Latest news with #TheCitizenMotoring
The Citizen
2 days ago
- Automotive
- The Citizen
Land Rover Defender PHEV would not please the Camel Man
The Land Rover Defender 110 P400e PHEV is very thirsty once it runs out of electricity. Anybody that lived in the 1980s must remember the Camel Man. His name was Bob Beck by the way and I only know this because I googled it. He was this weathered, tough-looking guy with a real mop of curly hair. He had a proper moustache and plenty chest hair on display. And he would light a Camel cigarette while leaning on his old Land Rover Defender in remote places deep in the heart of Africa. Smoking was cool back then. So was driving a square-shaped bucket of bolts held together by oil leaks that could go literally anywhere. It was a lifestyle choice. If you were around in the 1980s, you'll recognise the Camel Man. Fast forward to 2025. Beck is no longer with us. He died from cancer, but nowhere does it state that it was a result of smoking. Either way, smoking is very un-PC in the modern world, unless you are Snoop Dogg. Bodies get waxed and manscaped these days, and a Land Rover Defender comes with a five-year/100 000km full maintenance plan. This means you don't have to get your hands dirty and driving a R2.3-million square shaped bucket of very high-tech bolts held together by oil leaks that your maintenance plan takes care of is still cool. It is still very much a lifestyle choice. ALSO READ: More powerful diesel engine gives Land Rover Defender 130 kick in its step Putting PHEV to the test There is absolutely no dispute that the Land Rover Defender is an iconic vehicle that has long been synonymous with ruggedness and off-road prowess. In the case of the Defender 110 P400e X-Dynamic HSE plug-in hybrid (PHEV) that The Citizen Motoring recently had on test, the Defender brings its legendary off-road capability into the future with the integration of hybrid technology. And this is what I want to talk about today because we have already covered all the luxury details. The real story of the Defender 110 P400e PHEV begins under the bonnet. Land Rover has equipped this model with a 2.0-litre turbocharged four-cylinder petrol engine paired with an electric motor and eight-speed gearbox, which works on paper and in the real world. Well sort of. While the hybrid setup produces a combined 297kW of power and 640Nm of torque, and this offers a serious level of performance as you can see from the road test stats, it's the claimed fuel consumption and efficiency that spoils the party a bit. The Land Rover Defender 110 P400e reached 190km/h in just 800 metres of tar. Picture: Mark Jones No slouch on the tarmac We all know it's a bit heavy at 2.5 tons, but it has all this power and torque to push it along. A 0-100km/h time of 6.2 seconds is not slow, nor is a 190km/h speed in just 800m of tar. But you would think that is thanks to its hybrid system and battery assistance that is said to offer you up to 51km of pure electric only. And with a claimed average fuel consumption of 2.8-litres per 10 km, you should have no complaints. But like said, there is a problem at this party, and it's range, or the lack there of. Firstly, when I fully charged our Defender, it showed a maximum range of only 35km. Now unless you live within this radius, once that electricity is gone, you only have a 2.0-litre mill doing the hard work. And that took our average fuel consumption out to 11.8 litres per 100km. And that is not that great. ALSO READ: JLR gears up to unleash 467kW Defender Octa in South Africa I really enjoyed my time with the Land Rover Defender 110 P400e X-Dynamic HSE. It successfully combines the brand's legendary (but untested by me) off-road capabilities with modern hybrid technology. It features all the luxury and technology that one would expect from a high-end SUV, but the similarly-priced D350 X turbodiesel just makes so much more sense if you are Defender shopping. Land Rover Defender test results
The Citizen
3 days ago
- Automotive
- The Citizen
Easy-going Ford Ranger XLT the perfect camping companion
Double cab bakkie not only comfortable and safe, but very easy on the juice too. There can be nothing more South African than jumping in a Ford Ranger and going for a weekend of camping at an ATKV holiday resort. And that's exactly what we did when we took our long-term XLT to Buffelspoort recently. Buffelspoort is located around an hour from both Pretoria and Johannesburg on the road out towards Sun City, which meant it was just long enough to appreciate the open road manners of our Ford Ranger double cab. Unfortunately, though, open road driving in this country is a dangerous thing and any and all safety systems are welcome in a vehicle. And even though our long-term Ford Ranger is a mid-spec model, that slots in above the XL and below the Wildtrak, it still comes with a level of active and passive safety features that many of its competitors simply can't match. Ford Ranger safe as a house On board, you have Dynamic Stability Control incorporating ABS, Load Adaptive Control, Roll Over Mitigation, Traction Control and Trailer Sway Control. And if you tick one of the Tech Pack boxes, you can have Pre-Collision Assist, Post-Collision Braking, Blind Spot Information