Opel has bolstered the feature offering on its Grandland X while also increasing its warranty plan in an effort to improve the value proposition of its mid-size family SUV.
Buyers shopping for a mid-size SUV will be wise to check out the Opel Grandland X which is now offered with a 5-year /120 000 warranty. More than this, the range has also benefitted from a specification upgrade.
The Grandland X 1.6T Enjoy automatic now gains 18-inch alloy wheels, front fog lights, aluminium roof rails and rear privacy glass. A Plus Package is also offered which adds a panoramic sunroof, SatNav900 IntelliLink infotainment system, leather seats with a winter pack (heated).
The Grandland X is powered by a turbocharged, 1.6-litre petrol with 121 kW and 240 Nm of torque and is mated with a 6-speed automatic transmission. Opel claims a fuel consumption figure of 7.0 L/100km.
The torrent of special-edition bakkie introductions shows no signs of abating. Only 535 units of the Toyota Hilux GR Sport will be sold in South Africa; we drove the newcomer in Botswana and Zimbabwe to see what it has to offer.
Last year, Toyota made quite a marketing splash by demo-ing its “not for sale in ZA” Yaris GRMN. But there’s more to Gazoo Racing than Dakar victories and low-volume hot hatches. Gazoo Racing offers 4 tiers of product tuning, ranging from sticker kits to bespoke race-bred track specials. Ford recently launched its off-road-racer inspired Raptor and Isuzu rolled out its almost comically oversized D-Max Arctic 35 AT soon thereafter. So, is the Hilux GR Sport also aimed at hardcore off-roading enthusiasts? We drove the limited-edition bakkie across Southern Africa to find out.
That black bonnet and roof make the Hilux GR Sport instantly recognisable.
The Hilux GR Sport is the first Gazoo Racing (GR) product to be made available in South Africa through Toyota's dealer network. Considering how popular the Hilux is, the newcomer represents a smart way to test the marketability of the GR sub-brand. Although 600 units of this eagerly anticipated and head-turning bakkie will be produced, only 535 examples have been allocated to South African dealers (the rest of them will be exported), so if you're keen on buying one, you better act fast – Toyota has already confirmed that no more Hilux GR Sport units will be built.
The Hilux GR Sport sits the 2nd tier of the GR-product pyramid, which means that this Hilux doesn’t just come to market festooned with a few extra stickers and endowed with an evocative moniker. Indeed, the newcomer features some notable under-the-skin changes too.
Suspension and wheel upgrades
A sportier suspension setup at the front but no power upgrades.
For a start, the GR Sport features an entirely new front suspension setup, which consists of a monotube design and revised dampers. The bakkie's front spring rates have been revised to facilitate a sportier ride, but the rear suspension setup remains unchanged so as to maintain the Hilux's current load-bay standards (layout and carrying capacity). The wheel size is 1-inch smaller than standard (the black alloys are shod with 265/65/17 rubber), but the tyres have a slightly higher profile than those of the standard bakkie, ostensibly to restore a bit of post-suspension-update comfort.
So, what’s it like to drive?
On the road, the bakkie feels pointy and more responsive, but the stiffer suspension is a double-edged sword, especially when you drive the GR Sport round town: speed bumps and road imperfections are more noticeable, but at least the bakkie's high-speed stability seems to have improved.
The suspension mods appear to have compromised the ride quality somewhat.
We travelled on myriad gravel roads that meandered past remote towns and villages. When travelling at speeds of up to 100 kph, the GR Sport’s suspension appeared to easily soak up bigger bumps, which allowed for brisk progress across rough terrain. The higher damping rate meant that the ride quality did feel harsher on gravel too. It’s not measurably more capable off-road than a standard Hilux, whereas the aforementioned Raptor can achieve much greater feats on the dirt than a stock Ranger. Is the minor improvement in handling enough to justify the firmer ride? You decide.
The GR Sport certainly looks the part. Its attention-grabbing livery makes it clearly distinguishable from standard Hiluxes and the bakkie is offered in a choice of 3 colours (it was hard to pick a favourite, each one has its merits). Distinctive looks are important in the game of bakkie one-upmanship!
You won't struggle to spot one on the road: the sticker kit and badging sets the Hilux apart from even Legend 50 derivatives.
