Hot on the heels of the local introduction of the Chery Tiggo 4 Pro, the Chinese automaker now welcomes the larger Tiggo 8 Pro to South Africa. See specification and pricing details for the newcomer below!
“Luxury is standard” is the mantra for the Tiggo 8 Pro
The Tiggo 8 Pro boasts attractive styling that sets it apart from other offerings in the market.
There are 2 Tiggo 8 Pro derivatives on offer including Distinctive and Executive trim lines.
From a styling perspective, the Tiggo 8 Pro shares design cues from the Tiggo 4 Pro with its 3D star-studded grille giving the car a bold and modern look. Matrix LED headlights or ‘Tiger Eyes’ with dual daytime running lights further accentuate the look from the front. Other details include chromed roof rails, panoramic sunroof, rear LED lights and 18-inch alloy wheels in black and chrome.
The Tiggo 8 Pro is generously-equipped with standard features.
Moving inside, the Tiggo 8 Pro is an all-digital affair with no less than 3 screens at your service including a 12.3-inch digital instrument cluster, 10.25-inch infotainment touchscreen with Apple CarPlay and Android Auto and an 8.0-inch screen that takes care of the vehicles climate control.
Other nice-to-haves include wireless charging, voice control and a Sony sound system with 8 speakers.
Leather seats are standard on the Distinctive derivative while the Executive derivative gains black and brown leather with a diamond stitched pattern. The driver’s seat is 6-way electrically adjustable with memory function while the front passenger seat is 4-way electrically adjustable with lumbar support.
In terms of practicality, the second-row seats fold down in a 60:40 split and the seats are adjustable and rear passengers are afforded 3 USB ports and a 12V charging port is also fitted. The Executive derivative gains privacy glass and ambient lighting.
There’s seating for 7 in the Tiggo 8 Pro!
As far as safety is concerned, the Tiggo 8 Pro is equipped with 6 airbags as well as ABS with EBD, brake assist and electronic stability control with traction control. ISOFIX child seat mounts are also standard. Parking is made easier with rear park distance control and a 360-degree rear-view camera with dynamic guidelines. Other features include tyre pressure monitoring, hill assist, downhill descent control, keyless entry and push-button start as standard.
On the range-topping Tiggo 8 Pro Executive derivative additional driver assistance features are offered including Lane Departure Warning (LDW), Automatic Cruise Control, Automatic Emergency Braking (AEB), Traffic Sign Recognition (TSC), Intelligent High-beam Control (IHC), Blind Spot Monitoring (BSD), Front Collision Warning (FCW), an emergency Brake Override System (BOS) and a Door Open Warning and Prevention (DOW) system as standard.
What engine powers the Tiggo 8 Pro?
The Tiggo 8 Pro makes use of a turbocharged 1.6-litre petrol engine that offers 145 kW and 290 Nm of torque and it’s mated with a 7-speed dual-clutch transmission.
Look out for our launch review of the Chery Tiggo 8 Pro very soon!
How much does the Chery Tiggo 8 Pro Cost in South Africa?
Chery Tiggo 8 Pro Distinctive – R496 900
Chery Tiggo 8 Pro Executive – R546 900
The Chery Tiggo 8 Pro is sold with a 5-year /150 000km warranty and a 5-year/60 000 km service plan, 5-year roadside assistance and Chery’s 10-year/1-million km engine warranty (Only the original owner is afforded this warranty and it is not transferrable).
New Ford Ranger Raptor 2022 Revealed with 292kW V6 Power
As Ford South Africa gears up for local production of the all-new Ford Ranger in 2022, the Blue Oval has revealed the next-generation Ranger Raptor boasting no less than 292kW! Is this the most capable high-performance bakkie on the planet? See details below!
We’ve seen all the teasers but the time has finally arrived for the new-generation Ford Ranger Raptor to be unleashed!
From the outset, Ford’s aim was to create the most capable, high-performance mid-size bakkie on the market and with the expertise of Ford Performance, that goal has now come to fruition.
