BMW 4 Series Gran Coupe (2022) Review

Like its predecessor, the 2nd-gen BMW 4 Series Gran Coupe unapologetically favours form over function, but its predecessor was, statistically, the most popular version of the first 4 Series. The new model is likely to resonate with (well-heeled) buyers again, but can it justify its price premium over its 3 Series equivalent? We review the 420d Gran Coupe M Sport.

We like: Frugal yet punchy engine, practical boot setup, excellent driving manners

We don’t like: Firm ride, price premium over the 3 Series, rear headroom is tight

Fast Facts

Model tested: 420d Gran Coupe M Sport
Price: R984 830 (Before options)
Engine: 2.0-litre turbocharged 4-cylinder diesel
Power/Torque: 140 kW/400 Nm
Transmission: 8-speed automatic
Economy: 4.9 L/100 km (claimed)
Range: 1 204 km (claimed)
0-100kph: 7.5 seconds (claimed)
Luggage capacity: 470–1 290 litres

Serious about buying?

Some dealerships regularly offer great deals. See our New Car Specials here!

What is it?

Whereas the 4 Series’ tall-kidney-grille dominated front-end styling remains divisive, the Gran Coupe’s three-quarter view is arguably the highlight of the model’s design execution.

This is the BMW 4 Series Gran Coupe, which the Munich-based brand describes as a “4-door coupe”. Obviously, a coupe has 2 doors and a sedan 4, but BMW – and other brands, to be fair – suggest the coupe part of that description refers to the design cues that the model incorporates. The BMW 4 Series line-up includes a 2-door model Coupe, a Convertible and this, the Gran Coupe. Why didn’t BMW call it a Gran Turismo instead? Well, BMW used to offer GT versions of the 3 Series and 5 Series (and still does of the 6 Series, in some markets); paradoxically, they were more, um, MPV-like.

But back to the present. The BMW 4 Series Gran Coupe range comprises the 420i M Sport (with a 2.0-litre 4-cylinder turbopetrol), 420d M Sport (with a 2.0-litre 4-cylinder turbodiesel), which we test here, as well as the M440i xDrive, which is armed with all-wheel drive and a 3.0-litre 6-cylinder turbopetrol engine.

Just as there was a considerable step forward from the F30- to the (current) G20-generation 3 Series, the physical differences between the 1st-gen 4 Series Gran Coupe and this 2nd-gen model (G26) demonstrate BMW’s intentions to endow its newcomer with more dynamism and improved cabin space. The G22 is longer, wider and taller than before, with a longer wheelbase and wider tracks too.

As far as rivals to the 4 Series Gran Coupe are concerned, this is a niche segment, to say the least. The BMW’s arch-rival is the Audi A5 Sportback, and if you’re a fan of Mercedes-Benz, there is the smaller, but quite stylish, CLA. Both rivals are available with an assortment of engines too. Volkswagen used to offer the arrestingly-styled Arteon, but sadly, it has been discontinued in our market.

See how they stack up using the Cars.co.za Comparison tool here.

Adorned with an M Sport kit as standard, the 420d looks suitably athletic… and a tad sinister, thanks to its dark blue exterior finish.

How the BMW 4 Series Gran Coupe fares in terms of…

Design & Packaging

There’s something rather alluring about the exterior design of the BMW 4 Series Gran Coupe (GC). Like its 3 Series sibling, it has a 4-door configuration, but the two models are poles apart in terms of sheer visual appeal. Simply put, the Four is slinkier and more honed than the Three. Compared with the generic styling of the 3 Series, the 4 Series GC is far more distinctive than its conservative, or should we say, restrained, sibling. The grille design is an acquired taste, sure, but the number plate offsets its impact. We like the rear end’s clean and subtle design, with twin exhaust outlets.

The 4 Series GC’s cabin architecture, in turn, is much like that of its 3- and 4 Series siblings, which means the user experience of the fascia’s various electronic interfaces is instantly familiar. Having said that, there are some nice touches, such as aluminium inserts and blue stitching on the sportier seats. Build quality is excellent… Not only does the cabin look good – it feels upmarket.

Although the 4 Series Gran Coupe’s luggage capacity is slightly less than that of the 3 Series, the provision of a tailgate makes the hold easier to pack/unpack.

In terms of practicality, the news is better than expected. The 420d M Sport’s hatchback-style load bay and fold-down rear seats are brilliant for transporting larger items; we don’t think there’s a boot aperture that’s as generous as those found in so-called liftback/fastback cars. The claimed capacity of 470 litres is a touch bigger than that of the Coupe, but still smaller than in the 3 Series (480 litres).

There is a downside to the Bimmer’s provocatively sloped roofline, however. While rear legroom is acceptable for adults, headroom is not – if you are of average height, you’re not going to be able to sit very comfortably on the rear bench, well, unless you really slouch. Unless you only intend to transport young children in the back, rather consider a 3 Series or even an X3, for about the same money.

The 4 Series Gran Coupe offers more rear legroom than you might expect, but limited headroom is the package’s biggest drawback.

Performance & Efficiency

The Munich-based brand’s proven 2.0-litre 4-cylinder turbodiesel engine still gives a good account of itself in the 4 Series Gran Coupe. In a way, it’s a pity that public sentiment has turned against diesel engines to the extent that it has (especially abroad, less so here), because diesel engines are going to be integral to our motoring lives for a while yet and the 420d’s motor is so refined and efficient.

The typical diesel clatter has virtually been ironed out – the motor summons all of its torque (400 Nm) from low in the rev range (1 750 rpm) and then propels the car smoothly and muscularly. From a standstill, the 420d accelerates briskly. BMW claims a 7.5-sec 0-to-100 kph time, which is not that fast, but impressive enough for a turbodiesel-powered 4-door car with a 1.7-tonne kerb weight.