The Hilux GR Sport features a black bonnet and roof, with matching accents on the side mirrors. You also get GR-branded side steps, over-fenders and the tailgate is also "blacked out". All in all, the visual appeal of this specialised Hilux is quite striking compared with standard versions of the bakkie. As for the stickers, I'm not mad about their designs, but they do hint at motorsport pedigree, which is exactly what they’re supposed to do.
Interior changes
The Hilux GR Sport's interior updates mirror those of the Legend 50, but because this a limited edition, additional derivative-specific details have been added. There are red accents on the dash', GR logos stitched into the headrests and carpets, the engine-start button is branded and every example comes with a plate bearing a unique serial number, so that owners have a constant reminder that they’re driving something special.
Volume and tuning knobs have returned to the Hilux infotainment system and red stitching and -plastic inserts hold pride of place.
The GR Sport's infotainment system is also in line with other 2019-spec Hiluxes, such as the new Legend 50 derivatives; it comprises an enlarged 8-inch touchscreen display (now flush-mounted and integrated into the dashboard) with additional rotary dials for volume and tune functions. The rotary dial is a welcome change as the general consensus was that the touchscreen volume control of pre-2019 Hiluxes was very fiddly to use.
The unit also features key-function shortcut buttons, onboard satellite navigation, DVD, USB, Bluetooth and auxiliary audio input interfaces. A multifunction steering wheel (which operates the onboard computer and infotainment system) and reverse-view camera add further convenience.
Not much. The Hilux GR Sport is equipped with the dependable 2.8-litre GD-6 turbodiesel engine (130 kW/450 Nm), mated exclusively with a 6-speed automatic transmission (with selectable Manual and Sport modes) and "switch-on-the-fly" 2H to 4H capability. Automatic versions of the 2.8-litre GD-6 produce 30 Nm more than their manual counterparts and the self-shifting 'box proved smooth and easy to use in a variety of conditions.
Verdict
All 535 local models have been sent to dealers, expect them to be snapped up immediately.
Unfortunately for the Hilux GR Sport, comparisons between it and the Ranger Raptor are inevitable. In terms of its engineering, the GR Sport isn’t nearly as purposeful as the Ford; think of it as more of a homage to the reputation Toyota has gained after many miles at Dakar. For my taste, the ride is too firm for everyday use, which makes the standard Hilux Legend 50 a better buy. The 535 GR Sport owners will, however, benefit from the exclusivity of their bakkies and, probably, tremendous resale value. I wonder if Toyota might perhaps have a more hardcore Hilux in the pipeline?
Model Line-up and pricing
Only 600 GR Sport models will be built.
Hilux 2.8 GD-6 4×4 GR Sport 6AT – R 707 400
The Hilux GR Sport comes with a 3-year/100 000 km warranty. A 9-services/90 000 km service plan is also standard. Customers can also purchase extended service plans via their Toyota dealer.
This is Bentley’s 1500 Nm EV
100 years of classic, cultured Bentleys meets a rather bold and futuristic concept. Also, where is the leather?
Bentley has revealed one of the most striking concepts cars ever built, with its new EXP 100 GT. Designed to celebrate the marque’s centenary, EXP 100 GT also previews what Bentley expects its 2035 model range to look like.
The concept car might have the configuration of a traditional grand tourer, with four seats and a long bonnet, but it is absolutely massive in size and the styling details are exceptionally extravagant. At 5.8m in length and 2.4m across, it’s a huge vehicle – but somehow Bentley has managed to keep kerb mass down t only 1 900 kg, which is remarkably low for a battery powered car of this size.
Perhaps the most notable styling element is the EXP 100 GT’s nose, which features a pseudo-grille made up of 6 000 individual LEDs. Bentley’s traditional flying-B bonnet ornament takes pride of place atop the long front section, but there is no engine below it.
Bentley aims to keep the weight below 2-tonnes, a hard task for battery-powered cars.
Driving the EXP 100 GT along is a battery pack and electric motors which generate 1 500 Nm of torque. Without specific kWh ratings for the batteries, or an electric power output figure, that torque rating appears to be disingenuous.
Bentley claims a driving range of 700 km and startling performance. The EXP 100 GT will run 0-100 kph in 2.5 seconds and a top speed of 300 kph. Recharging the battery pack to 80% capacity requires only 15 minutes, but again – Bentley has not divulged exact charging capacity details.
The EXP 100 GT’s cabin is a study in noble craftsmanship. Bentley values rarity and there now appears to be a feeling of sustainability about its future products too. The EXP 100 GT’s cabin does not contain traditional animal hide, but instead, a leather-type material made from grape pulp (good news for local wine farmers perhaps?).
