Next Mazda BT-50 vs New Isuzu D-Max: What’s the Difference?

The recent bakkie-collaboration between Nissan and Mercedes-Benz has ended in disappointment, especially for the latter firm. But like it or not, shared-platform bakkies are the way of the future. How much are partnerships like Isuzu and Mazda's going to influence the packaging of your favourite double cabs? 

BT-50 render credit: Duwyne Aspeling – Cars.co.za

South Africans' bakkie loyalties might appear absolute, but their brand allegiances and perception will be severely tested over the next decade. With the global automotive industry staggering after one of its worst-ever years, "consolidation and risk management" is the mission for 2020. For bakkie customers, that means some of your favourite brands are going to become a lot more alike than before. 

Many of the world’s automotive companies cannot absorb the cost of developing new electric vehicles and autonomous driving technology in parallel with their existing petrol and diesel vehicles. That means their obligated to partner up with rivals to split the risk and not be saddled with exorbitant research and development costs. 

Although the demand for battery-powered bakkies isn’t quite there yet, their development will not be unaffected. Narrowing budgets will force double-cab rivals to work together in developing new products on shared platforms. Could that erode legacy bakkie loyalties and create a new buying dynamic?

Do YOU notice the difference between badge-engineered bakkies?


Nissan's latest Navara has underwhelmed somewhat, considering the previous generation's local sales success.

Although bakkies have incredibly-defined brand identities in South Africa, the local market has coped with joint-venture platform sharing with little trouble before, but not always. 

Ford and Mazda have sold virtually the same bakkie product for decades in South Africa. Courier/Drifter and Ranger/BT-50 models were only differentiated by some minor exterior/interior styling tweaks and a slight alteration in lead petrol engines between the brands. Neither Ford nor Mazda ever seemed to experience much in the way of tension with this arrangement. 

Some of the recent shared-platform exercises in South Africa have been less than rosy. Nissan’s Navara has underwhelmed in terms of sales figures and its mechanical twin from Mercedes-Benz, the X-Class, has proved a calamitous failure. Given the huge pricing discrepancy, the Navara and X-Class might have shared mechanical traits, but they never competed in respect of market positioning. 


In order to try and shift the X-Class, tuners have got hold of it and attempted to increase its appeal.

After the failure of Navara-X-Class, the next shared platform bakkie venture due for the local market is a partnership between Isuzu and Mazda, the former of which is confirmed to arrive here in 2021. 

Both these Japanese brands have good standing in South Africa, but their scale and customer profiles could not be more different… Isuzu is purely a bakkie business (with a smattering of MU-Xs and light trucks), whereas Mazda has primarily been a passenger-car brand in the recent past; it has transitioned from hatchbacks and sedans to crossovers and light-duty SUVs. 

How, then, will Isuzu and Mazda approach the marketing for what is essentially a twin D-Max/BT-50 bakkie project?

The good and bad of localisation 

Although Isuzu revealed its 3rd-generation D-Max in October of 2019, the bakkie will only be available next year. This delay is even more troubling to understand, as the D-Max is locally built, in the Japanese manufacturer's plant in Port Elizabeth. 

If the D-Max’s international reveal was nearly half a year ago, and Isuzu has a humming factory in Struandale, why is the bakkie only arriving in 2021? The answer is simple: localisation. 

South African regulations require Isuzu to source a greater number of local components for its new D-Max. That is a good news story because it develops local engineering skills and supports a local supply chain. The problem is the timeline: finding and validating all those technical suppliers isn’t the work of a moment and this has pushed out the delivery timetable for new D-Max. 


There will be a wait for the local D-Max as the PE plant undergoes changes in order to produce it locally.

Loyal Isuzu bakkie fans might find the delay annoying, but it also gives Isuzu South Africa's technical staff an opportunity to do some further localisation, including work on the bakkie’s suspension specification so that it will be best suited to our particular market. The KB/D-Max product heritage has always been supported by inspiring gravel road ride quality and stability dynamics. 

In many global markets, this might not be an issue, but South Africa has a vast and heavily utilised gravel road network. Some of those roads are of good quality, while others are so poor that they could be classified as grade-2 off-road obstacles. Suffice to say Isuzu’s engineers are dedicated to developing an appropriate suspension set-up for South African conditions. 

When the 3rd-generation D-Max does roll out of Isuzu’s Port Elizabeth assembly plant and is transported to dealerships across South Africa in 2021, expect it to feature a slightly different damper and lead-spring set-up from the default global specification. 

How will Mazda position the BT-50?


We haven't seen any hints of what the new BT-50 will look like, but a CX-5/CX-30 face on a D-Max looks alright?

What about the "other D-Max", Mazda’s forthcoming BT-50? These bakkies will share a common platform and many components, but Mazda’s double-cab will be imported, instead of locally produced. 

That will create pricing pressure on Mazda, with BT-50 not benefitting from the localisation and export credits due to Isuzu. Mazda’s BT-50 marketing effort is a lot narrower and simpler than for Isuzu – its new D-Max range will be massive, including single-, extended- and double-cabs. 

Although its bakkie business might barely be ticking over, Mazda South Africa has successfully transitioned from being a broad bakkie brand to a vendor of specialist lifestyle double cabs. The profit opportunity with high-specification double-cab bakkies is much greater than utilitarian single-cabs. 

This simplification of Mazda’s bakkie business was forced upon it by Ford when the companies formed a single entity in South Africa decades ago. As the Ranger product portfolio expanded, Mazda's was rationalised. A consequence of this is that the (now independent) Hiroshima-based company does not have to replace a massive legacy bakkie range with the new BT-50. 

