Chery Tiggo 9 PHEV (2024) International Launch Review
We get behind the ‘wheel of the Chery Tiggo 9 PHEV, the biggest model from the Chinese manufacturer to date – and it’s confirmed for the South African market!
Suppose you’ve been following news about upcoming Chery models closely. In that case, you’ll spot that the Chery Tiggo 9 PHEV (shown here) is visually different from the Chery Tiggo 9 that was revealed at the beginning of 2023.
This is where it gets interesting; while there are numerous similarities between the variants, what you see here is, in fact, the international model earmarked for export. It’s known as the Fulwin T9 in China, which is exclusive to that market, but we’ll likely see it rebadged as the Jaecoo J8. Confused? Yeah, we are too.
How big is the Tiggo 9?
You may wonder where the Tiggo 9 is positioned when Chery already has a 3-row medium SUV/family car in the form of the Tiggo 8 Pro and Pro Max. For context, the Tiggo 9 is 90 mm longer, 65 mm wider and 36 mm higher than the Tiggo 8. The wheelbase has been increased from 2 710 to 2 770 mm.
The Tiggo 9 is visually differentiated by its narrow headlights, slimmer tail lights, and 20-inch wheels. The model also features neat door handles that sit flush with the body once the car’s locked. Electrified derivatives have closed grilles, while the non-electrified ones feature conventional vented grille designs.
Non-hybrid Tiggo 9 gets an adorned grille
Engine and Transmission
The flagship Chery Tiggo 9 PHEV features a plug-in hybrid powertrain. It comprises a 1.5-litre 4-cylinder turbopetrol engine and 8-speed automatic transmission that operates in conjunction with an electric motor. The internal combustion engine produces a tidy 175 kW and 385 Nm by itself, while the electric motor can contribute up to 165 kW and the vehicle has all-wheel drive.
Battery size and pure electric range have yet to be confirmed, but Chery claims that the plug-in hybrid Tiggo 9 variant has an average fuel consumption figure of 5.2 L/100 km and a range of around 1 200 km. No performance figures have been given yet, but we estimate a 0–100 kph time of about 6 seconds.
For the conventional derivatives, we suspect the Tiggo 8’s 2.0-litre 4-cylinder petrol turbo will be carried over. As a reminder, that engine pushes out 187 kW and 390 Nm of torque in our market.
The Tiggo 9 will offer an array of comfort and tech features
Step inside and you’ll be greeted by a minimalist dashboard, that’s offset by an enormous 15.6-inch HD infotainment screen that appears to control the majority of vehicle functions. The vehicle at the Beijing Show featured an interesting upholstery combination that comprised blue and white leather.
Being the flagship offering, the Chery Tiggo 9 PHEV will come fully loaded with comfort and luxury features. The plush leather-trimmed seats have diamond-quilt patterning, heating and cooling functions, and the front passenger seat features a leg rest for additional comfort. Expect a comprehensive array of semi-autonomous safety technology too, but we’ll get confirmation for our market closer to launch.
What’s the Chery Tiggo 9 PHEV like to drive?
Petrol and electricity make for impressive straight-line performance
As is the case with every vehicle test drive in China, we had very little time behind the ‘wheel of the Chery Tiggo 9 PHEV. The test course comprised a simple straight section, where we could accelerate fully and test the brakes, and a tight circle to assess the steering setup. A speed date, if you will.
In our past assessments of the Tiggo 7 and 8 models (see also: Chery Tiggo 7 Pro Max (2023) Living with it), our testers have noted inconsistent throttle mapping – often a case of too much torque, too soon – and this resulted in wheelspin on front-wheel-drive derivatives. It appears the Tiggo 9 is far more restrained and mature in its power delivery, and yet, it still manages to deliver a decent turn of pace.
Hard on the brakes!
The caveat here is that the vehicle was in its sportiest setting and was making use of both its petrol engine and its electric motor. We suspect the vehicle will lean on its electric system as much as possible in bumper-to-bumper traffic and use the petrol engine once you’re at triple-digit speeds on the highway.
The braking feel is adequate and the steering setup is on the lighter side at lower speeds, presumably to aid in tight parking scenarios. The Chery test track featured a few artificial bumps and despite the large 20-inch wheels, the Chery Tiggo 9 PHEV felt reasonably settled when and after it traversed them.
20-inch wheels on the Tiggo 9
Summary
The Tiggo 9 PHEV will occupy the top-dog spot in Chery South Africa’s model line-up when it arrives in Mzansi towards the end of 2024, or early 2025. Our first experience with the electric SUV was very brief, but there was enough to pique our interest. We’re keen to get to know the newcomer on local terrain.
Of course, pricing will be a critical factor. With the Tiggo 8 range topping out at R732k (Pro Max AWD), it will be interesting to see if Chery SA can bring the entire Tiggo 9 range in for under the R1 million mark.
South Africa’s double-cab bakkie segment welcomes a new player in the form of the Chinese-built LDV T60, with the local range topped by a pair of 160 kW derivatives…
The LDV T60 range of double-cab bakkies has officially touched down in South Africa, with the local line-up comprising 10 derivatives at launch.
Pricing for this Chinese-built range kicks off at R480 000 and runs through to R790 000. At launch, the T60 portfolio features only double-cab derivatives, available with a pair of engine options, a trio of transmission choices and 4 distinct trim levels.
The T60 range includes 4 Elite derivatives.
The double-cab bakkie measures 5 365 mm long and 1 900 mm wide, while standing 1 809 mm tall (with a wheelbase of 3 155 mm). LDV claims the load bed comes in at 1 485 mm long, 1 510 mm wide and 530 mm deep (though we’ve yet to learn payload capacities). All derivatives in the T60 line-up employ double-wishbone suspension up front and leaf-spring suspension at the rear, with disc brakes all round.
