Meet the finalists in the Hot Hatch category of the 2020/21 #CarsAwards powered by WesBank!
Now in its 6th year, the #CarsAwards was conceived to be South Africa's definitive automotive awards programme and is backed, for the 5th year running, by the country's leading supplier of vehicle finance, WesBank.
With very few compact fun cars currently available in South Africa, our focus falls on the traditional hot hatch, which these days offers sportscar-humbling performance while retaining admirable practicality. In this category, we’re looking for a total package that is not priced in fantasy land. This is one for the petrolheads – a car that must leave the die-hard enthusiast smiling after every drive, in the way it looks, handles, sounds and, yes, performs.
This category is guided by both eligibility factors and Pillars of Success.
Eligibility factors for this category include a list price between R650 000 and R900 000 (as of October 1, 2020) to ensure that this doesn’t become a category dominated by extravagant and unattainable exotics.
Pillars of success for this category include drivetrain engagement, handling, sensory appeal and standard features.
Visit www.carsawards.co.za for more information. In no particular order, the finalists are as follows:
Honda Civic Type R
The latest Honda Civic Type R blends hot hatch and sedan looks into one. It has been refined from the previous model in ways that have vastly improved its comfort and driving dynamics. Its exterior suggests something exceptionally wild, but all of the little winglets and vents are functional in either keeping the R stuck to the ground or cooling its components. The new Civic’s major drawcard is that it’s somehow brilliant on the track and suitably comfortable “when the red mist isn’t visible”.
Hyundai has finally introduced the i30 N in Mzansi. It’s the first N model from Hyundai, which is seeking to establish its N division in a similar way as Volkswagen has done with its R brand. The i30 N is an excellent first hot hatch that, much like the Golf GTI, blends power and poise.
As a last hurrah to the outgoing Golf 7.5 GTI Volkswagen has seen fit to give the GTI TCR the power to compete with the hottest hot hatches of the moment. It’s limited to just 300 units locally, each with their own specific number adding to its collectibility.
VW might be tempted to offer factory lift kit double-cabs.
As the VW Amarok prepares for retirement, the expectation is that VW might be more given to introducing accessories to keep it relevant until its replacement in 2023.
End of lifecycle upgrades happen as any vehicle matures, in an attempt to keep the product offering valid and competitive.
For those bakkie buyers who desire an Amarok with better off-road ability, without compromising the factory warranty or service plan, there might be change afoot.
Australia has been a huge demand market for Amarok, especially the V6 variant. With very similar climate, terrain and user profile to South Africa, what happens Down Under, is often an indication of what could transpire locally.
The latest Amarok news from Oz, details plans for a range of optional off-road accessories. By far the most interesting of these is a Koni Raid lift kit, featuring new coil springs and twin-tube dampers.
Amarok’s comparatively low ground clearance has been its only real weakness off-road, versus Hilux or Ranger. The Koni Raid upgrade adds 25 mm of lift and those twin-tube dampers should notably improve the ride quality in extremely rocky terrain, reducing the jarring effect on passengers.
Beyond the suspension and ride height improvement, Amarok’s planned Australian upgrades also tally aluminium skid plates, to keep vulnerable engine and drivetrain components protected in technically challenging terrain.
The source for most of these Amarok off-road components and protection plates, is German supplier, Seikel. Local 4×4 enthusiasts will recognize the name, as Seikel is a distributor in South Africa and is vetted as an approved VW supplier, with the benefit of ‘no objection’ certification by the German vehicle giant.
As a factory-fitted option, customers who order these new Australian Amaroks, with their greater ground clearance and underbody protection, will retain full brand and dealership support. It will be interesting to see if VW South Africa, does the same, by incorporating Seikel accessories as part of its ‘official’ offering to Amarok double-cab customers.
This week’s news you need to know (Feb 21, Part 1)
The first week of February 2021 produced some banging news. Mercedes-AMG has finally put it in writing that the next-generation C63 will be propelled by a hybrid 4-pot, Audi has announced local pricing for its performance wagon RS4 and RS5 variants and Ford and Toyota have pledged to invest billions more in the South African automotive manufacturing sector. Brent vd Schyff takes us through some of the missing details…
Audi RS4 Avant – the return of the wagon
I dream of the day when SUV fatigue will finally set in and, after years of subjecting us to one pointless, overpowered and jacked-up model after the other, manufacturers will begin to forge a new path. It’d be a day when consumers will realise there is life after the SUV and, hopefully, car brands will meet the demand for something to snap us out of this funk. The answer? Performance wagons, my learned friends.
Unlike their SUV counterparts, performance wagons actually make sense somehow. An estate is just a sedan with an extra bit of sheet metal at the back, so applying a little performance tuning to the venerable 'wagon is a much simpler task than fashioning yet another cumbersome big-wheeled SUV, replete with gaudy detailing, compromised dynamics and an obscene carbon footprint.