Mazda’s customer expectations are simpler to manage than Isuzu’s. South African customers only expect a BT-50 double-cab. There is no pressure on Mazda to launch a diverse range of cab-styles, trim levels or engine options. 

What are Mazda’s risks with new BT-50? Pricing will obviously be an issue, with Mazda being a pure importer, without the leverage of export credits (such as Isuzu, Ford, Toyota, VW and Nissan). 


Looking on from the sidelines will be VW and Ford as they team up for the next Ranger/Amarok bakkie.

The other issue is that BT-50, despite overwhelming mechanical similarities to new D-Max, will not benefit from the possible local engineering input that Isuzu South African can affect. Mazda will have to settle for an international specification BT-50, whereas Isuzu South Africa could be afforded the latitude for some slight D-Max adaptations, tailored to local conditions. 

A potential advantage for Mazda could be the BT-50’s cabin architecture. Isuzu is a bakkie and truck company, which doesn’t build passenger vehicles or even crossovers. Cabin ergonomics and features are designed and developed with utilitarian users in mind. 

Mazda, by contrast, is a passenger car company that has evolved a portfolio of crossovers. It can leverage the passenger vehicle interior design and infotainment technologies, which are superior to Isuzu, and apply them to new BT-50. That could give the new BT-50 a slight edge in terms of cabin architecture. 

As illustrated by the Volkswagen Amarok's hat-trick of category wins in the #CarsAwards, double-cab customers are increasingly appreciating the value of a slick infotainment system and cabins awash with creature comforts. In an increasingly sophisticated bakkie market, where buyers are trading from traditional passenger vehicles to lifestyle double-cabs, BT-50’s interior design could be crucial. 

When the D-Max/BT-50 platform twins arrive locally next year, at approximately the same time, it will be a noteworthy test case of how South Africans react to a mechanical similarity marketed by 2 very different motoring brands. 

Ranger and Amarok product planners and customers will also take notice of the market reaction to D-Max/BT-50. It could hold crucial lessons for the next generation bakkie from Ford and VW, which will also be a joint development…

Related content:

Update: Hyundai Bakkie Spied Snow Testing

GWM P Series Bakkie – SA Details

5 Cheapest Automatic Double-Cab Bakkies in SA

New Volkswagen Caddy Coming to SA in 2021

Following a pair of recent teaser sketches, further details of the new Caddy family MPV and Caddy Cargo have emerged. It's coming to South Africa in 2021!

The Volkswagen Caddy serves as both a family MPV or cargo-hauling business vehicle and more details of the new 5th-generation Caddy have now been revealed.

The Caddy is built on Volkswagen's highly scalable MQB platform and rather than re-designing the wheel for its new Caddy, Volkswagen design approach is more evolutionary. The face of the new Caddy and the grille in particular is much slimmer than before with newly-designed headlights and a honeycomb mesh design for the lower grille completing the front-end design. The Caddy's rear end gets slim vertical LED headlights. The Caddy will be offered with either a single large tailgate or dual rear doors as well as single or double side sliding doors. These doors can also be opened or closed electrically if you wish. 

 


If you are looking for a stylish panel van to haul goods, or people, the new Caddy is probably a good bet. 

The Caddy's interior has been redesigned and infotainment screens will range from between 6.5-inches to 10-inches and a Volkswagen's Digital Cockpit will also be on the options list. A new multifunction steering wheel and automatic transmission lever are fitted and the new ergonomic seats should provide higher levels of comfort. Keyless Access will also be offered. A host of driver assitance systems will also be on offer including Travel Assist adaptive cruise control, Trailer Assist and Side Assist with Rear Traffic Alert. 

A range of petrol and diesel engines will be offered with the 2.0-litre turbodiesel engine outputs ranging from 55 kW to 89 kW. An 85 kW 1.5-litre turbocharged petrol engine is also on the cards and Volkswagen says that fuel consumption has improved by up to 12% compared with the outgoing Caddy. A supercharged natural gas engine is also in the mix. A choice of a 6-speed manual or 7-speed dual-clutch automatic will be offered and both front-wheel and all-wheel-drive layouts will be available. Engines for South Africa, however, have yet to be confirmed…

The new Caddy will be offered as a Caddy family van or as the Caddy Cargo and will be available in short and long-wheelbase formats.

Volkswagen South Africa has confirmed that the new Caddy will reach South Africa in 2021.

Buy a Volkswagen Caddy on Cars.co.za

Related Content

Spy Shots: 2021 Volkswagen Caddy

You Could Soon Service Your Car Anywhere And Keep Warranty

The Competition Commission believes you, the consumer, should have the right to have your in-warranty car serviced or repaired at a workshop – other than one approved by the vehicle's manufacturer – without the fear that your warranty will be invalidated as a consequence.

The Commission has gazetted draft guidelines that seek to put an end to motorists being forced to have their in-warranty cars serviced or repaired only at the manufacturer’s approved service dealerships – and allow for the fitting of non-original parts where a specific part's warranty has expired – without risking the cancellation/voiding of their warranties.

The guidelines also state that at the time of a vehicle's sale, dealers and financiers must provide the consumer with details of all inclusions and exclusions in the service and maintenance plans.

Prepared in terms of the Competition Act, the guidelines provide practical guidance to firms in the automotive sector on conduct that may be anti-competitive, and encourage competition through greater participation of small businesses and historically disadvantaged groups.

