Lamborghini gives itself a pretty impressive 63rd birthday present. Or two.
As summer peaks in the Northern Hemisphere car enthusiasts gather in the exclusive Californian enclave of Monterey, for a week of celebrating exotic cars.
A highlight of this year’s Monterey car week will be two limited-edition offerings from Lamborghini, both debuting at the American event.
The Aventador SVJ 63 Roadster and Huracan Evo GT Celebration are the latest releases from Lamborghini and for keen followers of the brand, these two new cars are sure to become future classics.
With even bolder styling than the standard Aventador SVJ, the ‘63’ car adds additional carbon-fibre roof and cabin trim, special edition badging and a set of forged titanium wheels. Its purpose is to celebrate 63 years of the Lamborghini brand.
Huracan Evo GT pays tribute to its Sebring 12h wins.
Powering the Aventador SVJ 63 Roadster is Lamborghini’s celebrated 6.5-litre naturally-aspirated V12 engine, producing 566 kW and 720 Nm. Performance is guaranteed to be dramatic and Lamborghini claims 0-100 kph n 2.9 seconds and a top speed well in excess of 300 kph.
Lamborghini will only be producing a total of 63 of these special edition roadsters – as you might have guessed from the naming convention.
If you prefer a smaller special edition Lamborghini, with a fixed metal roof, the Huracan Evo GT Celebration might pique interest.
With a total production run of only 36 examples, it more exclusive than the V12 SVJ 63 Roadster and traces Lamborghini’s motorsport heritage, celebrating the brand’s the 24 Hours of Daytona and 12 Hours of Sebring wins.
The Huracan Evo GT’s striking livery and colour combinations are inspired by the same graphic work present on the Grasser Racing Team cars. Besides the exclusive exterior colour finishes, these Huracan Evo GTs feature an array of number ‘11’ badges, applied to the frunk-lid, wheel centres and door trim.
Bugatti’s latest creation, the Centodieci, which pays homage to the EB110 of the '90s, has been revealed at the Pebble Beach Concours d’Elegance over the weekend.
Taking inspiration from the Chiron and the Bugatti EB110 Super Sport (produced between 1991 and 1995), Centodieci looks menacing. The most recognisable throwback to the EB110 Super Sport is its wedge shape and the 5 cut-outs seen behind the windows, as well as that large rear wing, which undoubtedly keeps the vehicle glued to the road at speed.
Talking about speed, the Centodieci features a W16, quad-turbocharged 8.0-litre engine which produces stellar outputs of 1 176 kW and it will smash zero to 100 kph in just 2.4 seconds and go on to reach a top speed of 420 kph. 200 kph comes up in just 6.1 seconds while getting to 300 kph will take just 13.1 seconds. Top speed is electronically cut off at 380 kph.
"It's not just the top speed that makes a hyper sports car. With the Centodieci, we once again demonstrate that design, quality and performance are just as important. The increased power and lower weight further improve performance – for even better acceleration at high speeds. The Centodieci offers our customers an improved power-to-weight ratio and even more dynamic handling," says Stephan Winkelmann.
Only 10 units will be produced with each unit priced at €8-million which translates to an eye-watering sum of over R135-million. Yikes! According to Bugatti, all 10 are already spoken for.
The new-generation Suzuki Swift Sport was recently launched in SA. In a major departure from its much-loved predecessor, the Hamamatsu-based firm's feisty compact hatch eschews a rev-happy 1.6-litre mill for a new 1.4-litre turbopetrol (BoosterJet) motor. Herewith the specs and prices for the manual and auto versions of the 1.4T Sport…
At the heart of the newcomer is a direct-injection 1.4-litre 4-cylinder BoosterJet turbopetrol that features roller rocker-type variable valve timing, a revised air intake (with dual air-intake pressure sensors and a pair of electric radiator fans), an integrated exhaust manifold, a pendulum-style engine mounting system and Swift Sport-specific mapping. It delivers 103 kW at 5 500 rpm and 230 Nm of peak torque between 2 500 and 3 500 rpm.