Full autonomous driving (or is that touring?) ability is controlled by a sophisticated artificial intelligence architecture, which monitors passenger biometrics and adjusts the car’s cabin fragrance, ventilation, temperature, infotainment and even sun-shading accordingly.
How much of the EX 100 GT will go into production? Well, you’ll have to wait until 2035 to find out.
Toyota Hilux Legend 50 (2019) Launch Review
Toyota has rolled out a host of new Hilux derivatives in 2019… The Prospecton-based firm recently launched the limited-edition GR Sport, as well as a number of Legend 50 derivatives. We crossed multiple borders with the Legend 50 to find out what it adds to the legacy of the Hilux. Ernest Page reports from “somewhere in Southern Africa”.
With record sales of over 4 700 units in June 2019, the Hilux continues to dominate new-vehicle sales charts. Even though some may argue that Ford’s Ranger is an “as good or even better” product, the South African public’s appetite for Hilux bakkies has been insatiable for the last 50 years. It’s for that reason that Toyota has introduced the new Hilux Legend 50 which celebrates 5 decades of the Hilux in South Africa. It supersedes the familiar Raider range, but what’s changed? We tour through 3 African countries in one day to find out if Hilux is still as proudly South African as ever.
Legend 50 easy to spot from the side with the black trim pieces.
Legend. The word is often bandied about and, at times, I’ve had to bite my lip, because the ability to catch a set of house keys with one hand or the grace to hold a door open for a member of the fairer sex doesn’t really make one a “legend”, now does it? However, what if you’ve been consistently outperforming the competition for no fewer than 50 years? In my estimation, the venerable Hilux has done enough to deserve its legendary status in the South African motoring fraternity. Right now, it’s the top-selling motor vehicle in South Africa and, for half a century, it has transported millions of people and supported multiple industries across the country. Toyota has nailed down the Hilux formula; it hasn’t changed much since the first Hilux bakkie appeared on our streets in 1969. So it comes as no surprise that the changes made to Legend 50 are incremental, rather than sweeping.
What’s new?
Although the winning formula remains largely unchanged, the Legend 50 package now replaces the Raider specification across all 3 body shapes (Single-, Xtra- and Double Cab) of the Hilux. Single- and extra-cab Legend 50 derivatives are powered by the 2.8-litre GD-6 turbodiesel engine that produces peak outputs of 130 kW and 420 Nm, although automatic versions produce an additional 30 Nm (450 Nm). The derivatives are available with either a 4×2 (Raised Body) or a 4×4 drivetrain and a choice of a 6-speed manual gearbox or a 6-speed automatic transmission.
The newcomer is not short on special badging, is it?
Double Cab Legend 50 derivatives are available with either the aforementioned 2.8-litre GD-6 or 4.0-litre V6 petrol engines. While the latter is available exclusively in 4×4 automatic guise, the turbodiesel versions are available in either 4×2 or 4×4 configuration, in manual or automatic guise.
The driving experience remains pleasingly unchanged. During our journey, the Legend 50 traversed many miles of tarred roads and off-road terrain with typical Hilux ease and although I still prefer the torquier automatic, the manual version is robust and workmanlike in demanding conditions.
Exterior changes
In 2018, Toyota launched the Dakar Edition to provide a hint to what the new face of high-spec Hiluxes would look like. Unsurprisingly, the public loved it. Since that exercise paid off so handsomely, the new Legend 50 boasts a similar frontal treatment, but with some tweaks and changes.
The grille, which bears a Legend 50 badge, is blacked out, has a gloss finish, and is matched by the foglamp surrounds. C-shaped silver accents frame the foglamps vertically and complement the bumper guard. The LED headlamps incorporate daytime running lights (DRLs).
Is this the Wildtrak competitor that Toyota has needed?
Along the side, the extra- and double-cab Legend 50 derivatives sport black side-protection mouldings, chrome-finished side mirrors and door handles, as well as black side steps and silver roof rails. A customised rear styling bar with matching Legend 50 badging and a textured, heavy-duty tonneau are available as extra-cost items and we believe they’ll be popular. As I mentioned before, the changes are incremental and, as far as a styling package goes, it works, bringing the Legend 50 up to date as to compete with the beefed-up looks of high-end Ranger and (Nissan) NP300s.