The T60 Elite is available in 4 forms, each powered by a 2.0-litre turbodiesel engine generating 120 kW and 375 Nm. Here, buyers have a choice of 4×2 and 4×4 configurations, each available with either a 6-speed manual gearbox or a 6-speed automatic transmission.
For the record, the Elite trim level includes items such as a 7-inch touchscreen, a 4-speaker sound system, a reversing camera, manual air-conditioning, cloth seats, 16-inch alloy wheels, electronic stability control and 4 airbags.
The T60 Pro is offered exclusively in 4×4 guise.
Next comes the T60 Pro 4×4, which employs the same motor with either a 6-speed manual gearbox or an automatic transmission with the same number of cogs (though drive is delivered to all 4 corners as standard in each case). This Pro trim gains items such as rear parking sensors, lane-departure warning, a driver-fatigue monitor, tyre-pressure monitoring, a rear differential lock, remote keyless entry, a 10.25-inch touchscreen, a 6-speaker sound system, artificial leather upholstery, 18-inch alloys, roof rails, a roll bar, painted bed-liner and an extra 2 (curtain) airbags.
What about those yearning for more power? Well, the T60 Max Pro 4×4 and T60 Max Luxe 4×4 upgrade to a 2.0-litre bi-turbodiesel powerplant that generates peak outputs of 160 kW and 500 Nm. These 2 derivatives ship standard in all-paw guise and are offered with either a 6-speed manual gearbox or a ZF-sourced 8-speed automatic transmission.
The Max Pro grade is further set apart by items such as hill-start assist control, hill descent control, 17-inch alloys, rain-sensing wipers and automatic LED headlamps but does without a rear diff lock, remote keyless entry and leather upholstery. Finally, the flagship Max Luxe scores a 360-degree camera system, a leather-trimmed steering wheel, real leather upholstery, electrically adjustable front seats, seat heating (fore and aft), an electro-chromatic rear-view mirror and 19-inch alloys.
The T60 Pro Max (along with the blue Max Luxe above) upgrades to a 160 kW powertrain.
As a reminder, LDV traces its roots all the way back to 1896, when it was founded in the United Kingdom. In the late 1980s, the marque transformed into Leyland DAF Vehicles (hence the LDV initialism), before becoming a wholly owned subsidiary of China’s SAIC Motor in 2010.
The next LDV product set to hit South Africa will be the D90, a 7-seater adventure SUV likely to borrow the 160 kW powertrain from the top-spec T60 models. Measuring 5 046 mm from nose to tail, this 3-row SUV is slightly longer than the outgoing Toyota Land Cruiser Prado. Its wheelbase, meanwhile, comes in at 2 950 mm, while its ground clearance is listed as 230 mm.
How much does the LDV T60 double-cab bakkie cost in SA?
T60 Elite 4×2 6MT – R480 000
T60 Elite 4×2 6AT – R520 000
T60 Elite 4×4 6MT – R520 000
T60 Elite 4×4 6AT – R560 000
T60 Pro 4×4 6MT – R610 000
T60 Pro 4×4 6AT – R640 000
T60 Max Pro 4×4 6MT – R670 000
T60 Max Pro 4×4 8AT – R710 000
T60 Max Luxe 4×4 6MT – R750 000
T60 Max Luxe 4×4 8AT – R790 000
All derivatives ship standard with a 5-year/200 000 km warranty and a 5-year/100 000 km service plan.
Best Cars in South Africa named at the 2024 CarsAwards
The best new cars on sale in South Africa were named at this year’s Cars.co.za Consumer Awards sponsored by Absa.
The CarsAwards take into account every budget and every segment that a new car buyer might be shopping to give the consumer the best possible advice when searching for a new car.
Check out which cars were named the best cars in each segment, as decided by a group of judges and information surveyed from the buying public. Here are the winners as well as some of the highlights from the CarsAwards evening, hosted by Nick Rabinowitz and Khutso Theledi.
Suzuki unseats VW Group! SA’s best-selling automakers in April 2024
After 8 straight months of year-on-year declines, South Africa’s new-vehicle market finally showed marginal growth in April 2024. Here’s your overview, including Mzansi’s most popular brands, with a surprise or 2…
Finally, the streak is broken. After 8 consecutive months of year-on-year declines in sales, South Africa’s new-vehicle market returned to growth in April 2024. Though the sales tally increased just 2.2% to 38 172 units, the industry will no doubt breathe a massive sigh of relief. In addition, there was some significant movements on the list of SA’s best-selling automakers, but more on that in a bit.
According to Naamsa, this “positive performance in the new-vehicle market during April 2024 was a welcome development along with a full month of no load-shedding, which likely supported business conditions”. That said, the local market total represents a 13.7% fall compared with March 2024, while new-vehicle exports declined by a considerable 23.9% year on year to 23 394 units.
Out of the total reported industry sales last month, Naamsa estimates that 89.9% represented registrations via the dealer channel, while 5.0% were sales to the vehicle-rental industry, 2.7% to government and 2.4% to industry corporate fleets.
At 25 972 units, the new passenger-vehicle market registered a 6.1% year-on-year gain in April 2024, with rental sales accounting for 6.6% of that total. Interestingly, the usually robust light-commercial vehicle segment suffered a 9.0% year-on-year fall to 9 646 units last month.
Meanwhile, Brandon Cohen, Chairperson of the National Automobile Dealers’ Association (NADA), says this new uptick in sales marks a “notable improvement”, suggesting the industry has “demonstrated resilience”.
“This upturn is particularly significant given the 8 consecutive months of sales decline that preceded it, marking a promising development for the industry,” commented Cohen, before cautioning that a “more nuanced perspective” emerges when comparing April 2024’s sales to those of March 2024.
