium brand most associated with combining hybrid performance with driving comfort and luxury. In fact, Lexus is perenially-underappreciated in the luxury-vehicle market – owners of Lexus models are not only generally satisfied with the products that they drive – they tend to remain loyal to the brand.

Does the Lexus IS300h F Sport deliver on its promise of blending hybrid performance, comfort and luxury successfully? We’d say yes, but there’s a but… Although the 3rd-generation IS was designed to deliver engaging dynamics and the F Sport derivative looks performance-oriented, the IS300h is neither “exhilarating” nor “exciting” to drive. Does this make it a bad car? No, quite the opposite, in fact.

There really is much to like about the IS, but it depends on what you’re looking for/expecting from the driving experience. Given the IS300h’s power unit – a 2.5-litre 4-cylinder petrol engine mated with an electric motor that develops total outputs of 164 kW and 221 Nm, all of which is directed to the rear wheels using a 7-step continuously variable transmission (CVT) – its “performance” is, well, willing.

While it feels as if the IS300h gains pace fairly rapidly (more so than its 8.7-sec 0-100 kph claimed sprint time suggests), it delivers its acceleration in such a refined manner that the event lacks drama. That can be either a positive or negative attribute, however. Depending on your perspective, the Lexus’ performance characteristics can be construed as gloriously graceful… or overwhelmingly dull.

Unfortunately, the Lexus’ drivetrain moans and drones when you floor the accelerator pedal, but under average driving circumstances, the IS300h F Sport settles into a more pleasing, refined rhythm.

Lexus has improved the ride refinement by introducing a revised suspension, making the IS a pleasingly comfortable cruiser.

We tried out the respective drive modes (Eco, Sport and Sport Plus), but they didn’t seem to change the IS300h’s on-road demeanour markedly, other than the fact that the attractive LFA-inspired central rev counter adopted a racier display when the sedan’s sportier settings were engaged. At least the steering-mounted shift paddles create the impression that you can immerse yourself in the Lexus’ driving experience, but even if you enjoy actuating “virtual gear changes”, the transmission actually performs just as well – if not better – when left to its own devices.

We did a stint of long-distance driving in the test unit (the route stretched from Cape Town to Knysna) and, in terms of overall ride comfort and refinement, the IS certainly excelled. The IS300h’s steering does provide at least a measure of pleasing feedback to the driver, while the updated Adaptive Variable Suspension (AVS) adequately suppresses harsh bumps and dips in the road surface and, ultimately, enhances the Japanese sedan’s handling ability (the AVS can be set to favour ride comfort in Normal or adopt a firmer, sportier attitude in Sport S+). For this facelift, Lexus has not only stiffened the IS’ body structure – it has widened the sedan’s front and rear tracks by 45 mm and 50 mm respectively. As a result, the IS feels more solidly planted on terra firma and noticeably stabler during cornering.

Even though Lexus has done extensive work to improve the IS’ handling characteristics, its extra kerb weight (partly as a result of the additional hybrid-system components) can’t be ignored; it does blunt the IS’ overall dynamism. The IS300h has a kerb weight of about 1 735 kg and you can feel that heft under hard cornering – it’s definitely not as agile or nimble as an equivalent BMW 3 Series (1 545 kg).

Is the Lexus IS300h F Sport fuel efficient?

The IS300h F Sport is not as efficient as you’d imagine it to be.

Hybrids are claimed to offer exemplary fuel efficiency, but few actually deliver on that promise, because while such vehicles are quite efficient when driven in congested traffic conditions, they aren’t all that frugal on longer, open-road trips. In the case of the Lexus IS300h F Sport, that observation rang true. Lexus claims an ambitious 5.2 L/100 km, but our test unit returned figures closer to 8.0 L/100 km.

The Lexus IS300h F Sport does feature regenerative braking and a coasting function to aid and enhance efficiency. The recouped energy can be used by pressing the EV Mode button in the centre console, but this mode is only useful to manoeuvre the IS at slow speeds without calling on the engine. An example of this would be when you are reversing out of a parking bay or crawling through a parking lot. That is as far as pure-electric driving goes. Once you press the accelerator pedal past a certain point of its travel, the IS’ engine will kick in and take over to deliver most of the performance.

Fuel efficiency is seen as a key USP for hybrids, but in conditions where the Lexus’ petrol motor does most of the work, it doesn’t offer a notable efficiency benefit over its conventionally powered rivals.

What’s the interior like?

A comfortable place to be on a long journey…

The Lexus’ premium cabin deserves high praise for its good overall perceived build quality, but some of the knobs in the IS look and feel a bit dated… and there’s a CD player! Does anyone still use CDs? To its credit, this test unit came fitted with sumptuous F Sport Flare Red leather upholstery; the electrically adjustable front seats provided an excellent balance of comfort and support during our road trip.

Given that its origin can be traced back to 2013, the interior’s layout and design can be criticised for being “old school” and riddled with too many buttons but that point is debatable – some people like buttons! Lexus outshines the competition, though, by taking an “all-in” approach when it comes to standard equipment – this range-topping IS is jam-packed with convenience and safety features.

Now that the infotainment system supports touch inputs to its 10.3-inch screen, the panel has been moved forward by approximately 150 mm. The system offers Apple CarPlay and Android Auto compatibility, integrated navigation, Bluetooth and voice control, all of which can be controlled and adjusted using the steering wheel-mounted controls. You can also use the navigation pad in the centre console to execute functions, but it’s hyper-sensitive and requires some practice to get used to… In a way, it’s a legacy item from the pre-facelift model, but again, not everyone likes prodding screens.

The navigation pad in the centre console takes some patience to use effectively.

Furthermore, the IS is equipped with a 360-degree camera system (with reverse-view guidelines), a 17-speaker Mark Levison audio system as well as dual-zone climate control air conditioning.

In terms of safety, Lexus’ sports executive comes well equipped with no fewer than 10 airbags, ABS with EBS, brake assist and electronic stability control with traction control, plus front and rear park distance control. Driver-assist features include active cruise control, pre-collision warning with pedestrian/cyclist detection, lane tracing assist, blind-spot monitoring and rear-cross traffic alert.

