LDV T60 Review (2024) New Player Has Entered the Game
A new bakkie has arrived in South Africa — Meet the LDV T60! Jacob Moshokoa examines the newcomer to determine if it has what it takes to compete in this highly competitive segment.
The LDV T60 is a fresh off-the-boat offering to the ever-growing bakkie segment. This new double-cab bakkie is positioned as a competitor to the Toyota Hilux, Ford Ranger, Isuzu D-Max big three, but also hopes to steal sales away from the Volkswagen Amarok, Mitsubishi Triton, Nissan Navara and compatriots from GWM, JAC, Foton etc.
With strong on-paper engine figures and a generous list of standard equipment, the new LDV T60 looks promising. In this video review, Jacob Moshokoa gets behind the wheel of this new double-cab bakkie and evaluates the on-road drive, how it handles on dirt, and tests out the space and features.
BMW vs Mercedes-Benz: premium sales race at 2024’s halfway point
BMW and Mercedes-Benz continue to fight for sales dominance in the premium market. But which of these Teutonic rivals is leading the global race after the 1st half of 2024?
With the opening half of 2024 behind us, it’s time to see which German automaker is leading the premium sales race. So, let’s take a closer look at the latest global sales figures from BMW and Mercedes-Benz.
In H1 2024, the BMW Group – which, as a reminder, comprises the BMW, Mini, Rolls-Royce and BMW Motorrad brands – reported a worldwide sales figure of 1 213 359 units. For the record, that represents a 0.1% year-on-year decline.
The BMW Group beat the Mercedes-Benz Group and repeated the feat in the brand race.
Meanwhile, the Mercedes-Benz Group (which includes the Mercedes-Benz brand and the Smart marque as well as Mercedes-Benz Vans) ended the same 6-month reporting period on 1 168 600 units, down 6% year on year. By our maths, that puts the Stuttgart-based group some 44 759 units behind its Munich-based rival, with the latter thus claiming to have “outperformed its traditional competitors” yet again.
What happens if we compare only the 2 core brands? Well, the BMW marque finished the 1st half of 2024 on 1 096 486 units (a year-on-year increase of 2.3%), while the Mercedes-Benz Cars brand came in at 959 700 units (a year-on-year fall of 6%). It’s also worth noting the latter figure seemingly includes Smart sales, which Mercedes has opted not to list separately.
Sales of BMW Group electric vehicles increased nearly 25%, year on year.
And the battle in the all-electric premium sector? Well, the BMW Group says it registered 190 622 units in the fully electric segment in H1 2024 (179 557 of which came from the BMW brand), a year-on-year improvement of 24.6%. The Mercedes-Benz Group’s total EV, meanwhile, dipped 16% year on year to 101 600 units.
The BMW M division grew its sales 5.1% year on year to finish the opening half of 2024 on 99 517 registrations (note this includes not only full-fat M products but also M Performance models). Unfortunately, Mercedes-Benz no longer makes an AMG-specific figure available, instead listing a sales total for “top-end” models (comprising Mercedes-AMG, Mercedes-Maybach, G-Class, S-Class, GLS, EQS and EQS SUV registrations). The latter number dropped 22% year on year to 136 900 units.
Mercedes-Benz lists a “top-end” sales figure that includes Maybach, AMG and more.
For the record, the Mini brand contributed 114 054 units (down 18.7%, year on year) to the BMW Group’s overall total, while Rolls-Royce added 2 819 registrations (down 11.4%, compared with H1 2023) and BMW Motorrad a considerable 113 072 units (up 0.2%, year on year). Meanwhile, Mercedes-Benz Vans accounted for 208 900 units of its Group’s H1 2024 tally, down 4% year on year.
In South Africa, it’s unfortunately not exactly clear how each firm performed in the 1st half of the year, since BMW reports sales figures for only every 3rd month and Mercedes-Benz doesn’t share registrations with Naamsa at all (though the industry representative body supplies “estimates” each month)…
Pricing for the facelifted BMW M440i xDrive – in coupé and convertible form – has been released for SA. Here’s how much these updated M Performance models cost…
Towards the end of May 2024, we shared local pricing for the facelifted 420i Coupé and 420d Coupé derivatives, before revealing the prices of the updated M4 Competition earlier in July. But what about the refreshed M440i xDrive, which is again offered in both coupé and convertible form?
Well, these M Performance variants have now also been added to BMW South Africa’s price lists (along with the 420i Convertible M Sport, priced from R 1 127 070), effectively completing the G22- and G23-generation 4 Series range (no sign of the likewise facelifted G26-series Gran Coupé quite yet).
So, how much are we looking at here? Well, the refreshed M440i xDrive Coupé is priced at R1 499 607, while the M440i xDrive Convertible kicks off at R1 606 286. Of course, the Munich-based automaker offers several options, including the Deluxe Package (R70 000), M Carbon Exterior Package (R56 600), M Sport Package Pro (R25 000) and M Technology Package (R7 000).
Various standalone extras for the Dingolfing-built M Performance models are also available, ranging from steering-wheel heating (R5 000), front-seat heating (R7 000) and M seat belts (R6 000) to Adaptive M Suspension (R10 000), M Sport brakes (R14 000) and an M Carbon roof (R32 000, and obviously only for the coupé).
As a reminder, the M440i xDrive derivatives again employ the German firm’s familiar B58 turbocharged 3.0-litre straight-6 petrol engine, which delivers its oomph to all 4 corners via an 8-speed automatic transmission. Interestingly, while the international press material suggests the facelifted models gain 48V mild-hybrid technology, the SA-spec versions appear unchanged.
