RETURN TO ORIGINS
Toyota Land Cruiser Prado
Image © TOYOTA
The brand-new Toyota Land Cruiser 250 Series family SUV, known locally as Prado, has made its world premiere in Japan, bringing with it significant mechanical upgrades, enhanced performance, and a return to its origins in terms of its rugged and boxy styling ahead of its arrival in South Africa next year.
The new Prado adopts a design direction that fuses traditional and contemporary styling cues, employing the simple and sturdy horizontal and square lines inspired by its earlier antecedents to deliver on the theme of functional beauty. This styling shift was also warranted by the Highlander/Kluger model range moving more upmarket, into the space previously occupied by the Prado.
The front end is based around a rectangular grille and tri-beam headlights, with a low-set front cowl to improve forward visibility. Muscular wheel arches and strong horizontal lines provide a sense of strength, with a low beltline that further improves visibility for occupants. At the rear, the Prado features a vertically oriented tailgate and simple taillight signature, with silver lower bumpers front and rear.
The newcomer is 95 mm longer and wider, 10 mm taller than its predecessor, and shares its TNGA-F ladder-frame chassis underpinnings with the Land Cruiser 300. With a 60 mm longer wheelbase, the Prado now matches the length of the 300. Its chassis is also 50% more rigid than the current-generation Prado, helping to increase overall vehicle rigidity by 30%.
Wheel articulation is improved further with a new stabiliser-bar control system, allowing the front stabiliser bar to be disconnected for excellent wheel articulation. Enhanced functionality for the multi-terrain select- and multi-terrain monitor systems, and the adoption of electric power steering, help the Prado go even further off-road.
Echoing the exterior design, the interior styling of the new Prado has shifted from a high-end, luxury ambience to the feeling of true off-road functionality. It employs dual digital screens for the instrument cluster and multimedia system, and an intuitive layout for the switches that group basic functions together. The new Prado will be available with various turbocharged petrol and diesel-based powertrains, catering to the unique needs of different global markets and their operating conditions.
The most potent model employs the T24A-FTS 2.4-litre petrol-turbo and a hybrid system (243 kW of power and 630 Nm of torque), with the non-hybrid model rated for 207 kW and 430 Nm of torque. A model with the 2TR-FE 2.7-litre petrol engine (120 kW and 246 Nm) is also available, as well as two diesel models with the 1GD-FTV 2.8-litre turbodiesel engine (150 kW/500 Nm) as used in the Hilux (one with a 48V system). No details on local specification are available yet, but we suspect only the diesel derivative, with different trim lines, will be offered here from mid-2024.
FOR THE PURISTS
Porsche 911 S/T 60th Anniversary Edition
Image © PORSCHE AG
Porsche is celebrating the 60th anniversary of the 911 with a special edition built for maximum driving enjoyment, and this special S/T model will be limited to 1,963 examples only. The exclusive anniversary model unites the strengths of the 911 GT3 with Touring Package and the 911 GT3 RS by combining the naturally aspirated, high-revving 386 kW 4.0-litre boxer engine from the 911 GT3 RS with a short-ratio manual transmission and lightweight clutch.
This is complemented by a resolutely lightweight construction (the 911 S/T weighs just 1,380 kg, making it the lightest model of the 992 generation) and a running-gear setup optimised for agility and drivability. The optional Heritage Design Package draws inspiration from the racing version of the 911 S from the late 1960s and early 1970s.
The design of the anniversary model incorporated GT and motorsport expertise from Porsche. The reduction of rotating mass both in the engine as well as the wheels and brakes ensures particularly dynamic responsiveness, but unlike the 911 GT3 RS, the focus of the development of the 911 S/T has been not on track use, but rather for journeys on public roads.
The name marks the new 911 S/T as the descendant of a particularly performance-focused version of the first 911 generation. From 1969, Porsche offered a special race version of the 911 S. Internally, these vehicles were called 911 ST. Modifications to the chassis, wheels, engine and body significantly improved acceleration, braking, traction, and cornering grip. Large spoilers and other aerodynamic aids were not yet used in these models.
The new 911 S/T takes up the spirit of the original 911 S (ST) and transfers it to the current model generation of the Porsche 911. The anniversary model combines elements of the 911 GT3 RS with the body of the 911 GT3 with Touring Package and supplements it with lightweight components specially developed for the 911 S/T, making it 40kg lighter than a manual 911 GT3 Touring. The result is a unique driving experience within the 911 GT portfolio.
A new lightweight clutch, exclusively developed for the 911 S/T, in conjunction with a single-mass flywheel, reduces the weight of the rotating mass by 10.5 kg. Coupled with the six-speed manual transmission with a shorter gear ratio than on the 911 GT3, the 811 S/T is propelled to 100 km/h in just 3.7 seconds and can achieve a top speed of 300 km/h.
An optional exclusive Heritage Design Package and a starting number from 0 to 99 is offered, and a decorative foil can be applied on the doors on request. The classic Porsche crest from the original 911 adorning the front, the hub caps, the steering wheel, the headrests, and the car key underscore its historical roots. The interior also features cloth seat centres in Classic Cognac with black pinstripes – another homage to heritage. The Porsche 911 S/T can be ordered now from Porsche South Africa.
