The M4 CS boasts a specially tuned, high-revving six-cylinder engine with M TwinPower Turbo technology, producing 405 kW. This is achieved through adjustments to the engine’s turbochargers and software. The result? Explosive acceleration from 0 to 100 km/h in just 3.4 seconds and a top speed of 302 km/h (electronically limited).

Forged components and a 3D-printed cylinder head contribute to the engine’s lightweight design and exceptional performance. An M xDrive all-wheel-drive system with a rear-wheel bias and an active M differential further enhance handling and agility.

Lightweight Design and Exclusive Touches

Extensive use of carbon fiber-reinforced plastic (CFRP) helps keep weight down. This includes the roof, bonnet, front splitter, air intakes, mirror caps, rear diffuser, and spoiler. M Carbon bucket seats with CFRP elements and a lightweight center console further reduce weight.

Visually, the M4 CS stands out with exclusive design features like the new BMW Individual paint finishes, exposed carbon fiber surfaces, and a frameless kidney grille with red accents. Eye-catching yellow headlights and taillights with a 3D effect add a touch of racing flair.

Tech and Comfort Features

The driver-oriented cockpit features an M Alcantara steering wheel with CFRP shift paddles and M Carbon bucket seats with Merino leather upholstery. The latest BMW iDrive system with a curved display and M-specific readouts keeps drivers informed and entertained. Standard features include a head-up display, navigation system, smartphone integration, and a Harman Kardon sound system.

Limited Availability and High Price

Only 25 units of the BMW M4 CS will be available in South Africa, arriving in the fourth quarter of 2024. The price tag? A hefty R3,050,000 (including VAT and Motorplan).

Luxury used to be synonymous with top-tier leather upholstery and an array of high-end gadgets meticulously packed into a car. However, the democratization of technology has eliminated this exclusive advantage, leading to a decline in the prominence of leather seats, mirroring the fading popularity of fur coats.

For premium manufacturers like BMW, the objective is to attract customers while maintaining a certain level of distinction that defines their brand. The 2023 X1 sDrive18i, a fresh iteration of BMW’s entry-level crossover, represents the brand’s response to this evolving dilemma. While it might be considered a more subdued version of a classic Bimmer, it remains a robust and functional daily utility vehicle, skillfully showcasing BMW’s current offerings.

The 2023 BMW X1 marks the beginning of the crossover’s third generation since its debut in 2009. This redesigned version aligns with BMW’s contemporary design language, characterized by substantial kidney grilles, intricate surfaces, and a somewhat perplexing aesthetic. Although it retains its compact, robust luxury crossover silhouette, the new X1 incorporates updated design elements.

Beneath the hood lies a 1.5l 3-cylinder engine producing 115 kW of power and 230 Nm of torque. Power is sent to all four wheels via a 7-speed dual-clutch automatic transmission, managed by BMW’s xDrive all-wheel drive system.

Most notable changes are concentrated in the interior, which has been revamped to align with the brand’s current lineup. Inspired by the iX and elements from the 7 Series, the updated cabin boasts enhanced efficiency in layout, creating a more spacious and streamlined ambiance. The use of intelligent simplicity is evident, exemplified by features like the floating armrest and center console, eliminating unnecessary elements while maximizing useful storage solutions.

A defining feature is the panoramic glass roof, welcoming daylight and offering sun/moon roof functionality. At night, ambient lighting sets the desired atmosphere. The seats in the X1 have also been reimagined, now exclusively available with SensaTec 2.0, BMW’s advanced animal-free leather alternative.

The X1’s tech offerings commence with the curved display on the dashboard, a recurring feature across BMW’s lineup. The responsive 10.7-inch interface, powered by iDrive 8, consolidates various vehicle functions, including aircon controls, in an accessible layout. While responsive to touch inputs, navigating menus and apps can feel intricate, occasionally leading to frustration.

Behind the steering wheel, a 10.25-inch digital gauge cluster is seamlessly integrated into the curved display, serving as the central hub for crucial vehicle data. While customizable to a certain extent, it largely adapts to incorporate more information within its visually engaging interface.

Featuring a minimalist button layout, the X1 primarily employs the drive select switch and a volume input that’s conveniently a rolling cylinder rather than a knob. USB-C inputs abound in the cabin, with a few integrated into the wireless charging bay, resembling a safety bar on a roller coaster.

