The long-standing relationship between Isuzu and Arctic Trucks continues and this latest D-Max AT35 prototype looks awesome! Check it out!
The new Isuzu D-Max can’t come to market soon enough and local production of the all-new D-Max is due to begin in 2022. The D-Max’s mechanical twin is the new Mazda BT-50 which is already on sale locally.
As far as beefed-up high-performance double-cab bakkies go, local buyers aren’t too spoilt for choice and the Ford Ranger Raptor and current D-Max AT35 are the go-to products if you are looking for uprated offroad performance from your bakkie.
Now though, Isuzu and Arctic Trucks have revealed a new D-Max AT35 prototype at the 2021 Commercial Vehicle Show in the UK.
“Our partnership with Isuzu now stretches back years. During that time, we have had several versions of the Isuzu D-Max AT35 however this is the best yet,” said Peter Smith, Arctic Trucks‘ UK Managing Director.
Isuzu D-Max AT35 ready to tackle the wild
This D-Max AT35 prototype features an uprated suspension for better offroad performance.
The new Isuzu D-Max is one of the best-looking double-cab bakkies in the segment and the D-Max AT35 prototype just looks even better, don’t you think?
The D-Max AT35 features a strengthened chassis to tackle the harshest terrains and it wears chunky 35-inch all-terrain tyres for maximum grip. Importantly though, the D-Max AT35 has also gained a Bilstein Performance Suspension to ensure better offroad performance.
On the inside, the interior design is much the same as what you’d find in the new D-Max but additional Arctic Truck details include branded headrests, mats and side sills.
As for the engine, this UK-based prototype is powered by a 3.0-litre turbodiesel engine with 121 kW and 360 Nm but a more powerful version with 140 kW and 450 Nm will surely be a better proposition to meet the need for higher performance.
While this is just a prototype, it’s a very promising one and we can’t wait for the official Isuzu D-Max AT35 to go on sale alongside the new D-Max. Let’s hope it happens sooner, rather than later…
Toyota Hilux Legend RS vs Ford Ranger Thunder – Race!
The 2 best selling vehicles in SA go head to head in a dirt drag race. The Ford Ranger takes on the Toyota Hilux in this instalment of ‘bakkie-khana’.
If this isn’t the greatest title for a video ever, I’m not sure what is.
Put on your best movie trailer voice…Legend vs Thunder!
In what sounds like a wrestling match and not a drag race, the new Toyota Hilux Legend 2.8 GD-6 RS, with the uprated 150 kW motor, takes on the latest special edition from Ford, the Ranger Thunder.
Ford has managed to squeeze 157 kW from its 2.0-litre BiTurbo diesel motor, but both cars have torque outputs of 500 Nm.
The Ranger is a fair bit heavier though, which usually doesn’t help in a drag race, but it does have a slicker shifting transmission, which will help.
Enjoy this epic match up and let us know what you think in the comments below.
First images of the new Hyundai Casper have surfaced in the newcomers home market of South Korea and it looks quite quirky.
This is our first look at Hyundai’s new Casper small SUV which will slot in beneath the Venue compact family car in the firm’s lineup.
The new Hyundai Casper measures 3 595 mm long, 1 595 mm wide and 1 575 mm high and is built on the same platform that underpins the Grand i10 and Kia Picanto hatchback.
The new Casper shares some of its styling cues with the larger Venue but it wears distinctive circular headlights with its LED daytime running lights integrated into a darker strip just below the bonnet lip. The mesh-like grille further adds to the funky retro styling of the Casper. Furthermore, the rear-end features an interesting light design incorporating LED triangles which form circular patterns of varying intensity that stretches across the width of the Casper.
As for the interior, we have yet to see an official image of the Casper’s interior but a supposed interior sketch leak does show a large dashboard-mounted touchscreen and a 2-spoke steering wheel. Official details and images are however expected to surface soon.
As for the engines that will power the new Hyundai Casper, a 56 kW entry-level 3-cylinder, naturally-aspirated 1.0-litre petrol engine is on the cards as well as a more powerful 74 kW, 1.0-litre pertol engine. Manual and automatic transmissions are also expected.
Will the new Hyundai Casper come to South Africa?
