Volkswagen Kombi T6.1 (2021) Specs & Price Announced
The Volkswagen Kombi is about to touch down in South Africa. Here's what's on offer, plus how much you can expect to pay.
Volkswagen Commercial continues its offensive with the arrival of the Kombi. Positioned below the luxurious Caravelle flagship, the Kombi offers genuine 8-seater capability at a more pocket-friendly price.
The Volkswagen Kombi has three engine options. All are 2.0-litre turbodiesel 4-cylinder powerplants but in varying states of tune. Starting off the range in the short wheelbase Trendline is the 81 kW and 250 Nm. VW claims 0-100 kph in 15.5 seconds, with an efficiency claim of 6.9 L/100 km. You can also get this engine in a higher power output of 110 kW and 340 Nm. It's a tad faster at 12 seconds to 100 kph and consumes 6.6 L/100 km. The flagship model offers a biturbo setup (the others are single-turbo setups) and that produces an impressive 146 kW and 450 Nm. It also features 4Motion all-wheel drive and is good for a 0-100 kph time of 9.8 seconds and will consume 8.2 L/100 km. All Kombi models have an 80-litre fuel tank.
The entry-level model features a manual gearbox, while the other two both feature the 7-speed DSG.
When it comes to wheels, the entry-level rides on 16-inch alloys with the other two going the 17-inch route. Features-wise, the Trendline has Electrically adjustable and heated exterior mirrors, Radio "Composition Colour" with 16.51 cm (6.5-inch) color touch screen, 2 USB interfaces (type C) in dashboard, 6 speakers (2 tweeters, 2 woofers, 2 full-range speakers), Leather*-wrapped multi-function steering wheel (3-spoke), Climatic® air-conditioning system in cab, including rear passenger compartment with electronic control, 2nd evaporator and 2nd heating in passenger compartment with ventilation, and H7 twin halogen headlamps.
The flagship Trendline Plus 4Motion Kombi gets the above, plus LED headlamps and LED rear position lamps with headlamp washer system, Cruise control system including speed limiter, Fixed tow bar (incl. trailer stabilisation), Rear-view camera system (static lines), Park Distance Control – front and rear, Climatronic® air-conditioning system in cab, including rear passenger compartment with 2nd evaporator, 2nd heating system, headliner and additional controls in the passenger compartment, Electrically adjustable, heated and folding exterior mirrors, folding possible via vehicle key,
As far as options go, you can get the really cool two-tone paint for R33 300, a more comprehensive Discover Media Navigation infotainment system for R35 900 and for those who really want to go adventuring, there's the option of heavy-duty suspension and shock absorbtion costing R6 800.
We'll be driving the new Volkswagen Kombi in the coming weeks, so stay tuned for a detailed driving impression.
How much does the new Volkswagen Kombi cost?
The vehicle comes with a 5-year/ 60 000km maintenance plan and a 3-year/ 120 000km manufacturer warranty. There's also a 12-year anti-corrosion warranty. The service interval is 15 000km
This Week’s News You Need to Know (March 2021, Week 2)
In this week's news you need to know: Haval looks to duplicate the H2's success in the family-car segment, are we ever going to see the return of the 'wagon?, Aston Martin signals its intention to join the gathering band of electric-only manufacturers and the BMW 4 Series Convertible joins the fray.
Haval Jolion
We’ve seen it before: While a brand is making good returns from riding the success of a current product, it tactically holds back the introduction of a new model for fear of suffering "cannibalisation of sales". In the gaming world, Sony did it by holding back the release of the PS5 while PS4 sales were still solid. It’s a great way to extend future-safe returns.
The same business case exists with Haval and its new Jolion. Sales of the facelifted H2 have been stellar in South Africa, even in contracting market conditions (4 465 units of the Chinese compact family car, to be precise, were sold in 2020). Those numbers illustrate that consumers are being pried away from mainstream brands by a (now) well-established product that makes that "leap of faith" buyers feel they need to take much easier, especially on their pockets. Haval has played a smart game in the spec department, baiting consumers with standard features other manufacturers charge a premium for.
Now, the Jolion's waiting in the wings, ready to be released to a nation of consumers who are much more inclined to take that leap on a brand-new Haval product. It's been suggested that it will be priced in and around the R350k to R400k mark, which is rather alluring for family-car buyers who want something fresh. The Jolion also appears to be larger than the H2 and heading directly for the segment in which the Toyota RAV4 and Volkswagen Tiguan reign supreme. If VW’s not getting concerned, it should well be and for valid reasons – the H2's sales numbers reflect a strong market appetite for an emerging brand's products. That same appetite is a rather infectious thing in a market where consumers are hunting deals in a post-Covid financial apocalyptic meltdown. This certainly is one to watch.
Taycan Cross Tourismo – The resurgence of the 'wagon
Cars like the Porsche Taycan Cross Tourismo reaffirm my view that the station wagon is making a comeback – in some shape or form. Be it the orthodox shape or something "a little alternative" like the shooting brake, there's a glimmer of hope that consumers' fixation with SUVs is not absolute. Sadly, station wagons just don’t sell in notable numbers. We love to romanticise them while staring blankly (and lovingly) into the distance, but when it comes to putting pen to paper we hold back. Why, though?