System with Trailer Coverage, Cross Traffic Alert and Lane Keeping System with Road Edge Detection. ALSO READ: Even without a fancy badge, Ford Ranger XLT is a lot of bakkie On the road is also where the Ford Ranger excels with its car-like ride while still retaining its off-road abilities. To achieve this balance, there have been a host of under-the-skin improvements, from increasing the wheelbase by 50mm to moving the rear dampers outboard of the springs. Not that a trip to Buffelspoort required any sort of off-road driving, but it is worth noting that the front approach angle is up from 28.5 degrees to 30 degrees. And the departure angle is up to 23 degrees from 21 degrees. This is with the towbar fitted. The loadbin is large enough to swallow camping gear with ease. Picture: Mark Jones If the road less travelled still calls, the Ford Ranger features an electronic rear differential lock. A differential lock allows both wheels on a specific axle to turn at the same speed, providing additional traction when you're off-roading. This feature might still come in handy, as we chose a 4×2 Ford Ranger XLT instead of a 4×4, knowing most of its life would be spent in the urban jungle. Four driving modes Talking of which, The Citizen Motoring's bakkie comes with four selectable drive modes to help you get traction to the wheels that need it the most and in a way that is best suited for the situation at hand, without you having to be an expert. These modes are Normal, Eco, Tow/Haul and Slippery. They adjust everything from the gearshift to throttle response, traction and stability controls, ABS and more. Tow/Haul mode is a new drive mode that optimises the gear shift timing to maintain power when you're climbing up a hill or deliver the right amount of engine braking when you're travelling down a hill. All of which comes in handy when you know that your Ford Ranger has a braked towing capacity of 3 500kg with a 350kg tow ball download limit. That's a heavy load. The XLT's interior. Picture: Supplied Perhaps the best kept secret of the four Ford Ranger XLT derivatives on offer is that you can have the 154kW/500 Nm 2.0 litre bi-turbo top spec model in 4×2 and 4×4 guise with a 10-speed automatic transmission if you really want the extra urge. Or you can opt for a simpler 4×4, or 4×2, 125kW/405Nm single turbo with easy shifting six-speed auto like we did. Trust me, and I have done the performance testing of our Ranger XLT, when I say that this combo is more than good enough for everyday use. ALSO READ: Ford Ranger's clever onboard systems allow you to tow like a pro Easy on the juice What's even better is the fuel consumption that has settled at 8.9 litres per 100km with a heavy bias towards city-type driving. It went into the high 7s on the trip out to Buffelspoort. It's really hard to fault this bakkie in single turbo guise. The Ford Ranger XLT double cab 4×2 SiT 6AT retails for R681 500. The price includes a four-year/120 000km warranty, with service and maintenance plans available as options.
The Citizen
25-05-2025
- Automotive
- The Citizen
Corolla Cross hybrid SA's favourite new energy car for good reason
Crossover SUV's fuel economy, ease of use and level of comfort are hard to beat. Not that long ago, we were made to believe by many manufacturers that electric vehicles (EVs) will soon be the be-all and end-all. Staying true to its traditional measured approach, Toyota refused to put all its eggs into one basket. The Japanese manufacturer believed different markets will require different solutions. Apart from EVs, alternative fuels, fuel cell technology and a variety of hybrid powertrains were kept in the mix. As the world started backtracking on its ambitious plans of an immediate all-electric future, Toyota's approach turned out to be quite visionary. Especially in the hybrid department, which in theory is the perfect automotive evolution from internal combustion engines. And it's something they have extensive knowledge of since the pioneering days of the Prius and the Lexus brand's commitment to it. Enter Toyota Corolla Cross What really put Toyota's hybrid technology on the map is the Toyota Corolla Cross. It would be unfair to call it the spiritual successor to the Corolla as the sedan is still alive and kicking, so let's just say it has taken the baton as Toyota's go-to family car. The carmaker expected it to sell well at its introduction in 2021 and its lofty sales numbers was therefore no surprise. What did come as a bit of a surprise to them was the demand for the hybrid powertrain compared to the 1.8-litre naturally aspirated petrol engine derivatives. The Prospecton-built Toyota Corolla Cross hybrid or HEV quickly became South Africa's best-selling new energy vehicle, a distinction it still holds on to by a country mile. Something that is unlikely to change any time soon as most local new energy offerings are plug-in hybrids (PHEVs) and EVs with much loftier price tags that the Cross HEV's entry point of just under R500k. The Corolla Cross Xr HEV rides on 18-inch alloys. Picture: Michel Bega After undergoing its first model update in January, The Citizen Motoring spent the last three months and over 6 000km in the Corolla Cross HEV in Xr guise. At R545 200, the Xr trim level