Toyota Prius (2019) Review

The Prius has received a facelift, as well as a few specification tweaks, to make Toyota's eco-warrior more appealing to efficiency-conscious local buyers. Has Toyota done enough, or will the Prius continue to struggle to find favour?

We like: Comfort levels, spaciousness, fuel economy

We don't like: Awkward design, no navigation or Android Auto/Apple CarPlay compatibility

Fast Facts

Price: R490 200 (May 2019, without options)
Engine: 1.8-litre 4-cylinder petrol + electric
Gearbox: CVT
Fuel economy: 3.7 L/100 km (claimed)
Power/Torque: 100 kW/142+e Nm

Own a Toyota? Tell us about your experience here.

SERIOUS ABOUT BUYING?

Check out full specification details and finance estimates here.
Some Toyota dealers regularly offer specials: Have look here.

Where does it fit in?

The significantly revised front-end is sleeker and sharper in appearance. Wheels are 15-inch steel items with alloy-look covers.

It's hard to believe, but in global terms, the Toyota Prius has been around for more than 20 years, following its initial introduction in Japan in 1997. Since then around 4 million of these ground-breaking hybrids have been sold and it remains, to many, the "green face" of the Japanese motoring giant. South Africa, on the other hand, had to wait until the launch of the 2nd-generation Prius in 2005 to experience hybrid motoring, and since then a mere 1 155 have found homes in Mzansi (according to Lightstone Auto). In fact, according to the latter's sales figures, only 4 were sold last year.

Nevertheless, Toyota recently introduced a subtly-reworked offering in an attempt to tone down the highly polarising design of the current-generation Prius and, to up the family car's value-for-money factor.

OWN A Toyota Prius? Please tell us about your experience here.

How it fares in terms of…

Design & Packaging

This is arguably the least flattering angle of the Toyota Prius, but there is a new bumper as well as revised tail lamps.

When the current generation Prius was launched in 2016, there was much discussion about the fact that the petrol-electric sedan/fastback was designed by a youthful team, who wanted to imbue it with "ego". This Prius undoubtedly looked "different", but distinctiveness does not always equate to attractiveness… So, to make the facelifted model's looks less polarising, Toyota's design team gave it a sleeker, sharper appearance.

Consequently, the updated Prius has new bumpers, combined with slimmer headlights (with bi-beam LEDs) and a change to LED foglamps at the front, while the rear sports revised combination LED light clusters that accentuate the width of the vehicle. What's more, the Prius is slightly longer than before, the 15-inch wheels have new covers and Toyota has introduced 2 new paint finishes – Fierce Red and Sky Blue metallic (shown here).

The revised centre console is now finished in Piano Black (as opposed to "Bakelite" white) and features a wireless charging pad.

Do the design revisions work? Well, that is up to each individual to decide, but we'd say that the front-end revisions are probably effective in making the Prius appear less "weird", to put it kindly, or less "outlandish", to be critical. Its rear 3-quarter aspect is still decidedly odd-looking, however.

Inside, the current Prius is far more convincing, with good quality materials, excellent spaciousness and some (surprisingly) nice detailing to give it an upmarket look and feel. You'll have to park its predecessor next to it to spot all the changes, but they're effective – the centre console has been redesigned and features 2 drinks holders, seat heating switches and, perhaps most importantly, a wireless charging pad (for smartphones). The interesting frosty white colour of the pre-facelift car's centre console has been replaced with a more practical – and classier – Piano Black.

Comfort & Features

Only slight revisions for the interior – note the addition of a wireless charging pad in the centre console.

With a 2.7-metre-long wheelbase, the Prius offers stretch-out space for all occupants, although really tall rear seat occupants may find their heads brushing against the Toyota's rearward-sloping roof lining. The Japanese firm has also placed great emphasis on visibility out of the vehicle, all of which combines to create an airy, "techy" and upmarket-feeling cabin, the latter due to good tactile quality from the materials used and the multitude of digital displays. Under that large tailgate is a load bay with a quoted capacity of 502L, making it larger than, for example, the Honda Civic's.

With a price of nearly R500k, buyers expect a fairly luxurious car, and the Prius does not disappoint. Dual-zone climate control, cruise control, a reverse-view camera, rain-sensing wipers, heated front seats and a fairly large, customisable display screen are standard. The infotainment system does, of course, feature USB and Bluetooth compatibility, but sadly, there's no Android Auto/Apple Carplay or an integral navigation function.