A performance wagon offers a distinctive exterior execution, allied with the added practicality of a bigger load bay, which guarantees that school runs are always interesting affairs (careful of the kids' necks there, dad). Still not convinced? The romance seriously sets in when bar or braai talk turns to stories of wagons thrashing sportscars with the baby seat still in situ (disclaimer: not while baby's strapped in).
I’ve never met a petrolhead who doesn't covet a performance 'wagon, especially one of Audi's RS models. Audi has gifted us countless examples and has kept the flag flying for all these years. Think back to the beginning when the introduction of the RS2 shook the community – that first RS set the tone and boy, did we like that tone.
And yes, the station wagon was once the SUV of the world. Don’t forget that. That is before the SUV took over and became the craze and just like fashion, trends come and go. Remember the relief you felt when that annoying trend of wearing t-shirts over long-sleeve shirts in the 90s faded into obscurity? I’m hoping that the SUV will meet the same fate. Its replacement (hopefully the 'wagon) will be welcomed.
Investment in SA, Toyota and Ford doubling down on SA
In amidst the slugs being thrown at the global economy in the post-Covid fallout, it’s welcoming to see motoring giants such as Ford and Toyota investing in our beloved Republic. After the year we’ve just had, it’s a timely fillip. It’s great to see the motor industry taking the driving seat with these green shoots. If that isn’t a cause for celebration, what is? 10 000 jobs created by Ford. That is 10 000 families that will positively benefit from this. Feeling good yet? Even Cyril had something to say about the Ford deal… about hoping that the relationship lasts for another 100 years. Eish… He knows it’s a Ford, right?
This bit of news comes shortly after Toyota South Africa Motors announced that it intended to commence production of a Corolla-based crossover (named Corolla Cross) at its Prospecton plant in KZN (where the Hilux, Fortuner, Corolla and Quest are made). The R2.4-billion investment will create more jobs and inject much needed foreign investment into our economy. Let’s hope that this trend will continue!
Mercedes-AMG's performance division in Affalterbach must have done a lot of soul-searching about what to do with the C63 powerplant. The twin-turbo 4.0-litre V8 has been a triumph, but tightening emissions laws have rendered the roaring motor unsustainable. So, what power unit will Benz use in the next C63? Many won’t like it and sensitive viewers, be advised, the next sentence contains the words “4-cylinder hybrid”. No, it's not a misprint. To be fair, AMG created the monster to begin with and, thanks to the emission saga slowly tightening the noose, the days of boisterous V8s are coming to an end, cylinder by cylinder. These same emissions laws, if they achieve their ultimate goal, would see ICE engines being totally phased out. This was long before Greta had her soapbox moment at Davos. Food for thought?
I’ve driven the GT53 (powered by a hybridised V6 petrol motor) and folks, it’s not that bad. Sure, it isn’t your gut-wrenching V8, but it’s a worthy substitute. Cold comfort I know, but let’s also not forget that a large amount of technology proven on F1 circuits will find its way into the C63 and, consider how well that technology has worked out for Mercedes' F1 campaign so far… Technically, with some tough arm tattoos and the new hybrid C63, you could be the next Lewis Hamilton. Still not convinced? Then let’s put this question to you: What would you rather prefer? A hybrid powerplant with more shunt or nothing at all?
I love a good old thumping V8 just as much as the next petrolhead. It’s a visceral experience that strokes the, um, ego, but we need to check our ego and realise that modern-day engine technology has surpassed the need for bulky power units that aren’t economical. What we need here is a paradigm shift from Mercedes-AMG… a religious conversion, of sorts. If the Three-pointed Star can get that right then they’ll have accomplished what many traditionalists still regard as an impossible task. But like Tata Madiba once said, "it’s always impossible until it’s done.” Good luck, Benz.
Comparison: Land Rover Defender vs Toyota Prado
When it comes to off-roaders that are designed to transport you across some of the harshest landscapes on the planet – in high luxury, no less, the Toyota Prado and Land Rover Defender are near the top of the pile. The new Defender's racking up sales, but how does it stack up against the ageing, but ever-popular, Prado?
These 2 nameplates are synonymous with extreme off-roading. The Defender has a cult following because of the British icon's storied 60-year history. It started its life as a purposely utilitarian off-roader with few sops to passenger comfort, so while it has countless fans, most of them curse their vehicles when they need to execute parallel parking manoeuvres on busy city streets, for example. Since the new Defender’s arrival last year, however, things have changed drastically; the L663 model is much easier to live with as an everyday vehicle and even better off-road thanks to its array of tech features.