By virtue of turbocharging, peak torque has climbed despite a smaller capacity engine – 230 Nm is available from 2 500 rpm.
The 2019 model is claimed to accelerate from 0 to 100 kph in 8 seconds and reach a top speed of 205 kph. The performance figures are identical for both derivatives, irrespective of whether they're equipped with the uprated 6-speed manual 'box (with a shorter throw, tweaked clutch profile and revised synchromesh) or new 6-speed auto transmission (the latter of which is augmented by 'wheel-mounted shift paddles).
The Swift Sport weighs 970 kg, which makes it 90 kg lighter than before – Suzuki lightened the car’s doors, body construction, alloy wheels, engine, seats and interior fittings. However, the newcomer has twice as much ultra-high tensile steel as its predecessor (it is underpinned by a continuous-frame chassis, as opposed to the previous generation’s segmented frame) and engineers have added more welding spots than the standard Swift to ensure “very little body flex or shudder will enter the vehicle, even when driven very hard on uneven surfaces.”
The chrome-tipped exhaust ends, located at either end of the rear valance, emit a rorty exhaust note.
To aid ride and handling, the car’scustom-designed Monroe shock absorbers have been tuned for minimal body roll and progressive understeer in fast corners. Engineers have also fitted thicker anti-roll bars, an integrated single-unit solution for the wheel hub and bearings, as well as increased spring and damper rates at the front. There is a unique trailing arm suspension at the rear to improve tracking between the front and rear wheels.
For improved stopping power (and efficiency), Suzuki has further increased the size and thickness of the front ventilated disks, while the solid disk brakes are made from a new material that is less prone to fade under hard use, the firm claims.
The Swift Sport's body kit is not just for show, the adornments are said to help improve the aerodynamic efficiency by 10%.
Eye-catching exterior execution
From the front, the new Swift Sport is distinguishable by its reverse-slanted front grille with honeycomb pattern, LED headlamps with elongated light-bar-type DRLs, two large bumper cut-outs that house integrated fog lights and a front splitter with carbon-fibre type patterning.
The flanks are accentuated by 16-inch diamond-cut and polished alloy wheels, shod with 195/50R16 low-profile tyres, darkened privacy glass to the rear windows and carbon fibre-patterned side underspoilers. These spoilers, combined with the redesigned tailgate spoiler, new flat covers under the engine and main floor and new, larger front strakes, are said to boost the 1.4T's aerodynamic efficiency by 10% over its predecessor.
The Swift Sport's headlamps are full-LED units, replete with elongated light-bar-type DRLs.
Meanwhile, the 1.4T’s rear end features LED-taillamps, the aforementioned enlarged, integrated spoiler, plus a fully-redesigned bumper finished off with 2 chrome-tipped exhaust ends, one on either side of the valance, which “have been acoustically engineered for a deeper sound at low engine speeds”, Suzuki claims. A rear splitter, in the same design and style as the underspoilers and front aerofoil, round off the exterior execution.
Decidedly sporty cabin
Inside, there are grippy semi-bucket front seats with extra side bolstering, stainless-steel sport pedals, as well as red and chrome detailing, such as contrast stitching on the gear-lever boot, steering wheel and seats and a special red-to-black gradation on the fabric upholstery.
Red accents, similar-coloured contrast stitching and sporty speedometer and tachometer dials add a sense of occasion.
The rev counter has a red backing and the speedometer’s face is deep silver in colour. Suzuki has added fine scaling to the pair of dials to create the impression of ultra-sporty mechanical instrumentation. What’s more, serious petrolheads will appreciate the central colour LCD trip computer, which can be configured to display values such as boost- or oil pressure.
Meanwhile, the 1.4T offers such luxuries such as a height-adjustable driver’s seat, multifunction steering wheel (with controls for the audio system, handsfree telephony and voice command recognition), automatic climate control, electrically adjustable (and folding) side mirrors, electric windows and a keyless access system with Start/Stop button.
