Positioned as a premium entry-level electric vehicle (EV), the E2 is a compact five-door hatchback designed to solve the affordability gap that has historically kept South African motorists tied to internal combustion engines. Entering the market with a starting price under R340 000.

Performance and the 11-in-1 Drive System

Mechanically, the E2 is built on a dedicated electric architecture that utilises an integrated 11-in-1 electric drive system. This setup combines the motor, gearbox, and control systems into a single, high-efficiency unit to maximise responsiveness. The rear-wheel-drive configuration produces 85 kW of power and 150 Nm of torque, allowing for a 0–50 km/h sprint in 4.6 seconds and a top speed of 130 km/h.

Range, Charging, and Battery Tech

The E2 uses a 39.4 kWh Lithium Iron Phosphate (LFP) battery, a chemistry favoured for its longevity and safety. On the WLTP cycle, the hatchback offers a driving range of up to 325 km, which is more than sufficient for the average South African daily commute.

Efficiency is rated at 15.2 kWh/100 km, and the vehicle supports DC fast charging up to 70 kW, enabling a 30% to 80% charge in approximately 25 minutes.

A standout technical inclusion is the Vehicle-to-Load (V2L) capability, allowing the car to act as a mobile power bank to run external appliances.

Interior Tech and Practicality

Despite its compact 4135 mm length, the dedicated EV platform allows for a flat cabin floor and a generous 2650 mm wheelbase, optimising legroom for both front and rear passengers.

The digital-first cabin is centered around a 14.6-inch infotainment touchscreen running Geely’s Flyme Auto Smart System, complemented by an 8.8-inch digital instrument cluster and full smartphone integration.

Practicality is a major focus, with 375 litres of boot space that expands to 1,320 liters with the seats down, further supplemented by a 70-litrd front trunk (frunk) for charging cables and smaller items.

Model Range and Safety

Geely is offering the E2 in two distinct grades. The entry-level Aspire focuses on essential mobility with 15-inch wheels and fabric seats, while the range-topping Apex adds a 360-degree panoramic camera with a “transparent chassis” view, vegan leather upholstery, and wireless charging.

The Apex also upgrades the safety suite with a full Advanced Driver Assistance System (ADAS), including adaptive cruise control, automatic emergency braking, and lane departure warning.

Pricing and Local Impact

The Geely E2 is priced at R339,900 for the Aspire and R389,900 for the Apex. These figures include a 4-year/150,000 km vehicle warranty and a substantial 8-year/200,000 km battery warranty. To further lower the barrier to entry, all models include a wall box home charger.

The i-DM System

The “i-DM” in the name stands for intelligent Dual Mode, Jetour’s proprietary hybrid architecture. Unlike traditional hybrids that only use electric power for low-speed crawling, this system is a performance-oriented PHEV. The powertrain delivers a combined output of 265 kW, providing the kind of immediate torque and acceleration typically associated with battery-electric vehicles (BEVs), but with a significant safety net.

For the South African driver, the headline figure is the range. Jetour claims a total combined driving range of over 1200 km. This allows for zero-emission electric commuting during the week, while maintaining the fuel-powered confidence required for long-distance holiday travels where charging infrastructure might be scarce.

Charging and Efficiency Metrics

The T-Series i-DM is engineered to bridge the gap between internal combustion and full electrification with a focus on high-speed replenishment. The system supports DC rapid charging capable of a 30% to 80% state-of-charge in under 30 minutes, drastically reducing the downtime usually associated with electrified platforms.

When the battery and petrol engine work in tandem, Jetour claims fuel consumption figures as low as 1.1L/100 km, while the pure electric mode allows the vehicle to operate as a zero-emission BEV for daily urban school runs and office commutes.

Rugged Design Meets a “Travel+” Cabin

Visually, the i-DM models retain the bold, “boxy” aesthetic that made the petrol T-series a sales success. It’s a silhouette that leans into the current global trend for rugged, adventure-ready SUVs, featuring distinctive signature lighting and a panoramic glass sunroof.

Inside, the cabin is a tech-heavy environment dominated by a dual-screen display setup. The “Travel+” philosophy which the brand describes as a strategy to connect products with lifestyle is evident in the interior appointments. Expect wireless charging, ambient lighting, and a high-end audio system as standard, all integrated via a high-speed infotainment processor that ensures seamless smartphone connectivity.

