MG’s officially back in SA! Initial line-up & prices
After an 8-year hiatus, the MG brand is officially back in South Africa. Here’s a closer look at the 100-year-old automaker’s initial model line-up for the local market…
It’s finally official: MG has returned to South Africa, with a trio of models confirmed for the local market – and yet more planned.
The Chinese-backed brand is set to kick off its retail operations in the final few days of 2024, the year in which it celebrates its centenary. Founded 100 years ago as “Morris Garages” in the United Kingdom, MG is run by Chinese group SAIC Motor, a state-owned manufacturer that is also responsible for the LDV marque.
In production since 2017, the 1st-gen MG ZS will be offered locally.
So, what can we expect? Well, MG Motor South Africa says sales of the ZS and HS crossovers will start before the end of the year, with the Cyberster – the brand’s fully electric roadster – also confirmed for the local market. From what we understand, the MG3 hatch is likewise very much on the cards for Mzansi, with the automaker furthermore saying “hatchbacks, hybrid[s] and mainstream electric models” are coming.
Fascinatingly, the ZS – which measures slightly shorter from nose to tail than the likes of the Haval Jolion and Omoda C5 – will launch in 1st-generation form (perhaps wearing the “Core” suffix), offered locally in Comfort and Luxury grades. Both derivatives employ a naturally aspirated 1.5-litre, 4-cylinder petrol engine, delivering 84 kW and 150 Nm to the front wheels through a 4-speed automatic transmission.
The ZS will be available locally in Comfort and Luxury grades.
MG Motor SA claims a top speed of 195 kph and a combined fuel economy of 7.1 L/100 km. Both trim levels feature electronic stability control, 6 airbags, tyre-pressure monitoring and rear parking sensors. The Comfort grade comes with a 4-speaker sound system and cloth-trimmed seats, while the Luxury model upgrades to 6 speakers and leatherette upholstery.
The 2nd-generation MG ZS, however, is tipped to arrive in South Africa at some point in the opening half of 2025, likely wearing the “ZS Pro” badge and set to be sold alongside the older model. Though local details on the new ZS have yet to be released, it’s perhaps worth noting this model is offered exclusively in hybrid form in markets such as the UK and Australia.
The 2nd-gen ZS is expected to launch in Mzansi in 2025.
What about the HS? Well, Mzansi will receive the new (2nd-generation) version, with initial SA-spec derivatives powered by a turbocharged 1.5-litre, 4-cylinder petrol motor (with a 2.0-litre turbo set to follow “shortly afterwards”). This 1.5-litre unit offers 125 kW and 275 Nm, peak outputs that are delivered to the front axle via a 7-speed dual-clutch transmission as standard. Maximum speed is a claimed 195 kph, while combined consumption is listed as 6.9 L/100 km.
As with smaller ZS, the MG HS – which is similar in size to the Haval H6 – will be offered locally in both Comfort and Luxury trim levels. In addition to the basic safety kit (including 7 airbags and rear parking sensors), this model furthermore boasts driver-assistance technology such as front-and-rear collision warning, lane-departure warning, emergency lane-keep assist, lane-change assist, blind-spot detection, rear cross traffic alert (and braking), a driver-monitoring system and intelligent cruise assist.
Euro-spec versions of the HS boast a 5-star Euro NCAP rating.
Inside the HS, you’ll find items like 12.3-inch dual screens, a 360-degree camera system and perforated leatherette upholstery. The Luxury variant furthermore scores a panoramic sunroof, rear privacy glass, an 8-speaker audio system (2 more than the Comfort), front parking sensors, electrically adjustable (and heated) front seats, dual-zone climate control and a wireless smartphone charger.
Meanwhile, the low-volume Cyberster will slot in at the very summit of MG’s local range. Interestingly, it seems only the full-fat, all-wheel-drive version (there’s also a lower-powered, rear-driven iteration) will be sold in South Africa, offering a whopping 375 kW and 725 Nm courtesy of dual electric motors.
Standard “scissor doors” add visual drama.
Energy comes from a 77 kWh lithium-ion battery pack that accepts a maximum AC charge rate of 7 kW and maximum DC charge rate of 144 kW. MG claims a single-charge WLTP range of 443 km, a 0-100 kph time of just 3.2 seconds (using launch control) and a top speed of 208 kph.
All MG models in South Africa will feature a 5-year/200 000 km vehicle warranty. The ZS and HS will furthermore come with a 7-year/unlimited km warranty on the engine, while the Cyberster’s electric powertrain will be covered by a 7-year/ 250 000 km warranty.