My view is that the type of buyer who opts for a 'wagon is usually a die-hard petrolhead as opposed to a consumer of mass-produced products with cookie-cutter designs… The type of person who’ll step out of their RS6 at a petrol station and approach you to ask probing questions about the handling capabilities of the Hyundai i30 N you're testing. I speak out of personal experience here, obviously.
Let’s just say that if my glimmer of hope could one day become a shining light and, ultimately, a reality, I’d like to see some other models find their way here. The South African market gets shafted in this regard and in a rather unique way. Cars like Volkswagen’s Arteon Shooting Brake, and from the same stable, the Golf R Variant… (I’ll stop if this if it's getting a little too much for you… or should I rather continue? Okay, great) Jaguar’s XF Sportbrake… Mercedes AMG E63 S Estate… the Volvo V60 T8 Polestar…The Alpina B5 bi-turbo 'wagon. The list continues. They’re all there, but no one’s buying them, at least not in the Republic. Perhaps the fashion trend is just not… trending yet?
But let me remind you that fashions tend to make comebacks; it’s all about popularity. Perhaps it’s not quite the wagon’s turn just yet and it hasn’t been for the past 10 years. We know that history has a way of repeating itself and with manufacturers all but removing estate variants from their product lists, perhaps they know something we don’t and the Station-wagon Resurgence is around the corner.
Aston Martin's going electric
For those living under a rock, the quintessentially British manufacturer Aston Martin has seen a recent injection of interest (and, of course, capital) by Canadian-born international playboy, Lawrence Stroll, who heads a consortium that has acquired a 16.7% stake in the firm. Stroll himself has been responsible for transforming brands like Michael Kors and Tommy Hilfiger into the apparel powerhouses they are today. If anyone is fit for purpose to do the same with Aston Martin, it’s Stroll (cue that triumphant power tune).
Blessed with sharp business savvy and a proven track record, Stroll acquired the Force India F1 team, which was subsequently renamed Racing Point. The team's been rebranded again for 2021, to match the name of Stroll's other major acquisition, Aston Martin. The Gaydon-based firm has, as reported, abandoned its GT aspirations to focus its efforts on the next chapter: Electrification.
An "acute reshuffle of pure intentions" was to be expected given the zeitgeist of the Continental motor industry, but an electric Vantage? What, are you kidding me? Although all-electric Astons won't see the light of day before 2025, don’t be surprised if the company's F1 programme becomes the springboard for technology advancements, which will infuse future road-going cars. Just remember that there is an Aston Martin Valkyrie parked in the garage that’s been mothballed (for now) due to the abandonment of Le Mans hyper-class aspirations; that machine has a head start in the hybrid/electrification process.
Coupled with that and the 20% stake Mercedes-Benz has in Aston, we’re noting that there is a lot of IP floating around that the 2 camps could consolidate to launch an attack on the Volkswagen Group.
I can't imagine that we'll see an electric Vantage as a Bond car anytime soon. I suppose the next thing they'll tell me is that 007 is ditching the dry martini for kombucha. I don’t know, but we are living in strange times and anything is possible, but at the very least Aston Martin’s future is looking much more than sustainable than it did but a short while ago.
G80 BMW 4 Series Convertible – Future classic material?
I recently took a leisurely walk with my trusty camera at my side (how Cape Town of you, Brent) and spotted a stock E46 M3 Convertible with a manual 'box. Imagine the relief I felt when I realised that amid the crazy, turbulent world of motoring, this convertible has aged rather well. It surely deserves the title of "future classic"; then my thoughts suddenly turned to the new G80, which is now available.
Did you ever expect the E46 Convertible to reach this revered status? I certainly didn’t. It proves that car design often takes a "long-term view" and our tastes will never stay the way they are for very long.
Convertibles are still popular and I firmly believe that convertible buyers, as a community, have officially been freed from that douche-bag status that plagued them for so long. Small victories, people.
Whether or not the current G80 shape will stand the test of time and eventually be held in the same high esteem by BMW aficionados as the E46 Convertible (I surely can't be the only punter who regards the old 3 Series ragtop sublime), well, I'm not convinced. However, it is possible that the G80 could become a classic and I look forward to being proven wrong (it won't be the first, or last, time).
The single-cab battery bakkie that makes sense
Another American battery bakkie – but one that is the 'right' size.
For buyers who are more familiar with the Hilux/Ranger size bakkie, and prefer a single-cab configuration, the market for battery power is quite niche. But now there is the promise of a new option, which is only 4.67m long, making it a lot more driveable, in theory, for most markets.
The bakkie in question is Alpha’s Ace Wolf, which looks like it has just rolled out of a 1981 dealership. Styling and exterior design is nothing like the Cybertruck or anything from Rivian.
With this bakkie, retro design theme abound, including a small steel nudge bar up front and very conventional bakkie proportions. Alpha won’t say much about the Ace Wolf platform, although it is expected to be a skateboard type design, instead of the classic bakkie ladder frame.
