Volkswagen is further expanding its Transporter range to include a single cab and double cab variant.
Hot off the launch of the Transporter 6.1 during March 2021, VW is adding more utility-minded versions of the famous model. Soon you will be able to buy a single or double cab Transporter for under R500k. This isn’t the first time the brand is offering these models as they were offered in the previous generation as well.
VW Transporter engines
The single cab offers a single engine option of the 81 kW and 250 Nm turbodiesel mated with a 5-speed manual transmission.
The double cab offers more performance than some leisure double cabs on the market with the additional choice of a 146 kW and 450 Nm turbodiesel with a 7-speed DSG ‘box.
Both models are equipped with a long-wheelbase chassis with a maximum load capacity of 3.2 tons.
Obviously, the single cab has a bigger load bed and is said to be able to load up to 4 Euro pallets while the double cab can load 2 Euro pallets.
Dimensions for the bakkies are as follows:
Single Cab dimensions
2 939 mm load length
1 940 mm load width
392 mm board height
904 mm loading height
Double cab dimensions
2 169 mm load length
1 940 mm load width
392 mm board height
904 mm loading height
Options are available if you want to improve the interior or add passive safety features to the Transporter. A 6.5-inch touchscreen radio with 2 USB Type-C ports is standard on both models. This system is also available with optional navigation.
Volkswagen Transporter pricing
Volkswagen Transporter T6.1 single cab – R424 900 incl VAT
Update: New Mercedes-AMG SL to Replace GT Roadster
Reports have confirmed that the GT Roadster will be replaced by the forthcoming SL sports car which is due to be fully revealed in 2021.
Update: Not too long ago, the viability of the SL was hanging precariously in the balance as the presence of the GT Roadster made the svelte AMG cruiser redundant. Now though, things are looking up for the iconic SL. With the GT Roadster due to be discontinued (as confirmed by reports), the new SL will step in to claim its share of the luxury roadster segment. Also, AMG fans are by now well aware of the brand's shift towards high-performance hybridised powertrains which will form the backbone of future generation AMG products. You may recall that the next AMG C63 will feature a 4-cylinder 2.0-litre performance hybrid powertrain that will spell the end for the much-loved 4.0 V8
In August 2020, Mercedes-Benz has released images of its next-generation SL, which is being developed by AMG and will revert to its soft-top sports car configuration. And, although the final design is hidden under camouflage, it will incorporate cues from the iconic ‘50s original.
“Following extensive digital development, test-stand runs and simulator trials,” Benz says, the 7th-generation SL (R232) “is now entering a scheduled phase of wide-ranging dynamic driving tests – at the Immendingen proving ground and also on public roads.”
At the time, the Three-pointed Star did not reveal much else, apart from saying the new SL, which will be launched in 2021, would “go back to its roots, which began in motorsport in 1952.
Manana Nhlanhla's beautiful and iconic 1959 Mercedes-Benz 190SL was featured in the 6th episode of SentiMETAL.
That echoes a statement made by Mercedes-Benz design chief Gorden Wagener, who previously told Autocar that the iconic SL would return to its sportscar roots, not only in terms of its sinuous styling, though – the new model will be based on the aluminium-intensive MSA (modular sports architecture) platform, which Mercedes-AMG division will also use to produce the next generation of the GT (and its various variants).
What’s more, like the upcoming BMW 4 Series Cabriolet derivative, the next SL will feature a lighter folding soft-top instead of the retractable hardtop (Vario Roof), which has featured on the iconic model since the 5-generation R230.
The upcoming R232-series SL is being developed by AMG and will share its underpinnings with the next-generation GT model.
Judging from these images, the newcomer has a classic long bonnet, a sharp nose and cab-back profile, but it has lost that fleshy rump/3-quarters that designers have been obligated to add to the SL's shape to help accommodate the bulky components of a retractable hardtop in addition, of course, to availing usable measure of boot space.
The SL won’t be a full roadster however, it will have a 2+2 seating configuration, although the rear seats will be small (more suited for children), which would make it marginally more practical than the current car (for what that’s worth).
Since the curvy Fifties and Sixties models, the SL first became blockier (with the R107 “Panzerwagen” model), then longer and portlier (from the Nineties R129 and Noughties R230) and finally, the much-criticised bluff-nosed and cumbersome boulevard cruiser that is the R231, which came to market in 2012 and was facelifted about 4 years ago.
Through the generations, the SL has grown in dimensions and morphed into a grand tourer. We tested the SL500 in late 2016.
“For me, the most beautiful SL is the original model,” Wagener told Autocar. “We’ve taken some of that DNA, starting with the proportions, the surface treatment, things like that. In that respect, the new SL is probably the closest to the first one ever.”