Standard tech features include front collision warning with active braking, pedestrian alerts, blind spot monitoring, and lane departure warning. The premium package introduces new driver assistance features like active cruise control with stop-and-go functionality, corrective steering inputs, and traffic jam assist, supporting longer journeys even in congested conditions. The X1 can handle hands-free driving up to 60 km/h provided the driver remains attentive.

The X1’s native navigation is enhanced by the touchscreen’s responsiveness, allowing intuitive inputs such as taps and pinches for zooming and locating points of interest. The system utilizes the X1’s multiple cameras to overlay augmented reality directions for intersections, although this feature is relegated to the center console display.

When away from the car, BMW’s connectivity features enable remote monitoring through a smartphone app, including cabin views via in-car cameras for forgotten items or passengers. In case of theft attempts, the camera can capture the intruder’s face.

Initial pricing for the BMW X1 sDrive18i starts at R780 000, making it an enticing entry point for those aspiring to join the BMW family. However, while the X1 is comfortable and drives well, some overenthusiastic convenience features can occasionally frustrate. Despite this, the X1 effectively showcases BMW’s strengths beyond its typical performance focus, offering a stylish design and a wealth of technology.

With the full package, the X1’s price reaches around R840 000, positioning it competitively against rivals like the Volvo XC40, Audi Q3, and Mercedes-Benz GLA. In the face of this formidable competition, the X1 rises to the challenge while emphasizing comfort over pure performance.

While it boasts serenity, subtlety isn’t a trait one would associate with the i7. It’s smaller than many large SUVs. However, its robust sedan demeanor is reinforced by the elevated waistline and truncated glass areas. The front grille commands attention without venturing into the realm of overemphasis, thanks in part to the captivating split front headlamps that offer a captivating diversion.

Though I won’t claim the title of the most attractive electric sedan for the i7, I do commend BMW for adhering to the traditional three-box design, distinct from Mercedes’ more fluid silhouette exhibited by the EQS. Opting for a menacing satin black finish and the M Sport body kit transforms the i7 into one of the most formidable electric contenders on the road today.

Stepping inside, I’m utterly captivated by BMW’s Smoke White upholstery package, a blend of Merino leather and cashmere wool. This harmoniously pairs with the Silver Ash Root open-pore wood, sandwiched between satin-finish metal and glass-like accents. Intricately designed facets, precision-cut grilles, and ambient lighting unite to create a contemporary and open ambiance akin to the futuristic city depicted in “Logan’s Run.”

Naturally, technology is seamlessly integrated throughout. The 12.3-inch instrument cluster and 14.9-inch iDrive 8 infotainment touchscreen stand out for their vividness and remarkable restraint, distinct from Mercedes’ imposing Hyperscreen. Touch-controlled airflow enhances the air vents, complemented by a user-friendly physical control mechanism to adjust their orientation, sparing users from navigating intricate HVAC menus.

Radiant heaters concealed within the armrests, center console, door trim, and beneath the dashboard impart discreet warmth. The i7’s entrance itself is accompanied by a touch of drama, as the optional powered doors elegantly swing open and close, complete with sensors to ensure no dings on the vehicle or pedestrians.

Here in Mzansi, BMW presents a single drivetrain configuration for the luxurious EV: the 2023 i7 xDrive60. Starting at R2 825 000, this model features dual motors for all-wheel drive, delivering a combined 400 kW of power and of torque.

The i7’s acceleration, while slightly slower than its petrol counterpart, is impressive, clocking 0-100 kmhh in 6.1 seconds, with a top speed electronically limited to 240 km/h. Its 101.7 kWh battery is EPA-rated for 590 kms when equipped with 21-inch wheels. Opting for 19-inch alloys boosts the estimated range.

While competing electric vehicles offer superior ranges, such as the Mercedes EQS 450 4MATIC at 700 km, the i7 holds its ground. In the rearview, the Porsche Taycan 4S at 362 km and the Audi e-tron GT at 470 km trail behind.

Standard features encompass extended Merino leather, a Bowers & Wilkins surround sound system, head-up display, soft-close doors, power-adjustable front and rear seats, a panoramic “Sky Lounge” glass roof with LED illumination, heated steering wheel, and a substantial infotainment touchscreen featuring wireless Apple CarPlay and Android Auto compatibility.

Equipped to Impress: Performance and Features

Anticipating that this i7’s robust power specifications might be hampered by its weight, I embarked on a mission to test its capabilities. While straight-line speed is undoubtedly commendable, mastering corners in any luxury car presents its own set of challenges.