It’s too early to know for sure but there is a chance that the new Casper will see the light of day in South Africa. As a natural rival to the Suzuki Ignis, the new Casper should find favour with youthful buyers looking for a stylish urban city car. The new Casper is due to go into production in South Korea soon but it’s also expected to be produced in India which means there’s a chance that we could see an Indian-built Casper reach South Africa in months to come. We will keep you updated as this story develops.
Mercedes-AMG’s first series-production plug-in hybrid is also the most powerful 4-door model Benz’s Affalterbach-based division has ever produced. With 620 kW and a monstrous 1 400 Nm of torque on tap, the GT63 S E Performance is said to accelerate from 0 to 100 kph in 2.9 sec and achieve a top speed of 316 kph.
The newcomer is based on the Mercedes-AMG GT63 S 4Matic+ 4-Door Coupe, which is powered by a 470 kW/900 Nm twin-turbo 4.0-litre V8, but the plug-in hybrid produces a full 150 kW and 500 Nm more than its exclusively ICE-powered sibling…
That’s because the GT63 S E Performance’s throaty V8 is not only supplemented with a 10-kW belt-driven starter-generator that is integrated with the vehicle’s (400V) high-voltage electrical system – a 150 kW/320 Nm electric motor is positioned at the rear axle, where it is packaged with an electrically shifting 2-speed gearbox and an electronically controlled limited-slip rear differential as a compact electric drive unit.
The potent electric motor, in turn, is powered by a 6.1-kWh high-performance battery that weighs just 89 kg and is kept at its optimal operating temperature (45°C) by virtue of 14 litres of non-electrically conductive coolant that the Benz circulates around the pack’s 560 cells, regardless of how often it is charged or discharged.
As for the plug-in part of the package, the GT63 S E Performance is equipped with an onboard 3.7-kW AC charger, which can be connected to a charging station, wall box or household power outlet and gives the Benz an electric-only range of 12 km; while that does not sound like much, Mercedes-AMG openly says the hybrid setup “is designed for fast power delivery and draw, not for the longest range possible”.
With drive sent to all four wheels via Mercedes-AMG’ 4Matic+ all-wheel-drive system and a 9-speed automatic transmission, the GT63 S E Performance is claimed to, um, charge from 0 to 100 kph in 2.9 sec, 0 to 200 kph in “under 10 sec” and achieve a top speed of 316 kph, yet consume an average of 8.6 L/100 km, which is astonishing.
No fewer than 7 drive modes are offered, including the Comfort, Sport, Sport+, Race, Slippery and Individual. In Electric mode, the Benz activates an Acoustic Vehicle Alerting System to warn pedestrians that the GT63 S E Performance is approaching – which is surely a first for a Mercedes-AMG model? The regenerative braking system has 4 settings, the most aggressive of which allows “EV-like” one-pedal driving.
Meanwhile, the newcomer comes standard with AMG Ride Control+ air suspension with automatic level control and adaptive (and adjustable, obviously) damping. Stopping power is provided by carbon-ceramic brakes – 420-mm discs with 6-piston calipers at the front and 380 mm discs with single-piston calipers at the rear.
Although the GT63 S E Performance looks much the same as its Mercedes-AMG GT63 S 4Matic+ 4-Door Coupe sibling, it features a charging port on the rear bumper, red-highlighted model badging and externally fluted trapezoidal twin exhaust pipes.
The interior features, inter alia, AMG’s updated twin-spoke steering wheel with paddle shifters and drive-mode selector, leather-trimmed sports seats and a plethora of carbon-fibre inserts. However, the MBUX infotainment system features model-specific displays, such as graphics that visualise the hybrid drive system’s power flow, while the digital instrument cluster displays range, power consumption and battery temp.
Provided there is enough demand for the model, we expect the Mercedes-AMG GT63 S E Performance to arrive in Mzansi during 2022. Suffice to say there aren’t many rivals for this newcomer – it easily outguns the Porsche Panamera turbo S e-hybrid.
Watch will.i.am introduce the Mercedes-AMG GT63 S E Performance
The H9 first arrived in South Africa in 2018 boasting a luxurious and well-equipped interior as well as a fair dose of offroad credibility too, all at a reasonable price point.
What’s changed on the updated Haval H9?
Haval is determined to keep its H9 top of mind and as such the model has been refreshed. While the current H9 wears a horizontal slat chrome grille, the latest H9 is easily identified with its thicker vertical slat grille and updated headlight design. A keen eye will also notice that the fog light housings have also been redesigned.