There’s a spacious frunk above the front wheels, which is secure and weather-safe stowage space, whilst a deployable solar panel can be fitted to the loadbox.
Alpha says that it is planning to use a lithium-ion battery pack in the 75- to 85 kWh range, which should be entirely adequate, considering the size of this bakkie, which is not much larger than a Ranger.
There are no power or torque claims for the Ace Wolf’s electric motors, but Alpha does commit to it having 440 km of usable range. Performance is brisk instead of radical, with Alpha claiming its single-cab can run the benchmark 0-100 kph sprint in only 6.5 seconds.
Interestingly, the default drive configuration is through the front-wheel only, with an optional second electric motor for the rear axle, making it four-wheel-drive. The only other mid-to large-size bakkie with front-wheel drive is Honda’s Ridgeline.
The Ace Wolf’s cabin has only two seats and a very simple ergonomic layout, with the obligatory oversized infotainment screen, and dark chocolate trim. Very Hilux circa 1980, indeed.
Ford SA is now offering an Everest Sport to local customers. See specs and pricing details below.
The Ford Everest is not only a popular choice in the 7-seater Adventure SUV segment but it’s also hugely capable offroad. For those buyers looking for a bit more visual punch from the Everest, Ford South Africa now welcomes the Everest Sport to market.
Apart from wearing Sport decals to differentiate it from the Everest pack, the Everest Sport also wears a black mesh grille with a black surround. Also note the ‘Everest’ lettering seen on the nose of the bonnet as well as the black 20-inch alloy wheels and black roof rails. Customers can choose between a range of body colours including Frozen White, Diffused Silver, Moondust Silver, Agate Black, Sea Grey and Copper Red.
Inside, the Ford Everest Sport gets sporty leather seats with blue stitching and the dashboard gets a soft-touch leather treatment. Features-wise, the new Ford Everest Sport has LED headlamps and daytime running lights, cruise control and front and rear park sensors with a rear-view camera. It also has the excellent SYNC3 infotainment system complete with Apple CarPlay/Android Auto and Trails for Africa 4×4 trails.
In terms of engine choice, The Everest Sport is powered by Ford’s 2.0-litre single-turbocharged diesel engine offering 132 kW and 420 Nm of torque and comes mated with a 10-speed automatic transmission. The Everest Sport can be had in both 4×2 and 4×4 guise. An electronic locking rear differential is fitted as standard. The 4×4 models benefit from the Terrain Management System which has offroad modes like snow, mud, rocks. For additional peace of mind Electronic Stability Programme with traction control, Trailer Sway Control, Hill Launch Assist and Roll Over Mitigation is fitted, with Hill Descent Control helping with those tricky drops.
How much does the Ford Everest Sport cost in SA?
All Everest models come standard with Ford Protect, comprising a four-year/120 000km comprehensive warranty, three-year/unlimited distance roadside assistance and five-year/unlimited km corrosion warranty. A six-year/90 000km service plan is included, with 15 000km service intervals.
GWM’s new P-Series bakkie has finally arrived in South Africa to take on some formidable competition in the highly-competitive leisure double-cab segment. Does it stand a chance? We recently tested the range-topping P-Series LT 4×4 automatic to find out if it has what it takes to become a major player in this lucrative segment. Let’s dive in and take a closer look…
We Like: Value-for-money, interior execution, lots of practical features, reasonable performance, great price
We Don’t Like: Grille design is iffy, ride quality could be more refined and we want more power and torque!
Fast Facts
Model tested: GWM P-Series LT 4×4 automatic
Price: R544 900 (as of March 2021)
Engine: 2.0-litre turbodiesel
Power/Torque: 120 kW/400 Nm
Transmission: 8-speed automatic
Fuel economy: 9.4 L/100 km (claimed)
Tow rating: 2 250 kg (braked)
What is a GWM P-Series?
The GWM P-Series has arrived to take on the segment’s heavyweights.
GWM is typically known as a brand that has primarily served the lower end of the single and double-cab segment with its range of Steed bakkies. When GWM unveiled its P-Series back in 2019, the Chinese automotive giant made it abundantly clear that it wanted its newcomer to rank in the “Top 3” pick-ups worldwide alongside Ford and Toyota’s bakkie juggernauts. That’s an ambitious goal for GWM, but if you consider the considerable success that GWM’s SUV brand, Haval, is currently experiencing worldwide and locally, then perhaps a Chinese bakkie storm is indeed brewing.
The P-Series was recently launched in the South African market and, in contrast with its Steed brethren, the newcomer caters for a more discerning leisure double-cab bakkie buyer with bolder exterior styling, a generously-equipped and modern cabin and the promise of significant 4×4 capability. The top-of-the-range P-Series LT 4×4 automatic rivals the likes of the Toyota Hilux 2.4 GD-6 4×4 and the Ford Ranger 2.2 TDCi 4×4 and, on paper, the P-Series offers marginally better power and torque outputs as well as an impressively-equipped cabin that arguably leaves the competition in the dust.