“We’ve really focused on delivering a genuine performance truck with the next-gen Ranger Raptor,” said Dave Burn, Ford Performance Chief Program Engineer for Ranger Raptor. “It’s significantly faster, looks incredible, is packed with new features and is the strongest Built Ford Tough Ranger we’ve ever made.”
New 2022 Ford Ranger Raptor Gets Mega V6 Power
The new Ranger Raptor brings more power and capability to the dirt.
The big news for the new Ranger Raptor is that it will offer significantly more power and torque than its predecessor. How does 292 kW and 583 Nm grab you? Yes, that’s 135 kW and 83 Nm more than the first-generation Ranger Raptor!
This grunt comes courtesy of Ford’s twin-turbocharged 3.0-litre V6 EcoBoost petrol engine, the same engine found under the bonnet of the Bronco Raptor and it’s been specifically tuned by Ford Performance. This powerplant is said to deliver an immediate response to throttle inputs and with a race-bred anti-lag system it provides “rapid delivery of boost on demand”.
This powerful V6 engine is paired with a specifically-calibrated 10-speed automatic transmission and the Ranger Raptor will also feature an electronically-controlled active exhaust system that can be adjusted at the press of a button or activated when selecting a particular drive mode.
The exhaust note can be set to quiet (to keep the neighbours happy), Normal, Sport or Baja, the latter of which will produce the most potent exhaust note.
A total of 7 driving modes will also be offered on the new Ford Ranger Raptor including Normal, Rock, Slippery, Mud&Ruts, Sand, Sport and Baja.
Off-roading in the new Ranger Raptor is made easy with 7 drive modes.
While the V6-powered Ranger Raptor will top the range, a ‘baby Raptor’ will be offered in certain markets too and it will be powered by the familiar 2.0-litre biturbodiesel engine that currently offers 157 kW and 500 Nm. It’s not yet clear if this engine will be uprated to deliver more power and torque when it comes to market.
“We knew that customers would expect improved performance with the next-gen Ranger Raptor, but I’m not sure they’re really expecting the enormous leap we’ve made. It’s a seriously fun car to drive and I think the raw performance is going to blow them away,” said Burn.
Ford Ranger Raptor was developed to go anywhere
An all-new suspension with next-generation FOX shocks and adaptive damping has taken the Ranger Raptor to a new level of capability.
The 2022 Ford Ranger Raptor is designed for high-performance offroad driving and as such, it features a modified chassis that’s been reinforced to withstand gruelling offroad terrain.
The Ranger Raptor’s suspension has been redesigned and now features an all-new, lightweight aluminium upper and lower control arms as well as long-travel front and rear suspension as well as a refined rear Watt’s link for improved control during high-speed offroad driving.
Importantly, the new Raptor is fitted with next-generation FOX 2.5-inch Live Valve Internal Bypass shock absorbers with position-sensitive damping capability. These FOX shocks are the most sophisticated yet to appear on a Ranger Raptor and they are filled with Teflon-infused oil that reduces friction by as much as 50% compared to the current Ranger Raptor.
In the event of a severe bottom out, Fox’s race-proven Bottom-Out Control will provide maximum damping force in the last 25% of shock travel or alternatively, the rear dampers can be stiffened to enhance stability under acceleration.
The new suspension system, with active damping that adjusts automatically according to the terrain, has not only enhanced the Raptor’s offroad ability but Ford claims that on-road ride comfort has improved too.
Underbody protection includes a large bash plate made from 2.3mm thick high-strength steel as well as an engine under shield and a transfer case shield that ensures that all the import bits are protected.
Importantly, the Ranger Raptor now features a permanent four-wheel-drive for the first time as well as an all-new electronically controlled on-demand 2-speed transfer case in combination with the front and rear locking differentials, making the new Ranger Raptor a formidable offroad weapon!
“While Ranger Raptor was inspired by desert racers, it’s also a supremely capable overlanding vehicle. Out of the box we’ve created an off-road vehicle that you don’t need to modify to get you where you need to go and back again safely,” said Burn.
Powerful design inside and out
Fighter jet sports seats are fitted inside the Ranger Raptor.