While official specification details for the updated H9 are forthcoming, an Australian report points to a larger infotainment screen being fitted inside the H9 with mild styling revisions being adopted.
As for engine power, it’s likely that Haval will forge ahead with the 2.0-litre turbopetrol engine that’s tuned to deliver 180 kW and 350 Nm in conjunction with an 8-speed automatic transmission driving all four wheels.
This is a developing story and we have reached out to Haval South Africa to find out when we can expect to see the updated H9 in South Africa. So far, the only comment we have received is that the H9 has not been confirmed for right-hand-drive markets yet
The car chip crisis: How do we deal with the semiconductor shortage?
New PlayStation or car? As things stand, you can have one – but not both.
A decade ago, the world’s most advanced car had 100 microprocessors and more computing power than an Airbus A380. In the automotive world, the Mercedes S-Class first-class sedan is regarded as the pinnacle of technological sophistication – in any era – and the 5th-generation model had more lines of code than an equivalent widebody airliner.
Today, the latest Mercedes-Benz’s S-Class has 30 million lines of code. That is seventeen times more than an F-22 Raptor fighter jet.
Virtually all vehicles have been digitised over the past few years… and at a rapid rate. Some of this has been mandated by increasingly strict crash-safety regulations that require more driver-assistance systems. Our addiction to digital connectivity has driven the balance of this increased digitisation and in-car infotainment has trended to a level of capability that was quite unimaginable in the mid-2000s.
Even an S-Class from 2009 requires multiple ‘chips to keep its systems and screens in operation.
But all of this has relied on the humble microprocessor… That tiny bit of electronic engineering and advanced chemistry has powered the digital revolution. And the world doesn’t have enough of them.
With most new car models increasingly reliant on greater microprocessing integration, any disruption to the supply of those magic little ‘chips could trigger disaster. And it has.
During last year’s peak lockdown, the automotive industry entered a period of unprecedented production stoppages. Uncertainty suffocated forward planning and most car companies made a critical mistake: they overestimated the leverage they had on microchip suppliers.
A hundred years of legacy means nothing in the microchip world
For decades, car companies got what they wanted when they needed it.
With enormous purchasing budgets and the ability to exert great influence on their traditional suppliers, car companies don’t understand being second in line – for anything. But in the realm of microprocessors, companies such as Ford and Volkswagen are, well, unimportant, because the entire automotive demand for microprocessors accounts for as little as 10% of global production.
For those Asian suppliers that keep most of our digital world successfully networked and functional, their most important relationships are with tech companies. Apple and Samsung are customers of preference for semiconductor suppliers, not Ford and Volkswagen.
Automotive manufacturers are not the big players in the chip market; the mobile phone operators get priority.
Remote learning and -working triggered a surge of device upgrades, which accounted for all excess microchip manufacturing capacity. And that has left the car companies very exposed.
You might be wondering how companies with powerful risk analysis software and scenario-planning divisions got it so wrong vis-à-vis the microprocessor supply. The answer is quite simple: money.
Automotive manufacturing is extraordinarily high-risk, with most companies trying to hold as few on-site component supplies as possible. Storing, sorting, and paying for a bulk of components that you’ll only use in a few weeks’ time is very expensive.
With supply agreements stable, the theory of lean manufacturing worked well for everyone. But when the world virtually stopped turning last year, car companies rapidly cancelled their supplier contracts, with the assumption they could easily access an escalation of supply when required. They were wrong. Dead wrong.
Microchips are not easy to make
Semiconductor manufacturing requires precision and cannot be rushed.
Car companies might have idled for a few weeks last year, but the semiconductor industry kept supplying, as personal technology consumers reconfigured their lives to remote learning and -working.
As the car industry rebounded, there was an expectation that microprocessors would be available. They weren’t… and still aren’t.
The customer expectation of fully integrated smartphone functionality, over-the-air updates, Level 3 driver-assistance autonomy and “intuitive cabin mood-lighting” places a heavy burden on a vehicle’s electronic architecture. Without the processors available to operate these features, car companies are forced to idle production for a second consecutive year.
International travel remains limited and some of that spend is being allocated to vehicle upgrades. As new vehicle demand restores, car companies are learning a painful lesson about being too tech-dependent.
Redundancy supply is possible when you need tyres, wheels and metal or plastic parts – because they are not that complicated to manufacture. Many companies specialise in producing these products for the automotive industry.