So, the locally offered M440i xDrive’s peak power is again listed as 285 kW (on tap between 5 800 and 6 500 r/min), while maximum torque comes in at 500 Nm (available from just 1 800 all the way through to 5 000 r/min). The 0-100 kph sprint is completed in a claimed 4.5 seconds in the coupé, with the soft-top model taking 4 tenths of a second longer. Top speed is 250 kph in either case.
How much does the refreshed BMW M440i cost in SA?
BMW M440i xDrive Coupé – R1 499 607
BMW M440i xDrive Convertible – R1 606 286
The prices above include a 5-year/100 000 km Motorplan (which BMW Group SA says the buyers “may elect to opt out of” at the point of purchase.
Yes, we’ve driven the Volkswagen ID.4 on local soil but don’t go knocking on your Volkswagen dealer’s door for an ID.4 just yet as the German firm is taking a cautious approach to its Electric Vehicle (EV) rollout in South Africa. Nevertheless, the timelines for the ID.4’s market launch in South Africa have now been set…
The all-electric Volkswagen ID.4 has been earmarked for a South African introduction for some time now and the wait is over. Well, almost…
Volkswagen this week announced the deployment of a 10-strong ID.4 test fleet that will be made available to the media, dealers and other selected organisations or individuals with their feedback guiding the brand’s decisions on its EV roll-out in the coming years.
Timing is important, but is the Volkswagen ID.4 a good fit for South Africa?
The VW ID.4 is a stylish EV that fits the current SUV trend.
Volkswagen is a major global EV powerhouse and you might be wondering why such a conservative approach is being implemented for South Africa when newer EV products than the ID.4 are being introduced regularly. The Wolfsburg-based marque is not alone in taking this route. Remember, Toyota, Hyundai and Kia are all significant players with EV products available elsewhere, but not yet in South Africa.
Volkswagen believes that South African EV sales will escalate significantly in the coming years and predicts that the 10 000 units per year mark will be achieved by 2030. The increase, the brand says, will be driven by greater affordability, rising fuel costs and improved charging infrastructure. Regarding the latter point, Volkswagen points out that in 2021 South Africa had 1 charging station for every 8 electric cars, but that ratio had improved to 4 charging stations per electric car in 2023.
Charging infrastructure is improving in South Africa and Volkswagen believes the case for EV introduction is getting stronger.
Still, the brand believes there are many unknowns about EVs. This fact, coupled with some logistical and technical challenges to get the right vehicle, in the right specification for South Africa has resulted in Volkswagen’s cautious EV roll-out.
Let’s take the ID.4 as an example; it’s obvious that South Africans prefer a crossover/SUV body shape, not only because they offer ‘fashionable style’, but also for practical considerations such as ride height and interior flexibility. But the ID.4 in its current guise is not deemed suitable for regular gravel-road use, which will be a problem for many South Africans. This type of technical feedback is being sent back to Germany and will ensure that South African-spec ID.4s, once launched, are fully ready for South African roads.
What’s the ID.4 like to drive?
The ID.4 Pro Performance is earmarked for introduction in SA.
The test drive of the ID.4 coincided with the first big Cape winter storm of 2024, bringing incessant rain, flooding and strong winds. Despite lacking all-wheel drive capability, the smoothly sculpted ID.4 handled the conditions with aplomb.
The specification selected for South Africa is the ID.4 Pro Performance, which features a 77kWh battery and motor driving the rear axle. Power is rated at 150 kW and 310 Nm, certainly enough to deliver nippy performance. Volkswagen claims a zero to 100 kph time of 8.5 seconds and a 160 kph top speed.
With a claimed range of 500 km, the ID.4 will likely satisfy local consumers.
Volkswagen claims a combined consumption figure of 16.5 kWh/100km, which as with almost all petrol-fuelled vehicles, is optimistic. Real-world consumption will depend heavily on driving conditions, load, and driving style.
The claimed electric range is around the 500 km mark, which is decent. In addition to the general increase in charging stations dotted across South Africa, Volkswagen also noted that the availability of more powerful (DC) charging stations is improving. So, while you can top-up the ID.4 using AC charging (up to 11kW), the good news is that the ID.4 is fast-charging compatible and can charge up to 150 kW, which will charge the ID.4 Pro from zero to 80% in 40 minutes!
On the road, the ID.4 Pro is a relaxed, smooth car to drive, with better ride quality than you’d expect of a vehicle fitted with large 19-inch alloy wheels. Underpinned by the same MEB architecture as the smaller ID.3, its exterior dimensions are similar to that of the firm’s Tiguan family car.
What’s the ID.4’s interior like?
The ID.4’s cabin is familiar but not excessively over-styled as other EVs.
Inside, the EV architecture has allowed Volkswagen’s designers to create a generously spacious and practical cabin with a big boot (543L) and lots of legroom, front and rear.
Unlike some electric cars, the ID.4’s facia avoids being overly futuristic just for the sake of it. A neat digital display in front of the driver relays the most pertinent information, while the 10-inch touchscreen infotainment system will be familiar to most Volkswagen owners.
Space is not a problem in the ID.4.
The specification chosen for the vehicles in the newly launched ID.4 test fleet is equally generous with niceties such as adaptive cruise control, heated front seats, heated steering wheel, wireless smartphone charging, park assist and 30-colour ambient lighting.