A finalised set of guidelines will be implemented as part of the Competition Act and will give authorities the power to “pursue anti-competitive behaviour through enforcement”.

Currently, owners of new cars in South Africa are unique in the world in being “locked into" using a vehicle manufacturer's service centres, repair shops and parts with "embedded" maintenance- and service plans (included in the purchase prices of vehicles from new). If they decide to use an independent service or repair provider of their choice, vehicle manufacturers void their warranties.

New guidelines are set to make this practice illegal


The Competition Commission seeks to remove barriers to entry for unaccredited service centres. 

Many are hailing the move as a major win for consumers, most notably the Right to Repair South Africa (R2RSA), a Section-21, not-for-profit organisation which has been advocating for freedom of repair choice for vehicle owners for several years. R2RSA has welcomed the Commission’s publication of draft guidelines for the automotive aftermarket sector, describing it as a positive move for the industry and a big win for consumers.

“Now that we have the guidelines, fair competition can be implemented speedily,’ said R2RSA chairman Gunther Schmitz. “It’s an opportunity for market players to report uncompetitive behaviour. It is encouraging to see such a strong focus on increased consumer choice, fair competition and competitive pricing.”

In the past, lack of access to technical information had constrained the independent aftermarket, he said, but the Commission was removing that obstacle by directing Original Equipment Manufacturers (OEMs)  to share key technical information with independent service providers (ISPs) for both in-warranty and out-of-warranty motor vehicles.

“Our hope is the OEMs remove the barriers for consumers and do not try to make access to technical information unaffordable,” he added.


Naamsa believes that systems were already in place to reform the industry and this order will have a negative affect.

Predictably, the National Association of Automobile Manufacturers of South Africa (Naamsa) was not impressed by the Commission’s publishing of the draft guidelines, saying while it was “not substantively opposed to the proposed reforms”, it objected to the way the Commission was going about it.

“Introducing these enforceable guidelines is extremely punitive and a dangerous retrogressive step that is counterproductive and which will harm the economy,” said Naamsa chief executive Michael Mabasa. “I admire the courage of the Competition Commission in many other areas of their work, but it is our considered view that on this occasion, they sort to unjustifiably impose a blunt instrument on an industry that has already agreed to self-regulate and reform.”

'Industry already developing inclusive market access'

The motor industry had already developed an ambitious automotive masterplan, including developing inclusive market access to ensure greater participation of previously disadvantaged firms in the components manufacturing, vehicle maintenance, mechanical and motor-vehicle body repairs, Mabasa said.

All the reforms in the proposed Commission guidelines were covered in the work that its technical workstreams would cover, all monitored directly by the Minister of Trade and Industry, he added.

“We believe the industry is gradually creating a fertile environment upon which these reforms can be implemented without harming the economy. We urge the Competition Commission to reconsider its punitive approach and rather use any guidelines it formulates as an industrial policy tool to stimulate economic growth and inspire business confidence.

“The trajectory chosen by the Commission at this time… is likely to achieve the opposite outcomes,” he concluded.


It seems there are mixed reactions from the public with cases for both points of view.

Social media reaction to the news of the draft guidelines was mixed. Freelance writer Dianne Bayley was firmly in the pro camp: “I was quoted R7 000 to fix the automatic, but not-functioning roof of my BMW Z3 some years ago by the dealership,” she tweeted.

“I stopped at a local service station to ask for a price. The mechanic looked, clicked a few things, got it working perfectly, no charge. (I've) taken all my vehicles there since.”


 

But Edwards Vernon took an opposite view: “This will drastically lower the used car prices as nobody wants a car repaired with sub-standard parts of back yard mechanics.”


 

And Eben van Zyl added: “I will still pay more for a second-hand vehicle serviced by a dealer than an “unknown”. 

“I am in the tooling business, and sadly we see the state of many of these unknowns. I see major problems with poor workmanship.”


 

Carmakers will need to approve independent workshops

But the Commission envisages the current constraints to effective entry and participation by independent workshops being remedied by manufacturers approving those which meet their standards and specifications to undertake services during the warranty period.

“In this regard, the manufacturers must disclose and make public the quality criteria in their appointment of service providers,” the Commission says.

Myen Govender of Durban’s recent experience is typical of the kind of scenario the guidelines seek to outlaw: “My entire warranty is now null and void.”

A KZN Renault dealership refused to repair his in-warranty Stepway’s air conditioner under warranty because he had the car serviced at a “non-approved” dealer, albeit one with a workshop that was RMI (Retail Motor Industry Organisation)-approved.


The big issue appears to be the quality of the service centre used can no longer be determined if it's not accredited.

The Commission states in the guidelines that the process was triggered by multiple complaints the Commission received from various independent players in the automotive aftermarket, as well as members of the public: “They raised concerns about alleged anti-competitive practices, such as pricing behaviour in the automotive aftermarket, and agreements that foreclose independent players at all levels of the automotive value chain.”

Motor manufacturers have in the past warned that if they lose the ability to stipulate that their vehicles be serviced at dealerships quality assured and monitored by them, consumers won’t have the assurance that staff at independent workshops have the training and skills of those in the manufacturer-linked workshops, or that top quality parts will be used.

The draft guidelines are open for comment.

Interested parties can email their submissions to [email protected] until the close of business on March 16 2020.