The front sport seats are unique to Swift Sport; they feature integrated headrests and beefed-up side bolsters.
The 7-inch colour touchscreen infotainment system built into the Swift Sport’s fascia is fully compatible with Android Auto and Apple CarPlay compatibility, offers Bluetooth streaming and USB connectivity and displays the feed from the integrated reverse-view camera.
In terms of safety features, the newcomer features ABS with EBD and electronic stability control are standard. It offers a complement of 6 airbags (dual front-, side- and curtain ‘bags) ISOfix child-seat mounting points, LED combination tail lamps, a high-mounted LED stop lamp (built into the rear spoiler), an immobiliser and integrated alarm system.
Suzuki, which introduced its 4th-generation Swift in South Africa in 2018, recently expanded the compact hatchback's line-up through the addition of 1.2 GLX and 1.4T Sport derivatives. Herewith specs & prices for the full range.
Characterised by a youthful styling and an all-new platform, the Swift is a top-seller for Suzuki Auto in South Africa and the 1.2 GL derivative famously won the budget car category of the 2018/18 Cars.co.za Consumer Awards – powered by WesBank. Compared with its predecessor, it is 10 mm shorter, but 40 mm wider and repositioned to appeal to top-end budget-car, rather than traditional compact hatchback, buyers. However, the introduction of the higher-spec 1.2 GLX and 1.4T Sport versions, both available in manual or automatic guise, sees the Swift move upmarket.
The 1.2 GLX is new to the range. It can be easily distinguished from the 1.2 GL derivative by its 15-inch alloy wheels.
The wheelbase has been extended to 2 450 mm (making the Swift almost as long as the Ciaz sedan) and the tracks are wider at each end: by 40 mm (front) and 35 mm (rear). The increased dimensions have led to improved interior space… Suzuki claims front passengers benefit from more shoulder room and rear occupants are afforded a bit more headroom. Plus, everyone sits a little lower down, which gives the car a sportier feel.
One of the criticisms of past Swifts was stingy luggage capacity. This has been increased to 268 litres (a 58-litre increase) and the rear seatback folds down in a 60/40 split. Furthermore, Suzuki claims the Swift is 95 kg lighter than its predecessor, which benefits fuel efficiency.
The Swift 1.2 GL was named the best budget car in the 2018/19 Cars.co.za Consumer Awards – powered by WesBank.
Engine line-up
Most Swift derivatives are powered by the same 1.2-litre 4-cylinder petrol engine as the outgoing car. It produces 61 kW and 113 Nm, fuel consumption is rated at 4.9 L/100 km. It has a fuel tank capacity of 37 litres. You have the choice of either a 5-speed manual gearbox or an automated manual gearbox (AMT). An AMT behaves much like a manual gearbox except the operation of the clutch is controlled by the vehicle.
1.4T Sport derivatives (lower and lighter than their predecessors) are powered by a direct-injection 1.4-litre 4-cylinder BoosterJet turbopetrol that features roller rocker-type variable valve timing, a revised air intake system (with dual air-intake pressure sensors and a pair of electric radiator fans), as well as Swift Sport-exclusive engine mapping. It delivers 103 kW at 5 500 rpm and 230 Nm of peak torque between 2 500 and 3 500 rpm.
The 1.4T Sport is claimed to accelerate from 0 to 100 kph in 8 seconds and reach a top speed of 205 kph. The stated performance figures are identical for derivatives equipped with the uprated 6-speed manual 'box or new 6-speed auto transmission (with 'wheel-mounted shift paddles).
Features
The 1.2 GLX's fascia sports a 7-inch colour touchscreen infotainment system that is Andriod Auto and Apple CarPlay compatible.
All Swift derivatives come equipped with a sporty steering wheel, tilt (or rake) adjustable steering column, a trip computer, air conditioning, front/rear electric windows, power steering and remote central locking.
Compared with the entry-level 1.2 GA, 1.2 GL and 1.2 GL automatic derivatives can be distinguished by colour-coded side mirrors, front fog lamps and a rear luggage cover/parcel shelf. They additionally feature chrome accents and a chronograph-design instrument cluster, an audio system with Bluetooth/USB connectivity, audio controls on the steering wheel and electrically adjustable side mirrors.