The Toyota Prado, on the other hand, has been one of the most popular luxury off-road vehicles in South Africa since the late 1990s. Considering the age of the current generation (it was launched in 2009), it still outsells the likes of the Audi Q7, BMW X5 and Mercedes-Benz GLE, all of which offer reasonable off-road capability in combination with vastly better on-road dynamics than the Japanese SUV.
Does the ageing Prado have enough going for it to match the new Defender P400? We pitted the 2 rivals against each other to see which of them represent the best way to spend R1.25 million on an off-roader.
How do they compare in terms of…
Off-road capability
The Prado has proven its off-road effectiveness over the span of 3 generations.
The Prado’s nameplate is legendary in South Africa; it’s revered as a vehicle that's extremely capable in virtually all off-road conditions – in fact, the worse the route, the better the Toyota is said to perform. The model's underpinned by a tried and trusted Land Cruiser chassis that’s optimised for off-roading. Its suspension is specifically set up to be softly sprung so it soaks up impacts and jolts, such as when climbing over rocks or traversing poor gravel roads. The steering is light for this very reason – one finger is all you need to control it through technical terrain and, when the wheel fights you, it doesn’t "take your arm off".
Having said that, the Prado feels the more analogue of the 2 vehicles to drive; it’s old-school insofar as you simply point it at where you want to go and modulate the throttle and steering as you see fit. Whether you get stuck along the route you undertake depends largely on your off-roading skill level. That’s not strictly true, however, because the Toyota has been endowed with modern off-roading equipment such as Terrain Select, hill descent control, a crawl mode… and even the option to pull away in 2nd gear with the 2nd Start button. It doesn’t feel as if these systems take centre stage in the Prado's overall packaging, whereas the Defender puts the tech "in your face and ready to use". The Prado’s simplicity evokes a sense of invincibility; its driver instinctively trusts there’s nothing too fancy that could go wrong or break.
Our Defender test unit was specced with air suspension (something which you can’t have on a Prado) and it does make off-roading more comfortable, especially when travelling along long stretches of gravel road. It also gives the Land Rover considerably more ground clearance, while simultaneously affording its user the option to manually lower the vehicle to make it easier to load up their detritus.
The new Defender looks the part and has all the right credentials to be the most capable off-road car you can buy.
While the vehicles' off-road spec is quite similar (incl. low range and selectable modes), the Defender’s controls feel slicker to use: the interface is more intuitive and the exterior cameras provide much better resolution. You can even select a view that allows you to "see through the bonnet". The Prado’s camera set up, by contrast, feels basic. Due to its lower resolution, it’s not always clear what you’re looking at.
Speak to the guys at the Land Rover Experience centre (they drive Defenders off-road all day, every day) and they’ll tell you that the Discovery was the most capable Land Rover ever made until the new Defender came along and blew it away. Every aspect of the drive can be adjusted through the Pivi Pro touchscreen system (from throttle control, to the locking of the diffs and traction control settings etc).
Digging into off-road potential specs, the Prado is claimed to have an approach angle of 32 degrees, a departure angle of 24 degrees and a breakover point of 22 degrees. The Defender, with its wheels positioned at the extreme corners of the chassis (oh, and it's even boxier than the Prado) has better off-roading stats… Land Rover claims its newcomer has a 38-degree approach angle, a 40-degree departure angle and a 28-degree breakover point. The wading depth of the Defender is also better – 900 mm, compared with the Prado’s 700 mm.
Both vehicles are extremely capable in tough terrain and more than a match for where your average holiday destination might be located, but if you’re the Overlanding type who likes to forge their own path and are looking for the most off-road capable vehicle, the Defender ultimately has the edge.
On-road manners
Ladder frame vs monocoque, there's only one winner when it comes to tarmac manners.
The on-road manners of the combatants are relative to the ages of the vehicles. The brand new Defender has a monocoque (it's not a body-on-frame design) and incorporates the latest chassis tech from Land Rover. Its aluminium architecture is reportedly 3 times stiffer than a ladder-frame chassis (like the Prado's). The stiffness translates into sharper steering responses, less body roll and, as a consequence, more sure-footedness. Air suspension is just as useful on-road as off it and the Defender smooths out its path. They may have to start building more effective speed bumps, because I anticipate that Defender owners may just blast through them as there is little to identify you’ve hit something harsh from behind the 'wheel. What you don’t need on your Defender, unless you really need to butch up the SUV's looks, are the mud-plugging tyres. They are noisy at anything above 80 kph and stiffen up the ride with their hard sidewalls. The standard all-terrain tyres will serve you better over the long run and are still excellent off-road.
The Prado, meanwhile, is approximately 12 years old in 2021 and while it has had a facelift, there’s no getting away from the age of the frame (technologically speaking) that the Toyota's body is mounted on. That said, it does have adaptive dampers that adjust the suspension depending on the conditions, um, underfoot. There’s certainly more lean in the chassis when cornering and the light steering doesn’t provide much of a connection to the road for the driver, but, by all accounts, it’s comfortable and familiar, much like your favourite couch, except your couch is probably newer.