Related content:

Bought a 'problem car'? Here are your options

Explained: Warranty vs Service Plan vs Maintenance Plan

3 Must-ask Questions for a Used-Car Salesman

The Motor Industry Ombudsman Of South Africa – In-Depth Q&A

Vehicle Warranties: The Devil's in the Detail

10 Cool Things: Bentley Continental GT Mulliner Convertible

Bentley will unveil the pinnacle of its Continental GT range at the upcoming Geneva Show. Suffice to say the exquisite Continental GT Mulliner Convertible – designed and built by the oldest coachbuilder in the world – will serenely glide into the limelight… with its top down, of course.

1. All about the diamonds

For this bespoke model, Bentley Mulliner has introduced a new "Double Diamond" grille, which is complemented by branded side vents that continue the characteristic silver-on-black diamond theme. The grille’s bold design was inspired by Bentley’s exclusive Diamond-in-Diamond interior quilting concept, which adorns all 4 seats, the door casings, rear quarters and, for the first time, tonneau cover.


The daimond detailing extends to the opulent convertible's meshed side vents and even the folding roof's tonneau cover.

2. Order it in any colour you want

The Continental GT Mulliner Convertible is available with a choice of 61 exterior paint finishes, but if a customer still can’t find the exact colour they want, Bentley’s artisan paint specialists can fashion a bespoke colour (matched to any item or sample) for them.


No matter in which position the Bentley's wheels are when the car stops, the Bs in the wheel-centres will always be upright.

3. Self-levelling badges

Bentley Mulliner’s newcomer rides on all-new 22-inch, 10-spoke painted and polished wheels equipped with self-levelling wheel badges that remain upright as the wheels rotate.

4. Eight bespoke tri-colour interior combos

The Continental GT Mulliner Convertible is available with a choice of 8 custom-made tri-colour interior schemes. A Mulliner-designed palette defines the 8 combinations, of which the 3rd of the 3 colours accents the interior by way of a distinctive design line (red, in the case of the car pictured here). What’s more, the hand-stitched leather is embroidered with Mulliner branding in the headrests.


It took 18 months to finalise a stitching process for the leather trim that would befit a car of the Mulliner Convertible's exclusivity.

5. 400 000 stitches

The Diamond-in-Diamond interior quilting features contrast stitching in 2 complementary colours to accentuate the thread against the quilting. According to Bentley, it takes almost 400 000 stitches to deliver this quilting across the cabin of the car, with each diamond containing exactly 712 individual stitches – each one precisely aligned to point to the centre of the diamond it creates.

6. Hand-crafted detailing; time by Breitling

But wait, there are even more "diamonds": the centre console features a contrasting diamond-milled technical finish, topped off by a new and exclusive brushed-silver Breitling timepiece set within a quartet of chrome bullseyes. Oh, would you look at the time?


Note the sumptuous contrast diamond-pattern detailing in the metallic finish of the newcomer's centre console…

7. Evocative interior lighting

The new Continental GT Mulliner Convertible features 7 distinct LED mood lighting themes, complemented by illuminated Mulliner tread plates and, of course, welcome lamps that project the famous Bentley wings to the ground from the door mirrors.

8. A 2 200-Watt, 20-channel Naim audio system

The Continental GT Mulliner Convertible is available with the top-of-the-range "Naim for Bentley" audio system. The setup comprises no fewer than 18 speakers and two Active Bass transducers driven by a 2 200-watt, 20-channel amplifier and 8 DSP sound modes (with Active Bass).


Illuminated Mulliner tread plates are complemented by LED welcome lamps that project the famous Bentley wings on the ground.

9. The 'unboxing'

When customers of Bentley Mulliner's latest creation take delivery of their vehicles, they will receive a leather key in a sumptuous, Mulliner-branded handcrafted presentation box that, wait for it… matches the 3-colour interior configuration of the convertible. The pair of keys is provided in similarly colour-matched cases with contrast stitching.

10. Capable of 333 kph

The Continental GT Mulliner Convertible will be available with either a 4.0-litre, twin-turbocharged V8-, or a 6.0-litre, twin-turbocharged W12 powerplant. Those who opt for the former will be able to waft from 0-100 kph in 4.1 seconds and achieve a 318-kph top speed, Bentley claims. In the case of the latter, the stated 0-100-kph time is 3.8 seconds and the top speed 15 kph higher (333 kph).

New Bentley Specs & Prices in South Africa


Bentley Mulliner describes itself as the Crewe-based manufacturer's "personal commissioning division".

Related content:

Flying Spur to Rival AMG S65

Bentley Hybrid Bentayga Hits Europe

Doing Silly Things in Rolls-Royces

Aston Martin DBS Superleggera (2020) Quick Review

Rolls-Royce Dawn (2016) First Drive

VW’s Electric Strategy Kicks off in SA

Volkswagen has launched the e-Golf pilot project in South Africa, which is the brand’s first step in its commitment towards electric mobility South Africa. 

After Rwanda, South Africa is now the second country in Africa where Volkswagen electric vehicles are being introduced. VWSA welcomes a total of 6 fully electric e-Golfs to the country that will be tested by local media, selected dealerships and employees in an effort to gain insight into what it’s like to use and live with an electric car in South Africa.  

In fact, Cars.co.za, will be testing the e-Golf extensively at our Head Office in Johannesburg, so look out for updates coming soon! 

The e-Golf offers 100 kW and 290 Nm form its electric drivetrain which includes a 35.8 kWh battery. The e-Golf’s electric range is pegged at 190 km. 

Apart from gaining knowledge and insight, the pilot project also aims to drive customer awareness and education regarding electric vehicles. The e-Golf’s will be deployed in Gauteng and the Western Cape and will also be used as shuttles and courtesy cars for Volkswagen customers. 