The recently introduced 1.2 GLX and 1.2 GLX automatic come with 15-inch alloy wheels, shod with 185/65 profile tyres, while their grilles, A- and B-pillars and C-pillar inserts are blacked out. The derivatives' rear bumpers feature recessed, colour-coded parking sensors.
The 1.2 GLX further features a leather-wrapped steering wheel with handsfree telephony and voice command satellite buttons.
Inside, a 1.2 GLX cabin comes equipped with a leather-clad steering wheel, height-adjustable driver’s seat, automatic climate control and a keyless access system with Start/Stop button. The 7-inch colour touchscreen infotainment system offers voice command integration, full Android Auto and Apple CarPlay compatibility, Bluetooth and USB connectivity and also displays the image from the integrated reverse-view camera.
Safety-wise, 1.2-litre Swift derivatives are equipped with dual front airbags, ABS with electronic brake-force distribution (EBD), ISOfix child-seat mounting points, LED combination tail lamps (including a high-mounted LED stop lamp), an immobiliser and integrated alarm system. 1.4T Sport derivatives feature all of the above, as well as 4 additional airbags (side and curtain 'bags) and electronic stability control (ESP).
With the introduction of a turbocharged 1.4-litre BoosterJet engine, the 1.4T Swift Sport offers much more flexible performance.
Suzuki Swift (2019) price in South Africa
All 1.2-litre derivatives are sold with a 2-year/30 000 km service plan and 5-year/200 000 km promotional mechanical warranty, whereas 1.4T Sport derivatives come with a 4-year/60 000 km service plan and a standard 5-year/200 000 km vehicle warranty (prices as stated in August 2019).
Hopefully, these upgrades are coming to local Rangers soon…
Ford has responded to customer feedback from Australian bakkie buyers and will execute some small upgrades to the facelifted Ranger.
With the South African and Australian bakkie markets being so similar, what happens in Australia is usually repeated locally within a few months.
So what are the Australian Ford Rangers getting? Well, from the outside, not much. On Wildtrak models there is a new 6-spoke alloy wheel design and redesigned Bi-LED headlights – which improve both illumination and appearance.
The Wildtrak’s loadbox shutter cover is now power-operated and can be controlled remotely via the key fob or a cabin switch. This is a notable improvement over the current manually operated cover and will greatly increase ownership convenience, especially if you are in a hurry and stopping to buy a load of braai wood next to the road.
An electric load bay cover is a useful upgrade for the Ranger Wildtrak.
Inside, the 2020 model-year Ranger upgrades tally Ford’s latest 8-inch SYNC3 touchscreen infotainment systems, featuring both Apple CarPlay and Android Auto. Ford has also added a USB port in the roof console, behind the rear-view mirror, to power dashcams.
Mechanically there are no significant changes, except for the option of a new heavy-duty suspension package. With revised spring rates and damper settings, Ranger’s heavy-duty suspension package is aimed at those users who regularly load their Ranger to capacity and travel on gravel.
The most notable detail of this heavy-duty suspension upgrade is that Ford’s engineers have been able to increase bump stop clearance by 70%. This means that if you hit a pothole at speed with a fully loaded Ranger, the risk of blowing through its suspension travel and potentially losing control, is greatly reduced.
Ford has committed to delivering all the abovementioned upgrades to its Australian customers by December 2019. The heavy-duty suspension package and powered roller shutter on Wildtrak would be very welcome additions to the South African Ranger product portfolio in 2020…
We pit the BMW-powered BMW against the BMW-powered Toyota in this quarter-mile drag race at Killarney raceway.
This race isn't a foregone conclusion. The M2 Competition may have more power and more torque but it's heavier than the Supra and only claims to be 1-tenth faster to 100 kph. Factor in Killarney's slippery drag race strip where the M2's torque becomes uncontrollable and an upset could well be on the cards.
