The Pajero Sport Aspire is offered in both 4×2 and 4×4 guise and is powered by the familiar 2.4-litre turbodiesel engine with 133 kW and 430 Nm and mated with an 8-speed automatic transmission. Furthermore, the 4×4 Pajero Sport Aspire is equipped with Mitsubishi’s Super Select 4WD-II system with 4 off-road modes available to the driver including Gravel, Mud/Snow, Sand and Rock.
What features are offered for the Pajero Sport Aspire?
The Pajero Sport Aspire adds exclusive black details which adds to its overall kerb appeal.
Apart from wearing Mitsubishi’s striking ‘Dynamic Shield’ front-end design with a black grille, the Pajero Sport Aspire derivatives are only available in 2 body colours including Jet Black and White Diamond with a 2-tone roof. The model also gains black roof rails and black 18-inch alloy wheels.
As for the interior, the Pajero Sport Aspire is fitted with black leather upholstery with electrically adjusted seats with lumbar support. An 8.0-inch infotainment system is standard with Bluetooth and voice control as well as a digital colour digital instrument display and multi-function leather steering wheel.
As far as safety is concerned, the Pajero Sport Aspire features 7 airbags, ABS with EBD, brake assist, electronic stability control with traction control, hill-start assist, trailer stability assist, rear park distance control, rear-view camera and hill descent control for the 4×4 derivative.
“MMSA announced in January this year that the Aspire nameplate will be introduced across the Mitsubishi range. The launch of the two limited edition Aspire models within the Pajero Sport line-up brings a new level of exclusivity to discerning customers wanting to buy into the legendary Mitsubishi way of life, and who don’t shy away from making bold choices in order to achieve their aspirations. It marks the next step in an extremely compelling product offensive in 2022 where we look to enhance our entire model range. Watch this space because there’s plenty more to come,” said Jeffrey Allison, General Manager: Marketing at MMSA.
How much does the Mitsubishi Pajero Sport Aspire cost in South Africa?
Pajero Sport 2.4L DI-DC 8AT (2WD) – R654 995
Pajero Sport 2.4L DI-DC 8AT (2WD) Aspire – R674 995
Pajero Sport 2.4L DI-DC 8AT (4WD) – R704 995
Pajero Sport 2.4L DI-DC 8AT (4WD) Aspire – R 724 995
Pajero Sport 2.4L DI-DC 8AT (4WD) Exceed – R739 995
Pricing includes a 3-year/100 000km warranty, 5-year/90 000 km service plan and 5-year roadside assistance.
Watch out Hilux? Ford’s new Rally-Raid Ranger revealed!
Determined not to let Toyota Gazoo Racing SA’s Hilux have things all its own way in the freshly renamed South African Rally-Raid Championship, Ford has revealed its aggressive new 2022 T1+ Ranger…
The NWM Ford Castrol Team has taken the wraps off its new Rally-Raid Ranger as it bids to wrestle the title from Toyota Gazoo Racing SA in the 2022 edition of what used to be called the South African Cross Country Series.
Now renamed the South African Rally-Raid Championship (SARRC), the 2022 season sees the introduction of a new FIA T1+ class as the premier category. With Toyota Gazoo Racing SA’s Henk Lategan having won the title in 2021 in a Hilux ahead of Ford, the Blue Oval brand is champing at the bit to debut its “extensively revised and upgraded” V6-powered Ranger.
Designed, developed and built by Neil Woolridge Motorsport (NWM), the new Rally-Raid Ranger is a whopping 300 mm wider than before and complies with the latest T1+ regulations introduced for the 2022 Dakar Rally. Lance Woolridge and Elvéne Vonk, along with teammates Gareth Woolridge and Boyd Dreyer, will drive the new Ranger for the 2022 SA Rally-Raid season.
“The new T1+ Ranger is a significant change from last year’s car, but it builds on what was a very successful and competitive platform that took us to two race wins, three podiums and a championship fight that went right down to the wire,” said Neil Woolridge, team principal of the NWM Ford Castrol Team.
Woolridge explained that the T1+ category was introduced for the 2022 Dakar Rally to “level the playing field between the two-wheel drive and four-wheel drive vehicles”, standardising larger 37-inch tyres and longer-travel suspension that had “given the lighter two-wheel-drive vehicles a major advantage in recent years”.