Which is great news and, although the SL will share its platform with the next GT/GT C Roadster, they will remain very distinctive products. Wagener added: “The GT is more of a race car and the SL is more of a sports car. You will clearly see the differences.”
The Vario Roof was practical, but detracted from the previous SL's dynamism and elegance. That's why the soft-top's back.
Remember, the R232 will be a luxury car first and foremost. Such is the stiffness of the upcoming SL’s all-aluminium architecture that the package won’t suffer a significant loss in torsional rigidity without a folding hardtop. What’s more, advances in materials technology mean the designers believe they can achieve close to the R231’s noise-suppression qualities with a weight-saving soft-top, Whichcar reports.
We also expect that the SL, like the next-generation S-Class, will incorporate Level 3 Highway Assist autonomous driving technology, the next version of AirMatic+ active suspension (which scans the road to pre-arm the air suspension and dampers for bumps ahead) and perhaps even active anti-roll bars that facilitate flat cornering at a wider variety of speeds. Cabin materials and finishes will be first-class.
In terms of powertrains, the R232 and AMG versions are likely to share axle assemblies, suspension, steering systems, a 48V electric architecture, as well as turbocharged straight-6 and twin-turbo V8 hybridised powerplants mated with 9-speed automatic transmissions (AMG derivatives will feature 9-speed Speedshift ‘boxes).
The quartet of trapezoidal exhaust tips suggest that the car at the rear is an AMG derivative in disguise.
Autocar reports that the range is likely to begin with an SL 450 EQ Boost powered by a 3.0-litre turbopetrol producing 272 kW, along with an added 16 kW from the integrated starter motor. There will also be a hotter SL 53 AMG, with 321 kW from a beefed-up version of the former’s straight-6 engine (and 16 kW of e-assistance). The SL 500 EQ Boost will feature a torquier turbocharged 4.0-litre V8 and the top-of-the-range SL63 AMG will produce “in excess of 447 kW” and 22 kW-plus of electric boost in S guise.
“It’s kind of a burden to be responsible for the SL, but we had to make sure this iconic car had a bright future,” AMG boss Tobias Moers said in 2020. “The weight of responsibility is heavy but what we’re doing is good. We are taking the new all-aluminium SL back to its roots: it’ll be sportier, but also better for everyday use.”
We will keep you informed as official details of the new Mercedes-AMG SL are released.
Toyota is being conservative, with its big luxury 4×4.
The slow tease of Toyota’s new Land Cruiser continues. Although the Japanese company is trying to keep details about the Land Cruiser 300 guarded, there has now been the obligatory patent drawing discovery.
Any automotive brand has to file technical diagrams and drawings with relevant training and patent authorities, and these usually allow for quite a bit of detail to be revealed.
A series of technical drawings, to assist Toyota staff in understanding the new Land Cruiser’s build and fitment, has given a lot of clues to what the new ‘Cruiser will be like inside.
The Land Cruiser 300 exterior will not differ radically, using much of the legacy design language which has established its unique sense of presence. Where the most significant architectural changes are to be had, regard the cabin and ergonomics.
In the realm of automotive digitisation and functions, the market has evolved enormously in the past decade. Something which has generally passed Land Cruiser followers by, as the soon to be retired 200-Series, was launched in the late 2000s.
What is clear from these Toyota technical sketches, is that Land Cruiser 300 will feature a very cleverly configured interior environment. Toyota recognises that its luxury SUV customers are more likely to use their vehicles in testing off-road environments, than virtually any other equivalent brand or model.
To ensure a cabin architecture that is both effortlessly digitized, but also intuitively usable when traversing Kalahari dunes or crawling up Sani pass in winter, Toyota’s industrial designers have blended old with new.
A 12.3-inch touchscreen infotainment system is affixed above the centre console, which should relay most of the entertainment, device pairing and navigation information for Land Cruiser 300. But loyal ‘Cruiser fans will be thrilled that a series of physical knobs and dials have been retained.
Most luxury SUVs are now produced with sweeping touchscreens, controlling virtually all functions. Although the appearance might be fantastically futuristic, the functionality is not ideal when driving off-road.
Controlling HVAC or adjusting in-car entertainment is deeply annoying via a touchscreen interface when you are barrelling along on a bumpy gravel road. Toyota knows this and has decided to include several physical buttons, in its new ‘Cruiser 300.
Another interesting detail of the forthcoming ‘Cruiser 300, is that these technical drawings show both a push-button and traditional ignition barrel starting system, indicating that Toyota will be marketing a Safari specification version of its luxury SUV.
The new Land Cruiser 300 is expected to be revealed by early May 2021.