Lebo Gaoaketse, Head of Marketing and Communication at WesBank, makes a similar point, though adds the market should be wary of “false hope”.
“Any comparisons year-on-year must also be considered within the number of selling days during April. March sales this year were heavily impacted by the public holidays being early in the calendar when the holidays fell within April 2023. It means April 2024 sales were earned in 21 selling days versus 3 days [fewer] during April 2023,” explains Gaoaketse.
New-vehicle sales summary for April 2024
Aggregate new-vehicle sales of 38 172 units increase by 2.2% (814 units) compared to April 2023.
New passenger-vehicle sales of 25 972 units increased by 6.1% (1 493 units) compared to April 2023.
New light-commercial vehicle sales of 9 646 units decreased by 9.0% (953 units) compared to April 2023.
Export sales of 23 394 units decreased by 23.9% (7 355 units) compared to April 2023.
10 best-selling automakers in South Africa in April 2024
Chery reached a new high in April 2024, ranking in 6th place overall.
There are no surprises right at the top of the pile, with Toyota again taking the title of South Africa’s best-selling automaker in April 2024. Still, the Japanese giant’s tally of 8 541 units represents a 23.1% month-on-month fall, compared with March 2024.
The big news, though, is the fact Suzuki moves up to 2nd place overall, pushing the Volkswagen Group (which includes sales of the Audi brand) into a decidedly unfamiliar 3rd position. In April 2024, Suzuki registered 4 891 units, putting it 133 units ahead of the VW Group (4 758 units). This is, of course, the first time the Hamamatsu-based brand’s local division has secured the runner-up position and the first time in recent memory the VW Group has fallen from the top 2.
Meanwhile, Ford (2 614 units) climbs 3 spots to 4th, while Hyundai (2 134 units) moves up a position to 5th. In another significant development within the top 10, Chery (2 009 units) breached the 2000-unit barrier in April, seeing the Chinese firm rocket to a new high of 6th place overall (and 4th in the passenger-vehicle market).
As such, Isuzu (1 540 units) slips a couple of rankings to 7th, while GWM holds steady in 8th, registering 1 493 units last month. After achieving a lofty 4th position in March 2024 (largely thanks to a spike in sales of the outgoing NP200), Nissan tumbles to a lowly 9th place in April, with its total falling a whopping 63.9% month on month to 1 443 units. Renault (1 307 units) again closed out the table in 10th.
Outside of the top 10, the figures suggest the BMW Group (with a Naamsa-estimated 1 231 units) claimed 11th place, finishing ahead of Kia (1 003 units), Mahindra (893 units), Mercedes-Benz (with a Naamsa-estimated 562 units) and Stellantis (437 units).
1. Toyota – 8 541 units
2. Suzuki – 4 891 units
3. Volkswagen Group – 4 758 units
4. Ford – 2 614 units
5. Hyundai – 2 134 units
6. Chery – 2 009 units
7. Isuzu – 1 540 units
8. GWM – 1 493 units
9. Nissan – 1 443 units
10. Renault – 1 307 units
Vehicle-sales outlook in SA for rest of 2024
Naamsa points to the market’s increasing appetite for “less expensive” cars.
So, what next for South Africa’s new-vehicle market? Well, Naamsa says “economic factors remain the most important aspects affecting new-vehicle sales, and these include interest rates, unemployment rates, GDP growth rates, disposable income and exchange rates”.
“As increases in interest rates changed the affordability model for consumers, downsizing purchases remained a significant factor linked to consumers being more selective and financially conscious in their vehicle choices,” says the industry representative body.
“The composition of the South African vehicle market is therefore reflecting the growing popularity of less expensive, smaller cars, sport utility vehicles (SUVs) and crossovers, and light commercial vehicles. After the upcoming May 2024 national elections and once the interest-rate cutting cycle commences, likely during the second half of the year, prospects for the new-vehicle market are anticipated to improve,” concludes Naamsa.
NADA’s Cohen is similarly optimistic, saying the industry’s “ability to weather challenges and exhibit year-on-year comparative growth amidst adversity is commendable”.
“As the industry navigates evolving landscapes and adapts to changing consumer behaviours, we continue to see new vehicle sales around the 40 000-plus mark,” he adds, emphasising that NADA anticipates “continued resilience and adaptation” from South Africa’s automotive sector.
WesBank’s Gaoaketse has seemingly adopted a somewhat more cautious stance, pointing out that consumers “continue to face barriers to debt” as well as grappling with the “ongoing challenges of affordability”.
“High interest rates impact already indebted consumers on linked-rate agreements to service debt, whilst also influencing the purchase decision on a big capital asset such as a vehicle given the wherewithal to afford the instalments. We expect this will continue to limit the ability for banks to service applications and, therefore, continue to lengthen the replacement cycle,” explains Gaoaketse.
“Elections at the end of this month will undoubtedly impact May sales, providing an overall challenging picture for the first half [of 2024]. However, we continue to expect raised levels of activity during the 2nd half despite the headwinds facing consumers and business alike,” he concludes.
The second model from the Chinese brand has been revealed. Meet the Omoda 7, earmarked for South Africa in 2025.
The Omoda 7 was revealed at parent brand’s headquarters in Wuhu, Anhui Province, China and we were in attendance.
As a reminder, the local Omoda lineup currently comprises the C5, a futuristic-looking crossover. We’d assume the 7 would be named C7 locally, to keep with the naming convention.
Positioned as a sporty SUV, the Omoda 7 is 4 621 metres long, 1 872 metres wide and has a height of 1 673. A wheelbase of 2 700 is claimed. These figures put it in the same ballpark as popular models like the Kia Sportage, Toyota RAV4, and Volkswagen Tiguan. While most modern car designs are pretty formulaic, Omoda has given its 7 some clever touches to make it stand out a bit more.