The active roll stabilization integrated into the Executive Package is remarkably effective. Rest assured, even a discerning passenger won’t sense the curves, even when tackled at speeds that would befit an M5 rather than a substantial sedan like the i7.

Its composed and poised demeanor on twisty roads invokes the Bavarian enthusiasm expected from BMW’s smaller, sportier models. Tapping the accelerator triggers an immediate torrent of torque to the road, guaranteeing a joyful experience.

Playing the role of co-pilot is acclaimed composer Hans Zimmer, responsible for crafting the electronic tones emitted by the i7 in response to driving dynamics. While I personally prefer silence, the i7’s remarkably insulated cabin ensures serene travel. Notably, the EV refrains from imitating a traditional petrol engine.

A Multifaceted Masterpiece

The i7’s complexity is evident in its multifaceted nature. BMW has integrated an array of options within menus rather than dedicating physical controls to functions like seat heating, cooling, and massage. While a shortcut button streamlines the process, navigating the menus can be overwhelming. For instance, the “My Modes” driving modes encompass a multitude of adjustments, ranging from drivetrain settings to UI themes and even the soundtrack.

This flexibility yields surprises. Passengers in the rear can adjust their seating and climate via individual door-mounted 5.5-inch touchscreens, along with altering the My Mode settings. However, privileges can be restricted, as sudden changes in driving mode and settings can be disconcerting.

Throughout the vehicle, several avenues lead to achieving a common outcome. The control to open or close the door automatically differs from the electronic button, which, in turn, is distinct from the manual door release.

Although I generally eschew voice controls due to accent-related limitations or the perception of sluggishness compared to tactile interaction, “Hey BMW…” became a relied-upon tool in the i7, streamlining access to features.

Contrarily, the abundance of features can obscure the i7’s technology-laden nature. The optional 31-inch 8K ultra-wide display that unfolds from the roof may sound extravagant, but it seamlessly integrates into the opulent cabin. The i7’s built-in 5G modem permits streaming through Amazon Fire TV (assuming eSIM activation), while Bluetooth headphones can connect to the rear or HDMI input. I found myself wishing I could use the expansive touchscreen for web browsing – or connecting a wireless keyboard and working away.

Another highlight is the i7’s ability to memorize parking maneuvers for future use. Whether it’s a challenging three-point turn or a tricky garage exit, the BMW can learn and replicate up to 10 routes, provided they adhere to certain parameters.

When it comes to charging, the i7 supports DC fast charging at up to 195 kW. While not the fastest available, BMW claims that a 34-minute charge could charge it to 80%. At home, the standard 11 kW onboard charger completes a full charge in approximately 12 hours.

Elevating Electrified Luxury

The seamless integration of electrification and luxury is no longer a revelation. However, the recipe for opulent EVs possesses distinct flavors depending on the automaker’s approach, and not all vehicles are created equal.

Until the arrival of the first all-electric Rolls-Royce or Bentley, the i7 emerges as the preferred choice for rear-seat travel. While the sprawling lounge chair isn’t exclusive to the i7 — the Mercedes-Maybach EQS SUV offers a similarly generous rear space — BMW’s fusion of comfort with technology elevates its electric sedan. The i7’s textiles present a unique touch, distinct from traditional leather while maintaining a premium feel.

For those likely to spend most of their time in the driver’s seat, the Mercedes-EQ EQS might provide a more gratifying experience. However, the cabin of the EQS lacks the immersive gadgetry that BMW adorns the i7 with.

Notably, the i7 shines when it comes to passenger comfort, a feat accomplished without compromising the driving experience. Though those eager for an enthusiastic chauffeur might anticipate the upcoming 2024 BMW i7 M70 with its astonishing power, the current i7 is far from mundane.

In conclusion, one fact remains unequivocal: Embracing electrification doesn’t entail sacrificing luxury, though dedicating time to understanding the multitude of features may be wise.

Before we jump into things the cars, you might be asking yourself why am I only sharing my First Impressions now when the cars have been on the roads for close to 5 months now. Well, the official media launch only took place this week. BMW sighted strategic planning as a reason for the delay. And thus, here we are.

Looks and Design

In terms of looks, the 2023 BMW 3 Series models are sleek and modern, with a distinct BMW style that is instantly recognizable. The front of the car is dominated by the signature BMW kidney grille, which has been slightly enlarged for this model year, giving the car a more aggressive look. The headlights are also sleeker and more angular, adding to the car’s sporty aesthetic.