"At Volkswagen, we want to democratise electric mobility and that is why the e-Golf pilot project is a key initiative for the brand. With the help of our dealers, we want to get as many South Africans as possible to drive and experience an electric vehicle as this is the future of our brand," said Mike Glendinning, Sales and Marketing Director for Volkswagen Group South Africa.

The e-Golf pilot project is the first of three phases that will eventually lead to the inclusion of electric vehicles in Volkswagen’s local product portfolio. The second phase is expected in 2021 when a full fleet of ID.3 electric hatchbacks will be included in the project. The third and final phase will see electric Volkswagen’s go on sale to the public in 2022. 

For the moment, both the e-Golf and forthcoming ID.3 will not be on sale in South Africa. 

Buy a VW Golf on Cars.co.za

Related Content

Spy Shots: 2021 Volkswagen Golf 8 R
Electric Cars: Understanding the Terms
Why VW Should Build this Electric Bakkie
Volkswagen's EV plans for SA

Spy Shots: Volkswagen Tiguan R Coming Soon? 

Our spy photographers have captured images of a Tiguan R prototype in the snowy wilds of Sweden. Here’s what you need to know…

SUVs with credible performance are becoming increasingly popular. The standard Tiguan has been selling strongly in South Africa and there may very well be a case to be made for a performance-orientated Tiguan R. 

These latest spy images show a Tiguan R prototype testing with very little camouflage which is an indication that a production model is not too far off. The Tiguan R prototype reportedly previews the facelifted Tiguan which is also expected soon. As you would expect, the Tiguan R will feature a sportier bumper with larger air intakes and a quad exhaust system will set this derivative apart from the rest of the range. 

It was previously thought that the Tiguan R will use the same turbocharged 2.5-litre, 5-cylinder engine from the Audi RS3 but there's a strong chance that the Tiguan R will employ the same engine that powers the current Golf R which is a 2.0-litre turbocharged petrol engine with 228 kW and 400 Nm and mated with a DSG transmission in conjunction with 4Motion all-wheel drive. Acceleration from zero to 100 kph is expected to come in under 6 seconds…

While we wait for the official details for the facelifted Tiguan to be revealed, the Tiguan R will be on its heels. We will keep you updated as soon as we learn more…

Buy a VW Tiguan on Cars.co.za

Related Content 

Spy Shots: Volkswagen Tiguan R
Volkswagen T-Roc R: Wolfsburg's First Performance SUV
Spy Shots: 2021 Volkswagen Golf 8 R

2021 Hyundai i20 Revealed with more Details

After yesterday's exterior image leak, the Hyundai i20 has been revealed officially, giving us more details and a peek at the interior.

We've already seen what the new Hyundai i20 will look like, but the leak lacked an interior photograph as well as specification and engine details. Now Hyundai has revealed more info about its B-segment car, which will go up against the likes of the Polo, Fiesta, Corsa, Mazda2.

Built at Hyundai's Turkish facility, the new Hyundai i20 has received a big tech upgrade. Inside there are 2 new 10.25-inch screens as well as Hyundai's SmartSense safety system which has advanced tech like Forward Collision-Avoidance. Hyundai is claiming best-in-class connectivity with wireless Apple CarPlay and Android Auto. There's also a wireless charging pad and a Bose sound system is available as an option.

Physically, the Hyundai i20 features a lowered roof (-24mm), wider body (+30mm) and increased length (+5mm), while the wheelbase has also been increased by +10mm in comparison to the outgoing model. Boot space has increased by 25 litres, offering a total capacity of 351 litres.

“Thanks to great quality, reliability and practicality, the i20 has continuously been one of the top sales drivers for Hyundai in Europe,” said Andreas-Christoph Hofmann, Vice President Marketing & Product at Hyundai Motor Europe. “The all-new i20 illustrates our ambition by delivering eye-catching design and comprehensive connectivity and safety to the B-segment.”

In terms of engines, the new Hyundai i20 will be available with a 1.0-litre turbocharged motor coupled to a 48-Volt mild-hybrid setup. Two states of tune are available: 74 kW or 88 kW. This engine is available with a 7-speed dual-clutch transmission or a 6-speed intelligent manual gearbox. The entry-level engine is the 1.2-litre 4-cylinder with 61 kW and is mated to a 5-speed manual gearbox. Torque figures were not supplied.

We'll see even more details regarding the Hyundai i20 when it's revealed at the 2020 Geneva Motor Show in the coming weeks.

Further Reading

Sleek New Hyundai i20 Images Emerge

Next Hyundai i20 has 'Sensuous Sportiness'

Hyundai Venue (2019) Launch Review

Mercedes-AMG unleashes GLE 63 S Coupe

With peak outputs of 450 kW and 850 Nm, the Mercedes-AMG GLE 63 S (4Matic+) Coupe is said to catapult from 0 to 100 kph in 3.8 seconds. Set to make its debut at next month’s Geneva Show, the kingpin of Benz’s premium SUV coupe line-up will most probably arrive in South Africa during the latter half of 2020.

Audi, BMW and Mercedes-AMG have toned down their well-documented horsepower one-upmanship in this era of downsizing and efficiency-minded (green, more-sustainable etc) motoring, but that does not mean that the marques aren’t hell-bent on matching one another model for model. As Audi prepares to roll out its 441 kW/800 Nm RS Q8 and BMW is readying its X6 M Competition (460 kW/750 Nm) – both models are expected in the South African market at some point in the year – Porsche’s Cayenne Turbo S E-Hybrid Coupe (500 kW/900 Nm ­­combined) is already listed on Cars.co.za’s New Car Specs & Test Drives section for a cool R2.8 million-plus-change. Which of the manufacturers have bragging rights on paper? We'll get to that at the end of the article…


Only a Lamborghini Urus (3.6 sec) and Jeep Grand Cherokee Trackhawk (3.5 sec) is faster from 0 to 100 kph. 