Everything about the new Ranger Raptor is imposing as it gains a large, blocky grille with the FORD lettering emphasising its size along with a separate bumper section. The grille is nicely-framed with Matrix LED headlights with LED daytime running lights while the flared wheel arches give the Ranger Raptor some added width. The Ranger Raptor is equipped with BFGoodrich all-terrain KO2 tyres on 17-inch rims and the cast-aluminium sidesteps further add to the beefy appeal.
The interior look is complemented with F22 fighter jet-style sports seats, vertical air vents and a leather-wrapped multi-function steering wheel with cast magnesium paddle shifters. A 12.4-inch digital instrument cluster as well as a vertically-orientated 12-inch infotainment system supported by SYNC4 A infotainment system is also fitted inside the new Raptor as well as a Bang & Olufsen sound system.
Two large digital screens are fitted and Ford’s latest SYNC4 A takes care of infotainment.
When will the new Ford Ranger Raptor be available in South Africa?
Production of the all-new Ford Ranger is due to start in South Africa towards the end of 2022 and logic dictates that the new Ranger Raptor will be introduced locally thereafter which means that a first-quarter 2023 introduction in South Africa is more likely.
Ford South Africa, however, has not been able to confirm exact timings at this stage and we will keep you updated as soon official timings are communicated with us. Stay tuned!
Subaru has given its current (5th-generation) Forester a mild mid-life update. Does the revision keep the brand’s top-selling model relevant in a fiercely competitive segment? How well does this flagship derivative compare with other petrol-powered all-wheel-drive competitors in the Family Car market? Read on to find out…
We like: Build quality, gravel/off-road ability, practical interior, safety
We don’t like: Average performance/fuel efficiency balance, lack of some mod-cons – including a wireless charging pad
From the front, the facelifted Forester can be distinguished by new-look LED headlamps and a bigger grille with piano black detailing.
What’s different about the 2022 Subaru Forester?
The Forester is Subaru South Africa’s best-selling product, but it needs to be at the top of its game if it wants to compete in a cut-throat segment that includes such heavyweights as the Toyota RAV4, Volkswagen Tiguan, Mazda CX-5, Kia Sportage and Hyundai Tucson, the latter two of which are about to be replaced by all-new models in the near future. This is also a segment of the market in which the goalposts move shifted quite quickly; Haval now offers the H6 – a tempting all-wheel-drive alternative to those mainstream models that is priced almost unbelievably keenly, while Volkswagen’s offering has moved further upmarket following its recent facelift. The Forester competes in the “middle ground” against the likes of the Mazda CX-5 2.5 AWD Individual and Toyota RAV4 2.5 VX AWD.
Subaru’s Forester is a relatively old-school offering insofar as it retains a degree of off-road ability (an increasingly unique trait in this segment) and has a naturally-aspirated, large-capacity petrol engine. Nonetheless, the Shibuya-based manufacturer will be acutely aware of the fact that “ruggedness” is a nice-to-have characteristic in this segment, particularly for buyers with active lifestyles, but the reality is that design and modern features are potential deal-clinchers. Consequently, it is in the areas of design and standard specification (particularly active safety features) that Subaru has upped its game.
The Forester 2.5iS-ES rides on fetching two-tone 18-inch alloy wheels and debuts a new colour – Cascade Green Silica.
How the 2022 Subaru Forester fares in terms of…
Design and Packaging
As mid-product-cycle updates go, the changes to the Forester’s exterior are relatively minor, although noticeable, particularly at the front where there are more aggressively “cut” LED headlamps and a bigger grille with piano black detailing. Apart from that, besides little bits of chrome or piano black here and there, the Forester’s retains a handsome, but certainly not “flashy” appearance. This flagship 2.5i-S ES derivative rides on fetching two-tone 18-inch wheels and also debuts a new colour – Cascade Green Silica – which was not universally liked by our test team members (or casual commentators).
The Forester’s cabin has an upmarket ambience, courtesy of suitably premium materials and solid build quality. In some ways, the cabin is bang-up-to-date, with a crisp, high-resolution touchscreen with Apple CarPlay/Android Auto compatibility, plus another smaller screen mounted atop the fascia that can display pertinent information (such as off-road settings, range etc) or kerb-side camera views.