Under the new T1+ regulations, the minimum vehicle weight is now pegged at 2 000 kg, which is an increase of 150 kg. While the twin-turbocharged 3.5-litre V6 EcoBoost petrol engine remains largely unchanged, running according to the same balance of performance rules with peak outputs of 300 kW and 600 Nm (interestingly, very similar figures to those of the new Ranger Raptor), a raft of other upgrades have been made.
In line with the latest international rally-raid rules, the Ranger’s top speed is now electronically limited to 170 kph (down from 180 kph), while its gear ratios have been suitably revised. But the most obvious change is the significantly wider stance and more muscular design overall.
To accommodate the wider track and the 37-inch tyres on 17-inch wheels (which incidentally allow the fitment of larger 355 mm brake discs), the new T1+ Ranger gains aggressively flared wheel arches. As with the Ranger racer it replaces, the bodywork and cabin have been fashioned from carbon-fibre and aramid weave, while the butterfly-style doors have been retained.
In addition, to allow for an increase in wheel travel from 280 to 350 mm as per the updated regulations, Woolridge says the team “totally redesigned” the suspension, interestingly opting to employ a new single-damper per wheel set-up at the expense of the old dual-item arrangement.
“South African cross-country racing, or rally-raid as it is commonly known overseas, is renowned as one of the most competitive and professional domestic championships in the world, with South African teams producing exceptional vehicles that dominate the local series as well as international racing in this category,” said Woolridge.
“We are delighted that the organisers of the South African championship have aligned our series with the FIA World Rally-Raid Championship, which will give us greater exposure on a global scale, and raises the bar further for competitors,” Woolridge added.
The opening race of the 2022 South African Rally-Raid Championship is the Mpumalanga 400, which takes place in Dullstroom on 25 and 26 March.
What has happened to Honda SA? A look at sales figures
In the not too distant past, Honda was considered a mainstream brand in South Africa. The sales figures, however, suggest that’s not been the case for quite some time. Let’s take a look at what’s happened to Honda and what could be in its future…
Back in February 2015, Honda registered a healthy 1 411 vehicles in South Africa, enough to see it rank a solid seventh on the list of best-selling automotive brands in the country for the month. Fast-forward exactly seven years and the Japanese firm finds itself languishing in 17th position, with a mere 350 units sold in February 2022.
Of course, comparing two seemingly random months in isolation seldom paints an entirely accurate picture (factors such as broader market conditions and model lifecycles are often at play, after all), but the difference, in this case, is downright stark and certainly not limited to these two specific reporting periods.
Wind back the clock further still and you’ll get an idea of just how far Honda has fallen. The SC9-generation Ballade, for example, was the country’s third best-selling car in 1987, outranking the likes of the Volkswagen Golf and Ford Escort on the sales charts, and helping Honda – a company that traces its origins all the way back to 1946 – forge close connections with many South African car buyers.
Honda’s popularity on local shores continued through the 1990s, again thanks to strong contributions from the Ballade (in SH4, SR4, EG and finally EK guise), with the firm regularly grabbing a reassuringly chunky slice of the market-share pie. Then, in 2000, the South African division’s local collaboration with Mercedes-Benz ended and it became a wholly-owned subsidiary of the Honda Motor Company.
This was incidentally also around the time the Ballade nameplate began its decade-long hiatus from the market (opening the door for the Jazz to effectively become the volume-driving face of the brand), after more than 170 000 examples spanning six generations were sold in South Africa. The Ballade badge returned in 2011 but by then many South Africans had seemingly moved on. A fresh version arrived in 2014, before the current Ballade hit the market in 2020.
A deep dive into Honda’s sales figures
Right, that’s enough Honda history. Let’s take a gander at the figures from our two reporting periods: February 2015 and February 2022. In the second month of 2015, the Ballade contributed 330 units to Honda’s total of 1 411 registrations, with only the Brio (468 units) managing to better its effort. The Jazz, meanwhile, added a useful 328 units, while the CR-V chipped in with 170 units. The Mobilio (75 units), Civic (33 units) and Accord (seven units) made up the numbers.
Of course, three vehicles from the class of 2015 have since been axed. Production of the original Brio ceased in India late in 2018 (forcing Honda Motor Southern Africa to rely on the Amaze sedan), while the seven-seater Mobilio’s brief stay ended late in 2016, when it was effectively replaced by the closely related BR-V. The Accord, meanwhile, quietly exited the market the very same year, going the way of so many D-segment sedans before it.