Market Positioning and Pricing

The T-Series i-DM is now available at over 55 dealerships nationwide, with the T1 i-DM priced from R689,900 and the T2 i-DM starting at R779,900.

However, the C40 Recharge is not positioned as a budget-friendly option. For those seeking an affordable electric Volvo, the XC40 Recharge is a better choice, starting at R1,075,000. The C40 Recharge, on the other hand, begins at R1,285,000. Volvo justifies the higher price by offering a fully-loaded car as the base model. The only additional cost comes from certain paint finishes, as most features come standard. These include dual-zone climate control, a heated steering wheel, heated front and rear seats, a Harmon Kardon audio system, wireless phone charger, 20-inch wheels, a panoramic glass roof, power tailgate, blind spot warnings, cross traffic alerts, a 360-degree camera, cornering front lights, parking assistance, and Volvo’s Pilot Assist hands-on adaptive cruise control and lane-keeping. The C40 Recharge also includes a heat pump, which helps maintain driving range even in colder climates. The absence of ventilated seats as an option is one of the few drawbacks.

From the front, the C40 Recharge resembles the XC40 Recharge, with its chunky styling and modern details like Thor’s hammer headlamps. However, the rear of the C40 Recharge differs, featuring a sleeker design that sacrifices some practicality for aesthetics. The tapering rear, segmented taillights stretching up the rear pillars, and a neat spoiler contribute to its attractive evolution.

The change in design has both upsides and downsides. The curvaceous roofline improves aerodynamics slightly, making the C40 Recharge more efficient than its crossover counterpart. However, the downsides include reduced headroom in the second row and poor rear visibility due to the low positioning of the rear glass. This limitation requires reliance on the side mirrors for visibility. The cargo space is also slightly compromised due to the sloping rear glass.

Inside the C40 Recharge, the cabin design is similar to other Volvo models, with differentiation primarily based on the materials used for the trim. For the electric model, Volvo has incorporated more eco-friendly materials. Inlays in the dashboard and doors are made of backlit recycled plastic, and the floor and doors feature a Fjord Blue carpet made from recycled plastic bottles. The seat cloth also has recycled origins, with an Alcantara-like finish. However, the majority of plastic materials used in the car are still virgin materials, so the overall sustainability is not yet at its peak.

The C40 Recharge features a 12-inch digital instrument cluster for the driver and a 9-inch portrait-oriented touchscreen in the center console. The touchscreen runs on Android Automotive OS, providing access to Google Maps, the Google Assistant for voice control, and the Google Play store for third-party software. The number of available apps is still relatively low, but the car comes with apps like Spotify, Google Play Books, iHeartRadio, and YouTube Music for third-party streaming via its 4G LTE data connection.

The C40 Recharge is equipped with two motors, one for each axle, providing 300 kW of power. The car offers simple drive modes, including an Off-Road setting for surfaces with less traction. The suspension tuning leans toward the firm side, enhancing the car’s playful nature, but it can become uncomfortable on poor-quality roads. The acceleration is impressive, with 0-60 mph achieved in 4.7 seconds and instant torque of 660 Nm, making the C40 Recharge competitive with more powerful petrol cars.

A drained battery can be fully charged in approximately 8 hours when charging at home using a supplied wall box. Charging rates significantly drop off after the battery reaches 80%, which is common among electric vehicles. Charging using a regular wall socket is much slower. However, the C40 Recharge supports fast charging up to 150 kW, allowing a 10% to 80% charge in around 37 minutes.

With a fully charged battery, the C40 Recharge has an estimated range of up to 444 km.

In terms of rivals, the C40 Recharge faces competition from other electric vehicles offering longer range or lower prices. For example, the 2022 Mercedes-Benz EQA starts at around R1 100 000 and has a range of 355 km. The 2022 Mercedes-Benz EQB, starting at around R1 305 000, offers a range of 423 km while the BMW ix1 starts at R1 260 000 and offers 418 km. However, these models may require additional spending to match the C40 Recharge’s level of standard equipment.

In conclusion, the C40 Recharge may not excel in every aspect on paper, but it appeals to those who prioritize style, performance, and the familiarity of the Volvo brand. The experience behind the wheel is entertaining, and the growing diversity in the BEV segment allows room for different models to cater to individual needs and preferences. Volvo, like other automakers, aims to transition its entire lineup to electric vehicles in the coming years, providing options that may suit some customers better than others.