Perhaps a feature that Volkswagen might want to consider adding is an automated tailgate, as the rear hatch is rather heavy and cumbersome to lift. It’s worth noting that the vehicles in the test fleet are pre-facelift examples and the recently facelifted ID.4 will eventually become available locally with an upgraded infotainment system.
When will the ID.4 go on sale in South Africa?
The ID.4 will first be offered on leasing terms in 2025 before going on sale in 2026.
You’ll have to wait a little longer before you can park an ID.4 in your driveway. Volkswagen’s current plan is to introduce the ID.4 in South Africa in 2025, but initially only via a lease agreement. Customers who would prefer to buy the ID.4 conventionally will be able to do so in 2026.
As far as pricing is concerned, Volkswagen hasn’t yet released indicative pricing but the firm concedes that affordability will be vital to unlock meaningful sales when the ID.4 does go on sale.
New information suggests the Lexus GX – the Toyota Land Cruiser Prado’s luxury twin, but with twin-turbo V6 grunt – is set to launch in South Africa in 2025…
The new Lexus GX has been locked in for South Africa. Yes, Cars.co.za‘s latest information suggests that the Toyota Land Cruiser Prado’s luxury twin is scheduled to launch locally in early 2025, introducing a nameplate never before offered in Mzansi.
While Lexus South Africa has yet to make an official announcement on the GX – having told us in mid-April 2024 that it “can’t comment on future product plans” – our information suggests this luxury off-roader will indeed roll onto local dealership floors in the opening quarter of next year.
This is the Overtrail model, which is said to have an off-road bent.
For the record, Toyota Motor Corporation applied to trademark the “GX550” badge in South Africa in June 2023, about 2 weeks after the 3rd-generation GX was revealed on the global stage. While the trademark has yet to be officially registered in Mzansi, it’s surely only a matter of time.
As a reminder, the Lexus GX is a body-on-frame SUV that traces its roots all the way back to 2002. While the opening 2 generations were produced exclusively in left-hand-drive guise (catering primarily to North America), this 3rd iteration is also manufactured in right-hand drive, opening the door to introductions in its domestic market of Japan as well as in Australia and indeed SA.
Versions of the GX other than the Overtrail appear more road-biased.
Set to be positioned between the Lexus RX and flagship LX, the GX shares various elements with the latest (and already popular) Land Cruiser Prado, right down to its “J250” model code (for the record, it’s 25 mm longer than the Prado at 4 950 mm, though the 2 850 mm wheelbase is common to both). The new GX will be a welcome addition considering the local line-up lost the RC coupé and LS sedan at the end of 2023.
Riding on the same GA-F platform as the latest-generation Prado (which is currently available locally only in turbodiesel guise and globally only with 4-cylinder motors), the new Lexus GX is offered in other markets in GX550 form, powered by a twin-turbocharged 3.5-litre V6 petrol engine. Familiar from the Land Cruiser 300 and LX600 but here detuned to 260 kW and 650 Nm, this V35A-FTS engine is mated to all 4 wheels via a 10-speed automatic transmission.
A twin-turbo V6 petrol engine will likely be offered at launch.
However, in select countries, there’s also a hybrid model that wears the GX550h badge and employs an 8-speed automatic cog-swapper. This dual-powered derivative uses a turbocharged 2.4-litre, 4-cylinder petrol motor (T24A-FTS) as a base, while also incorporating an electric motor with a battery pack. It’s a powertrain that is likely very closely related to that of the RX500h.
Like the SA-spec Prado, we expect the Lexus GX to come with a 7-seater configuration as standard, though if the Overtrail specification is included in the South African range, this derivative is likely to feature only 2 rows of seats.
Will the Overtrail model also be offered in Mzansi? Time will tell…
This Overtrail grade adds what Lexus describes as an “exclusive exterior design that elevates off-road performance” (including model-specific bumpers and black wheel-arch cladding), along with all-terrain tyres, e-KDSS (Toyota’s clever off-road suspension system), the Multi-Terrain Select system, crawl control, a rear differential lock, chunkier roof rails and special seats.
Check back later in the year or early in 2025 for more local information as it becomes available…
A refreshed Hyundai i20 hatchback has arrived in South Africa with stylish upgrades and a reduced pricing structure! Calvin Fisher braved a wet winter storm in Cape Town to experience Hyundai’s freshly reiterated i20 hatch in the metal. Is the latest i20 worth a closer look? Read on…
As South Africa’s roads face an onslaught of new metal from China and the Pacific Rim, the Korean and Japanese manufacturers have had to batten down the hatches… Or is that hatchbacks – a segment somewhat less affected due to the warring factions mostly competing in the SUV markets, both small and large.
It’s here in the B-segment hatchback arena where the i20 remains a stalwart, competing against all manner of rivals including the Volkswagen Polo, Suzuki Swift and Renault Clio.
But Hyundai isn’t sending its i20 into the fight without an impressive array of features and attributes, perhaps the most significant of which being the turbocharged 1.0-litre, 3-cylinder petrol engine found under the bonnet of the i20 N Line derivative.
Before I share my findings with you, let’s quickly look at the powertrain hierarchy of the updated Hyundai i20 range.
What engines power the latest Hyundai i20?
A total of 3 engines are offered for the updated Hyundai i20.