Semiconductor modules, by contrast, are not easy to make. They require exceptional precision and an unrushed production process. The global distribution of companies that can make the quality of semiconductors required in modern cars is very limited – and they aren’t aligned or dependent on the car industry.
Unlike seats or stamped body panels, ‘chips are challenging to make; complex chemistry meets precision engineering and the tolerances are minuscule.
Even Toyota is suffering
Although Toyota was initially surviving on its supply, it is now also struggling for chip supply.
BMW. Ford. General Motors. VW. Most of the world’s most established car companies are taking huge losses due to the semiconductor shortage. But one name was notably absent, until recently: Toyota.
Japan’s largest car company – and long considered to be the world’s most stable car manufacturer appeared well at ease throughout the crisis. How? Tsunami logic.
Of all the car companies, Toyota should have been struggling the most. It produces huge volumes and is the most intense practitioner of that “just in time” manufacturing system. As its rivals were announcing or attempting to recover from production shutdowns, Toyotas continued to stream out of its factories and roll onto ships for global customer deliveries.
After the 2011 Tsunami impacted Japanese society and industry, Toyota suffered an acute microchip crisis. It decided to learn lessons and initiated a reassessment of its most difficult to source components. The result was that Toyota seemed least affected by the microchip shortage, despite producing many vehicles that are no less technologically involved than those of its rivals.
But now, even Toyota has exhausted its microchip supply chain and announced a 40% reduction in production for September 2021.
The grim reality is that all car companies will see reduced production, customer deliveries and overall sales due to the smallest possible constituent bits – those microchips – being unavailable.
Could we deal with less tech?
More screens and connectivity requires more chips.
The car industry finds itself in an impossible space. Crash safety, driver-assistance systems and smartphone integration require a saturation of digital technology – all driven by interlinked microprocessors.
You could argue that average South African entry-level cars (most of which are produced in India) have a lower burden of microchip risk. But that doesn’t account for even a fraction of the global market – or those luxury vehicles that generate the greatest profits for the various automotive marques.
As we desire more cabin screens and digital features, automotive microchip use will only escalate. Brilliant software coding can help with simplification, but other than Tesla, the automotive industry has a poor record of solving complex coding issues. Don’t expect better code to reduce semiconductor numbers in your car soon – unless it is a Tesla.
Is there an argument for user-interface simplification? Do you need every single feature and app on your Smartphone to sync with your vehicle? The same logic could be applied to cars in the future, where product planners will analyse how many comfort and convenience features are not being used and could, therefore, be deleted.
Vehicles will always have to retain core safety and driver assistance features, but perhaps your car’s cabin would be no poorer for the omission of infinitely adjustable LED cabin mood lighting (to name but one example). It would make your car less complex to produce in terms of microprocessor tech. Then again, you could go buy a Nissan NP300.
Toyota RAV4- & Corolla Hybrid (2021) Specs & Price
Toyota SA recently previewed a hybrid derivative of the upcoming Corolla Cross, but before that model arrives, the Japanese firm is introducing petrol-electric versions of its RAV4 family car and Corolla compact sedan, the latter of which becomes Mzansi’s most affordable hybrid.
Although hybrids have long formed part of Toyota-owned premium brand Lexus’ local product line-up, Toyota South Africa Motors currently offers only the Prius through the mother brand’s dealer network (although, for the record, the Japanese manufacturer did sell hybrid versions of the Yaris and Auris before)…
That, however, will change with the introduction of the RAV4 2.5 Hybrid GX and Corolla 1.8 Hybrid XS, which are powered by 2.5-litre and 1.8-litre 4-cylinder petrol engines mated with electric motors and hybrid batteries respectively. Interestingly, while the hybrid version of the upcoming Corolla Cross will be the flagship of the range, these two newcomers are specified in entry-level GX and XS trim; in other words, they’re mid-range offerings!
The RAV4 2.5 Hybrid GX, which retails for R555 300 (August 2021), slots in between the new-spec 2.0 GX Auto and the 2.0 VX. Its asking price includes 3-year/100 000 km mechanical- and 8-year/195 000 km hybrid-battery warranties and a 6-services/90 000 km service plan.