Supporting EV Growth Amidst Increasing Costs

GridCars has been at the forefront of promoting EV adoption in South Africa, striving to create a robust charging infrastructure network. Over the years, the company has absorbed the escalating electricity prices, totaling a substantial 66% increase since 2019. However, the recent price hike imposed by NERSA has made it impractical for GridCars to continue absorbing these costs.

The company acknowledges the impact of the rate adjustment on EV drivers and the broader EV community. Nevertheless, GridCars emphasizes that this decision was made in collaboration with its sites and partners to keep the increased rate as minimal as possible. By doing so, they aim to strike a balance between covering rising operational expenses and ensuring continued accessibility and affordability for EV drivers.

The New Rates

Effective from June 1, 2023, GridCars will implement revised rates for both DC and AC chargers. The cost per kilowatt-hour (kWh) at a GridCars DC charger will be R7.35, while at a GridCars AC charger, it will be R5.88. These rates represent a 25% increase compared to the previous pricing structure.

While the adjustment may be unwelcome news for some EV drivers, it is essential to consider the context. GridCars highlights that Eskom, the national electricity supplier, has raised the cost of electricity by more than 66% since the R5.88 rate was established. GridCars has made efforts to mitigate the impact of this increase and maintains its commitment to advancing the EV revolution in South Africa.

Volkswagen’s sole electric car in the Mzansi– which is not for sale – it’s the vanguard of the automaker’s big electrification push due in in the next few years, when hopefully a production version of the I.D. concept will hit the streets. That promises can’t-miss-it design, range to rival the Tesla, and a whole new platform underneath. For now, though, the e-Golf is more about coaxing VW loyalists into something more surreptitiously green and getting a feel for it.

For those obsessed with numbers, Volkswagen has slotted in a 35.8 kWh battery into the e-Golf. This makes it good for a range of 170km to 230km. Plug in a 22kW Level 2 charger and you could get a full battery in under six hours. If you manage to locate a DC fast charger in Sandton, you’ll easily get 80-percent in about 45 minutes. The one at Fourways Mall is my fighter – its close to the Starbucks.

For those foreign to the concept of EVs, the aforementioned range may still be a mental block more than a practical one – you could argue that the typical daily commute is more like a third of the e-Golf’s potential range – but with many still sceptical about whether an EV could work for them as a daily driver, it’s vital that VW address it.

On the road, I took the e-Golf on a trip from Sandton down to scenic Pretoria East. It’s a roughly 110km round trip, incorporating a mixture of highway and urban traffic, not to mention some significant hills. Starting out, the trip computer read 190 km; with the aircon on, and cycling through the various drive modes – more on which in a moment – I made it there and back with almost exactly the distance I’d travelled knocked off.

The e-Golf is no Tesla Model S with a Ludicrous Mode, though there’s that instantaneous EV torque leaves it feeling perky in city driving. Push your right foot all the way and the “kick down” point where a regular automatic car would drop a gear or two is replaced in the e-Golf with a surge of electric power. Notably, that happens even if you’re in the most frugal of the drive modes, which came in useful when trying to get ahead of another driver trying to merge into my lane.

On the outside, you’d probably need to be a true e-Golf aficionado in order to recognize the changes at the front. C-shaped LED lights are standard, complete with some blue highlights to give a little extra differentiation between this and the normal version. At the rear Volkswagen’s designers also decided to add two oval openings, where you might expect to find the exhausts on a normal car. It’s an odd little flourish for a vehicle on which the absence of an exhaust system is usually a key selling point.

Inside, there’s VW’s latest infotainment system, an 8-inch glass-topped touchscreen in the centre console. It’s swifter and smoother than the old system, though what it shows – particularly in the EV-specific menus – is much the same. It, cruise control, and a leather-wrapped steering wheel are present alongside parking distance control, along with DC Fast Charging. The seats are unsurprisingly cloth.

There’s also VW’s optional Driver Assistance package that includes adaptive cruise control, forward collision warnings with autonomous emergency braking, blind-spot monitoring, lane assist, and more. Included is the 12.3-inch Volkswagen Digital Cockpit, which replaces the regular gages with an LCD, much in the vein of Audi’s Virtual Cockpit.

