REVIEW | VW Amarok 2.3 TSI loses the value game to Ford Ranger

Earlier this month Ford launched the mildly updated Ranger, which included the addition of a 2.3 EcoBoost derivative.

Until this arrived, fans of petrol power had to spring for the brutish 3.0 V6 twin-turbocharged Raptor, which is a totally different class of double cab vs lesser grades in the range.

Volkswagen, which uses the Ranger’s homework almost verbatim, has an equivalent derivative in the form of the 2.3 TSI. We tested the model soon after our interaction with the blue oval product.

From the get-go, you might already know that the Amarok has the upper hand in drivetrain layout because it has the 4Motion all-wheel drive system, while the Ford is exclusively sold as a 4x2. The German marque also includes a five-year/100,000km maintenance plan as standard.

However — and this is a big one — the Ford versions undercut the Amarok 2.3 TSI considerably, to the point where you could add a maintenance plan and still come away with a saving vs if you were to buy the Volkswagen. The warranty is of a five-year/150,000km duration, besting the four-year/120,000km offered by Ford.

Story audio is generated using AI It’s hard not to spare a thought for Land Rover in these times. What with some Chinese brands having centred their entire approaches on imitating and cost-optimising various hallmarks of the British marque, from its recognisable styling elements, to cabin layout. Mind you, the British brand does have an official tie-up with Chery in the Chinese market, under the Chery-JLR banner. Either way, it was nice to be reminded last week what an actual, full-size Land Rover felt like, when the Discovery Gemini arrived in our test garage. By now the fifth generation Discovery, launched in 2017, needs no introduction. But perhaps some may have forgotten that it is still part of the line-up; since the Defender appears to have become the go-to for family-minded buyers in want of a large SUV that balances off-road prowess and a strong level of refinement. The Range Rover Sport also seems to eclipse the Discovery in popularity. Could be that the tall posture and upright rear is much too ungainly for South Africa’s image-conscious buyers. And then there is the matter of that asymmetrical tailgate, a misguided nod to the original Discovery, that sparked a great deal of controversy when the model was launched. Anyway, from inside the cabin, this is less concerning. Land Rover models have a distinctive feel that is both commanding but cosy, thanks to high-perched seats, a straight and unobtrusive fascia, thick door sills, armrests and a steering wheel with a wide girth. Firing-up the Discovery, a familiar tone breathes into life, that of the 3.0l in-line-six turbocharged-diesel. Obviously not at the cutting-edge in a world of all-electric and plug-in hybrid contenders, but a proven form of propulsion with enjoyable characteristics. It does incorporate a 48-volt mild hybrid system, so it is not totally devoid of progression in the powertrain department. Here’s a fun fact. This special Gemini edition was named in honour of the rugged 2.5l Tdi motor from the original 1989 Discovery, which had the codename Gemini. The shove delivered by the 257kW/700Nm unit is enough to hustle this 2,367kg mammoth along in as little as 6.3 seconds. This is quicker than a Volkswagen Polo GTI at 6.7 seconds. But the Land Rover is far more relaxing than the energetic pace of a B-segment hatchback. Its size and heft, coupled with the upmarket trimmings of the well-insulated cabin, could be likened to commuting from A-to-B in your lounge. Transmission is dealt with by an eight-speed automatic. Consumption after the week of driving was a reasonable 10.8l/100km. With a length of 4,956mm, height of 1,888mm and width of 2,220mm, it really stretches out an average parking bay. The maximum ground clearance of 283mm puts occupants at eye level with some medium commercial vehicles. Hard-core overlanders may have bemoaned the departure from the body-on-frame architecture deployed previously. But the improvements in dynamics and comforts afforded by the current model’s unibody construction is aligned well with its repositioning as a more sophisticated type of machine. Be in no doubt that the Discovery can still hold its own over untamed South African terrain. Armed with air suspension, four-wheel drive, a centre differential-lock (rear optional) and a full suite of off-road displays to take the guesswork out of things, it makes progress over tough surfaces effortless. Families will appreciate how just about every convenience was thought of. The second and third seating rows can be reconfigured without breaking a sweat as all seats are electrically operated. Even the third row has seat heating. One thing that was a struggle though was removing the luggage cover to get the third row up. Its latches were so firmly locked into place and would not budge. If there are any Discovery owners reading this, feel free to share the hack for easy detachment of the bar. With the third row up, luggage space is 258l, on the larger side of what you would usually find with a seven-seater of this kind. That opens up to a sizable 1,231l with the third row folded or 2,500l with the second and third rows flat. There are no missing items in the features inventory, with the Gemini packing everything from a refrigerated console, to a 360º camera system and Land Rover’s excellent Pivi Pro interface. We have praised the system before for its crisp display and simple layout. Other perks of the Gemini include special colours (like our Sedona Red tester which looked more on the brown side), a contrasting black roof, 21-inch alloys (our car had optional 22-inchers in gloss black) and unique badging. It costs R2,038,800, which represents a premium over the standard car costing R1,824,700. A five-year/100,000km warranty and maintenance plan is bundled in across the range. TimesLIVE