Honda’s total of 350 units in February 2022, meanwhile, saw it slip to an overall market share of just 0.79% (compared to, for example, Suzuki’s 7.33%, Haval’s 4.64% and Mahindra’s 2.44%). Narrow that down to the passenger-vehicle market and the result isn’t all that much better, with the Japanese firm settling for a mere 1.18%. It’s also worth pointing out that 114 of Honda’s 350 registrations in February 2022 represented sales to the government, with a further 50 units coming courtesy of the rental channel.
In the second month of 2022, the Amaze (123) was Honda’s strongest seller, just ahead of the Ballade (109), with the former boosted by 50 rental sales and the latter by 99 government sales. With the Jazz nameplate having been given the boot, the new Fit could muster only 34 units, with the Civic and WR-V each managing 23 units. The CR-V (19), HR-V (15) and BR-V (4) completed what was a dire picture.
What’s behind Honda’s steady tumble down the charts?
This is a particularly tricky question to answer. You see, the 73-year-old brand is still immensely popular in global terms, with the CR-V finishing 2021 as the world’s third best-selling vehicle and second best-selling SUV behind the Toyota RAV4. The Civic, meanwhile, finished in sixth place overall in the global sales rankings last year.
While the company has fallen off the pace a touch in Europe, it’s still positively massive in North America, where the CR-V was the fifth most popular vehicle in 2021. Furthermore, the Civic (10), Accord (16) and Pilot (25) all managed to crack the top 25 in that market.
So, Honda’s struggles are by no means global and also not specific to right-hand-drive markets. In Australia, for instance, the Japanese automaker has spent around 20 years as a top 10 automaker, with its slip down the charts in 2021 attributed to the introduction of a controversial fixed-price strategy Down Under.
As we posited in an earlier article, Honda Motor Southern Africa’s pricing strategy – in part dictated by its existence as a pure importer – has likely played a significant role in shrinking its market share. The brand’s performance portfolio has been reduced to the Civic Type R, which though a staggering piece of kit now costs an equally staggering R813 100.
The four-strong CR-V range, meanwhile, is priced from R556 100 to R796 300, numbers that seem to be sending potential buyers fleeing in the direction of a Toyota RAV4, Hyundai Tucson, Volkswagen Tiguan or even a more premium alternative.
Where to from here for Honda South Africa?
So, what could Honda do to revive itself in South Africa? Unfortunately, the options seem severely limited. Local production – which would bring with it valuable export credits as well as more attractive retail prices – is simply not on the cards, while the automaker has no global products suited to breaking into the all-important local light-commercial space (no, the unibody Ridgeline isn’t built in right-hand-drive form).
Look to growing and better-established marques for ideas and you’ll notice the biggest drivers of passenger-car volume in recent times are either locally produced vehicles (think stalwarts such as the Volkswagen Polo Vivo and newcomers like the Toyota Corolla Cross) or budget models imported from India (the Toyota Starlet, Suzuki Swift, Renault Kwid and the like).
Of course, Honda already sources half of its range – in the form of the Amaze, Ballade, BR-V and WR-V – from the subcontinent. However, whereas the previous-generation Jazz was also shipped in from India, Honda Motor SA switched to the Japanese-built Fit with the launch of the new generation in mid-2021, a move that certainly had a negative impact on pricing.
In addition, with the production of the Brio having been unceremoniously scrapped in India, Honda’s South African division no longer has a small budget hatchback in its arsenal. A second-generation version of the Brio exists (in right-hand-drive guise, too), though Honda has opted not to import it from Indonesia, the only country where it’s still manufactured.
A glimmer of (crossover-shaped) hope for Honda in SA?
Honda must surely also be downright disheartened by the local sales performance of its crossover range, with these four models managing just 61 registrations between them in February 2022. Tellingly, in the modern market, it’s become highly unusual for a well-known brand’s top two sellers to take the form of sedans.
But there may well be a glimmer of hope on the horizon. You see, rumour has it Honda is gearing up to reveal a new made-for-India SUV towards the end of 2022, likely to be positioned to battle models such as the Hyundai Creta and Kia Seltos in what has become an increasingly active corner of the market (hopefully with more success than the WR-V has seen in the segment below).
Intriguingly, reports suggest the newcomer will be based on the Ballade (or City, as it’s known in India) platform. Should Honda Motor Southern Africa manage to bring this as-yet-unconfirmed product to local shores – likely in 2023 – as a compelling offering that’s priced just right, the Ballade-based SUV might just provide some much-needed impetus for growth and afford the brand the opportunity to start clawing its way back up the charts. Considering the significant role this badge has played for Honda in years past, the Ballade link might just prove to be a good omen. We can only hope.
