Audi South Africa has confirmed the make-up of the facelifted A3 range (ditching the “lower-rung” trim levels), which is due to launch locally in early 2025…
The facelifted Audi A3 Sportback and A3 Sedan are due to launch locally in early 2025, with the Ingolstadt-based firm’s local division confirming the line-up.
Though the 35 TFSI derivatives will retain the turbocharged 1.4-litre, 4-cylinder petrol engine and 8-speed automatic transmission, the German automaker says the updated 8Y-series A3 range – a generation that arrived in SA in July 2021 – will be expanded “with sportier derivatives” (we’re guessing in the form of the likewise revised S3 and RS3) later in 2025.
As a reminder, this 1.4-litre petrol motor has peak outputs of 110 kW and 250 Nm. Audi SA initially announced the 35 TFSI would switch to a turbocharged 1.5-litre petrol engine featuring mild-hybrid technology (and a 7-speed dual-clutch transmission) but late in January 2025 said it had received the incorrect information.
Audi SA furthermore confirmed its decision to “rationalise” the local A3 range, doing away with the unnamed base trim level as well as the “Advanced” grade. Therefore, the facelifted 35 TFSI will be available exclusively in “S line” and “Black Edition” guise.
In South Africa, the S line package will include 18-inch alloy wheels (wrapped in 225/40 R18 tyres), LED lights (with dynamic indicators), a “convenience” key, lane-departure warning, parking assist (with parking aid plus), a panoramic sunroof, ambient lighting package plus, a sports steering wheel, sports seats, the Audi virtual cockpit and a Sonos 3D premium sound system.
Meanwhile, the Black Edition grade will add darkened trim for the grille, Audi rings and side-mirror caps, along with black 18-inch alloy wheels and privacy glass. Of course, the A3 range’s mid-cycle refresh also encompasses revised exterior and interior designs as well as various new cabin materials.
The German firm’s local division says pricing for the updated A3 range “will be shared early in 2025”. As a reminder, the outgoing (12-strong) line-up currently runs from R682 100 to R806 300, excluding Audi Sport’s S3 (from R930 300) and RS3 (from R1 330 800) performance derivatives. Over the first 11 months of 2024, Audi SA has sold 572 units of the A3 Sportback and 378 units of the A3 Sedan.
Ferrari doesn’t call the Purosangue an SUV, but it’s considered the iconic brand’s first attempt at cracking this “must-do” segment. What it is, in fact, is something entirely different, and more intoxicating: the world’s best 4-seat sportscar. Ciro De Siena presents a video review and Hannes Oosthuizen shares his impressions below.
We like: Gravity-defying dynamics, fantastic engine, cabin space, lots of “feel”
We don’t like: Eye-watering price, haptic controls on the steering wheel
Neither an SUV nor a crossover, but instantly popular nonetheless. Ferrari’s order book for the Purosangue is closed at the moment.
Where does the Ferrari Purosangue fit in?
This is a fitting review to end the year on – a Christmas present to petrolheads! The Ferrari Purosangue is not new (it was launched in 2022) and, if you want one, you’ll have to be patient just to get a chance to order the car! Initial demand was so overwhelming that Ferrari had to suspend production of the model because it undertook to keep Purosangue sales at no more than 20% of the brand’s volume.
As we were finalising this review, we learnt order books for the model had closed again – it’s sold out well into 2026 – so if you’re a serious buyer, stay in touch with your Ferrari dealer for updates about that.
Some traditionalists may scoff at the Purosangue’s packaging, but it’s a natural successor to the GTC4Lusso.
Suffice it to say, the Purosangue has contributed massively to Ferrari’s success in the past 2 years and become something of an unsung hero, which is surprising, given that its very existence is controversial! A few years ago the thought of a Ferrari SUV had purists spilling their espressos, but when the car arrived the concerns, somehow, evaporated. This only happens when a product well and truly nails the brief.
There are a few Purosangues available within the local Ferrari network, but you would have to be willing to part with about R15 million to purchase one that way (see below). That means the usual “consumer journalism” benchmarks don’t apply here. This is a car that you’ll either want, or not, and can afford to buy, or not… Whether it is “better than its rivals” is irrelevant, because, in reality, the Purosangue has no rivals. The only question that merits addressing, we believe, is whether the Purosangue is a pure Ferrari.
Its pronounced haunches, upright stance and large glass areas may seem un-Ferrari-like, but the Purosangue’s a knock-out in the metal.
Design & Practicality
When information first emerged that Ferrari was planning to introduce an SUV, the firm was on the receiving end of much criticism. The concerns were to be expected: this is a storied, much-admired brand and the thought of a hefty, high-riding SUV was seen to be at odds with the marque’s DNA.
That said and, as has been the case for many of the world’s other luxury/sportscar brands, this segment is appealing because it adds volume and generates a lot of revenue. You could argue that a successful SUV model funds a brand like Ferrari’s ability to produce the extreme sportscars we expect of it.
The Purosangue’s ultra-discreet headlamp treatment was first seen on the Roma – it makes the front end look sharper.
And when Ferrari showed the Purosangue, the criticism (including from us, we’ll admit) continued. To many, it resembled a Mazda CX-30, albeit a very macho, bulked-up one! That inconvenient truth didn’t hurt sales, however, as the Purosangue sold so quickly that Ferrari stopped production. It was recently reported by Motor1 that, according to data from JATO Dynamics, which covers 52 markets worldwide, the Purosangue was the 3rd-best-selling Ferrari between January and August 2024.
The data, which excludes key markets such as the Middle East, says Ferrari sold nearly 1 500 units through August, 3rd only to the 296 and the Roma. Not only is Ferrari selling more cars than ever before, its market valuation recently reached a new zenith. So things are certainly looking healthy at Maranello…
A quartet of LED tail-light clusters gives the Purosangue’s rear end a distinctive, sculpted look.