The 420d Gran Coupe M Sport’s selectable drive modes make a notable difference to the driving experience.

The 8-speed automatic transmission shifts smoothly, almost unobtrusively, by default, but offers more engagement if you take control yourself by utilising the shift paddles located behind the ‘wheel.

The key factors to the 420d’s performance are the driving modes, which make a remarkable difference to the derivative’s on-road behaviour. Comfort is self-explanatory, but Sport really sharpens things up and there will be moments when you’ll need to remind yourself that you’re piloting a humble 2.0-litre diesel. Eco Pro dials back the engine’s responsiveness in the interest of optimising efficiency.

But that’s not quite its party trick. It has two. Firstly, those 400 Newtons make for an accomplished open-road cruiser that can easily surge past slower-moving vehicles. Secondly, the 420d’s fuel consumption is impressive (its estimated tank range is in excess of 1 000 km). Even though BMW’s claim of 4.9 L/100 km is optimistic, our test unit indicated an admirable 6.8 L/100 km during the test.

The 420d Gran Coupe M Sport’s digital instrument cluster adds a sense of sophistication to the driving experience and the display’s layout can be toggled to show the information you want to see.

Ride & Handling

The 4 Series Gran Coupe’s eminently engaging driving position is one of the best in the business – and certainly in this niche market segment. Even though you’re seated quite low down, forward visibility is excellent and the sporty perch contributes to the Bimmer being one of the more involving models to drive in its class; it makes an A5 Sportback feel staid and predictable by comparison.

Whereas its Audi rival feels every bit a buttoned-up business class sedan, the BMW is notably wieldier courtesy of its wider tracks and low centre of gravity. The platform gets close to a 50/50 weight distribution and although the 420d’s engine is more of an allrounder than a fire-cracker, the rest of the package is keen to please. You’re bound to find yourself cornering a bit faster than you planned!

The Digital Cockpit (the combination of the digital instrument cluster and infotainment screen, including the BMW Personal Assistant function) complements the plethora of metal-look inserts.

The Bimmer’s steering setup is a touch on the heavier side, but even though its feel through the ‘wheel is a bit more textured and communicative than in the previous-gen 4 Series GC, it’s still not up to M-car or M Performance derivative standards. Having said that, for a car that’s likely to be used for commuting more often than not, a light, even-tempered steering setup is probably most appropriate.

When it comes to the 420d’s overall ride quality, its suspension is tuned to be on the firm side of comfortable, which is exacerbated by the slightly lowered M Sport suspension and the large wheels (shod with low-profile tyres) that buyers are likely to specify. Look, it’s not a deal-breaker, but the 4 Series GC feels engineered for perfectly smooth roads, of which there are very few in Mzansi.

Comfort features

Interestingly, our test unit bucked the trend of test cars that come fitted with a multitude of options. It was remarkably shorn of luxurious extra-cost toys, such as electrically-adjustable front seats. Nevertheless, even in base trim, the 4 Series GC comes standard with nice-to-haves such as automatic dual-zone climate control, auto lights and wipers, a 10-inch infotainment screen, USB ports, auto tailgate operation and cruise control (with brake function). The BMW ConnectedDrive Services suite is also included and you can download and use a multitude of apps for your vehicle.

Of course, you can still go to town with the optional extras. The Deluxe Package, for example, costs R40 000 and adds a sunroof, parking assistant, and those electrically-adjustable front seats.

Apart from the now-ubiquitous smartphone screen-mirroring technology, the infotainment system supports a multitude of apps.

How much does the BMW 4 Series Gran Coupe cost in SA?

The prices of the BMW 4 Series Gran Coupe range from R937 452 to R1 312 696. The 420d M Sport sits in the middle of the range at R984 830, which includes a 5-year/100 000 km maintenance plan.

Say what you will of its, um, adventurous frontal styling, but the 4 Series Gran Coupe is one of the best-looking 4-door models in BMW’s product line-up.

Verdict

The BMW 4 Series Gran Coupe is the sheer embodiment of a niche model, but it has its merits. Around the globe, sales of coupes, convertibles and sedans are slumping due to the rising popularity of SUVs – of all shapes and sizes. Don’t believe us? Count the number of X models in BMW’s line-up! Despite a shrinking market, however, BMW still champions the excellent driving dynamics offered by models such as the oddball Gran Coupe. Remember that phrase, “Sheer Driving Pleasure?”, you don’t really quite get that in an SUV – even a potent one, despite what the marketing material says.

Should you buy a 4 Series Gran Coupe, though? Well, if you’re considering a BMW sedan, there are some excellent products that have been overshadowed by the high-riding brigade. This is a good-looking and well packaged 4-door offering that also happens to offer a great blend of luxury and engaging dynamics. It’s a joy to drive, even when powered by an economy-biased turbodiesel engine.

Having said that, those self-same positives can easily be attributed to 3 Series derivatives, which brings us to the only major negative of the Gran Coupe; you pay dearly for the good looks – the equivalent 320d M Sport is almost R100k more affordable than the 420d Gran Coupe M Sport. For many buyers, however, “a better-looking and exotic/exclusive 3 Series” will be exactly what they’re looking for… That explains why the 4-door version has been the most popular variant of the 4 Series ever since the former was launched in 2014. It’s as they say: “Style never goes out of fashion!”

End of the road for BMW Z4 in 2025

The BMW Z4’s future is in doubt, due to low demand. Here’s what we know.

A report from Spanish publication Motor.es suggests that now is the best time to grab a BMW Z4 as production of the sporty two-door convertible is set to end in October 2025.