Set to share Benz’s Geneva Show exhibition area with the facelifted E-Class next month, the Mercedes-AMG GLE 63 S 4Matic+ Coupe throws subtlety to the wind, but understatement has no place in this rarefied sub-segment of the performance premium SUV market. When we published spy shots of the Benz in late January, we expected the production version to look quite purposeful, but no, Mercedes-AMG’s SUV-coupe juggernaut kicks its look up another notch.

Apart from redesigned headlamps, an elaborate Panamericana grille and a bumper with enlarged air intakes at the front, the GLE 63 S Coupe features flared wheel arches and -side skirts, 22-inch alloys and, at the back, a diffuser, a lip spoiler on the tailgate and a quartet of exhaust tips.


This example is kitted out with the AMG Night Package (the firm probably chose the ho-hum white paint finish for the sake of contrast).

Customers can add to the aggressive look of the Benz by opting for the AMG Night Package; it includes dark-tinted windows as well as black across the front splitter, front and rear apron trim, mirror caps, window frames, and side skirts. In addition, there are high-gloss black tailpipes.

At the heart of the newcomer is a twin-turbocharged 4.0-litre V8 engine (in combination with the Mercedes-Benz’s EQ Boost 48V starter-generator mild-hybrid system), which is mated with a Speedshift 9-speed automatic transmission. Torque is dynamically apportioned to all 4 wheels via the AMG Performance 4Matic+ all-wheel-drive system with fully-variable torque distribution.  


The chances are that you'll hear this Affalterbach beast long before you see it. 

There are as many as 7 selectable drive modes; 4 road-focused settings (“Comfort.” “Sport,” “Sport+” and “Race”), 2 off-road settings (“Trail” and “Sand”) and a personalised driving mode, which allows the suspension, transmission and exhaust settings to be their own specifications.

Derivative-specific technical upgrades include an updated AMG Ride Control+ air suspension system with ADS+ adaptive damping, an electronically-controlled locking rear differential, beefed-up six-piston front brakes (400 mm, with 370-mm discs at the back) and an active roll-stabilisation system, which Mercedes-AMG claims reduces body movement by supporting the loaded wheels under cornering. A ceramic brake package is available as an optional extra.


Who said red striping was the preserve of hot hatches? The GLE 63 S Coupe's interior is rather generic, but still AMG specific.

The GLE 63 S Coupe’s interior execution is not as far removed from non-AMG GLE Coupe derivatives as its high-performance underpinnings, but nonetheless features leather-trimmed, AMG-branded sports seats, an AMG steering wheel and a customisable interior ambient lighting system. The 12.3-inch digital instrument cluster and 12.3-inch infotainment system has been retained, but both have been reprogrammed with a range of AMG-specific displays – such as G-meter, a race timer and an engine data screen, which displays oil temperature and instant power output, Benz says.

In conclusion, then, here is the tale of the tape. Whereas the Porsche Cayenne Turbo S E-Hybrid Coupe wins the horsepower (kW) and torque battle, it gains much more assistance from its beefier electric motor (100 kW and 400 Nm respectively, for a combined 500 kW/900 Nm) compared with the 16 kW/250 Nm of the Mercedes-AMG. So, between old foes Audi, BMW and Mercedes-AMG, the GLE 63 S Coupe has 10 kW less than the BMW X6 M (the most powerful at 460 kW), but its 850 Nm beats the Audi RS Q8's 800 Nm into 2nd place. Fastest from 0 to 100 kph? Well, remember what we said about the focus shifting to matching (rather than beating) each another? The claimed times for the Audi, Benz and BMW is 3.8 seconds. The AMG does top out at 280 kph, though… 

Related content:

BMW X5 xDrive30d vs Mercedes-Benz GLE 400d (2019) Comparative Review [w/Video]

Mercedes-AMG GLE 63 S Brings Power to LA

BMW X6 (2020) International Launch Review

RS Q8 is Audi's Urus

Audi RS Q8 Breaks Nurburgring SUV Record

BMW 2 Series Gran Coupe (2020) International Launch Review

The astonishing 2 Series Gran Coupe is yet another niche-busting BMW. The compact sedan-slash-coupe spearheads the new 2 Series family – but does it feel like a true BMW to drive, given that it's a product of the firm’s platform-sharing programme? Matt Robinson travelled to Portugal to drive the newcomer…

Brutalism, in architecture, had its heyday in the late '50s/early '60s. Characterised by simple, straight lines, loads of exposed building materials and an aversion to blending into the background – it was never the most sympathetic of construction styles. After its brief apogee, it aged very badly, very quickly. As a consequence, most Brutalist structures were considered eyesores in the '70s and ‘80s and unceremoniously torn down. Most of the surviving examples in South Africa are in Jozi, such as the Wartenweiler Library, or some of the towering grey edifices looming over downtown. They’re not pretty, but there's a small yet fiercely-appreciative section of society that adores this short-lived fascination with unremittingly ugly buildings – individuals who wish to protect them from destruction.


Styling may be subjective, but you would have to be under the influence(r) to believe the front end of the 2 Gran Coupe is pretty.