After a long wait, the all-new Toyota GR86 has been revealed. Here are some details about the naturally aspirated rear-wheel-drive coupe.
The Toyota GR86 is a lightweight, rear-wheel-drive coupe that’s been engineered from the ground up to be an enthusiast’s car. It ticks all the boxes for driving engagement; rear-wheel drive, nimble, light, manual gearbox and a rev-happy naturally-aspirated motor. Granted, most modern performance hatchbacks would leave it for dead, but that’s not the point of this car.
As the saying goes, ‘it’s more fun driving a slow car fast, than a fast car slow’ and the GR86’s thrills could be had at 70 kph, with plenty of manageable driving action. It wasn’t without fault though, that engine could have done with a touch more torque and it became surprisingly expensive at the end of its lifespan.
Now for 2021, there’s an all-new Toyota GR86. Again developed in conjunction with Subaru, who revealed its BRZ late in 2020 for the North American and Japanese markets only, the new GR86 brings a new design, new suspension and most importantly, a new engine. The new Toyota ’86 is the third model in the GR portfolio, underlining Toyota’s ambition to shake off its predictable and no-fun image from a few years back. With the Supra GR and the new Yaris GR (due in South Africa in the middle of 2021), Toyota is keen to show it still knows how to build fun and engaging driving machines.
The new engine is again a lightweight, horizontally-opposed 4-cylinder petrol unit, but capacity has been up to 2.4-litre. Power is rated at 173 kW and 250 Nm, which is a big jump from the 147 kW and 205 Nm of the outgoing 86. Toyota has worked extensively on the car’s weight-saving program and there are lightweight materials across the board, such as aluminium roof and body panels. The work doesn’t stop there though, with torsional rigidity increasing by around 50% and the vehicle tips the scales at 1 270 kg – about the same as a Volkswagen Golf. Toyota claims it will be the lightest 4-seater coupe in its class.
By keeping the weight down and maintaining a low centre of gravity, the Toyota GR86 should be a hands-on driving machine. The previous generation sold more than 200 000 units, proving there’s a case for a back-to-basics analogue sportscar. We’re yet to hear from Toyota SA with regards to local availability, but Toyota has confirmed a European market introduction with more details coming this year.
The Automotive Business Council (naamsa) has released new car sales figures for the month of March 2021. A full year has now passed since the Covid-19 lockdown commenced which consequently sent the automotive industry into a deep downward spiral for much of the year. Now, however, the industry appears to be on the mend… See the new car sales summary below!
Commenting on the automotive industry’s recovery, naamsa CEO, said: “the turnaround in the new vehicle market has commenced during March 2021 compared to the corresponding month last year when the country lockdown restrictions resulted in the temporary suspension of vehicle production and sales towards the end of March 2020.
“The industry is expected to start recapturing lost demand on its recovery path in 2021, considering the close correlation between new vehicle sales and the country's anticipated annual GDP growth rate in excess of 3%. However, structural constraints, which exist in the economy, coupled with the growing debt of the country and the ongoing electricity capacity limitations that business may be faced with in the future do not bode well for a quick recovery. New vehicle sales in 2021 may also be hampered by stock shortages of some models in the coming months, caused by COVID-19 induced manufacturing supply chain disruptions, such as the current global shortage of semi-conductors, or computer chips, an important part of modern vehicles”
New Car Sales Summary – March 2021
Aggregate industry sales of 44 217 units up by 31.8% (from 33 546 units in March 2020)
Passenger car sales at 27 330 units up by 23.4% or 5 187 units compared to the 22 143 units sold in March 2020.
Light Commercial Vehicle (LCV) sales at 14 375 units up by 52.4% or 4 941 units compared to the 9 434 units sold in March 2020.
Vehicle exports at 40 026 up by 38.6% or 11 137 units compared to the 28 889 units exported in March 2020.
While the automotive industry and the South African economy, in general, is on the road to recovery, uncertainty driven by the ongoing Covid-19 pandemic will persist for the foreseeable future. Compounding insecurity is the increasing instability of local electricity supply from Eskom with further load shedding expected as South Africa heads into winter.
Lebogang Gaoaketse, Head of Marketing and Communication at WesBank Vehicle and Asset Finance commented, “With interest rates remaining stable at their low levels, a constantly – albeit slowly – improving supply of imported vehicles, and a slightly healthier economy operating within eased levels of restrictions, we expect the market to continue recovering well. While we have seen a significant increase in the average deal size financed by WesBank, we don’t expect new vehicle prices to increase dramatically. This will also provide added stimulus to the market and is a positive sign of consumer sentiment and ability to participate in the new vehicle market.”