Are we sad? Yes. Are we surprised? No. See, despite the marketing material of every cabriolet showcasing a top-down utopia lifestyle, the reality is that the convertible life is far different. If you do decide to spend your days with the top down, you’re likely to get terminal sunburn.

Sales of convertibles have slumped over the past few years and it’s every brand that has reported the negative trend, not just BMW. We already know that Mercedes-Benz has cancelled the S-Class and SLC convertibles, and will be merging the AMG GT cabrio with the SL cabrio. The future of the C-Class cabrio and E-Class cabrio is in doubt, with rumours suggesting a CLE will combine the two.

Back in Bavaria, rumours suggest the 4 Series and 8 Series convertibles will become the 6 Series. With the Z4’s demise earmarked for October 2025, there’s time for one last facelift, or as BMW calls them Life Cycle Impulse (LCI), but given the model’s low sales volumes, we’re not likely to see radical changes.

With such low demand and now a potential end in sight, now could be a good time to look at owning one. Browse new and used BMW Z4 units here.

BMW Z4 Coupe future?

What’s interesting is this current shape BMW Z4 convertible shares a platform and engines with the Toyota Supra, and both are built at the same factory in Austria. With the future of the BMW-branded derivative in the spotlight, we’re left wondering if the Supra coupe could also be in doubt. Despite the striking looks, excellent performance and value, they are not a common sight on SA roads.

Renault Clio (2022) Launch Review

Small crossovers are becoming more popular than light hatchbacks, but that doesn’t mean the latter’s segment is doomed. The small hatch is still a favourite with first-time car buyers and city dwellers, which is why Renault finally launched its Clio 5 in SA this week. We attended the launch event in the Western Cape.

New Clio?

The new Clio is slightly shorter than the outgoing model, but it’s more spacious inside.

Do you remember how our roads seemed to be flooded with new Flame Red Renault Clios about 3 or 4 years ago? Loads of Clio 4s were being sold back then. In fact, the Clio was often the 2nd or 3rd best-seller locally in the hatch segment (behind the Volkswagen Polo and Ford Fiesta/Hyundai i20). When that model ran its course, we expected that the Clio 5 would be introduced here shortly after its global launch in 2019. But no, pricing battles and stock issues delayed its introduction and then Covid-19 struck, which caused major delays, which ultimately rolled into the semi-conductor shortage.

Search for a used Clio here

Nevertheless, it’s now 2.5 years later and the Clio 5 is finally on local soil (a facelifted model is probably due in mid-2023). The French contender is ready to go head-to-head with the newly updated Volkswagen Polo, a brand new Hyundai i20 and the Kia Rio (the Ford Fiesta is unlikely to be replaced with the facelifted version, so it doesn’t feature in the segment anymore). Can the Clio 5 challenge those mainstays? If it hopes to succeed in the market, it has a few hurdles to overcome – first of all, there is no auto in the range (yet) and the manual is only a 5-speeder. The second is that supply is limited to around 500 units until constraints will ease around July 2022. That’s when we may see the introduction of an auto (CVT) derivative and another engine in the range (a 1.3-litre turbopetrol).

Sticking with this “new” model, the Clio 5 has quite a lot still going for it, as a matter of fact. It looks modern and fresh, offers high levels of in-car tech and feels sporty and confidence-inspiring to drive.

What’s the engine like in the Clio?

The 1.0-turbopetrol is more powerful than the previous model’s and is the same unit as fitted to the Kiger.

You only get one engine and gearbox combination as of now (Feb 2022) and that’s a 1.0-litre 3-cylinder turbopetrol mated with a 5-speed manual. It’s not quite the same unit as in the previous Clio (Clio 4), but the updated unit produces more power (74 kW) and torque (160 Nm) than before. The 5-speed gearbox is an interesting choice considering that most manual cars come with 6 gears nowadays, which, simply, helps to improve acceleration and fuel efficiency. The 5-speed actually feels quite solid for a Renault ‘box with a very direct and natural feel – you can slide between gears quite quickly.

The new engine gives the Clio 5 that extra cred on the spec sheet when comparing it with the Polo (everything gets compared with the Polo) and, out on the open road, it delivers good in-gear shove. While it can struggle a bit when ascending steep inclines, the powertrain accelerates smoothly and strongly on flatter roads, even when performing overtaking manoeuvres at speeds of over 100 kph.

Fuel economy is claimed at 5.7 L/100 km, which is a bit thirstier than the previous model (which had a very ambitious claimed consumption figure, it must be said), but the new claim is still in the ballpark for the segment. After our 250-km drive, we saw an indicated average consumption figure of 7.0 L/100 km, which could easily be bettered by a driver who has a “lighter right foot” than I do.

What’s the interior tech like?

The interior features more soft-touch surfaces and improved build quality.

Renault is usually quick to install new tech in its models – the Kwid offered Android Auto before you could get it in a BMW, for example. The brand can sometimes fall short in terms of the “touch and feel” of that tech, but the new Clio’s interface feels more upmarket than that of its predecessor. The portrait-oriented touchscreen responds quickly to inputs and has a colourful, high-resolution display.

We only sampled the top-of-the-range Intens derivative equipped with the option pack. All in, it costs R365k, but in its defence, it lacks for nothing, spec-wise. On top of the Intens grade, the option pack adds front parking sensors (all models have rear sensors), a reverse-view camera, 17-inch diamond-cut alloys, a slightly bigger (9.3- instead of 9.0-inch) touchscreen and a wireless charging pad.

