Porsche South Africa has published prices of the Zuffenhausen-based brand's 3rd and arguably, most elegant, 992-series 911 variant – the Targa – on its official website. The range comprises 4 and 4S derivatives… as well as the exclusive 4S Heritage Design Edition.
The distinctive Targa debuted in 1965 and this is the 8th iteration of the variant, which is distinguished by its silver Targa bar, which substitutes the B-pillars, encases the rear screen, arches over the cabin and features the characteristic “Targa” designation on each side. With perhaps the exception of the exotic Speedster version, the Targa is the rarest body shape of the iconic 911.
The Targa bar is also optionally available in black. It incorporates a fully automatic roof system that can be opened and closed in a claimed 19 seconds at the touch of a button. The roof construction consists of 2 flat magnesium elements that hold the roof in place, while the fabric incorporates sound-deadening material and an extendable wind deflector is integrated into the upper cowl frame.
The Targa top has graced several iconic sportscars in the past, but Porsche has arguably kept the concept going for the longest time.
Compared to its predecessor, the 992-series 911 Targa features significantly more pronounced wheel housings at the front and its front luggage compartment lid has a distinctive recess that evokes the design of earlier 911 generations. The rear is characterised by a wider, variably extending rear spoiler and an elegant light bar.
Inside, the crisp lines of the dashboard and its recessed instruments are inspired by 911 models from the 1970s. There is a pair of frameless digital displays alongside the traditional central tachometer, while 5 toggle switches sit below the 10.9-inch Porsche Communication Management touchscreen infotainment system. The latter includes online navigation and Connect Plus as standard.
Both 911 Targa derivatives are powered by a 3.0-litre twin-turbo flat-6 engine, but in different states of tune. The Targa 4 produces 283 kW and 450 Nm of torque (the latter from 1 950 to 5 000 rpm), while the Targa 4S delivers 331 kW and 530 Nm of torque between 2 300 and 5 000 rpm.
The Targa's instrument dial is a mix of analogue (centrally-mounted tachometer) with digital sub-displays on either side of it.
An 8-speed dual-clutch (PDK) automatic transmission and intelligent all-wheel drive Porsche Traction Management (PTM) come as standard, but the Targa 4S can be ordered with a 7-speed manual ‘box at no cost (in some markets), which includes the Sport Chrono package and a mechanical limited-slip diff.
When equipped with PDK and the optional Sport Chrono package, the Targa 4 is said to accelerate from 0 to 100 kph in 4.0 sec and its 4S sibling is claimed to do the same in 3.4 sec. Their claimed top speeds are 288 kph and 303 kph respectively.
Meanwhile, the 911 Targa incorporates a plethora of mechanical updates introduced in its 992-series brethren, including the beefed-up front-axle drive setup (with a water-cooled differential and clutch – the latter with reinforced discs for greater strength and higher load capacity), which works in conjunction with the Porsche Traction Management (PTM) system.
Originally marketed as a "safety cabriolet with supplemental roll bar", the 911 Targa went on to become a style icon.
The electronically-controlled, variable-damping Porsche Active Suspension Management (PASM) system is standard, as is Porsche Torque Vectoring Plus (PTV Plus), which includes an electronic rear limited-slip differential with fully variable torque distribution on the 4S with PDK (it is optionally available on the Targa 4).
Another new standard feature is Porsche Wet Mode, which utilises sensors to detect water on the road surface and, if significant volumes of water are indicated, it automatically optimises the 911 Targa 4 or 4S' stability control system to suit wet road conditions.
Porsche InnoDrive, which includes adaptive cruise control, is optionally available on PDK-equipped derivatives for the first time and, thanks to the enhanced Smartlift function for the optional front axle lift system, frequently visited locations can be programmed so that the front end of the car is raised automatically when necessary…
Porsche is apparently working on a special edition of the 911 Targa, which will make its debut next month.
The Targa 4 comes standard with 235/40 ZR tyres on 19-inch alloy wheels in front and 295/35 ZR tyres on 20-inch wheels at the rear, while the 4S is fitted with 245/35 ZR tyres on 20-inch front wheels and 305/30 ZR tyres on 21-inch rears. The former has 330-mm brake discs with black 4-piston monobloc fixed calipers, while the latter has 350-mm rotors with red-painted brake calipers (6 pistons at the front axle, 4 at the rear). The Porsche Ceramic Composite Brake (PCCB) is optionally available.
Earlier this month, Porsche released the first of 4 limited-edition Heritage Design 911 models through its Exclusive Manufaktur division. The 911 Targa 4S Heritage Design Edition, which is laced with exquisite details that reference the ‘50s, is also listed on Porsche South Africa's website, although its price has yet to be confirmed.?
The prices below include the standard 3-year/90 000 km Driveplan maintenance plan, with the optional 5-year Driveplan stated in brackets.