The ZS will feature a 5-year/60 000 km service plan, while the HS will upgrade to a 5-year/90 000 km arrangement and the Cyberster to a 5-year/100 000 km maintenance plan.
We may well see the MG3 launch in SA in 2025.
Officially under the stewardship of Shanghai-based SAIC Motor since around 2007, MG began its previous re-entry to South Africa late in 2011, though again exited the local market in 2016. Now, some 8 years later, it’s back. Sky Zhang, General Manager for MG Motor South Africa, says the brand will relaunch with 30 dealers and has “plans for more over the next 2 years”, adding that a national parts distribution centre has already been established in Kempton Park.
“MG is 100% committed to the South African market. Backed by SAIC Motor, the largest automotive manufacturer in China and ranked among the Fortune Global 500, MG has a robust foundation for sustainable growth. The brand’s arrival in South Africa is a strategic long-term investment,” said Zhang.
MG range pricing in South Africa
MG ZS 1.5 Comfort 4AT – R289 900
MG ZS 1.5 Luxury 4AT – R309 900
MG HS 1.5T Comfort 7DCT – R499 900
MG HS 1.5T Luxury 7DCT – R534 900
MG HS 2.0T Comfort 9AT – R629 900
MG HS 2.0T Luxury 9AT – R665 900
MG Cyberster – R1 399 900
All MG models feature a 5-year/200 000 km vehicle warranty. The ZS and HS furthermore come with a 7-year/unlimited km warranty on the engine, while the Cyberster’s electric powertrain will be covered by a 7-year/ 250 000 km warranty.
The ZS features a 5-year/60 000 km service plan, while the HS upgrades to a 5-year/90 000 km arrangement and the Cyberster to a 5-year/100 000 km maintenance plan.
Despite the Volkswagen Passat’s status as the Wolfsburg-based brand’s 2nd-best-selling nameplate of all time, the B8-series model was under-appreciated in South Africa. So, should you consider a used version of this classy sedan?
With more than 34 million examples sold worldwide over a lifecycle spanning half a century and 9 generations, the Volkswagen Passat currently places 2nd on the list of top-selling Volkswagen models of all time, beaten only by the venerable Golf.
Despite holding such an accolade, the Passat nameplate has been reduced to an estate-only offering (limited to certain European markets) and a China-only sedan. Yes, even a model with as firmly established a name as the Passat was not immune to the global market’s shift towards SUVs and crossovers – and away from more traditional body styles such as the sedan.
The B8-generation VW Passat was unveiled in mid-2014.
The Passat was put out to pasture in South Africa in 2019, with Volkswagen’s local division citing sluggish sales as the reason. And it’s that (B8-series) version of the family sedan – which is admittedly in relatively short supply on the local used market – that we’re going to examine in this Buyer’s Guide.
Named European Car of the Year in 2015 (before claiming the runner-up position at 2015 World Car of the Year, behind the W205 Mercedes-Benz C-Class), the 8th-gen Passat was built in Germany on a stretched version of the Volkswagen Group’s ubiquitous MQB platform.
While some markets also received a wagon version (and North America had its own, separate saloon), VW marketed only the sedan variant in Mzansi. Still, it was a body style that continued to fall out of favour, with the 8th-gen model failing to survive locally, ultimately going the way of most family sedans that weren’t members of the Teutonic Trio.
Volkswagen Passat model line-up in South Africa
The SA launch took place in the final quarter of 2015.
The first official images of the B8-series Passat were released in July 2014, before the vehicle made its public debut at the Paris Motor Show in October of that year. Bucking the general trend of generational growth, the 8th iteration of the model was slightly shorter and lower than its predecessor, although its width and wheelbase increased by comparison. It also lost around 85 kg, despite body-rigidity gains.
The 8th-gen Passat arrived in South Africa in October 2015, though only TSI-badged, BlueMotion-equipped petrol engines were available at launch. Transmission choices included a 6-speed manual gearbox, plus 6- and 7-speed dual-clutch cog-swappers, while Comfortline and Highline were the 2 grades on offer. As such, the front-wheel-drive-only range initially comprised the following derivatives:
1.4 TSI Comfortline 6MT (110 kW/250 Nm)
1.4 TSI Comfortline 7DSG (110 kW/250 Nm)
1.8 TSI Highline 7DSG (132 kW/250 Nm)
2.0 TSI R-Line 6DSG (162 kW/350 Nm)
In November 2016, Volkswagen SA finally rolled out the promised 2.0 TDI variant, but also rejigged the local line-up. The entry-level manual version of the 1.4 TSI was scrapped, as was the 1.8 TSI powertrain (seemingly the least-popular engine), while Luxury and Executive trim grades replaced Comfortline, Highline and R-Line. Executive derivatives, however, gained the R-Line styling package as standard.