What Home EV Charger Should you Install?
If you are planning on buying and driving an Electric Vehicle (EV) you might be considering installing a home EV charger. Here are a few key things to know!
Buying an EV is both an exciting and daunting prospect. In order to get the best experience from an electric vehicle, you need to make sure that it’s charged and ready for driving when you need it to be.
EV drivers have access to public AC/DC charging stations offering varying charging outputs but a home charging system is by far the most convenient and cost-effective solution over the long-term if you drive an EV.
Here are a few things to consider if you planning to install an EV charger at home.
The home EV charging station you choose will depend on the EV you drive, your available budget and your personal charging and driving requirements.
Depending on what EV you drive or are planning to buy, a home charging system may or may not be bundled together with the purchase price of the EV. It’s best to ask the brand dealer if a home charger is included. If not, you will have to pay for the purchase and installation of the home EV charger over and above the purchase price of the vehicle. Pricing will vary greatly depending on the type and output of the system.
The home EV charger is best installed by a professional and licenced service provider to ensure safety and compliance.
Every EV has an AC charging limit and a DC charging limit and the charging unit that you choose must be compatible with your EV.
Single-phase AC chargers are the most common type of EV charging with a maximum charge rate of 7.4 kW. While AC charging is cheaper, charging times are longer. Higher output 3-phase AC chargers offer up to 22 kW but many EVs are capable of only 11 kW 3-phase charging.
DC chargers, or “superchargers” typically charge EVs much faster but are more expensive. The rate of charge at any given charging station, whether it be at home or at a public station, will depend on the EV you own i.e. not all EVs will be able to take full advantage of a high-speed charging station.
Most EVs are charged using a Type 2 Plug which is suitable for single and 3-phase AC charging. The Type 2 CCS DC Plug is typically used for fast charging.
With ongoing load shedding in South Africa and a deepening electricity crisis, what impact does load shedding have on EV charging?
Electric cars are slowly becoming more common in South Africa and even though electric charging infrastructure is more widespread, persistent load shedding and an unstable electricity supply is a growing concern for potential Electric Vehicle (EV) buyers.
Will load shedding affect EV charging?
The short answer is that load shedding does have an impact on EV charging but the impact will vary depending on a number of factors including daily travel distances, access to public charging facilities, home charging, charger output and the EV you are driving, for example.
If you are charging your EV at a public charging station, unless that station is linked to an off-grid power source (such as solar energy), it will likely be offline during periods of load shedding. The same will apply to your home charger.
The faster the charger you use, the faster your EV will charge and the less time you will spend charging, thereby reducing the impact that load shedding has on charging your EV.
Top Tip: If you are able to, try making use of a fast charger to reduce charging time and to eliminate the impact of load shedding.
If your daily commute is relatively short, say 70 km per day, then you may only be required to charge your EV once per week (depending on the EVs range).
The easiest and cheapest way to charge your EV is at home using a home charger. Much like using a smartphone, plug your EV in when you get home and let it charge overnight, regardless of load shedding.
If you don’t want to be affected by load shedding at all then it might be worth investing in a solar-powered home charger.
The daily-driven supercar sounds like petrolhead utopia, but in reality it’s very different. It’s a question we tried to answer with the new McLaren GT.
McLaren is a name synonymous with incredible supercars. The 720S right out of the box runs 10s on the quarter-mile, and its rear-wheel drive.
The 570 is a hardcore, no compromises supercar but it seems McLaren realised that its range needed a GT that was more comfortable and practical.
The McLaren GT is now the sort of car that owners can happily tour around the country in, but we wanted to take that one step further and ask, can you daily a McLaren?
Cars.co.za has the largest selection of used cars online anywhere in South Africa.
The all-new 4th-generation Opel Zafira has touched down in South Africa. It’s another addition to a rejuvenated Large MPV segment… is it worth a closer look?
Quick, name all the German brands in the South African new-vehicle market… That’s easy – Volkswagen, Audi, BMW, Mercedes-Benz and Porsche. Ah, but wait, you forgot Opel! Alas, the former stepchild of the General Motors flock is no longer the household name it once was. Sure, petrolheads will tell you about the performance-biased OPC-badged Opel products, but those were fringe offerings. We’ve been asked about “Opel’s demise” on many occasions, but, in truth, the brand never left SA… Even after GM’s departure at the end of 2017, a dealer group imported the brand’s products to the Republic.
