BMW has released pricing for the new BMW X3 M and X4 M Competition models which are due to launch in South Africa in October 2019.
Back in June 2019, our video guy, Ciro De Siena, visited Newark in the USA to test drive the first-ever M versions for the X3 and X4. He came away mostly impressed and if you haven’t read/watched his impressions, then best you do so.
Now, however, BMW has released local pricing for both the X3 M Competition and X4 M Competition which are due to arrive in October. Note that the South African market will not receive the standard X3 M and X4 M.
Power comes courtesy of an all-new 3.0-litre, straight-6 twin-turbocharged engine developing 375 kW and 600 Nm. Power is directed to all four corners via an 8-speed automatic transmission. Acceleration from zero to 100 kph is claimed at 4.1 seconds with a top speed of 280 kph when you opt for the optional Drivers Package.
Take a look at what you can expect to pay for the BMW X3 M Competition and X4 M Competition below.
BMW X3 M / X4 M Competition – Price in South Africa
The all-new Mazda3 looks very different from its predecessor, is the styling departure going to be too much for some? And what's it like to drive?
The new, 7th-generation Mazda3 has made landfall in South Africa and we attended the Japanese compact hatchback and sedan range's launch. for an in-depth read of our first drive, check out this article.
We now know there's an all-new Nissan Juke coming, thanks to this teaser image. Here's what else we know so far.
Like it or loathe it, the Nissan Juke is one of those passenger cars that got people talking. David Taylor is especially fond of its quirky looks and surprisingly potent turbocharged petrol engines. First launched in South Africa in late 2011 and then facelifted in 2015, the Nissan Juke won many fans locally.
Now Nissan has dropped a teaser image showing a headlight and foglight detail of the all-new 2nd generation Juke. With a reveal scheduled for the 3rd of September, the new Nissan Juke will continue to make the most of what's left of the Renault-Nissan alliance. While unconfirmed, we expect the newcomer to be assembled on the CMF platform which is shared with the new Renault Clio and new Renault Captur – both of which are due in SA in 2020.
The shared components with the French carmaker mean that engines are likely to be shared too. The previous model used both the 1.6-litre turbo and 1.2-litre turbo from the Renault Megane and it makes perfect sense to continue this practice. The new Renault engines look decent on paper too, with a 1.3-litre turbo 4-pot. Let's not forget the new turbocharged triple engines as well as the venerable 1.5-litre diesel engine that continues to power things like the Renault Duster.
We'll have all the information on the all-new Nissan Juke when it's unveiled in early September 2019.
The eagerly-anticipated Toyota (GR) Supra has finally touched down in South Africa and we had a chance to put it through its paces on some of the finest roads in the Eastern Cape.
To say the all-new Supra's gestation was controversial would be quite the understatement. Toyota and BMW's co-development of a sportscar (the Supra) and roadster (the Z4) set tongues wagging. However, platform/powertrain sharing is nothing new… If it didn't exist, we wouldn't be blessed with iconic machines such as the Lamborghini Huracan and Audi R8 cousins. The supercar pair share a multitude of parts and underpinnings, yet the cars' respective Italian and German manufacturers haven't provoked the ire of sportscar purists like Toyota and BMW have. Why would that be?
Granted, Toyota and BMW aren't the most natural of allies, but petrolheads tend to forget that car companies are businesses. Many of us wish that every manufacturer with sporty pretensions would produce a compact 2-door sportscar, but the reality is that cars such as the Supra and Z4 sell in low volumes; they're hardly money-spinners for their manufacturers. Plus, in the case of Toyota, the Aichi-based manufacturer did not have a suitable rear-wheel-drive platform or performance-oriented motor to produce an all-new Supra. The natural course of action was to partner with a firm with a stellar track record for those precise elements. Enter BMW, which was conveniently working on the latest iteration of its Z4 roadster.
Fast forward to 2019 and the all-new 5th generation Toyota Supra (Codenamed A90) has arrived in South Africa… and not all that long after its German ragtop relative. Just look at it! In an era in which manufacturers' design languages are often accused of being too generic/derivative, we can comfortably declare this bold and aggressive look as distinctive – there's nothing quite like it and we have the Toyota FT-1 concept (2014) to thank.