Performance
Petrol or diesel, the Defender has the more powerful engines, but they are thirstier too.
The 2 engines here might ignite different types of fuel (the Defender is a turbopetrol P400 and the Prado a 2.8 GD turbodiesel), but this match-up provides valuable insight into the differences between petrol- and diesel-engined SUVs. We have driven the D240 Defender before, so we do have a reference point for comparison with the Prado’s new, more powerful 2.8-litre turbodiesel.
The more powerful diesel (150 kW/500 Nm) is the same unit as in the facelifted Hilux and Fortuner. It delivers better in-gear overtaking acceleration and while it doesn’t make the Prado feel sportier, it delivers a driving experience befitting a R1-million-plus SUV. Out on the freeway, the Prado’s consumption averaged 9.2 L/100 km, but that increased to over 11 L/100 km when driving on suburban and city roads.
By comparison, the Defender’s turbodiesel unit in the D240 derivative produces 177 kW and 430 Nm of torque. The focus for Land Rover appears to be a more linear power delivery over high torque and extra pulling power. It does lag momentarily before accelerating quite aggressively (until you get used to making slightly lighter applications of the throttle pedal), but it then runs out of puff when the revs surge past 2 500 rpm. Ultimately, the Land Rover D240 motor feels the quicker of the 2 turbodiesels and during our earlier test of the D240 derivative, we found indicated fuel consumption would drop as low as 10 L/100 km and climb as high as 12 L/100 km. We might suggest waiting for the new straight-6 turbodiesel that’s due any day now (Q1 2021), as it will likely provide the perfect sweet spot for Defender owners.
The P400 petrol we have here uses a 6-cylinder turbopetrol to chuck out 294 kW and 550 Nm of torque. It’s a strong engine that gives the Defender uncharacteristic overtaking prowess, it also pounces quickly off the line making it super fun to drive around town and on country roads. The downside is that fuel consumption is, in a word, terrifying. We gave the car back with the average consumption reading 18.5 L/100 km. You will certainly achieve better results than that in the long run, but it will require much more sedate driving and there’s not much point to that if you have a sonorous 6-cylinder under the bonnet.
When it comes to ultimate tank range, the Prado is fitted with a 150-litre tank, meaning that you can, in theory, travel in excess of 1 500 km on a tank, so that you won't need to stop at that dodgy-looking 1-pump petrol station town that sells 500 ppm sand fuel. The Defender only comes with a 90-litre tank, but you could probably store a small Jerrycan in the side box, if you'd like to (Adventure pack option).
Practicality
The Prado's door aperture is wider than the Defender's making for a slightly larger load bay (in 5-seater mode).
These are large SUVs so you’re not going to find many vehicles out there that can accommodate as many people (and their things) as these can. They are surprisingly closely matched in terms of length, with the Defender being just 8 mm longer (5 018 mm vs 5 010 mm) than the Prado. Stack them side-by-side though and the Defender seems to dwarf the Prado. Maybe it’s the chunkier design and roof rack creating a bit of an optical illusion, but the same goes for the interiors. The Defender feels roomier (almost vast) inside, with huge-but-comfortable seats that make the Prado’s items feel puny by comparison.
In terms of packaging, the Defender demonstrates how far SUV interiors have advanced in the past 10 years. Whereas the Prado has a cubby hole, cup holders, door pockets and a nice big (and cooled) centre console, Land Rover's newcomer features a tiered centre console in which you can store phones or bunches of keys and whatever else you want to bring with you, and it still has room for a cooled centre box.
You can spec the interior of the Landy with a washable covering.
The shelf-like space to the left of the infotainment screen is useful for storing passenger-specific goods (like padkos), plus there's a USB port on the shelf – ostensibly so that the front passenger’s phone won't t clutter the centre console. Moving to the rear, where the Prado comes standard with 7 seats (a 3rd row is optional in the Defender), both cars offer enough legroom to seat all sizes of people in comfort. The Defender’s 3 022 mm wheelbase (versus the Prado’s 2 790 mm) does mean the former offers more legroom, but you’re not going to find the accommodation cramped, by any measure, in either of these SUVs.
Luggage capacity actually favours the Prado, probably because the rear door aperture of the Land Rover is narrower than the Toyota’s. As a result, claimed load space for the Prado is 104 litres with all the seats up and 974 litres in 5-seater mode. The Defender is slightly bigger in 7-seater mode (160 litres), but only offers 743 litres in 5-seater configuration.
Kerb appeal
When you're spending R1.2 million, looks matter – and the Defender attracts more eyes than the Prado.