For a list of the model-specific spec, click here

Meanwhile, the instrument cluster is fully digital, but you can only get a rev-counter readout when you engage Sport mode (which improves throttle response and weights up the steering), something which tends to be more important on a manual model than an auto. The screen is easy to read and you can scroll through the onboard trip computer with a quick press of the steering-wheel controls.

The airbag unit on the steering wheel has reduced in size, which allows more space on the wheel for buttons and more chrome inserts. The leather-trimmed ‘wheel rim feels tightly stitched and the chrome has a metallic feel to it, whereas some of the Renault’s competitors’ brightwork can feel plasticky.

Renault has continued to place the radio and volume controls on short stalks behind the ‘wheel, but the layout has changed; if you acquire a Clio 5, you’ll have to give yourself time to figure it all out.

Overall quality appears to be very premium. All the cabin materials are soft-touch and feel sturdily fastened. It’s a refreshing change to get into a contemporary Renault cabin that feels quite plush.

What’s the Clio like to drive?

Only fitted with a manual for now, the Clio is engaging to drive and good fun to hustle around in.

As with many cars in the segment, a new model isn’t necessarily based on a fresh platform, but rather an evolution of an existing one. Renault had tweaked the Clio’s chassis slightly and tuned its suspension to offer better road-holding and imbue the handling with a sportier feel. The ‘wheel reacts positively to steering inputs, but feels a little light in Eco and Multi Sense (Normal) mode before weighting up notably in Sport mode. The Clio 5’s fun to hustle around town and in sweeping bends – plus engaging with the manual ‘box adds a bit of extra technique to the fun driving experience.

As for ride comfort, the Renault leans more towards the sporty side of things, but we were only able to test the Intens, which was fitted with the bigger (17-inch) alloys. The ride quality may be more supple in derivatives fitted with 16-inch alloys. The Clio 5 dealt with road imperfections quite well, which suggests the suspension is well-tuned for jaunts of sporty driving and trundling in the inner city.

Renault Clio Pricing

The new Renault Clio is sold with a 5-year/150 000 km warranty and a service plan.

1.0L Turbo Life	R309 900
1.0L Turbo Zen	R324 900
1.0L Turbo Intens	R349 900
1.0L Turbo Intens (with option pack)	R364 900

Summary

Even if it is a bit of a late arrival, the Clio is still a worthy competitor right now.

I expected to return from the Renault Clio 5’s launch feeling a little underwhelmed and with the distinct impression that the French offering was 2 years late to the party, but I was pleasantly surprised by how modern it felt thanks to good in-car tech, a more upmarket interior and a reasonably punchy engine. An auto variant can’t come quickly enough, because commuters will increasingly prefer a self-shifting option, but Renault has a quality offering in the new Clio, which stands out from its overtly budget-oriented Kiger and Kwid siblings. We want to see more of this from the French brand in SA.

Aston Martin DBX707 is the World’s Most Powerful SUV (SA Pricing)

The Aston Martin DBX707 is the British brand’s attempt at making the ultimate SUV.

The British carmaker is not holding back when it comes to newest product. The new DBX707 will be the fastest, most powerful and best handling, according to Aston Martin and those are lofty targets, especially considering the competition.

The 707 name reflects its output and the 4.0-litre biturbo AMG-sourced petrol engine has been given an upgrade. The turbos have been replaced by more powerful units, the engine has been recalibrated to deliver more power and torque, and there’s a new 9-speed transmission. Outputs of 520 kW and 900 Nm comfortably lift it above everything else in the luxury sports SUV segment. It’s only the Jeep Grand Cherokee Trackhawk that can match the outright power, with 522 kW from its supercharged V8.

The power increase gives the Aston Martin DBX707 a claimed sprint time of 3.3 seconds to 100 kph, thanks to the new gearbox which features much faster changes.

It’s not all about straight-line performance either and the Aston Martin DBX707 features carbon ceramic brakes which are lighter than the standard car’s stoppers by 40 kg. The vehicle rides on massive 23-inch alloy wheels and there’s an update version of the electronic limited slip rear differential, which has to safely accommodate the 900 Nm. It can cleverly send up to 100% of the available power to the rear axle. Could we see some proper sideways action in the new Aston Martin DBX707? We’ll have to wait and see.

There are extensive upgrades and revisions to the air suspension, chassis tuning, electronic power steering as well as the all-wheel drive system.

Inside, the Aston Martin DBX707 features a revised lower console with new drive mode switchgear as well as sport seats that are fitted as standard. All of the seats have 16-way adjustment, plus heating functionality. Customers have extensive customisation programs available and Aston Martin by Q will be on hand to tailor a unique vehicle.

The new model from Aston Martin gains a large front grille, redesign daytime-running lights, new intakes and cooling ducts as well a functional rear diffuser and wing. The exhaust tips are larger too.

Production of the Aston Martin DBX707 is set to begin in the first quarter of 2022, with customers receiving the first cars by the middle of 2022.

Update: Thanks to our good friends over at Zero2Turbo, SA pricing for the fastest DBX has been made available and you’re looking at R5 million.

Porsche Macan T (2022) Specs & Price

Porsche has slotted a new offering in between the entry-level and S derivatives of its updated executive SUV range. Although the new Macan T isn’t punchier than the entry-level 2.0-litre version, it comes with a lowered suspension, a distinctive exterior package and notably more standard specification.

The history books (okay, a Google search) will tell you that since the launch of the 911 T in 1968, Porsche has offered T variants in its 911 and, more recently, 718 models. The T (for Touring) “identifies models that offer an especially authentic driving experience thanks to precise tuning, exclusive equipment and efficient engines”, Porsche says.