The opportunity to review a new Ferrari model doesn’t come along very often, and we certainly had lots of questions leading up to the big day… The brain twisters start as soon as you see it in the metal. First of all, the Purosangue is 4 973-mm long and 2 028-mm wide.
For some context, a Land Rover Discovery 4, which we happened to have on set on the day, is regarded as a “big boy”, but stretches the tape to 4 829 mm and 2 022 mm. So, the Purosangue is longer and wider than a Discovery 4! Yet, it doesn’t look that big at all. Of course, it is a lot lower than a Discovery, but the visual tricks, in our opinion, are more as a result of its curvy design and expansive bonnet.
It’s all about the quattro porte – 4 doors – they open suicide-style to reveal a surprisingly spacious interior.
The Purosangue has some of the most complex surface sculpting we’ve ever seen on a modern car and, in the metal, it’s a knock-out. This is certainly not a “demure” Ferrari by any means – it simply demands attention. It is also the marque’s first 4-door Ferrari, but even that aspect of the design is something to behold. With a 4-door configuration, sex appeal is often sacrificed at the altar of practicality, but Ferrari has gone about it in a way that makes those porte integral to the Purosangue’s striking design.
They open rearwards (“suicide”-style) on substantial single-arm hinges, can be operated electrically from inside the vehicle) and swing open on their own power to reveal a genuinely spacious cabin. This is where the dimensions again come into play. The Purosangue’s wheelbase (3 018 mm) is notably longer than a Porsche Cayenne Turbo GT‘s (2 895 mm) and while the long nose is necessary to fit a V12 engine behind the front axle, this is a genuine 4-seater. Four independently adjustable (electric) seats are fitted and legroom, even with tall front occupants, is excellent. There is plenty of shoulder- and headroom too.
The Ferrari Purosangue has a quartet of individual sports seats that can seat 4 adults in comfort.
The only place where the Purosangue falls a little short (by conventional SUV standards) is in ultimate “utility space”. The load bay is said to have a respectable luggage capacity of 473 litres, and practicality is aided by a removable false floor and rear seats that fold forward electrically, but the floor isn’t flat and the bay isn’t entirely box-shaped, so forget about popping down to Makro to collect a large appliance!
Considering its relatively meagre ground clearance (185 mm), the family-friendly Prancing Horse is not high-riding (again, by SUV standards) and those enormous wheels – 22-inch rims at the front and 23-inch rims at the rear (the latter fitted with 315/30 Bridgestone tyres) – aren’t suitable for off-roading.
Large alloy wheels shod with low-profile rubber encase the beefy braking system, replete with Brembo calipers.
So, what is the Purosangue, then? As Ferrari has stated itself, this model is not an SUV. In our view, it is a quite natural evolution of the brand’s shooting-brake line (think FF and GTC4Lusso), but with a more modern, “SUV-themed” twist. Compared with those cars, it’s sufficiently more spacious to render it suitable for long-distance travel with 4 adult occupants, but still capable of handling slippier surfaces and just about high enough to make it a more practical daily runner on our speed-hump littered roads.
Have you ever seen such a purposefully sporty setup from the driver’s seat of another super-SUV?
As you would expect in a R10-million-plus car, the design of the cockpit is suitably dramatic. It features 2 pronounced bulges, positioned in front of the driver and front passenger, respectively. Unlike most new cars, there is no massive touchscreen in the middle.
Instead, a clever rotary climate control knob rises out of the centre of the fascia. It seems as if the Purosangue’s designers decided the driver should focus on driving (hence the lovely digital instrumentation) and that the front passenger has no business accessing the same controls/visuals, which is why they are availed of a separate screen from which to access infotainment settings etc.
The digital instrument cluster has a supercar-like configuration. Peak power is delivered just short of the 8 000-rpm redline.
Another nice touch is the design of the transmission buttons on the central tunnel; it harks back to the metallic “gates” of manual Ferraris of the past. Build quality is excellent – our test unit had more than 5 000 km on the odo and still felt brand new, with neither a creak nor rattle evident. Lovely materials, too.
If we have one criticism, it concerns the haptic feedback buttons on the steering wheel. For a Ferrari, a bright red, physical starter button would have been much more suitable. But even some of the minor controls on the steering wheel are a bit fiddly. It’s worth noting that this is not a Ferrari-specific problem; as a team, we don’t rate these types of buttons highly in terms of user-friendliness – they are less than intuitive, which explains why some brands (including Volkswagen) are moving away from them.
Seeing as there’s a Prancing Horse on the front grille, the (electronic) transmission panel has a machined look.
Performance & Efficiency
Lift the Purosangue’s massive front-hinged bonnet and you’re presented with a truly rare sight these days – a 6.5-litre V12 engine with no turbocharging or hybrid assistance. It is mounted far back to aid weight distribution, allowing Ferrari to achieve the desired 49/51 front-rear split. No other “SUV” offers anything vaguely similar…
The naturally-aspirated (non-turbocharged) 6.5-litre V12 is free-revving, not to mention rev-hungry.
The engine, mated with an 8-speed dual-clutch auto transmission, is an evolution of the one used in the 812 Superfast, but was extensively revised to produce 533 kW and 716 Nm of torque in this application. The model’s claimed 0-100 kph time is 3.3 sec and the top speed is quoted as no less than 310 kph!
The GTC4Lusso’s all-wheel-drive system has been evolved for the Purosangue, but the recipe is similar – 2 gearboxes – an 8-speed transaxle mounted at the rear and a 2nd one, mounted at the front, directly connected to the engine with 2 gears. All of this helps to achieve that highly desired weight distribution.
The oversized metallic gear shift paddles are mounted on the steering column and have a deeply satisfying action.