Sensational looks are the main thing when you cast your eyes upon the all-new Toyota Supra
Powertrain
The Supra's BMW-sourced 3.0-litre straight-6 motor delivers 250 kW and 500 Nm, which reaches the rear wheels via an 8-speed automatic transmission. It's a ZF-sourced transmission, which can be mapped to deliver dual-clutch-like quick shifts. Toyota claims a 0-100 kph time of just 4.3 seconds, thanks to the addition of launch control. There are shift paddles located on the steering wheel for additional control and enjoyment.
This is the 3.0-litre turbocharged 6-cylinder engine. Sourced from BMW, it produces 250 kW and 500 Nm.
The all-new Toyota Supra also features 2 driving modes: Normal and Sport. Normal mode is pretty self-explanatory, but Sport sharpens things up and makes the newcomer more responsive, eager and (importantly) louder. You can even dive deeper into the car's settings and toggle the adaptive dampers, transmission mapping, engine sound, engine responsiveness and active differential performance to your heart's content.
SA-spec cars
Toyota SA offers the Supra in 2 flavours: GR Supra Track and GR Supra, both of which feature an active differential and 19-inch alloy wheels.
The Track-spec Supra, which is obviously aimed at driving aficionados, comes equipped with dual-zone automatic air conditioning, smart entry with push-button start, leather-trimmed steering wheel with thumb-mounted switches and a digital instrument cluster. LED adaptive headlights, LED rear lights and LED daytime running lights are fitted, plus the mirrors (side mirrors and rear-view mirror) are all auto-dimming. Rain-sensing wipers, a reverse-view camera and a 10-speaker audio system (with a 6.5-inch display), Bluetooth functionality and USB port round off the Track derivative.
There's plenty of good looking componentry here, but as you can see, it's mostly from the BMW parts bin.
The higher-grade version gets an upgraded infotainment system (with an 8.8-inch touchscreen), satellite navigation, a 12-speaker JBL audio system, leather/Alcantara sports seats (with heating and memory function), a wireless charging pad, tyre-pressure monitoring, park distance control and a head-up display. Adaptive suspension and an array of active-safety equipment (let's be thorough: a pre-collision system, lane departure alert with steering assist, adaptive cruise control, automatic high beam, adaptive front-lighting system, road-sign assist, blind-spot monitor, rear cross-traffic alert, rear-end collision alert, plus Intelligent parking sensors) feature on this Supra derivative.
What's it like to drive?
It ticks both the comfort and sporty boxes with ease.
In complying fully with its product brief, the Toyota Supra was eminently exciting to drive – our 2 days with the vehicle confirmed that. Our launch route took us through some majestic roads such as the N10 and R63 in the Eastern Cape. We also had the chance to test out the Supra's straight-line acceleration on the runway at Somerset East, as well as a few laps on the newly-resurfaced Aldo Scribante racetrack outside Port Elizabeth.
Climb into the Supra and you get that low-slung sportscar feeling right away. Take the time to get the seating position just right and ensure that you can see over that long bonnet. Stab the engine start button and the 6-cylinder wakes up with a bark, even in Normal mode. Engage Sport and the growl deepens, as if to let you know that things have become instantly more serious. The first part of our drive was leaving the confines of Port Elizabeth and we noted the fair ride quality, which was supple for a sportscar. Overtaking was effortless; the beast in the engine bay barely stirred as we dispatched slower traffic. Initially, we left the 'box to its own devices, before taking control with the paddles on more technical ribbons of tarmac.
The rear-wheel-drive setup means beautiful drifts are possible
Once we reached the mountainous regions, it was time to engage Sport mode and put the vehicle through its paces. First thoughts? Goodness gracious, this is one quick and composed performer! Not only does power come on from low down in the rev range, but you can wring the motor's proverbial neck all the way to the redline before reaching for that next gear, which itself engages without hesitation. This process is accompanied by a soundtrack that is an instant mood enhancer, if only it could be bottled and sold over the counter (without a prescription) at Dis-Chem.