The used car market, however, remains positively buoyant and continues to provide value for local buyers.
BMW's first-ever M8 is also available in convertible guise. While undeniably fast and seductive, the M8 Competition Convertible is also very, very heavy – and prohibitively expensive. Then, of course, the big question remains: Is this R3.6-million drop-top powerhouse a true M car?
We like: Rocketship performance, excellent build quality
We don’t like: Not as "tactile" as an M car should be, eye-wateringly expensive
Fast Facts
Model tested: BMW M8 Competition Convertible
Price: R3 630 862 (as of April 2021, no options fitted)
Engine: 4.4-litre V8, twin-turbocharged petrol
Power/Torque: 460 kW/750 Nm
Transmission: 8-speed automatic gearbox
Fuel Consumption: 10.7 L/100 km
Load capacity: 280-350 litres
?Top speed: 250 kph
What is it?
The first M8 ever takes the M-car brand into a new, hyper-expensive territory where "drama" is valued as much as ability.
The M8 Competition (whether in Coupe, Gran Coupe or Convertible form) sits at (or very near) the pinnacle of BMW's product line-up. It boldly forges into new territory for the brand, but also runs the risk of upsetting M-car traditionalists, of which South Africa has many. You see, at face value, BMW's M Division appears to be playing the numbers game with this car and, in this day and age, it seems the bigger the numbers, the better…
Let's start with the name. Essentially the new 8 Series replaced the previous 6 Series. So why didn't the Munich-based brand just call it the 6 Series, then? Well, 8 is bigger than 6 and therefore, from a marketing point of view, arguably more attractive. Besides, you can justifiably charge more for an M8 than an M6, can't you? Then there is the sheer size and weight of the thing…
Even with BMW's Carbon Core technology, this M8 still weighs around 2 tonnes, so it needs the "most powerful engine ever fitted to an M car" to deliver its smashing performance. But what impact will all that weight have on its dynamic abilities? After all, BMW M cars are supposed to be more than just straight-line dragsters…
With a whopping price tag of R3.6 million, the M8 Competition Convertible is currently arguably without rivals if you're looking for a super-fast, ultra-luxurious 4-seat convertible. But its asking price does set it on a collision course with smaller, but similarly fast exotics, from the likes of Porsche and Aston Martin, no less.
So, is this BMW cashing in on the allure of the M brand, or is the M8 Competition Convertible the real thing? Let's find out.
How it rates in terms of…
Performance
The M8 Competition offers various opportunities for finetuning the drivetrain to the driver's exact requirements.
To reiterate, the most powerful engine ever fitted to an M car sits underneath the M8 Competition's long bonnet. The twin-turbo 4.4-litre V8 thumps out maximum outputs of 460 kW and 750 Nm of torque. Peak torque is available across a long stretch of the rev range (from 1 800 to 5 800 rpm), which means the powerplant always has huge reserves of grunt available. The engine is mated with an 8-speed automatic transmission and, as is the case with most M cars, you have various settings to play with to set the car up to your specific requirements. I initially thought the M8 Competition was a little lazy to respond to initial throttle inputs (when left to its own devices) – in normal driving, it rushes through the gears to the top very quickly for greater efficiency. However, a previous driver had set up one of the M buttons on the steering wheel to my exact preference, and once that was pressed the performance potential became very clear as the M8 leapt in response to some decidedly delicate throttle inputs.
Watch the M8 Competition Convertible in a drag race against a Range Rover Sport SVR
BMW claims a 0-100 kph time of 3.3 seconds, which is downright startling given the fact that this bulky roadster weighs around 2 tonnes! Oh, and it only takes 11.3 seconds to reach 200 kph from a standstill! The top speed is limited to 250 kph, but you can optionally have the top-end raised to 300 kph. So, there's no denying the M8 Competition's performance credentials, it will comfortably run with the exotic machines it is priced against. And, despite initial concerns around throttle sensitivity, once it has been set up with responsiveness in mind, it reacts to driver inputs with alacrity.
In terms of aural character, the car falls well short compared with other high-performance machinery, however. Even with the roof down and the sportiest exhaust setting engaged, it's all a bit "shy", muffled.
Ride & Handling
Though developed on the race track, the M8 Competition Convertible feels more at home cruising the beach front.
The M8 Competition Convertible rides on BMW's Adaptive M suspension (with variable damper control), and to harness all that power, it also gets the firm's xDrive all-wheel-drive system, albeit one that is rear-biased. However, depending on your driving ability and/or appetite for risk, you may want to explore either the 4WD Sport mode (which sends more power to the rear wheels) or DSC off, in which case the M8 is rear-wheel-drive only. BMW suggests the latter is meant for the "experienced wheelman".