But enough of the specs… how does it go? Well, fire up the Purosangue with its steering wheel mounted “haptic” button, and it barks into life with a crisp, clear-throated growl. Squeeze the accelerator pedal and the engine’s eagerness to rev is immediately apparent – it will rev straight up to the redline and scream its lungs out in Park – no soft-limiter nonsense here! Also, you don’t have to press any buttons to access the evocative noise, the Purosangue is unapologetically full-voiced. It is a Ferrari, after all…
Pull back on the right gearshift paddle (the shifters are enormous) and you’re ready to go. Of course, like in most modern cars, there are drive modes to choose from, but even when you’re driving in Comfort mode, the Ferrari’s response to accelerator-pedal inputs is prompt and lively. The ‘box, too, will initially startle you with its dramatic downshifts. Being a naturally aspirated engine, it requires some revs to unlock the astonishing power, but that is no hardship. Maximum power comes on tap at 7 750 rpm and the redline is at 8 250 rpm. If you knock it into Sport, the throttle response is, frankly, electrifying.
When you change the drive mode via the ‘wheel-mounted dial, it’s confirmed via a pop-up on the digital dash.
Talking of drive modes… Using the steering-wheel-mounted dial (manettino) you can access Comfort, Sport, Ice, Wet and ESC off. There are no off-road settings.
Fuel economy? Who cares… But Ferrari does claim an average consumption of 17.3 L/100 km which, in our experience, seems achievable. The fuel tank is big (100 litres), resulting in a potential cruising range of almost 600 km.
Ride & Handling
And don’t assume the Purosangue’s all about grip, with no rear-wheel-drive dynamics – no, it’s lively at the limit.
Now for the cherry on the cake… As we’ve explained, the Purosangue is large and, at 2 033 kg, quite hefty. Nevertheless, its driving experience is akin to that of a proper Ferrari supercar – razor-sharp, eminently agile and above all, thrilling.
The technical details of the Purosangue’s chassis and suspension are mind-numbingly complex but, in short, it has an almost “pro-active” suspension system, mated with an all-new aluminium chassis that is 25% stiffer than the GTC4Lusso’s. Developed by Multimatic, the system features 2 independent spool valves (for compression and rebound) on each wheel. Each wheel also has its own electronic “brain” that takes orders from the overarching active suspension system.
The stirring and melodious soundtrack of the large-displacement V12 motor is the Purosangue’s coup de grace.
The science might be complex, but the result is breathtakingly simple to summarise. Not only does the Purosangue handle better in all measurable aspects than any other quasi-super-SUV – it also delivers its ability in a fantastically engaging, exciting manner. In a way, you have to rewire your brain before going for a fast drive in the Purosangue, because it tracks its blisteringly quick steering precisely with negligible body roll. Yet, it is not a car that just grips. If you push it hard in a certain way, it will fight you and squirm as that magnificent V12 merrily screams up and down its rev range, adding to the visceral experience.
Even in Comfort mode, the ride is firm, but it retains enough suppleness to avoid being crashy. As a matter of fact, the Purosangue’s ride quality feels more “sophisticated” than those of other so-called super-SUVs, yet it will run rings around them in terms of cornering ability. It feels every inch a Ferrari.
It costs R10 million before options, but for that, you need to successfully place an order… when you can.
Price and After-Sales Support
The Ferrari Purosangue is priced at R9 759 300 before options. Note, however, that it is no longer possible to spec a new Purosangue from the factory, so if you want one right now, you will have to find a suitable offering among the units already imported into South Africa. At the time we published this review, Scuderia Johannesburg listed a Purosangue on Cars.co.za with an asking price of R15 million.
The price includes a 3-year/unlimited km warranty and 7-year/unlimited km service plan. Services are required every year or 20 000km.
Ferrari hasn’t built an SUV, it has created the world’s finest 4-door, 4-seater sportscar.
Verdict
During a recent discussion in the Cars.co.za office, we pondered what the truly memorable cars of 2024 were. The cars that come through our office are very much a reflection of what is happening in the market. In other words, 2024 was marked by a significant increase in Chinese products, and also EVs.
Almost all the cars were crossovers of some kind or other and collectively, we struggled to recall any memorable new models that were aimed purely at driving enthusiasts. Although the Purosangue can be classified as a “crossover”, it undoubtedly sits alone in the very top echelon of that segment. Whether it is an SUV, FUV, SAV, or whatever – it doesn’t matter. The only thing that matters is that it is a true Ferrari, albeit a more usable one (as an everyday car). In one stunning move, Ferrari has given its shareholders what it wanted (an SUV), and the Tifosi the best-ever 4-seat Ferrari.
Bakkies are often used as workhorses and they generally live hard lives as they are required to carry heavy loads. However, not all bakkies are used for what they are built for and many bakkies are used as leisure vehicles that serve as practical solutions for 4×4 adventures or travelling offroad to destinations far and wide.
When it comes to buying the best second-hand bakkie in South Africa, the trick is to find the bakkie that’s in the best condition possible with the lowest mileage and at the best price within your particular budget.
Cars.co.za’s Used Car Search Tool allows you to search for cars based on your specific criteria to find the best second-hand bakkies quickly and easily. Our new “Quick Search” functionality allows you to simply type in the name of the car you are looking for, taking you directly to the relevant stock for sale!
More so, you can browse cars according to Price or Monthly Payment to suit your budget and you can search cars for sale by selecting the large Body Type tiles which will refine your search based on the kind of bakkie you are looking for whether it be a Double Cab, Extended Cab, Single Cab or Dropside.
Here are some of the best second-hand bakkies you can buy in South Africa!
Best Second-Hand Bakkies South Africa
Toyota Hilux
The Toyota Hilux is by far the most popular bakkie in South Africa and demand for the Hilux in the used car market is strong!