The range was rejigged in the final quarter of 2016.
The revised line-up comprised 4 variants, 2 of which employed the 2.0 TDI engine. The turbodiesel motor offered 130 kW and 350 Nm (the latter on tap from 1 500 rpm) – outputs that were delivered to the front axle via a 6-speed DSG transmission. The oil-burning unit sipped at a claimed 5.0 L/100 km.
1.4 TSI Luxury 7DSG (110 kW/250 Nm)
2.0 TDI Luxury 6DSG (130 kW/350 Nm)
2.0 TDI Executive 6DSG (130 kW/350 Nm)
2.0 TSI Executive 6DSG (162 kW/350 Nm)
In February 2019, Volkswagen confirmed that the facelifted version of the B8 Passat would not be offered in South Africa, which effectively ended the nameplate’s local run. Our information suggests the Passat was removed from (then) VWSA’s official pricelists at the end of the opening quarter of that year.
At the time, VW said the Arteon – which had arrived in SA in May 2018 – would fill the void left by the Passat, but that fastback model bit the dust as early as May 2020. With the Jetta having been axed in 2019, the sole surviving saloon in VW’s local range was – and still is – the Indian-made Polo Sedan.
What are the Volkswagen Passat’s strengths?
Note the full-width air-vent design.
Spacious, well-built cabin: Despite the fact the 8th-gen Passat had more compact exterior dimensions than the B7 model, cabin space increased as a function of the longer wheelbase and smarter packaging. Rear legroom was particularly plentiful, while the boot was downright capacious (interestingly, VW initially claimed a luggage capacity of 479 litres, before hiking it to 519 litres a year later).
Build quality was another highlight of the cleverly laid-out cabin (complete with air vents spanning the width of the facia, interrupted only by a central analogue clock and the instrument cluster), which benefited from a heady mix of top-quality materials and pleasingly weighted switchgear. With the right options specified, the Passat’s interior took on a premium, almost Audi-like feel.
The B8-series Passat boasted high levels of rolling refinement.
Refinement and ride quality: Befitting an executive sedan with aspirations of duking it out with the likes of the BMW 3 Series and Mercedes-Benz C-Class, the 8th-gen Passat’s cabin was very well insulated, resulting in high levels of rolling refinement. In short, it made for a relaxing long-distance cruiser.
Furthermore, in standard guise (when fitted with 16- or 17-inch wheels), the Passat – with its multilink rear suspension arrangement – delivered a compliant, sophisticated ride quality. The flagship 2.0 TSI derivatives, meanwhile, were fitted with VW’s Dynamic Chassis Control (DCC) system, which added adaptive damping and dropped the ride height by 10 mm.
As an aside, the available R-Line package – which featured sportier bumpers, a model-specific grille, chrome-plated trapezoid tailpipe trim, side-sill extensions and a gloss-black diffuser – did not add stiffer suspension, as was the case with models such as the 2nd-gen Tiguan.
The 2.0 TDI motor was both punchy and frugal.
A broad range of engines: Though the local B8-series Passat line-up numbered only 4 derivatives at any one time, the broader engine range catered for several requirements. With a claimed 0-100 kph time of 8.4 sec (in manual or DSG guise), the entry-level 1.4 TSI was quick enough (considering the wants and needs of its target market), while being capable of sipping at just 5.2 L/100 km, according to VW.
The short-lived 1.8 TSI, meanwhile, was said to reach 3 figures in under 8 sec, with only a marginal fuel-economy penalty (the German firm claimed a combined figure of 5.8 L/100 km). Armed with a Golf GTI-flavoured 162 kW, the 2.0 TSI saw off the obligatory sprint in a claimed 6.7 sec, while the 2.0 TDI powertrain had a listed 0-100 kph time of 8.2 sec (but was easily the most fuel-frugal of the bunch).
What are the Volkswagen Passat’s weaknesses?
Items such as the Active Info Display (digital instrument cluster) were unfortunately optional.
Lengthy list of options: While the likes of the 3 Series and C-Class could seemingly get away with having long lists of costly optional extras, contenders from non-premium brands tended to focus on the value proposition, often including plenty of kit in the purchase price. However, that certainly wasn’t the case with the B8 Passat – at least, not at first.