In the meantime, PSA (Peugeot and Citroen) bought Opel from GM and, early last year, the Stellantis Group was formed, which combined the French multinational’s brands with those of the Fiat Chrysler Group. Suffice to say Opel’s fortunes have turned around dramatically since then! A raft of new products has helped the brand, which once seemed to be languishing, to roar up European sales charts.
Opel, now distributed by Stellantis South Africa (formed in August 2021), will introduce several new models in Mzansi this year. Without going into specifics, you can expect to see a few Opel SUVs, but the latest iteration of the Astra is unlikely to arrive, which is no surprise, given the decline of the medium hatchback segment. First out of the blocks is this model, the Opel Zafira Life people-mover…
What does the Opel Zafira Life offer?
The Opel Zafira Life is powered by a 2.0-litre 4-cylinder turbodiesel that delivers 110 kW/370 Nm and drives the MPV’s front wheels via a ZF-sourced 8-speed automatic transmission. There are 2 levels of trim, but whereas the entry-level Edition offers seating for 8, the flagship Elegance is a 7-seater, with the central row adopting VIP single seats and incorporating a cleverly packaged deployable table.
The Elegance’s pair of individual middle seats can be rotated to face towards the rear of the vehicle and the table can be shifted backwards to create the effect of “seats arranged around a table”. Opel suggests that one could host business meetings back there, but we think a more realistic application would be a friendly family picnic. Clever design or a gimmick? We’ll leave that up to you to decide.
If you recognise this face, that’s because the Opel Zafira is a collaboration between Peugeot (Traveller), Citroen (SpaceTourer) and Toyota (ProAce). The Edition derivative is evidently geared towards business operators, while the Elegance features some family-orientated “lifestyle” touches.
Trim Levels
Zafira Life Edition
Multi-zone automatic air conditioner 10 cupholders 11 storage compartments 8-seats covered in cloth material Manual sliding doors Tyre pressure monitoring 17-inch alloy wheels 180-degree reverse camera Front and rear park assist Cruise control with speed limiter 4 airbags Electronic stability control Hill-start assist Blind-spot monitoring Anti-lock brakes 7-inch infotainment screen with Apple CarPlay/Android Auto connectivity
Zafira Life Elegance
Dual powered sliding doors Automatic high beam Fixed panoramic glass sunroof Full leather trim Sunblinds for passengers VIP 2-seat 2nd row Driver and passenger heated seats with massage functionality Foldable sliding table 10-speaker audio Adaptive cruise control Onboard navigation Heads-up display Speed sign detection Active lane departure warning
What is the Opel Zafira Life like to drive?
Our test unit’s odometer reading was 98 km(!) so we expected the Opel’s engine/transmission combo to feel a bit “tight”. However, the Zafira Life’s powertrain felt perky and well up to the task of hauling the ‘bus around. In-gear acceleration was fair, but then again, there were only 2 occupants (and no luggage) aboard at the time. The real test will be when the vehicle’s loaded up with a family and their detritus.
The driving position is excellent – it avails a commanding view of the road. The model features a rotary transmission selector instead of a traditional lever, which makes the fascia look neater and quite chic.
Our test-drive route took us mostly on some open roads around Gauteng and the North West. Some of those sections of tarmac the Opel traversed were in very poor condition (the road was riddled with potholes and pockmarks) and the Zafira Life’s suspension seemed to battle to soak up the jolts, which resulted in some creaks and rattles emanating from the cabin.
In its defence, most passenger cars (let alone those based on commercial-vehicle underpinnings) would struggle to absorb those bumps, but the cabin was reasonably quiet and refined nonetheless. The newcomer rides on 17-inch alloys and, once the quality of the road surface improved somewhat, the ride quality turned out to be quite satisfactory. For example, the Opel coped well with speed bumps.
Pricing and after-sales support
The Opel Zafira Life range comprises the Edition derivative (an 8-seater), which retails for R749 900, and the Elegance flagship, which is listed at R869 900 (March 2022). A 3-year/120 000 km warranty and 3 years’ roadside assistance are standard, as is a 5-year/100 000 km service plan. For detailed specifications, see Opel Zafira Life (2022) Specs & Price.
Summary
The 4th-gen Opel Zafira has landed right in the middle of a well-populated segment… The Hyundai Staria is raking in many sales, thanks to its futuristic design, refinement and good value, while the Toyota Quantum remains the most popular model. Premium offerings, such as the Mercedes-Benz V-Class and the VW Kombi/Caravelle are still there, but they’re fringe players on account of their lofty price tags.