comes at a R51 000 premium over the Xs HEV. A hit all-round The only way we can start out overall report card on the Cross is to say that everyone that drove it, absolutely loved it. And it was driven by quite a motley crew of people which included tamed racing drivers, overly cautious men and finicky women. Giving the Corolla Cross a huge thumbs-up is probably the only thing all these people will ever agree on. Topping the list of what everyone enjoyed most about the car are ease of operation, excellent fuel economy and the comfort and space it has to offer. The beauty of an HEV is that it is what we call a self-charging hybrid. It draws power from both a 1.8-litre petrol engine and electric motor and battery which produces a total of 90kW of power and 143Nm of torque. The power sources work seamlessly together – or on their own – to not require any input from the driver. At lower speeds it runs just on electricity powering the electric motor, when the engine kicks in it works together with the electric side and then the engine can also generate power back into the battery or run the car all on its own. ALSO READ: PODCAST: Can updates keep Toyota Corolla Cross Chinese-proof? On-board education At first the various configuration all seem a bit confusing, but a little graphic in the digital instrument cluster indicating which power goes where educates you very quickly. During start-up and pulling away there is hardly any sound as the Corolla Cross runs purely on electricity. Then you hear the engine kick in and see the two power sources sending the twist to the wheels. When you need brisk acceleration or start pushing it beyond the national limit, the internal combustion engine roars with a distinctive continuously variable transmission (CVT) sound. The typical CVT-droning is in fact the only criticism that came up during its time with us. From mostly the tamed racing drivers. The Corolla Cross Xr features a 10.1-inch infotainment system and 12.3-inch digital instrument cluster. Picture: Michel Bega In terms of fuel consumption, we averaged an excellent 5.5 litres per 100km for the duration of the Corolla Cross' stay with us. That includes lots of city traffic and two open road trips to Kroonstad and Durban. When you start figuring out the hybrid system and take it easier on the accelerator to use more pure electric power, inner city trips done at less than 4L/100km is not uncommon. ALSO READ: Toyota Corolla Cross Mzansi's most popular pre-owned hybrid Toyota Corolla Cross' crown safe The Toyota Corolla Cross will face its biggest test soon when Chery introduces the Tiggo Cross HEV locally. There is talk that it will undercut the Corolla Cross' sticker by an attractive sum which will make it hard to ignore. But it is less likely to undercut the Corolla Cross' fuel consumption, taking into consideration Chinese carmakers' struggle in this department. Until rivals top the Toyota Corolla Cross in all departments, its crown as Mzansi's favourite new energy vehicle will rest easy on its head.
The Citizen
24-05-2025
- Automotive
- The Citizen
PODCAST: Hyundai Alcazar counts on diesel to make an impact
The frugal Grand Creta replacement is ready to take the fight to its Chinese rivals. The Hyundai Alcazar has officially replaced the Grand Creta in the Korean carmaker's local portfolio. The seven-seater SUV slots in above the Creta and underneath the Tucson in Hyundai's SUV family. The three-model range starts at R499 900 and offers a choice of two engines. A naturally aspirated petrol mill that makes 117kW of power and 190Nm of torque and an 85kW/250Nm 1.5-litre diesel engine. Both are hooked up to six-speed automatic transmission. Hyundai Alcazar makes a Pitstop In this week's episode of The Citizen Motoring's Pitstop podcast, we take a closer look at two of the Hyundai Alcazar's main virtues. We believe the diesel engine and its seven-seat configuration give it a definite edge in a tough segment. While there are plenty of Chinese SUVs on offer at the same price point and even lower, they do not offer diesel powertrains. Oil-burners are getting few and far apart, with the recent discontinuation of the diesel Renault Duster a prime example. On paper, the Hyundai Alcazar's 85kW does not seem like a lot. But with 250Nm of torque to boot, there is no shortage of pulling power. ALSO READ: Hyundai Alcazar has an ace up its sleeve against Chinese SUVs Frugal sipper But by far the oil-burner's best attribute is its miserly fuel consumption. Hyundai claims that it will only sip 5.9 litres per 100km and it proved even more frugal during our launch drive. This is much lower compared to petrol-powered Chinese SUVs, which will make a big difference in the long run. In flagship Elite guise, the Alcazar boasts a jam-packed specification list. It features 18-inch diamond cut alloy wheels, panoramic sunroof, rear window blinds, ventilated front seats, push-button start and LED lighting. A comprehensive set of safety features include adaptive cruise control, lane keep assist, blind spot monitoring, driver attention alert, forward collision avoidance assist, lane follow assist and rear cross traffic alert. The Hyundai Alcazar is sold with a seven-year/150 000km warranty and three-year/45 000km service plan.