The infotainment screen features exceptional graphics and responsiveness.
We were allowed to sit inside the pre-production unit and got a sense of the visual appeal and material feel. The biggest talking point will be the 15.6-inch infotainment screen that’s able to slide away from the driver and over to the passenger side. The system has 128 gb of storage space and boasts 2.5K resolution. The responsiveness and graphics quality are impressive, based a quick test of the pre-prototype’s system.
Omoda was keen to show off its 12+2 speaker arrangement and the brand claims it offers 3D stage sound. There’s also an intelligent fragrance system as well as an 8-inch heads-up display.
The Omoda 7 rear showing its fancy LED tail lamp design
When it comes to self-driving semi-autonomous tech and safety, the Omoda 7 comes equipped with an arsenal of radars and cameras, and will have all the features like adaptive cruise control, lane-departure warning, autonomous emergency braking and so on. Omoda says the new model has 6 airbags.
While all powertrain details are yet to be made available, we’d suspect the newcomer would follow parent company Chery’s strategy of offering turbocharged petrol power as well as plug-in hybrid derivatives. We assume the new 7 will feature a version of the 1.5-litre/1.6-litre turbocharged plug-in hybrid petrol engine and Omoda claims a range of 1 200 km. While that sounds impressive, there was no fuel tank size given, so we’ll take it with a pinch for salt for now, and await further technical details.
That grille attracted quite a lot of attention!
We wouldn’t rule out a completely electric version either, but given the challenges faced by BEVs, we don’t think that’s viable for our market. Besides, the Omoda E5 will be touching down locally towards the end of the year.
Aston Martin DB12 Review: The R7 million Super Tourer
The Aston Martin DB12 is the brand’s stunning new GT. Our race ace Ashley Oldfield gets behind the wheel to see if the go matches the show.
Aston Martin is on the comeback since Canadian Billionaire Lawrence Stroll invested heavily in the brand. The DB12 is essentially a facelift version of the DB11 but there are a lot of changes both on the surface and under the skin of this new model.
We take you through those changes as well as the areas where Aston Martin has paid particular attention to, including the interior and performance of the DB12. While the price tag might be eye-watering at R5 million before options, is it unique enough and does it pull at the heartstrings enough to attract buyers from Ferraris and Bentleys? Our resident Stig that talks, Ashley Oldfield reviews the latest Aston Martin.
This body style posted the highest sales growth in Q1 2024
This relatively uncommon body style enjoyed the strongest year-on-year sales growth in South Africa’s new light-vehicle market in Q1 2024, climbing nearly 40%…
While the SUV and hatchback body shapes led the charge in pure volume terms in the opening quarter of 2024, another – far less mainstream – body style posted the strongest year-on-year growth in South Africa’s new light-vehicle market.
According to the folks over at Lightstone Auto, local sales of the extended-cab bakkie body style grew a considerable 39.4% year-on-year in Q1 2024. Of course, it’s worth keeping in mind that this segment is relatively small in pure volume terms, having accounted for just 2.5% (up from 1.7% in Q1 2023) of all light-vehicle sales in the period.
Toyota’s Hilux accounted for more than half of SA’s total extended-cab sales in Q1 2024.
As a reminder, there are currently just 3 contenders in South Africa’s extended-cab bakkie space: the Toyota Hilux, Ford Ranger and Isuzu D-Max (incidentally, the country’s 3 best-selling bakkies overall). In the reporting period, this trio accounted for a total of 3 104 extended-cab sales.
For the record, in the opening quarter of 2024, the Hilux led the way in the local extended-cab sales contest, with 1 592 units of the Xtra Cab registered. The Ranger Super Cab found itself in 2nd (949 units), ahead of the D-Max Extended Cab (563 units) in 3rd.
Nearly 1 000 examples of the Isuzu D-Max Extended Cab were registered locally in Q1 2024.
Interestingly, Lightstone Auto’s dataset furthermore suggests the 2nd-most improved body style in year-on-year growth terms over the 1st quarter of 2024 also came from the light-commercial vehicle segment. Yes, sales of the panel-van body shape (including the likes of the Suzuki Eeco, Toyota Quantum and Volkswagen Caddy) climbed 36.8%, year on year.
However, the SUV/crossover was – rather predictably – the top-selling body style in Mzansi’s new light-vehicle market in Q1 2024, accounting for 29.5% of sales with 36 400 units, according to Lightstone Auto. In pure volume terms, the 5-door Hatchback was next (31 616 units), though these 2 body shapes declined by 9.3% and 3.4% year on year, respectively.
The Blue Oval has welcomed a new family-sized SUV to South Africa and showcased the newcomer at a media launch event in the Eastern Cape this week. Is the new Ford Territory charming enough to win your heart? Gero Lilleike brings you this report…
Another day and another SUV hits the market. Say hello to the new Ford Territory!
When I spoke to Neale Hill – the President of Ford Motor Company Africa – on occasion a few years ago, I quizzed him about the Blue Oval’s local product strategy. I recall that, at the time, the Ford-Volkswagen partnership was in its infancy and the Silverton-based manufacturer was focused on dominating the light commercial vehicle (LCV) market; its primary goal was to maximise its Ranger export business.
At that point, Ford’s product strategy was steering away from the passenger-car market and, in 2022, Ford’s production facility in Chennai, India shut its doors, which created a product vacuum. With the discontinuation of the Figo, EcoSport, Fiesta, Focus and Kuga (some locally, but others globally – for various reasons), Ford’s local passenger-car line-up began looking threadbare. The Mustang, Ranger and Everest, as well as Tourneo Custom and Transit MPVs, were the only Ford products on offer locally.