When coaxing the lithe sportscar into some corners, we discovered some interesting things: Firstly, those brakes are highly potent, and secondly, the car is supremely balanced. Having experienced the latest iteration of the Z4 M40i, we were apprehensive of accelerating too hard, in case the mighty motor's torque delivery overwhelms the rear wheels. Surprisingly, the grip levels were impressively high, which we're going to put down to a good setup as well as a fresh set of Michelins. Stability and rigidity levels are also to be commended – it's amazing what a hard top can add!
The Supra is at home on the open road where comfort and sportiness merge seamlessly
Despite its overt sportiness, the Supra's ride quality is composed. In Normal mode, there's enough pliancy and suppleness to make it a genuine day-to-day champion. Impressively, you can set the adaptive damping to Sport, and, granted, things firm up, but at no point does the ride quality deteriorate to a point where it's crashy and jarring. You could drive this on a long journey over a variety of surfaces, and emerge on the other side, feeling fresh. There's something magical about how smooth the ride is, which puts it ahead when you compare it with its dedicated sportscar rivals.
The steering is definitely worth a mention too. Unlike its BMW counterparts, the tiller's rim is not a fat M Sport unit… Instead, the rim is comfortably thin and fits perfectly in your palms. The steering column is adjustable and if you've positioned your seats correctly, you can achieve a fantastic driving position. The steering is direct, responsive and thankfully not as over-eager as its Z4 M40i cousin. However, it suffers the same affliction as most modern performance vehicles: you just want more steering feel – the sensation that you're connected to the road is not quite strong enough.
In an era where the art of driving is slowly dying, the Supra is a gorgeous reminder of how much fun it is to actually pilot a vehicle at pace
The best part is you don't need to be a driving ace to get the best out of the Supra. Whereas many rear-wheel-driven cars punish inexperienced or careless drivers, there's a neutrality to the handling balance, which is encouraging. You can press on to find your own limits at your own pace and there won't be any nasty surprises. The newcomer's remarkably easy to drive, be it in the city or through a winding section of a mountain pass.
Our track sessions took place on the fresh surface of a wet and windy Aldo Scribante racing circuit. After a few sighting laps to familiarise ourselves with the layout (and remember where the puddles of water were), it was time to open the taps. A sportscar's primary role is to evoke the fun of driving in its pilot, and the Supra duly delivers. As we mentioned before, there's predictability and ease-of-use to the Toyota's driving dynamics.
You'll be able to feel when you apply the power too early on corner exits, which will enable you to deal with its consequences long before the stability control gets involved. We also had the chance to experience the car flat out on the circuit, with Dakar legend Giniel de Villiers masterfully piloting the Supra around the twisty track. However, the wet conditions prevailed and a few corners were taken with tremendous amounts of big-angle oversteer. Impressively, with the car sideways, Giniel didn't once look fussed and kept things tidy – a testament to the car's wieldy, but forgiving, character.
One of the gripes: BMW's presence is everywhere!
Verdict
Should you buy the all-new Toyota Supra? A low-slung 2-door coupe is a niche product, yes, but the newcomer excels at being a smile inducer and a competent daily driver. There's a boot with enough capacity to get some luggage in and plenty of convenience features. In Normal mode, it's remarkably civilised and restrained in and around urban environments. However, you can easily engage Sport mode and let fellow road users know all about your glorious howling straight-6 engine. There's enough grunt to see off other road users this side of a Jaguar F-Type V6 (one of its key rivals) too, but straight-line prowess is not this car's raison d'etre. The focus is on delivering driving thrills: an art that is slowly, but surely, being lost.
We have some gripes, but they're minor… The infotainment menus have a distinct BMW look and feel about them. The Supra's key fob, too, is BMW in origin and so are the infotainment controls. Thankfully the digital dashboard is a unique item and it really looks the part!