The Citizen
18-05-2025
- Automotive
- The Citizen
Mid-range Range Rover Sport HSE shows why it is the one to have
Despite the "not a true Range Rover" label continuing to be placed on it by purists, the Sport's ongoing popularity suggests otherwise. Despite the availability of the Evoque and Velar, the Sport is still viewed, by some, as the true junior Range Rover. Image: Hanro Venter The current third generation, or internally named L461, Range Rover Sport has been on-sale locally since 2023, a year after its world reveal, but in that time, has received more revisions than ordinarily found four years into a vehicle's lifespan. Wait? Did we miss something? From an improved infotainment system two years ago to a new Ingenium turbodiesel engine the year after, the Sport's most recent update came in March this year with the arrival of the SV Edition Two that now uses the BMW-sourced 4.4-litre twin-turbo V8. A year prior to the SV, the first special edition version, the Stelath, made local landfall as mainly an appearance package modelled on the Dynamic SE that opens the Sport range up. ALSO READ: Original 'junior' Range Rover shows luxury can still be Sport(y) Given how most JLR products take their time to reach media fleets, the arrival of a Charente Grey Sport for the weeklong stay had The Citizen Motoring team perplexed. For one, the range favourite D350 had already been sampled twice, first by editor Jaco van der Merwe soon after its market arrival and then last year by yours truly as part of the infotainment upgrade. Rear-end styling remains the most polarising aspect of the third generation Sport. Image: Hanro Venter Jaco's Santorini Black example used the Dynamic HSE as a base, while the Eiger Grey version I ended up with was the flagship Autobiography. Hello again, D350 On first glance, and given the bevy of plug-in hybrid Defenders and Range Rover Evoques that arrived before and after the Sport, it was assumed that the new P460e, which premiered at the same time as the new infotainment system, had been given for testing. As it turned out, this wasn't the case, and neither was the dropped-off model the Stealth or even the SV. Instead, a quick look underneath the windscreen wiper where JLR places its trim level designations came with a sense of déjà vu. While the engine was indeed the 3.0-litre Ingenium straight-six turbodiesel that produces 350 pferdestarke (PS), hence the D350 moniker, which equates to 257kW/700Nm, the trim grade – again – read Dynamic HSE. The step down from the Autobiography, the HSE presented somewhat of a challenge as, apart from having already been sampled, taking it to Gerotek wouldn't have been worth it as the former had already fulfilled that role. Renewed look at HSE For the fear of 'copying-and-pasting' Jaco's findings, the weeklong stay with what has now become a Range Rover Sport familiarity still impressed in the environment where it will spend the majority of its life, the urban jungle. Compared to the Autobiography, the tested HSE keeps the option of the gloss Narvik Black roof, but swaps the optional 23-inch gloss black alloys for the silver 22-inch wheels. Dynamic HSE came fitted with the standard 22-inch alloy wheels. Image: Hanro Venter Also missing was the optional black styling package and, in place of the black brake calipers, the Brembo-supplied stoppers finished in a more appealing red. While more discreet and not as over-the-top as the Autobiography that had, admittedly, been specified with nearly every optional extra available, the HSE lacks for little in presence despite the stigma of it still not being the 'proper' full-size Range Rover that has followed the Sport ever since the original's world unveiling in 2005. As mentioned, the rear-end styling won't find favour among everyone considering the 'cleaner' and more simplified look of the previous generations. Right, that interior Tugging the pop-out door handles came with the biggest and most contentious surprise, the colour of the Ebony Windsor leather upholstery. Called Caraway/Ebony, the saddle tan hue looks out of place and while different from the traditional black, grey, white or even red, won't be to everyone's preference and will likely require lots of attention to keep clean over time. The same applies to the piano key black inlays around the toggle switch gear lever and starter button on a centre console, which remains a point of contention, as the latter could have been relocated aft of the steering wheel or on the dashboard to better optimise storage space. Interior cocoons and feels typically luxurious, although the Caraway/Ebony colour option won't be favoured by everyone. Image: Hanro Venter That being said, hiding spaces aren't found lacking as, apart from the cubby in front of the gear lever that also houses the wireless smartphone charging pad, sliding back the lid of the