Initially, for instance, the 1.4 TSI derivatives made do with fabric upholstery, with items such as leather trim (with seat heating up front), LED headlamps and 3-zone climate control becoming standard across the range only from the November 2016 update. A relatively small (6.5-inch) touchscreen was standard throughout the vehicle’s local lifecycle, but the larger 8.0-inch screen (with integrated navigation) and the 12.3-inch Active Info Display digital instrument cluster were optional on all derivatives.
The larger 8.0-inch infotainment screen was a paid extra on even the flagship derivative.
When VW restructured the range late in 2016, it bundled several options together, resulting in various packages. These included the tow package (tow bar, trailer assist and park assist), safety package (adaptive cruise control and head-up display), park package (keyless access, automatic boot, reverse-view camera and park assist), park package with area view (adding a 360-degree camera system), luxury package (electric front seats, electric folding mirrors, DynAudio sound system, ambient lighting and 230V socket) and R-Line styling package.
Not as dynamic as RWD rivals: Whereas models such as the rear-driven 3 Series were dynamically gifted, the front-wheel-drive (and 4-cylinder-only) B8-gen Passat was merely competent in the handling stakes. In short, with its suspension set-up biased towards comfort (and only the 2.0 TSI benefiting from VW’s clever electronic differential lock), the Passat was surefooted rather than fun to drive quickly.
The Passat wasn’t nearly as dynamic as its rear-driven rivals.
Miscellaneous potential issues: What else should you look out for? Well, the EA888 engine family – here represented by both the 1.8 TSI and 2.0 TSI motors – was known to suffer from a leaking water-pump housing. The pump and thermostat were packaged together in a plastic housing, which was unfortunately prone to early failure.
What about the 1.4 TSI powerplant? Well, this EA211 unit switched from the earlier EA111’s timing chain to a belt, which VW initially declared good for the life of the car. However, we’d suggest having the belt at least inspected – if not replaced – on high-mileage vehicles.
The 2.0 TDI (EA288) had perhaps the best reputation of the lot, though like most turbodiesels could be susceptible to clogging of the diesel particulate filter (DPF). Finally, be sure to pay close attention to the behaviour of any derivative’s dual-clutch transmission when test driving.
How much is a used VW Passat in South Africa?
Here’s a look at the smaller (6.5-inch) screen that shipped standard.
In South Africa, the 8th-gen Volkswagen Passat shipped standard with a 3-year/120 000 km warranty, a 12-year anti-corrosion warranty and a 5-year/100 000 km maintenance plan (then known as the AutoMotion plan). Service intervals were set at 15 000 km for all derivatives.
Of the small handful of used B8-series Passat models listed on Cars.co.zaat the time of writing, 67% employed the 1.4 TSI engine, though none with the manual gearbox. The 2.0 TDI represented about 22% of available stock, while the 2.0 TSI made up the balance. No examples of the 1.8 TSI were listed.
Examples of the B8-series model are few and far between on the used market.
Interestingly, 2017 was the most popular model year, accounting for more than half of the listings. The Luxury trim level was the most prevalent grade, while mileages ranged between 71 000 km and 206 000 km (the latter achieved by a 2017 1.4 TSI Luxury).
Below R250 000: Predictably, all variants listed below this price point at the time of writing were fitted with the entry-level 1.4 TSI engine. For the record, all listings here had more than 100 000 km on their respective odometers.
From R250 000 to R300 000: Listings positioned between these pricing bookends were from the 2016, 2017 and 2018 model years. Their indicated mileages still tended to be on the far side of 100 000 km, though we also discovered a couple of 2.0 TDI and 2.0 TSI derivatives here.
R300 000 and up: There were very few options above this mark, though all 3 engines (remember, the 1.8 TSI didn’t feature at all) were present. The most expensive B8-series Passat we found was a 2018 2.0 TDI Luxury listed for R379 900 and fitted with features such as the R-Line package, the larger touchscreen, a panoramic sunroof, 19-inch alloy wheels and a few of the optional packages.
Which Volkswagen Passat derivative should I buy?
We’d opt for a 2.0 TDI in either Luxury or Executive specification.
So, which powertrain derivative should be on your shortlist? Well, while the 1.4 TSI is the easiest to come by and the GTI-like grunt of the 2.0 TSI certainly seems tempting (we’ll ignore the seldom-spotted 1.8 TSI), we’d argue that the 2.0 TDI is the pick of the bunch.
In conjunction with a slick-shifting 6-speed DSG transmission, this turbodiesel engine offered plenty of low-down grunt, with the resulting tractability making it both a highly competent city car and an eminently effortless long-distance cruiser. At the claimed combined fuel figure of 5.0 L/100 km, the oil-burning Passat could theoretically cover more than 1 300 km on a single (66-litre) tank of diesel.