The next-generation Ford Ranger is expected to be unveiled during the first half of next year and may arrive in local showrooms in late 2021 or early 2022. A second speculative render has now appeared, which seems to confirm that the longer, wider bakkie will sport macho "US pick-up truck" looks. Plus, there is a possibility of a 3.0-litre twin-turbo petrol derivative sitting atop the range in Raptor guise…
Last month, Aussie site CarExpert.com.aupublished a render of the upcoming bakkie and now its rival site, CarAdvice.com.au has done the same – and their speculative designs look remarkably similar. The latter site now reports that the next generation of the global bakkie (ostensibly based on the Australian-developed T6 platform) will be marginally longer and have a wider track than the current Ranger. Most notably, the distance between the cabin and the front wheels is said to have been lengthened (plus the enlarge bay enlarged) to accommodate wider V6 powerplants, which the range doesn't currently offer, but is anticipated to be part of its successor's line-up.
More recently, it was confirmed that the next-generation Volkswagen Amarok would be based on the Ford Ranger and that the German company's upcoming double cab would be produced at Ford Motor Company of Southern Africa's Silverton plant from 2022; in other words, many of the details below may pertain to the next Amarok as well.
The Ford Ranger render that CarExpert published last month shows some strong F-150 influence. We like it!
2022 Ford Ranger
CarAdvice's render, created by Theophilus Chin, suggests the upcoming Ranger will feature distinctive extended grille bars and C-shaped DRLs to will help its exterior design tie in with that of the wildly popular Ford F-150, alongside which the Blue Oval's next-gen one-tonner will be sold in North America.
The bakkie's off-road approach and departure angles are expected to be improved, substantial changes will be made to the bakkie's suspension geometry" to improve both on- and off-road performance", while the rear bumper will feature anew towbar design and side-step recesses to make it easier to climb into the load bed, the site said.
The venerable 3.2-litre 5-cylinder turbodiesel motor received a stay of execution with the recent facelift, but will be discontinued for the next range, with the engine lineup focusing on the 2.0-litre single- and twin-turbocharged diesel engines. This bi-turbo motor produces 157 kW and 500 Nm and is mated with a 10-speed auto 'box.
The CarAdvice render shows more brightwork on the front end; it seems the "baby F-150" look is all but confirmed.
Broader engine line-up mooted
As we recently revealed in the How the AmaFord changes everything opinion piece, Ford’s 3.0-litre Power Stroke V6 turbodiesel, as featured in the F-150, is likely to feature in both the next-generation Ranger and Amarok (in combination with the Ford's 10-speed automatic transmission). The Power Stroke turbodiesel is rated at 186 kW and 600 Nm and gives the F-150 a tow rating of just over 5 tonnes, which should make Ranger owners who like to tow things like horseboxes and boats more than happy.
While Ford South Africa doesn't offer a petrol-powered Ranger in its portfolio, there is a 2.3-litre turbocharged 4-cylinder motor available for its overseas markets. For the 2022 Ford Ranger, this motor may be paired to a plug-in hybrid system, although that might not be of as much consequence to the local market as North America, for example.
Petrol-powered Raptor?
Apart from the strong likelihood that the aforementioned Power Stroke turbodiesel will be used in the next-generation Raptor, CarAdvice reports that Ford is considering to transplant the 3.0-litre V6 twin-turbo petrol engine from the North American market's Explorer ST into the next-generation Raptor. The motor, which is also mated with the 10-speed automatic transmission, produces peak outputs of about 300 kW/560 Nm, which helps the ST-badged Explorer achieve a claimed top speed of 230 kph.
Meanwhile, it's widely acknowledged that the Ranger is already the "most connected bakkie" in our market thanks to its feature-rich SYNC3 infotainment interface. Still, you can guarantee that Ford will go all out to ensure this market advantage continues with the next generation bakkie…
Reports suggest that apart from a new digital instrument cluster, higher-spec derivatives will feature a 12.8-inch portrait infotainment screen replete with wireless Android Auto and Apple CarPlay, while SYNC4 and a smartphone app called Ford Pass, which enables owners to locate, lock and unlock the car remotely, are also expected to be offered.
CarAdvice further suggests that the next-generation Ranger will have a significantly upgraded suite of safety features, although we stress that not all of these may not be of consequence to the local market. Ideally, top-spec examples of the newcomer could benefit from disc brakes all round, a centre airbag (designed to deploy between the front seats), blind zone warning, rear cross-traffic alert, a surround-view camera, over and above autonomous emergency braking, adaptive cruise control and traffic sign recognition.
While we know that production of the next-generation Amarok at Ford's plant in Silverton will commence in 2022, we expect the next-generation Ranger to roll off the line a bit sooner, but we don't yet know when. Suffice to say we'll bring you more updates as and when they become available…
The reveal of the new Audi S3 sedan must be soon as these spy photos show a vehicle that looks remarkably close to being a production model.