The new Macan T is the first four-door Porsche to bear the T designation and although its engine develops no more than the entry-level Macan’s 195kW and 400Nm, the newcomer’s 2.0-litre four-cylinder turbopetrol engine, which is again paired with a 7-speed dual-clutch automatic transmission (PDK), does weigh 58.8 kg less than the 2.9-litre bi-turbo V6 motor in the Macan S and GTS.

But so does the base Macan’s motor… So much for lightness and special engine tuning – there really isn’t any to speak off. However, the Macan T, which retails for R1 190 000, which includes a 3-year/100 000 km Driveplan, does offer quite a bit more standard kit than its Macan sibling (R1 100 000, with the same Driveplan). The former, for example, features the Sport Chrono Package as standard, which should see the new derivative use its Porsche Traction Management (PTM) all-wheel-drive system to accelerate from 0 to 100 kph in 6.2 sec and go on to a 232-kph top speed.

The Macan T’s steel suspension is aided by Porsche Active Suspension Management, replete with stiffer anti-roll bars at the front and a ride height that has been lowered by 15 mm. The Porsche Traction Management is further said to have been tuned to endow the new derivative with rear-biased handling characteristics.

Adaptive air suspension, which lowers the body by a further 10 mm (a new option for four-cylinder Macans) and Porsche Torque Vectoring Plus (PTV Plus) are optional.

In terms of kerb appeal, the Macan T can be differentiated from its siblings by virtue of its Agate Grey Metallic-coloured front embellishments, exterior mirrors, side blades, roof spoiler and logos on the rear. The sports tailpipes and side window trims are finished in high-gloss black, the side blades feature “Macan T” logos (in black) and, to round things off, 20-inch dark titanium alloy wheels are fitted.

The Macan T also benefits from the interior updates that were introduced as part of the range’s recent facelift, which was launched in Mzansi last year. Like its siblings, the newcomer features a touch-sensitive centre console and the updated Porsche Communication Management system with a 10.9-inch touchscreen interface, replete with integral navigation and Apple CarPlay compatibility.

Meanwhile, the Macan T has standard 8-way electrically adjustable and heated sports seats that are trimmed in black leather and their headrests each feature an embossed Porsche crest. Decorative silver stitching features on the seats, headrests and ‘wheel and the centres of the front seats and the outer rear seats can be specified with a Sport-Tex Stripe pattern (as part of the Macan T interior package). Other standard equipment includes a multifunction – and heated – sports steering wheel, dash-mounted Sport Chrono stopwatch, black aluminium scuff plates with Macan T logos.

Macan T price in South Africa

Porsche South Africa says that the Macan T (R1 190 000, which includes a 3 year/100 000 km Driveplan) is available for order now, with deliveries scheduled to begin in June 2022. The Macan T’s rivals include the Audi Q3 Sportback 45TFSI quattro S line, BMW X3 SDrive20i M Sport and the Alfa Romeo Stelvio 2.0T Super Q4.

New Porsche Macan Specs & Prices in South Africa

K32 a better farm bakkie than Land Cruiser 79?

For the price of a premium GWM P-Series, you can have a battery bakkie.

South Africa has some huge farms and wildlife estates. Massive areas where an off-road bakkie earns its keep. And rarely ventures onto a public road.

Toyotas are the vehicle of choice on nearly all of these farms and wildlife areas. Specifically, the Land Cruiser 79 bakkie range.

But what if you could buy an affordable battery-bakkie, tough enough to help run your farm? Lugging loads. Retrieving lost Nguni calves atop isolated koppies. How good a deal, would that be?

Most double-cab bakkie customers considering a shift from petrol or diesel to battery power are looking at Ford’s F-150 Lightning. Or the Rivian RT1. But what if you could go with something a bit simpler, and Chinese?

At R500 000, the Kandi K32 is terrific value for a battery-powered double-cab bakkie. Pricing undercuts even the base version of Ford’s F-150 Lightning.

If you are looking for a skateboard architecture, you’ll be disappointed with the K32. This Chinese double-cab is built on a traditional bakkie platform. Curiously, despite having battery power, a power bulge is shaped into the bonnet.

What do you get for your R500 000? Not a lot of power or battery capacity. The K32 is available with either a tiny 20.7- or 50kWh battery. Much smaller than the battery configurations used in Ford’s F-150 Lightning and Rivian’s R1T.

Power is modest, at only 21 kW. And Kandi isn’t making outrageous range claims, either. The smaller battery version will only roll for 97km, before needing a recharge. Require more range? Kandi’s 50kWh K32 is good for 240km. Both versions of the K32 can only reach 105km/h.

With limited range and a very low top-speed threshold, what is the point of this Chinese battery bakkie? If you think about farm life, nobody ever drives 120 kph on their own land. And range isn’t a huge issue on even the largest Karoo farm – provided you fall into the habit of plugging-in each evening.

Battery bakkies are terrifically heavy, because customers require huge range – necessitating the fitment of massive batteries. But the K32’s weight is comparable to most conventional double-cab bakkies – at only 1855kg. Compare that to a Rivian R1T at 3100kg.

Lighter vehicles are always better to drive. And on a farm where some bridges and gravel corners winding up a mountain might fail under the weight of a very heavy bakkie, the K32’s lightness is an advantage.

Glance at its stance and you’ll notice a lot of ground clearance and 265/65 R17 tyres, ideal for off-road driving. So, what’s the catch? Well, the K32 isn’t road-legal. You can drive it all over your farm and on district gravel roads, but it’s not allowed anywhere near a national or municipal road.

In terms of design, it also looks somewhat like a previous generation Mazda BT-50 from the front. But if you want a rugged farm bakkie, with battery power and a very comfy double-cab cabin, the Kandi K32 could make sense.