Cars.co.za currently has over 2 700 used Toyota Hilux bakkies to choose from!
Isuzu is one of South Africa’s most trusted bakkie brands with a solid reputation for making reliable bakkies and you can’t really go wrong with a D-Max.
Cars.co.za currently has over 1 900 used Isuzu bakkies to choose from so you’re spoilt for choice!
Chinese brand Dongfeng launches in SA with small EV
Chinese brand Dongfeng has officially announced its entry into South Africa’s passenger-vehicle market, unveiling the fully electric Box at a local launch event…
It’s official: Dongfeng is the latest Chinese automotive brand to hit South Africa, displaying the first product that will be sold locally – the fully electric Box – at a launch event in Gauteng. As we understand it, retail operations are scheduled to commence relatively early in 2025.
While the Dongfeng marque technically already has a minor presence in the local market’s heavy-truck segment, this announcement marks the Chinese state-owned firm’s entry into Mzansi’s passenger-vehicle space.
Dongfeng’s first passenger-car product in SA will be the Box EV.
Set to be distributed locally by a company called “E Auto Motor”, Dongfeng will to kick off its SA operations with the Box, a fully electric compact hatchback that’s a little smaller than the BYD Dolphin. Known as the “Nammi 01” in its domestic market of China, the Dongfeng Box measures 4 030 mm long and has a wheelbase of 2 660 mm.
Equipped with a 42.3 kWh lithium iron phosphate battery pack, the little EV has a range of about 430 km, according to the Wuhan-based automaker. The front-mounted electric motor generates 70 kW and 160 Nm, while top speed is pegged at 140 kph. Pricing for this model has yet to be confirmed, but we’d speculate it could launch as one of the market’s most affordable EVs.
The fully electric Box features frameless windows.
Dongfeng furthermore confirmed plans to launch 2 more products in South Africa in 2025. Though the automaker didn’t reveal exactly which models it would bring next year, it’s perhaps worth noting that – in addition to the Box – only the 007 (an electric sedan) has thus far been engineered for right-hand drive.
A yet-to-be-revealed electric SUV bearing the “S32” internal designation is also expected to be developed in right-hooker guise. We’ll update this article should more official information on Dongfeng’s local operations be released…
If you long for a car powered by BMW’s iconic S54 inline-6-cylinder engine, but can’t quite make your finances stretch to an (E46) M3, then there is a suitable alternative, the rather brilliant, and more affordable, (E86) Z4 M Coupe.
Let’s start with a summary of the current M-car “modern classic” market. If you are shopping for a BMW M car that was produced during the past 25 years, there is a staggering number of variants to choose from. However, seeing as we live in a BMW-loving country, the values of most of these cars have increased substantially over the past few years. Some of them are now simply priced beyond reach!
Expect to pay R500 000 for a good BMW E46 M3 and budget closer to R750 000 (or more) to acquire one of the best examples in South Africa. But where should you look if you want a more affordable M product, at least in terms of the initial outlay of the purchase price, if we leave maintenance aside?
May I suggest you take a closer look at the BMW (E86) Z4 M Coupe and (E85) Z4 M Roadster? These are arguably the most affordable full-fat BMW M products you can purchase, particularly so in the case of the roadster. It won’t stay that way forever, and the Coupe, in particular, is already trending upwards.
At the time of writing, there were a few attractive examples available online: one 2007 and two 2009 Z4 M Coupes with between 99 000 and 120 000 km on the clock, priced from R328k to R369k. If you want to look for (and are prepared to wait) for a perfect example, you’ll need to stump up a bit more than that.
The current owner of this Sepang Bronze example, which he bought from the Mother City Car Company, has had 3 other BMWs in his life and, perhaps unsurprisingly, the previous one was the Z4 M Roadster.
A particularly attractive feature of the Z4 M Coupe is the fact that it’s a proper sportscar. Much to my relief, it’s neither an SUV, nor a sedan, but a low-slung, long-nosed and stubby-tailed coupe.
Underneath the bonnet is the naturally aspirated (non-turbo) 3.2-litre inline-6-cylinder S54 engine, the same unit as found in the E46 M3. This begs the question, surely this should be a more exciting M car – seeing as it is lighter and more “focused” than the M3, which is a derivative of the 3 Series sedan?
Specifications:
Model: BMW Z4 M Coupe
Engine: 3.2-litre, inline-6, petrol
Power: 252 kW at 7 900 rpm
Torque: 365 Nm at 4 900 rpm
Transmission: 6-speed manual
Weight: 1 495 kg
0-100 kph: 5.0 seconds
Top Speed: 250 kph
Behind the ‘wheel of the BMW Z4 M Coupe
The afternoon sun and the Sepang Bronze finish work wonders for this era of BMW design. Although not directly designed by the once controversial, now revered Chris Bangle but rather by Jan Hettler, the former was in charge of the BMW design team at the time. There are creases and slashes (“flame surfacing”, in Bangle-speak) along the flanks of the coupe; it is unmistakably a mid-2000s BMW.
At the back, you’ve got a short overhang with a quartet of exhaust pipes that protrude from a pair of subtle cutouts at the bottom of the rear bumper, which, in M specification, looks suitably muscular.
The BMW Z4 M Coupe’s nose section might look slightly too long when you walk up to the car, but when you get into the car it doesn’t feel as long – your feet are in line with the wheels. The cabin is another highlight from a decade and a half ago. There is no infotainment screen, just analogue dials and a gorgeous slab of aluminium with the climate control- and audio system controls in the centre.
Nowadays, touchscreens dominate car fascias, but in the Z4 M Coupe, there are no features that draw your attention away from the driving experience; the seats are fairly supportive, the ‘wheel is not as thick-rimmed as in modern BMWs and, to my left, is a stubby gear lever with relatively short throws.