Despite the Supra and Z4 M40i being closely related, they do feel different to drive. The latter's handling is not as precise as the Supra's. Whereas its rear tyres are prone to scrabbling when you abuse the throttle pedal, the Supra is constantly planted and sure-footed, proving this is not just a re-skinned Z4. The 2 vehicles share a platform, engine and transmission, but Toyota and BMW have applied their own settings to the cars' suspension, active damping, differential and power steering setups. Put us on the spot and we'd say, on balance, the Supra is the more involving car to drive…
The best part is the fact that Toyota has badged this Supra as GR, which means there's more to come from the package. The Japanese market receives a 2.0-litre turbocharged 4-cylinder Supra (there's no word on whether it will come to South Africa, but it might!) and, given how good the newcomer's chassis is, we wouldn't be surprised to see a hotter, more potent Supra (with a GRMN badge) before the end of 2020.
This GR Supra is just the start of the Supra's new chapter and we feel there's much more to come…
Toyota Supra Price in South Africa (July 2019)
Toyota GR Supra Track R953 000
Toyota GR Supra (Prominent Red) R1 072 300
Toyota GR Supra (Metallic) R1 082 300
Toyota GR Supra (Matte Grey) R 1 092 300
A 4-services/80 000km service plan is provided as well as a 3-year/100 000km Warranty. Customers can also purchase extended service plans via their Toyota dealer.
The Audi SQ7 TDI has enough torque to tow all your boats – at once. And it's coming to SA in 2020.
Audi has revealed its latest Q7 torque train, following in an esteemed traditional of massively powerful turbodiesel SUVs from Ingolstadt.
The new SQ7 TDI features Audi’s latest single-frame grille, with twin vertical slats, first seen on the current-generation Q7 facelift, shown earlier this month. Around the rear, there are four exhaust ends, grouped into a pairing at each corner of the bumper – symbolising his Audi Q7’s performance potential.
Powering the SQ7 TDI is Audi’s 4-litre turbodiesel V8, which boosts 320 kW and 900 Nm. To ensure minimal turbine lag, a 48-volt electrical subsystem feeds the V8’s two turbochargers a constant charge pressure of air, thanks to an electrically driven compressor.
Despite its gratuitous size, Audi claims the SQ7 TDI will run 0-100 kph in 4.8 seconds, thanks in part to the brand’s vaunted quattro all-wheel-drive technology and a quick-shifting eight-speed automatic transmission. If you're easier on the throttle fuel consumption in ideal driving conditions should average out to about 7.6l/100 km.
With a top speed potential of 250 kph, brakes are crucial, and Audi has equipped the SQ7 TDI with 400 mm discs up front and 370 mm brakes at the rear. Customers have the option to upgrade the standard brake set to an even more impressive carbon-ceramic configuration, which sizes-up disc diameter to 420 mm at the front wheels.
The understated design will no doubt win it the 'sleeper' tagline.
Rolling 20-inch five-spoke alloy wheels, shod with 285/45 profile tyres, the SQ7 TDI strikes a fair compromise between mild gravel travel and high-speed cornering grip.
Borrowing the electromechanical roll stabilization system first seen on Bentley’s Bentayga, SQ7 TDI should exhibit impressive body control – even when rounding tight radius corners at speed.
Audi’s latest performance SUV also features four-wheel steering, with a 5-degree angle of counter- or symmetrical steering adjustment at the rear axle. That should equate to easier parking at low speeds and superior high-speed stability at highway velocities.
This SQ7 will team up with the SQ8, which was revealed just a month ago (June 2019) as part of Audi's performance SUV assault. There will also be an SQ8 to top off the lineup. Both SQ7 and SQ8 are likely to be introduced to SA in late 2020.
GXOR is a Lexus Overlander
Lexus shows its hardcore side with the GXOR Concept.
Lexus is not the first brand you’d consider for a challenging overland journey across technical off-road terrain, but to prove what can be done – there’s the GXOR.
Built on the Lexus GX 460 platform (shared with the Land Cruiser Prado), this GXOR concept off-roader shows that Toyota's luxury division isn’t afraid of the rough stuff. The GXOR is a Lexus SUV upgraded to journey far away from the inner city suburbs or corporate life.
GXOR’s grille is framed by a custom steel front bumper which houses a Warn 9.5 XPS winch and improves its approach angle. There is a snorkel too, feeding the engine cleaner and colder air when journeying through dusty desert conditions.