In addition to the feisty 1.0-litre engine in the i20 N Line, there are lesser engines in the trim levels beneath it such as the naturally aspirated 1.2-litre Kappa engine with 61 kW and 114 Nm of torque found in the entry-level i20 Premium derivative or buyers can opt for the larger capacity 1.4-litre Kappa engine with 73 kW and 133 Nm in the i20 Executive derivative.
The range-topping i20 N Line is endowed with 90kW and 172Nm and is paired with a 7-speed dual-clutch automatic transmission. Elsewhere in the range, Hyundai will give you a 5-speed manual or 4-speed conventional automatic at a significant cost reduction! See pricing details below!
What improvements have been made to the updated Hyundai i20?
The i20 N Line adopts a sportier look combined with a vibrant 1.0-litre turbopetrol engine.
The updated Hyundai i20 is undoubtedly one of the most stylish and eye-catching hatchbacks on the market. Boasting attractive styling, appealing proportions and a pleasant cabin, the i20 has much to offer.
Where the previous iterations i20 models were hardly evocative, the latest model on which this “facelift” is based did much to reform Hyundai’s image – with some motorsport cred inherited from the marque’s multiple decades of conquest at the sport.
The i20 N Line bares all with the sharp lines, triangles and diffusers that endow it with a bit of machismo while riding on two-tone alloy wheels. The Premium model must make do with wheel covers while the Executive gets single-tone alloy wheels. The N Line and Executive derivatives also gain a wireless charger, but a comprehensive entertainment system is standard across the range.
Where the Premium and Executive have cloth and artificial leather cabins respectively, the N Line is exclusively fitted with faux leather. There are 5 colours on offer but if you’re set on the i20 N Line you’ll have to choose between Atlas White and Thunder Blue.
I copped the keys to the i20 N Line and set off for a test drive…
How does the latest Hyundai i20 N Line perform?
The i20 N Line shown in Atlas White.
I stuck the transmission into Drive and made my way to Riebeeck Kasteel. The total trip distance was around 200 km, a fair test of a car’s abilities.
The first thing to report is a pretty sweet engine note from the rear pipe. It’s not even pretending to be a hot hatch, so neither will I – but it’s engaging, far more than I thought it would be!
Acceleration is satisfyingly linear considering it has a tiny capacity, forcefully-aspirated engine. At under 4 metres long, it’s a pleasure to swap directions in, scrubbing off speed as you do – but that’s where the 180 Nm of torque comes in, quickly getting you back up to speed again to chuck it into the next bend.
So, I guess what I’m saying is that the i20 N Line loves a roundabout, or three, and it’s an utter hoot to drive!
We will have the Hyundai i20 N Line on test soon so you can expect to see a thorough evaluation on Cars.co.za in the near future.
What’s the interior like?
The i20’s cabin is well-equipped with standard features.
I genuinely enjoyed my time driving the i20 – the cabin is airy, the cockpit suitably ergonomic thanks to a grippy pew with plenty of adjustability including tilt and telescopic reach adjustment, a feature present across the i20 range. As a result, it’s easy to get comfortable and remain that way for the rest of the trip.
Furthermore, the N Line boasts automatic climate control versus the manual air-conditioning in the Executive and Premium derivatives, but that shouldn’t be a deal breaker for buyers. Importantly, the i20 has a wealth of charging points and sockets including a 12V socket, USB ports and USB-C ports!
In summary, while the i20 N Line didn’t surprise me, it continued to impress me as a car that’s worthwhile considering in this segment. If value-for-money is a factor, I’d almost certainly opt for a lower trim level – the automatic i20 Executive at R349 900 in particular stands out as the sweet spot in the i20 range. But if you’d like the extra performance and some of the hop-ups that come with owning the flagship, I wouldn’t blame you for choosing the N Line, it’s a cracker!
How much does the new Hyundai i20 cost in South Africa?
The BMW M4 LCI range comprises a coupe and a convertible derivative and it has gone on sale in SA. Here’s a look at pricing and changes.
The biggest change for the BMW M4 LCI range is the increase in power. The 3.0-litre turbocharged 6-cylinder petrol now makes 390 kW and 650 Nm (up by 15 kW) and both vehicles feature all-wheel drive. A manual gearbox is not offered for our market and both cars feature 8-speed automatic transmissions.
As a reminder, a M3 sedan LCI is on its way to South Africa and we reckon its just a matter of time until pricing for that is loaded to the local BMW website. Let’s not forget the BMW M3 Touring station wagon is also confirmed for SA.
The bump in power does not translate into an increase in performance with the brand claiming the same acceleration figures as before. The M4 LCI is good for a 0-100 in just 3.5 seconds, with its soft-top sibling completing the same run in fractionally slower at 3.7 seconds.
What other changes are there? BMW has mostly retained the front end and despite initial reactions, we think that grille is really bold and aggressive. There are tweaks to the LED headlights and there are new LED taillights with laser technology. There are new-look wheel designs with 19-inch units at the front and 20-inch wheels at the rear.
Climb inside and there’s a new-look steering wheel with BMW offering either a leather trim or an Alcantara flat-bottomed wheel and there are new materials for the panels. The BMW Operating System 8.5 makes its debut and customers have a 12.3-inch digital instrument cluster and a 14.9-inch infotainment screen in a curved setup.
How much does the BMW M4 LCI cost in South Africa?
The below prices do not include CO2 tax of R23 002.30 and R23 841.80 respectively. Each vehicles ships standard with a 5-year/100 000 km service plan and 2-year/unlimited km warranty.