The Amarok 2.3 TSI is sold only in PanAmericana double cab trim and costs R1,099,000. The Ranger in Sport double cab guise goes for R839,600; the Wildtrak trim costs R899,000. Buyers can also have the 2.3 EcoBoost motor in the extended cab variant, which is priced at R735,000.

So it really depends on your application — and whether you are willing to pay for the bragging rights of driving the lesser-spotted Volkswagen equivalent of the bakkie.

Regular readers will recall that we have spent plenty of time testing examples of the current Ranger and Amarok, running various derivatives of both in our long-term garage.

There are finer details that set them apart.

On the outside, the styling executions are most obvious. Compared with the flat, square fascia of the Ford, Volkswagen has deployed a more aerodynamic frontal look that tries to stay in line with its passenger vehicles range.

The rears are both typically upright, but the Amarok has a different lighting signature, with boomerang-shaped clusters that look as if they were carved into the tailgate.

PanAmericana is a trim line that sits one tier below the high-tier Aventura. It is set apart by a silver grille and bumper embellishments, blacked-out alloys (18″; 20″ optional), a rear sports hoop and distinctive PanAmericana livery.

Following its first public outing at the 2025 Festival of Motoring at Kyalami, iCaur has gone on sale in SA as the newest Chinese vehicle brand. Part of a growing Chery empire which includes Omoda, Jetour, Lepas and Jaecoo, iCaur (pronounced i-Car) was founded in 2023 as an adventure-focused brand aimed at younger, tech-savvy buyers and arrives as an electric-only brand with a funky image. It sells in two SUV model ranges: the V23 and the larger 03T, starting with the entry-level V23 two-wheel drive which retails for R519,900 and offers a claimed 360km range. A V27 flagship range will arrive later. After a slow start, South Africa’s EV market is starting to gain traction with the launch of more affordable models, and iCaur aims to capitalise on the trend with a range of zero-emission cars that offer competitive pricing and big charisma. In the boxy-car segment that is booming with models like the GWM Tank 300, Jetour T2 and Toyota FJ Cruiser, the iCaur 03T has a chunky, squared-off shape that gives off tough vibes while the smaller, retro-styled V23 looks like the love child of a Suzuki Jimny and a Mercedes G-Class. Supporting the brand is an initial network of 25 dealers that will grow to around 40 by year-end, said Hans Greyling, GM of iCaur SA at the brand’s official launch in Johannesburg earlier this week. All models come with an eight-year/200,000km warranty including roadside assistance, an eight-year/160,000km battery warranty for the first owner, and a five-year/100,000km service plan. I attended the launch and these are my driving impressions after driving both model ranges on a short urban/freeway route: 03T Positioned above the V23, the 03T is priced at R639,900 for the 2WD model and R699,900 for the AWD. With a weight-saving aluminium unibody and a 4,433mm length, the 03T is similarly sized to the Toyota Corolla Cross and has a generously-sized five-seat interior. It has 450l of boot space expandable to 1,238l with the rear seats folded, and a further 40l offered by a storage box attached to the side-opening tailgate. The cabin has an upmarket ambience with soft-touch surfaces and robust grab handles, and is fully digitised except for a pair of knobs on the steering wheel. All of the other functions are controlled via the 15.6-inch touchscreen infotainment system which has wireless Apple CarPlay and Android Auto integration, voice command functionality, four USB ports and an eight speaker iCaur-branded sound system. The 2WD offers a high level of standard features including automatic climate control, black leather upholstery, ambient lighting and electrically adjustable front seats with heating and ventilation. Safety-wise