At the rear, a black bumper, smoked-look tail-lamp clusters and bespoke tailgate badging complete the Legend 50’s visual package. A towbar is fitted as standard and derivative-specific two-tone 18-inch alloy wheels shod with 265-60-R18 all-terrain tyres are fitted. The wheels are quite large, but thanks to the generous 60-profile rubber (tyres with high sidewalls), the Legend 50 delivered a reasonably comfortable ride on rougher terrain.
Interior changes
Many small changes can be observed inside the Legend 50’s interior, including black leather trim (on X/C and D/C) with blue stitching, a chrome accent strip across the dashboard and gloss-black panel trim. Legend 50 derivatives also have branded silver door scuff plates and carpet sets.
Look at those physical volume knobs! Thank you, Toyota.
Meanwhile, the instrument cluster features white-faced dials and a 4.2-inch TFT multi-information display. By operating the steering wheel controls, a driver can access a variety of information (including audio, compass, navigation prompts, trip info and fuel consumption detail).
The infotainment system has also been upgraded; it features an enlarged 8-inch (20.3cm) flush-mounted touchscreen display and, in what may have been a sop to consumers, Toyota has fitted a rotary volume dial in place of the much-maligned touchscreen volume control. This has been a personal bugbear for me in any car and I’m glad to see manufacturers taking note and switching back to the much more ergonomic knob-setup.
So, is it any better?
If you aren’t one of the lucky few to get a Hilux GR Sport, this Legend 50 is the next best thing.
The Legend 50 needs to upstage eye-catching packages such as the (Ford Ranger) Wildtrak and (Nissan) Stealth in the looks department and, with this new, fresh look it certainly can. The newcomer retains that typical Hilux bulletproof feel though. In the city, the drive felt typically Hilux. Unladen, the ride was slightly too choppy over speedbumps and ruts, but on gravel and sweeping long roads, Legend 50 covered the miles with little effort.
Monthly national new vehicle sales statistics (not to mention robust Hilux resale values) suggest that most consumers are more than happy with the existing Hilux package. Toyota – the 2018/19 Cars.co.za Consumer Awards Brand of the Year – would have to be silly to mess with a winning product, but thankfully it hasn’t. In Legend 50 guise, the Hilux now looks even more handsome than in the outgoing Raider getup… Dare I say ask: could this be the best-looking Hilux yet? Expect to see 1 of these on the road, or in your, or your neighbour’s, garage in the near future.
A robust crossover coupe, for Russia, by Renault at an affordable price.
Renault has commenced deliveries of its new C-segment crossover, the Arkana.
The product strategy with Arkana is to offer an affordable crossover coupe to customers who aspire to pseudo gravel travel styling, with a sloping roofline.
Built as part of a very complex joint venture between Renault-Nissan-Mitsubishi and Daimler, the Arkana’s launch market will be Russia. It combines frontal styling elements from the latest Clio and Koleos with a coupe-like profile and crossover stance.
Measuring 4.54 metres in length, the Arkana will accommodate five passengers and 508-litres of their luggage. Fold down the rear seats and that luggage capacity swells to 1 333-litres. Renault has confirmed that even the entry-level Arkanas will feature an eight-inch infotainment touchscreen, climate control, heated seats and parking sensors.
The Coupe SUV trend is now filtering down from the premium brands.
Powering the Arkana are two engine options. A naturally-aspirated 1.6-litre petrol engine is good for 85 kW and drives the front wheels. For those customers who seek all-wheel drive, there is a 1.3-litre turbopetrol, boosting 112 kW and 250 Nm, paired with a CVT transmission.
Appearance might underestimate the Arkana’s ability, as it registers a very ample 208 mm of ground clearance – which means it should make light work of most gravel journeys and mild off-road work.
Renault is launching its Arkana at an equivalent price position of R315 000, for the entry-level front-wheel-drive version. Unfortunately, Renault South Africa has no plans to bring this in, despite its seemingly good value and stylish appearance. Possibly the lack of interest in 'big Renaults' locally has something to do with it as the brand struggles to shift things like Koleos and Megane in meaningful numbers.
BMW has officially revealed the new third-generation 1 Series premium hatchback which is due to arrive in South Africa in October 2019. Take a look at what you can expect below…
A new 1 Series has broken cover and unlike the outgoing model, it will now be offered in front-wheel drive configuration which has reportedly improved interior space of BMW’s premium hatchback.