Twist the key and the engine awakens with an immediate gruff sound. If you cruise along at 2 000 or 3 000 rpm, you will already get the sense that this is a rather focused sportscar. Depending on what you are used to, the ride is on the firm side, but it’s not too harsh to make it impossible to live with every day.
At all times the car feels planted and solid. However, when you start to push on, the naughty side – the lively handling traits we associate with BMW M cars from this era – becomes evident. On poor surfaces, the traction control light will flicker regularly as this stiff, powerful sportscar tries to put its power down.
However, the electronic nanny isn’t overly intrusive – thankfully the system allows slight movements of the rear axle before it intervenes. That trait allows you to truly enjoy the car close to the limit.
Past 5 000 and 6 000 rpm, on the way to the 7 500 rpm red line, the engine is at its best and the full 252 kW can be felt and enjoyed. Help the gear shifts along with some throttle blipping on the way down the ‘box and you will smooth out the process. The brakes on this specific car might need a little attention, but even so, the brake pedal is extremely sensitive and this truly inspires confidence when pushing on.
The nicely weighted and direct steering is another highlight, but at times it feels like you are driving from the seat of your pants because you’re so close to the ground and rear axle. Not that it’s a bad thing…
Summary
Because it features arguably one of the best M engines from the Noughties in a package that is focused enough to be enjoyed on a weekend blast, but still usable enough to drive every day (even when you are running errands), it is hard to fault the BMW Z4 M Coupe. It is undoubtedly a modern classic.
This Bimmer is not only special in terms of its design; it also offers a compelling driving experience – at times, you’ll beam from ear to ear when piloting this Bavarian machine. I’ve realised that you don’t need to stretch to E46 M3 money to own one of the best M engines from the 21st century. What a winner!
The Mahindra XUV 3XO Panel Van has quietly hit SA, pitched as an alternative to a half-tonne bakkie. And, rather unusually, it’s slightly more affordable than its predecessor…
The Mahindra XUV 3XO Panel Van has quietly joined the Indian automaker’s light-commercial vehicle (LCV) range in South Africa, priced slightly below its predecessor.
Based on the recently launched XUV 3XO crossover, the panel-van derivative – which we suspect is converted locally either at Mahindra’s special fitment centre near Kempton Park or at its soon-to-be-replaced assembly facility in KwaZulu-Natal – sees the local line-up swell to 9 variants.
The XUV 3XO Panel Van is pitched as an alternative to a half-tonne bakkie.
From what we understand, the new 2-seater XUV 3XO 1.2T MX1 Panel Van is priced at R296 999, making it R6 000 more affordable than the XUV300-based version it replaces (which had last been priced at R302 999). It thus slots neatly into the middle of the broader XUV 3XO portfolio.
Pitched at would-be buyers of a half-tonne bakkie (a segment that fizzled out locally with the demise of the Nissan NP200 earlier this year), the XUV 3XO Panel Van employs the same turbocharged 1.2-litre, 3-cylinder petrol engine as the rest of the range, here sending 82 kW and 200 Nm to the front axle via a 6-speed manual gearbox.
Note the steel wheels and blanked-off front-foglamp apertures.
While Mahindra SA has yet to release official specifications for its newest LCV derivative, we believe it will feature the relatively modest “MX1” trim level. Based on our information, this workhorse variant will do without items such as an infotainment system (simply replaced by a black plastic panel), steering-wheel buttons, front foglamps and a rear wiper, while riding on 16-inch steel wheels.
Still, we believe staples such as air conditioning, electric windows and electronic stability control (not to mention airbags) remain standard. Of course, Mahindra SA has also ditched the rear bench and fitted a flat load floor, while furthermore adding a metal safety barrier to separate the passenger- and load areas.
The rear windows and screen feature an opaque film.
The rear side windows and rear screen also gain mesh barriers along with an opaque film, with the latter likely applied to keep the load bay’s contents from prying eyes. Unfortunately, we have yet to unearth an official payload capacity for this model, though its predecessor’s figure was around 320 kg.
Interestingly, while its forebear wore the “Xprez” badge (which was also used on the KUV-based version a few years back), it seems this moniker may fall away for the XUV 3XO iteration – despite being shown in early images (as below). Though its official name is not yet confirmed, we’ve subsequently seen an example that does not feature this badging.
These early marketing images show the newcomer with the “Xprez” badge.
The Mahindra XUV 3XO Panel Van joins a surprisingly crowded segment of converted passenger vehicles, counting the likes of the Hyundai Grand i10 Cargo (R249 500 for the 1.0 and R289 900 for the 1.2), Renault Triber 1.0 Express (R266 999), Kia Picanto 1.0 LX Runner (R284 900 for the manual and R302 900 for the auto), Kia Sonet 1.5 LS Runner (R 319 995), Hyundai Venue 1.2 Premium Cargo (R321 500) and Renault Kiger 1.0 Turbo Express (R334 999) as its rivals.
How much does Mahindra’s XUV 3XO Panel Van cost in SA?
Mahindra XUV 3XO 1.2T MX1 Panel Van – R296 999
The price above includes Mahindra’s 5-year/150 000 km warranty and a 3-year/55 000 km service plan.
The F87-gen BMW M2 was one of the best M cars of the modern era, but does it make a compelling used buy? Let’s examine this sportscar’s strengths and weaknesses, and see what you can expect to pay for a clean example…
Despite debuting a fresh nameplate, the F87 BMW M2 was, in many ways, a throwback to somewhat simpler times. Endowed with a short wheelbase, a front-sited inline-6-cylinder engine and rear-wheel drive, this Leipzig-built 2-door sportscar was billed as a spiritual successor to everything from the 2002 Turbo to the not-for-Mzansi E30-gen M3 and the limited-run E82 1 Series M Coupe.