Maybe the same DNA that’s found in the fans of Brutalist architecture will be needed (in 20 or 30 years' time) to defend BMW's current design approach. The Bavarian manufacturer has brandished a styling Brutalism all of its own in recent times, under the tutelage of Dutch design director Adrian van Hooydonk. Under the premise that "good automotive design should elicit a response, be that good or bad; indifference to aesthetics is what is criminal", Van Hooydonk and his team have been turning out some thoroughly… challenging creations. Consider the 3rd generations of the X6 and the Z4. The monstrous kidney grilles on the facelifted 7 Series. The gargantuan double-kidney grille of the upcoming 4 Series. The baffling Vision iNext Concept. All are not what you’d call conventionally pretty.

But perhaps the most visually demanding vehicle turned out by the Munich-based firm to date is this: the all-new 2 Series Gran Coupe (GC). It’s a compact 4-door sedan, based on the same front-wheel-drive (yes, FWD) underpinnings as the 1 Series and Mini families, which draws inspiration from the looks of the bigger 4 Series-, 6 Series- and 8 Series Gran Coupes that have come before it. But when you're looking to tempt buyers out of their Mercedes-Benz CLAs and Audi A3 Sedans, how can something this brutal to behold possibly win favour with your customer-base?

Beauty is in the eye of the beholder…


Sportier and beefier styling of the M235i tries to aid the kerb appeal.

Car design is a highly subjective matter, we know that, so it may well be that you’re looking on the BMW 2 Series Gran Coupe’s form and wondering what our apprehension is about. Yet, to us, this is the least successful bit of design that has ever been put into production by this particular company – apart from, possibly, the old 2 Series Active Tourer MPV. That (now discontinued) model, however, at least had the defence of its bulbous form "following function". Quite why the (supposedly desirable) 2 Series GC has to be so grim-looking is beyond us.

Squashing the swooping roofline of the BMW Gran Coupe formula onto a car that's 4 526 mm long with a compact (2 670-mm) wheelbase just doesn’t work. There are so many bad angles to the 2 Series GC; the rear 3-quarter view, in particular, looks particularly dumpy, hefty and busy. Even when fitted with 18- and 19-inch alloys, the BMW looks seriously under-wheeled and, viewed in profile, there is simply too much metal perched above the arches at both ends of the car. The headlights sit above the tops of the front tyres, which is a feature you’d usually find on an SUV, not a coupe, while the back of the car is a mishmash of contrasting design lines. Finally, all of the details at the front of the car come across as oversized, as if they were supposed to be on a much bigger vehicle… 

If what Van Hooydonk says is true, then yes – this is good car design. Because it has elicited a response in us and that response is: "ugh, it’s hideous". Not even the sportier styling and beefier stance of the M235i flagship can save it.

Inner sanctum


Interior designers at BMW clearly weren't given many opportunities to explore new elements.

Thankfully, things improve immeasurably when you move inside the 2 Series GC, primarily because you no longer have to look at the outside. There is the worry that all of BMW’s interiors are starting to look the same these days, dominated as they are by the combination of the Live Cockpit Professional digital instrument cluster and the BMW Operating System 7.0 infotainment screen, but there’s little to fault with the material quality or ergonomic correctness of the GC’s forward accommodation. As is the case with the 1 Series hatchback, the cockpit is the newcomer's single best feature.

Of course, the whole point of having 2 extra doors at the back is added practicality, and taller occupants (who stand around 1.8m) sitting in the rear will find 33 mm more kneeroom than in the old 2 Series Coupe, as well as acceptable headroom – despite that sloping roof. Plenty of glass in the back of the 2 GC means the driver’s visibility rearwards isn’t compromised for low-speed manoeuvring, while a 430-litre boot is useful and can be accessed from the passenger compartment via 40:20:40 split rear backrests. Yep, it’s much nicer to sit in the newcomer than stand outside it!

Aim for the top


BMW SA currently plans to bring the 118i, 22d and M235i xDrive version to SA.

BMW SA is going to take the full launch line-up that is slated for other markets around the world. That means a trio of 3- and 4-cylinder TwinPower turbopetrol and -diesel engines, delivering between 103- and 225 kW. The base car is the 218i, with its 1.5-litre, 3-cylinder petrol delivering 103 kW and 220 Nm; it’s the only 2 Series GC that can be fitted with a 6-speed manual gearbox, although an 8-speed Steptronic automatic is optional. Whichever transmission you choose for this front-wheel-drive derivative, the claimed top speed is 215 kph and 0-100 kph sprint time 8.7 seconds.

We drove the other 2 versions. The 220d employs a 2.0-litre turbodiesel 4-cylinder motor with 140 kW and 400 Nm, resulting in a 0-100 kph time of 7.5 seconds and a 235-kph top speed. Like the 218i, this is front-wheel drive only (for now) and it comes with the 8-speed auto 'box as standard. It’s also the eco-champion of the range, with a best (claimed) combined fuel economy of 4.2 L/100 km.

The one to focus on, though, is the M Performance flagship – the M235i xDrive. Whereas the 218i and 220d come in base, Luxury Line, Sport Line and M Sport package trims, the M235i has a specification all of its own. It also has easily the most powerful engine: a punchy and robust 2.0-litre 4-cylinder unit with 225 kW at 5 000 to 6 250 rpm, backed up by 450 Nm from 1 750 to 4 500 rpm. As its name insinuates, power is channelled to all 4 wheels (xDrive) via the 8-speed automatic transmission and performance is decent: 0-100 kph takes a scorching 4.9 seconds and the top speed requires limiting to 250 kph. You pay for this performance with consumption rising to a claimed 7.1 L/100 km, but it’s unquestionably the drivetrain that serves the 2 Series GC’s "coupe" aspirations best.