On the plus side, it’s easy to drive. You get the same gage layout in the driver’s cluster, only the tachometer now shows real-time electric power or charge status, while the fuel gage is now a battery meter. A fairly small display sandwiched in the middle can show speed, range, upcoming navigation instructions, or various other data, though only one at a time. If you’ve driven a recent Golf, then getting into the e-Golf, hitting the start button, and just getting on with driving should be second-nature.

Less welcome is how some of the EV-specific settings feel like they’ve been squeezed in, with confusion the result. Like other electric cars, there’s a regular “D” mode and a second, high-regeneration mode which VW dubs “B”; you switch between the two by pulling the gearstick back, in what in any other VW Group car would flip you into Sport mode. Pushing the stick left or right, meanwhile, doesn’t step through the gears in semi-manual mode like in a normal car, because there’s no gearbox in an EV: instead, when you’re in “D”, it steps you through four different aggression levels of regenerative braking. The strongest level is equivalent to the strength you’d experience in “B” mode.

There are two schools of thought in electric cars right now. If you’re an automaker you can either build a new vehicle from the ground up, or you can add electrification to an existing platform. In the case of the e-Golf, which takes the latter strategy, the upside is a car that’s in many ways indistinguishable from its internal-combustion counterparts. The downside is that it can feel like electrification was retrofitted, even if the underlying platform was, VW insists, designed with an EV variant in mind.

How appealing the e-Golf is, therefore, depends on how much you want to drive a Golf. One thing is for sure; The 2017 e-Golf looks like a Golf and drives like a Golf, promises an achievable but not outstanding 230km range, and focuses more on slotting unobtrusively into your life.

This new model joins the Volvo XC40 Recharge, the automaker’s all-electric compact crossover. Where that model was a version of a model offered with internal-combustion drivetrains, however, the C40 Recharge will only be offered in battery-electric form.

Compared to the XC40 Recharge, it has a lower profile and a sleeker, coupe like roofline that tapers at the rear with distinctive segmented taillamps. At the front, there are Pixel Technology headlamps. For specifics, there’ll be all-wheel drive using twin motors; one at the front, one at the rear.

That will offer an anticipated range of around 420 km. Volvo expects it to do 0-100 km/h in 4.7 seconds.

As for the battery, there Volvo will be using a 78 kWh pack that supports 150 DC fast charging: figure on 80-percent of a charge in around 40 minutes. Still, according to Volvo Chief Technology Officer Henrik Green, the range that the C40 Recharge leaves the factory with won’t be the range it always offers.

That’s because Volvo expects to push out improvements – both the how far the battery will take you, and for other car features – using the OTA (over-the-air) system. The C40 Recharge will run Android Automotive OS, and have unlimited data for accessing things like Google Maps, the Google Assistant, and apps from the Google Play store. It’ll be part of a familiar cabin design that’s also 100-percent leather free

It comes hot on the heels of Volvo’s big electrification announcement earlier today, a dual-pronged attempt at sustainability. By 2025, Volvo expects half of its sales to be of pure-electric models. Come 2030, all of the new cars Volvo offers will be pure-electric BEVs, and by 2040 the automaker will be fully carbon-neutral.

Volvo hasn’t given an on-sale date for the C40 Recharge yet, nor pricing, though the car will go into production later this year.

The new Intelligent Range feature will debut on the electric crossover, as Ford tackles potential preconceptions that may dissuade possible buyers of the Mustang Mach-E.

As electric car owners will soon discover, however, the reality is that different conditions – whether that be speed of driving, congestion, weather, or other factors – can significantly impact real-world range.

Figuring out just how far an EV will drive in practice can be a challenge, then, and it’s regularly cited as one of the primary factors stopping people from considering electric vehicles. Ford Intelligent Range tackles that by looking at more than just how much charge is left in the battery.

In its first iteration, the system will look at factors like forecast weather conditions – since extremes of hot or cold can negatively impact range – along with past driver behaviour. If you typically drive with a heavy right foot, for example, the Mustang Mach-E will take that into account in the miles remaining figure it presents.

Perhaps most interesting is Ford’s plan to use other Mustang Mach-E cars on the road to make individual drivers’ range estimates more accurate. Assuming they opt in, their data will be collected in the cloud via the car’s embedded 4G LTE modem, and then used to generate a fleet average. Since the crossover’s onboard systems can track power use across different circumstances – including different speed, terrain, and climate conditions – it can better ascertain how much of a difference those real-world factors might have. That’s even if the driver is on a new route and in new conditions their particular car hasn’t encountered before.