The overall design of the car is aerodynamic, with sharp lines and curves that give it a sporty, athletic appearance. Both models I drove featured a panoramic sunroof, which added to the car’s overall elegance and gave the interior a spacious, open feel.

Technology

As you might expect from a luxury car brand like BMW, the technology in the 2023 3 Series models is top-notch. The iDrive infotainment system is user-friendly and easy to navigate, with a large curved touchscreen display that is responsive and intuitive. The system also supports both wireless Apple CarPlay and wireless Android Auto, so you can easily connect your phone and access your favorite apps on the go.

One feature I particularly enjoyed was the BMW Digital Key, which allows you to use your smartphone to unlock and start the car, without the need for a physical key. It’s a convenient feature that eliminates the need to carry a key fob around with you. Simply download the BMW app and you’re set.

Driving Experience

Of course, the driving experience is where the BMW 3 Series really shines. I drove both the 320d and the M340i, and while they have different engines and performance capabilities, both models delivered an exhilarating driving experience.

The 320d is powered by a 2.0-liter four-cylinder diesel engine that produces 140 kW of power and 400 Nm of torque. It’s a peppy engine that delivers smooth acceleration and a responsive driving experience. The M340i, on the other hand, is powered by a 3.0-liter inline-six engine that delivers 285 kW of power and 500 Nm of torque to all four wheels. It’s a more powerful engine that provides thrilling acceleration and a sporty driving experience.

Both models handle beautifully, with responsive steering and a suspension system that keeps the car stable and planted on the road. The brakes are also strong and reliable, providing excellent stopping power when you need it.

Practicality

While the BMW 3 Series is a luxury car, it’s also practical for everyday driving. The interior is spacious and comfortable, with plenty of legroom for both the driver and passengers. The trunk is also surprisingly roomy, with enough space to accommodate a few suitcases or a week’s worth of groceries.

Fuel economy is also impressive, with the 320d delivering an estimated 47 mpg on the highway and the M340i delivering an estimated 30 mpg on the highway. This makes the 3 Series a practical choice for drivers who want a luxury car that won’t break the bank at the gas pump.

Final Thoughts

Overall, my experience driving the 2023 BMW 320d and M340i was incredibly positive. Both models are stylish, luxurious, and practical, with top-of-the-line technology and a driving experience that is both sporty and exhilarating. Whether you’re looking for a car for your daily commute or a weekend joyride, the BMW 3 Series is definitely worth considering.

BMW South Africa sent us all the way to Cape Town to sample the brand-new model. The old 2-Series Coupe was an energetic little sports car, but its biggest drawback was the claustrophobic cabin. You won’t have this problem in the newest BMW 2-Series coupe. The second-gen model is 4.3-inches longer, 2.6-inches wider, and 1.0-inch lower with a 2.0-inch longer wheelbase. The growth spurt is more than enough to make the new 2-Series Coupe more livable and comfier than before.

BMW SA will initially offer the 2022 2-Series Coupe in three trim models: 220i Coupe RWD, 220d and M240i xDrive. The latter is 3.5-inches longer, 2.6-inches wider, 1.0-inch lower, and has a 2.0-inch longer wheelbase than the outgoing M240i model.

Under the bonnet, the 220i Coupe has an upgraded 2.0-litre turbocharged four-cylinder engine pumping out 135 kW of power and 300 Nm of torque. BMW claims zero to 100 km/h in 7.5-seconds.

The 220d is also has a 2.0 litre engine which develops maximum output of 140 kW and peak torque of 400 Nm. The new BMW 220d Coupé sprints from rest to 100 km/h in 7.0 seconds.

Meanwhile, the latest M240i xDrive has a 3.0-litre turbocharged inline-six engine pumping out 285 kW of power and 500 Nm of torque. It has more power than the previous model, allowing it to rush from zero to 100 km/h in 4.3-seconds. All engines have an eight-speed automatic gearbox with paddle shifters and launch control. Additionally, the M240i xDrive has a rear-biased all-wheel-drive system and an M Sport differential with an electronic multi-plate clutch.

Underneath, the M240i xDrive Coupe has standard adaptive suspension with continuously adjustable damping. All the models have updated wheel bearings that reduce friction by up to 45-percent while reducing unsprung weight.