The Prius's load bay measures 502 litres and the rear seats fold flat to create a capacious space for loading long or bulky items.

Ultimately, however, 2 of the greatest boons to overall comfort in the Prius don't stem from any specific interior feature or fitting, but the quietness of the cabin and the petrol-electric hybrid's supple ride quality. The Prius wafts along in relative peace and quiet.

The standard suite of safety features is very comprehensive, including 7 airbags, stability control and ISOfix child seat anchors for the rear seats. There's also a neat little head-up display (HUD) unit; seeing as the main display is centrally-mounted and not really in the driver's natural line of sight, the HUD allows to the Prius' pilot to easily keep an eye on vehicle speed, which is quite useful…

Performance & Efficiency

Front occupants can keep an eye on energy consumption via the large display screen.

As ever, the Prius utilises a combination of an ultra-efficient Atkinson cycle 1.8-litre (naturally aspirated) petrol engine and electric motors for its propulsion. The combined output is 100 kW, and the Prius is claimed to accelerate from 0 to 100 kph in 10.6 sec and reach a 180-kph top speed.

It's interesting to note the packaging of the transaxle, which houses 4 major components, but most importantly, the 2 electric motor-generators (MG1 and MG2). MG1 mostly serves as a generator, converting power from the engine (that would otherwise go to waste) into electricity that can be stored in the nickel-metal hydride battery, which is located beneath the rear seats. MG1 is also the engine's starter motor, while MG2 is the electric drive motor, which doubles as a generator when the car is in regenerative braking mode. MG2 drives the car at low speed, in EV mode and reverse.

The Prius offers three hybrid driving modes (besides the additional EV mode), namely Power, Normal and Eco.

Toyota claims an average fuel consumption figure of 3.7 L/100 km, which is attainable (with some effort), but we achieved a real-world figure of just over 4.0 L/100 km, which is still impressive, because there is simply no other sedan-like vehicle of this size and luxury that can match or better that.

One quickly learns to adapt one's driving style, because if you're smoother on the throttle and less hurried, the Prius will use electric power for longer. Compared with its predecessors, it is indeed possible to make use of pure EV mode more often, but only up to speeds of around 50 kph.

And don't think of the Prius as a lazy performer – should you require a burst of overtaking urge, there's ample power available – but if you use it often, your "economical driving score" (indicated as a number out of 100 on the display), will plummet. For extra punch, there is a "Power" mode.

Ride & Handling

Standard Michelin 195/65 tyres are said to contribute to the Prius's efficiency. They also help the ride.

Built on the brand's still-fairly new TNGA platform, the current generation Prius boasted a 60% rigidity improvement over its predecessor when it was launched in 2016. It was also claimed that the new car was more engaging to drive, but we doubt that will be of much consequence to local buyers, at least most of them. Of far more importance is quietness and ride comfort and in those areas, the Prius excels. The only NVH (noise, vibration, harshness) negative is the slight vibration that occurs when the petrol engine kicks into action after a period of driving on electricity alone.

Otherwise, the Prius is an easy-handling car with light steering that makes city driving a cinch – bear in mind, however, that there are no parking sensors (only a camera view), so don't wait for beeps before you apply the brakes.

Price and warranty

The Prius is available in only one derivative and sells for R490 200. A service plan for 6 services/90 000 km is included, with servicing required every 15 000 km. The standard warranty for the vehicle is 3-years/100 000 km, but the hybrid battery has a longer 8-year/195 000 km warranty.

Verdict

The Prius has no real rival in South Africa, but sales remain slow. Challenging design and not enough of a fuel economy advantage play their part.

The Toyota Prius has no direct rival in the SA new vehicle market… There is no similarly sized or shaped hybrid for sale, and the family sedan market has stalled, so a potential rival (on ultimate efficiency) such as the VW Jetta TDI no longer exists. So, if you need a family-friendly vehicle that offers this kind of fuel economy (and you're buying new), then the Prius is it… or you'd have to consider switching to a turbodiesel compact crossover such as the Renault Captur or Peugeot 2008 to achieve similar practicality and a vaguely comparable level of fuel efficiency.

Still, there's much to admire about this Prius, and it does look less divisive than before, but we can't see the facelift version achieving significantly better sales numbers than its predecessor. In the below-R500 000 segment, compact SUVs and crossovers are all the rage, so in the local context, we think a hybrid C-HR would do better, and above the magical half-million mark, Toyota should consider offering the hybrid RAV4 family car, too.