South Africa is a major bakkie market and since the P-Series’ introduction late in 2020, we have seen many examples on the roads all over Mzansi. Is that a sign of what’s to come? Can the P-Series steal the hearts of (traditionally very brand-loyal) bakkie enthusiasts and claim a sizable share of this lucrative segment? Let’s dissect the new GWM P-Series to find out just how good it really is…
How does the GWM P-Series fare in terms of…
Kerb Appeal
There’s nothing small about the new P-Series. It’s big, bold and shiny.
For GWM, size really does matter. Don’t let the images of the new P-Series deceive you, this is a sizeable bakkie! The P-Series is 5 410 mm long, 1 886 mm tall, 1 934 mm wide and has a 3 230-mm wheelbase. To put those numbers into perspective, the P-Series is larger in all directions than both the Ford Ranger and Toyota Hilux…
The P-Series also wears what just might be the biggest and thickest chrome grille and brand logo ever seen on a bakkie (in the South African market, anyway). Talk about making an entrance… that’s one huge shiny schnozz! The large-and-in-charge grille is flanked by LED headlights with integrated daytime running lights, while smart-looking LED clusters are fitted at the rear. The chunky grille is further complemented by an equally-chunky chrome sports bar that completes the brightwork.
We think the P-Series brings a bold look to the road, but we also think that the swathes of blingy chrome might be too polarizing for some (if not a mite impractical). Even so, the kerb appeal on display by this vibrant Blue Sapphire P-Series is quite impressive and it may very well cause a stir, or perhaps a raised eye-brow, when you pull up next to a Ranger or Hilux at the traffic lights.
Interior Execution and Features
The P-Series’ interior execution and standard features list are mightily impressive for a bakkie at this price point.
Step inside and you are met with an interior that looks and feels decidedly upmarket and luxurious. This LT derivative is lavishly furnished in quilted leather upholstery, which extends to the upper dashboard, while the door inners also feature a quilted leather design that further adds a sense of theatre to the (let us remind you, bakkie’s) cabin. There are, of course, harder plastic surfaces present too, but they don’t detract from the overall pleasantness of the layout. Notably, perceived build quality also appears to be on par, or perhaps even better than, some other offerings in this segment. To give you an example, the presentation of the transmission lever is far better than what you’d find in a Ford Ranger.
The neatly-framed 9-inch infotainment touchscreen, which is flanked by vertical air vents, provides quick and easy access to the core multimedia functions such as Bluetooth telephony and is compatible with Apple CarPlay and Android Auto. A host of vehicle functions and settings can also be accessed via the system’s submenus and adjusted according to your preference. The operating system isn’t as slick as Ford’s SYNC3 system, but its menu layout is easily navigable and straightforward to use.
Unlike other bakkies, the P-Series is equipped with 4 cameras that project a 360-degree view onto the touchscreen. This is perhaps one of the most useful features and you will need it when you have to manoeuvre this Chinese behemoth in and out of tight parking spaces. A reverse-view camera with guidelines is standard too.
Meanwhile, the P-Series is surprisingly well-equipped with safety technology that you wouldn’t necessarily expect to find in a bakkie at this price point, such as blind-spot warning, lane-departure warning, lane-keeping assist, lane-centre keeping, rear cross-traffic alert and traffic-sign recognition. A total of 7 airbags are also fitted, as is an autonomous emergency braking function with pedestrian detection.
The high-definition 360-degree camera is a useful feature and a first in this segment.
The lane-support system is displayed directly ahead of the driver in a 7-inch digital instrument cluster that further contributes to the upmarket look of the cabin. The instrument cluster, however, isn’t configurable. As for the steering wheel, it’s wrapped in leather and is equipped with mounted controls for the audio system, adaptive cruise control, telephony and voice control function.
Other nice-to-have features include heated front seats, a pair of USB ports, a 220V outlet, keyless entry with push-button start, auto-dimming rear-view mirror and single-zone climate control.
Overall, the cabin of the P-Series (in LT guise) is arguably the most aesthetically-pleasing and luxurious bakkie interior on the market – for that, GWM certainly deserves a round of applause. More than that, however, the sheer number of standard mod cons and safety features considerably broadens the value-appeal of the P-Series. Is this the closest to an SUV cabin that a bakkie can offer?
Powertrain performance
?The P-Series has middling outputs but it’s still more than the equivalent rivals from Ford and Toyota.
The GWM P-Series came to market with a single turbodiesel engine that powers the 16-derivative range, which includes both commercial and passenger variants in 4×2 and 4×4 configurations.
The engine is a 2.0-litre 4-pot that produces 120 kW and 400 Nm and while those outputs are not class-leading, they compare favourably with those of its rivals and the powerplant is mated with an 8-speed ZF automatic transmission. It’s worth mentioning that the engine sound has a typical diesel thrum to it, but it’s more refined than we expected and thankfully it’s not overly noisy or intrusive.