Furthermore, BMW seeks to emphasise that the M8 Competition, even in Convertible form, remains a true M car and, as such, the firm has spent considerable time and effort developing the car on some of the world's most challenging racing circuits, including the Nurburgring. In fact, BMW says that the M8's model-specific chassis technology has been designed and tuned with the specific demands of track use in mind. We can't quite imagine anyone in South Africa taking their R3.6-million drop-top to a track day, but if you are so inclined, rest assured that your car even has a newly developed integrated braking system, the M-specific version of which presents the driver with 2 different brake-pedal-feel settings (Sport and Comfort).
Striking 20-inch wheels on our test car. Note the M8 offers the driver two different brake performance settings.
With BMW's Carbon Core tech as a basis, the M8 Competition Convertible didn't display the worrisome creaks and groans one might expect from such a large, heavy convertible. Instead, the body feels reassuringly rigid, even when traversing surface-angle changes. In normal driving, and on smooth surfaces, the M8 wafts along like a big luxury car, creating the perception that it's a GT – not a sportscar.
If you dial in some "sportiness" via the various controls, the M8 Competition Convertible immediately transforms into a more engaging, responsive beast, but it never quite shrinks around the driver like the best sportscars do. One is always aware of its size and heft, and when the road surface deteriorates, the M8's confidence can be ruffled too. But make no mistake, on the right road (even if the surface is damp), the M8 Competition Convertible is stupendously fast from point A to B – and if the drivetrain setup is appropriate for the conditions, it will be a deeply satisfying experience for the driver, too. Even if the steering feels overly light (and possibly less communicative than it should be) at first, it becomes better with familiarity.
Design & Interior
For a car at this price level, perhaps BMW's could've added some more "wow" to its very predictable cabin layout.
When you spend this much on a new convertible, you probably want people to notice you (oh, and your car, but mainly you). If the rubber-necking we encountered during our test term with the M8 Competition is anything to go by, BMW has nailed the aesthetics, even though our test team remains unconvinced. Nevertheless, this is an imposing machine with a broad, muscular stance and striking 20-inch alloy wheels that fill out the wheel arches nicely. It was also interesting to note that it garnered far more attention with the roof down, rather than up.
Inside, the M8 Competition Convertible certainly ticks the boxes in terms of quality (it has one of the most solid BMW cabins we've experienced in a long time), clever features (a highlight being the neck-level heating system) and comfort (the front seats are superb). While it lacks "drama" overall, there is very tasteful detailing (the ambient lighting is really special, and the quilted leather on the doors plush).
Beautiful detail of the leather application on the doors.
For such a big car, however, the BMW is quite compromised in terms of practicality. Rear legroom is very limited (but obviously more generous than in the back of a Porsche 911), and the boot capacity is reduced by the folding roof mechanism. Still, you can get quite a few overnight bags into the boot, even with the roof stowed. The exotics the BMW is priced against certainly are left behind in that regard.
Price and after-sales support
The BMW M8 Competition Convertible sells for R3 630 862 before options (April 2021). A 2-year/unlimited km warranty and 5-year/100 000 km maintenance plan are included in the price.
Verdict
The only view most challengers to the M8 Competition Convertible would ever get to see.
On price, there is no direct rival for the M8 Competition Convertible in South Africa at the moment. So, if a super-luxurious, massively fast 4-seater convertible with considerable head-turning appeal is what your're after, it is certainly worth a closer look. But we're not convinced that BMW's ultimate drop-top is quite special enough, either as an M car – or a R3.5-million+ luxury convertible.
Firstly, it doesn't quite "carry itself" as a pure M car, because it lacks the intimate tactility and visceral character that we've come to expect from BMW's best. While we understand that the Bavarian marque may want to stretch its presence into the lucrative super-luxury segment, we're not convinced the M8 Competition Convertible has the super-GT aspect down, either… At this price level, the Bimmer's cabin doesn't represent enough of a style upgrade over its cheaper siblings, particularly when you consider that buyers could also consider vehicles from Porsche, Bentley, Aston Martin etc.
Weeks after the M2 CS left our offices, it's still frequently the subject of much enthusiastic talk. The M8? It's just not as memorable. Granted, perhaps it's unfair to expect every M car to deliver equally on all fronts, but we certainly think the top-dog M should be more special… So much of a vehicle's chance of success in this super-luxury segment is dependent on aspects that are hard to quantify – emotional design, aural character, tradition etc. Perhaps there's a little too much science in the M8 Competition Convertible – and not quite enough soul.