As far as practicality goes, rear occupants are well catered for in terms of comfort and space. The boot is sizable too, with Lexus claiming a load capacity of 450 litres. The rear seats can also be folded down in a 60:40 split configuration should you be required to transport longer items.

How much does the Lexus IS300h F Sport cost in South Africa?

The Lexus IS300h F Sport is priced at R935 200 (as of July 2021) and is sold with a 7-year/105 000 km warranty and a 7-year/105 000 km maintenance plan.

See specification details for the Lexus IS300h F Sport

Buy a used Lexus IS on Cars.co.za

Verdict

The IS300h F Sport remains a worthy contender in this segment, as long as you are willing to make peace with what it is – and what it isn’t. If you consider the high levels of luxury and comfort, as well as the sheer number of features that the Lexus offers, it’s a solid alternative to more popular choices in this segment. It’s neither as exciting nor as engaging to drive as it looks, however.

There is little doubt about the inherent dynamism of the IS’ platform – it’s certainly not a soft, squishy luxobarge, but the IS300h F Sport’s hybrid configuration is, by its very nature, efficiency-oriented and not conducive to delivering compelling performance. To its further detriment, the powertrain’s not notably more fuel-efficient compared with its conventionally-powered rivals, at least not in our experience.

By offering the IS as a hybrid-only model in South Africa, Lexus is banking on its hybrid credentials, but unfortunately, the South African market has never quite warmed up to hybrids. As a result, the Japanese luxury firm has arguably marginalised the IS in the local market (it’s now very much a left-field or non-conformist’s choice) – isn’t that a less-than-ideal strategy in a dwindling segment?

If you are ever in the market for a new hybrid sports executive sedan, you know where to go! Aesthetically speaking, the F-Sport version is the most desirable IS derivative, but if the naturally aspirated 3.5-litre V6 was no longer a viable engine option for the local market, perhaps the 2.0-litre turbopetrol (even if it’s not quite as fuel-efficient around town as its petrol-electric sibling) could have sufficed…

This week’s news you need to know (July 2021, Week 3)

In this week’s automotive news you need to know: Opel unwraps a brand new Astra you’ll never see here, Alfa Romeo will sell you a very fast (and equally fast-depreciating) Giulia, Xpeng plans to be the EV tech leader of the future and Hyundai’s Elantra N is a fast sedan competing in a segment that no longer exists.

Opel Astra – Hatching a plan…

Opel recently announced that its future product line-up would focus purely on the SUV market, but, as we know in business, it could all have been “smoke and mirrors” on the part of the Russelsheim-based brand while it quietly prepared to give the Astra its final (probably) outing. It’s not as if the German brand spent gazillions on the Astra’s development, anyway. Peugeot developed the new 308 on the EMP2 platform and the Opel’s essentially a clone. Still, the Astra nameplate has some juice left in it, if there’s enough market appetite for the German hatch, it might migrate further than the EU and UK.

Read more: All-new 2022 Opel Astra unveiled

Back home in SA, there’s still a deep love for Opel, which should not be ignored. If ever Stellantis wanted to capitalise on that, they best do it sooner rather than later before the likes of VW all but take over. It’s been plain sailing for Volkswagen over the past 2 decades, but the time for serious competition is now, so slap some stilts on that Astra and get it over here, Stellantis. The “Opel people” are waiting.

Alfa Romeo GTA – behind the slow-motion promotion shots and emotive music…

Alfa Romeo sure knows how to toy with petrolheads’ emotions. There’s always the promise of a model that will humble German performance sedans and enter the, um, pantheon of ultimate driver’s cars. Well, for what’s been presented so far, the GTA and its wilder GTAm brother make their Bavarian rival (the G80-generation M3) seem rather pedestrian… and gauche. The Milanese marque has a rich history that evokes great names such as Ascari, Fangio, Lauda and even Enzo Ferrari. BMW’s heritage is shorter and lacks mystique; it doesn’t have Alfa’s design flair either and sadly, it never will.

Look, Alfa Romeo was only ever going to produce a few Giulia GTAs, so its humble South African subsidiary was, frankly, lucky to have secured any stock whatsoever. Given the GTA’s stratospheric price of R4 million, the model’s local arrival will achieve little more than serving die-hard fans of the brand who happen to be rolling in cash… and are wholly unconcerned about resale values – I believe that with every fibre of my being. The current state of the Alfa Romeo brand in South Africa is a shame considering that the Milanese brand developed the internationally acclaimed GTV6 3.0 – which is a collector’s item today – right here in Mzansi in the ’80s. Who knows what Stellantis’ local subsidiary is planning for Alfa? I’ve got to admit though, Giulietta (on run-out), Giulia and Stelvio is a rather thin line-up.

Xpeng – leading a charge in a thunderstorm

Xpeng Motors… that name may not sound familiar, but the NYSE-listed Chinese EV start-up is making waves. With firm roots in North America and financial backing from E-commerce giants Alibaba, Xpeng is well-poised to profit from the electric revolution. Not only is the firm eyeing up the EV-hungry Norwegian market – it may ultimately rival giants Tesla and Volkswagen as a leader in the EV space.

You probably won’t be surprised to read that the electric vehicle industry is one of the fastest-growing industries in the world and to say that it’s a tumultuous segment, would be putting it mildly. Xpeng knows this all too well and that’s why it’s firmly invested in research and development (R & D) as a core driver of its business. It understands that every bit of the process, from R & D, to technological advancements, to automation in the manufacturing process, needs to be focused on and that’s why it will be a threat. They’re the tech disruptors within the EV space. Ignore them at your peril.

Hyundai Elantra N – What wins on a Sunday… sells on a Monday?

With the sedan market seemingly all but dead and buried, and the hatch market in hot pursuit (a sad pun there), Hyundai Kia continues to champion the cause of the 3-box, 4-door vehicle. I assume it’s because the Koreans want to maintain momentum in the US market where sedans still sell well. Hyundai has been pushing this development by entering the Elantra in touring-car racing – no, really!