The new 1 Series is offered in 5-door guise only and stands some 5 mm shorter than the previous model at 4 319 mm. It’s some 34 mm wider though, now standing 1 799 mm wide and also standing 13 mm higher at 1 434 mm. The wheelbase has also been shortened by 20 mm to 2 670 mm when compared with the second generation model.
In terms of styling, the new 1 Series wears a larger, more prominent kidney grille with the 2 kidneys merging in the middle for the first time and flanked by angled headlights (adaptive LED headlights optional). The rear-end features two-section taillights which reinterpret the familiar L-design. The 1 Series will be offered with a host of new alloy wheel designs with sizes ranging from 16- to 19-inches.
As for the interior, BMW will offer an electric panoramic sunroof for the first time on the 1 Series. Other features such as a choice of backlit trim strips and wireless charging will also be offered to customers. The 1 Series can also be had with a pair of digital screens of up to 10.25-inches in size featuring BMW Operating System 7.0. A full-colour, 9.2-inch Head-Up Display will also be optionally available.
Importantly, in terms of space, BMW says that rear passenger kneeroom has improved by 33 mm while headroom has increased by 19 mm (with outward sunroof specified). Elbow room is also some 13 mm more generous for rear passengers while front occupants get an extra 42 mm. The load bay measures 380 litres which is 20-litres more than the outgoing 1 Series and increases to 1 200 litres with the rear seats folded down. BMW has increased the boot width by some 67 mm and an electric tailgate will also be offered.
A total of 4 equipment lines will be available including the base Advantage, Luxury Line, Sport Line and M Sport.
Engines for SA
Only 2 engine choices will be offered in South Africa from launch with the M135i xDrive topping the range.
While the 1 Series will be powered by 3 diesel engines and 2 petrol engines globally, BMW has confirmed that South Africa will initially receive the 118i and the range-topping M135i xDrive.
The 118i is powered by a 3-cylinder, 1.5-litre turbopetrol engine with 103 kW and 220 Nm of torque. A 6-speed manual or 7-speed dual-clutch transmission will drive the front wheels. Zero to 100 kph for the 118i is claimed at 8.5 seconds with a top speed of 213 kph. Fuel consumption is claimed at 5.7-5.0 L/100km.
For those seeking more driving thrills, the M135i xDrive is the one to go for with a 2.0-litre turbopetrol engine producing 225 kW and 450 Nm of torque. Using an 8-speed sport transmission and equipped with all-wheel drive, the M135i xDrive will dash from zero to 100 kph in 4.8 seconds and reach a top speed of 250 kph. BMW claims a fuel consumption figure of 7.1-6.8 L/100km.
Look out for our driving impressions coming your way on 17 July 2019.
Nissan’s latest GT-R borrows bits from the company’s GT3 racing programme.
The GT-R might be in its 13th year, but Nissan’s engineers are still finding ways of extracting additional performance from the platform.
Nissan’s latest upgrades to its V6-powered supercar come under the guise of a Nismo derivative which is even closer to being a road racer than before. The car’s exterior design is dominated by sections of exposed carbon-fibre, red piping which runs all around an intricate series of splitters and side-spoilers; yellow Brembo brakes and titanium exhaust ends which have been burnished to turn them blue.
Beyond the striking appearance, engineers have managed to save 10.5 kg of weight by improving the carbon-fibre material quality of the GT-R Nismo’s bumpers, bonnet, front wheel arches, roof and boot lid. Redesigned Rays 20-inch wheels reduce rotational mass and a host of other lightweight bits have managed to make the new Nismo GT-R 20 kg lighter than its predecessor (which was launched in 2017).
The Nismo GT-R uses specially developed Dunlop tyres which increase the contact patch.
Illustrating the obsession with detail applied to this latest Nismo product, are its tyres. Dunlop collaborated with Nissan to develop a unique tyre with fewer grooves and a wider tread, increasing the car’s contact patch by 11% – which should translate to better mechanical grip and higher cornering speeds.
As one would expect from such a track-focused customer car, Nissan’s aerodynamicists have adopted scalloped air-vents, cut into the front fenders, which help extract and channel hot heat away from the engine bay.
Although the 3.8-litre turbocharged V6 produces an unchanged 447 kW of power, its turbochargers are now similar to those found on Nissan GT3-specification race cars. The turbine shape is different from other GT-Rs and its impeller features fewer blades, which total a 20% improvement in throttle response.
The other notable technical upgrade featured on this new GT-R Nismo is its steering, which has been recalibrated to work with the grippier Dunlop tyres. Nissan claims it produces superior linearity in its response, especially at speeds around 300 kph, requiring fewer steering corrections.