In terms of styling, the 2022 BMW 2-Series Coupe is a revelation. We first caught a camouflaged glimpse of the new car about a year ago, and we’re glad it didn’t have the enormous front grille as seen in the latest BMW 3-Series and 4-Series Coupe. However, it has slightly larger kidney grilles with a single-piece frame. The grill has vertically arranged air flaps that open in ten stages to improve aerodynamics and engine cooling.

Also, we like the new headlights and U-shaped daytime running lights with integrated turn signals, while the darkened three-dimensional rear taillights give it a more sinister vibe. Inside, the new 2-Series Coupe has a roomier cabin with seating up to four. Standard equipment includes sports seats, a sport steering wheel, a 10-speaker audio system, tri-zone climate control, dynamic cruise control, navigation, 18-inch wheels, and a rearview camera.

On the other hand, the M240i xDrive Coupe gets 19-inch M double-spoke alloy wheels, variable sport steering, a moonroof, an aerodynamic kit, and an M sport steering wheel. As usual, BMW is offering a plethora of styling and equipment packages to add interior ambient lighting, custom wheel designs, and more hi-tech features like adaptive full LED lights, a heads-up display, and a surround-view camera, to name a few.

Of course, BMW’s iDrive7 with an 8.8-inch infotainment display is also standard, while the BMW Live Cockpit Professional package adds a larger 10.25-inch center touchscreen and a 12.3-inch full-digital display. It even has wireless Apple CarPlay, Android Auto and Bluetooth.

The 2022 BMW 2-Series Coupe has already arrived at dealerships. Base prices start at R771 900 for the 220i, R819 278 for the 220d and around R1 062 420 for the M240i xDrive.

It’s not that the new M3 – the four-door performance version of the BMW 4 Series – is classically good looking. Style is subjective, yes, but that’s not to say the consensus doesn’t follow some broad trends. All the same, continued exposure and comely paintwork have me feeling oddly warm’n’fuzzy feelings towards the sedan’s copious grille.

Anyway, it’s not like the regular 2021 M3 Sedan’s 3.0-liter turbocharged inline-six is lacking in power. 375 kW and 650 Nm of torque go straight to the rear wheels.

While I’ve no doubt that BMW’s automatic makes for the fastest 0-100 time – 3.5 seconds, the automaker claims – not to mention suitably slushy driving around town when you don’t want a German monster. Well, once I turned off BMW’s active rev matching, anyway. It gives a hefty hoof-full of throttle as you downshift, which is probably useful on the track but makes you seem like a try-hard to every other driver around you the rest of the time.

Happily switching it off is one of BMW’s long, long list of options and settings in the M3. We’re a far way from the days when a normal mode and a sport mode were your big driving decision, and the pages of settings, various buttons, and general tweaking potential here is vast and frankly overwhelming.

Thankfully there are two little red preset buttons on the steering wheel, each of which can summon your carefully-configured array of drivetrain and other settings. That meaty-rimmed wheel leaves a good first impression, and the 8-speed takes that baton and runs with it.

It’s not a light, playful transmission as you’d find in a Miata, instead responding well to a firm hand as you slap it between positions. Strong-arming through the cogs as the turbo howls up to the redline never gets old.

Even in the default settings, things are firm and agile. There’s a little roll in more urgent corners, but it’s only really noticeable when you tap into Sport mode and realize it has disappeared completely. Grip is never in question, and if the rear end gets playful then it’s almost certainly because you’ve provoked it yourself.

The R141 000 carbon ceramic brakes aren’t cheap, but they’re entirely dependable. BMW manages to avoid that grabby feeling that some rivals suffer in return for their extra stopping force, too. Pull back from the more aggressive drive mode settings and, while the M3 is never going to be mistaken for a cosseting 330i, nor will it shake your teeth loose on every scrap of less-than-perfect asphalt.

Inside, the cabin is familiar but outfitted with a host of performance trim. The Carbon Fiber package lavishes it on the centre console, dashboard, doors, and elsewhere, to match the striking roof. Spend more on the M Carbon Bucket Seats, meanwhile, and you get a set of impressive sports thrones. Their white and grey leather is an acceptable taste, as is the hump at the front between your thighs. BMW says it lends support in more urgent track conditions, but it still feels weird to me.

BMW’s iDrive system supports wireless Apple CarPlay and Android Auto, gets a set of USB-A and USB-C ports, a sizable 12.3-inch touchscreen, and a fully digital driver instrument display that shifts layout according to your drive mode. A Harman Kardon audio system is standard, too. This is all familiar fare if you’ve been in a recent BMW.