The all-new Mercedes-Benz V-Class has only just arrived in South Africa, but Brabus has been hard at work working on making the MPV even more luxurious.
Mercedes-Benz tuner Brabus has announced the Business Plus package for the Mercedes-Benz V250d. Comprising a cabin overhaul as well as some performance upgrades, the Brabus van becomes a next-level offering. So, what do you get for your 300 000 Euros? Yes, that is the price! Yikes.
First up are the engine upgrades. The 4-cylinder diesel engine now produces 173 kW (up from the standard 140 kW) and Brabus claims a 0-100 kph run in just 8.8 seconds with a top speed of 210 kph. It's the cabin that has us the most interested. It looks like a luxury business jet on the inside and Brabus has worked some serious magic here, making it a seriously premium place to hang out.
There are gorgeous leather seats which are heated, ventilated and offer massage and memory functionality. Also of interest are heated and cooled cupholders throughout the cabin, as well as privacy curtains. There are plenty of USB ports for customers to charge their devices as well as a roof lining that resembles a starry night. Thrown into the mix is a 21-inch TV, LTE internet router, Apple TV as well as a Playstation 4 Slim. Other changes range from a subtle bodykit, badging and 19-inch alloy wheels.
We've had a chance to sample both iterations of BMW's Z4 and after experiencing the pleasant and charming nature of the sDrive20i, it was time to sample its more potent sibling. Can the BMW Z4 M40i tick all the boxes as a luxurious, performance-oriented roadster?
We like: Styling, raw performance, driving thrills, connectivity.
We don't like: Weird steering feel, can be a handful at the handling limit.
The profile of the 3rd-generation Z4 is unmistakable; it's vented front fenders sprout delectable swage lines along the car's flanks.
Where does it fit in?
This is the all-new BMW Z4, tested here in flagship M40i guise. Most contemporary compact roadsters have focused on lifestyle applications (most notably the previous Z4, its potent sDrive35iS flagship notwithstanding), but this particular iteration of the Z4 (codenamed the G29, in case some anoraks were wondering) aims to buck the trend and show that stylish roadsters can deliver the goods in terms of performance and dynamism.
Essentially, the newcomer has been given a distinct sporty directive. The Z4's track is wider and the wheelbase shorter, and the vehicle is said to be a lot stiffer than the model it replaces. While the M40i is not marketed as a full-blown M car, there has been some component-borrowing. The tyres are the same as those found on the M4 and BMW claims that its M division has had a hand in developing the M40i's braking system. There's a B58 engine too, which also does duty in the M240i and a few of the M40i-badged SUVs. It sounds a lot like BMW is desperate to prove that the Z4 didn't suffer the same image issue as its Mercedes-Benz SLK/SLC rival – the Bavarians demand Sheer Driving Pleasure from compact ragtops too.
Available with just two engine choices in South Africa, this is the flagship G29 derivative and we spent some quality time with it to get to know its idiosyncrasies. Oh, before someone brings it up, much has been said about a Japanese brand's revival of a certain sportscar name (Toyota and the Supra, in case you've just returned from outer space), but we're going to try our best to evaluate the Z4 M40i as a standalone entity. Here goes!
Eye-catching double-spoke 19-inch rims are wrapped in Michelin rubber; the blue brake callipers are courtesy of the M Division.
In BMW performance parlance, one particular letter is sacrosanct. If a Bimmer has an M in any part of its nomenclature, you know that it'll have performance as one of its KPIs. Indeed, this Z4 M40i is not a soft poseurmobile and has aspirations of being a proper driver's car. With the popular B58 3.0-litre turbocharged 6-cylinder lurking under the bonnet, rear-wheel drive and a quick-shifting transmission, the M40i's performance would never be piecemeal. It offers 250 kW and 500 Nm, with a twin-scroll turbocharged setup designed to eliminate lag, which it near-as-dammit does.