Hyundai’s N Division still believes that motorsport has a part to play in the development of performance-oriented road cars. Huzzah! Technological advancements should trickle down into future N models, then, if they sell in sufficient numbers, Hyundai can scale production to make the N badge more attainable. Seeing as the Elantra has disappeared from the local market because Hyundai SA is focusing its efforts on crossovers and SUVs (even the Kona N is on the cards), we won’t get the Elantra N here. I can understand why, but man, as a compact performance sedans go, the Hyundai looks the business.

JAC T9 Bakkie For SA in 2022

Chinese manufacturer, JAC Motors, is set to introduce a new leisure double cab bakkie in South Africa in early 2022 to take on the GWM P-Series. Meet the JAC T9!

Following the local introduction of the all-new T8 double-cab bakkie in 2020, JAC is looking to further capitalise on opportunity in the double cab segment with the introduction of the flagship T9 leisure double-cab bakkie.

The JAC T9 will be a direct rival to GWM’s P-Series which has proven to be a resounding success in South Africa since it came to market in 2020.

The T9 is an all-new bakkie that made its debut at the 2020 Beijing Auto Show and it’s built on JAC’s JL32 architecture and places emphasis on comfort and luxury features.

In terms of design, the JAC T9 boasts a huge bold grille that’s inspired by the American Bison. The oversize grille is flanked by LED turn signals, LED headlights and LED fog lights. The T9 rides on 18-inch wheels and rugged plastic cladding is seen over the wheel arches and side skirts. An angled sports bar is also fitted and the rear lights adopt a slick vertical design.

Moving inside the T9, JAC has gone with an upmarket design. The upper dashboard is finished with soft-touch trim but the main attraction is the large 10.4-inch vertically-orientated infotainment touchscreen which houses the main vehicle functions as well as the obligatory connectivity features. A 10-inch colour digital instrument cluster relays key driving information to the driver and a multi-function steering wheel provides easy access to key functions.

Other notable features include keyless entry, push-button start, wireless smartphone charger and a 6-way adjustable driver’s seat with leather upholstery throughout.

What engines will power the JAC T9?

The JAC T9 is expected to feature notable outputs and a host of luxury and convenience features to take on the GWM P-Series.

In China, the JAC T9 is powered by an in-house 2.0-litre turbodiesel engine developing 112 kW and 360 Nm as well as a 2.4-litre turbopetrol engine but a JAC spokesperson at the Beijing Auto Show highlighted that international markets will receive an Isuzu-sourced 2.5-litre turbodiesel engine, presumably the same that powers the current Isuzu D-Max with 100 kW and 320 Nm. A 6-speed manual transmission is likely as well as an 8-speed ZF automatic transmission.

Furthermore, late in 2020, Volkswagen increased its stake in JAC from 50% to 75% majority stake and forming Volkswagen Anhui Automotive Company Limited. Approximately €1-Billion was invested to develop electric infrastructure in China.

Note that this is a developing story and exact pricing and specification details for the South African market have yet to be confirmed. It has, however, been confirmed that the new JAC T9 is due to arrive in South Africa in the first quarter of 2022. We will keep you updated as soon as more information becomes available.

Buy a used JAC on Cars.co.za

Cars.co.za and Ford team up with Gift of the Givers for Winter Blanket Drive

As South Africa battles the third wave of the COVID pandemic, Cars.co.za has partnered with Ford South Africa to assist the Gift of the Givers Foundation in bringing much needed warmth to those who most desperately need it during this winter season. See the article below to find out how you can support our Winter Blanket Drive and make a difference.

As our convoy of Ford Rangers pulled into the small town of Touws River in the Western Cape on a particularly cold, mid-winter day, the impact that the COVID19 pandemic has had on this area was immediately apparent. Several of the businesses in the area (including game farms and a train repair company) have had to shut their doors, and the result is that unemployment in the community is as high as 80%. Following an earlier visit by the Gift of the Givers Foundation, it was established that immediate assistance was required – many elderly inhabitants, for example, were taking medicine (if they could find that) on empty stomachs and children were going to bed hungry. And so on this particular mission the Gift of the Givers delivered 5 tonnes of goods, including blankets, food, care packages and supplies for the local soup kitchen.

Members of the Touws River community receive their care packages from Gift of the Givers, Ford and Cars.co.za.

“We have been observing the great work that Gift of the Givers has done all across our country, and have also been looking for a way in which we can play our part,” says Cars.co.za’s Hannes Oosthuizen. “It is therefore a pleasure and an honour for us to join forces with the Gift of the Givers and Ford South Africa, two brands that together have already made a big and positive impact on the lives of many South Africans.

“This Blanket Drive kicked off with targeted assistance of the Touws River community, but we hope to raise enough funds to significantly boost Gift of the Givers’ efforts across our nation. Cars.co.za will kickstart this project by donating all its 2020 Youtube advertising revenue and we call on all South Africans who are able to assist, to donate and help this project bring some warmth and comfort to those communities that have been left battered by not only the Covid pandemic and its repercussions, but also the chilly grip of winter.”

Ford has long been a supporter of the Gift of the Givers Foundation.

“We could see the tears of joy in their eyes as the bakkies were opened and bulk food and blankets were handed out,” says Ali Sablay of Gift of the Givers. “Cape Town is going through harsh weather and cold fronts and the people in Touws River were absolutely amazed that they were receiving a warm blanket from Ford South Africa and Cars.co.za. This is a day that they will never forget,” Sablay says.

“Initiatives like this epitomise the ‘Ford For South Africa’ campaign,” says Neale Hill, managing director of Ford South Africa. “It goes beyond just highlighting Ford’s corporate and product legacy and demonstrates our commitment to this wonderful and vibrant country, and our unwavering dedication to building a promising future for all South Africans,” Hill adds.

How can you assist?