Out on the road, the P-Series’ power delivery isn’t lacking, but a noticeable degree of turbo lag is evident under harder acceleration, especially from a standing start. When left to its own devices, the auto transmission seems to adapt readily to your driving style and shifts unobtrusively in a variety of traffic conditions, but it’s nonetheless nice to have the mounted paddle shifters at your fingertips should you feel the inclination to drop a few cogs to quickly execute an overtaking manoeuvre. It’s fair to say that the P Series’ on-road performance is dutiful and about on par with its equivalent rivals.
The driver can also turn a dial in the centre console to toggle between drive modes, which include Normal, Eco and Sport, to suit their preference. It must be said, however, that Sport mode is more useful when traversing an off-road course (when you need the transmission to hang on to a gear a bit longer to overcome an obstacle) as opposed to, say, hoofing it on the highway.
As far as fuel economy is concerned, GWM claims 9.4 L/100 km for this derivative, but during our test (mostly a mix of city and highway driving) we saw indicated figures of between 11.5- and 12.0 L/100 km, which is comparatively on the higher side for bakkies with similarly-sized engines in this segment.
Ride and handling
On asphalt roads of average quality, the GWM P-Series provides good levels of ride comfort. The suspension is firmly-sprung, by top-end bakkie standards, but the ride quality is still quite forgiving. Like most offerings in this segment, the GWM’s rear multi-link suspension does feel jittery and jiggly when the load bin is unladen and this is further exacerbated when driving on a gravel route or going off-road. This P-Series is fitted with 18-inch alloy wheels shod with road tyres, which translates into a firmer ride on a gravel road.
The steering feel is light, but it’s quite vague and feels “dead” around the centre position, but there is a button on the centre console that allows you to adjust the steering feel according to your preference or to the driving situation i.e. lighter in the city and firmer on gravel, but this feature ultimately doesn’t improve steering feedback.
In terms of the newcomer’s dynamic ability, well, the P-Series’ general handling characteristics are fairly good, it’s handling is not as precise as we’d hoped but this is mostly a result of the aforementioned electrically-assisted steering, which doesn’t offer much in the way of feedback. So, overall then, we feel that the P-Series’ ride/handling balance is average, but definitely not class-leading.
Off-road ability
Dune driving formed the basis of our offroad test and the P-Series rose to the challenge.
In an effort to test the P-Series’ offroad performance, we pitted it against the similarly-priced and recently-launched Ford Ranger 2.2 XL Sport 4×4 in the Atlantis dunes outside Cape Town.
A key point of difference of the P-Series is that it offers a torque-on-demand all-wheel-drive system (developed by Borg-Warner) while most other bakkies, barring the Volkswagen Amarok, offer part-time all-wheel-drive capability. What that means is if you are driving on-road, the system will direct torque to the rear axle (2H). When the road surface deteriorates, on a gravel road, for example, the system will automatically switch into 4H in an effort to improve traction.
For serious off-roading, the driver can engage 4L by simply pressing a button in the centre console, which allows you to crawl over harsh terrain and if you experience severe loss of traction on more complex obstacles, a rear differential lock can be engaged at the press of a button as can hill-descent control, should you need it. The P-Series does have 232 mm of ground clearance, which is useful, but not class-leading, as well as a 27-degree approach angle and a 25-degree departure angle.
Our initial experience of driving the GWM in the dunes revealed that the GWM’s on-demand system wasn’t as effective as a direct switchable 4×4 system (as you would find in the Ranger, for example). However, with 4L engaged and traction control switched off, you access a mode called Cross Country Expert Mode and with this mode engaged, the P-Series navigated the soft sand with far more ease and confidence. The P-Series’ ride quality in the sand was firmer and ultimately harsher than what we experienced in the Ranger, but even with road-biased tyres fitted, the P-Series was fairly impressive in the dunes. At one stage, it was necessary to engage the diff lock to help the P-Series free itself and it worked without any issues at all. The Borg-Warner system does make a noticeable mechanical noise as the system engages which can be disconcerting at first, but you soon realise that it’s working its magic for you.
Nonetheless, it’s worth stating that as the P-Series is a new product, the full scope of its off-road capability still needs to be proven in local conditions; the P-Series was primarily tested on fine sand during our test, which, to reiterate, it handled with the assistance of general-purpose tyres. We, therefore, feel that further testing in various off-road conditions, against benchmark products such as the equivalent Toyota Hilux would ultimately yield more conclusive results. As such, we look forward to putting the P-Series through its paces in much harsher terrain against its rivals in the future. Watch this space!
Practicality
Access to the load bin is now much easier thanks to a built-in step in the tailgate.
Double-cab bakkies, by their very nature, are not very practical city cars. Due to its size, the P-Series poses a challenge to anyone living in an urban environment and even seemingly simple manoeuvres can be tricky to execute. The grille is so big, it needs a parking space all of its own…The aforementioned 360-degree camera and the rear parking sensors do, however, assist when you need to park the P-Series safely.
Apart from offering a sizable load bed with a drop-in bed liner, the P-Series can be optionally-equipped (for an additional R12 892 excluding VAT) with a segment-first step that’s built into the tailgate so that you can conveniently step into the load bed, which is quite a nifty feature. The tailgate itself is also fitted with gas struts, which gently lowers the tailgate and prevents it from slamming down and it also requires less elbow grease to close, which is nifty.