The specification isn’t fully comprehensive, however. The 2.5i-S ES does have a reverse-view camera, but full 360-degree HD systems are becoming increasingly common in this segment. The instrument cluster is not all-digital, it features 2 analogue dials on either side of a small digital screen that displays trip information. Another feature that is missing (considering what some of the Subaru’s newer rivals offer) is a wireless charging pad. Besides, the storage space provided in front of the transmission lever is a bit too narrow to fit most modern ‘phones. The extending sun visors are a nice touch, though.
The secondary screen in the 2.5i-S ES (located above the infotainment array) displays the derivative’s standout safety features.
It’s certainly a practical vehicle in general, though. The (electrically operated) tailgate raises to reveal a spacious load bay with a flat floor (with a rugged rubber mat – as fitted in our test vehicle). Subaru claims a luggage capacity of 520 litres and, if you fold the rear seats down (as easy as pulling levers mounted on the sides of the load bay) the total stated utility space is 1 060 litres. Somewhat disappointingly, the spare wheel (located underneath the floor) is a space-saver. Subaru also points out that the roof rails are sturdier than before and can carry heavier objects (such as rooftop tents).
Performance and Efficiency
The drivetrain of the 2022 model-year Subaru Forester remains unchanged. Power comes from a 2.5-litre flat-four petrol engine that delivers 136 kW at 5 800 rpm and 239 Nm of torque at a fairly high 4 400 rpm. Note that the boxer motor’s peak power and torque figures are slightly down on what the Forester’s aforementioned 2.5-litre 4-cylinder petrol-engined AWD rivals deliver.
Although it utilises the larger-capacity engine in the range, the 2.5i-S ES is not a sporty or performance-oriented derivative.
Subaru claims a 0-100-kph time of 9.5 seconds, which is quite leisurely compared with those of its rivals, but in keeping with the overall character of the Forester. This is not a “sporty” SUV, but rather a refined, relaxed family vehicle. The laid-back demeanour of the Forester’s continuously variable transmission certainly plays a role too. This automatic does offer the option of manual shifting (via steering-wheel-mounted paddles), but we doubt many drivers will use them. The transmission is in “I” mode, which prioritises efficiency, by default, but a driver can select “S” to elicit a little more responsiveness.
In terms of fuel consumption, Subaru claims a relatively high (but arguably more realistic) average figure of 8.3 L/100 km, but during the 2.5i-S ES’ tenure in our test fleet, we recorded an indicated average of 9.5 L/100 km. While this appears to be on the high side (and it is), we suspect those similarly-engined rivals will achieve about the same returns in real-world conditions.
For what it may lack in terms of design flair, the Forester’s helm exudes solidity and feels more than reasonably equipped.
Overall, then, the Forester 2.5i-S ES’ drivetrain doesn’t set new benchmarks, either in terms of its performance – or fuel economy, but the engine and transmission are well-calibrated, sufficiently refined and eminently smooth in operation. For the record, Subaru has fitted new aluminium engine-mount brackets to improve the model’s NVH (noise, vibration, harshness) levels.
Ride and Handling
The Forester has traditionally been one of the better-riding vehicles in its segment, and the 2022 model-year iteration continues in the same vein. Subaru has made further refinements to its family car’s suspension – tweaks at the front are claimed to improve steering responsiveness, while reworked coil springs and dampers are said to further boost the ride quality and overall handling characteristics.
The Forester is indeed a supple-riding machine on a variety of road surfaces (from poorly maintained to billiard-table-smooth roads), but when the Japanese offering traverses stretches of coarser asphalt, slightly more road noise enters the cabin than one would expect. In this case, we suspect that the large panoramic sunroof might be an exacerbating factor.
The X-Mode system allows drivers to select the appropriate off-road setting to suit the routes that the Forester’s undertakes.
Head onto gravel, however, and the Forester feels right at home. It has class-leading ride height (220 mm) and, of course, Subaru’s trademark symmetrical all-wheel drive. It feels very secure on loose surfaces – the brand’s rally genes still shine through!