Slotting in below the increasingly complex M3 sedan (F80) and M4 coupe (F82) as the entry point to the BMW M GmbH line-up, the pleasingly compact M2 endeared itself to enthusiasts by offering more accessibility, simplicity and indeed driving purity than its larger, arguably less-characterful siblings.
Is this one of the best M cars of the modern era? Undoubtedly.
Based on the F22-gen 2 Series, the original M2 was effectively an M235i coupe fitted with a healthy selection of go-faster bits pulled from deep within the M parts bin. Indeed, the baby M car borrowed various elements of its suspension, steering and braking systems from the M4, while the Competition- and CS-badged models even pilfered the larger coupe’s powertrain.
The F87 BMW M2 was on the market in Mzansi for about 6 years. The 2nd-gen model (G87) replaced it locally in mid-2023, though the F87 technically exited the market at some point in the prior year.
F87 BMW M2 model line-up in South Africa
The F87 M2 arrived in South Africa in the 2nd quarter of 2016.
Revealed in October 2015, the BMW M2 touched down in South Africa in April 2016, with a starting price of R799 105. At launch, the local range comprised a pair of derivatives differentiated only by their cog swappers. There was a 6-speed manual gearbox, as well as a 7-speed dual-clutch transmission, with the latter commanding a premium of around R50k.
M2 Coupe 6MT (272 kW/500 Nm)
M2 Coupe 7M-DCT (272 kW/500 Nm)
The turbocharged 3.0-litre inline-6 motor generated 272 kW between 5 800 and 6 000 rpm, while the peak twisting force of 500 Nm (on overboost, up from 465 Nm) was on tap from 1 300 to 4 500 rpm.
According to BMW, the manual M2 could complete the 0-100 kph sprint in 4.5 sec, while the self-shifting derivative was 2-tenths quicker to the mark. Top speed was limited to 250 kph in either case.
Only 20 units of the M2 Edition Black Shadow came to SA.
In April 2018, local order books for the M2 Edition Black Shadow opened, with just 20 examples set aside for South Africa. Exclusively available in a Sapphire Black metallic hue, this limited-edition variant came fitted with black 19-inch forged light alloy wheels and featured a carbon finish for the side-mirror caps and rear diffuser, as well as black-chrome trim for the dual tailpipes.
At the Festival of Motoring in late-August 2018, BMW Group South Africa debuted the M2 Competition, which replaced the standard M2 outright. The Competition-badged newcomer ditched the original model’s single-turbo N55 motor for a version of the twin-turbo S55 unit from the M4.
In M2 Competition guise, this inline-6 engine offered 302 kW (from 5 250 to 7 000 rpm) and 550 Nm (between 2 350 and 5 200 rpm), while the optional M Driver’s Package raised the top speed to 280 kph.
The M2 Competition replaced the original M2 in Mzansi in the 3rd quarter of 2018.
M2 Competition Coupe 6MT (302 kW/550 Nm)
M2 Competition Coupe 7M-DCT (302 kW/550 Nm)
The M2 Competition was available in both 6-speed manual and 7-speed dual-clutch automatic guises, with respective 0-100 kph sprint times of 4.4- and 4.2 sec. BMW added a carbon-fibre reinforced plastic (CFRP) strut under the bonnet, while the steering system and stability control (including the active M differential) were reconfigured and larger brakes were adopted. In addition to the requisite exterior design updates, BMW made a few tweaks to the cabin, while various new options were rolled out.
Towards the end of 2020, the limited-production M2 CS arrived, assuming its position above the M2 Competition and following a similar recipe to the M3 and M4 derivatives bearing the same suffix. Just 30 units of the variant were allocated to South Africa, with 2 added to the press fleet and the remaining 28 going under the hammer at a dedicated auction event attended by BMW Group SA’s top clients.
Only 30 examples of the M2 CS were set aside for SA.
M2 CS Coupe 6MT (331 kW/550 Nm)
M2 CS Coupe 7M-DCT (331 kW/550 Nm)
In the M2 CS, the further-fettled S55 motor developed 331 kW and 550 Nm – peak outputs that matched those of the outgoing F82-gen M4 Competition. As such, the manual model’s 0-100 kph sprint time improved to a claimed 4.2 sec, with the dual-clutch derivative requiring just 4.0 sec to hit 3 figures from a standstill. With the M Driver’s Package fitted as standard, the top speed was governed to 280 kph.
The M2 CS featured a CFRP bonnet (complete with a menacing central air vent) and a CFRP roof, along with a model-specific front splitter, Gurney spoiler lip and rear diffuser, as well as adaptive suspension. Inside, this special model employed bucket-style M Sport seats familiar from the M4 CS and finished in a combination of Merino leather and Alcantara with red contrast stitching.
What are the F87 BMW M2’s strengths?
The N55 used in the original M2.
Terrific powertrain(s): The original M2 was one of the last models to use the N55 engine – and what a swansong it had. Arguably more characterful than the S55 mill that replaced it, the N55B30T0 motor borrowed its pistons and crankshaft main bearing shells from the M4 powerplant and utilised high-performance spark plugs with a loftier heat rating. Technical details aside, this potent single-turbo unit was a wonderfully tractable, free-revving engine that also delivered a memorable inline-6 soundtrack.
So, why did the Munich-based automaker ditch the N55 and instead employ a version of the M4’s S55 in the M2 Competition and M2 CS? Well, rumours suggest it simply would have been too costly to re-engineer the N55 to meet Europe’s then-approaching WLTP emissions standards, prompting BMW to pivot to the newer (and thus potentially more environmentally friendly) S55.
The M2 was one of the final models to use the N55 single-turbo inline-6 motor.