Mercedes-AMG EQE 53 4Matic+ with 505 kW Revealed

The all-electric Mercedes-AMG EQE has been revealed with up to 505 kW and impressive interior technology. See details below…

The electric offensive from Mercedes-Benz is well underway and while we wait for a host of new electric products from Mercedes-Benz to arrive in South Africa, including the EQA, EQB, EQC and the EQS, the firm’s high-performance AMG EQE variants have broken cover.

Mercedes-AMG EQE Details

The Mercedes-AMG EQE is the latest addition to Merc’s growing EV family.

The latest addition to the firm’s growing EV portfolio is the all-wheel-drive Mercedes-AMG EQE sedan which is essentially a more compact version of the EQS. There are 3 AMG EQE derivatives on offer including the standard form EQE 43 4Matic, EQE 53 4Matic+ and the high-powered EQE 53 4Matic+ with an AMG Dynamic package.

Equipped with 2 electric motors (one over each axle), the EQE 43 4Matic delivers 350 kW and 858 Nm of torque with a zero to 100 kph sprint time of 4.2 seconds and a limited top speed of 210 kph. Using a 90.6 kWh battery, WLTP range is claimed at between 462km – 533km. An 11kW on-board charger is standard while a 22 kW charger will be optional. Fast charging using a 170 kW outlet will result in 180 km of range being charged in just 15 minutes.

The EQE 53 4Matic+ ups the ante with upgraded electric motors that produce 460 kW and 950 Nm. The zero to 100kph sprint is claimed at 3.5 seconds with a top speed of 220 kph. As you would expect, range suffers a bit with a claimed range of between 414 km to 518 km.

But that’s not all, when equipped with the AMG Dynamic Plus package, as in the AMG EQE 53 4Matic’s total output boosts to 498 kW and 1001 Nm! As far as acceleration is concerned, this uprated AMG EQE 53 can accelerate from zero to 100 kph in 3.2 seconds when equipped with the AMG Dynamic package and top speed increases to 240 kph.

Other key features include AMG Ride Control+ suspension with adaptive damping, rear axle steering for enhanced handling and AMG Select Drive modes including Slippery, Comfort, Sport, Sport+ and Individual. Also, with AMG Sound Experience, the drive modes can be matched with an artificial sound fed through the speakers such as ‘Authentic’, ‘Balanced’, ‘Sport’, and ‘Powerful’.

The MBUX Hyperscreen made its debut in the EQS and is now optional in the EQE.

As for the interior, it looks marvellous thanks to Merc’s optional MBUX Hyperscreen which debuted in the EQS. The MBUX Hyperscreen comprises 3 screens under a large glass cover that stretches across the entire width of the cabin. The interior is further enhanced with AMG seats with MB-Tex microfiber seat covers with decorative red topstitching which is also seen on the instrument panel. An AMG Performance steering wheel in Nappa leather is also fitted along with silver-coloured aluminium paddles. Other AMG details include AMG sports pedals, AMG floor mats and AMG door sill trims.

The regular, non-AMG Mercedes-Benz EQE is earmarked for introduction in South Africa at the end of 2022 and while the AMG EQE variants have yet to be confirmed for local introduction, arrival in 2023 is likely.

Buy a Mercedes-Benz E-Class on Cars.co.za

Volvo XC60 T8 Recharge Arrives in SA

The Volvo XC60 T8 Recharge plug-in hybrid has arrived in SA and we have pricing.

The electrified flagship of the Volvo XC60 range has touched down and comes with an advanced and powerful powertrain. Under the bonnet is a 2.0-litre turbo and supercharged petrol engine, which is paired to an electric motor which is positioned on the rear axle.

The numbers are impressive, with 233 kW and 400 Nm coming from the petrol engine, while the electric motor has outputs of 107 kW and 309 Nm.

As far as performance is concerned, the Volvo XC60 T8 Recharge is good for a 0-100 kph of just 4.8 seconds, but its consumption figures are even more impressive, with just 1.6 L/100 km and a pure electric range of 81 km. The battery is an 18.8 kWh unit and can be topped up via a cable.

Inside, the car features the new Android-powered infotainment system that comes with an array of Google apps and services, like Maps. The car is also app compatible and allows owners to warm or cool the cabin remotely, without having to step inside the vehicle.

Standard features at this point are all-encompassing, with a panoramic sunroof, heated front seats, inductive smartphone charging and 19-inch alloys, while the R-Design variant gains sporty model-specific interior and exterior styling cues. Various options are also available for either derivative, including a Harman Kardon Premium Sound system, air suspension and wheels measuring up to 22 inches in diameter.

There will be two trim levels on offer: R-Design, which focuses on a sporty look and Inscription, which leans towards all-out luxury. The range also includes a pocket-friendly XC60 front wheel drive model, as well as the new B5 and B6 hybrid models.

How much does the Volvo XC60 T8 Recharge cost in South Africa?

The new electrified model from Volvo starts at R1 218 900.

Volkswagen Polo (2022) Launch Review

Volkswagen SA’s Kariega production facility was abuzz with activity this week when media representatives attended the local introduction of the updated 6th-generation Polo hatchback in Gqeberha. Our very own Gero Lilleike was in attendance to see and experience the “new” light hatchback in the metal.

If you’ve been tracking the monthly new-car sales stats in South Africa for a while you should know at least 2 things… The first is that Volkswagen’s Polo and Polo Vivo have consistently rocked the sales charts for the past 12 years and, secondly, that the German brand has, until very recently, dominated the passenger-car segment. The Polo notably claims a 46% share of the A0 hatchback segment.

VW Polo: A South African Success Story

The locally-assembled Polo is Volkswagen’s second best-selling model globally.