Hyundai SA cuts prices of Grand i10, i20 and Venue
Hyundai Automotive SA has repositioned its 3 core ranges, cutting the respective starting prices of the Grand i10, refreshed i20 hatchback and Venue crossover…
Hyundai Automotive South Africa has cut the starting prices of its 3 most affordable (and indeed best-selling) models, lowering the barrier to buying a new Grand i10, refreshed i20 hatchback and Venue crossover.
Earlier in July 2024, we reported that the introduction of the refreshed i20 line-up had seen this hatchback’s starting price reduced to R309 900, representing a R23 600 saving over the pre-facelift model (in fact, all derivatives bar the N Line benefited from lower prices). Now, Hyundai Automotive SA has applied a similar strategy to 2 other likewise Indian-built models, effectively cutting prices across the range.
Just like the updated i20, the rejigged Grand i10 and Venue ranges switch from the South Korean firm’s earlier trim-level naming convention (which incorporated the “Motion” and “Fluid” grades) to the latest nomenclature, which uses the “Premium” and “Executive” equipment levels. Where applicable, N Line models remain.
When the facelifted Grand i10 range launched in Mzansi in August 2023, the portfolio comprised 8 derivatives – 5 hatchbacks, 2 sedans and a single light-commercial vehicle Cargo variant (effectively a panel van). Now, the line-up has been quietly trimmed to 6 derivatives, with a pair of 1.2-litre hatchback variants falling away.
At the same time, the Grand i10 range’s starting price drops from R239 500 to R224 900, a saving of R14 600 (as a reminder, this model plays the role of Hyundai’s most-affordable car, with the Atos having since been discontinued). Taking a closer look at the rest of the Grand i10 line-up, the sedan now starts at R279 900 (down R12 600), while the Cargo panel van’s starting price has been cut by R8 000 to R249 500.
What about the Venue? Well, this once 7-strong line-up now comprises 5 derivatives, with the starting price reduced by R19 000 to R309 900 (incidentally matching the i20’s entry point). This latest shuffle sees a couple of turbocharged 1.0-litre derivatives fall away, with the naturally aspirated 1.2-litre motor now also available in mid-spec guise.
At the new prices, the Venue Cargo panel van is now a considerable R30 400 more affordable at R321 500, while even the range-topping Venue 1.0T N Line’s price has been reduced, falling R6 000 to R499 900. Interestingly, the new Exter is scheduled to launch in South Africa towards the final quarter of 2024, when it is expected to slot in below the Venue.
So, are these price cuts the result of standard kit been stripped from the models in question? Well, after scouring the facelifted i20’s specification sheet we could find no evidence of such (in fact, the base model has gained a few features). However, we’ve not yet been able to perform this exercise with the Grand i10 and Venue since the specification sheets on Hyundai Automotive SA’s website still reflect the old ranges.
Shopping for an F82-generation BMW M4? Let’s examine this high-performance coupe’s strengths and weaknesses, things to look out for and what you can expect to pay for a good used example…
In some ways, BMW’s F82-gen coupe represented a radical departure for the Bavarian brand’s high-performance M division. But in others, the M4 marked a return to the Munich-based marque’s roots.
For instance, while its E92-gen predecessor (which was badged an M3, because it was based on the platform of the E90 3 Series – the E92 coupe was succeeded by the F80 4 Series in 2013, hence the F82’s M4 moniker) employed a naturally aspirated V8 engine, the M4 switched to a twin-turbocharged inline-6-cylinder motor, effectively sounding the death knell for the atmospheric M car. Yes, for the first time in the series’ then 28-year history, BMW M GmbH had turned to the dark art of forced induction.
Like the E36 and E46, the F82 M4 used a straight-6 engine.
On the other hand, the F82 BMW M4’s freshly developed 3.0-litre powerplant featured 6 cylinders neatly arranged in a straight line (rather than 8 cylinders laid out in a “V”, as was the case with the E92 M3), returning to a configuration favoured by the E36 and E46 versions of the M3. In addition, production of the M4 was assigned to BMW Plant Munich, the very site where the original E30 M3 was built.
Of course, as part of a bold nomenclature shuffle, this was also the first model to wear the M4 badge, as all body styles in the previous 4 generations had gone by the M3 name (whether shaped like a sedan, convertible or indeed coupe). With the launch of the F30-gen 3 Series, BMW opted to spin off the 2-door variants to create the 4 Series, a move that was also applied to the performance derivatives.
A look at the pre-facelift M4’s cabin.
We’ll focus on the M4 Coupe in this Buyer’s Guide, making only a passing reference to the slower-selling F83-gen M4 Convertible, which had a 3-part metal folding top. For the record, the coupe came standard with a carbon-fibre-reinforced plastic (CFRP) roof, but that fell away if the buyer specified a sunroof.
F82 BMW M4 Coupe in South Africa
The F82 M4 arrived in Mzansi in July 2014.
Previewed by the Concept M4 Coupe displayed at Pebble Beach in August 2013, BMW released official images and details of the production model – as well as those of the closely related F80 M3 Sedan – in December of that year. Both the M3 and M4 were then shown at the North American International Auto Show (NAIAS) in January 2014.
By July 2014, the high-performance twins had touched down in South Africa. At launch, the M4 Coupe was available with either a 6-speed manual gearbox or a quick-shifting 7-speed M double-clutch transmission (DCT), with the latter facilitating both a quicker 0-100 kph time (4.1 sec versus 4.3 sec) and a lower combined fuel consumption (8.3 L/100 km versus 8.8 L/100 km). A 1-day “High-Performance Driving Experience” course was included in the price.