With the next-generation, GT-R confirmed to be a hybrid, those who wish to own a pure internal-combustion version of this legendary Japanese supercar now have on option on the best version yet.
The previous version of the Nismo GT-R did not make it to SA so this version won't either. Expect a few Nurburgring records to fall in the next few months, however.
Nissan Navara Gets Major Update for 2019
The Nissan Navara has been updated for 2019 and the changes are comprehensive. Here's what you need to know.
The Nissan Navara is a double-cab bakkie which is assembled in Spain, China, Mexico, Thailand and Argentina. It takes on the Ford Ranger, Toyota Hilux and Volkswagen Amarok in the hotly-contested leisure double-cab bakkie segment.
Now for 2019, Nissan has unveiled some changes to the Nissan Navara. While the differences are difficult to spot on the outside, the changes made to the Navara are significant. The Japanese brand claims the newcomer is "tougher, smarter and more fuel efficient."
In terms of styling, the Navara gets new wheel designs and larger rims in some cases, up to 17-inches in size. High-spec Navaras feature LED headlights now with a high-gloss black inner shell element.
Perhaps the most notable improvement is the inclusion of an updated 2.3-litre diesel engine which now features not one, but 2 turbochargers. The outputs, however, remain the same with the familiar 140kW and 450 Nm of torque while a 120 kW/425 Nm version will also be offered in some markets.
In an effort to improve efficiency, Nissan has reworked the engine to include steel pistons and carbon-coated piston rings while also lowering the compression ratio and increasing fuel pressure with a new pump. The Navara's water cooling system has also been updated and a new exhaust system now features a Diesel Particulate Filter (DPF) as well as Selective Catalytic Reduction (SCR) technologies.
The changes to the Navara are significant and we can't wait to test it on local soil.
The Navara also benefits from a new 6-speed manual transmission which is said to offer easier and more refined gear shifts with improved synchronisation and reduced vibration. The 7-speed automatic transmission has also been reworked to improve comfort, refinement and responsiveness.
Fitted with a second-generation 5-link rear suspension (unlike the more common leaf spring setup), the Navara double cab's payload has increased by between 54 and 114 kg (depending on the specification) and now totalling 1 115 kg – 1 180 kg. The rear suspension has also been lifted by some 25 mm and a 2-stage coil spring is said to improve the Navara's stance. Nissan has also reworked the front suspension to reduce steering effort, effectively improving low-speed manoeuvrability.
Lastly, larger 320 mm disc brakes are fitted up front (previously 296 mm) while 308 mm rear disc brakes replace the previous drum brakes. This change, according to Nissan, has reduced the required braking pedal force by 40% while also reducing noise and improving braking performance.
On the inside, the Navara benefits from a larger and more responsive 8-inch NissanConnect infotainment system with integrated navigation and mirroring function while also offering Apple CarPlay and Android Auto capability.
We are currently waiting for Nissan South Africa to confirm the arrival of the updated Navara in South Africa. We will keep you updated as soon as the information becomes available.
BMW has put a lot of effort into making its new Z4 a more dynamic machine than its immediate predecessor, but is it possible for those sharpened reflexes to shine when coupled with the "baby" engine in the line-up? Let's find out…
We like: Impressive performance, build quality, good dynamics/comfort balance
We don't like: Steering response sharpens up too dramatically, not quite enough grunt for "tail-out" fun
The baby in the Z4 line-up still looks the part, particularly in the ballsy San Francisco Red finish.
Compact coupes and roadsters used to appeal to fashion- and style-conscious buyers (in the main), but, to quote Bob Dylan, the times they are a-changing… Audi has announced plans to kill off its TT, and Mercedes-Benz's ageing SLC limps on without a confirmed replacement in sight. Mazda's MX-5 sells in small numbers and Porsche's Boxster competes at a higher price level. So, from an objective point of view, it seems as if BMW has wasted many years, millions and millions of Euros, not to mention a great deal of effort, to develop this new-generation Z4…
Then again, in several ways, the compact roadster represents what BMW has always stood for – high-performance rear-wheel-drive fun, in a stylish, upmarket package. This time round, BMW has also managed to save some costs by co-developing the newcomer with Toyota (the Z4 shares its platform with the new Supra coupe). So, perhaps it makes sense after all. But what about this sDrive20i entry-level derivative? Its pricing and specification position it in a no-man's land between the Mazda MX-5 and Porsche Boxster. Is it a boulevard cruiser, or cut-price dynamic marvel?