In the back, there’s actually a reasonable degree of room for adults. Just like in the normal 3 Series. I’m 1.83m and could fit there without needing to clamshell my legs or chop off any limbs completely. There are dedicated USB ports and other controls.

As for safety, there’s blind spot warnings, forward collision warnings with automatic emergency braking, lane departure warnings, and front and rear parking sensors, all as standard. The only option is the M Shadowline Lights package, and even then that’s more an aesthetic change than a functional one.

With its sticker price of R2 067 788, as pictured in this article, the M3 Sedan lulls you and your wallet at first. BMW’s options, of course, bring the real heat: all-in.

I’d like to say you could skip most of the add-ons and still have the same overall experience, but a lot of them contribute so specifically to the M3 Sedan that I’m not sure the savings are worth the sacrifice. Maybe, in the grand scheme of things, spending lavishly on one of the few life’s pleasures is justifiable. After all, you probably won’t be thinking about the price tag when you’re slamming through the gears and listening to the inline-six sing its magical song.

The Ultimate Driving Machine has received the Ultimate Nostrils in this latest generation, and to say that hasn’t met with universal acclaim is to flirt liberally with understatement. Like most of BMW’s recent launches the front grille is more than oversized; no longer a functional element with a twist of chrome, but a dramatic styling exercise that just so happens to do double-duty for cooling.

BMW’s design team is confident you’ll grow used to it. Until then, owners of the 420d Coupe should probably expect, well, let’s call it “enthusiastic feedback” from their friends and neighbours.

The side view is more elegant, and the tail inoffensive.

0-100 km/h is quoted as 7.2 seconds though feels faster. There’s a whole lot to like about this engine, from the way it surges forward with a judicious stab of the accelerator to the noise it makes as you do so. Is there a little digital trickery to enhance that soundtrack? Yes, maybe, but unlike in some cars it never feels too much like fakery.

The transmission, meanwhile, lacks the rifle-bolt sharpness of a DCT but I’m not sure that matters. It’s content to slur through the ratios in regular Drive mode, or speed things up – including eager downshifts when you’re pushing it – in Sport.

Elsewhere, though, the 420d Coupe leans on the touring side. It’s flat and composed in the corners, even with the drive mode set to Comfort to soften out the bumps, but doesn’t feel entirely eager or playful. Instead the standard all-wheel drive keeps the power in check: you’ll get around the corners just fine, with understeer telegraphing when things are getting hairy, but there’s none of the RWD-aping that other M-badged cars deliver.

It’s not to say this 4 Series is dull, only that it takes its dual personality seriously. Sure, there’s speed when you want it, but it also makes for an excellent long-distance cruiser.

The brake pedal grabs hard at first graze, but then the long travel is better suited to subtle modulations while cruising rather than instilling maximum confidence when you’re looking to change direction in earnest.

For all the brashness of the exterior, the interior is oddly familiar. You could mistake the cabin for one of any number of BMW models: the generous might say that there’s no need to fix what doesn’t need it, but it’s a reminder all the same that there’s less distance from the 3 Series than the outside might suggest.

A leather-wrapped M Sport wheel with paddle shifters is optional, while the 8.8-inch central touchscreen is standard. As is the analogue cluster with 5.1-inch display, 14-way power front seats, a power glass moonroof, wireless Apple CarPlay and Android Auto, and navigation. That Executive Package throws in heating for the wheel and front seats, ambient lighting, a head-up display, gesture control, and a full digital instrument cluster along with a larger 10.3-inch central screen. There’s also auto climate control, WiFi hotspot, parking sensors, and keyless entry; add more rands and get a wireless charging pad, and upgrades to the Harman Kardon audio system.

It’s a clean, easy to use dashboard, and everything feels screwed together nicely. The iDrive system has matured into something surprisingly straightforward, usable with either the touchscreen or the control knob in the centre console. I wish BMW’s drive mode buttons were a little easier to find without having to look down at them next to the shifter, though time and familiarity would probably ease that headache.

As for driver assistance, blind spot warnings are standard, and you get frontal collision warnings and rear cross-traffic alerts too.

In the rear, meanwhile, there’s a surprising amount of space. BMW’s decision to throw in some creature comforts back there – including dedicated USB charging ports and air vents – suggest it’s intended to be more than just a leather-lined parcel shelf. I wouldn’t want to spend extended time back there as an adult, but older kids should fit just fine.