M4 (317 kW/550 Nm) 6MT
M4 (317 kW/550 Nm) 7DCT
The M Driver’s Package became available in November 2014.
The M4 Convertible followed in November 2014, which was around the same time BMW Group SA launched the M Driver’s Package for the M3, M4, M5 and M6 portfolios. In the case of the M4 Coupe, checking this then-R25 000 box saw the vehicle’s top speed hiked from the standard 250 kph to 280 kph (though this new Vmax would kick in only once the obligatory 2 000 km run-in period and subsequent inspection had been completed).
Models produced from March 2016, meanwhile, were available with an optional Competition Package that added 14 kW (for a total of 331 kW), cutting the respective 0-100 kph times by 0.1 sec. This upgrade furthermore included the otherwise optional Adaptive M Suspension, “exclusive” 20-inch multi-spoke M alloy wheels, lightweight M sports seats, extended BMW Individual high-gloss Shadow Line exterior trim and the M sports exhaust system (complete with black chrome tailpipes).
The M4 GTS is easily identified from most angles, but particularly the rear.
By August 2016, the M4 GTS had made its debut in Mzansi, billed as the “most agile, radical and dynamically potent model in the range”. Just 23 units were allocated to South Africa, each sporting a clever water-injection system that helped raise the 6-cylinder engine’s peak outputs to 368 kW and 600 Nm. As a result, the claimed 0-100 kph time fell to 3.8 sec, while top speed climbed to 305 kph.
The M4 GTS – which was offered exclusively in 7-speed DCT form – was further distinguished by a raft of weight-saving measures, even ditching its interior door handles in favour of door pull loops. BMW also made extensive use of CFRP (for that adjustable rear wing, for example) and fashioned the exhaust muffler from titanium. The special model furthermore gained 3-way M coil-over suspension, OLED taillamps and carbon-fibre-backed M bucket seats, while the Clubsport Package (adding an orange roll bar, a race-specification 6-point harness and a fire extinguisher) was optional.
The M4 DTM Champion Edition borrowed much from the GTS.
The BMW M4 DTM Champion Edition that followed in May 2017 borrowed the water-injection technology and suspension setup from the M4 GTS but was even more exclusive, with just 15 units set aside for SA. Offered only in Alpine White, the 2-seater DTM edition celebrated Marco Wittmann clinching the Deutsche Tourenwagen Masters (DTM) driver’s title in the 2016 season finale.
In July 2017, BMW Group SA handed its broader 4 Series range a facelift (or LCI, in BMW-speak). As part of this mid-cycle update, the M4 Coupe – with its powertrain unchanged and again with the option of the Competition Package – scored adaptive full-LED headlights, newly designed full-LED taillamps, an updated version of the “Professional” Navigation system and other ConnectedDrive features.
The facelifted M4 Coupé touched down in July 2017.
The limited-run M4 CS made local landfall in October 2017, effectively filling the space between the M4 Competition Package and the track-biased GTS/DTM derivatives. In the CS-badged model, the Munich-based firm’s familiar 3.0-litre inline-6 produced 338 kW and 600 Nm of torque, allowing the coupe to reach 3 figures from a standstill in a claimed 3.9 sec. Drive was again delivered to the rear axle via a 7-speed DCT, while various model-specific suspension tweaks were implemented. With the M Driver’s Package included as standard, the CS was electronically limited to 280 kph.
The M4 CS further benefited from a CFRP construction for its bonnet, while the model-specific light-alloy wheels were wrapped in semi-slick Michelin Pilot Sport Cup 2 tyres (265/35 R19 at the front and 285/30 R20 at the rear). The boot lid gained a carbon-fibre Gurney spoiler lip, while the rear diffuser was pilfered from the GTS. Inside, this special model featured lightweight M sports seats trimmed in a combination of leather and Alcantara.
The M4 CS offered a peak power output of 338 kW.
Interestingly, BMW said all M4 models (bar the CS and since-discontinued GTS and DTM) built from November 2017 onwards switched from a CFRP driveshaft to a version made of steel. This measure, according to the Munich-based company, created the “necessary technical basis for meeting future statutory emissions requirements”. From what we understand, the CFRP driveshaft’s larger diameter would have hindered the fitment of new emissions control devices.
The final update came around the 2nd quarter of 2020, when 10 units of the M4 Edition M Heritage arrived. This limited-production derivative was available in light blue, dark blue and red – yes, the colours of the M logo – hues that were repeated on a decorative strip that ran the length of the CFRP roof.
The F82 M4 finally bowed out of Mzansi when the G82 M4 debuted in March 2021, complete with its controversial oversized double-kidney grille and without the option of a manual gearbox (in SA, anyway).
What are the advantages of an F82 BMW M4?
The S55 engine was an eminently tractable motor.
Tractability of engine: While some may have lamented the axing of the E92 M3’s free-breathing V8 (S65) engine, there’s no contesting the fact the inline-6 (S55) was a far more flexible unit. With more twisting force on offer earlier in the rev range – from a rock-bottom 1 850 rpm all the way through to 5 500 rpm, in the case of the standard M4 – this tractable turbopetrol motor boasted startling levels of in-gear acceleration (though some say the early models were a little peaky in their torque delivery).