The new BMW Z4's exterior design continues to split opinion. Compared with its predecessor, it is considerably wider (especially at the front) and the wheelbase is truncated, yet BMW was obviously determined to maintain that classic long-nose, short rear-end look (new Z4 is actually longer than before). When one views the roadster in profile, its proportions seem unbalanced, at least in most of our reviewers' opinion. Nonetheless, the test unit drew plenty of admiring glances (particularly from BMW drivers) during its tenure in our fleet; we appreciate it looks great from the rear.
Of course, in a significant departure from its predecessor, the Z4 has reverted to a classic soft-top configuration, which also saves weight (the canvas roof can be electronically raised or lowered at speeds of up to 50 kph). In BMW's pursuit of a stiffer, lighter platform to work its magic on, further weight-savings have been realised through a new suspension setup. As ever, the goal was a 50/50 weight distribution and a lower centre of gravity, both of which the Munich-based firm (and its Japanese partner) achieved. Sounds like a recipe for a serious performance machine, then…
The new Z4's cabin is spacious, constructed of solid, quality materials and can be specified with all of the latest tech.
When you swing open the wide-opening driver's door and sink your posterior into the low-slung seat, you're greeted by a cabin that slavishly follows the style of contemporary BMWs. That's not a bad thing – there is appreciably better attention to detail than in previous-generation Bimmers; the build quality (specifically the standard of materials used) is right up there with the Audi TT. The resolution and crispness of the displays are also impressive. As expected, a wide variety of trim options are available, including 4 upholstery colours, as well as "Mesheffect" aluminium trim finishers (R3 000). That said, even though this is the baby of the Z4 range, the specification level is very good (see next section, Comfort and Features).
An area in which the Z4 shines particularly brightly is its packaging. There's great head- and legroom for the occupants, and generous load space behind the seats, too. It's lacking a little in practical oddments storage spaces, and we found the positioning of the drinks holders rather awkward. The boot, which has a claimed capacity of 281 litres (with the roof open or closed), endows the Z4 with considerable weekend-getaway appeal.
Comfort & Features
The wide transmission tunnel and its neatly clustered drive settings and iDrive controls.
The entry-level Z4 is by no means poorly equipped. As standard, you get LED headlights, satin-finish aluminium exterior trim and 18-inch V-spoke, bi-colour, Orbit Grey wheels as part of the package. The interior is trimmed in fine leather upholstery and, of course, features those lovely M Sport seats. If you want the chunky M Leather steering wheel (as specified here), that will cost you an extra R3 300. We'd ideally have wanted an electrically adjustable driver's seat (with memory) as standard, but it's an R18 000 option instead. Still, an ambient lighting package is included, as are cruise control (with a braking function) and climate control. We do find the brand's latest HVAC control interface a bit fiddly to use, however.
The BMW Live Cockpit Professional system (with navigation) is included, as are ConnectedDrive services (incl. Connected Package Professional), wireless charging for smartphones. Preparation for Apple CarPlay costs an extra R4 300 and a Harman/kardon surround sound system: R6 000.
Overall, and combined with the car's good ride quality and effective ventilation system (especially heating with the top down), the Z4 is a pleasure to pilot on a daily basis.
Performance & Efficiency
The BMW Z4 sDrive20i comes with these sporty and comfortable seats.
Now, as for that "little" 4-cylinder engine… The turbocharged 2.0-litre unit delivers 145 kW from 4 500 to 6 500 rpm and 320 Nm from 1 450 rpm all the way to 4 200. The engine is mated with BMW's slick, responsive 8-speed automatic (with different "modes") and the package is claimed to a deliver a 0-100 kph time of 6.6 seconds, which is undeniably brisk, as well as a 240-kph top speed. So, the sDrive 20i certainly has the numbers.
We're happy to report that it also delivers in the real world, though it doesn't quite have enough grunt to overwhelm those rear tyres into regular tail-sliding action. Still, it pulls strongly, smoothly and punches well higher up in the rev range. BMW has ably matched the motor's performance characteristics with the transmission's gear ratios and programmed in those aurally satisfying "bruhbs" on the overrun for good measure.
Oh… and the sDrive20i delivers excellent fuel economy, at least by sportscar standards. BMW claims a combined cycle consumption figure of 6.5 L/100 km, which you'll obviously struggle to match. A realistic real-world figure is around 8.2 L/100km, which is still quite acceptable.