Would the 4 Series Coupe be an easier sell with a less-ostentatious fascia? Almost certainly. I’ll say that – consistent with those aesthetic laws – my attitude toward it did soften over the course of the week, though I’m still not sure it’s entirely in keeping with the rest of the 420d Coupe’s style.

If you expect vascularity from your coupe then this isn’t quite it; if you’d love your budget to stretch to an 8 Series, however, but you just can’t dig deep enough, the 4 Series could be a welcome compromise.

Time will tell if BMW’s polarizing design is one day seen as classic or caustic. From the inside, though, the 2021 420d Coupe is far less challenging, and more than suited to the task of road trip companion.

I must forewarn you, for these new high-performance vehicles, it can either go two ways; Its either you love them or not and that’s attributed to the controversial frameless and elongated kidney grills. I have spoken to a number of people and I can safely say that more people dislike the front appearance of these cars compared to a lot who are just indifferent. Personally, I love the new design and even more so on these new M performance cars.

Starting with the exterior

The aforementioned elongated kidney grills have their fair share of fans and I’m definitely one person that’s in favour. But less on that debate. From a first impressions standpoint alone, Both these vehicles look very aggressive and ready take on the fastlane with relative ease.

They come standard with a CFRP (Carbon Fiber Reinforced Polymer) roof with two fins running longitudinally along it. Unlike the M4 Competition, the M3 Competition has wider wheel arches which is one of the random features I like as it adds that sexy width on the car making it look even more track ready. The four tailpipes are electronically controlled enabling that beautiful sound as the cars pull off. Each tailpipe measures 100mm in diameter and just styles that rear to look even more fierce especially when coupled with a glossy diffuser.

The driver cockpits in these models are very similar to the M8 competition. However, updates have been made to suit the new vehicles. For one there’s a wider range of driver assistance systems along with BMW Live Cockpit Professional. Included as standard is the Powertrain and chassis settings allowing for individual configuration and included is a drift analyser.

The M3 & M4 Competition also come standard with M Sport seats with integrated height-adjustable head restraints. However, there is an optional M Carbon bucket seat with structure-based design and I believe these are the best option when out on the track. Don’t get me wrong, they are quite comfortable for daily driving, too, but time in time has to be restricted to shorter distances.

Both cars come with an 8 speed M Steptronic gearbox with Drivelogic. This replaces the DCT 7-speed we loved from yesteryear. The ergonomically optimized carbon shift paddles make for a better experience when driving the cars “manually”. Furthermore, Competition models will also become available with M xDrive all-wheel-drive system for the first time from Q4 2021.

Like it or not, it’s what behind the grille that counts

Overall the cars are incredibly quick and very enjoyable to drive. The suspension is not too stiff either, therefore delivering on the comfort front both on and off the track. Both Competition models come in a six-cylinder in-line engine with M Twin Power Turbo technology helping the cars churn out 375kW and up to 650Nm. In adding, the M Race Track Package is available which reduces vehicle weight by 25kg thanks to the M Carbon ceramic brakes, special M light-alloy wheels and M carbon bucket seats.

These are phenomenal cars and based on performance, comfort and overall grins these cars will satisfy the petrol head in you. Prices begin at R 1,860,000 for the BMW M3 Competition Sedan and the BMW M4 Competition coupé will be R1,940,000.

Have a listen below and check out the images after the break

The local Mini Sharing pilot programme is based at BlackBrick in Sandton, a “vertical village” on the centrally located Fredman Drive. The Mini Sharing service is available exclusively to residents of BlackBrick, and members of the BlackBrick Club.

The company says it’s offering a fleet of its electric MINI Cooper SE.

Pricing is done by the mileage and time, which can make the service seem pretty expensive at first, but keep in mind that it’s designed to be used for quick trips around the city. Think Uber. This is reinforced with the fact that Mini Sharing allows one-way trips, which means drivers can leave the car after one ride, as long as it’s parked within a specified area. All prices are inclusive of insurance, electricity, toll fees and other associated costs.

Mini and its big brother BMW has offered similar car-sharing services throughout Europe, and while it’s debuting in Jozi, the car company says it will eventually be available in more areas and cities.