Endowed with a pin-sharp throttle, the F82-gen BMW M4’s performance was more accessible than that of its predecessor, making this version of the high-performance coupe – dare we say it – a smidge easier to drive rapidly than the E92 M3. Of course, whether that’s an advantage depends on your perspective. But there’s no doubting the fact the S55 was lighter on fuel (though best of luck matching BMW’s claim of 8.3 L/100 km for the standard DCT model).
The M4 offered arguably segment-leading handling.
Stellar handling: Weighing in at about 80 kg less than its predecessor, the F82 BMW M4 was about far more than mere straight-line speed. Indeed, this agile coupe’s smartly engineered chassis (with a little help from that clever Active M differential) served up the sort of mid-corner balance and grip that translated into astonishing cross-country pace in the right hands, while also benefitting from mighty brakes. As an aside, grip levels could be adjusted via settings in the M Dynamic Mode.
Of course, a largely unwelcome upshot of this segment-leading handling prowess was a particularly jarring ride quality over broken or uneven road surfaces. In addition, it’s worth keeping in mind the S55’s engine note was both partially synthesised and not nearly as aurally dramatic as the old free-revving V8.
Local availability of special editions: Since South Africa was (and still is) a significant market for BMW’s M division, it’s little surprise we received allocations of almost every globally available special edition, missing out on only the M4 Convertible Edition 30 Jahre of 2018. As a result, the GTS (23 units), the DTM Champion Edition (15 units) and – to a lesser extent – the M4 CS (60 units) are all positioned to become collector’s items.
What are the downsides of an F82 BMW M4?
Spun crank hubs are frequently discussed on BMW forums.
Crank hub issue: Though the failure rate is likely nowhere near as high as some on the internet would have you believe, it’s still worth noting the S55 engine used in the F82 BMW M4 (and other models) had its crank gear locked to the crankshaft with little more than a small friction washer held in place by torque from the main crank bolt. Since there’s no keyway to prevent movement, the hub can sometimes slip, throwing out engine timing and triggering a drivetrain malfunction light – or worse.
Spun crank hubs are thought to be more common in DCT-equipped examples than in manual models, while this issue is, unsurprisingly, also more likely to afflict tuned M4s (which, of course, would generate higher levels of torque). Though oil leaks from various locations may also present, the S55 is largely regarded as one of the more reliable M engines… when maintained meticulously, of course.
Potential PCV valve failure: That said, the S55 engine did retain the positive crankcase ventilation (PCV) valve system – which was integrated into the valve cover – used by the N55 motor, which could fail prematurely in a few ways. Stuck open, stuck closed or suffering from a clogged filter, pressure would build up in the crankcase, potentially leading to – you guessed it – oil leaks.
Monthly running costs can quickly add up.
Pricey to buy and run: As you might expect from a German-built high-performance coupe, purchasing a clean used M4 requires a substantial initial outlay, while running costs – from fuel to insurance and tyres – are anything but negligible. So, make sure to take that into account when determining your budget.
Depending on your preferred automotive service provider (not to mention the supplier of parts), general maintenance costs have the potential to make a sizeable dent in your monthly income. Since the final units of the F82 M4 arrived in SA in early 2021, there is the option of picking up a late example that still enjoys the balance of its standard Motorplan – but the clock is certainly ticking on that front.
How much is a used F82 BMW M4 in South Africa?
Maintenance history is key.
From launch, the F82 BMW M4 purchase price included a 5-year/100 000 km maintenance plan, with the contract distance optionally extendable up to 200 000 km. As always, scour the service history of any used M4 you’re eyeing up; fastidious maintenance is key when it comes to 2nd-hand performance cars.
Also, keep in mind that BMW Group SA offered a wide range of options for the M4, so consider that when comparing any 2 examples. For instance, at launch, the M4 could be optionally specified with items such as carbon-ceramic brakes, adaptive M running gear, larger alloy wheels (up to 19 inches), adaptive LED headlights, a head-up display, seat heating and an uprated surround-sound audio system.
The overwhelming majority of F82 M4s on the used market are DCT models.
At the time of writing, just 2 of the 58 examples of the F82 BMW M4 listed on Cars.co.za were manual derivatives, while there were only 4 convertibles available. Just a single listing had clocked up more than 150 000 km (a 2016 convertible that had completed 164 000 km), while the lowest-mileage unit we unearthed was a 2020 M4 Edition M Heritage with 14 000 km on its odometer.
As many as 23 units (or around 40% of all F82 BMW M4 listings) were specified with the Competition Package. Overall, the most common model year was 2016, followed by 2017 and 2018. Likely due to a certain global pandemic, 2020 was the least prevalent model year.
Below R700 000: The initial 5 model years were all represented in this sub-R700k space. You’ll want to keep your wits about you here, particularly if any deal looks too good to be true. For the record, the least expensive F82 M4 we discovered was a 2016 convertible priced at R499 000, with 149 000 km on the clock.
From R700 000 to R1 000 000: Around half of all F82 stock was positioned between these pricing bookends, with model years running from 2015 to 2019. Towards the top end of this bracket, we found various low-mileage M4s equipped with the Competition Package. The highest odometer reading we noted here was 128 000 km.
R1 000 000 and up: If your budget creeps into 7 figures (keeping in mind the G82 BMW M4 kicks off on the far side of R2.1-million these days), you should be able to pick up a clean Competition-equipped F82 M4 quite comfortably. We also found a few M4 CS units here, along with the only GTS on offer. The latter had 39 000 km on its odometer and was listed at R1 950 000 (for the record, the base price new in 2016 was R2 203 900).