BMW claims a 4.5-second sprint time from 0 to 100 kph for the M40i and it'll run to an electronically limited top speed of 250 kph. We tried the off-the-line acceleration test in the Z4's sportiest driving mode on a few occasions (with and without launch control engaged) and found that the terrific engine's sheer torque delivery was prone to overwhelm the rear 275/35 rubber. Fun? You bet, especially as we weren't expecting it to be so wild!
The M40i real strength is in-gear, where the engine's torquey nature comes into play. With all 500 Nm available from 1 600 to 4 500 rpm, you don't need to frantically shift down through the gears to summon urgent acceleration. In full auto mode, the car will kick down once or twice, depending on the angle of throttle-pedal travel, but seeing as this is a baby M roadster, we wanted full control and made the most of the steering wheel-mounted paddles. They're really a joy to use and feel pleasingly tactile, plus they're on the wheel itself, not the column. The engine delivers impressively flexible performance as the M40i surges along at a deceptively quick pace. Without too much effort at all, you can get to "straight-to-jail" speeds…
If there was a winning combination for a happy motoring life, it would be a soulful engine note mated with a convertible body. This straight-6 engine is best enjoyed with the roof down in Sport Plus, so that you can perfectly savour the induction bark emanating from the front and the majestic howl emitted by the twin exhausts. Even better, if you come off the throttle, the Z4 obliges with pops, bangs and gurgles galore. In an age where cars are becoming bland and predictable (blame the herd mentality), it's fantastic to find a vehicle that offers a smorgasbord of emotional and sensory stimuli.
The best part? Drive sedately and in Eco mode and you'll get not-too-unreasonable economy from the 3.0-litre mill. At the end of our tenure, we saw an indicated 9.0 L/100 km, which we consider fair, given the extensive, repeated testing through mountain passes. One must be thorough, not so?
Ride & Handling
The Z4 has a handsome front-end treatment, aided by distinctive LED headlamps and a front bumper with elaborate air intakes.
The laws of physics cannot be broken, despite humanity's best efforts. Speaking in general terms, most convertibles suffer from an affliction known as scuttle shake, where the lack of a solid metal roof diminishes a vehicle's structural rigidity (and poise). In previous iterations of BMW convertibles, for example, you could hear the cars' chassis flexing and twisting when cornering on a bumpy road. Fortunately, engineering advances have made it possible to dial this affliction back significantly. The G29 BMW Z4, despite our efforts to test it on some marginal roads, does not exhibit this trait. The M40i's grip levels are impressively high; if you show any interest in extracting some tail-sliding action, however, the roadster responds in kind.
Whereas the flagship Z4's rear-end can get a little squirrelly even when you abuse the throttle pedal in Comfort mode, the tail will readily slide out in the Sport setting, but the dynamic stability control (DSC) and electronic-differential keep things from spiralling out of control. This is a vehicle that commands respect: although it's mostly forgiving, the M40i will take no prisoners if you're foolish (or brave) enough to disengage DSC… Ideally, you're in for one of the most thrilling driving experiences of your life. If you get it wrong, you may need to break bad news to your insurance provider.
The Z4's "shoulders" are broader than they appear to the naked eye, but the slimline LED tail lamps flatten out the BMW's rear aspect.
Performance vehicles call for steering wheels so moulded that they can be merrily wielded by enthusiasts' hands, yet the M40i's thick-rimmed M Sport steering wheel doesn't feel perfect in everyone's hands. Interestingly, the entry-level Z4 sDrive20i's wheel rim (of a thinner girth) is terrific. Speaking of steering, this is one of our few criticisms: the Z4's steering is a textbook example of how artificial/software interference can detract from the overall driving experience. It's direct, but there's a disappointing lack of feel when you're trying to balance direction, stability and performance.