One of the main gripes we have with double-cab bakkies is that they don’t offer much, if anything, in the way of oddment space. For example, if you want to hide your laptop, where do you put it? Behind your seat, under the seat, in the load bin? It’s ridiculous! However, in the GWM, at least there’s some kind of solution! If you lift the rear bench’s base upwards, you will find recesses that allow items of a certain size to be safely stored under the seat. This feature also means that the rear passenger compartment can be used to load larger items too. The backrest can also be flipped forward if necessary.
Lastly, we must mention the P-Series offers acres of legroom for rear passengers, which bodes well for family use, especially on those adventures that require long journeys to and from the destination.
How much does the GWM P-Series Cost in South Africa?
Pricing for the GWM P-Series starts from R339 900, but the top-specification P-Series LT 4×4 automatic is priced from R544 900 (as of March 2021). A 5-year/100 000 km warranty and a 5-year/100 000 km service plan are standard.
When it comes to value-for-money, this P-Series LT is unbeatable.
Our maiden test of the GWM P-Series double cab was illuminating. In many ways, the P-Series is the first, proper example of the direction that the leisure-double cab segment is headed and it’s telling that this direction is coming from the east, driven by a Chinese brand that’s perhaps underperformed given all the value its bakkies offer.
The cabin of this P-Series LT derivative is not only luxurious and SUV-like, but generously equipped with features that are typically found on more expensive cars, let alone double cabs. More importantly, there is no leisure double cab at this price that offers this much value. Indeed, GWM’s newcomer will be hugely attractive to buyers who favour value-for-money over (often blind) brand allegiance.
The P-Series needs to prove its long-term reliability; GWM will have to work hard to convince fiercely-loyal bakkie enthusiasts to switch to a P-Series. The fact that the LT comes with a 5-year/100 000 km warranty and -service plan is an indication that the Chinese brand believes in its product. Given sister brand Haval’s progress in our market, that peace-of-mind after-sales back-up could be the clincher.
New GWM P-Series LT 4×4 vs Ford Ranger XL Sport – In-Depth Review and Buying Advice
Very rarely has a car caused as much of a stir as this. The new GWM P-Series bakkie, which is known as the GWM POER in other markets and the GWM Cannon in Australia, has arrived on our shores and seems eager to upset the status quo in South Africa's bakkie market.
In this video, we take the top-of-the-range P-Series double cab 2.0 LT 4×4 out onto the Atlantis dunes outside Cape Town, and we're joined by the similarly-priced Ford Ranger XL Sport 4×4. While these bakkies are not necessarily rivals, the fact that they are similarly priced illuminates what good value the P-Series represents.
We wanted to go in-depth with this review and so it is a lengthy one, where we take a good look at the interiors of both bakkies, the features and tech on offer, the load bed size, general ride and comfort on and off-road, and of course pricing and warranties.
Watch the video for insight but also have a look at our thorough written review of the GWM P-Series… Click here to read the full review.
Toyota is adding something to the Supra range that's guaranteed to make collectors' toes curl. It's the same inline-6, but with special numbers inside
The GR Supra Jarama Racetrack Edition will be produced in extremely limited numbers; the exact global production not expected to be more than 90 units. It is going to be very rare – and, therefore, potentially valuable, as a future classic.
Mechanically the car is unchanged from any other Supra, but there are some styling upgrades. The only paint finish is Horizon Blue, and it rolls on 19-inch matte black alloy wheels. All GR Supra Jarama Racetrack Edition cars will have red brake callipers.
Other cabin detail updates with this GR Supra Jarama Racetrack Edition include blue stitching on the Alcantara trim. This limited edition Supra is also equipped with the comprehensive Safety+ package.
Why is Toyota bothering to make only 90 of these GR Supra Jarama Racetrack Edition cars? It is all a play on numerology, and related to the ‘A90’ model code, which is what the current Supra is known as to Toyota insiders.
Electric Aston Martin SUV & Sportscar in 2025?
A report says the British luxury car brand will be going the electrified route, with the first non-ICE products coming in 2025.
The report in the Financial Times and Motor Authority suggested the British carmaker will be venturing into the electric car space. A sportscar and an SUV with electric power will be coming to market in 2025 and both models will be assembled in England.
Aston Martin as a company has been struggling with financial issues and was rescued by a team of investors led by Lawrence Stroll, who became the brand's chairman. Stroll gave the interview in the Financial Times and said the new electric sportscar will be built at the brand's facilities in Gaydon, England. Gaydon is the home of the Vantage, DB11 and DBS Superleggera, while its electric SUV will be built in St Athan, Wales, which is where the DBX SUV is made.
While technical specifics are not yet available, it's said the electric sportscar could have the current aluminum platform. Now this is where things get interesting. The current Aston Martin chief executive is none other than Tobias Moers, formerly of AMG. Mercedes-Benz has a substantial 20% stake in Aston Martin and is on the verge of revealing its flagship all-electric EQS sedan. Could Mercedes-Benz supply the hardware (platform and batteries) for the new electric Aston Martin range? Time is ticking as the UK government has said there will be a ban on the sale of non-electric vehicles by 2030.