Cars.co.za’s Hannes Oosthuizen helps to distribute blankets in Touws River.

The focus of this particular effort is to get blankets to those people who most urgently need them. To enable Gift of the Givers to acquire enough blankets, we request all donations to be deposited into the following bank account, with the reference being Cars.co.za Blanket Drive. “Any donation, no matter how small, will help this project make a difference in someone’s life. To kickstart the fund, Cars.co.za will be donating all 2020 advertising revenue from its Youtube channel, which comes to just over R100 000,” says Oosthuizen.

Account Name: Gift of the Givers Foundation

Bank: Standard Bank

Account Number: 052137228

Branch Code: 057 525

Branch: Pietermaritzburg, South Africa

About Gift of the Givers

The Gift of the Givers Foundation assists communities across South Africa, daily.

The Gift of the Givers Foundation is the largest disaster response, non-governmental organisation of African origin on the African continent. Assistance is provided unconditionally; to the needy, irrespective of human or animal, race, religion, colour, class, political affiliation or geographic location.

Since its inception in 1992, the organisation has been responsible for the delivery of life-saving goods and on-the-ground support for innumerable people, collectively valued at some R3.2 billion, in more than 43 countries across the globe.

Nissan Navara (2021) Launch Review

The Nissan Navara has “come home”. It’s now a South African-built bakkie – tuned for our conditions and specified to suit the needs of local bakkie buyers. Is the facelifted model good enough to help Nissan secure a bigger share of the leisure double-cab segment? We briefly drove the newcomer in Cape Town this week.

What’s new on the Navara?

It’s fair to say that the arrival of the all-new Navara in 2017 didn’t go down nearly as well as Nissan had hoped. Compared with its predecessor, the imported 3rd-generation (D23) model faced much tougher and diverse competition in the local market and its debut was arguably overshadowed by the arrival of its ill-fated German cousin, the Mercedes-Benz X-Class, with which it shares a platform.

Nissan admittedly attempted to make its leisure double-cab more attractive to luxury-family-car buyers (who would ostensibly use their bakkies to pursue outdoor activities on weekends) by fitting the Navara with a coil-sprung – rather than a traditional leaf-sprung – rear suspension. The thinking behind that was to make the bakkie more stable at speed and that it would deliver a comfortable ride quality when travelling over rougher road surfaces. Results were varied… and most buyers apparently preferred the packaging and specification of the Ford Ranger, Toyota Hilux and Volkswagen Amarok.

The new Navara’s revised face is bold and strong. Red isn’t its best colour, however.

Following a substantial investment in its Rosslyn production facility, Nissan is now assembling the facelifted version of the Navara on local soil. Moreover, the bakkie has undergone extensive local testing and tuning to suit Southern African conditions. Among a plethora of updates, the Navara features a more distinctive (and bold) design – especially at the front, new tyres, suspension improvements, reduced vibration and motion from the body, a recalibrated steering, a larger capacity single-turbo engine, a deeper load tub, plus there’s more in the way of connectivity options and safety features.

New Nissan Navara engine

The new 2.5-litre turbodiesel is surprisingly quiet and seems more refined than the old 2.3-litre unit.

It seems that consumers’ appetite for stronger engines has officially spilt over from the car to the bakkie segment, where Ford, Toyota and especially Volkswagen have extracted rather lofty peak outputs from their pick-up motors. Suffice to say that if a brand wants to offer a bakkie at the high-end of the double-cab market, that model is unlikely to get much of a look in if it cannot produce 450 Nm!

To that end, the pre-facelift Navara’s 2.3-litre turbodiesel has been superseded by a new 2.5-litre single-turbo diesel unit that produces 140 kW and 450 Nm of torque in the LE and PRO (2X or 4X) spec derivatives… and the latter output is just enough for Nissan’s newcomer to stay in the hunt with the Hilux and Ranger.

Out on the road, the engine felt refined and pulled eagerly without sounding laboured at the upper end of its rev range. There was a little bit of lag at pull-away, but the Nissan’s motor certainly doesn’t lack overtaking oomph and quickly got up to freeway speeds. The 7-speed automatic transmission seems to be quite adept at selecting the right gear for the situation; it didn’t hang onto gears needlessly.

Fuel consumption for the new engine is claimed at 8.1 L/100 km, which seems entirely achievable, considering that we saw an indicated return of 9.6 L/100 km after completing the launch route.

What’s the Navara like to drive?

The updated Navara could be the best-riding bakkie on mixed road surfaces.

The Nissan’s reworked suspension (aided by other tweaks to the bakkie’s structure) has undoubtedly resulted in an improved, more forgiving ride quality. While traversing some of the Cape’s wet and pockmarked dirt roads, the Navara’s suspension soaked up the myriad bumps and dips with admirable composure. Whereas many ladder-frame-based vehicles shudder over washboard rutted sections, the Navara felt well-controlled. There is some firmness (you’ll know when you drive over hard ridges), but the ride is particularly stable on dirt. Is this the market’s best-riding bakkie on mixed road surfaces?

Meanwhile, the bakkie’s steering is particularly light and requires some familiarisation. Bakkies usually have light steering configurations (to ensure they’re easy to manoeuvre in slow, off-road situations), but the Navara’s feels even lighter – although quite direct for a bakkie. The following statement may sound ludicrous, but the Navara arguably has the most sportscar-like chassis in the bakkie market!

Once out on the freeway, the Navara was particularly quiet inside, which demonstrates that Nissan has succeeded in its goal of reducing vibration and harshness in the right areas.

Are the insides up to standard?

More features and connectivity are now available, but the Navara’s cabin lacks luxury soft-touch points.

The Nissan’s interior design hasn’t had much of an update, but you do get more connectivity options in the form of 4 USB ports and a 12V power outlet. Android Auto and Apple Carplay can be accessed via a cable connection and displayed through the centre infotainment touchscreen. It’s not as fancy a screen or system as, say, in the Ranger or the updated Hilux, but it does the job.