With a well-thought-out lineup, there’s a Zafira Life to suit both business and private needs. We’d say that the new model’s pricing is fair given its admirable level of standard specification, but we’re looking forward to testing out the newcomer when it’s fully loaded with occupants – and their luggage – on an extended road trip. That would be the ideal way to evaluate the talents of Opel’s fresh-faced MPV!
Kia has announced plans to expand its all-electric vehicle range to as many as 14 models by 2027, while also confirming two will take the form of battery-powered bakkies.
If you’ve been patiently waiting for a Kia-badged double-cab bakkie, prepare to wait a little bit longer. The good news, however, is that such a thing will eventually exist, with the South Korean firm having finally confirmed plans to launch not one, but two bakkies.
Interestingly, neither will draw its urge from a clattery turbodiesel engine, with power – in both instances – coming exclusively from electric motors and battery packs. Kia made the announcement when detailing its roadmap to 2030, which includes key business targets it plans to hit by the time the end of the decade rolls around.
By 2030, the automaker – which just grabbed the 2022 European Car of the Year award with its EV6 – wants to achieve annual sales of 1.2 million fully electric vehicles (EVs) and reach four million annual vehicle sales in total. Naturally, it plans to accelerate its transition to electric mobility by aggressively expanding its pure-electric product line-up. Starting in 2023, Kia says it will launch at least two new EVs each year, eventually building to the aforementioned full line-up of 14 models by 2027.
That number includes what the international press material describes as “two electric pickup trucks”, words that certainly caught our attention. While official information is scarce at this stage (it’s not even clear whether these vehicles will be unibody or ladder-frame in construction), Kia has dubbed the first a “dedicated” electric bakkie, which we’ve worked out will be built in North America from around 2024 (and thus in left-hand-drive guise for that market). If we had to guess, we’d say this model would take the form of a full-size pickup to tackle the Ford F-150 that is so immensely popular in that part of the world.
But it’s perhaps the second battery-powered bakkie that’s most intriguing for us down here in South Africa. Kia terms this bakkie “a strategic model for emerging markets”, suggesting there’s at least a decent chance it’ll be considered for a local introduction, even if its planned launch could be as many as 5 years away. Still, right-hand-drive production is by no means certain, with many South American markets – where the likes of the Fiat Toro and Volkswagen Saveiro sell in rather tidy numbers – also considered “emerging”. Time will tell.
Regardless, we’d speculate that this second electric bakkie would be smaller in size (though likely still double-cab in configuration), perhaps even slotting into the segment below the big-selling Toyota Hilux, Ford Ranger and Isuzu D-Max. That’d mean it’d be primed to fill the half-tonne void created by the demise of the Chevrolet Utility, Ford Bantam and friends. But perhaps we’re getting a little bit ahead of ourselves here…
The new Opel Zafira Life minivan has arrived in South Africa to serve your personal or business needs. Take a look at key specifications and pricing details for the new Opel Zafira Life.
The new, fourth-generation Zafira Life joins Opel’s local product offering to cater for customers looking for a practical family vehicle or useful business vehicle.
The Zafira Life is suitable as both a family or business vehicle.
Opel offers 2 distinct models including the Zafira Life Edition (aimed at families, outdoor enthusiasts) and the Zafira Life Elegance (aimed at business customers or families seeking higher levels of comfort).
The Zafira Life Edition offers an 8-seat configuration with cloth seats. The second and third rows feature 3 seats on a rail system. The cabin of the Zafira Life is equipped with cupholders, sufficient storage space as well as a cooled and lit glove box compartment.
Alternatively, the Zafira Life Elegance gains leather upholstery and the first row is fitted with 2 individual seats with armrests as well as a sliding and folding table for added convenience. This derivative is also fitted with a large panoramic, 2-part glass roof that extends from the driver’s cabin to the second row. Other key features for this high-spec derivative include heated front seats, sunshade curtains, dual-zone climate control air conditioning, rear air conditioning, keyless entry, start button and a heads-up display.
Customers can optionally equip the Zafira Life with front and rear parking sensors as well as a 180-degree reverse camera with a zoom funcion for more accurate manouvering ability.
The Zafira Life is equipped with a 7-inch touchscreen as well as a range of comfort and convenience features.