Atop the GXOR you'll find a 160-Watt solar panel, which feeds a 50-inch LED light bar, along with aluminium stowage cases and recovery boards.
Underneath this go-anywhere Lexus SUV there’s additional gearbox and engine protection, rock sliders and trick suspension, which increases ride height by 63mm. The GXOR rides on a special edition Icon damper set-up, with high-capacity oil reservoirs, aluminium billet control arms and delta joints. Rolling the GXOR along are huge General Grabber X3s tyres, measuring 275/70 and mounted to 18-inch wheels.
To help you communicate when your Smartphone is way beyond its network roaming capability, GXOR has an Icom 5 100A radio set. And if you get really lost, there is a customer drawer system in the rear, with a fridge and gas-stove, so you’ll be good for food and beverages for a week or two.
The Lexus GX differs significantly from its Land Cruiser Prado siblings in terms of engine. Powering the GXOR is a 4.6-litre, naturally-aspirated petrol V8, which cranks 225kW and 446Nm, instead of the Prado's diesel or 4.0-litre V6.
With a ladder frame chassis and low-range gearing, it should go anywhere you’d want to. The 3 000kg tow capacity makes it possible to take along an equally off-road capable trailer too, if you want to journey for months, instead of weeks.
Lexus has no immediate production strategy for the GXOR, but it does illustrate what is possible with the brand’s Prado-twin.
The Mercedes-AMG A45 has finally been revealed and it's one of the most highly anticipated cars expected to arrive in South Africa in Q4 2019. We are currently driving the new A45 in Europe but in the meantime, take a look at what you can expect from this potent hatchback below…
Of course, the important details that everyone will be wanting to know is just how fast the new Mercedes-AMG A45 is. Revealed at the 2019 Goodwood Festival of Speed, the new Mercedes-AMG A45 will be available in 2 states of tune. Both are powered by the same 2.0-litre turbocharged motor, but in "S" flagship trim, you get 310 kW and 500 Nm. The entry-level model produces 285 kW and 480 Nm.
Thanks to a quick-shifting dual-clutch 'box and 4Matic+ all-wheel drive, you can expect the top-of-the-range A45 S to hit 100 kph in a claimed 3.9 seconds, with the non-S model a fraction slower at 4.0 seconds. Both cars feature a top speed of 250 kph. What's particularly exciting is that AMG has engineered the new A45 to be tail-happy. That's right, the 4Matic+ system can be switched to send all of its shove to the rear axle for some drifting action. Mercedes-AMG claims this mode is standard on the "S" and an option for the non-S.
Visually, you'll be able to spot the new Mercedes-AMG A45 and A45 S with the bold Panamericana grille at the front, while a set of neat quad exhausts plus the obligatory aero wing dominate the rear. The base A45 rides on 18-inch alloy wheels, while the S model gains 19-inch units.
Local specification and pricing will be confirmed closer to launch. Look out for our drive impressions coming your way soon.
The 2020 Mercedes-AMG A45 S cabin features the MBUX infotainment system.
New Chevrolet Corvette Stingray Revealed [w/video]
Featuring a mid-engine layout for the first time, the new Corvette Stingray has been revealed and it’s fast, very fast…
With the evacuation of General Motors and Chevrolet from South Africa in 2017, we won’t see the new Corvette Stingray on local roads but that doesn’t mean we can’t ogle from afar.
For the first time ever, a mid-engine layout has been adopted and is fitted with a next-generation LT2 6.2-litre V8 engine that produces 365 kW and 637 Nm of torque and is paired an 8-speed dual-clutch transmission that directs those numbers to the rear wheels. Power can be bumped up to 369 kW worth a Z51 Performance Package which will ensure a zero to 100 kph sprint time of under 3 seconds.
Performance aside, another talking point of this new Corvette Stingray is its interior. The interior layout is completely focussed around the driver. A sporty digital instrument cluster is fitted and the infotainment system is angled towards the driver. The centre console encapsulates the driver and take note of the long strip of buttons running through the centre console.
Do you like the design of the new Corvette Stingray? Share your thoughts with us!