Since the 6th-generation Polo arrived back in 2018, more than 80 000 Polos have found homes in Mzansi. The Wolfsburg-based brand’s light hatchback is, as a matter of fact, the second most popular model in Volkswagen’s global portfolio after the popular Tiguan family car. The Polo is, therefore, not only an important model for Volkswagen – it’s also a phenomenal South African success story.

No fewer than 2 600 Volkswagen South Africa staff members produce the Polo, not only for local customers, but for consumers around the globe! Volkwagen’s Kariega production facility has the capacity to produce up to 165 000 units per annum and 75% of all the cars produced here are earmarked for export to left- and right-hand-drive markets in Europe, Africa, Asia and Australia, to name just a few locations. Four out of every 5 cars built in Kariega is a Polo derivative and a new Polo or Polo Vivo rolls off the production line every 105 seconds!

The Polo is built on Volkswagen’s MQB-27 platform, which also underpins the popular T-Cross and the stylish Taigo, the latter of which is due to arrive in local showrooms in May 2022. Interestingly though, the Kariega production facility is now the sole global production hub for the potent Polo GTI.

Despite the rapid adoption of electric vehicles (EVs) in Europe, the Polo remains a kingpin in Volkswagen’s line-up and will continue to serve the local and global markets for many more years to come.

More style and tech for Volkswagen Polo

The Volkswagen Polo now features a Digital Cockpit as standard across the range.

The Polo’s exterior styling has been sharpened up appreciably thanks to redesigned front and rear bumpers and revised LED headlights. All Polo derivatives now feature Eco LED headlights and taillights, while the Polo GTI is distinguished by its IQ Light Matrix LED headlights, along with a LED light bar, which spans its upper grille section. As a result, the newcomer looks undeniably striking in the metal!

Inside, all Polo derivatives are equipped with a Digital Cockpit (an electronic instrument cluster), with the Polo R-Line and Polo GTI benefitting from Volkswagen’s Digital Cockpit Pro. The model also gains updated infotainment systems, including a 6.5-inch Composition Colour system in the Polo and Polo Life and a larger (8.0-inch) Composition Media infotainment system in the Polo R-Line and Polo GTI.

Customers can also specify the optional 8.0-inch Discover Media system, replete with satellite navigation, wireless app-connect, voice control and inductive smartphone charging. Those with a keen eye for detail will notice that the multifunction steering wheel has been updated too, as has the seat upholstery.

Volkswagen’s IQ Drive Travel Assist driver-assistance suite is now available as part of the optional Safety Package, which includes Front Assist and Pedestrian Monitoring, as well as Adaptive Cruise Control (ACC) and Lane Assist, both of which make driving in congested traffic situations much easier – they enable such-equipped Polos to brake and accelerate automatically based on traffic situations.

See specification details for the 2022 Volkswagen Polo here

Is the Volkswagen Polo good to drive?

The Volkswagen Polo Life delivers a good balance between performance, comfort and efficiency.

The short answer is, yes! The Polo is still widely considered to be the most resolved product in its segment in terms of on-road sophistication and its fine ride/handling balance. These attributes were confirmed shortly after we settled in behind the steering wheel of, and set off in, the Polo Life (previously known as the Polo Comfortline).

The Polo Life is powered by a 1.0-litre turbopetrol engine, which produces 75 kW and 175 Nm of torque and is paired with a 5-speed manual transmission. This powertrain is identical to that found in the T-Cross we tested recently and, when fitted in the Polo, it’s a strong entry-level engine. Not only does it deliver good overall performance, it’s also quite frugal – Volkswagen claims an average fuel consumption figure of 5.4 L/100 km.

The Polo Life rides on 15-inch Essex alloy wheels and, during the on-road evaluation, we found the overall ride quality quite comfortable and forgiving. The Polo’s handling credentials are impressive too.

It feels well-planted, but can also be whipped through corners with reassuring confidence, thanks to its relatively responsive steering; No other cars in this segment offer quite the same level of balance.

The Polo GTI is the pinnacle of the Polo range but its ride comfort is compromised in favour of performance.

We also spent some time driving the Polo GTI, which will appeal to buyers who want to exploit every ounce of the Polo’s performance potential. In terms of styling, the Polo GTI is unashamedly sporty and thanks to its sports suspension, sits some 15mm lower than a standard Polo; those 17-inch Milton Keynes alloy wheels look the part too.

The Polo GTI’s sporty stance is backed up by a punchy 2.0-litre turbopetrol engine that delivers 147 kW and 320 Nm in conjunction with a snappy, quick-shifting 6-speed dual-clutch automatic transmission.

Out on the road, the Polo GTI performs strongly and its driver can choose between the Eco, Normal, Sport and Individual drive modes. In Sport mode, the Polo GTI’s reactions to driver inputs are at their sharpest and for all the updated 6th-generation model’s inherent on-road sophistication, the flagship dishes up satisfying driving engagement. Its claimed zero-to-100 kph time is 6.7 seconds.

While the Polo GTI excels in terms of acceleration and athletic handling ability, it is compromised as far as overall ride comfort is concerned, however. It became evident during our test drive that the Polo GTI’s sportier damping translates into a much firmer ride quality than those of its lesser Polo siblings. Even so, if outright performance in a new Polo is what you’re after, the GTI is unlikely to disappoint.

What does the Volkswagen Polo cost?