Looking to buy a new/used Toyota Prius?

Find one on Cars.co.za by clicking here

Rivian Bakkie Doubles as 562 kW Kitchen

Tesla’s bakkie-building rival is sitting pretty after an R7bn investment from Ford. But that doesn’t mean that Rivian is feeling complacent.

The Californian electric vehicle start-up revealed by far the most convincing battery powered bakkie concept with its RT1, late last year. Immense power from a huge battery pack and crushing performance courtesy of a 562 kW peak power electric motor option has made even the most ardent diesel bakkie owners take notice.

Beyond its incredible power output, the RT1’s utility features are deeply impressive too. There’s the 330-litre frunk (where you’d expect a conventional internal combustion engine to be), offering weather-proof loading space. And an ability to flip-open a panel at the rear of the cab, allowing the loading of cargo longer than the loadbin.

Now Rivian has revealed an additional feature to its RT1’s specification. This is one which is sure to find favour with South African bakkie fans: a mobile kitchen.

At the recent Overland Expo West, held in Flagstaff, Arizona, Rivian revealed a pull-out kitchen feature for its RT1. Using the bakkie’s unique full-width load tunnel behind the cab, Rivian’s slide-out kitchen is clever and should enable true off-grid camping.

There is no gas to fiddle with or the inconvenience of running multiple lengths of power cord to a campsite’s plug-point. The Rivian RT1 double-cab’s mobile kitchen is powered by the bakkie’s enormously potent 180 kWh battery.

This kitchen has a dual hotplate, a sink (that doubles as 19-litres of water storage), several drawers and a compact countertop work surface. Rivian’s technicians claim that preparing three meals a day for a week and using the RT1’s exterior lighting, will only deplete the bakkie’s battery capacity by a mere 11%.

For overlanders, the release date of Rivian’s RT1, scheduled for late next year, can’t come quickly enough.

Mercedes-Benz CLA (2019) Price Announced

Prices for the forthcoming Mercedes-Benz CLA have appeared on the firm's local website and we can share how much this stylish compact vehicle will cost.

The second-generation Mercedes-Benz CLA will be launching in South Africa in the next month or two and we stumbled across pricing for the compact newcomer. From what we can see on Mercedes-Benz's local website, the new CLA will be made available in South Africa with 2 engines.

This generation of CLA sports new underpinnings similar to those of the A-Class hatchback that was launched in South Africa during 2018. In terms of dimensions, that means the newcomer has grown in length and width, while its wheelbase is slightly longer too.

The engines on offer include the 120 kW/250 Nm 1.3-litre turbopetrol unit from the A-Class to power the entry-level derivative, which is the CLA 200. The 2.0-litre turbodiesel unit arrives in the form of the CLA 220d, with a 140 kW and 400 Nm engine. The CLA 200 makes do with its 7-speed dual-clutch while the diesel CLA 220d gets an 8-speed dual-clutch gearbox. The diesel will be the more fuel efficient of the two engines, with Merc claiming 4.3 – 4.4 L/100 km, while its petrol-powered sibling is said to consume 5.3 – 5.5 L/100 km.

Final specifications will be confirmed when the vehicle is launched in South Africa.

Mercedes-Benz CLA Price in South Africa (May 2019)

Mercedes-Benz CLA200 R571 259

Mercedes-Benz CLA220d R612 800

Mercedes-AMG CLA 35 R855 766

The BMW M4 Video We Never Published – Flashback Friday (2014)

We've dug through the archives and for a few reasons, this BMW M4 film never made it past our cutting room floor. Until now.

When Ciro De Siena started making videos for Cars.co.za back in 2014, this was the fifth video we ever made. For reasons that are very boring and mostly forgotten, we never published this video.

Recently, Ciro was reminded of it, and after a few conversations with the team, we decided that it was time for this video to go public. We ask of you, don't judge us for the quality of the visuals – we like to think we've improved a lot since then! But we really hope you enjoy this trip down memory lane with us.

Audi’s TT is Dead

The Audi TT only gets to live until 21.

A design icon is ending. Audi’s new CEO Bram Schot has confirmed that the current third-generation TT will be the last, with Ingolstadt’s engineers not having produced a replacement for the compact sportscar.