The 53-badged Mercedes-AMGs offer something in between full-bore AMG scary-pants machines and run-of-the-mill Benz models. We tested the new straight-6 engine in the cabriolet version of the E-Class to see what it’s all about.
We like: Beautiful straight-6 sound. Classy design. Understated performance.
We don’t like: How much is it, did you say? Plasticky cabin materials.
Some Mercedes-Benz dealers regularly offer specials. Have a look here.
What is it?
A less fussy design than many of the current German products.
The Mercedes-AMG 53 models represent more stately, "less hooligan" propositions for owners who want the AMG badge, but don't want to deal with gawking petrolheads goading them to rev their car's expensive engines at traffic lights. An "AMG53" harnesses an all-new motor augmented by electric power, a supercharger and a turbocharger, to get it down the road at a fair lick; it lays down its torque courtesy of 4-Matic all-wheel-drive.
It’s a Mercedes-AMG model, so it has to be designed and built to produce maximum performance – that's what most people would expect. Not so much in the E53, though. If you expect to be blown away when you bury the accelerator for the first time, you're bound to be a trifle underwhelmed. The newcomer is not brutishly fast in the way that the headline figures (320 kW and 520 Nm) suggest. It will, even in Cabriolet guise, get to 100 kph from standstill in 4.5 seconds and run on to 250 kph (270 kph with the Driver’s Pack). In a time when every turbocharged performance engine has to deliver a kick in the back and a torrent of torque, there’s something refreshing about the way the E53 Cabriolet 4Matic+ goes about its business.
The 6-cylinder under the bonnet is laden with modern tech but delivers old-school thrills.
It delivers its power in a linear manner, and even though the redline kicks at just over 6 000 rpm, the transmission is long-geared, so it feels like the motor revs "endlessly". The secret to this performance characteristic lies in the power unit's 3-tiered boosting system. At the heart of this 3.0-litre straight-6 is a 48V electric system with an integrated starter/generator, which can contribute 16 kW and 250 Nm of torque, but more importantly, it spins up a supercharger that cuts out lag before handing over to (an exhaust-driven) turbocharger that increases the top-end grunt. Despite this very complicated mechanism, it feels every bit an old-school 6 cylinder unit from behind the 'wheel, replete with a creamy power delivery and a sweet-sounding exhaust note. It’s not trying to bark, pop and make every other sound from a heavy-metal anthem, just emit an operatic howl. It’s a gem.
The 9-speed automatic transmission works well with the new engine and, by actuating gear changes with the steering wheel-mounted paddles, a driver can feel more connected with their machine. On downshifts, the EMS blips the engine to provide just a hint of overt sportiness to the package.
A driver’s car?
All Mercedes-AMG 53 models come with Ride Control Plus (it's based on Benz's standard air suspension, but tuned for a slight performance bent) and the E53 Cabriolet 4Matic+'s driver can choose between 5 different driving modes to tailor their car's driving experience to their preference.
Mode select allows you to customise your drive experience to your current mood.
The E53 Cabriolet 4Matic+ rides on the firm side, but its suspension is certainly not as unforgiving as those of "full-fat" 63 versions. For a ragtop, the Benz's body is reasonably taut and largely free of much of that "sideways shuffle" that cabriolets tend to exhibit on bumpier surfaces. Rougher roads expose the firm ride, even in Comfort mode, but overall there's a reasonable balance between AMG-worthy performance and pillowy comfort.
Where you’ll get the most out of E53 Cabriolet 4Matic+ is out on the open road, where a driver can drop the soft top, let the sophisticated 3.0-litre 6-cylinder go for a gallop and be quite assertive with steering inputs. The Benz feels confidently planted in long, sweeping bends and the 4Matic system provides more grip than you’re ever likely to need. By virtue of the hefty body, changes in direction are a little dopey but the steering feel and feedback is better than what you'd get from any of the rival German brands. Truth be told, one can hustle this "Big E" more than you’d expect.
A boulevard cruiser
Tastes differ, but we think the current generation of E-Class Coupe and E-Class Cabriolet are some of the best-looking models in Mercedes-Benz’s line-up. Classy, understated and less fussy than many other current designs, the E53 Cabriolet 4Matic+ is easy on the eye with the roof up or down.