Aesthetic appreciation may be subjective, but in the eyes of most onlookers we chatted with, the Defender looks so much cooler than the Prado. Its retro design hits the right notes and judging by the envious looks and attention it got, you would never know that we had a seriously rare red Prado with us (have you ever seen a Prado that wasn’t white, beige or silver?).
The Defender is going to be the car that catches your eye and tugs at your heartstrings when you need to sign on the dotted line at the dealership. It’s no wonder sales have rocketed since its launch last year.
It’s also entirely customisable to your lifestyle; there are add-on packs for all kinds of cosmetic (and, okay, functional) addenda and a plethora of external designs to choose from, so much so that you can easily get lost on the online configurator for hours while you choose which adornments you want – much to the detriment of your bank balance, of course.
Interior tech
Modern and sophisticated but still extremely practical.
Tech-wise, it seems the Prado has brought a sjambok to a gunfight (again), although perhaps the gun in question is a little too fancy for its own good. Metaphors aside, the abundance of USB ports is reason alone to award this section to the Defender. The Prado has 1 USB port, whereas you can lose count of the number of USBs you can spec in a Defender, which is also available with a wireless charging pad.
The updated Prado does come with Android Auto and Apple Carplay compatibility, which is a step in the right direction and allows you to use 3rd party apps for media and navigation. It does feature Toyota’s Safety Sense suite as well, which incorporates pre-collision detection, adaptive cruise control, blind-spot monitoring, lane departure warning and rear cross-traffic alert. All of this you can have on a Hilux and Fortuner as well, but it is nice to have electrically operated front seats and steering-column adjustment over and above what the other Toyota models offer.
Prado interior showing its age. Is that wood trim from someone's skirting board?
Swapping to the Defender's cabin, however, time warps you into 2021 with a glossy touchscreen that can be customised to display whichever layout you want on it. The system works very quickly thanks to a new processor and feels very much like a large smartphone (because it offers similar features and adjustability). The 3D camera screens are impressive in 4×4 mode; they allow you to rotate your view around the entire SUVs while looking at things like steering angle, lean angle and differential settings.
The Landy does seem to have teething troubles, however. We came across a few software glitches when using Android Auto and Apple Carplay, not to mention the electrics on the door windows and mirrors stopped working. It was quickly rectified via a software update, which can be done "over the air", which means if you encounter issues, they can be sorted without having to visit a dealer (drivetrain issues too).
Verdict
The Prado has earned its spot as the go-to vehicle for traversing Africa and its untouched landscapes. Defender is the young upstart.
If you've read intently up to this point in the comparison, you may think that this is a walkover for the Defender… The Defender is better on- and off-road, looks more attractive and is jam-packed with modern technology and connectivity options. What it hasn’t done yet, however, is prove its reliability and die-hard attitude under punishing African conditions. It may have clocked up millions of miles in testing, but we all know that the real test is what happens when there is no signal, no repair shop within 100 km and you’re deep in the bush, mud or sand and your SUV presents your only chance of getting back to civilisation.
The Prado and its Land Cruiser platform has spent decades proving itself in our conditions and has an enviable reputation for reliability. Prado owners swear by (as opposed to at) their vehicles and the new-vehicle sales figures show that some 12 years since this iteration of the 7-seater SUV arrived in local showrooms, in excess of 100 units still find new owners in the Republic every month.
The previous Defender similarly spent much of its life proving itself in rural Africa, but was never able to attain the Toyota's level of robust reliability. The new one still needs to prove itself in that department!
When all is said and done, if you're looking for the last word in reliability and brand strength, the venerable Prado should be the one that gets your nod. If, however, you don’t intend to spend every waking moment thrashing through the bundu and happen to live a more urbane city life for 90% of the year (as most people who can afford these vehicles do), the Defender is, unsurprisingly, the better all-rounder.
ID.6 is VW’s largest EV yet
ID.6 shows VW's battery cars can go big.
Brochure images of VW's new large battery-powered crossover have leaked.
An addition to the VW ID family of electric vehicles, the ID.6 is a notably longer version of the ID.4, showing the adaptability of VW’s MEB platform.
The ID.6 will be primarily targeted at Chinese customers and the source of these leaked images are from a homologation application by VW, in China.
Although the styling details are broadly similar to ID.4, the additional sheet metal is noticeable, especially towards the rear of the vehicle.
The core dimensions illustrate how much longer it is. VW’s ID.6 measures 4 876 mm bumper-to-bumper, which is 92 mm longer than an ID.4. Perhaps the most beneficial change, for passenger comfort, has been the stretched wheelbase, which increases by a significant 198 mm from ID.4 to ID.6.
Although VW has not confirmed the exact cabin architecture of ID.6, its extra length and generous wheelbase would indicate that this is destined to be marketed as a seven-seater vehicle, with third-row seating.