Drag Race: BMW M8 Competition vs Range Rover Sport SVR
You know that old saying, "When life gives you two V8 performance cars, do a drag race"? Well, that's exactly what happened here…
The media test car gods smiled on us and while we had the latest Range Rover Sport SVR on test, a BMW M8 Competition Cabrio arrived at the Cars.co.za office.
And so we thought, well, this could be fun, even if the cars aren't exactly direct rivals. So we rented an airstrip outside Cape Town and set up a quarter-mile drag race and a rolling start drag race between these two V8 powerhouses. Watch the video to see the results!
Ford is well aware that its flagship Ranger offerings are priced out of the reach of many bakkie fans. The XL Sport version was built to offer most of the workhorse- and lifestyle bakkie experience, but at a more affordable price. We examine "how much bakkie" you get for your money if you go the close-to-bottom-spec route.
We like: Adequate engine, value for money, offroad tyres are great for SA's poor roads, looks great
We don’t like: Good value undercut by a strong pre-owned market, could be too basic for some
Fast Facts:
Model tested: Ford Ranger 2.2TDCi double cab 4×4 XL Sport auto
Price: R559 500 (March 2021)
Engine: 2.2-litre turbodiesel 4-cylinder
Power/Torque: 118 kW/385 Nm
Transmission: 6-speed automatic
Fuel consumption: 8.2 L/100 km (claimed)
What is it? ?
The Sport pack showing off the black grille, black wheels and black sports bar.
While many bakkie enthusiasts dream of owning a Ranger Wildtrak or -Raptor, the reality is that the asking prices of those flagship bakkies have reached astronomical heights. This is not a purely Ford problem as top-spec offerings from Volkswagen and Toyota have both skyrocketed, with the former being oh-so-close to the R1-million mark. Double-cab bakkies aren't only luxurious indulgences for South African consumers, however. Granted there's been a shift towards lifestyle use, but the core roles of business and utility remain. The price band for the Ford Ranger is enormous, it starts at R328 000 and stretches to R888 900. The lower end of the scale is dominated by industrial-spec workhorses, but what if we told you that mixing business with pleasure was not just a cliche?
Ford recently introduced a Sport pack for its XL-grade Ranger derivative. This is not a vehicle we'd usually get for testing as it is primarily a workhorse, but the addition of the Sport pack brings a lifestyle edge that notably broadens the bakkie's appeal. The XL Sport treatment incorporates a gloss-black grille, with a matching sports bar, rear bumper and 17-inch alloy wheels, plus the test unit was fitted with the excellent Ford SYNC3 infotainment system with Apple CarPlay/Android Auto connectivity. This modern unit replaces the rather basic system that comes out of the factory.
The package is a proper back-to-basics offering, but it doesn't feel bareboned. There's no modern Ford biturbo 2.0-litre diesel engine here, with the Blue Oval sticking with the tried-and-tested older-gen 2.2-litre 4-pot turbodiesel unit. Is this mutton dressed as lamb, or has Ford managed to make a compelling value-for-money product? Let's take a look.
How it performs in terms of…
Performance and ride/handling
Offroad tyres aren't just for show – they can take serious punishment
Ford's new-generation powertrains are fantastic; the 2.0-litre engines offer a great blend of power and economy, and the 10-speed transmission intuitively selects the appropriate ratios at the right time. The Ranger XL Sport is different – it uses an older-spec motor and a 6-speed automatic 'box. The 2.2-litre 4-cylinder diesel offers up 118 kW and 385 Nm, which are sufficient outputs for day-to-day use. It's not the most eager of powertrains when you need maximum acceleration, but you never feel there's a shortage of grunt when overtaking on a national highway. The transmission may not be the fastest- shifting 'box in the business, but you have to remind yourself this is a blue-collared working-class hero. A manual gearbox is also available, but most of our readers are unlikely to go the 3-pedal route.
When it came to fuel economy, we were hoping to see returns of under 10 L/100 km, but excessive inner-city urban driving with traffic saw the consumption figure climb up. By the time the vehicle went back to Ford, the trip computer read 10.8 L/100 km, which was not ideal, but not unexpected. Add a few open-road trips into the mix and we reckon the Ranger XL Sport would dip under 10 L/100 km.
Despite its dapper cosmetic accoutrements, is the Ranger still a capable off-roader? We put this to the test on the vehicle's launch (late in 2020), when the Ford traversed with the kind of obstacles most Ranger owners are unlikely to encounter. The bakkie performed admirably; we even waded through a river to test out the claimed 800-mm water clearance. The 4×4 operation is simple: you toggle between 2 High, 4 High and 4 Low with a rotary dial (4L, of course, still requires you to come to a complete stop and engage neutral. The tyres (265/65 R17 Goodyear Wranglers) helped extensively on the launch, but interestingly, our test unit came with 17-inch alloys wrapped in chunky 265/65 Continental Cross Contact off-road rubber. While we didn't test those, they certainly looked the part.