The Forester also features X-Mode, Subaru’s all-terrain programme, which has been further updated with claimed improved speed management for the hill-descent control system. Essentially, X-Mode optimises the all-wheel-drive system for better traction in slippery conditions. The driver can toggle between pre-programmed settings (for snow, mud and loose dirt) via a knob on the transmission tunnel.
For what it’s worth, the Subaru Forester remains the most off-road capable offering in the Family Car segment.
Overall, we’d say that there is no vehicle in this segment that can match the Forester’s combination of on-road comfort, allied with notable off-road ability (within reason, of course). For most buyers, the latter would be a bonus, not a must-have, but then again, if you know you are going to tackle some rougher roads during your ownership period, then the Forester should certainly be high on the test-drive list.
Comfort and Features
As befitting the 2.5i-S ES’s flagship status, this Forester is generously equipped with luxury, infotainment – and especially safety – features. The front seats are electrically adjustable (driver side with memory) and there’s a big panoramic sunroof! Seating comfort is excellent, with more than enough leg- and headroom fore and aft. Dual-zone climate control is also fitted as standard.
The Forester’s infotainment system still incorporates a CD player, which is quaint, but it’s well up-to-date otherwise.
We’ve already described the infotainment system higher up in this article, but it’s worth adding that it also features Voice Control, and that there are 4 USB ports (2 each, front and rear). A throwback to a previous time (and perhaps reflective of Subaru’s more mature target audience) is the inclusion of a CD player in the infotainment package. Rear occupants also get their own ventilation outlets.
Where the updated Forester is really at the cutting edge, however, is in terms of safety features. In addition to 7 airbags, ABS with EBD and child-seat anchors, the 2.5i-S ES features Subaru’s updated EyeSight 4 suite of safety systems. Incorporating a new dual-camera system with a wider field of view (almost double compared with the previous model) and improved software, EyeSight is now able to respond faster and more “intuitively”, claims the Shibuya-based brand. Some of the (refined) functions include adaptive cruise control, automatic pre-collision braking, lane departure and sway warning.
The Subaru Forester has been on the market for 4 years, but its rear legroom is still competitive.
EyeSight 4 also features no fewer than 3 new technologies that use active steering inputs. The Active Lane Centering function works with the adaptive cruise control to ensure that the vehicle stays in the centre of its lane. Lane Departure Prevention actively steers the vehicle back to within the correct lane if it detects that you are “straying” off course, and then there is Autonomous Emergency Steering, which will attempt to prevent an accident by steering the vehicle in such a way to avoid a collision (with a pedestrian, car or cyclist).
But that’s not all. Rear Cross-Traffic Alert is an often-underrated safety feature – it works very well in this Forester, as does the Reverse Automatic Braking function. As ever, it takes a while to get used to all the systems and, at least initially, some of the features (particularly the lane-departure prevention) can come across as a little too over-eager to make their presence felt.
Price and After-Sales Support
The Subaru Forester 2.5i-S ES is priced at R649 000 (February 2022) and comes backed with a 5-year/150 000 km warranty and 3-year/75 000 km maintenance plan. Service intervals are scheduled for every 12 months/15 000 km.
The updated Forester offers a blend of talents that may be surplus to some buyers’ needs, but its target audience will love it.
Verdict
Priced at R649 000, the flagship Subaru Forester offers a comparable standard specification to the 2.5-litre 4-cylinder petrol-powered AWD offerings from Mazda and Toyota, but undercuts them on price… and not only by a few thousand Rand. That fact, allied with the Forester’s all-round ability, should see the 2.5i-S ES feature on more buyers’ shortlists. Simply put, this is a quality product that deserves to sell in bigger numbers than it has. And, if your lifestyle includes regular adventures off the beaten track, it jumps to the front of the queue. In summary, then, the updated Forester still won’t win you over with a flashy appearance and the drivetrain may be a little a ho-hum, but if genuine all-road usability, ruggedness, practicality and quality are non-negotiables, then you simply have to consider it strongly.