the 03T comes with six airbags and driver assistance systems such as stability control, adaptive cruise control, lane assist and blind spot detection among others. The 2WD is powered by a single electric rear-mounted motor with a 65.69kWh battery pack, delivering 135kW of power and 220Nm of torque. It offers four drive modes and an estimated range of up to 431km, with a battery that can be replenished from 10% to 80% in about half an hour at a DC fast charger. I drove the AWD model which offers feistier outputs of 205kW and 385Nm courtesy of an extra electric motor up front and a larger 69.77kWh battery, with a claimed 436km driving range. The AWD accelerates in the typically silent, swift style of an EV and offers some excitement with its hot-hatch-like 0-100km/h sprint of 6.5 seconds (the 2WD is quoted at 10.5 secs). Overtaking is spirited and lag-free, while top speed in both models is limited to 150km/h. The 03T felt impressively refined with minimal wind or road noise, and delivered a comfortable ride on various road surfaces. While the 2WD model has four drive modes, the AWD adds an additional five including Slippery, Muddy and Bumpy settings to enhance its off-road capability, though both variants have a fairly generous 195mm ground clearance. The AWD also ups the luxury ante with additional features such as massaging front seats and a 12-speaker Infinity audio system. V23 The compact electric SUV brings a sense of fun and individuality to the segment. Similar in size to a Volkswagen T-Cross, the 4,220mm long V23 is a compact EV available in 2WD guise for R519,900 and an AWD model for R669,900. Its chunky, retro design is sure to divide opinion but it attracted plenty of (apparently positive) interest wherever we drove it on the launch, and its edgy styling will be a drawcard to customers who don’t wish to move anonymously through traffic. The car is highly personalisable with optional equipment that includes side ladders, auxiliary lighting and removable fender flares to accommodate all-terrain tyres. Also optionally available at iCaur dealers are customised vehicle wraps, in-cabin device holders and even an instrument cluster. The standard V23 comes without a traditional speedometer and odometer in front of the driver, and those functions are housed in the central infotainment screen. The cabin is a pleasant setting with high-quality materials. Unlike the 03T, the V23 has several physical buttons to complement its digital interface, including quick-access controls for the climate system in order to help reduce driving distraction. Both variants are highly specced with leather upholstery, electric front seats, a seven-speaker audio system and wireless Apple CarPlay and Android Auto. The safety spec includes six airbags, stability control and parking camera, with the AWD model in addition getting adaptive cruise control, lane keeping and blind spot detection. Despite its compact size, the V23 offers enough room for four adults and a useful 372l boot capacity, expandable to 994l. Neither the V23 nor the 03T have spare wheels, relying instead on puncture repair kits. At the launch I drove the 2WD V23 model which has a single rear motor mustering 100kW and 180Nm. With a quoted 0-100km/h time of 11 seconds and a 140km/h top speed, this baseline variant has satisfying urban urge and enough voema to tackle the open road. The 59.93kWh battery provides an estimated 360km range and should take around 36 minutes to charge from 20-80% on a DC charger. With its shorter wheelbase the V23 has a choppier ride than the 03T and there’s a little more wind noise, but the car seems solidly built and suitably refined. It has good visibility and light steering, making for a pleasant urban commuting experience. The AWD V23, with an additional motor at the front and a larger 81.8kWh battery, packs a more spirited 155kW and 292Nm. Its 0-100km/h time is reduced to 7.5 seconds and it has a range of up to 430km.