It may not be the most expensive derivative in the RAV4 range, but it is the most powerful offering in the all-petrol line-up… The first half of the powertrain is a direct-injection Atkinson-cycle 2.5-litre 4-cylinder engine (with, inter alia, a 14:1 compression ratio and intelligent dual variable valve timing) that produces 131 kW at 5 700 rpm and 221 Nm of torque at 3 600 – 5 200 rpm. The second half is pair of electric motor-generators (that can produce up to 88 kW/202 Nm) in combination with a nickel-metal hydride (Ni-MH) battery.
The 2.5 Hybrid GX drives its front wheels via a continuously variable automatic transmission, which incorporates Eco, Normal, Sport and EV modes, the latter of which allows the hybrid to run on electric power only at a limited speed for short distances (battery-charge level permitting).
Although Toyota SA has yet to confirm it, we understand the petrol-electric RAV4 produces a combined power output of 160 kW and has a claimed top speed of 200 kph, while it’s said to consume an average of 4.7 L/100 km and emit emissions-tax-avoiding C02 of 107 g/km. Its theoretical range is 1 170 km (from a full 55-litre tank).
Specification-wise, the newcomer incorporates recent updates to the Toyota RAV4 range, including the addition of a leather-trimmed steering wheel and transmission lever (on GX derivatives), as well as Apple CarPlay and Android Auto-compatible touchscreen infotainment system.
Other highlights include LED headlamps and daytime running lights, 17-inch alloys – and blue-highlighted Toyota badges – on the outside, while the interior, although trimmed in cloth upholstery (not leather), comes equipped with a multifunction steering wheel, cruise control, keyless entry and -start, auto aircon, -lights and wipers, electrically adjustable and heated side mirrors, self-dipping rear-view mirror, PDC (fore and aft) and a reverse-view camera.
The safety and driver support systems in the RAV4 2.5 Hybrid GX consist of driver, front passenger, knee, side and curtain airbags, front and rear Park Distance Control (PDC), Hill-Assist Control (HAC), Vehicle Stability Control (VSC) and Trailer Sway Control (TSC).
The Toyota RAV4 2.0 AWD GX-R is the 2020/21 Cars.co.za Consumer Awards champion in the family car category.
Meanwhile, the Corolla 1.8 Hybrid XS undercuts the recently launched Honda Fit Hybrid compact hatchback (R469 900) to become South Africa’s most affordable petrol-electric offering in the new-vehicle market, well, at least until the specification level of the locally-manufactured Corolla Cross Hybrid is revealed. Suffice to say the newcomer represents a saving of almost R160k (R157 900) over the admittedly much higher-specced Prius hybrid sedan.
The 1.8 Hybrid XS, which retails for R419 900 (August 2021), slots in between the 1.8 XS Auto and 2.0 XR manual derivatives. Its asking price includes 3-year/100 000 km mechanical- and 8 year/195 000 km hybrid-battery warranties and a 6-services/90 000 km service plan.
Performance-wise, it’s not quite in the RAV4 2.5 Hybrid GX’s league, although the Corolla is said to consume even less fuel than its sibling – Toyota claims an average consumption figure of 3.5 L/100 km, with CO2 emissions of 81 g/km and an astonishing theoretical range of 1 229 km (from a full 43-litre tank)!
Like the Prius and Corolla Cross Hybrid, the Corolla 1.8 Hybrid XS’ power unit consists of a 72 kW/142 Nm Atkinson-cycle 1.8-litre petrol 4-cylinder petrol engine and a pair of electric motor-generators (that produce 53 kW and 163 Nm) in combination with a nickel-metal hydride (Ni-MH) battery and a continuously variable automatic transmission that drives the sedan’s front wheels. The derivative’s overall system output is 90 kW (note: the combined figure is not an aggregate of the 2 power sources, due to transmission reduction losses).
The derivative is equipped with, inter alia, LED headlamps and daytime running lights, colour-coded bumpers, door handles and side mirrors (the latter of which is electrically adjustable and heated), as well as 15-inch alloys shod with low-resistance tyres and is instantly recognisable by virtue of its blue-highlighted Toyota badges.
Inside, the cabin is equipped with a leather-trimmed multifunction steering wheel and transmission lever, cruise control, keyless entry and -start, automatically activated lights, touchscreen infotainment with Bluetooth telephony and -audio streaming, as well as Apple CarPlay and Andriod Auto compatibility, auto air-con and a reverse-view camera.