But now Ford’s passenger-vehicle models are making a comeback of sorts, with the recent introduction of the Ford Puma compact SUV and, seeing as the family car/medium SUV segment is back in full bloom, Hill and the Ford team believe it’s the right time to introduce the Territory family SUV to South Africa.
The Ford Territory joins the highly-contested Family Car segment.
The Territory is manufactured in Nanchang by Jiangling Motors Co (JMC) as part of a joint venture between Ford and the Chinese manufacturer. In its home market, the Territory is badged as the Equator Sport and the model shares underpinnings with the Yusheng S330, a later iteration of the Landwind X7.
The Territory joins a highly competitive segment where established nameplates and new brands are all vying for a slice of the family-car pie; there are as many 34 competitors in the medium SUV segment!
The launch of the Ford Territory took place in the Eastern Cape this week and the launch route took us on a scenic drive from Gqeberha to Knysna along the world-renowned Garden Route.
New Ford Territory: What’s on offer?
The Territory features an appealing design with 3 derivatives for buyers to choose from.
Positioned between the Puma boutique small crossover and Everest adventure SUV in Ford’s local lineup, the new Territory is available in 3 derivatives. The range starts with the 1.8T Ambiente variant, followed by the mid-spec 1.8T Trend derivative and the 1.8T Titanium range-topper.
All derivatives are powered by a 1.8-litre 4-cylinder turbopetrol engine that produces peak outputs of 138 kW and 318 Nm of torque and comes paired with a 7-speed dual-clutch automatic transmission.
In terms of efficiency, Ford claims an average fuel consumption of 7.0 L/100 km, which is a reasonable return for a vehicle of this size, but we were keen to see how the Territory performs in the real world…
What is the Ford Territory’s interior like?
The Territory features an upmarket interior with plush finishes.
At launch, Ford had the range-topping 1.8T Titanium and mid-spec 1.8T Trend derivatives on hand for the media to experience. Stepping inside, you’re met with a pleasing cabin environment featuring a mix of both hard and soft surfaces, conforming to a largely horizontal fascia layout. Perceived build quality is impressive; the interior panels and switchgear are of good quality, solidly made and feel well-weighted.
A major interior highlight is the presence of a large and expansive rectangular screen that houses both the model’s 12.3-inch digital instrument cluster and a 12.3-inch touchscreen infotainment screen (in the 1.8T Ambiente, the 12.3-inch infotainment screen is flanked by analogue dials and a 7-inch TFT display, however). The digital displays look nicely crisp and importantly, the menu system is slick and intuitive.
The combined dual-screen setup is impressive, as is the general perceived build quality.
In 1.8T Trend guise, the Territory’s cabin is trimmed in Vinyl Domino fabric, while the range-topping 1.8T Titanium derivative sports full leather upholstery. The range-topping Titanium further gains a dual-sliding moonroof, which bathes the cabin in light and avails passengers fantastic views of the outside world.
Other nice-to-have features include a wireless charging pad, an 8-speaker sound system and Ford’s advanced driver assistance package which includes Blind Spot Information System (BLIS), Rear Cross-Traffic Alert, Forward Collision Warning with Pedestrian Detection, Lane Keep Assist, Lane Departure Warning and Lane Change Assist. Additionally, there is a Traffic Jam Assistant, Automatic Emergency Braking (AEB) and Adaptive Cruise Control.
Load space is not class-leading, but certainly sufficient in the new Ford Territory.
As far as practicality is concerned, the Ford Territory is said to offer 448 litres of luggage space in its load bay, which expands to 1 422 litres when you fold the 60:40 split rear seats down. Although the newcomer’s load bay looks larger than its claimed figure suggests, its capacity is notably less than what’s offered in the Volkswagen Tiguan (520-1 655 L) and Kia Sportage (571-1 760 L), for example.
Thanks to a 2 726-mm wheelbase and a width of 1 935 mm, the Ford offers generous passenger space! Clever packaging on the part of Ford/JMC has freed up truly generous levels of rear leg- and knee room.
What’s the Ford Territory like to drive?
The Ford Territory offers a good balance between performance and economy.
The launch route comprised driving on the highway as well as secondary roads, which included sections of middling- to poor surface quality. This proved to be a good test of the Territory’s road manners.
The Territory has a firm(ish) suspension setup, but its damping is pliant enough to iron out most road imperfections, which results in a comfortable and well-balanced ride quality. We also traversed some twisty tar and it’s worth mentioning that the Territory’s road-holding ability was particularly impressive, replete with relatively little body roll. Also, the cabin is well insulated from road, wind and engine noise.
Potential buyers will also be happy to know that the Territory’s 1.8-litre EcoBoost turbopetrol engine, which produces its peak torque from 1 750 to 3000 rpm, offers better-than-expected performance.
The Territory offers high levels of refinement along with pleasing on-road manners.
Not only is the powerplant smooth-revving – it also performs strongly; the eagerness with which the 1.8T produces mid-range acceleration is useful when you need to execute brisk overtaking manoeuvres. The transmission, in turn, is as near-as-dammit perfectly calibrated to the engine’s characteristics and shifts up and down almost imperceptibly, contributing to the Territory’s noticeably refined driving experience.
In terms of fuel consumption (to reiterate, Ford claims 7.0 L/100 km), we saw an indicated figure of 8.1 L/100 km at the end of our launch drive (the figure dropped to as low as 7.7 L/100 km during the journey). So, the Territory seems reasonably fuel-efficient, which is a plus – we have found that some of its rivals (especially those that have recently been introduced to the market) are markedly thirstier than claimed.
Finally, a tow bar can be fitted to the Territory, which Ford says can tow trailers of up to 1 310 kg (braked). Other accessories, such as a roof rack and a rugged rubber mat for the load bay can also be purchased.
The Ford Territory’s generous rear legroom will appeal to buyers with older (and therefore, taller) children.