A 7-inch infotainment touchscreen offers Apple CarPlay and Android Capability as well as useful connectivity features such as Bluetooth and USB ports. The Zafira Life Edition is equipped with a 6-speaker sound system while the Zafira Life Elegange gains a 10-speaker sound system and a Connected Navigation system.
As far as safety is concerned the Zafira Life is fitted with front and side airbags as standard as well as Driver Attention Alert which is upgraded in the Zafira Life Elegance with a road behaviour feature that monitors the driver’s behaviour via a camera and steering wheel inputs to determine if the driver is fatigued and will alert the driver to pull over to take a break. Other useful features on this derivative include lane departure warning, speed sign detection and blind-spot detection.
What engine powers the new Opel Zafira Life?
The Opel Zafira Life is powered by a 2.0-litre turbodiesel engine with 110 kW and 370 Nm and comes mated with an 8-speed automatic transmission. Fuel consumption is claimed at 6.3L/100km.
How much does the new Opel Zafira Life cost in South Africa?
Opel Zafira Life Edition – R749 900
Opel Zafira Life Elegance – R869 900
The Opel Zafira Life is sold with a 3-year/120 000km warranty and roadside assistance and a 5-year/100 000km service plan.
Over the course of a single generation, the BMW 2 Series Coupe has established itself as a driver’s car for those who enjoy high performance in a pint-sized package. The 2nd-gen model retains its predecessor’s rear-wheel-drive layout, but is a MUCH more accomplished product.
What’s new with the 2 Series Coupe?
Aside from the 2 Series nomenclature, the Coupe has very little in common with the 2 Series Gran Coupe.
Stick with me here, because this isn’t easy to explain, plus BMW made things more complicated than necessary by adding a 4-door 2 Series Gran Coupe to the range in 2021 – that car has nothing in common with the 2 Series two-door. The new 2 Series Coupe is actually based on a 3 Series chassis and, as a result, remains rear-wheel-drive (or all-wheel-drive, in the M240i xDrive’s case). The other 2 Series (the one with 4 doors) is actually a front-wheel-drive car based on the new 1 Series hatchback’s platform – and, therefore, quite unrelated to this Coupe version. It’s a silly naming convention, right? You can see why Korean brands took to naming their cars rather than assigning numbers to them.
Back to the 2 Series Coupe. With a new chassis comes a longer wheelbase, a wider stance but a lower height, which gives the BMW a really low-slung stance. The door handles sit flush with the bodywork and single-stalk wing mirrors closely resemble those fitted to M models The front grille is fitted with functional slats that electronically open when the engine requires extra cooling, but otherwise remain closed – to improve aerodynamics. The rear lights are very distinctive; they borrow some of the 3D design implemented on the revised X3’s clusters. Overall, it would probably be safe to say that this is currently the best-looking (or is that “least polarising”?) BMW on the market.
For the moment, Mzansi has been supplied with 3 versions of the 2 Series Coupe: the 220i, 220d and M240i xDrive. Enthusiasts hope that BMW will get to work on a full M version to succeed its best M car of the lot, the M2, soon.
The M240i xDrive has more power, but is also all-wheel-drive now.
The original 2 Series stood out as something a little different in the BMW range. With its short wheelbase, the higher-powered versions could be a handful to control in extremis, but it sure had character. It felt like you could have fun driving it without having to achieve breakneck speeds before you’ll feel any real sense of excitement (which, unfortunately, is the case with most modern performance models – and that includes BMW M cars).
The new generation, with its 51-mm longer wheelbase and wider tracks (54 mm at the front and 31 mm at the rear for regular models and 63 mm at the front and 35 mm at the rear for the M240i) could have gone some way towards undoing the previous 2 Series Coupe’s instantly accessible (and ah, oh-so-satisfying) on-road demeanour.
However, after a few minutes behind the ‘wheel of the M240i, those fears were quashed. Despite now being an xDrive (all-wheel-drive) variant, the M240i is rear-biased with a sufficiently pointy front end. The steering is perfectly weighted and even the smallest inputs will set the 2er Coupe on the hunt like the darting nose of a sniffer dog. The low centre of gravity and seating position really allow you to bond with the car – you can feel what it’s doing around you with every adjustment you make.
Some of the on-power twitchiness has been trimmed as a result of the aforementioned changes, but the newcomer is still more rewarding to drive than a 3- or 4 Series thanks to that darty front end, not least that confidently planted rear. One thing you’ll want to spec is the adaptive dampers, which are optional, but effectively settles the 2 Series Coupe’s suspension on uneven tarmac, which is ubiquitous. It makes the dimunitive sportscar easier to live with on a daily basis, where the ride qualities of cars that aren’t fitted with the system seem overly firm on anything other than smooth tarmac.