While the cabin of the Ranger — and the Sport in particular — is not what one would describe as lacking, Volkswagen has tried to create a more sophisticated ambience. The PanAmericana has softer, leather-like dashboard and door panel trimmings, metallic decorative inlays and orange stitching. The thread on our unit’s driver-side bolster seemed to be coming apart, but that was about the only issue we could find in terms of quality.

Note that the look and “feel” of the central infotainment and instrument cluster are also different to the Ford’s. So is the steering wheel, which uses the template found in Volkswagen’s passenger cars.

On the connectivity front, the Ranger benefits from the FordPass smartphone application, enabling remote starting, pre-configuration of climate control and the perk of being able to book a service. Volkswagen does not offer an equivalent system.

While the Ranger Sport 2.3 EcoBoost uses the upright gear lever design, the shifter in the Amarok 2.3 TSI is of the balled-up fist type design previously found only in the 10-speed Ranger models.

Story audio is generated using AI Toyota’s executives are probably the only ones of all the Japanese brands who sleep without interruption these days. The rest are all figuring out how to maintain a competitive advantage over the growing influx of Chinese rivals at play. Nissan recently sold its long-standing Rosslyn plant operations to Chery, while importers like Honda and Subaru somehow get by on dwindling sales volumes. Add Mitsubishi to that list too. Not that these brands lack competent products — but it is tough for them to match Chinese pricing and proliferation of standard equipment that was once limited to higher-end models. Then there is the case of variety afforded. But where brands like Mitsubishi do have an upper-hand is in the area of proven reliability and well-established aftersales standards. It often likes to tout that as many as 65% of customers still choose to service their vehicles at the main dealer even after the warranty and service plan have expired. Among Mitsubishi faithfuls, it seems to be a case of, “if you know, then you know.” Late last year we spent time with the Outlander Sport, a compact crossover with expressive styling and decent road manners. Building on that basic recipe is the Destinator, which has a longer wheelbase, beefier looks and seating for seven. That name sounds like it would be better used for an action film starring Jason Statham. You can almost hear the sound of explosions and fists meeting flesh on hearing “Destinator”; seemingly a mash-up of “destination” and “terminator” — my inference, not Mitsubishi’s official line. The brand has not axed its older medium-sized seven-seater, the Xpander, which remains part of the line-up from R365,995. The Destinator costs upwards of R489,990 for the GLS and R569,990 for the top-shelf Exceed grade. We tested the latter. Warranty is of a five-year/unlimited mileage duration; the service plan is limited to five years or 75,000km. Mitsubishi categorises the Destinator as a sport-utility vehicle, and at the price band, similar seven-seat rivals include: the Changan CS75 Pro (from R449,900); Jetour X70 (from R454,900); and Mahindra Scorpio-N (from R489,999). The former two offer all the typical Chinese vehicle trappings (screen-intensive cabins, soft-touch veneers and Eurocentric imitation styling). The Indian Mahindra’s ace is a tough ladder-frame chassis, plus a torque-rich diesel, which will appeal to buyers with off-road ambitions and