Steady, stable… a bit safe?


Top M235i model features all-wheel-drive.

There’s no doubt that xDrive makes the 2 Series GC feel more… BMW-ish. The M235i is not the most thrilling machine ever to wear that single letter and those 3 hallowed stripes of light blue, purple and red, even allowing for the fact it’s not a full-fat M car. The steering has too much artificial heft to it in Sport mode and there’s a background firmness to the ride quality courtesy of the M Performance suspension and big alloys shod with low-profile tyres. Yet it never descends to the realms of unbearable and, on freeways and driving in urban areas, the M235i GC is a civilised, premium-feeling car.

It's a pretty fine engine that pulls strongly through its rev range, allied to that super-sweet and near-faultless 8-speed transmission. By displaying next to nothing in the way of turbo-lag characteristics, the M235i feels every bit as quick as some of its larger M Performance stablemates with 6-cylinder engines. It emits an appealing sound, too; the turbocharged induction is given a chance to shine over and above the rumblings of the exhaust, although there is a degree of augmentation to the soundtrack of the 4-cylinder motor that’s too easily discernible in the cabin.

What makes the M235i such a devastatingly quick car across the ground is that it is phenomenally stable in all conditions. On greasier, slipperier surfaces slicked by recent rainfall and sand (thanks to our test-drive taking place on the Atlantic coast of Portugal), the M235i just bites into the asphalt and goes. You can configure the BMW to have the steering in its more pleasant, lighter Comfort mode along with the engine and transmission in "maximum attack mode", and it proves a supple enough car to take on even the bumpiest roads with a huge degree of aplomb.


At 430 litres the boot is surprisingly big.

But, ultimately, it’s not quite as engaging to pilot as BMW aficionados would have hoped. Although you can feel a push from the rear in the xDrive system, the M235i is resolutely neutral in the corners and doesn’t have the involvement of BMW’s finest rear-driven machines of the past. There’s not a lot of feel from the steering in any mode, even if it’s consistent and accurate to use, and there’s the suspicion that anyone could get the best from this M235i in very short order of climbing in behind its way-too-fat steering wheel. In that regard, it feels like a good number of high-performance all-wheel-drive (Quattro) Audis from the recent past (to the shock and horror of the staunchest of Bimmer fans, I'm sure). Those Audis weren't particularly known for any shining dynamic deftness.

So the M235i Gran Coupe is fast and secure and capable in all conditions, but is it a compelling compact sporty BMW? No, not really. It’s admirable, yet not hugely desirable. It is, however, better than the 220d, which is commendably comfortable on the freeway, but which will descend into scruffy understeer and scrabbling front-drive traction issues if you try to take liberties with it. So, to make the most of the 2 Series’ chassis, xDrive is the only way to go.

Summary


While competitors have filled this niche, did BMW need to really need to follow suit?

South African pricing will be the key to the BMW 2 Series Gran Coupe’s success (it's projected to land in Mzansi in the 2nd half of the year). If it undercuts comparable 3 Series derivatives by enough of a margin, then – provided you can stomach the way it looks on the outside – there’s not much about the way it drives and its smart interior that will put you off. However, we can’t help but feel that this is a niche that BMW didn’t necessarily need to explore. The 2 GC isn’t notably sporty to drive and, with those unprepossessing looks, it’s certainly not something that packs oodles of undisputed showroom appeal. Unless you’re a real fan of the 2 Series, or indeed Brutalism rendered in car form, there are better options than the smallest Gran Coupe available elsewhere.

Related content:

BMW X2 M35i (2019) Review

BMW 2 Series Gran Coupe M Performance Parts Shown

Mercedes CLA vs Mercedes A-Class Sedan Review

Spy Shots: BMW M4 Coupe

BMW is developing its next-generation M4 Coupe and a prototype has been spied testing in the snow. Here’s what we know so far…

Picture credit: S. Baldauf/SB-Medien

The next M4 Coupe is currently in development and with production expected to start towards the end of 2020, we may very well see the production version in coming months. The M4 Coupe will take aim at rivals such as Audi’s RS5 Coupe and the Mercedes-AMG C63 Coupe.

BMW’s grille design has been a major talking point lately and this particular M4 Coupe prototype is quite heavily camouflaged, which does a fair job at hiding the size and shape of the grille. Based on previous leaks, you can expect a monster grille to dominate the front-end of the M4 Coupe. 

The headlights appear to be production-spec and the sculpted bonnet will give the M4 Coupe a menacing appearance as do the large black alloy rims with sizey brake discs to boot. The taillights look like production units too but their design are well hidden. Note the large quad tailpipes…

As for the engine, the M4 Coupe will utilise the same 3.0-itre twin-turbocharged, 6-cylinder engine that powers the X3 M and X4 M with outputs of at least 375 kW and 600 Nm expected. BMW is also expected to offer both rear-wheel-drive and all-wheel-drive variants of the M4, with the former being mated with both a manual and automatic transmission. The all-wheel-drive system will M4 will be paired with an automatic transmission.

We will keep you updated as more information comes to the fore so stay tuned!

Buy a BMW M4 on Cars.co.za

Related Content

Spy Shots: 2021 BMW M3

The BMW M4 Video We Never Published – Flashback Friday (2014)

BMW M4 GTS (2016) Review

This New M4 Knows its Heritage

Upcoming BMW M4 GT3 Teases Production M4