Most electric cars with navigation systems can warn the driver when they enter a destination further than the current battery remaining would allow. It’s also fairly common for those EVs to offer a mid-route charging point. Ford plans to go further, with a future over-the-air update adding new talents to the Intelligent Range feature.

At launch, for example, it’ll be able to flash up an explanation on the driver’s digital instrumentation explaining that the range estimate has changed and why. With the update, however, the car will also be able to take into account real-time traffic conditions on a programmed route, along with that route’s terrain and elevation. It’ll even look ahead to the weather conditions at the destination to better predict how battery life will be affected.

The reality is, of course, that even with the best possible estimates of range, some EV drivers will occasionally run out of charge before they reach a plug. For those situations, Ford is promising its Road Assistance program will provide a free tow of the Mustang Mach-E, up to 56km, either to their home, the nearest public charger, or an EV-certified Ford dealership.

BMW i3s Review

Even five years since the i3’s launch, its cabin remains a stark departure from what you’ll find in most BMWs. Personally, we think that’s a bad thing – for the rest of the line-up. There’s a lot to like inside this compact EV. Don’t let this deter you though, read our full review first!

Range Rover Sport P400e Review

Meanwhile, Land Rover’s electrification push starts with the Range Rover Sport P400e, its first-ever plug-in hybrid model. It stands out from its non-hybrid counterpart with a handful of model-specific visual tweaks, new technology features, and the cleanest powertrain ever fitted to a Range Rover. Read the full review 

In a growing line-up of electrified options, the BMW i3s still somehow stands out. Much has been made of the i3’s divisive external design, and in many ways the new i3s only exaggerates that: bigger wheels, more aggressive bumpers, and gloss-black trim. As I found behind the wheel, though, the i3’s key charm remains what’s inside.

The BMW i3s is equipped with a new high voltage battery (120 Ah) with an extended range and can do around just over 340 km’s in ECO plus (with the aircon off) and in Sport you can expect to do 310 km’s. With increased cell capacity to 120 ampere hours (Ah) and a gross content of 42.2 kilowatt hours (kWh). Even though the i3s is reasonably quick, I found that sticking to the speed limits worked in my advantage as the car became more economical while going about my daily duties. The use of the aircon does impact the range on the vehicle so do expect to use more energy in the peak of summer.

With all the upgrades and power behind it, the i3s is a much better alternative when running your daily tasks in the city or even using it to go to the office on a daily. The boot space isn’t the biggest but will allow one to get a decent amount of groceries when out doing some shopping. The foldable rear seat does allow for more storage space when needed and you can expect to fit in larger valuables.

Furthermore, the interior design of the BMW i3s is very futuristic and minimalistic with extensive use of recycled materials being at the forefront of the design. The new Giga World interior package adds striking leather and cloth seats and light eucalyptus wood trim on the dashboard. It’s a very pleasant step away from the usual black, brown, or cream leather you’d expect to find in a BMW, and the dour dashboard trims, and it gives the cabin an airy, lounge-like feel.

The suicide doors allow for easier entrance for rear passengers. The rear seating is suitable for a medium sized adult without them feeling too cramped up.

The exterior of the BMW i3s is not my favourite and the front area is the biggest contributor to that. The front end could have been designed more in line with other BMW’s within the BMW family. However, I quite enjoy the colour scheme of the car and fortunately the front end of the car doesn’t affect the drivability of the car.

Charging was not an issue for me because I could charge using a normal household socket when at home and in other area’s I could use the regular charging stations. Some issues I encountered was that there aren’t sufficient charging stations around Johannesburg that are readily available for fully electric vehicles. In one instance there was a normal combustion car parked in a bay reserved for electric cars to charge. This was a little frustrating and it could have left me stranded if my charge was low. When using the BMW i Wallbox charger you can achieve a 80% charge it will take roughly 3.2 hours.

The BMW i3s is an amazing car that’s nimble and fun to drive. However, I feel this cannot be your only car it can only do a short range until you must start looking for a charging point.

The i3s is still not up to the standards of its key rivals, but a lot more palatable. At the same time, it’s borrowing interior and exterior styling and design ideas for upcoming models, like the BMW Vision iNEXT which itself previews a bold EV SUV for 2021. If you ask me, that can’t come soon enough. Pricing for the BMW i3s starts at R716 900 for the base model.