The 6-speed auto works well and shifts smoothly. Note the 4×4 rotary dial, lockable diff, hill descent control and twin USB ports. Sorted!
With such extensive off-road experience under our belt, we conducted more of a "real-world test" of the Ranger in and around Cape Town. Usually, specialised off-road tyres produce unpleasant levels of road noise on asphalt surfaces, but we're happy to report the Ford Ranger XL Sport didn't seem to generate any more tyre rumble than a double-cab bakkie shod with standard tyres. On longer trips, when travelling at higher-than-average speeds, the rubber did make its presence known, but the hum was drowned out by some of our favourite road-trip tunes played through Spotify and Android Auto.
As far as ride quality is concerned, the Ranger is a body-on-frame double-cab bakkie, remember, so when unladen, the rear end can jiggle about, but that's to be expected. In case you don't know, when there's no weight on their leaf-sprung rear axles, bakkies can bounce, jiggle and shimmy at higher speeds. While it'd be impossible to eliminate this characteristic entirely, the latest Rangers in XLT and Wildtrak guise have received some tweaks to the suspension to dial this out with mixed success. The Ranger XL Sport has none of this and it feels old-school, but at this price point, we can't complain.
Exterior design & Packaging
The Ranger XL is, arguably, as basic as it gets when it comes to exterior execution, but the Sport pack adds some notable visual updates that ramp up the Ford's road presence/kerb appeal. We've already mentioned the off-road-specific tyres, which are really great from a visual point of view, but their chunky sidewalls are also likely to withstand some serious pothole impacts.
The 17-inch Panther black alloy rims also give the vehicle a lifestyle edge compared with the standard bakkie's stock wheels. There's a big black gloss grille too and we'll bet that'd be an imposing sight in other motorists' rear-view mirrors! A black rear bumper has been fitted, as well as a tubular sports bar. Customers can also opt for black side steps for R5 000. There's a nice sport badge on the rear too.
A subtle Sport badge and slightly different bumper are the key visual differences
Interior execution and features
Given its workhorse origins, it would be rather unfair to expect the XL Sport to have a luxury level of interior spec, but just about everything you'd need in terms of mod cons is present and correct. There is a simple unfussiness to the cabin layout, but some may be put off by the extensive use of cheap-looking and cheap-feeling plastics. This is the bottom-spec Ranger, however, so you can't be too demanding.
Everything you'd need is here. Manual air conditioner at full power for those hot summer days.
We understand this is a basic offering, but the lack of rear parking sensors in something as large as a double-cab bakkie may cause many stressful parking situations. Thankfully, this is available as an extra-cost option. In terms of the requisite features, there's air conditioning, fabric seats, front/rear electric windows, remote central locking, aux/USB connectivity, as well as daytime running lights. The arguably class-leading 8-inch infotainment system was fitted to this vehicle and for R6k, we'd heartily recommend going this route as it adds hands-free telephony, music streaming and navigation into the mix.
You cannot even begin to compare the standard infotainment unit to the SYNC3-equipped system, they're light-years apart. Given its hands-free operation, which is safer to operate, we're in full support of it. Voice command is supported and works well. Saying, 'Hey Google, navigate home' will activate Google Maps and navigation. Other instructions, like asking for music from your favourite band on streaming services, work well and the system will even read out WhatsApp messages and allow you to reply, all without your hands leaving the 'wheel.
Android Auto in operation. Simply connect your device via Bluetooth and USB port, and you gain an array of additional functions.
Price and after-sales service
The XL Sport Pack is priced at R16 500, the optional 8-inch infotainment system costs R6 080 and the dealer-fitted side steps command an extra R5 050. All in, our 4×4 auto test unit was priced at R559 500. The Ford Ranger is sold with a 4-year/120 000 km warranty, 6-year/90 000 km service plan, 5-year/unlimited km corrosion warranty, and 3-year/unlimited km roadside assistance.
An honest and hard-working bakkie that does the basics right.
Given the difficult financial climate, we applaud Ford for offering prospective buyers a cost-effective way to upgrade the versatile Ranger XL. Despite its basic underpinnings, there's something refreshing about an honest and uncomplicated vehicle that is fit for purpose. The Sport pack gives the bakkie a welcome image boost, but our favourite part of this kit has to be the wheels. Not only do they look the part, but those thick-walled off-road tyres should soak up the horrendous swathe of potholes littered on our roads. Price-wise, the XL Sport significantly undercuts its flashier XLT and Wildtrak siblings and while more expensive Rangers offer newer powertrains, more refinement and extra creature comforts, the XL Sport offers 75% of that experience at a pocket-friendlier price. That's a win in our books.