BMW 3 Series vs All-New Mercedes-Benz C-Class: What can you expect?
The luxury sedan market will be heating up locally in 2021 as two established players go head-to-head. The #CarsAwards-winning BMW 3 Series is a good car, but the arrival of an all-new Mercedes-Benz C-Class will surely ruffle some feathers. Here's how the 3 Series and C-Class will square off!
Despite the emergence and dominance of the SUV, premium carmakers still insist sedans have a role to play in the car market. BMW's 3 Series is still a sales performer and many would suggest that it's the dynamic benchmark. The Mercedes-Benz C-Class still brings in substantial revenue for the Stuttgart outfit, despite the rise of the A-Class sedan and CLA offerings.
Launched in early 2019, the BMW 3 Series offered a new platform, a new infotainment system, and an array of engines. The all-new Bavarian had the market to itself mostly, despite some quiet updates to the refined Audi A4 range. Now the all-new Mercedes-Benz C-Class has been revealed in early 2021 and is determined to elbow its fellow countryman in the sales race. As far as timings go, the Mercedes-Benz plant in East London, Eastern Cape is scheduled to start C-Class production in the middle of 2021, with SA customer cars hitting showrooms in the 3rd or 4th quarter of this year.
We'll be putting both cars head-to-head to see which is the better German sedan to purchase in 2021.
Dimensions
When it comes to sizing, both models have grown when compared to their respective predecessors. The new C-Class has a length of 4751 mm and a width of 1820 mm, with a wheelbase of 2 865 mm. In comparison, the BMW measures 4709 mm, is 1827 mm wide and has a wheelbase of 2851 mm. When it comes to boot space, the BMW 3 Series has a boot capacity of 480 litres, while the new Mercedes-Benz C-Class also boasts a carrying-capacity of 480 litres.
Styling
While styling is entirely subjective and down to personal taste, it's interesting to see the design strategy taken by each brand. Whereas BMW has differentiated its 3 Series from its larger 5 Series sibling with the 4 Series adopting the controversial grille, Mercedes-Benz is following a similar design strategy across its entire portfolio, with the C-Class resembling a smaller E-Class, which in turn resembles a smaller S-Class. There will be fans and critics of both directions. You could argue that keeping the family looking alike will keep the brand's image intact, while some might say they don't want their vehicle resembling another. Both models' styling can be given a sporty touch, either with the BMW M Sport or the Mercedes-Benz AMG Line, which will add larger wheels and slightly more aggressive bodywork.
Engines
In terms of powertrain, every C-Class will now feature an electrified 4-cylinder engine. Every engine features an integrated starter generator and 48-volt tech. No more 6-cylinder or 8-cylinder engines and the manual gearbox option for some markets has been removed. Every Mercedes-Benz C-Class will now feature a 9-speed automatic. All the established derivatives have been carried over. The C180 will get a 1.5-litre turbocharged 4-cylinder motor 125 kW and 250 Nm, while the C200 gets the same engine, but in a higher state of tune with 150 kW and 300 Nm. Both rear-wheel drive and 4Matic all-wheel drive are available. Mercedes-Benz claims sprint times of 8.6 seconds for the C180 and 7.1 seconds for the C200 4Matic, while the C200 rear-wheel drive is fractionally slower at 7.3 seconds.
At the top of the range is the C300 which is powered by the M254 motor. It too features electrification and a new twin-scroll turbo setup and thanks to its 190 kW and 400 Nm, it should hit 100 kph in a claimed 5.9 seconds. Diesel models are still available, and Mercedes-Benz will be offering C200d, C220d, C220d 4MATIC, and C300d mild-hybrid diesels for the European market. All are equipped with the 2.0-litre turbodiesel motor with varying power and torque outputs. The entry-level model has 120 kW and 380 Nm, but the top-spec model features 195 kW and 550 Nm! This powerful diesel C-Class is good for a 5.7 second run to 100 kph.
BMW offers a variety of petrol and diesel engines for its 3 Series. Kicking off the range is the 318i, with its 2.0-litre 4-cylinder producing 115 kW and 250 Nm. It's good for an 8.4 second sprint to 100 kph. Next up is the 320i, with the same 2.0, but in a higher state of tune. It delivers 135 kW and 300 Nm, and BMW says it will sprint to 100 kph in a claimed 7.1 seconds. The BMW 330i packs 190 kW and 400 Nm from its 2.0-litre 4-cylinder motor and is claimed to sprint to 100 kph in 5.8 seconds. At the top of the petrol pile is the M340i xDrive, with its turbocharged 3.0-litre 6-cylinder pumping out 285 kW and 500 Nm.
Diesel fans are catered for with the 320d and its 2.0-litre turbodiesel delivers 140 kW and 400 Nm. The mighty 330d develops 195 kW and 580 Nm from its 3.0-litre straight-6 engine. The latter is capable of a zero to 100kph sprint in a claimed 5.5 seconds, while consuming an impressive 5.5 L/100 km.