How much does the new Ford Territory cost in South Africa?
Pricing is accurate as of May 2024. The Territory is sold with a 4-year/120 000 km warranty, a 4-year unlimited km roadside assistance plan and a 5-year/unlimited km corrosion warranty.
Service plans (such as the 6-year/90 000 km plan R14 000) are optional and can be extended up to 8 years/165 000 km. Maintenance plan upgrades (up to 7 years/150 000 km), warranty extensions (up to 7 years/200 000 km) and Additional Roadside Assistance (1 or 2 years) are also available.
The Ford Territory is worthy of consideration in the Family Car segment.
Summary
Should you strongly consider the Territory for your next new car purchase? Yes! Our initial impressions of the Ford are mostly positive – it’s certainly worth shortlisting if you’re in the market for a family car.
Ford needed a strong product to compete in this bustling segment and, after driving the Territory, we have reason to believe the Territory ticks many of the boxes that family-car buyers will be looking for.
The Territory is attractively styled and well-packaged, with a modern and, um, on-trend interior layout. Moreover, it’s adequately equipped with comfort, convenience and driver-assistance (in the 1.8T Titanium) features and, while its load space is adequate, its spacious rear seating deserves major praise – we anticipate that buyers will appreciate the extra space and comfort afforded to aft occupants!
Importantly, the Territory’s powertrain performs satisfactorily and strikes an excellent balance between performance and economy, which will satisfy one of the more pressing needs of buyers in this segment.
Other Chinese-made medium SUVs are doing brisk business in South Africa, even though some buyers remain sceptical about their reliability and longevity. The Territory may be the first Ford sold in Mzansi to be produced in China but, as a package, it has notable strengths and advantages over its newer rivals.
If you’re sitting on the fence when it comes to Chinese-built SUVs, it’s worth sampling the new Territory!
If you’re a motoring enthusiast who’s thinking about buying a semi-sensible sports sedan, you will have browsed through Audi, BMW and Mercedes-Benz’s wares by now. But what if you broaden your search to include brands from outside of Germany?
Admit it, if you’re a fiend for speed with a family to transport (which means that you need a car that not only offers evocative performance, but at least a smidge of practicality too), you’ve probably looked at German premium brands’ sports sedans on many occasions during your tyre-kicking endeavours.
And why wouldn’t you? Audi S- and RS, BMW M and Mercedes-AMG models are performance A-listers, well-made, have desirable badges backed up by credible sporting pedigrees and are based on tamer bread-and-butter models, so it’s easier to convince yourself that getting one is a sensible choice.
Yes, the Alfa Romeo Giulia Quadrifoglio is a non-German sports sedan, but it’s priced way beyond most buyers’ reach.
When shopping for a sports sedan, think laterally
Except that there is life beyond the autobahn. And, over the past 2 decades, there have been credible thinking man’s alternatives to the default options on offer by Audi, BMW and Mercedes, some of which are still on sale today, such as Alfa Romeo’s lesser spotted (but quite spectacular) Giulia Quadrifoglio.
We’ve left the Chevrolet Lumina off this list because while it may have a cavernous interior, a coffin-swallowing boot and a thunderous 6.2-litre V8, it also has a prodigious thirst for fuel… Given the price of unleaded, you’ll be phoning your bank manager regularly to plead for a higher limit on your fuel card.
Today, memories of most of the sports sedan offerings listed below lurk somewhere in the annals of dusty and antiquated internet discussion forums. But provided that they’ve been well-maintained by their former owners, these models can continue to provide unfettered thrills as pocket-friendly powerhouses.
Ford Mondeo ST220 (2002–2007)
Why a 20-year-old Mondeo? Well, no list of hot cars is complete without a fast Ford, even if the closest thing to that in Ford Motor Company of Southern Africa’s new vehicle line-up is the Ranger Raptor.
In the early 2000s, the automotive world was an uncomplicated place, well, compared with today’s motor industry. Car companies were selling hatchback, sedan and estate versions of most of their models; and best of all – the concept of softroading crossovers hadn’t even crossed anyone’s mind yet.
Volkswagen, Peugeot, Renault and Citroen were still churning out 3-box sedans that snapped at the heels of premium-brand models in terms of quality, but offered better value. It was the pre-social media age: a Nokia 9210 Communicator was considered cutting-edge – life was simpler, cheaper… and better.
Especially if you drove a Ford. The 3rd-gen Mondeo, which debuted in October 2000, represented an exponential improvement over its blobby predecessor and became the most popular car in its segment in the UK, where the Blue Oval retailed nearly 750 000 units during the model’s 7-year lifespan.
The range was topped by the ST220 sports sedan, which was powered by a 3.0-litre V6 that developed 166 kW and 280 Nm and drove the front wheels (initially through a 5-speed manual gearbox, then later a 6-speed unit built by Getrag). With a claimed 0-100 kph sprint time of just over seven seconds and top whack tickling 250 kph, such numbers effectively pushed the plucky Ford into BMW 330i territory.
Yet, the best part was its character. Flared wheel arches, 16-spoke 18-inch alloys and a 15-mm lower ride height gave the Mondeo ST220 a man-child-like presence that straddled the seemingly uncrossable chasm between the Max Power centre spread and a multinational’s meeting room for middle managers.
And that was no fluke: the Ford’s interior was comparable with German quality, even featuring heated Recaro seats. Besides hot hatch-humbling performance, the ride quality was also BMW-like (sporty, but not at the cost of long-distance comfort), thanks to an uprated suspension and a quicker steering rack.
Alas, the engine wasn’t quite as playful. The V6 lacked bottom-end performance and the ratio spacing between the 2nd and 3rd gears was too tall. Unsurprisingly, the price of the V6’s aural magnificence was pain at the pumps; and being front-driven, even with its supremely composed handling, Ford’s sports sedan lacked the liveliness of a BMW equivalent – though for much less money and badge baggage.