2023 Volkswagen Amarok: More Details
Some more teasers and details of the new Volkswagen Amarok have been announced. Here’s what you can expect from the new bakkie.
The 2023 Volkswagen Amarok will be revealed in 2022 and the best news is it will be built right here in South Africa as well as Argentina. Previously, it was also assembled in Hanover, Germany.
If you were not aware, the all-new Volkswagen Amarok will be sharing a platform with the brand-new Ford Ranger that has just been revealed. We’re impressed by what the new Ranger offers based on what we’ve seen so far, so expectations are quite high for the Volkswagen version.
In January 2022, Volkswagen released this cool-looking teaser sketch. While there’s not much to go on, closer inspection gives us some clues of what to expect. Look at those flared arches, for example. The cabin shows its digital dashboard as well as a new-look infotainment screen.
Accompanying this image came confirmation that a V6 engine will be available, as well as the claim that the new Amarok will be 10 cm longer (now 5.35 metres long) and 4 cm wider than the current outgoing model.
Volkswagen says its new Amarok will feature a completely new look, both inside and out as well as offer a wider range of standard equipment. The 3rd generation Volkswagen Amarok will also feature more advanced driver assistance systems and boast more connectivity. Volkswagen claims it will feature “innovations that have not been seen before in this segment.”
“The Amarok makes possible what in many places appears impossible at first sight: it makes things easier for its users by assisting them in their work and everyday lives”, says Dr. Lars Krause, Brand Board of Management Member for Sales and Marketing at Volkswagen Commercial Vehicles. “That’s because the Amarok provides solutions that enable our customers to achieve their goals –especially when things get difficult.”
These teaser images give off a good first impression and we’re eager to see the final product. We’re hoping the 2023 Volkswagen Amarok looks different to the Ford Ranger, but we’re confident this will be the case if you look at the brand-new Volkswagen Caddy and Ford Tourneo Connect – which are also twins.
The Volkswagen Amarok has had quite a sales success since its debut back in 2010. Over 800 000 units have been sold around the world and has found favour in our market, thanks to its mighty 3.0-litre turbocharged V6 diesel engine.
Update: As of February 2022, Volkswagen SA has announced further teaser images and confirmed that the new model will come in at 5.35 metres, longer than the outgoing model.
When will the 2023 Volkswagen Amarok be revealed?
The brand-new Volkswagen Amarok will be revealed in 2022, with an exact date not yet announced. Volkswagen has confirmed that the newcomer will be available to order in Europe from late 2022.
Yamaha is best known for its motorcycle and marine engines, but it also has a sterling record of cooperation with Toyota.
Arguably the most significant V10 road-car engine of all time was the Lexus LFA’s 4.8-litre version. And enabling that engine’s performance and crankspeed, was a lot of Yamaha technology.
Toyota values Yamaha’s contribution and skill relating to intake systems and valve-gear, crucial components on high-revving motorcycle engines.
Toyota’s latest Yamaha-aided engineering project is a hydrogen version of the Lexus 5-litre V8 engine. Since the 1990s, several automotive companies have experimented with the potential of hydrogen, which offers much greater energy than petrol or diesel.
For Toyota, hydrogen is one of its pillars for a greener vehicle fleet in future.
To prove how some of Toyota’s current powertrain architectures could evolve into hydrogen engines, the Lexus 5-litre V8 has been converted to run on hydrogen.
Yamaha’s engineering team worked extensively on the injectors, cylinder heads, and intake manifold to accommodate the liquid fuel type change. No changes were made to the engine block.
And the results? Strikingly similar to running your Lexus 5-litre V8 vehicle on petrol.
The hydrogen engine delivers 335 kW at 6 800 rpm, supported by 540 Nm of torque. Those numbers are essentially what you’d have behind the wheel of a 2022 model year Lexus RC F Track Edition.
But what does it sound like? There is no exhaust note sample available – yet. But with a top-mounted 8-into-1 exhaust manifold, there is every probability of this hydrogen-fuelled V8 bellowing a very distinctive beat.
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.
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.
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.
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.
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.
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.
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 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.