Fortunately, the Bimmer's well-sorted chassis and adaptively damped suspension are delightful. The chassis is more than capable of handling all that power/torque and the inherent grip levels at a driver's disposal are lofty – until you reach a patch of damp and cool tarmac, of course. In its softest mode, the suspension delivers a smooth and pliant ride, even on some awful and damaged roads. This ability increases the breadth of the Z4 M40i's talents. While most of this review thus far has focused on the Z4's performance and prowess on the limit, the average customer will likely spend the majority of their time commuting to work with the roof up on dreary weekdays, with their minds focused anywhere but on the car. For what it's worth, it is completely possible to drive the M40i daily without ever dialling up its most hardcore modes, but you'd be missing out on quite a lot!
Well hewn and engagingly laid out, the Z4's cockpit offers kicks for driving enthusiasts and comfort for lazy weekend cruisers.
Design & Packaging
The BMW Z4 is a strict 2-seater, but unlike other compact roadsters, it offers a modicum of practicality as well. The boot serves up a reasonable amount of luggage space (around 280 litres) and you can actually go away for a weekend and pack more than a wallet, sunglasses and toothbrush. Try that with a Jaguar F-Type Convertible or a Mazda MX-5 – their boot spaces are woefully small by comparison! Our test unit came in a gorgeous near-matte dark silver finish. Dubbed Frozen Grey metallic, this R49 500 paint option makes the Z4 M40i look like a military-grade weapon.
The roadster's cabin is tight (as one would expect it to be), but BMW has cleverly worked some storage solutions into the mix. There's also a wireless charging pad for those who need to charge their devices. We get the impression that everything in the cabin has been ergonomically arranged around the Z4's driver. Most buttons are within easy reach and if all else fails, say "Hey BMW" and the electronic assistant will be able to assist with navigation, trip data and so on. The all-new BMW infotainment system is a revelation… We've had the chance to sample it a few times before in the new 3 Series, 8 Series and X5/X7, and each time we've come away deeply impressed with how sophisticated, yet intuitive, it is. It took BMW some time to update its centre cluster, but it was worth the wait. We'd also rate the digital instrument cluster in the top three of its kind.
The roof mechanism's performance often slips under reviewers' scrutiny, but not today. What we really liked was the speed at which the Z4's canvas top opened/closed. BMW claims it can be done in 10 seconds and at speeds up to 50 kph, so if it starts to rain while you're in gridlock traffic, there's no need for a frantic dive into the emergency lane to put the roof up. We've always been wary of the material quality of the canvas roof, but it took the brunt of some fierce Cape winter storms and insulated the cabin nicely. In our opinion, the best times to have "convertible experiences" are during the cooler months, when there's less risk of direct sun exposure, plus it offers many opportunities to make use of the seat-heating function.
Price and warranty (August 2019)
The BMW Z4 M40i retails for R1 036 699, which includes a 5-year/100 000 km maintenance plan.
Verdict
It would have been understandable if BMW decided to shelve the low-volume Z4, but we're relieved that the firm chose not to.
Compact roadsters, such as the G29-generation Z4, are sadly becoming less important to manufacturers as the cars' profit margins and sales volumes are minimal (Audi is set to discontinue the TT/TT Roadster in future and it's unclear what will happen to the Mercedes-Benz SLC when its production ends). Therefore, it's completely understandable that BMW chose to team up with Toyota to share development costs and produce the Z4 and Supra in tandem. BMW South Africa offers the Z4 Roadster in 2 flavours, but they are poles apart. At the entry point to the range is the sDrive20i, which offers a relaxed and refined boulevard cruising experience with just enough performance to offer an engaging driving experience.
The M40i, on the other hand, is as subtle as using a hammer to squash a mosquito. Don't mistake those smart looks for graceful elegance, because its performance is potent. This is a serious driving machine and it will evoke many emotions in its pilot. Your adrenaline will cascade like a waterfall when you accelerate out of a corner and explore that oh-so-fine line between grip and tail-out action. Plus, your heart rate will soar the first time you engage Sport Plus and open the taps. As far as visceral experiences go, the BMW Z4 M40i is right up there, although Porsche Boxster owners will argue, with some merit, that their machines are ultimately better sportscars. Yeah, we hope they enjoy the thrum of their cars' 4-pot motors too…
Should you buy one? If you're looking for a compact roadster that offers performance that widens eyes and whitens knuckles, you'd be hard-pressed to find an offering that matches the Z4 M40i's unfettered thrills. Its wild side is scarily accessible and it'll take some dexterity coupled with talent and confidence to get the best out of it. Many ragtop sportscars could easily be accused of being poser vehicles, but this Bimmer is far from it. We get the impression that it has been engineered to be a thrilling sportscar from the ground up, replete with its 50/50 weight distribution and thumping 6-cylinder engine. It's little wonder (here's the last mention of the Supra) that ever-resourceful Toyota elected to use this platform for its newcomer.