When driving with the roof down in the heart of winter, the seat warmers and air scarf setting need to be cranked up.
The derivative does get a bit of special treatment to enhance its overall look. It’s 61 mm wider at the front and 50 mm wider at the rear, giving it more presence and a lower centre of gravity. The quad tailpipes and small boot spoiler add a bit of brashness and subtlety to the car's visual impact.
So, is this Benz tailor-made for summer cruises? Yes, however, we believe the Cabriolet could be enjoyed to its fullest on sunny winter or spring days (when the sun's rays are not too harsh): drop the roof, pump up the heat on the Air Scarf and take a relaxing drive on a country road.
Interior appeal?
Mercedes-Benz interiors are beautifully designed, but the E-Class was the first to introduce the current layout with the "skateboard" centre screen that spans half the width of the cabin. The issue is that it has since been improved upon in the new A-Class, which now sports Benz’s best interior.
It's a beautifully designed cabin, just features too much plastic disguised as premium materials.
And while the E53 Cabriolet 4Matic+'s infotainment system offers all the connectivity options one could ask for, the fit and finish of the cabin materials could be better. Although the cabin's aesthetically pleasing, it contains an awful lot of plastic. It might be fancy plastic, with gloss finishing or a carbon pattern, but it’s still plastic. It would feel more expensive if there were more leather surfaces or rich carpeting, or even metallic inlays.
As for practicality, the E-Class Cabriolet can thankfully store more than an overnight bag in its boot. With the roof up, there’s a claimed 385 litres of luggage space and with the roof down it’s still a commendable 310 litres.
Price and after-sales support
The E53 Cabrio 4Matic+ costs R1 441 226 (July 2019) and has a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan.
Without many competitors (the BMW 6 Series has been discontinued, save for GT), the E53 has set a very high price.
Verdict
The E53 Cabriolet 4Matic+ feels like a grown-up piece of kit – it's a product made for the discerning enthusiast who might be expected to say: "I don’t need to go everywhere sideways, but I do like to show off a little." The engine is the highlight of the package, underneath all that amazing tech is a powerplant that feels and sounds a bit old-school. What's more, it sounds great, like a symphony orchestra, rather than a fireworks display.
There’s enough in the way of AMG fettling to make this cabriolet handle well on twisty backroads and, most importantly, effortlessly catch the eye when things slow down on the cruise through town (with the top down, of course).
It is a rather expensive commodity, however. With a price tag of R1.4 million, the E53 Cabriolet 4Matic+ has no direct competitors (the 6 Series Convertible has been discontinued, for example), so Mercedes-Benz South Africa has exercised its option of setting its own pricing. If you don’t want a pure sportscar, like a Porsche 911 Cabriolet or Jaguar F-Type Roadster, it’s the only open-topped cruiser with a performance badge apart from the SL63, which, at double the asking price, is another prospect altogether. And as, for the Mercedes-AMG S63 Cabriolet, well, that costs R3.3 million!
The next BMW 4 Series has been spied by our German photographers. Here’s what you can expect…
Picture credit: S. Baldauf/SB-Medien
Despite wearing heavy camouflage, these latest spy shots of the new BMW 4 Series coupe provide a hint of what the model will look like. ‘
The headlights and taillights appear to be the real deal and have some resemblance to those seen on the new 8 Series. The overall silhouette looks powerful with an attractive sloping roofline that gives it a sleek look. While this is just a prototype, more revealing details are expected in the coming weeks and months.
As for the interior, it’s expected to follow direction from the latest 3 Series and you can expect a digital instrument cluster and comprehensive infotainment system to be fitted.
Engines are also likely to mimic those offered in the 3 Series range which means turbocharged 2.0-litre petrol and diesel engine choices can be expected. BMW’s xDrive all-wheel drive will also be offered on select derivatives. A new BMW M4 is also expected to offer at least 352 kW from a twin-turbocharged 3.0-litre straight-six engine while the more hardcore M4 Competition will pack up to 375 kW.
We will keep you updated as soon as more information on the new BMW 4 Series becomes available.