Audi wowed the market when it debuted the Peter Schreyer designed TT back in 1998, but since the third-generation version was introduced in 2014, sales have stalled. Schot says that Audi’s priority has become electrification and the current TT is beyond the company’s immediate strategic goals.

The German premium brand is planning to reveal a flood of new battery-powered products in the next few years, with a promise to have 20 full electric-vehicles in its portfolio by 2025. As such a turbocharged two-door sportscar is not product priority.

Fans of the TT might be disappointed, especially those who still regard the original car as an all-time symbol of Audi’s brand resurgence in the 1990s. That disappointment might be cured if Audi’s product planners apply the same formula they did when considering the original TT.

Audi says it will replace the TT with an equally emotive battery-powered vehicle, but whether it will be a two-door coupe, is uncertain.

Much like the first TT was made possible by VW’s increasingly sophisticated and adaptable Golf platform; the TT replacement’s configuration will depend greatly on Audi reinterpretation of VW’s new MEB vehicle architecture. One possibility that a battery-powered TT might offer, is the switch to rear-wheel drive, in addition to Audi’s signature all-wheel-drive systems.

Shang High Voltage

China takes the lead on desirable electric cars, hopefully pulling the rest of the world out of a design slump.

Visiting a Chinese car manufacturer in 2008 offered indisputable evidence of a fledgeling industry with only sporadic implementation of global best practices. Not only were several European models being blatantly copied, most were also built using poisonously cheap plastics, wafer-gauge steels and questionable assembly processes. A visual metaphor that stuck was witnessing a production line worker swinging wildly from the open hatch of a body-in-white Daewoo Matiz, sorry Chery QQ, as he physically bent it into something vaguely closable. That this was even necessary given the already chasmal shutlines was telling. It was no surprise then that most of China’s car production at the time was simply ineligible for export markets.

By tempting design talent eastwards, we will see more innovative designs coming from China.

The saving grace was a rampant and booming home market that gobbled up almost every vehicle made, regardless of quality, safety or style. Even then though, the potential for world domination was patently obvious. In the decade that followed, the importance placed on – and budgets allocated towards – in-house design and R&D departments grew exponentially.

With upwards of 480 manufacturers, many of them EV-only, China is now unquestionably an automotive powerhouse. And it’s still on a meteoric growth curve, able to buy in technical excellence (or entire brands; e.g. MG Rover, Volvo and Lotus) and lure many of the world’s best designers to supplement its own fast-improving home-grown talent. Names such as former Audi design chief Wolfgang Egger, Jaguar rock star Wayne Burgess, Volvo stalwart Peter Horbury, Ferrari’s JuanMa Lopez and ex-Porsche man Hakan Saracoglu are just a few who’ve been tempted to Go East.

Ford has just invested $500 million into Rivian to develop EV pickups and SUVs.

The result is that, even for the casual observer, the 2019 edition of Auto Shanghai was a real eye-opener; to hardened industry players it was a wake-up call akin to a crack on the forehead with a plug-in charge cable. The dazzling array of credible, relevant and often highly original models displayed makes it now impossible to continue discounting China’s premier car show as a collection of shoddy copy cars and hideously proportioned concepts.

So while the odd blatant copy still exists they’re now lost in a sea of far more original takes on today’s global trends, sensibly garnished with subtle hat tips to current design champs Volvo, EV kings Tesla and lava-hot newcomers Rivian.

There was no shortage of bodystyle variety either: urban runabouts, SUVs, sedans and sports cars were all represented, the overwhelming majority bearing the grille-less nose giveaway of battery power.

Electric cars will hopefully be the end of ridiculously big grilles.

Say what you will about the demise of the internal combustion engine, the packaging freedom associated with electric drive is dragging car design out of a creative rut – perfectly illustrated by the premium German brands’ predictable swelling-of-the-grilles one-upmanship. Mercifully, the era of gaping catfish-mouthed front ends is nearly over.

The BYD e-SEED shows how design oriented the EV layout can be.

So, with world-class design and engineering in place, the only area left to conquer is brand cachet. And it’s here where the Chinese need to get a little savvy because it’s simply impossible to take a car seriously when it’s called a GYON (Grow Your Own Niche) Matchless, a Leading Ideal One, a BYD (Build Your Dream) e-SEED, a Leapmotor C-More, or a Leopaard Mattu (yes, with two As). Don’t forget Bodrin, Aiways, Xpeng, Hozon and old-favourite Hongqi either.