towing applications in mind. But there are also seven-seater rivals classed in the crossover category, like the Hyundai Alcazar (from R499,900) and Kia Carens (from R399,995). These are both shorter and have lower ground clearances than the Mitsubishi. The Destinator is a road-biased creature with front-wheel drive, though its 214mm ground clearance should be fine for light gravel. Having spent a great deal of time with the Outlander Sport, my biggest criticism related to the normally aspirated 1.5l, which made quite a din when pressed. Like the Outlander Sport, the Destinator uses a continuously variable transmission (CVT); but thankfully the 1.5l motor is turbocharged. That makes a big difference on paper (120kW/250Nm versus 77kW/141Nm) and in the real world, where the extra grunt hustles the 1,500kg Mitsubishi with conviction. With the Outlander Sport, you find yourself driving with the right pedal flattened to hold pace through changing elevations. The boost of the Destinator means easier progress and crucially, a quieter experience, since the engine is not constantly screaming. There are various driving modes, including options labelled Gravel and Mud, but there was no reason to deviate from the default Normal. The vehicle had 2,527km on its odometer, and the long-term fuel economy read 8.6l/100km. “Could be better,” was my initial thought, but referenced against the lighter, less powerful Outlander Sport (7.2l/100km as tested); this is not a terribly big jump for a car that does have added heft and fuelling requirements associated with a turbocharger. The Changan CS75 Pro we tested in February, which also has a turbocharged 1.5l unit, returned 8.8l/100km. Now onto what the Destinator is all about: space. This is a substantial vehicle from the outside, measuring a length of 4,680mm; a height of 1,780mm and width of 1,840mm. A note on the luggage compartment capacity. Two sets of figures were provided by Mitsubishi. One set is calculated on the premise that the owner is loading the vehicle up to the top of the seat-back; the second set factors in loading to the headlining. With the third row of seats erected, boot space is limited to 141l (185l to the headlining); which is fine for about four grocery bags abreast. That third row is best for small children and their short legs. A grumpy teenager of medium height seemed to struggle with legroom when relegated to the back. The middle row is more spacious, with fore and aft sliding seat adjustment. Boot space with the third row folded is 494l (or 844l to the headlining). With both the second and third rows folded, 819l is offered, or as much as 1,668l if you were to load the vehicle up to the headlining. From the driver’s seat, the Destinator offers most of what is required — acceptable infotainment, a camera system, a virtual cluster, climate control, a sunroof as well as a handy air-conditioned centre console. But it lacks the niceties of certain Chinese picks. The Changan CS75 wowed with heated seats, for instance. However, the perception of durability is stronger in the Mitsubishi. Although the Destinator may not have premium-aspiring soft-touch trimmings, it does feel properly screwed together, in that typically Mitsubishi way. The Exceed gives you blind-spot warning and rear cross traffic alert; both grades have six airbags as standard. It scored five stars when it was tested by ASEAN NCAP. For buyers needing additional space, the Destinator is a well-rounded product backed by the proven credentials of an established legacy brand.