VW has chosen its large-capacity 82 kWh lithium-ion battery pack to power the ID.6’s 150 kW electric motor. The range is claimed to be an entirely adequate 450 km.
Some of the other specification details that are translatable from the leaked documents details a very interesting tyre choice, by VW’s product planners. The ID.6 rolls 20-inch alloy wheels, shod with a variety of tyre sizes, including a 235/55, which should give it very decent ride quality for a vehicle with such huge wheels.
It would also appear that ID.6 is not a light vehicle, as one would expect from any battery-powered crossover of its size. The kerb weight rating is 2 280 kg, which makes it heavier than any current production Touareg.
The Toyota Hilux receives goodies from Arctic Trucks, making it even more tougherer. Check out the Hilux AT35.
The Toyota Hilux is a thoroughly capable double-cab bakkie. With excellent approach and departure angles plus a low-range transfer case, you have only yourself to blame if you get stuck. For those wanting to really venture into the wild, Arctic Trucks is offering a package for the recently-updated Hilux. We've become quite familiar with Arctic Trucks over the years, who can forget the Top Gear episode featuring a very red Hilux? Locally, we spent some time at Isuzu's facility in the Eastern Cape, witnessing the process to convert a standard D-Max into a D-Max AT35.
For 2021, Arctic Trucks has teamed up with Toyota to build the all-new Hilux AT35. Upgrades are extensive, ranging from extreme changes to the chassis, suspension and let's not forget those monster flared wheel arches and giant tyres. The suspension upgrade allows the fitment of huge 35-inch BF Goodrich all-terrain rubber. In terms of the numbers, there's an additional 65 mm of ground clearance on top of the already decent 286 mm. There are improvements to the approach and departure angles too.
The stock suspension has been replaced by Arctic Trucks' Bilstein setup, which features springs and dampers, with an adjustable anti-roll bar at the rear. Arctic Trucks is claiming the AT35 offers "superior mobility from the wider front and rear tracks, wider tyres and a larger, “lighter” footprint for more secure driving over soft and delicate terrain". The modifications make the Hilux AT35 wider and taller than the standard Hilux, but it's also 115 kg heavier.
The engine and gearbox are unchanged, but Arctic Trucks has tweaked the AT35's front and rear differentials. Visually, the Hilux AT35 features flared wheel arches, extended side steps, and bespoke badges. If you want to go even further, Arctic Trucks will do an underbody armouring package, light bars as well as a tyre inflation kit.
2020 Toyota Prado vs New Land Rover Defender 110 – Luxury Off-road Titans go head to head
We headed out to our favourite 4×4 testing facility, Welgelegen 4×4 just outside Cape Town, to put these two luxury behemoths to the test in their natural habitat.
The big news here is that this is not an entirely new Prado, but it has been given a new beating heart in the form of the uprated 2.8L engine which is now doing duty in the latest Hilux. It is worth saying up front that this isn't necessarily an apples for apples test as we could not secure a diesel Defender, so we had to make do with the extremely powerful 6-cylinder P400.
But it is an interesting test nonetheless, given that the Prado offers a tried-and-tested formula of a ladder frame chassis, a decently luxurious interior, 7-seats and a 6-figure price tag which comes in well below this particular Defender, although the diesel Defender is closer in price.
Climbing into the Land Rover and you feel like you've time-travelled to the future. This is one seriously smart and capable vehicle and left Ciro De Siena feeling like he didn't really need to be there; the car could have probably climbed those mountains all on its own.
We do hope you enjoy this in-depth test of the two cars. Let us know in the comments below which one you'd have and why.
Daimler and Mercedes-Benz have agreed to become two entirely separate entities, with separate development resources for heavy vehicle and passenger cars.
For decades the Daimler-Benz corporate structure has been a source of novelty in the global automotive industry. Very few traditional car brands are part of an organisation that also used resources, in a direct distribution, to develop heavy trucks and buses.
Volvo split its passenger car and truck divisions a long time ago. For Mercedes-Benz, scale is always important and it believed that there were commonalities between the smart driving truck technologies and a trend towards autonomous passenger vehicles. This no longer appears to be the case.
In the new structure, Daimler becomes purely a truck and bus business, with Mercedes-Benz, wholly focused on passenger vehicles.
What this new structure will allow, is for Mercedes-Benz to focus specific resources on its passenger car business. The synergies between engineering for heavy-duty transport and hauling vehicles, and passenger cars, are too divergent.
Truck companies have extreme vehicle and haulage weight requirements, which makes the metrics that engineers work on, especially with braking systems, very different from passenger cars.
In the truck and bus realm, hydrogen development has been championed. With passenger cars, most brands have opted for batteries as an alternative future power source.