Questionable spelling and bizarre lost-in-translation brand names aside, Auto Shanghai 2019 proves that Chinese cars are ready to trade on desire over value. Are you ready to daydream in Mandarin?

Mahindra XUV300 (2019) Launch Review

Mahindra continues to develop and bring products to South Africa, which the Indian manufacturer affectionately calls "its 2nd home", at a rapid rate. The XUV300 is the latest new model to arrive and it's set to take on a throng of established players in the compact family segment. We drove it around the Cape to get a feel for the newcomer.

What is it?

The XUV300 is aimed squarely at the burgeoning compact family-car segment. Recent sales statistics suggest it's the only passenger-car segment that's registering notable growth in South Africa’s declining new-vehicle market, Mahindra says. The firm's newcomer will go head-to-head with the Ford Ecosport, Renault Captur, Nissan Qashqai, Hyundai Creta, Suzuki Vitara and upcoming Volkswagen T-Cross, just to name just a few.

In case you haven't read it yet: Mahindra XUV300 (2019) Specs & Pricing

The XUV300 looks modern and distinctive.

The XUV300 range incorporates 2 engines and 2 different specs (W6 and W8). For the moment, all derivatives come with a 6-speed manual ‘box. It’s a vehicle that has done extremely well in Mahindra’s home market and in order to ready it for South African conditions, the XUV300 underwent stress testing at local vehicle testing facility Gerotek. Let’s see how it stacks up after a couple of hundred km around the Western Cape.

Own a Mahindra? Tell us about your experience here.

How does the engine perform?

Mahindra only made the top-spec 1.5-litre turbodiesel W8 available to us to drive on launch day, but it proved to be quite refined, fuel-efficient and adequately punchy. Both the turbodiesel and (1.2-litre) turbopetrol are newly developed for the XUV300 and match up well against the competition. The turbodiesel produces peak outputs of 86 kW and 300 Nm of torque, while the turbopetrol weighs in with 81 kW and 200 Nm of torque.

The turbodiesel unit offers up excellent power and torque numbers.

The turbodiesel is responsive, not overly noisy and well-matched to its 6-speed manual 'box. There aren’t many manufacturers that offer a diesel model at this price in the segment and the Mahindra motor meets – and even exceeds – the segment standard. It also proved quite fuel-efficient over the 250-km trip. We didn't drive with efficiency in mind, yet the test unit returned 6.5 L/100 km, so even lower consumption is achievable.

Having said that, we look forward to testing the turbopetrol unit as it appears to be the fuel of choice in the segment for the foreseeable future.

Is it nice inside?

There are a fair few differences between the W6- and W8-spec WUV300 derivatives, to see a full list of specifications, click here.

The 7-inch touchscreen infotainment system is standard across the range and is intuitive to operate. Navigation is built in, but W8 versions further feature Android Auto and Apple Carplay compatibility. What's more, the interface comes replete with a Bluesense app that can connect with your Smartwatch/phone, track your driving patterns and score you on a set of eco metrics.

The 'Oreo' interior is well-appointed in the W8 version.

The W8’s seats are trimmed in less-than-practical white leather, with no other colour options available as yet, but in their defence, they're quite comfortable and supportive. The dashboard has the colour scheme of an Oreo cookie: with a black top, white insides and then black carpeting on the floor. It seems quite well put together with the materials being a mix of soft- and hard-touch plastics (those bits that aren’t leather, at least).

There are a few ergonomic quirks within the cabin, however. The centre console gets in the way of your elbow when shifting (especially for taller drivers) and the steering column is not adjustable for reach, only rake (up and down).

In terms of rear passenger space, legroom isn’t bad and headroom only becomes an issue to people who are taller than 6ft (183 cm). The load bay is on the small side (249 litres), but when you fold the rear setback flat, 600 litres of utility space becomes available.

The load bay is a bit on the small side at just 249 litres.

The safety spec on W8 derivatives is well up to scratch and features traction control, 7 airbags, ABS, EBD and ISOfix anchors in the rear. The W6 derivatives drop 5 airbags and traction control, which is disappointing in a compact family car, but that's how the car comes specced from India.

What's it like to drive?

In terms of its ride quality, the XUV300 is certainly the best product Mahindra has released to date, at least in South Africa. The suspension is set up for optimal on-road comfort, which is a higher priority in this segment. That said, it’s not soggy and settles down nicely after bumps and jolts.