The 2022 BMW iX xDrive50 has two electric motors both churning upwards of 370 kW of power, accelerating from zero to 100 km/h in under five seconds. Those two motors offer 30-percent better power density than previous BMW electric drive units. In the 5th gen eDrive system, the electric motor, power electronics, and transmission are integrated as a single unit to reduce weight while maximizing space. Developed in-house by BMW, the electric motors have a 93-percent efficiency factor, and BMW did it without using rare earth minerals for the motor’s magnetic components.

Meanwhile, the newest BMW iX electric SUV has a 100 kWh high-voltage lithium-ion battery packing 20-percent more energy density. As we all know, lithium-ion batteries contain cobalt and lithium, critical-classified raw materials derived from ‘questionable’ sources, for lack of a better word. For BMW, sustainability covers every production phase, including sourcing the cobalt directly before delivering the mineral to battery cell suppliers. With this method, BMW ensures “that environmentally and sustainability standards are observed during the extraction and processing of cobalt and that there are no violations of human rights,” said the carmaker. On the other hand, BMW sources lithium directly from Australia.

This holistic approach to sustainability includes the utilization of ‘secondary aluminium’ castings (a recycled form of high-grade aluminium) for 50-percent of the BMW iX’s chassis and battery casing to reduce CO2 emissions during the manufacturing stage. Inside, the new BMW iX features premium recycled materials like sustainably grown wood, natural wool fibres, olive leaf-treated leather, and carpeting made of synthetic yarn derived from discarded fishing nets. What’s more, around 20-percent of thermoplastics in the BMW iX are made of recycled plastics like the door panels, bumper guides, and cowl panel cover, comprising up to 132 pounds of recycled plastic in total. Additionally, all recycled components are meticulously tested at the BMW Group’s materials laboratory to check for potential allergenic materials.

Speaking of the interior, the 2022 BMW iX features the next-generation iDrive 8 infotainment system, combining a 12.3-inch high-resolution instrument display with a 14.9-inch central touchscreen in a single, curved glass panel. Like the display set-up in Kia’s EV6, the BMW iX’s infotainment cockpit is angled oh-so-slightly to the driver’s line of sight. The centre console has that familiar iDrive rotary controller. It now gains a touchpad controller with active haptic buttons and rocker switches to control the audio volume, seat adjustment, and transmission mode.

BMW’s Intelligent Personal Assistant is at the heart of the next-gen iDrive 8. It now supports natural language interactions and gesture control to adjust vehicle settings like ambient lighting, HVAC settings, or switching between drive modes. And yes, iDrive 8 allows you to raise or lower the power windows using voice control.

BMW SA will confirm finer details around the new SUVs in 2022.

Details on the car are still very sketchy at this point. BMW describes it as a 4 door Gran Coupé, pretty much like the 4 Series, its terminology for the slope-backed sedans that have helped bridge traditional three-box passenger vehicles and its coupe line-up. There’ll be multiple versions of the i4, with some expected to offer driving range of up to 590km.

At the same time, there won’t be a shortage of power. BMW says there’ll be an i4 M Performance variant, for a start, and power output of up to 390 kW will be on tap, depending on configuration. The expectation is that the i4 will be able to do the 0-100 km/h run in around 4 seconds.

Outside, it’s a familiar aesthetic. BMW’s large – and controversial – grille design gives the i4 an imposing fascia, flanked with the automaker’s laser-light headlamps. Blue trim on the front, sides, and rear of the car help emphasize its zero-emissions powertrain, though you’d be forgiven for not knowing it was an electric vehicle at first glance.

That’s presumably by design. BMW has long had two approaches to electrification: on the one hand, plug-in hybrid versions of its mainstream line, typically distinguished only by minor badging such as the “e” suffix on the model number, while its “i” series has embraced more outlandish styling as well as, in some cases, full electrification.

The i4 – and the BMW iX SUV, which was revealed in recent months and for which the automaker spilled full model details earlier this week – introduce a new platform and new motor and battery tech, as BMW gets more serious about the role EVs will play in its line-up.

Inside, meanwhile, we’re expecting the new BMW iDrive 8 system that was also fully revealed this past week. That’s BMW’s new infotainment platform, complete with optional embedded 5G connectivity, more advanced voice control, new graphics and a curved dual-display atop the dashboard, and added features designed to make living with an electric vehicle more straightforward. It’ll feature in both the iX and the i4, as well as other new models from BMW. Full details on the i4 specifically, meanwhile, will follow on in the next weeks, BMW says.