At Mercedes-Benz, the structure was simply no longer working. After two difficult years, the company needs to be leaner to reassert itself. And that means breaking-up the heavy vehicle and passenger car divisions.
The changes are expected to become substantive later this year after shareholders vote in Q3.
An interesting issue will be where the low-volume, but immensely regarded, Unimog trucks go in this new equation.
It will never come to South Africa, but it's still an impressive machine to look at. This is the 2021 Ford F-150 Raptor.
Due to Ford's F-Series bakkies being assembled in left-hand drive only, it's highly unlikely you'll ever spot one in South Africa. Granted, there will be people who will either get creative with an import or get in touch with the growing industry of engineers who specialise in right-hand drive conversions, but as it stands, this is your best look at the newcomer. The closest thing you can get to one of these is the Ranger Raptor, a thoroughly capable bakkie that loves playing in the mud, sand, and rocks.
Under the bonnet is a revised version of the 3.5-litre twin-turbocharged Ecoboost V6, but Ford has said it will be releasing a thundering V8 Raptor R derivative in 2022. Strangely, outputs for this new motor were not announced, but we expect power and torque to be in the region of 340 kW and 700 Nm if the predecessor's 336 kW and 692 Nm are anything to go by. Ford claims its new powertrain features updated turbochargers and a trick active exhaust system. A 10-speed automatic gearbox is on duty.
The key thing to remember about the Raptor is its offroad capability. You can get 35- or 37-inch tyres that are factory approved, and with the largest rubber fitted, the updated Ford F-150 Raptor features 33.1 degrees of approach angle, a maximum 24.9 degrees of departure angle, and 24.4 degrees of break-over angle. There's a monster 332 mm of ground clearance too.
Ford has fitted the Raptor with a new Terrain Management system complete with different modes that adjust stability control, dampers, throttle mapping, and steering. There's also the lunatic Baja mode for those who want to let loose in the dirt. An electronic locking rear differential and available Torsen front limited-slip differential are fitted as standard.
Under the skin, there's a new steel frame that has reinforced areas to deal with the offroad activities. There's a new 5-link rear suspension setup and there are new electronically-controlled Fox Live Valve internal bypass shocks. Ford is claiming these are the largest shocks ever installed on a Raptor and they can change the damping rates independently at each corner 500 times per second.
And then there are those looks. Cue the heart eyes emoji – this is one beautiful beast!
Mazda has wedged a new model between its CX-3 compact crossover and CX-5 family car, but did it need to? We drive the new CX-30 in Gauteng.
It seems Mazda can do nothing wrong these days: its SUV family has proven popular in the South African market (the CX-5 has even garnered a few #CarsAwards category wins) and the Hiroshima-based brand will soon invigorate the local double-cab market with the introduction of its new BT-50. Plus, Mazda’s reputation for good reliability speaks for itself, leading many to suggest "Mazda is the new Honda".
It’s unfortunate that the brand has been unable to sell more units of its Mazda3, but considering how dismal domestic compact hatchback and sedan sales figures are, it's indicative of the current car-buying trends and not an indictment of the product itself. With the masses leaning towards SUVs, the traditional hatchback and sedan markets have steadily declined.
Mazda, like virtually every manufacturer, has been watching this trend closely and adapted its product strategy to suit. While we’re unlikely to see its electric or hybrid MX-30 or the flagship CX-9 7-seater SUV in South Africa anytime soon, the brand's latest offering, which is, paradoxically, based on the Mazda3 platform, has finally arrived on the local market.
The CX-30 fits snugly between the CX-3 and CX-5. The former has often been criticised for its tiny load bay/limited practicality and, yes, it lags behind its rivals in that regard, but the CX-30 addresses this.
The CX-30 is a good-looking vehicle, much like its CX-3 and CX-5 siblings.
What’s on offer
Mazda is offering its new CX-30 with a choice of 9 colours and 3 levels of trim – Active, Dynamic and Individual. The brand decided against using the CX-4 name because that’s reserved for a Chinese model.
There’s one engine shared across the range. It’s a 2.0-litre naturally-aspirated petrol engine that develops middling peak outputs of 121 kW and 213 Nm. Every Mazda CX-30 features a 6-speed automatic transmission, which directs power to the front wheels. All-wheel drive is reserved for the higher-specced CX-5 derivatives.
In terms of rivals, Mazda is pitching its new CX-30 into a hotly-contested segment. The Japanese firm has lofty ambitions and benchmarks its newcomer against the Volkswagen T-Roc and Audi Q2.
Mazda CX-30 Active
Standard features include smart keyless push-button engine start, MZD Connect with an 8.8-inch infotainment screen (not touch-sensitive, however), front- (driver and passenger), side-, knee- (driver) and curtain airbags, USB port, Head-Up display, Cruise control and LED headlamps, 16-inch grey metallic alloy wheels.