The steering comes with changeable settings that adjust the ease with which you turn the steering wheel. They range from Comfort to Sport, with Normal in between. The weight adds up the further you lean towards Sport, but it never becomes overly heavy or unnatural in feel.

Overall, the driving experience is pretty good. The XUV300 doesn’t handle like a performance SUV, but for its particular target market, the Indian compact family car does the job well. Having sent it over the 50 or so twists of the Franschhoek Pass, it came out the other side with ease.

The manual-only option may perturb some buyers as the increase of autos in the segment is noticeable. Currently, Mahindra doesn’t have an auto available for the XUV300, but the firm is apparently working on one for the South African market.

Summary

The XUV300 is keenly-priced in a very busy segment.

With new vehicle prices climbing at an alarming rate at the moment, an increasing number of new-car buyers are likely to look to alternate brands' products for better-value-for-money propositions. The Mahindra XUV300 may very likely to be one of the vehicles that will benefit from this trend.

The range's keen asking prices are a major attraction: the top-spec (W8 turbodiesel) version we drove costs R324 999. In terms of features, it hits all the marks: infotainment system is up to date, safety equipment is respectable and the engine power and refinement are just about class-leading.

Mahindra's newcomer asks a lot of questions of its rivals. Let’s see how buyers respond to this: the best product to come out of Mahindra to date.

Mitsubishi Triton 2.4DI-D DC 4×4 Auto (2019) Review

The facelifted version of Mitsubishi’s Triton double-cab bakkie has arrived in South Africa with bolder styling and a handful of new features, including a 6-speed automatic transmission. It certainly looks the part, but how does it perform? And, should you consider the new-look Triton over its rivals? Let’s take a closer look…

We Like: Handsome styling, willing performance, good ride quality, fuel consumption and off-road ability

We Don’t Like: Interior styling/finishes could be better, dated cabin look

Fast Facts:

Price: R589 995 (May 2019)
Engine: 2.4-litre turbodiesel
Gearbox: 6-speed automatic
Power/Torque: 133 kW / 430 Nm
Fuel Economy: 8.3 L/100 km

Own a Mitsubishi? Tell us about your experience here.

SERIOUS ABOUT BUYING?

Check out full specification details and finance estimates here.

Some Mitsubishi dealers regularly offer specials: Have a look here.

Where does it fit in?

The Triton looks better than ever with its new "Dynamic Shield" front-end.

This generation of the Mitsubishi Triton arrived rather late to our market (in 2017) and while sales have been steady, the Japanese bakkie should fare better considering that it’s a worthy and capable value offering that competes in a market where buyers tend to be loyal to established brands.

Now, the gloves appear to have come off – Mitsubishi has introduced a facelifted Triton, which is arguably one of the best-looking double cabs on sale in South Africa. While it’s futuristic "Dynamic Shield" styling boosts the Triton’s kerb appeal considerably, we were particularly keen to sample the newcomer's 6-speed automatic transmission. Does this latest Triton make a stronger case for itself and, moreover, should you reconsider it?

How does it fare in terms of…

Engine performance and fuel economy?

Performance is good overall and the new 6-speed automatic transmission is well-matched to the engine.

For this facelift, Mitsubishi has stuck with its tried-and-tested 2.4-litre turbodiesel engine (that offers 133 kW and 430 Nm of torque) in the Triton. While those peak outputs are generally lower than those of its rivals, the 4-cylinder engine offers ample pulling power, even it’s not quite as punchy as some of its larger-engined rivals. It’s relatively refined, but its engine note does become more audibly strained/noisier at higher revs.

The new 6-speed automatic transmission, which supersedes the 5-speed self-shifter in the pre-facelift Triton, is perhaps the most pleasant update. It’s well-matched to the engine and operates smoothly and, by-and-large, unobtrusively. We found the transmission's performance quite satisfactory; there really was little need to make manual shifts via the paddle shifters. They're useful for snappy downshifts or when you are offroad, however.

With an extra gear in the mix (and apart from improving the Triton’s on-road refinement), the transmission has enhanced the bakkie's efficiency. Mitsubishi claims a fuel consumption figure of 8.3 L/100km and we were mightily impressed to see figures of around 8.6 L/100km during our test.

Ride and handling?