Lastly, the Corolla 1.8 Hybrid XS’s safety and driver support systems consist of driver-, front passenger-, knee, side- and curtain airbags, hill-assist control and vehicle-stability control systems.
We’ll be driving Toyota’s petrol-electric newcomers next week and will bring you launch reviews of the cars then.
Indicative pricing for the updated BMW X3 has been announced ahead of the vehicle’s showroom debut on the 1st of October 2021.
While it’s always newsworthy when a popular model is updated and there’s pricing, the bigger picture here is BMW’s renewed investment into South Africa.
For those who aren’t aware, BMW has a production facility in Rosslyn, just outside of Pretoria. For many years, it produced the 3 Series sedan for both SA customers and the rest of the world. As the world’s tastes matured into the SUV, this plant shifted production to the X3 SUV.
The first X3 rolled off the line back in April 2018 on the back of BMW’s huge R6.2 billion investment and as of 6th August 2021, 200 000 BMW X3 units had seen the light of the day. Impressively, 95% of the vehicles assembled at the Rosslyn facility are destined for export, with around 30 overseas countries receiving our SA-built X3s.
BMW SA says its X3 is the clear leader in the segment in 2020, which is why the facelifted version or LCI as BMW calls it has to succeed. Impressively, BMW Group SA has claimed segment leadership as the top-selling luxury car brand in South Africa for the past 3 years in a row.
The Rosslyn plant is a vital employer, with more than 40 000 people’s livelihoods being directly and indirectly employed by BMW SA.
How much does the BMW X3 LCI cost in South Africa?
The updated BMW X3 LCI will be built in SA and will be heading to showrooms on the 1st October 2021. The following prices listed below are indicative but include VAT and CO2 tax.
After a repeated hammering, South African motorists will get some relief with the price of diesel set to decrease.
The news comes courtesy of the Automobile Association (AA) who sends out updates based on the unaudited month-end fuel price data released by the Central Energy Fund.
Unfortunately, the AA got the initial details wrong as the Department of Mineral Resources and Energy released the official prices on Tuesday morning. From Wednesday 1 September the price of petrol will rise by 4c per litre, 50ppm diesel will decrease by 14c per litre while the wholesale price of illuminating paraffin will also decrease by 15c per litre.
“International petroleum prices continued their gradual retreat during August, having pulled back by around ten percent since the start of the month. We attribute this mainly to the Organization of Petroleum Exporting Countries (OPEC) cartel, which increased oil production gradually during the first half until previous production restrictions were removed,” the Association says.
Sadly, these price reductions could have been more, but our currency battled against the US Dollar this month.
Worryingly, the AA says it is concerned about the trajectory of the Rand, whose average exchange rate against the US dollar weakened considerably since the 6th July. The Rand slid from around R14.32 on that day to over R14.70, with daily highs peaking in excess of R15.30.
Not wanting to be left behind when it came to the world of performance and sporty bakkies, it appears a Nissan Navara Nismo is on the cards.
It would be an odd week on Cars.co.za if there wasn’t mention of a sporty double-cab bakkie and it appears Nissan is preparing to join the popular party.
With rivals like Toyota and Ford offering the GR and Raptor badges on their flagship bakkies, it was only going to be a matter of time before Nissan suffered from fomo.
Now things are progressing beyond the rumour stage with Nissan’s performance division NISMO telling Automotive News that it’s wanting to expand its portfolio into “utes and SUVs in the US market and beyond.”
“When we look at the USA market and what our competitors are doing there, I think there is a possibility in the crossover and truck segments going forward,” NISMO’s global CEO, Takao Katagiri said in the interview with Automotive News.
The US market is flush with sporty Ford and Toyota offerings, and while the Titan is not offered in SA, the Navara is, although it’s tagged as the Frontier. Now if Nissan shoves in some performance powertrains into its bakkie range, it’ll make for a fascinating comparison against the sporty rivals.
Now this is where things get interesting. Right now, all three brands Toyota, Ford, Nissan all manufacture their wares in South Africa and while there’s no Hilux GR Sport locally yet, we’d bet Toyota SA is working on something to keep pace with the offroad-focused Ford Ranger Raptor.
Right now, the flagship Nissan Navara is the PRO-4X 4×4 and while it looks the part, it’ll need a bit more oomph both in terms of engine performance and offroad capability to match something like the Ranger Raptor. We’ll keep tabs on this project and will update if we hear anything happening locally.