In the M2 Competition, this twin-turbo engine offered an extra 30 kW and 50 Nm over the standard M2 and borrowed its cooling system – comprising a central radiator, 2 side radiators and an additional engine oil cooler – from the M4 Competition Package. So, the hottest 2 Series finally gained a bona fide M engine, even if its soundtrack wasn’t quite as stirring as before. In addition, owing to the new engine, the Competition-badged model felt a little more like an M4 and less like the original M2…
Rear-wheel-drive dynamics: Where Audi Sport and Mercedes-AMG offered all-paw hot hatches (the RS3 Sportback and A45), BMW opted for a rear-driven sportscar with a, frankly, fabulous chassis. As a result, the M2 was far more of a driver’s car than its Neckarsulm- and Affalterbach-developed counterparts, offering precise handling, agility and – ultimately – immense driver involvement.
RIP, rear tyres.
Though there’s some debate about whether the original M2 or the more powerful M2 Competition was twitchier at the limit, it’s worth keeping in mind both the selected traction settings and the condition of the road surface played a considerable role in any degree of tail-happiness on display. In short, though, either version could be provoked into a tyre-eroding slide.
Surprisingly well equipped: Since German automakers typically offer lengthy lists of options, it was perhaps surprising that the M2 came so well equipped from the factory. In fact, at launch, the only notable paid extras were a glass sunroof, rear parking sensors, a reverse-view camera and an upgraded infotainment system. The latter featured navigation and was made standard on the M2 Competition, which was furthermore available with optional M Sport brakes.
What are the F87 BMW M2’s weaknesses?
The M2’s cabin looked a little, well, ordinary.
Somewhat staid cabin: Considering the M2’s status as an M-badged machine, there’s an argument to be made that its cabin was somewhat staid. Indeed, little more than a smattering of carbon trim and Alcantara, along with subtle blue contrast stitching on the sports seats, set the interior apart from that of an ordinary 2 Series coupe.
Still, the M2 Competition gained a bit more visual flair courtesy of items such as a red start/stop button and M stripes woven into the seatbelts, while the CS featured yet more Alcantara, a carbon-fibre centre console, CFRP door pulls and bucket seats from the M4 CS (complete with red contrast stitching).
The inside of the M2 CS was far racier.
Fairly stiff ride: Yes, it may seem a little unfair to criticise a full-blown sportscar for its less-than-stellar ride comfort, but the M2’s short wheelbase, inherently firm suspension setup and 35-profile 19-inch tyres did it few favours in this department. Still, we should emphasise that a somewhat jarring ride on poorly finished tarmac is more a quibble than an out-and-out weakness. Also, keep in mind the M2 CS upgraded to adaptive dampers, ostensibly improving the ride quality in the aptly named “Comfort” mode.
Miscellaneous potential issues: So, what potential problems should you look out for when shopping for a used F87 BMW M2? Well, though the N55 engine is regarded as reasonably reliable (provided that it is fastidiously maintained), these motors have been known to leak oil (often courtesy of aging gaskets around the oil pan and oil-filter housing), while some have suffered from failed water pumps and malfunctioning high-pressure fuel pumps.
The S55 had a reputation for spinning its crank hub.
The S55 powerplant in the M2 Competition and M2 CS, meanwhile, gained a reputation for a potential crank-hub issue – though, as we pointed out in our F82 M4 Buyer’s Guide, the failure rate is likely nowhere near as high as some on the internet would have you believe. The positive crankcase ventilation (PCV) valve system used in both the N55 and S55 has also been known to fail.
How much is a used F87 BMW M2 in SA?
The F87 M2 was available with optional M Performance parts.
In South Africa, all 3 versions of the F87-gen M2 shipped standard with BMW’s 5-year/100 000 km Motorplan (maintenance plan). As always, we’d strongly recommend considering only vehicles that have a full, verifiable maintenance history – and simply walking away from those that don’t.
Approximately 55% of the F87 BMW M2s listed on Cars.co.zaat the time of writing were Competition-badged examples, while we discovered just a single M2 CS and a lone manual-equipped derivative (in this case, a 2018 M2 Competition). The highest indicated mileage we saw was just 85 000 km.
Below R700 000: About a quarter of listed F87 M2s were priced below R700 000 – but only just (all examples here had an asking price in the region of R699 000). We found only vehicles from the opening 2 model years in this space.
From R700 000 to R900 000: This pricing bracket housed nearly half of all listed F87 models, with the Competition derivative most prevalent. Model years ranged from 2017 to 2021, while we also found a couple of modified M2s (which we’d recommend avoiding) and the lone manual variant on the market.
R900 000 and up: Beyond the R900k mark, we saw almost exclusively Competition derivatives, along with the single CS on offer and a 2017 M2 seemingly fitted with every conceivable AC Schnitzer accoutrement. The most expensive example we discovered was the aforementioned 2021 M2 CS, which had just 1 700 km on the clock and was priced at a heady R1 749 950.
Which F87 BMW M2 derivative should I buy?
M2 CS derivatives are unsurprisingly hard to find.
Unless your budget allows, we can probably rule out the M2 CS. Since just 30 were brought into Mzansi, they rarely come onto the used market and, when they do, they command a significant premium. You’re likewise unlikely to find an example equipped with a manual gearbox, so it’s largely a case of choosing between the dual-clutch versions of the original M2 and the M2 Competition.
Since the respective engines in these 2 models lend them distinctly different characters, we’d suggest driving an example of each to determine exactly where your preference lies. Also, keep in mind that the M2 Competition – though perhaps a compelling middle ground between the other 2 derivatives available – will cost more than the regular M2, so your budget may well decide for you.
Does the M2 Competition represent a compelling middle ground?
Finally, here’s our requisite caveat about purchasing a 2nd-hand performance car: bear in mind that models such as the BMW M2 tend to be driven hard, which makes evidence of regular and fastidious maintenance all the more important. It’s a classic case of “buyer beware”.