In terms of outright luxury, the Navara doesn’t compare well with the segment leaders. The cabin is neat, but finished in a variety of plastics, none of which are soft-touch. When you compare the Nissan’s workmanlike interior with the leather-trimmed cabins of the Hilux, Ranger and GWM P-Series, it’s noticeably more utilitarian. That said, the leather seats are particularly comfortable and LE derivatives sport a leather-trimmed steering wheel and transmission shifter. It would be nice, though, to have more soft-touch materials on the dash and door panels – that would lift the level of luxury appreciably.

The top-spec LE and PRO derivatives come equipped with numerous new safety features in the forms of forward-collision alert, automatic emergency braking, high-beam assist and rear cross-traffic alert. PRO versions also feature a 360-degree camera system, navigation and rear privacy glass.

What’s more, the Navara’s load tub has increased in size and now holds a further 100 kg (up to 1 003 kg for the LE and PRO double-cab 4×4 automatic). The 4×2 automatics can hold 1 086 kg. The towing capacities equal those of the Nissan’s rivals (750 kg unbraked and 3 500 kg braked).

Nissan Navara pricing and aftersales

Nissan’s new South African-built Navara is available from R311 000 (for the entry-level single-cab derivative) up to R740 000 for the top-spec Double Cab Pro 4×4. It is sold with a 6-year/150 000 km warranty and a 6-year/90 000 km service plan. For the full list of Navara pricing click here.

Summary

The Nissan load tub can hold 100 kg, which takes the load capacity over 1-tonne.

The updated, locally-produced Nissan Navara stands out as a bakkie that rides especially well and feels stable over all road surfaces. The new engine seems punchy enough to compete with those of the competition and is frugal enough when driven fairly. The interior connectivity and safety options are certainly a step up, but the plasticky feel of the interior lets the package down slightly. If you’re looking for a bakkie that feels fancy inside then the Navara doesn’t quite meet expectations. It will, however, be great to see how it shapes up now against familiar rivals in an upcoming bakkie bonanza shootout.

VW ID.8 will be bigger than Touareg

Big SUV and huge power in the future for the German brand.

VW has confirmed that it will be building a huge battery-powered SUV.

As an expansion of its ID range, this new vehicle is expected to be the size of VW’s Atlas SUV. That means a touch more than 5m in length, making it bigger than the Touareg.

The German car company has been assertive and aggressive in its battery-vehicle strategy and this new ID.8 will be the largest vehicle to use VW’s latest electric platform.

What will power VW’s seven-seater ID.8 SUV? That is a good question. The company has an adequate motor specification, as proven by the 225 kW dual-motor configuration in its ID.6.

Where VW will be challenged, is in the realm of battery capacity. The largest ID.-series battery to date has been a 77 kWh unit which might not have enough energy to give a vehicle of the ID.8’s size usable range.

For large electric vehicles, the more appropriate battery size and energy density are in the 90-100 kWh range. Expect a bigger battery announcement from VW, in this regard, to ensure that the ID.8 has at least 400 km of range.

In conjunction with the news that VW is busy developing the ID.8, the company has also confirmed a new future platform. All the current vehicle platforms will be consolidated into a Scalable Systems Platform (SSP), that could generate the economies of scale and manufacturing simplicity, for VW to transition successfully from internal combustion to electric vehicle production.

An exciting detail of this SSP project is VW’s promised electric motor offering. It will start at 85 kW and peak at 850 kW. The future will most certainly not be slow, for followers of the VW brand.

Harsh Fuel Price Hikes Predicted for August 2021

Brace yourselves, motorists as the Automobile Association of SA is forecasting steep increases in the price of petrol, diesel and paraffin. Here’s why.

A number of factors have contributed to the predicted fuel price hikes, but more seriously, the AA is calling on South Africans to limit all non-essential travel as potential fuel shortages could happen. One of SA’s biggest refineries is based in Durban and in light of the recent civil unrest, has been shut down. This South African Petroleum Refiners (SAPREF) facility supplies 35% of SA’s fuel.

“SAPREF’s declaration of force majeure means that events beyond its control – the recent lawlessness – has forced it to shut down the refinery,” the Association explains. The AA warns that if an operational refinery were to be overrun by criminals, surrounding areas would be at great risk. “Past disasters involving refineries have polluted wide areas and claimed hundreds of lives, so SAPREF’s caution is justified. If the shutdown were to be protracted though, it could impact considerably on fuel supply to many areas, including Gauteng and other northern provinces inland,” it adds.

Other factors that are influencing the prices include the exchange range where the Rand/US Dollar has spiked since the 12th of June. SA imports a fair amount of fuel, which will now obviously cost more. Compounding this is the international price of oil which has been steadily increasing.

So, what’s the bad news? The price of petrol is headed for an increase of 87 cents a litre, diesel 58 cents, and illuminating paraffin 56 cents. Note that while the supply of fuel will not push the prices of fuels higher, the weakening Rand as a result of the riots will play a major role as the exchange rate is a key indicator for the SA fuel price.

What can be done? The AA says motorists should avoid unnecessary trips and not stockpile. “We also advise citizens to work remotely where possible, and our plea to business is to accommodate the difficulties their staff may face if mass transit is affected by fuel shortages” said the AA.

PETRONAS Syntium with CoolTech: From F1 to the road

By virtue of being an official technology partner to the 7-times FIA Formula One world championship-winning Mercedes-AMG team, PETRONAS has developed a range of PETRONAS Syntium with °CoolTech™ technology advanced oils to help you manage your car’s engine temperature, reduce stress on moving parts and prevent heat-related damage. These products are available from Engen and all official stockists nationwide.

PARTNERED CONTENT

Many modern cars’ internal combustion engines have been downsized (in other words, they have smaller capacities) and employ forced-induction technology (such as turbocharging), all of which has made them more fuel-efficient than their predecessors, but they also operate at higher temperatures than ever before. Internal lubrication (by means of engine oil) plays a critical part in transferring that heat away, and it’s under constant attack, causing loss of performance and damaging critical components through devastating metal-on-metal wear.