Which F82 BMW M4 derivative should I buy?
The facelift brought only minor changes.
So, which F82 BMW M4 should you buy? Well, while we often recommend that shoppers narrow their respective searches to facelifted models (which tend to benefit from substantial under-the-skin upgrades as well as additional standard equipment), but in the case of the F82 M4, its mid-cycle refresh (LCI) brought only relatively minor updates. So, while an LCI example would still be first prize, there’s nothing wrong with looking at earlier models, too, particularly if you’re keen on maximising value.
Since the special-edition derivatives are few and far between (for example, not a single DTM Champion Edition was listed at the time of writing), most buyers would be considering a “standard” M4. If your bank balance allows, we’d err towards a model equipped with the Competition Package.
Before we forget, here’s the requisite caveat about buying a 2nd-hand performance vehicle: bear in mind that models like the M4 tend to be driven extremely hard, which makes evidence of regular maintenance all the more important. We’d also suggest avoiding modified examples – purchase a stock standard one.
Is the F82-gen BMW M4 a good used buy?
Just 10 units of the M4 Edition M Heritage came to SA.
What else might be on a would-be M4 buyer’s shopping list? Well, the W205-series Mercedes-AMG C63 Coupe was the BMW’s most obvious rival, with its twin-turbo 4.0-litre V8 generating 350 kW in standard guise and 375 kW in “S” form. There was also the V6-powered (though all-wheel-drive) Audi RS5 Coupe that touched down in late 2017.
The rear-driven Lexus RC F was a bit of a latecomer to the local party but remained a left-field alternative until its quiet discontinuation at the end of 2023, despite sporting a lovely 351 kW naturally aspirated 5.0-litre V8. Just keep in mind this Japanese contender wasn’t nearly as sharp a driving tool as the M4.
The F82 BMW M4 remains sought after today.
Buyers could also have considered the Jaguar F-Type, which was available with 4-, 6- or 8-cylinder engines, while the 991.2 Porsche 911 – perhaps in “S” or even “GTS” form – was another popular option in this space, as was the Porsche 718 Cayman GTS. It would be remiss of us not to mention the F87-generation BMW M2 Competition here as well, considering it shared so much with its bigger brother.
Still, the F82-gen BMW M4 certainly carved out a healthy niche for itself around the globe. Despite differing markedly from its arguably more characterful E92-gen predecessor in several key areas – and even pivoting to an entirely new nameplate – this coupe still holds huge appeal among enthusiasts today.
Amarok Vivo, anyone? A refreshed version of VW’s original Amarok bakkie – which is still in production in Argentina – has been revealed. So, this or the Ford-built version?
Despite the fact most global markets have moved on to the 2nd-generation Volkswagen Amarok – based on the Ranger and built by Ford right here in South Africa – the German firm’s Argentinian division still produces the original iteration for South America. And now a refreshed version has been revealed as something of a prolonged-lifecycle model. An Amarok Vivo, if you will.
Yes, just as VW Group Africa’s facility in Kariega still churns out the previous-generation Polo hatchback (badged as the Polo Vivo), the German firm’s Pacheco facility in Argentina continues to produce the 1st-gen Amarok – a model that traces its roots all the way back to 2010. For the record, however, the Ford-based version of the bakkie is not offered in South America.
So far, Volkswagen’s South American arm has released just a single image, along with a 40-second video clip filmed in the Pacheco factory. While very little official information has thus so far come to light, more details and photographs are expected to be released on 6 August 2024, when the full reveal is scheduled to take place.
However, thanks to the single photograph and short video clip, we can see the refreshed 1st-gen Amarok gains a completely redesigned grille (including a chrome-effect band similar to that used on the 2nd-gen bakkie) and restyled headlamps, a combination that is topped by a striking full-width LED strip. The front bumper furthermore scores a new foglamp design and a prominent air intake.
The original Amarok, seen here in Canyon guise.
The bakkie’s flanks appear largely unchanged, with the squared-off wheel arches still very much present and correct. While VW has yet to give us a glimpse of the updated 1st-gen Amarok’s rear end, the video clip does at least include an exceedingly brief look at the cabin’s touchscreen system. We’re likely to eventually see minor updates inside, perhaps along with a few added safety features.
However, VW is not expected to make any significant mechanical changes, which means the “Amarok Vivo” (we can’t help but call it that) will continue to be offered in South America with a 2.0-litre, 4-cylinder turbodiesel engine as well as the Porsche-derived 3.0-litre V6 turbodiesel motor. The latter was arguably the original Amarok’s defining feature, generating a heady 190 kW (or 200 kW on overboost) and 580 Nm in its loftiest tune.
The Ford-built VW Amarok, for the sake of comparison.
Of course, we should point out there are no plans to offer this prolonged-lifecycle version of the Amarok – which is expected to remain in production in Argentina for a further decade, effectively pushing its lifespan to nearly 25 years – outside of South America, so you won’t ever see this bakkie on local roads.
So, why is the 2nd-gen Amarok not available in South America? Well, as a VW executive suggested to Motor1.com last year, if Ford in Argentina were to produce the new-gen Amarok for that part of the world (as the Blue Oval brand does here in Mzansi), Volkswagen’s Pacheco plant would lose its key model, greatly impacting the viability of the German firm’s manufacturing business in that country. So, instead, it opted to continue making the original model, albeit with choice tweaks.