When the Japanese stuff powerful engines paired with AWD into humdrum sedan shells, magic happens. Look no further than several dynasties of the Nissan Skyline and GT-R, Subaru Impreza WRX, Mitsubishi Lancer Evo and umm, a single generation of the Mazda6, of which production lasted a mere 2 years.
So, with 191 kW and 380 Nm of torque on tap from its turbocharged, direct-injection 2.3-litre 4-cylinder engine, mated with a rifle-bolt-action 6-speed manual gearbox, it didn’t come as much of a surprise that the automotive media touted the range-topping Mazda6 MPS as a Subaru (then Impreza) WRX STI killer.
Of course, it wasn’t nearly as hardcore or as spartan as the STI, but for those desiring a better-equipped robot-to-robot rocket (but unable to stretch to a quattro-equipped Audi), the MPS was just the ticket.
The ace in Mazda’s handling hole was its active torque-split system (with no selectable drive modes… we’re talking about the Noughties here) and front limited-slip differential, which varied power delivery between 100/0 and up to 50/50 between the fore and aft axles. While grippy and forgiving to drive, the MPS wasn’t conceived as a “rally car for the road” and was no match for its rivals around a race track.
However, the Mazda6 MPS’ appeal lay in its unassuming looks; apart from 18-inch alloys, dual exhaust tips and a subtle boot spoiler, the sedan’s exterior execution gave nothing away about its performance potential. As the most extreme production Mazda then or since, it was the ultimate 6-second sleeper.
The latter half of the first decade of the 2000s was dominated by just 8 letters: RS4, M3 and C63.
So, you’d be forgiven for seldom, if ever – spotting a Lexus IS-F on our roads. Not having produced a traffic-ticket magnet in years, it was a car that came at a time when Toyota and its premium sub-brand Lexus probably most needed to shake off the Aichi-based motor giant’s reputation for only producing boring cars. And so the 2nd-gen Lexus IS range was chosen to feature a white-knuckle halo model.
The rear-wheel-drive IS-F was fitted with a direct- and port-injected 5.0-litre V8 (co-developed with Yamaha) that kicked out just 2 more kW than the V8 M3 of the time, but also 105 more Newton-metres.
On paper, then, it had the Germans matched or licked (it was said to bolt from zero to 100 kph in 4.6 sec, but when it was tested, the stopwatch showed 4.4 sec), yet the Lexus was let down by a chintzy interior and excessively crashy ride owing to sizeable 19-inch alloys left with little room for suspension travel.
The Japanese contender’s engine is bulletproof – Toyota still uses the same block in the Dakar Rally-winning Hilux – but against its more polished Teutonic contemporaries at the height of their powers – they could call upon several decades’ experience of producing sports sedans – the IS-F fell just short.
Yet there was one thing that the IS-F had that its Audi, BMW and Mercedes-Benz equivalents lacked: personality. The RS4, M3 and C63 diligently did what their creators had intended them to do, with each successive iteration burdened by an ever-higher thrill threshold with less left to prove. Not so with the loud Lexus. Straight out of the box, it was fast, flawed and rambunctious for an expensive Toyota.
A rough diamond if ever there was one, the Lexus IS-F won’t win any prizes or shootouts when compared with its rivals (even considering its superior reliability), yet you can’t help but feel it’ll win over your heart.
Viewed in profile, it’s hard to tell if the Kia Stinger’s silhouette resembles a BMW 4 Series Gran Coupe or a shrunken Audi A7. All we know is that the rear- or all-wheel-drive (it differed from market to market) and turbocharged 3.3-litre V6 GT was the fastest and craziest production Kia ever made. This might anger Audi and ‘Benz fans, but Kia’s Stinger was the closest thing to a new 440i that money could buy.
Built on a shortened version of the Hyundai Genesis G70 platform, the Stinger came to Mzansi in 2018 in very limited numbers. Kia ultimately discontinued global production of the sports sedan in January 2023.
Locally, it was only available in RWD top-spec GT guise, in which it produced 272 kW and 510 Nm of torque, which powered the Kia from zero to 100 kph in 4.9 sec and on to a maximum speed of 270 kph.
As for the Stinger’s driving experience, the sports sedan’s rival-besting wheelbase proportions (2 905 mm) and matching rear comfort underline the model’s true raison d’etre: it’s more of a cross-continent cruiser than a Kyalami killer.
For that reason, as far as interior comfort, if perhaps not cabin material, switchgear and trim finishes are concerned, the Kia Stinger could go toe to toe with any comparable German executive sedan.
Kia arguably didn’t make much money from selling the Stinger and it’s a brow-furrowing mystery why the Korean brand chose to target a hyper-niche segment for executive liftbacks, when greater profits could be generated by a conventional 4-door – but not a coupe! Remember the Cerato Koup? Not a high point.
Which leads to the inevitable question: Why would anyone choose this car over an established German equivalent? Alfa Romeo, Jaguar, Infiniti, Lexus and Volvo have all suffered the same disappointment.
Has Volvo ever produced a sports sedan? Yes, but only a few. The model most enthusiasts will remember is the S60 R, which was based on the 1st iteration of the Gothenburg-based firm’s business-class sedan.
Powered by a 2.5-litre 5-cylinder turbopetrol engine good for 221 kW/400 N.m, which it shared with the 2nd-gen Ford Focus ST, the S60 R sported adaptive Öhlins dampers, Brembo brakes, drive-by-wire throttle operation and, most importantly, a Haldex AWD system with a default 90/10 front/rear torque split. In extreme circumstances, its drivetrain could direct up to 70% of its torque to the rear wheels.