Again, the little details set them apart, but given the fanatacism reserved for bakkies in South Africa, enthusiasts are likely to make these distinctions.

What was much less obvious to discern between the 2.3 Amarok and Ranger experiences was sprinting ability. If you were to line them up and strap a VBOX to both, the 0-100km/h sprint times would probably be identical.

Like the Ford, the Volkswagen feels rapid with the turbocharged-petrol four-cylinder engine. Its quietness in comparison to the 2.0l diesel counterparts makes for a more refined cabin, while the responsiveness off the mark takes drivers in premium sedans by surprise. Output is 222kW/452Nm linked to a 10-speed automatic.

At the launch of the Ranger, our consumption ranged between 13l/100km and 15l/100km. The route involved a slow trek up Swartberg Pass near George and, as is typical on a launch event, heavier-footed progress on secluded roads. But in the real world, the 2.3l motor demonstrates a more frugal potential — 11.7l/100km was what our Amarok indicated after the week of driving in the usual urban and freeway cycle.

The R355 gravel road between Calvinia and the AfrikaBurn turnoff is catastrophically bad, and there was growing grumpiness in the car as we bounced over 140km of bumps and corrugations. Not nearly as much as among the crews fixing punctures on the roadside, no doubt. The R355 is a notorious tyre eater, and fortunately the Ford’s 19-inch tyres passed that test intact. But my mechanical sympathy was with the vehicle itself as it was harshly shaken on those corrugations for several hours. Somewhere beneath that metal shell, I feared, a lasting rattle would surely emerge. The trip to AfrikaBurn was one of two long-distance adventures undertaken in quick succession in a Ford Tourneo Custom Sport, an eight-seater bus priced at R1.23m that we have on long-term test. The other was the Sani2C mountain bike race. Over the two trips we’ve put the Ford’s multiple seating configurations to the test, and it has proven its practicality. For the AfrikaBurn trip we removed all the seats except the front two, creating a panel van-sized cargo bay for a mountain of camping gear. The annual event at Quaggafontein near the Tankwa Karoo National Park requires visitors to bring all their own food, water, shelter and power supplies, which adds up quickly even for two people. Fortunately, it didn’t require advanced Tetris skills to pack, as the Tourneo Custom swallowed it all without obstructing rear visibility. With two mountain bikes strapped to the rear, we embarked on the 1,300km journey from Johannesburg wondering how the extra weight would affect the Ford’s performance and fuel consumption. Fully loaded, the Ford proved an accomplished long-distance cruiser. Its 125kW and 390Nm outputs provide effortless overtaking ability, while wind noise is impressively subdued for such a boxy vehicle, and the diesel engine avoids sounding agricultural. The extended trip had us using the intelligent cruise control for long periods, leaving the vehicle to safely manage following distances and speed traps. It certainly causes less driver fatigue on such a long journey, which took more than 15 hours. Ford’s bus also has a lane-keeping assist system that is less intrusive than in some vehicles, so I opted to keep it mostly activated. However, I eventually disabled it after repeated warnings to keep my hands on the steering wheel despite maintaining a steady grip. The bus has a plush ride on most surfaces, but with a couple of hundred kilometres to go, the smooth tar ended, and we hit the dreaded R355 dirt road connecting Ceres and Calvinia to AfrikaBurn. There is no comfortable way to tackle its sharp shale and savage corrugations, though about 65 km/h proved the most bearable sweet spot. At long last the destination was reached with the Ford seemingly none the worse for wear except for a thick coating of dust — there was thankfully little dust intrusion into the cabin. The Tourneo Custom has room for two stretchers, and sleeping inside the car was a backup plan in case it got too cold, but the weather gods were kind and our tent was warm. After several days at AfrikaBurn, we headed home via the same punishing dirt road. Frankly, I was surprised when we got back onto smooth tar and there were no lingering rattles; the Ford seems well screwed together. It also proved frugal. During its first few weeks, the turbodiesel bus had averaged 10l/100km in mostly urban driving while unladen. Over the Afrikaburn road trip, the vehicle averaged 8.5l/100km, a figure it maintained when we headed out a few days later on another long-distance journey from Johannesburg to Himeville in the Drakensberg for the Sani2C three-day mountain bike stage race — and more gravel roads en route. This time there was an extra person, so we configured the Ford into a three-seater. Once again all the luggage fitted easily, including two bicycles standing upright. There are multiple cupholders and storage nooks, and in terms of packing and passenger versatility the Tourneo Custom is a Swiss Army knife of options, with electric rear sliding doors to simplify loading. To ensure comfort, all eight seats can be adjusted for legroom and backrest angle, and there are USB charging ports in the front and rear. Infotainment and many other functions are handled by a giant touchscreen, which is legible and relatively intuitive to use, with quick-access controls for the climate control and other oft-used features. As an adventure vehicle, the Tourneo Custom Sport has so far proved highly capable, surviving punishing roads and heavy loads while delivering good fuel economy — and doing so in distinctive style with its racing stripes.

Pitched as an upmarket leisure double cab, there are no glaring omissions from a features perspective. Safety is good — seven airbags as standard, plus assistance functions such as lane-keeping assist, a surround-view camera and adaptive cruise control.

These 2.3l iterations of both bakkies are unique in the double cab market, being the only turbocharged-petrol options available. The Ranger’s execution in Sport guise offers superior value with its lower sticker price — so unless you really need the all-wheel drive requirement, it would be the one to have between the two.

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