PETRONAS has taken all the learnings from its involvement in the world’s most demanding motorsport formula to develop PETRONAS Syntium with °CoolTech™ technology that goes to work deep in the heart of your car’s engine. Its strong oil chain performs under extreme pressure, allowing it to withstand and dissipate exceedingly high temperatures and maintain a strong, stable protective film over critical engine components, even at lower viscosities.

°CoolTech™ effectively absorbs and transfers the excessive heat that affects critical parts of your car’s engine and, by helping to regulate the motor’s internal temperature, PETRONAS Syntium defends those vital internal components from frictional damage to reduce wear – and optimise performance.

PETRONAS Syntium 3000 E 5W-40 is suitable for all types of passenger cars, including those with petrol and diesel engines (not equipped with a diesel particulate filter system) and the latest high-performance cars fitted with fuel injection, multi-valve setups, turbocharger/s or a supercharger that operate under the most severe conditions.

PETRONAS Syntium 3000 E 5W-40 is said to deliver outstanding high-temperature oxidation resistance and lubrication stability; it withstands lubricant evaporation loss to stop premature thermal degradation to help prevent engine failure from wear & tear; it facilitates superior fuel economy; has longer drain capability and provides instant lubrication at start-up.

PETRONAS Syntium 5000 AV 5W-30 is specially formulated for engines equipped with emission control devices such as diesel particulate filters and catalytic converters that run under the most extreme & demanding driving conditions. It was developed through PETRONAS’ extensive collaboration with major European car manufacturers and incorporates fully synthetic and environmentally-friendly mid-SAPS lubricant technology.

PETRONAS Syntium 5000 AV 5W-30 delivers excellent protection to after-treatment exhaust systems and has exceptional thermal stability to protect against high-temperature-induced sludge and deposits for ultimate engine power and -cleanliness; it facilitates superior fuel economy and has exceptional shear stability to ensure optimum film thickness at all temperatures and climate conditions. Lastly, it provides instant lubrication at start-up.

PETRONAS Syntium 7000 0W-40 is suitable for all applicable types of passenger cars including petrol and diesel engines (not equipped with a diesel particulate filter system), as well as the latest high-performance cars fitted with, inter alia, fuel injection, multi-valve setups, turbocharger/s or a supercharger that operate under the most severe conditions.

Apart from delivering outstanding high-temperature oxidation resistance and lubrication stability, PETRONAS Syntium 7000 0W-40 offers exceptional high-temperature control to improve drivability and enhance engine performance; it can also withstand high-temperature lubrication evaporation loss to stop premature thermal degradation to help prevent engine failure as a result of wear & tear. Lastly, it provides instant lubrication at engine start-up.

PETRONAS Syntium 3000 FR 5W-30 is suitable for all types of passenger vehicles that run on petrol, diesel, ethanol, compressed natural gas, as well as flex-fuel engines. This includes some of the latest high-performance cars that operate under the most severe conditions.

Apart from delivering outstanding high-temperature oxidation resistance and lubrication stability, PETRONAS Syntium 3000 FR 5W-30 withstands high-temperature lubrication evaporation loss to stop premature thermal oil degradation; it facilitates superior fuel economy; it offers superior reduction of engine deposits and component wear to deliver maximised responsiveness from the engine. Lastly, it provides instant lubrication at engine start-up.

PETRONAS Syntium 5000 XS 5W-30 is suitable for all types of passenger cars including those with petrol and diesel engines (that are equipped with after-treatment exhaust systems), plus the latest high-performance cars fitted with, inter alia, fuel injection, multi-valve setups, turbocharger/s or a supercharger, that operate under the most severe conditions.

Apart from delivering outstanding high-temperature oxidation resistance and lubrication stability, PETRONAS Syntium 5000 XS 5W-30 provides outstanding high-temperature control to improve drivability and enhance engine performance; it withstands high-temperature lubrication evaporation; it offers excellent protection to after-treatment exhaust systems (up to 20% reduction for ash accumulation); it facilitates superior fuel economy; it has longer drain capability and, lastly, provides instant lubrication at engine start-up.

PETRONAS Syntium 500 15W-40 is recommended for use in most types of passenger cars including petrol-powered ones and the latest high-performance cars fitted with fuel injection, multi-valve setups, turbocharger/s or a supercharger that operate under the most extreme conditions.

PETRONAS Syntium 500 15W-40 delivers outstanding high-temperature oxidation control and delivers lubrication stability; it provides reliable protection against deposit and sludge formation and facilitates excellent performance under the most severe driving conditions.

PETRONAS Syntium with °CoolTech™ technology advanced oils is available from Engen and all official stockists nationwide.

Subaru Outback (2021) Review

The all-new Subaru Outback has been introduced in South Africa and we took the opportunity to get acquainted with the all-wheel-drive newcomer’s (impressively broad) skillset. However, in a new vehicle market that’s obsessed with boxy SUVs, the Outback’s station-wagon packaging counts against it, unfortunately.

We like: Excellent ride quality, huge practicality, good offroad capability, a generous list of features.

We don’t like: Unengaging powertrain, intrusive safety systems, polarising design.

Fast Facts:

Model Tested: Subaru Outback 2.5i-Field ES
List Price: R699 000
Engine: 2.5-litre naturally-aspirated 4-cylinder petrol
Power/Torque: 138 kW/245 Nm
Transmission: CVT with steering wheel gearshift paddles
Fuel efficiency: 7.3 L/100 km (claimed)
Load capacity: 522-1 267 Litres

What is it?

The Subaru Outback is an off-road-capable station wagon and, throughout the years, the model has gained a small, but devoted local following. There may be only a few of them, but Outback owners have a near cult-like fanaticism and passion for their vehicles. Not only are Outbacks exceedingly practical – Subaru’s symmetrical all-wheel drive has proven itself time and again in tricky off-road conditions.