In 2015, Volvo released the S60 Polestar, which bears no resemblance to any model in the brand’s present line-up, not least because the 2nd-gen model was the final S60 to be offered in South Africa. It hails from a period when Polestar – today a standalone EV brand – was still operating as Volvo’s in-house tuning division, and car companies had yet to embark on their history-altering path toward electrification.
The first iteration of the S60 Polestar was powered by a sonorous 258 kW/500 Nm 3.0-litre inline-6-cylinder turbopetrol engine in combination with a 6-speed automatic transmission, a Haldex all-wheel drive and Polestar tuned suspension. It was said to accelerate from zero to 100 kph in 4.9 sec.
Inside, it featured sports seats, blue contrast stitching and swathes of Alcantara. While quite docile (even a bit dopey) to drive in its default drive mode, the S60 Polestar well and truly came alive in Sport mode. A firm ride and slightly vague brake-pedal feel were two of our (very few) criticisms. Volvo Car SA imported only 28 units of the model, so you may need luck (and patience) to find one. Read our review from 2016.
This 2nd-gen S60 Polestar, which arrived in Mzansi less than a year after the original, dropped its forebear’s 6-cylinder engine in favour of a modified turbo- and supercharged 2.0-litre unit 4-cylinder (delivering more kilowatts but marginally less torque) also found in the standard S60 and the XC90.
Polestar added the requisite zing to the S60 Polestar “II” by (again) fitting 20-inch alloys, a larger turbocharger, stronger conrods, a harder-boosting fuel pump, more aggressive valve timing and a larger diameter exhaust. This adrenaline injection resulted in a brisker 0-100 kph sprint time of 4.4 sec.
That time matched the benchmarks set by its German opponents, although the milder-mannered AWD Swedish sports sedan did not quite deliver its performance with sufficient snaps, crackles and pops; you have to bear in mind that the M3 and C63 of the period were leash-tugging rear-wheel-drive brutes.
Only 1 500 S60 Polestars were built and sold in 47 countries for the 2017 model year, which makes the Volvo that little extra special. It’s a museum piece – owing to its parent company’s adjusted focus from octane to electrons – and it’s also a rare gem, because you’ll have a hard time tracking one down.
Mahindra XUV3XO debuts as thoroughly updated XUV300
Meet the Mahindra XUV3XO, a thoroughly updated version of the XUV300. Here’s what we know about this facelifted small crossover, which will surely come to SA…
Rather than simply call it the “facelifted XUV300”, Mahindra has rolled out an entirely new badge for this thoroughly refreshed version of its small crossover. So, meet the new Mahindra XUV3XO.
Unwrapped in its domestic market of India, the Nashik-built XUV3XO looks poised to come to South Africa to replace the XUV300 at some point. While the company’s local division has yet to make an official announcement on the topic, we’ve asked the question and are awaiting feedback.
The Indian press material, however, states that the newcomer has been “designed, developed and engineered to meet rigorous global standards” and as such will be introduced to various “global markets” in due course.
In India, the XUV3XO is offered in several exterior colours (including dual-tone options).
So, what’s new? Well, the significant styling updates are perhaps most immediately obvious change, led by a distinctive new front end featuring a piano-black grille and LED treatment for the headlamps, daytime running lights and foglamps. Round back, the XUV3XO’s defining feature is clearly its new full-width LED bar.
Inside, the changes are perhaps not quite as radical, though Mahindra claims to have added more soft-touch materials to “elevate the sense of sophistication”. Indeed, certain Indian-spec derivatives feature leather accents on the steering wheel, gear knob and front armrest, as well as leatherette upholstery and dashboard trim. There are also new 10.25-inch versions of the infotainment screen and driver display.
A look inside the Indian-spec XUV3XO.
Interestingly, at 3 990 mm long, the XUV3XO is slightly shorter from nose to tail than the XUV300 (3 995 mm) it replaces, though its width remains 1 821 mm and its wheelbase 2 600 mm. Mahindra claims the updated model’s luggage compartment is able to swallow 364 litres, a figure expandable by dropping the 60:40-split rear seats.
Claimed ground clearance comes in at a (much-improved) 201 mm, while the XUV3XO’s wading depth is listed as 350 mm. Though it’s unlikely such a vehicle would ever be tasked with surmounting any serious off-road obstacles, Mahindra nevertheless lists approach and departure angles of 23.4 and 39.6 degrees, respectively.
In India, the Mahindra XUV3XO will be available with a 360-degree surround-view camera system, a “new-generation” electronic stability control system, hill-hold control, hill-descent control, 6 airbags (down one compared with top-spec versions of the SA-specific XUV300), disc brakes all round, 3-point seat belts and ISOfix child-seat anchors. The automaker says it expects the updated model to set “new standards in vehicle safety” thanks to the “extensive use of high-strength steel and 35 standard safety features”.
The XUV3XO debuts in India with the option of a large panoramic sunroof.
The Indian range includes a trio of turbocharged engine options, including the 82 kW/200 Nm 1.2-litre petrol motor and 86 kW/300 Nm 1.5-litre turbodiesel unit already doing duty in the outgoing 9-strong XUV300 line-up in Mzansi. However, there’s also a version of the 1.2-litre mill that generates a healthier 96 kW and 230 Nm. In addition, the petrol engines are available in India with a 6-speed Aisin-sourced torque-converter automatic transmission (as opposed to the standard 6-speed manual cog-swapper).
Other new features include user-selectable steering modes (comfort, normal and sport) as well as a trio of drive modes (Zip, Zap and Zoom) for the 2-pedal, petrol-powered derivatives. Some Indian-spec variants are additionally available with a high-end Harman Kardon sound system as well as the “largest-in-class” panoramic sunroof (measuring 940 mm by 870 mm).
We’ll update this story once we’ve heard back from Mahindra South Africa…