What else might I consider instead of a BMW M2?
The F87 M2 technically didn’t face direct sportscar rivals from Audi and Mercedes.
During the M2’s tenure in South Africa’s new-vehicle market, potential buyers had a few alternatives from which to choose. The Porsche 718 Cayman – initially offered in 4-pot form before Zuffenhausen swiftly switched back to a horizontally opposed 6-cylinder engine – was certainly a tempting option, though was considerably pricier than the M2.
There was also the 4-cylinder Mercedes-AMG A45 (in W176- and W177-gen form), as well as the 5-cylinder Audi RS3 Sportback (in 8V- and 8Y-series guise), but these were high-powered hot hatches rather than hardcore sportscars. The most potent versions of the since-discontinued Audi TT Mk3, too, couldn’t match the M2’s dynamic prowess.
A future modern classic? We think so.
The A90-gen Toyota GR Supra (developed alongside the G29 Z4 roadster) was another interesting competitor, as was the B58-powered BMW M240i. While this M Performance version of the F22-gen 2 Series represented a more comfortable everyday proposition than the M2, it lacked the dynamic sparkle and visual gravitas of a full-fat M car. In short, the M240i was more a quick coupe than a sportscar.
That latter description, however, certainly applied to the M2. There’s little doubt the F87 BMW M2 remains one of the very best M cars in recent memory. Though it’s too early to roll out the “modern classic” or “collector’s item” labels, these are designations this baby M will almost unquestionably receive in time.
The new Haval H7 is set to launch in South Africa in January 2025. Here’s a closer look at what we can expect, including likely powertrain options for the local market…
GWM South Africa plans to kick off the New Year with the launch of the new Haval H7, which is scheduled to hit the local market in January 2025 (having earlier been tipped for a 2024 arrival). So, what can we expect from this newcomer?
Well, though this SUV wears the “Big Dog” nameplate in its domestic market of China, it will be badged as the H7 here in Mzansi. This is despite GWM having earlier applied to protect the “Haval Dargo” moniker (another export name for this model) in South Africa, a trademark that was officially registered as recently as March 2024.
The new H7 is known as the “Big Dog” in China.
GWM first mentioned the H7 at its “Brand Renewal Conference” in February 2024. Then, during an interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s South African Auto Week 2024 in Cape Town in October 2024, Desmond Els, Sales Director at GWM SA, confirmed the “H7 is on its way and will be introduced in Q1 [2025]”.
Now the Chinese firm’s local division has commenced a social-media teaser campaign for its latest boxy SUV, while also adding a dedicated H7 page to its website (with the latter confirming a local market launch is planned for January 2025).
The new H7 is scheduled to hit the local market in 2025’s opening month.
Featuring a unibody configuration, the 2nd-generation Haval H7 (the first having never made it to local shores) measures 4 705 mm from nose to tail, with a wheelbase of 2 810 mm. That makes it some 52 mm longer than the closely related H6, a facelifted version of which is expected to arrive in South Africa in the 2nd quarter of 2025.
What sort of powertrains can we expect? Well, based on information released by GWM SA earlier in the year, we believe the H7 will offer a similar engine line-up to that of the H6. As such, we anticipate the H7 will be available with the automaker’s familiar turbocharged 2.0-litre, 4-cylinder petrol engine.
Unlike the larger Tank 300 and Haval H9, the H7 is a unibody vehicle.
In the current SA-spec H6, this 2.0-litre motor generates 150 kW and 320 Nm, though these peak outputs rise to 175 kW and 385 Nm in the Chinese-spec “Big Dog”. The latter furthermore upgrades from the former’s 7-speed dual-clutch transmission to a 9-speed item.
In addition, a hybrid option at some point seems exceedingly likely considering GWM SA currently offers a dual-powered version of each of its other nameplates (bar the Ora, which is fully electric). Again, the H7 HEV could simply inherit the H6 HEV’s powertrain, which combines a turbocharged 1.5-litre, 4-cylinder petrol mill with hybrid gubbins, resulting in total system outputs of 179 kW and 530 Nm.
Here’s a look at the Chinese-spec Big Dog’s interior.
Another option, of course, is a plug-in hybrid (PHEV) powertrain, though this is a configuration not yet offered by GWM SA anywhere in its range – but one that is certainly in the company’s plans. In China, the Big Dog is available in a pair of PHEV configurations (each based on a 1.5-litre petrol unit), offering either 240 kW and 530 Nm (with a single electric motor on the front axle) or 278 kW and 750 Nm (with an electric motor fitted on each axle).
Expect the new H7 to be positioned above the H6, where it will likely serve as Haval’s flagship offering until the scheduled arrival of the larger H9 later in 2025. That said, the newcomer will surely be positioned below the body-on-frame Tank 300, which is incidentally in line to receive a turbodiesel engine in the opening quarter of 2025.
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Many people say that Tiktok is a platform for teenagers to practice their dance moves? We say that these people do not understand social media in 2025.
Tiktok is actively used by more than a 3rd of Mzansi. It is the 2nd largest social media platform after Facebook and larger than Instagram. It has “aged up” dramatically in the last 2 years to reflect a large cross-section of the car-buying public.
Cars.co.za original content reaches over 7 million of these people monthly. The TikTok algorithm rewards great content by spreading it quickly. Cars.co.za content gets attention and Tiktok is central to our strategy of using content to bring leads into your dealership.
Every day, our users see thousands of ads. They drive past billboards, they listen to the radio and they see ads on TV. Do they remember any of them? We don’t think so. We know they do spend time on social media and Cars.co.za content gets attention.
That is why Cars.co.za is the premier content channel of any business in South Africa.
The journey to help Msanzi find the car that moves them starts with the content we post on TikTok. Cars.co.za is the expert in linking social media to cars to leads.