The 2 Series Coupe engine choices
The 220i and 220d are the side acts to the M240i xDrive’s main event.
The M240i is the flagship – for now, we all know an M2 is coming – and it’s been given more power than before (even more than the original M2) with 285 kW and 500 Nm of torque. Zero to 100 kph comes up in just 4.3 sec, but it’s the instantaneous response of the engine that really gives it life. The 40i engine has always been a favourite of mine – the 3.0-litre inline-6 turbopetrol motor revs cleanly and delivers a seductive tune as it strives for the upper reaches of its rev range. It responds instantaneously to dabs of the accelerator pedal and the 8-speed automatic transmission’s rapid kickdown speed makes it immensely fun to execute rapid overtaking manoeuvres.
The supporting acts to the M240i are the 220i, which uses a 2.0-litre 4-cylinder turbopetrol to deliver 135 kW and 300 Nm and the 220d, a 2.0-litre turbodiesel with 140 kW and 400 Nm. You really need the power of the M240i to truly unlock the handling prowess of the 2 Series Coupe, but if the exterior design of the new model strikes you and you’re not all that fussed by performance, the 220d is the better bet. Its transmission is better suited to the turbodiesel mill’s torque delivery characteristics than the 220i, which can shift too many times to muster urgent acceleration. The 220d will also give you better fuel consumption, considering its claims of just 4.7–5.1 L/100 km.
What’s it like inside?
The interior is transplanted from the 3 Series without anything uniquely 2 Series Coupe about it.
Have you ever compared the interiors of the 3 Series and its 4 Series coupe variant? By and large, they’re the same. Again, there’s nothing uniquely “2 Series Coupe” about this new model’s interior, but it does have all the tech you would want from a modern, upmarket BMW.
The infotainment screen has a crisp display, responds to inputs promptly and you get wireless Apple Carplay and Android Auto. There’s also a subscription service, through which you can add options to your car after you’ve purchased them (providing your car has the hardware functionality) and then unsubscribe from options when you don’t want them anymore. This was first introduced with the new X3 and BMW will be introducing it on more models that come to the market. The over-the-air updates could even bring entirely new options further down the line.
As for the fit-and-finish of the 2 Series Coupe’s interior, it’s nicely put together and trimmed in reasonably premium materials. Well, I’d like to see less plastic masquerading as brushed aluminium in a R1-million car, but BMW’s rivals resort to the same tactic, so it’s a complaint of the entire premium segment, not just the 2er Coupe specifically.
The M240i, as a range-topping performance model, could do with a bit more pizzazz inside – there’s nothing that really distinguishes it a performance variant, although BMW could be saving the bells and whistles for the M2.
BMW 2 Series Coupe – pricing in SA
BMW 220i Coupe
R771 900
BMW 220d Coupe
R819 278
BMW M240i xDrive
R1 062 420
All BMWs are sold with a 5-year/100 000 km maintenance plan (Motorplan).
Summary
Still a genuinely fun car to drive, but the M240i is the one to have to get the most out of the chassis underneath.
The 2 Series Coupe demonstrates that BMW can still produce a fun-to-drive driver’s car without needing to alienate the faithful with a polarising exterior design. It feels more planted and confident than its predecessor, which some may enjoy, but it dulls some of the older model’s inherent edginess. The inline-6 motor remains an absolute beaut with surprisingly instantaneous power delivery (for a turbo) and immense grunt in any gear. It’s a driver’s car you can hustle through a mountain pass, take a breath on the other side, and then turn around to do it all over again.
While the interior has all the connectivity and features you’d want in a contemporary model, there’s nothing distinct about it; the M240i’s cabin, in particular, could have a bit more flair to it – after all, it’s the range’s M-fettled variant.
The 2 Series Coupe has competition from Audi in the form of the TTRS, but the Ingolstadt-based brand’s 2.5-litre 5-cylinder firebrand’s getting long in the tooth, while the Mercedes-AMG’s CLA AMG45+ is rather expensive (even relatively) and much more frenetic than the poised BMW. The real threat comes from Porsche, whose flat-6-engined 718 Cayman 4.0 GTS offers the purest driving experience in the segment, but it costs at least R300k more than the M240i xDrive!