The higher pricing structure of the updated Volkswagen Polo is a sticking point for some consumers and this was reflected in the feedback that we have seen on our social media channels…

Historically, the Polo has served as an accessible entry-point into the Volkswagen brand and it has done so very successfully – the Polo’s stellar sales history reflects that. However, with pricing starting at R311 800 (for the base Polo) and going all the way up to R489 400 for the Polo GTI, the Polo is perhaps now more out of reach for many buyers in South Africa than it’s ever been…

Polo 1.0TSI 70 kW Manual	R311 800
Polo 1.0TSI 70 kW Life Manual	R350 000
Polo 1.0TSI 85 kW Life DSG	R370 700
Polo 1.0TSI 85 kW R-Line DSG	R421 900
Polo 2.0TSI GTI	R489 400

The Volkswagen Polo is sold with a 3-year/120 000 km warranty and a 3-year/45 000 km service plan.

Summary

Given the greater sophistication of the updated 6th-gen Polo, it stands to reason that a model that was already priced on the premium end of its segment would become dearer still. This Polo is produced for many markets, most of which require it to be built to more expensive standards than what’s required for the SA market… and it would be unrealistic to expect that the model’s new high-end features could simply be stripped out (one by one) to make it more affordable for local buyers. This model is no longer everyman’s car in the way that it used to be – that role is now performed more ably by the Polo Vivo.

Having said that, even though there are bigger and more affordable cars that you can buy (from new) at the updated Polo’s price point, Volkswagen’s offering is still arguably the best compact hatchback in the market, which is a compelling selling proposition. In a way, the Polo and its rivals are now aimed more at “newly-appointed managers” than “junior executives”, but it’s bound to remain a popular buy.

Buy a Volkswagen Polo on Cars.co.za

Renault Clio (2022) Specs & Price

The all-new Renault Clio has finally landed in South Africa. Here’s how much you can expect to pay for the stylish French hatchback, according to Renault SA’s website.

Thanks to Duoporta for the pricing info

Ahead of the vehicle’s launch in the 2nd week of February 2022, pricing and specification details of the all-new Renault Clio were posted on the brand’s local website.

From what we can see, customers will have 6 colours to choose from, with one powertrain across the range. The new 1.0-litre turbocharged 3-cylinder petrol engine is paired to a manual gearbox, which drives the front wheels. Outputs of 74 kW and 160 Nm are on offer. Thanks to the online brochure, we can also see the trim levels and features offered.

Trim levels

Renault Clio Life

• 4 airbags, including side airbags
• Manual passenger airbag deactivation
• Isofix (i-Size), front passenger + rear side seats
• Seat belt warning with presence detection
• Front headrests with anti-whiplash function
• Emergency Brake Assist (EBA)
• Electronic Stability Control (ESC with ABS)
• Hill Start Assist (HSA)
• Cruise control and speed limiter
• PureVision Performance LED headlamps
• LED day lighting integrated into front headlights
• LED rear lights with raised LED brake light
• EASY LINK 7-inch, Apple CarPlay™ and Android Auto™
• 6 speakers
• Bluetooth, USB, AUX compatible with R&Go application
• Manual heating and air conditioning system
• Electric adjustable door mirrors
• One-touch front electric windows
• Height- and depth-adjustable multi-function steering wheel
• Colour 4.2-inch driver’s screen, with needle dials
• 60:40 folding rear bench seat
• ECO mode
• One-touch front electric windows
• Chrome Renault logo with upper grille in glossy black
• 16-inch Amicitia Flex wheels
• Black and medium Grey interior decor
• Glossy black trim on the steering wheel and gear lever surround
• LIFE upholstery, black and slate grey fabric
• Moulded black front door armrests

Renault Clio Zen

• 6 airbags, including side curtain airbags
• Cruise control and speed limiter
• LED day lighting integrated into front headlights
• LED rear lights with raised LED brake light
• Height-adjustable driver’s seat
• Manual heating and air conditioning system
• EASY LINK 7-inch, Apple CarPlay™ and Android Auto™
• 6 speakers
• Navigation
• Front fog lights
• Comfort front seats with reinforced side support
• Chrome garnish on the steering wheel, gear lever surround and side air vents
• Black and anthracite 3D Mountain upholstery, embossed on the side
• Synthetic stitched leather steering wheel

Renault Clio Intense

• PureVision Performance LED headlights, with high beam assist
• LED day lights with C-shaped signature headlights
• Electric handbrake with autohold function
• 4 electric one-touch-up windows
• Glovebox with soft open flap
• Renault card for hands-free access and ignition
• Multi-sense experience interior ambient lighting
• Smartphone wireless charging
• Exterior chrome Pack: chrome strips on front air deflectors, chrome and black lower door protection
• Chrome finish on side window trim
• Front LED daytime running lights with C-shaped signature
• Direction management incorporated into front headlights
• Rear brake discs
• 16-inch Philia Stella alloys wheels
• Black Mosaic interior decor with detail on moulded dashboard
• Foamed instrument panel cover
• Raised floating console covered in foam fabric
• Harmony black interior, black TEP with black velvet
• Mosaic motif and premium seat foam
• Centre console with storage and armrest

Renault Clio Intens (with option pack)

• Front & Rear parking sensors
• Rear parking camera
• Easy Link 9.3-inch touchscreen – Radio & Navigation
compatible with Apple CarPlay™and Android Auto™
• 17-inch Viva Stella diamond-cut alloy wheels

How much does the new Renault Clio cost in South Africa?

The new Renault Clio is sold with a 5 Year / 150 000km warranty and a service plan.

RENAULT CLIO V 1.0L TURBO LIFE R309 900

RENAULT CLIO V 1.0L TURBO ZEN R324 900

RENAULT CLIO V 1.0L TURBO INTENS R349 900

RENAULT CLIO V RENAULT CLIO V 1.0L TURBO INTENS (with Option Pack) R364 900

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Trim levels

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