GLOBAL BAKKIE
Mahindra Global Pik Up Concept
Image © MAHINDRA
Mahindra, India’s leading manufacturer of SUVs and pickups, has unveiled its new Global Pik Up concept at the signature Futurescape event in Cape Town. If the striking looks of the new bakkie are anything to go by, it could be a serious rival to established players in the one-ton pickup market, such as the Toyota Hilux, Ford Ranger, and Isuzu D-Max.
The introduction of the bakkie concept (code-named Project Z121), the reveal of the new Mahindra Thar-e concept and major announcements from the Mahindra tractor division during the event coincided with Independence Day in India, celebrated annually on 15 August. Based on the same platform as the Scorpio-N SUV, the concept bakkie spearheads the Indian manufacturer’s entry into more markets in Southeast Asia, the Middle East, and South America as part of its Go Global Vision.
According to Mahindra, the Global Pik Up adheres to contemporary standards of pickup technology and safety, and with a substantial cargo bed and commendable towing capacity, it will be one of the most versatile and capable vehicles in its segment when it goes into production (most likely next year, with market introduction in 2025). It will not replace the existing Scorpio-based pickup but rather supplement it as a more upmarket model.
The Pik Up name, however, could present a problem locally, as the current bakkie already carries the Pik Up nomenclature here. It will be interesting to see how Mahindra distinguishes between the current Pik Up and the new bakkie (a single cab version is also on the cards) here.
The sturdy and robust, yet stylish lines of the Global Pik Up concept represent a change in design direction for Mahindra, set to be carried over to future models, as seen in the Thar-e concept. Some features, such as the front bumper with integrated winch, the ornate rear bumper and the fancy side steps, will most likely not make it into production. Mahindra expects a five-star Global NCAP rating for the new global pickup, thanks to advanced safety technologies already developed for the Scorpio-N and XUV700 SUVs.
No information on interior detail or the engine line-up was supplied, but one can expect a cabin design reflecting the layout of the Scorpio-N. The engines used in the Scorpio-N – the mStallion 2.0-litre four-cylinder TGDi petrol engine (149.14 kW at 5,000 rpm and 370 Nm at 1,750 to 3,000 rpm coupled to a six-speed manual transmission, and 380 Nm mated to a six-speed auto ’box), or the mHawk 2.2-litre four-cylinder direct-injection turbodiesel (129 kW at 3,500 rpm and 400 Nm of torque at 1,750 to 2,750 rpm), also coupled to a six-speed manual or auto transmission – will most likely be carried over.
South Africa should be one of the first countries to receive the production version when it becomes available.
ENGINEERED TO GO LIKE HELL
Ford Mustang GTD
Image © FORD
The Ford Mustang GTD is the most audacious and advanced Mustang ever, a limited-edition, street-legal performance car designed in parallel with the Mustang GT3 race car and ready to take on the world’s best performance cars. Its sculpted (mostly carbon fibre) wide body and looming rear wing state clearly, the GTD is like no Mustang ever before.
The GTD will be the pinnacle of the Mustang family that now includes the recently revealed Mustang GT4, the Mustang GT3, the upcoming Mustang Dark Horse R spec racer, and more. All will carry on the standing of Mustang as Ford’s most raced and most successful nameplate and will prowl streets and tracks all around the globe.
Designed and engineered in collaboration with Multimatic, who developed the Mustang GT3, Mustang GT4, and Le Mans-winning Ford GT, the GTD represents the culmination of decades of engineering advancement borne from continuous learning through racing. Every line of the GTD drives aerodynamic performance at track speed, from the front splitter, vented hood and fenders to the available C-pillar mounted hydraulically controlled active rear wing.
Carbon fibre body panels are extensively used to reduce weight, lower the centre of gravity, and improve responsiveness. The aero package with a comprehensive underbody aerodynamic tray is also executed in carbon fibre, and includes features such as hydraulically controlled front flaps to manage in coordination with the active rear wing.
The ultimate target for the project? A sub-seven-minute time around the Nürburgring, to make the GTD the fastest roadgoing Mustang ever. The GTD utilises a purpose-developed supercharged 5.2-litre V8 with dual air inlets and the first dry-sump engine oil system fitted to a roadgoing Mustang. It will be the highest horsepower street-legal Mustang ever developed by Ford.
Engine power is sent to the rear wheels through a carbon fibre driveshaft connected to an eight-speed rear transaxle for near 50/50 weight distribution between the front and rear. Performance is further enhanced by a semi-active suspension that can vary both spring rates and ride height. The settings allow for nearly 40 mm lower ride height in Track Mode, and the GTD has an almost 100 mm wider track than the Mustang GT.
The GTD is shod with 325 mm wide front tires and 345 mm at the rear, mounted on 20” forged aluminium wheels, with massive Brembo carbon ceramic brakes providing ample stopping power. Variable Traction Control in track mode allows the driver to push the car’s limits by modulating engine output and traction control intrusiveness.
The interior is finished in premium materials including Miko suede paired with leather and carbon fibre, plus Recaro racing seats, titanium paddle gear shifters, and rotary dial shifter. Production of the Mustang GTD will be limited, and pricing is expected to begin at around R5.6 million. The GTD will be available in late 2024 or early 2025.