cupholders reveals a deeper storage area underneath. Capping it off, the HSE gets a pair of individual armrests for each of the front seats, plus a refrigerated centre console glovebox. Ergonomically, the interior adheres to the minimalistic design approach in which the majority of the functions are located within the infotainment system. Electric front seats feature heating, ventilation and massaging functions. Image: Hanro Venter In the case of the HSE, this means the upgraded 13.3-inch Pivi Pro system. Although still easy to fathom despite appearing the complete opposite, certain buyers will still bemoan the lack of physical buttons or even dials for the quad-zone climate control. The workings of the system, besides this, are intuitive, while the touch-sensitive buttons on the steering wheel, as mentioned on the Autobiography, didn't annoy as much as on other products. Still tech packed and practical Compared to the HSE is anything but spartan on the equipment front with the inclusion of the customisable 13.7-inch instrument cluster, a heated steering wheel with electric adjustment, a panoramic sunroof and Adaptive Cruise Control. Further items consist of heated, ventilated and massaging front electric seats, a surround-view camera system, Head-Up Display and, admittedly from the options list, the ear-pleasing 29-speaker, 1 430-watt Meridian sound system. Boot can take 647-litres with the rear seats in use. Image: Hanro Venter Only blemished, no pun intended, by the choice of colour and piano black inserts, fit-and-finish remains difficult to fault – especially the Kvadrat textile material on the doors – as does practicality. Despite the 60/40 split folding electric rear seat being a touch on the slow side when folding compared to doing the process manually, total boot space increases from 647-litres to 1 491-litres. Dropping the rear seats increases packing space to 1 491-litres. Image: Hanro Venter As a result of the test unit being fitted with the adaptive air suspension system, the rear apron can be lowered using the toggle switches integrated into the side of the boot walls to aid loading heavy items. In addition, the cabin, up front and at the rear, isn't found lacking in space, with the mentioned glass roof making no ingress on headroom for rear-seat occupants. On the road As has become the norm with JLR's D350 badged models, the Ingenium straight-six, which lacks the electrified 48-volt mild-hybrid system offered in Europe, pulls smoothly from low-down, but when provoked, easily lifts the Sport's nose with a surge of muscled grunt. All the while accompanied by an aurally pleasing straight-six soundtrack and nearly faultless eight-speed automatic gearbox, the unit shows its hand, unsurprisingly, the most in Dynamic mode, however, the quickfire punch soon stops the higher the tachometer goes. In either Auto or Comfort modes – the supposed efficiency-focused Eco not being selected at all – the Sport becomes comfortable and, thanks to the lower profile tyres, with a slightly better ride quality than the Autobiography. That being said, and while equipped with the Terrain Response 2 system incorporating low range, locking differential and seven off-road modes – Auto, Comfort, Grass/Gravel, Mud Ruts, Sand, Rock Crawl and Wade – taking the Sport off-road never crossed minds for fear of scratching the wheels or even worse. One of the highlight options is the 29-speaker Meridian sound system. IMage: Hanro Venter A decision the majority of owners will likely adhere to as well, the HSE's on-road demeanour ultimately counts. In this regard, and besides the adept ride, engine and road noise is found lacking thanks to what JLR calls Active Noise Cancellation technology, while the steering is quick and with relatively good feedback for a vehicle of this type. On the consumption front, the HSE recorded an indicated best figure of 10.3 L/100 km over its seven-day and 496 km spell, 1.8 L/100 km heavier than the Autobiography, but still commendable for a package weighing 2 315 kg. Conclusion The phrase 'all the car you will ever' is a more than well used description when summarising a vehicle that often sits on top of its respective model range. In the case of the Range Rover Sport D350 Dynamic HSE, the saying is anything but as the mid-range D350, arguably, makes the biggest case for being the most complete offering above Autobiography, the fire-breathing P530 petrol, the SV and the contentious P460e. Sport continues to do its name justice. Image: Hanro Venter At R2 526 600 before options, the HSE is still anything but a bargain and unlikely to shake off the adage of not being a 'real Range Rover' by brand purists. However, it simply is the Sport to have and, to quote the earlier statement, 'all the model you will ever need'. NOW READ: Easy to see why the Range Rover Sport is a Mzansi favourite