Ride & Handling
With its wider tracks, shorter wheelbase and stiffer platform, the Z4 is a purpose-built sportscar, but the steering feel divides opinion.
The new Z4 has notably wider tracks than its forebear (98 mm at the front and 57 mm at the rear) and rides on a stiffer platform that is derived from the one that underpins the current 5 Series executive sedan. It also features a new 5-link rear axle and, to reiterate, BMW has managed to achieve a 50:50 weight distribution, as well as a lower centre of gravity with this car. Two optional suspension set-ups are available: M Sport (R5 900) and Adaptive M Suspension (R14 900). Our car had a standard suspension and the latter is probably unnecessary on a vehicle of this power output…
We might, however, advise ticking the M Sport box to specify a slightly firmer suspension setup. Some international reports suggest the standard setup is slightly too soft for a car that's particularly responsive to throttle and steering inputs. The latter was a topic of some debate in the office – the steering feels relatively slow initially, and but speeds up so quickly (when you apply greater steering angles) that it can upset your driving rhythm.
So, with familiarisation, it's possible to get used to the Z4's particular traits (or idiosyncrasies, depending on how you few them), and then it's fun to hustle this little roadster along a challenging ribbon of tar. Owners who opt to explore the car's dynamic and performance potential will find enough to keep them busy (and entertained). Those who just want a stylish, quality roadster for everyday use, will also be pleased, however, because the Z4 rides well on most surfaces, and despite being covered by a soft-top, the cabin is reasonably insulated from road and exterior noise. For the record, a wind-deflector is included as standard – it facilitates a greater level of occupant comfort when you're driving the BMW with its top down.
Price and warranty
The BMW Z4 sDrive20i Sport Line costs R759 442 (without options). The price includes a 2-year/unlimited km warranty and 5-year/100 000km maintenance plan. There are many extra-cost optional features to choose from… You may want to consider the larger 19-inch wheels (R14 300), while the aforementioned preparation for Apple CarPlay and Harman/kardon surround sound audio systems come highly recommended.
With no real rivals in the local market, the baby Z4 provides sufficient thrills and great every-day usability.
At its price positioning, and in this particular configuration, the BMW Z4 sDrive20i Sport Line has no direct rivals except for the ancient Mercedes-Benz SLC (the latter of which we wouldn't recommend). Meanwhile, the Audi TT Roadster is no longer listed for sale in South Africa and the excellent Porsche Boxster is significantly more expensive than this particular derivative of BMW's compact roadster range.
This Z4 is a stylish daily runner (with an impressive level of touring capability) that still offers sufficient performance and dynamic depth to excite and engage enthusiast drivers on the odd occasion. Consequently, we expect that a typical buyer for this BMW model will be a style-conscious driver who wants to enjoy relaxed top-down cruises to scenic locations (while ensconced in a cosy, high-quality and tech-laden cabin). However, we anticipate the sDrive20i's drivetrain's responsiveness, in particular, may tempt said driver to take a more challenging route on their way home…
Declining profits and share price piled on the pressure. BMW's boss resigns.
BMW’s youngest ever boss has called it quits. Harald Krüger announced that he would not seek a second term as BMW’s CEO, in a move that many analysts see as pre-emptive.
Krüger’s tenure as BMW’s boss started unfavourably, after he collapsed on stage at the 2015 Frankfurt auto show, during a presentation. This was only a few months after his appointment – a move which positioned him, at age 48, as the youngest CEO of a major automotive brand.
During Krüger’s time as CEO, BMW was bested as the world’s best-selling premium automotive company by Mercedes-Benz, the year after his promotion. Krüger’s departure is understood to be as a result of growing tension between him and BMW’s board, as the company’s share price has declined by a third since his take over as CEO.
The official announcement from BMW notes that Krüger has decided to not to renew his contract, which expires in April of 2020. BMW had scheduled a meeting for 18 July, with the specific agenda of deliberating its CEO’s future. It would appear that Krüger had a sense that he would not prevail and decided to leave of his own accord.
A mechanical engineer by training, with aviation experience, Krüger spent most of his career at BMW in production planning. He was a key member of the industrial engineering team which established one of the company’s most important global assembly facilities, the Spartanburg factory in South Carolina.
BMW is expected to announce a successor to Krüger, after its 18 July general board meeting.