Infotainment and technology
The all-new Mercedes-Benz C-Class cabin is dominated by the fitment of this enormous tablet-style infotainment screen. Resembling an iPad, it's expected this unit will take control of the HVAC controls, audio, media, navigation, and car settings. It appears there are very few physical buttons in the all-new Mercedes-Benz C-Class.
The BMW 3 Series received the all-new BMW Live Cockpit and BMW Operating System 7.0, bringing some much-needed freshness and digital connectivity. The graphics are crisp and the menu interface is slick and easy to use, however, there are still some physical buttons to control certain features. Some consumers have said they'd prefer to have everything on a digital screen, while others have said they prefer the feeling of knobs and switches.
BMW M vs Mercedes-AMG
While the majority of BMW 3 Series and Mercedes-Benz C-Class sales will be non-performance derivatives, the flagship BMW M and Mercedes-AMG offerings need to be desirable and fast, without compromising on their core roles as luxury sedans. At the time of writing, the all-new Mercedes-AMG C 63 S had yet to be revealed, with a debut expected in 2022. Sadly, it has already been confirmed that the mighty 4.0-litre twin-turbocharged V8 engine is no more and the new model will feature a modified version of the 2.0-litre 4-cylinder unit found in the A45 S, but given an extra boost in the form of electric power. Official details are yet to be confirmed, but the rumour mill says just under 400 kW and all-wheel drive are strong possibilities. While it will no doubt be fast, we're going to miss that iconic V8 signature soundtrack.
BMW launched its all-new M3 and M4 performance offerings in March 2021. Power comes from the 3.0-litre turbocharged 6-cylinder motor, but in this iteration, power and torque have climbed significantly. The local lineup is initially limited to the Competition models, which produce more power (375 kW/650 Nm compared with 353 kW and 550 Nm) and are exclusively fitted with an 8-speed dual-clutch gearbox. The South African allocation will initially be rear-wheel-drive only. Later on, BMW will bring in the xDrive version which is equipped with all-wheel-drive and a selectable rear-wheel-drive mode. Expect these towards the end of 2021. The standard M3 and M4 is claimed to accelerate from 0 to 100 kph in 4.2 sec and the Competition versions are said to shave that time to 3.9 sec!
Pricing and specifications for the BMW 4 Series Convertible have been announced ahead of the model's debut in South Africa. Here's what's on offer.
BMW has reverted to a soft-top configuration for the 1st time since the E46 3 Series Cabriolet was phased out in 2006 (the E93-gen 3 Series Convertible and its F33-generation 4 Series successor had folding hardtops), the newcomer has comparatively sleeker rear styling, especially in terms of its shapelier three-quarter proportions. Why? Well, because it has less to fold away: the new fabric roof assembly is more compact (and 40% lighter) than the previous car’s metal-and-glass origami.
Another benefit of the newcomer’s revised roof configuration is a better-claimed luggage capacity of 300 litres (80 litres more than before) with the roof down and 385 litres (15 litres) when the roof is up. A storage package, folding rear backrest and through-loading facility are standard. Meanwhile, to compensate for the loss of torsional rigidity (because of the absence of a solid roof), BMW has stiffened the 4 Series Convertible’s body with specific bracing, an aluminium shear panel at the front and reinforced side skirts. The newcomer also has a 50:50 weight distribution
BMW South Africa is offering just the two convertible models for now; 420i and M440i xDrive. When it comes to engines, the 420i is powered by a 2.0-litre turbocharged 4-cylinder motor, developing 135 kW and 300 Nm. Power is sent to the rear wheels via an 8-speed automatic gearbox and BMW claims its entry-level 4 Series Convertible can accelerate to 100 kph in just 8.2 seconds and will run to a top speed of 236 kph. In terms of economy, BMW claims a consumption figure of 6.6 L/100 km.
For the performance fans, the M440i xDrive Convertible packs a turbocharged 3.0-litre 6-cylinder motor that thumps out 275 kW and 500 Nm, as well as an 8-speed gearbox. Thanks to all-wheel drive, it's claimed to hit 100 kph in just 4.9 seconds and will run to a top speed of 250 kph. It's claimed to consume 8.2 L/100 km. If you're wanting even more performance, there will be a BMW M4 Convertible, due for a reveal sometime in 2021.
The BMW 4 Series configurator has some interesting options to consider for your topless experience. There are plenty of exterior and interior colour combinations, as well as 6 alloy wheel designs, ranging from 17-inch to 19-inch in size. To give your BMW 4 Series Convertible a stylish look, the M carbon exterior package for R83 600 has you covered. Other options of interest include: BMW LASERLIGHT headlights R16 500, Tyre pressure sensors R5 000, Adaptive M suspension R16 900, M Sports suspension R6 400, Harmon Kardon sound system R12 500 and the clever Parking Assist Plus with its intelligent camera software for R17 600.
How much does the new BMW 4-Series Convertible cost in South Africa?