You could always look to the demo and pre-owned market too, where significant savings are to be had. The recently revised Toyota Hilux Raider and all-new GWM P-Series are the Ranger XL Sport's key rivals. The former offers legendary reliability and the after-sales backing of a 3-time #CarsAwards Brand of the Year winner, while the GWM is keenly priced and well specified, but still an unknown quantity on the local market. Suffice to say, it's a huge credit to the Blue Oval that the Ranger remains a frontrunner given that the current generation of the bakkie has been on our market for almost a decade.
Specifications and pricing for the Audi RS Q3 and Audi RS Q3 Sportback have been announced ahead of the vehicle's introduction in the 2nd quarter of 2021.
The Audi RS Q3 range is due to hit showrooms in the 2nd quarter of 2021 and pricing has been announced ahead of the duo's arrival. The key difference between the standard RS Q3 and its Sportback sibling is the body style. The former is a typical SUV shape, while the Sportback adopts the striking SUV-coupe look with a sloping roof line.
You'll be able to separate these flagship RS offerings over their lesser derivatives thanks to huge honeycomb grilles, large wheels, RS badging, and large oval exhaust tips.
As far as rivals go, the Audi RS Q3 is a rival to the Mercedes-AMG GLA 45 S. BMW doesn't have a direct rival as the X2 M35i doesn't quite have the power outputs to match its German compatriots.
Inside, you can expect the latest iteration of Audi cabins complete with the haptic feedback touchscreen infotainment system and Audi's Virtual Cockpit digital dashboard.
Power comes from the turbocharged 2.5-litre 5-cylinder motor that we've experienced a few times in various RS3 versions, but in this application, power and torque are rated at 294 kW and 480 Nm. Audi says its sporty duo is good for 0-100 kph in just 4.5 seconds. Power is sent to all 4 wheels via a 7-speed S-Tronic dual-clutch transmission. The delicious 5-cylinder soundtrack can be enhanced through an optional RS exhaust.
The standard features list looks comprehensive, with Matrix LED headlights; comfort key; 21-inch wheels; RS sports seats; RS sports exhaust; fine Nappa leather with honeycomb stitching upholstery; Audi virtual cockpit plus; MMI navigation plus; lane departure warning; Bang and Olufsen premium sound system with 3D sound; progressive steering; rear view camera system; Audi drive select; and the Audi smartphone interface all fitted.
The Audi RS Q3 hits dealers from the 1st of April 2021 and is priced as follows (inclusive of all taxes) and comes standard with a five year Audi Freeway Plan.
As development work presses on with the all-new Range Rover, Land Rover Special Vehicle Operations has launched a pair of exclusive new Range Rover special editions created by its SV Bespoke personalisation team. These exclusive vehicles are confirmed for South African market introduction.
The full name is quite impressive; Range Rover SVAutobiography Ultimate and this takes customisation and bespoke fitments to its highest level. Finished off by the Special Vehicle Operations Technical Centre in the UK, these vehicles showcase what's possible when you want true personalisation.
“Range Rover has defined the luxury SUV segment for more than half a century, with our SVAutobiography models offering customers a world-class travel experience – whether driving, or being driven. These new Ultimate editions elevate that refinement and sophistication even further.” said Mark Turner, Commercial Director, Land Rover Special Vehicle Operations.
That colour for starters is totally unique. It's a satin-finished Orchard Green paintwork complemented by a Narvik Black roof and copper detailing. The badges are copper-edged and there's subtle SV badging inside and out. There's even illuminated Ultimate edition treadplates.
The SVAutobiography is long-wheelbase, meaning rear passengers are treated to exceptionally high levels of comfort and refinement. Reclining airline-style heated and cooled semi-aniline leather rear seats provide over 1.2m of rear legroom, hot stone massage function, plus calf and footrests for rear occupants. A full-length centre console with integrated Zenith timepiece, refrigerated compartment and deployable tables make it a potential office on the go. The Vintage Tan leather interior trim and Copper Weave Carbon Fibre finishers looks sensational, but Range Rover is also offering the ultimate leather from the Italian artisans at Poltrona Frau.
In terms of engines, there's a 416 kW supercharged 5.0-litre V8 motor, but if you're keen to show off your eco credentials, then we reckon the P400e plug-in hybrid should be your port of call. This vehicle is capable of driving up to 40 km on pure electric power alone. We reckon most will go for the fantastic V8 engine though and Range Rover itself says it's the most driver-focused of the pair.
You're properly spoilt in the back. Look at that legroom!