We previously tested an Outback (with a 3.6-litre flat-6 petrol motor back) in 2018, but for 2021, Subaru has given the Outback a number of enhancements. It’s bigger than the model that preceded it, but the real changes are under the sheet metal with, inter alia, enhanced safety features, a new infotainment system and an uprated powertrain.

Subaru Outback (2021) Specs & Price

Which models are its rivals?

As far as off-road-capable station wagons are concerned in the South African new-vehicle market, the Subaru Outback is largely peerless as many car companies just don’t sell “estate cars” anymore due to, they say, “a lack of sufficient customer demand”. Volvo SA will sell you a V90 Cross Country, but it’s an executive offering that’s priced way higher than the Subaru.

We then took a look at the SUV market with a price cap of R700k. The Toyota Fortuner in 2.4 GD-6 4×4, Mitsubishi Pajero Sport and Ford Everest 2.0 XLT 4×4 are all exceptionally capable and have the bonus of 7 seats, strong turbodiesel engines and diff-locks. However, those bakkie-based (Adventure) SUVs don’t offer the Subaru’s advanced safety systems and cannot match its refinement either.

A top-spec Toyota RAV4, Haval H9 and the ageing Nissan X-Trail are all rivals too, and there’s a family squabble afoot; the Subaru Forester makes a strong case for itself as an Outback alternative.

What is the Subaru Outback like to drive?

Virtually all the models in Subaru’s current product portfolio offer excellent on-road refinement and are palpably easy to drive – on a variety of surfaces, but the enhancements applied to the new Outback elevate the ‘wagon to a higher category. The model is built on Subaru’s Global Platform, which lends itself to quietness and comfort, and the cabin is well insulated from noise, vibration and harshness.

The Outback’s suspension setup prioritises pliancy – there’s not even a hint of sportiness, but the upshot of that is a truly absorbent ride quality – the Subaru’s underpinnings soak up all but the sharpest of road imperfections and the Bridgestone 225/60 R18 tyres generate very little rumble. The steering setup is light and direct, which helps a lot when you need to manoeuvre the lengthy Outback in town.

You may have noticed that we have yet to mention the Outback’s powertrain; that’s because while it does the basics right, it’s not as strong as those of past Subaru products… Gone are the days of turbocharged flat-4 and roaring flat-6 motors – this generation of Outback is powered by a 2.5-litre naturally-aspirated horizontally-opposed petrol engine that offers a bit more shove than before. Outputs are rated at 138 kW and 245 Nm, while all 4 wheels are driven via a continuously variable transmission (CVT). It’s telling that Subaru doesn’t claim a 0-100 kph time, but our estimates put it “in the 8s”.

Performance is merely adequate, but the Subaru’s engine-transmission combo makes up for it with admirable smoothness and low noise. The Outback does not like to be hurried – it’s best to drive the ‘wagon in a relaxed manner. If you flatten the accelerator pedal (for whatever reason), the Subaru’s powertrain will emit the typical “CVT drone”, although, to be fair, it’s certainly not the noisiest CVT setup that we’ve experienced. Throttle-response is rather leisurely, so overtaking manoeuvres need to be planned, but once the Outback’s reached the national speed limit, its engine settles down nicely.

That being said, CVTs have come a long way and Subaru’s gearless transmissions are probably the best in the business right now. The chief benefit of the CVT is that it keeps the engine in its most fuel-efficient rev-range and while we were some way away from achieving the model’s claimed consumption figure of 7.3 L/100 km, we were satisfied with the Outback’s indicated return of 8.1 L/100 km.

You can use the steering-wheel-mounted ‘shift paddles to actuate simulated “gear changes”. In tricky off-road conditions, it was handy to select that “1st gear” to double up as a makeshift low-range mode.

Is it adept at travelling off-road?

Of course, given that we’re reviewing a Subaru Outback, there needs to be some mention of the test unit’s off-road abilities. Starting with some basic gravel driving, we felt at ease pressing on at pace on gravel (and, sometimes, muddy) backroads. The level of stability the ‘wagon exhibited while traversing a flat gravel road at three-digit (kph) speeds was mightily impressive.

The symmetrical all-wheel-drive system is controlled by X-Mode, which cleverly directs power to the wheels with the most traction. There are modes for snow, mud, ruts and so on, but we didn’t feel the need to engage any of them until we had to traverse some rather challenging terrain in the Subaru.

The vehicle also has hill descent control, a ground clearance of 213 mm, as well as approach and departure angles of 19.7 degrees and 22.6 degrees, respectively. There’s no low-range transfer case, but we found the all-wheel-drive system to be easily capable of propelling the Outback out of deep ruts.

What’s the interior of the updated Outback like?

When you climb inside the new Outback for the first time, you’ll find a spacious and well-lit interior. The driving position is just about spot on (the driver’s seat is 10-way electrically adjustable) and you do get that “high-riding feeling” when ensconced in either of the front seats. Subaru appears to have paid special attention to occupant comfort, because those front seats are some of the best in the business.

The fascia, meanwhile, is dominated by an 11.6-inch infotainment touchscreen (with portrait orientation). Subaru has done away with most of the switchgear on the hang-down section – most onboard functions can now be controlled via the tablet-style infotainment system. As far as features go, the Outback is very well appointed, it offers virtually every feature you’d expect to get at this price point.

Here are but a few examples: the panoramic sunroof gives the cabin a spacious ambience, the infotainment system is Android Auto and Apple CarPlay compatible and a 12-speaker Harman Kardon audio system produces good sound quality. The Outback further features 2 USB ports for the front cabin and 2 for the rear passengers, as well as a pair of 12V DC power outlets. The seats are heated, as is the multifunction steering wheel. The roof rails are quite functional too – in other words, ready for you to bolt bike racks or luggage boxes onto them. The load-bay tailgate is now electrically operated.

In terms of safety features, the Outback is one of the most advanced family cars we’ve tested. Apart from being fitted with 8 airbags, it comes with a more advanced version of Eyesight driver assistance.