Mazda CX-30 Dynamic
Additionally equipped with: Apple Carplay and Android Auto, steering-wheel-mounted shift paddles, rear air vents, dual-zone climate control, keyless entry, as well as rear parking sensors.
Mazda CX-30 Individual
Additionally equipped with: reverse-view camera, frameless auto-dimming rear-view mirror, leather trim, a BOSE audio system with 12 speakers, plus 18-inch Silver Metalic alloy wheels.
What’s it like to drive?
We travelled to Gauteng to test drive the CX-30. This usually does not bode well for naturally-aspirated vehicles as they suffer a power loss of about 17% on the Highveld, but we came away pleasantly surprised with the 2.0-litre motor's smoothness; 213 Nm may not sound like much when you compare the CX-30 with its turbocharged rivals, but we can assure you, there’s sufficient go to match the show.
The transmission is an old-school 6-speed automatic and while it demonstrated a propensity to hold onto the gears longer than necessary on the odd occasion, it’s generally a competent unit. We appreciated the responsiveness when it came to overtaking manoeuvres – the auto 'box would quickly shift down a few cogs to engage the appropriate ratio.
The only drawback we found was not in the engine’s power delivery, but rather the noise it emits as it climbs through the rev range. This scenario would be fairly common on the open road, where you’d have to summon every bit of torque to overtake slower vehicles. The noise, initially, is okay, but once you climb past 3 500 rpm, there’s a loud drone that disrupts the peace in the otherwise serene cabin.
Petrolheads would be quick to point out that Mazda has a 2.5-litre forced-induction motor in its arsenal and despite its tantalising outputs, that powertrain is not available for our market. With our consumer cap on, we’re not fussed by the lack of a torquey motor and think the current setup would be perfectly adequate for most customers, irrespective of whether they live in the thinner air of Gauteng or at sea level.
If there’s one aspect that Mazda gets very right, it's the admirable fit-and-finish of its models' interiors. The CX-30’s cabin is a plush and luxurious space to occupy, which speaks volumes for the brand’s aspirations to compete in the luxury segment. The road noises are well and truly dialled out and we think many will be surprised by just how quiet (well-insulated) the CX-30’s cabin is.
With an illustrious history of making sublime driver’s cars like the MX-5, you’d hope the run-of-the-mill and family-orientated CX-30 would retain some of these traits. Indeed, the steering setup is light and quick, and while we didn’t pitch the newcomer into serpentine bends with zeal, we feel the Mazda's tiller exhibits enough in the way of "feel" and "feedback" to elicit a small smile.
Our launch unit was the entry-level 2.0 Active, which rides on 16-inch alloy wheels wrapped in higher-profile rubber. The ride was impressively smooth, even when the road quality deteriorated. The suspension felt competent, but the setup leans towards the sporty side, which is why we felt a jolt every time the CX-3 drove over a cat's eye.
The key differentiator between CX-3 and CX-30 is the amount of interior space they offer. While the informal sit-behind-yourself test in the former was a real challenge for those of even average height, most will be able to accomplish the task with ease in the CX-30.
The same goes for the size of the load bay. The CX-3’s luggage capacity was adequate for the daily commute, but the rear seatback would invariably have to be folded down when you needed to pack for long trips. Critically, there was a lack of depth as well as length, denting hopes of loading a standard cooler box. With the CX-30, owners will have no such hassles.
Summary
The Mazda CX-30 makes a strong case for itself. While we weren’t enthusiastic about the powertrain’s noisy nature at higher revs, we’re readily prepared to give it a 2nd chance at sea level and with perhaps a more "run-in mileage" on the odo' before making a final judgement. That being said, the engine’s coarseness is just one small minor blemish on what’s a modern, stylish and well-thought-out compact family car.
Not only does it look the part, but the levels of fit and finish are right up there with the best in the segment. The cabin is refreshingly minimalist; it allows the driver to focus on enjoying the driving experience!
Famly-car buyers who were put off by the CX-3’s restricted load-bay capacity (and didn’t want to stretch their budgets to the larger CX-5) now have another modern and stylish SUV to add to their shortlist.
Mazda’s new compact family car offering comes in at an interesting price point, too. While it is marketed as a split down the middle between the CX-3 and CX-5, it’s pricing leans towards the CX-5's. Granted, the CX-5 is fairly long in the tooth and we’re expecting an updated model to be revealed during the course of 2021, but the CX-30 also feels like a far more modern offering that its aforementioned siblings.
Mazda CX-30 Price in South Africa
Every Mazda CX-30 comes with a 3-year/unlimited-kilometre service plan, 3-year factory warranty, 5-year corrosion warranty and 3 years' worth of roadside assistance.