The Triton offers a comfortable and forgiving ride on tar and in the dirt.

We took the Triton on a fishing excursion in the Western Cape, during which we had the opportunity to test it on tar and on gravel. A composed ride quality is something the Triton has always been renowned for and buyers will be happy to know that it still rides comfortably on various surfaces. It's smooth on the highway and only on really poor surfaces does the Triton become a bit jittery, but for the most part, it’s composed and well-sprung.

The steering wheel is relatively light in feel, which makes close-quarter turning easier, but like most double-cab bakkies, the size of the vehicle can be overwhelming in places such as confined parking lots. Thankfully, a reverse-view camera is fitted to assist in manoeuvring the Triton safely.

Off-road performance?

This latest Triton is hugely capable and has much to offer in terms of off-road ability.

The Triton remains a capable off-roader thanks to, inter alia, its effective Super Select II 4×4 system, which offers a handful of off-road modes (Gravel, Mud/Snow, Sand and Rock) that can be selected via a rotary dial in the Mitsubishi's centre console. Low range with a locked centre differential and a separate rear differential lock ensure maximum capability in more difficult 4×4 driving situations.

We did some spirited sand driving in the Triton and, thanks to its good ground clearance (220 mm), the bakkie felt surefooted in the rough stuff. Mitsubishi has also included hill descent control, which automatically manages the vehicle's speed on downhills, thereby allowing the driver to leave the brake pedal alone and focus their attention on steering the bakkie. In terms of towing, the Triton has a maximum capacity of 3 100 kg (braked).

Interior execution and features?

While perhaps not as stylish as some of its rivals, the Triton's interior is reasonably well-equipped with standard features.

Overall, the Triton's cabin has a good perceived build quality, but the interior layout, in contrast with the bold exterior design, lacks some visual appeal. Harder plastics dominate (in keeping with the Triton’s workhorse credentials), but the cabin still offers reasonable comfort and convenience.

The integral infotainment system in the fascia and its surrounding control layout look dated compared with other systems on the bakkie market, but the former still provides useful functionality such as Bluetooth with voice control and Apple CarPlay/Android Auto compatibility. Other notable interior features include cruise control, dual-zone climate control, electric folding side mirrors and a rake/reach-adjustable multifunction steering wheel.

The full-colour touchscreen infotainment system features Apple CarPlay/Android Auto compatibility and satellite navigation.

The driver’s seat is also electrically adjustable for added convenience. Meanwhile, the space for those seated in the back is average (in terms of available legroom, taller passengers might struggle), but the centre armrest does provide 2 cupholders. In terms of safety, a total of 7 airbags are standard as is ABS with EBD, brake assist, active stability and traction control and hill start assist. ISOFIX child seat anchors are also fitted.

Price and warranty

The Mitsubishi Triton 2.4 DI-D 4×4 automatic is priced from R589 995 and is sold with a 3-year/100 000 km warranty and a 5-year/90 000 km service plan.

Verdict

For a double-cab bakkie under R600k, the Triton 4×4 automatic represents good value for money.

This latest-spec Triton is by far the best-looking version of the (if not a) Japanese bakkie that has ever been sold in the South African new vehicle market. If you are looking to buy a head-turning double cab, then this is certainly worthy of your attention. Its interior styling doesn’t quite match its flashy exterior, but the Triton comes equipped with a reasonable number of features and offers good levels of comfort and convenience.

The newcomer offers willing, if not stellar, performance, in combination with commendable fuel efficiency and an excellent ride quality. As before, the Triton strikes a good balance between being a comfortable adventure lifestyle vehicle and serving as a capable workhorse when it's called to do so.

With high-end derivatives of the Toyota Hilux, Ford Ranger, Volkswagen Amarok, Mercedes X-Class, Nissan Navara etc. priced far north of R600k, the Triton is a tough-as-nails offering that represents good value at its price point. In its latest guise, it deserves to fare better against its rivals.

Looking to buy a new/used Mitsubishi Triton? Click here

Alternatives (Click on names of specification details)

Ford Ranger 2.0 Turbo 4×4 XLT Auto

The Ford Ranger was recently facelifted and a new 2.0-litre turbodiesel engine is now on offer with 132 kW and 420 Nm and comes mated with a new 10-speed automatic transmission. Armed with a comprehensive list of standard features, the latest Ranger makes a strong case for itself with a price tag of R570 200.