While armchair pundits will crudely lump the Z4 and Supra together (as if they are clones), the reality is yes, they share a number of components, but their executions and driving experiences are divergent. This author recalls reading that if you gave 2 skilled chefs the same set of ingredients and asked them to prepare dishes, their creations wouldn't be identical, but they'd be tasty all the same. That's pretty much what's happened here.
There's bad news for motorists in September 2019. According to the Automobile Association of SA (AA), there will be increases to petrol and diesel.
The AA puts the blame squarely on the weakness of the South African Rand, which according to them, has "left South African fuel users at the mercy of international oil markets."
The forecast for September 2019 is not great, with current indications showing a petrol increase of up to 10c/litre and diesel increasing by as much as 16c/litre. "International oil prices have dropped markedly since the beginning of the month, with crude oil having consistently traded below 60 US dollars per barrel. In recent days though, there have been signs of an uptick, which could see fuel prices come under renewed pressure," says the AA.
Worse still, the AA is predicting that there's more pain on the horizon. "The South African economy is in a parlous state, with ongoing policy uncertainty and a growing debt burden. The country is ill-placed to weather its domestic challenges, let alone developments on the international front, and this leaves fuel users increasingly exposed to movements in the Rand," concludes the AA.
FX2 is the Ranger for those who don't always need a front differential but venture into testing terrain.
Ford’s reintroduction of the Ranger bakkie to its home market has been met with strong approval and demand.
Buyers in the world’s biggest bakkie market, especially those who live in American cities, are finding value and better utility in the Ranger’s more manageable size and ease of parking.
But what does it mean for the rest of us? Well, the possibility that American demand and sales numbers could justify a spate of new Ranger derivates. And the first of these is the FX2.
South African followers of the Ranger nameplate will be familiar with Ford’s Fx4 bakkie branding: essentially a value package Ranger XLT. With FX2, Ford is offering its American Ranger buyers a rear-wheel-drive bakkie with better tyres and trail driving ability.
The FX2 package can be added to any Ranger model and for an equivalent of R9 000 and you get a lot of additional kit: an electronic locking rear differential, off-road-tuned suspension, grippier high-volume tyres, a front underbody guard and Ford’s off-road screen display function in the FX2’s instrumentation cluster. The latter offers digital vehicle pitch and roll icons, allowing a driver to see when the FX2 is approaching its balance limits off-road.
An off-road spec 2wd bakkie? Maybe that's what the agriculture sector really wants.
Although Ford does not divulge exact details pertaining to what FX2’s ‘off-road-tuned’ suspension modification comprises, the addition of Hankook tyres, which feature a more aggressive tread pattern, should improve traction. The FX2’s approach angle will also be slightly better than other rear-wheel-drive Rangers, thanks to Ford’s deletion of its front bumper air dam.
What is the FX2’s appeal? For those drivers who do a lot of mileage on bad rural gravel roads, the upgrades are certainly beneficial. If you were to configure the features and apply them to a standard Ranger, as options, it would be far dearer than Ford’s pricing on its FX2 package.
In the South African context, an FX2 would be very popular, as it provides the necessary rough road upgrades for farmers and other rural gravel road users – without requiring the upgrade to four-wheel drive, which is for many, a needless expense. Fuel economy will also be marginally better on a 2wd version compared with a 4wd.
Although there is no strategy or confirmation of this FX2 package being launched into other global Ranger markets, it would be a boundlessly popular option – if available.