Compared with the Luxury grade, keep in mind that the Executive specification added items such as larger alloys, a multi-colour instrument-cluster display, the App-Connect system, dynamic cornering lights, Nappa leather (as opposed to “Vienna” hide), extra cabin trim (in brushed aluminium and chrome) and the R-Line styling package. Finally, look out for examples fitted with the highly configurable Active Info Display and any other options on your wish list.
Is the VW Passat a smart used buy?
Plenty of space for rear-sited passengers to stretch out.
Though it ultimately proved an unsuccessful strategy, the B8-series Volkswagen Passat was pitched directly at the likes of the F30 BMW 3 Series and the W205 Mercedes-Benz C-Class. It also competed with a Volkswagen Group cousin in the form of the pre-facelift B9-series Audi A4 sedan, as well as the similarly under-appreciated XE30-gen Lexus IS and the Nissan-backed (but rarely seen) Infiniti Q50.
Meanwhile, non-premium rivals included the 3rd-gen Mazda6, the Ford Fusion (known as the Mondeo in some parts of the world), the 6th-gen Subaru Legacy and the 9th-gen Honda Accord. Of course, as was the case with the Passat, IS and Q50, these sedans all failed to survive in Mzansi. As an aside, the 6th-gen Hyundai Sonata exited SA around the time of the B8 Passat’s arrival, while the axe fell on the 3rd-gen Kia Optima even earlier, towards the middle of 2014.
A classy alternative to the A4, 3 Series and C-Class of the era.
The VW outlasted most of the since-discontinued saloons mentioned above, but it nevertheless sold in exceedingly slim numbers in South Africa. As such, despite the Passat’s title as Wolfsburg’s 2nd-most popular nameplate ever, there aren’t many B8-series examples on Mzansi’s used market today.
Still, if you appreciate understated styling, a frugal-yet-gutsy turbodiesel engine and a cabin that’s comfortable, spacious and well-built, the 8th-gen Volkswagen Passat – specifically when fitted with choice options – represents a compelling, classy alternative to the so-called “Big Three”. Just be prepared to search long and hard…
More powerful Toyota Fortuner GR-S confirmed for SA!
Long rumoured for the local market, the Toyota Fortuner GR-S has finally been confirmed for South Africa. And it’ll bring extra power when it launches in Q1 2025…
The Toyota Fortuner GR-S has finally been confirmed for South Africa, with the Japanese automaker’s local division announcing that this “performance-orientated variant” will launch in the opening quarter of 2025.
According to Toyota SA Motors, the GR-S derivative – which will surely be built alongside the existing Fortuner variants at the firm’s Prospecton plant in KwaZulu-Natal – will “come with more power and style to complement its exceptional off-road capabilities and versatility”.
The automaker furthermore says the GR-S (which is short for “GR Sport”) version of the strong-selling adventure SUV will boast “sport-inspired features and aesthetics, an aggressive stance as well as performance-focused upgrades”. While further details have yet to be released, we can perhaps look to the closely related Hilux GR-S for an idea of what to expect.
As a reminder, existing Fortuner derivatives fitted with Toyota’s familiar 2.8-litre, 4-cylinder turbodiesel motor offer 150 kW and 500 Nm. If the upcoming Fortuner GR-S scores the same engine tune as the hottest Hilux, it will upgrade to peak outputs of 165 kW and 550 Nm, delivered to all 4 wheels through a 6-speed automatic gearbox.
Moreover, based on the Fortuner GR-S model offered in various overseas markets, we’d speculate this derivative will furthermore gain items such as red brake callipers, black alloy wheels and uprated shock absorbers, along with subtle exterior styling revisions and the requisite smattering of “GR” badges.
Inside the uprated ladder-frame SUV, we can likely expect yet more “GR” branding (perhaps on the front-seat headrests, starter button and steering wheel), various red accents and GR-specific instrument panel features.
As a reminder, the current Fortuner portfolio comprises 11 derivatives, 3 of which employ the 2.4-litre turbodiesel engine. The remaining 8 variants use the aforementioned 2.8 GD-6 powerplant, with 4 furthermore gaining a 48 V mild-hybrid system. Pricing runs from R679 100 to R961 800. Year to date (end of November 2024), Toyota SA Motors has sold as many as 9 323 units of the Fortuner.
Look out for more official details – and, of course, pricing – closer to the official local launch of the Fortuner GR-S in Q1 2025…
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.