Toyota Hilux 2.8 GD-6 4×4 Raider Auto

The Toyota Hilux is a popular choice albeit with a higher asking price than the Triton (R637 500). The Hilux's 2.8-litre turbodiesel engine offers similar outputs of 130 kW and 450 Nm of torque and comes mated with a 6-speed automatic transmission.

Isuzu D-Max 3.0 4×4 LX Automatic

In 4×4 LX automatic guise, the Isuzu D-Max costs R627 900 and its 3.0-litre turbodiesel produces 130 kW and 380 Nm of torque. The Isuzu is not as refined as the Triton, nor does it match its ride quality, but the D-Max is a reliable and tough workhorse that can double as a lifestyle vehicle.

Rivals

Mercedes-Benz GLE 580 gets more power than AMG GT

Mercedes-Benz has announced the specification of its most powerful non-AMG SUV.

The GLE580 version of Mercedes-Benz’s fourth-generation large SUV will feature the company’s renowned 4-litre twin-turbocharged V8 engine, augmented with mild-hybridization.

Like many Mercedes-Benz products revealed since the beginning of this year, the GLE580 is wired with a 48V electrical architecture to optimise the efficiency gains possible with its integrated starter motor/generator.

The GLE580’s twin-turbocharged V8 boost a peak power output of 360 kW and 700 Nm of torque. Impressive as those numbers are, the total system output, when charged by the onboard batteries, adds another 16 kW and 250 Nm for short bursts of acceleration. That makes the GLE580 theoretically more potent, in terms of pure power output than a standard AMG GT – which claims 350 kW.

Beyond the notable overtaking acceleration offered by GLE580’s powertrain, it is also cleverly efficient. There is very little mechanical drag on the engine, with many secondary functions (air-conditioning and water pump operation) powered by energy harvested and stored in a 0.9kWh battery. The GLE580’s drivetrain also has an ability to allow high-speed mechanical decoupling of the V8 engine, allowing the large SUV to cruise on drivetrain momentum when road gradient and speeds are adequate.

Mercedes-Benz has confirmed that its GLE580 will go on sale in the United States by the fourth quarter of 2019, with a global rollout to other markets thereafter.

BMW adds mighty M50i engine to X5 and X7

BMW South Africa confirmed that it will be launching a petrol engine for the X5 and X7 SUV range. The German carmaker also confirmed pricing for the 2 SUVs when they touchdown in October 2019.

As you read this, the only engines available for the X5 and soon-to-be-launched X7 are a brace of diesels. While both the 30d and M50d powerplants are impressive in their own right, petrol fans can claim to be left out. However, BMW SA has announced the arrival of an M50i petrol engine, which will be made available for both the X5 and X7 later this year.

The BMW M50i engine is a twin-turbocharged 4.4-litre V8, which produces a stonking 390 kW and 750 Nm. Despite their large size, both the X5 M50i and X7 M50i are brisk off-the-line performers with claims of 4.3 and 4.7 seconds respectively. Both vehicles feature BMW's intelligent xDrive all-wheel drive, 8-speed Steptronic sports transmission and M sports differential. In terms of economy, the X5 M50i is said to consume 10.7 L/100 km, while its bigger X7 sibling is a touch thirstier at 11.1 L/100 km

We'll have final specification and details when the vehicles arrive late in 2019.

BMW X5 M50i and X7 M50i Price in South Africa

BMW X5 M50i R1 511 689.50 (Pricing includes CO2 tax of R 18,089,50 and 15% VAT).

BMW X7 M50i R1 871 542.50 (Pricing includes CO2 tax of R 18,342.50 and 15% VAT).

Toyota Prius (2019) Review

The Prius has received a facelift, as well as a few specification tweaks, to make Toyota's eco-warrior more appealing to efficiency-conscious local buyers. Has Toyota done enough, or will the Prius continue to struggle to find favour?

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Alternatives (Click on names of specification details)

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Rivals

Mercedes-Benz GLE 580 gets more power than AMG GT

Mercedes-Benz has announced the specification of its most powerful non-AMG SUV.

Related content

BMW adds mighty M50i engine to X5 and X7

BMW South Africa confirmed that it will be launching a petrol engine for the X5 and X7 SUV range. The German carmaker also confirmed pricing for the 2 SUVs when they touchdown in October 2019.

BMW X5 M50i and X7 M50i Price in South Africa

Further Reading