Eyesight is Subaru’s name for its semi-autonomous tech and this includes adaptive cruise control, automatic pre-collision braking, lane-departure- & trailer sway warning, lane-keep assist, as well as Lead Vehicle Start Alert. This generation of Outback now gains blind-spot monitor (BSM), lane-change assist (LCA), rear cross-traffic alert (RCTA), reverse automatic braking (RAB) and EyeSight Assist Monitor.

Does it all actually work? Well, we’re big fans of RCTA, which is handy when you need to reverse out of bays in busy parking lots (it audibly warns you if vehicles that you cannot see are travelling in your direction) and we experienced the automatic pre-collision braking system in action when the Outback detected an imminent fender bender and slowed itself without any driver intervention.

We also discovered that if you take your eyes off the road for too long, the system will refocus your attention swiftly (through an audible alert). Finally, when you switch off the engine, you’ll get a message to check the rear passenger area. We’ve seen some fancy safety suites, but this was a lot to take in. The systems can be a bit intrusive/overbearing, but thankfully you can toggle their respective settings.

Is the new Outback practical?

The new Outback has grown in size: it’s 50 mm longer and 35 mm wider than its predecessor. The load bay is 24 mm wider and longer, and its aperture is been increased to make loading/unloading easier.

Previous iterations of the Outback didn’t lack interior space, but the model offers generous space (especially legroom) for adults and one of the most capacious load bays in its segment. Simply put: there’s no shortage of head-, shoulder- and legroom, even for the tallest of occupants. Our tallest tester (1.91 metres) did the sit-behind-himself test and found that there was plenty of rear legroom still available.

The Outback’s claimed luggage capacity is 522 litres, with a considerable 1 267 litres on offer with the rear seats folded down. The load bay features hooks to secure cargo, quick-release handles (to fold the rear seatback down), as well as another 12V power outlet. There’s enough length in the load area to accommodate a full-sized 29-inch mountain bike… as well as a set of golf clubs. Impressive!

How much does the Subaru Outback cost in South Africa?

The new Subaru Outback 2.5i-Field ES retails for R699 000 (July 2021), which includes a 3-year/75 000 km maintenance plan as well as a 5-year/150 000 km warranty.

New Subaru Outback Specs & Prices in South Africa

Verdict

Let’s get the reality check out of the way first. Station wagons represent but a tiny pocket of the SUV-dominated new-vehicle market. So far, Subaru SA has sold fewer than 100 units of its off-road-capable Outback every year. In comparison, Toyota retailed 9 635 units of the Fortuner in 2020. Also, many local motorists associate station wagons with funeral hearses, which is, well, unfortunate.

However, many (if not most) car purchases in South Africa are motivated more by the heart (emotion), than the head (logic). The talented Subaru Outback is the Leatherman multitool of the car world. It has an exceptionally broad set of skills and at the price, you’ll be hard-pressed to find an off-road-capable family vehicle that is as comprehensively equipped, safe, refined and practical.

Don’t be put off by the Subaru’s less-than-vigorous powertrain, the model is overtly comfort-biased and economy-focused – as long as you don’t plan to tow large trailers, its performance should be fine. If you appreciate station-wagon looks and enjoy adventuring, you’d be hard-pressed to beat this criminally underrated offering. For R700k, it represents a very accomplished package that’s ready for action.

Book a test drive of the new Subaru Outback here

Sharper look for Volkswagen Lamando AKA Jetta

The Volkswagen Lamando AKA Jetta gets some curves – but it’s not quite an Arteon.

Volkswagen is huge in China. When most German car companies laughed at the idea of Chinese vehicle ownership in the 1980s, VW was investing.

That has paid huge dividends and the German company enjoys a strong market presence, in what is arguably the world’s most important market. And strangely, the Chinese remain very committed to sedans.

This means that although South Africans might pine for the Jetta, amidst a sea of crossover and SUV vehicle options, the Chinese get some rather unique variants.

An updated Lamando is the latest of these. This is essentially a Jetta with some Chinese influence styling. The result could best be classed as ‘interesting’, with the gaping lower section grille, and sweeping headlamps.

VW is offering the 2021 Lamando with no less than five different alloy wheel options, for those discerning Chinese customers. Sizes are in the 16- to 18-inch range, with the smaller wheels obviously yielding superior ride quality, thanks to their larger casing tyres, with greater air volume.

As with most contemporary VW products, the Lamando has a full-length reflector, which runs across its rear.

How big is it? According to the Chinese ministry of industry and information technology, the Lamando is 4.78m long and only 1.46m tall. That makes it the same height as a current seventh-generation Jetta, but a touch longer.

Powering the Lamando is a humble version of VW’s 1.4 TSI engine, delivering 110kW. The Jetta has enormous brand equity in China. It was the model which effectively launched VW’s presence there, in the mid-1980s.

Therefore, it is no surprise that VW continues to leverage Jetta’s legacy in China, with unique variants, such as Lamando. And no, they aren’t going to do a Lamando R.

Lexus IS300h (2021) Review

Fast Facts

What is it?

What’s the Lexus IS300h like to drive?

Is the Lexus IS300h F Sport fuel efficient?

What’s the interior like?

How much does the Lexus IS300h F Sport cost in South Africa?

Verdict

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JAC T9 Bakkie For SA in 2022

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VW ID.8 will be bigger than Touareg

Big SUV and huge power in the future for the German brand.

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Harsh Fuel Price Hikes Predicted for August 2021

Brace yourselves, motorists as the Automobile Association of SA is forecasting steep increases in the price of petrol, diesel and paraffin. Here’s why.

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PETRONAS Syntium with CoolTech: From F1 to the road

Subaru Outback (2021) Review

Fast Facts:

What is it?

Which models are its rivals?

What is the Subaru Outback like to drive?

Is it adept at travelling off-road?

What’s the interior of the updated Outback like?

Is the new Outback practical?

How much does the Subaru Outback cost in South Africa?

Verdict

Further Reading

Sharper look for Volkswagen Lamando AKA Jetta

The Volkswagen Lamando AKA Jetta gets some curves – but it’s not quite an Arteon.

Further Reading