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer's request, have watermarked them.
Spotted on the Nurburgring, this Turbo Blue Audi S3 looks nearly ready to hit showroom floors. We've already seen the production version of the standard Audi A3 in hatch and sedan form, now attention is on the performance derivatives. What you see here is likely to be the first arrival and all it appears to be missing are the trademark S3 badges on the grille and rear bumper.
As far as engines go, Audi has confirmed that the 4th generation S3 will be powered by a 2.0-litre turbocharged 4-cylinder motor delivering 228 kW and 400 Nm. All that shove goes to all 4 wheels via a 7-speed S tronic dual-clutch ‘box and we reckon it should be fractionally quicker. The outgoing model is claimed at 4.6 seconds, so we're guessing the new one will sprint to 100 kph in 4.5 seconds.
Hang in there, we're super close to seeing the production version of the new 2021 Audi S3.
Renault’s track-focused RS 300 Trophy hot hatchback has finally arrived in South Africa! See specs and pricing below…
The new Renault Megane RS hot-hatchback arrived in South Africa back in 2018 with 2 variants on offer, the road-friendly RS Lux and the sportier RS Cup. Now, a more hardcore, track-ready RS Trophy has finally arrived on local soil packing more power and go-faster bits.
What’s on offer?
Visually, the RS Trophy is distinguished by the customary Liquid Yellow paint job as well as the obligatory Trophy stripes seen in the F1-style front spoiler. Other colours are on offer too if you wish.
Whereas the Megane RS Lux and Cup versions offer 205 kW and 390 Nm, the RS Trophy ups the ante with outputs of 223 kW and up to 420 Nm of torque when equipped with an EDC dual-clutch transmission (the 6-speed manual produces 400 Nm), all derived from a 1.8-litre turbocharged petrol engine. As with other RS derivatives, the RS Trophy is also equipped with Renault’s 4-wheel steering system and hydraulic bump-stop shock absorbers. Zero to 100 kph is claimed at 5.7 seconds.
Riding on the Megane Cup chassis, the RS Trophy features a stiffer suspension as well as a Torsen mechanical limited-slip differential and is further equipped with bi-material 355 mm front brake discs with red brake callipers while riding on lightweight 19-inch Jerez alloy wheels shod with high-performance Bridgestone tyres. Lightweight 19-inch Fuji wheels are optional and they shed 2 kg in weight at each corner. The Megane RS Trophy is also equipped with a new exhaust system that allows for engine noise to be adjusted via a mechanical valve fitted to the rear silencer.
What about the interior?
Moving inside, sports seats are standard but you can spec your RS Trophy with specially-designed Recaro seats which allow for the driver to sit some 20 mm lower which adds to the sporty driving feel of the Megane RS Trophy. The seats are wrapped in Alcantara and feature a hard-shell backrest with integrated headrests.
The cockpit itself is shared with its other RS siblings featuring a large squared-off, 7.0-inch R-Link 2 infotainment system that includes sporty features such as performance telemetry readouts on the RS monitor which is useful if you are spending time at the track. 2 USB ports are also fitted to connect devices. A 7.0 -inch TFT instrument cluster is standard.
Only 7 RS Trophy units are available in South Africa.
Renault Megane RS Trophy – Price in South Africa
Megane RS Trophy EDC – R799 900
Megane RS Trophy Manual – R774 900
The Renault Megane RS Trophy is sold with a 5-year/150 000 km warranty and a 5-year/90 000 km service plan.
Volkswagen has revealed its updated Arteon range. The new model portfolio has increased with Arteon R and an Arteon Shooting Brake making their debut.
The updated Volkswagen Arteon has been revealed and it's joined by not 1, but 3 new family members. There's now a Shooting Brake for those wanting additional space and those seeking some performance can look forward to the Volkswagen Arteon R and Arteon R Shooting Brake.
Despite COVID-19, Volkswagen is pushing hard in 2020. "Volkswagen will launch 34 new models this year. There has never been such an extensive model initiative in the history of the brand," says Ralf Brandstätter, Chief Operating Officer und designated CEO of the Volkswagen Pkw brand. "The Arteon Shooting Brake extends our model range in the important midsize-segment. It will set standards in its class with its dynamic design, high functionality and modern technologies."
What's New?
The MQB-based Volkswagen Arteon's design has changed slightly and there's a revised front end with a new continuous light strip, striking chrome bars and new air intakes. There's new LED lighting at the front and the rear too. The Volkswagen Arteon Shooting Brake is the Wolfsburg-based brand's take on the station wagon. However, if these pictures are anything to go by, this is one of the most striking interpretations of the estate concept.
The Volkswagen Arteon Shooting Brake offers more headroom in the rear and front in comparison to the standard model. There's 565 litres of bootspace, which is a touch more than the standard car's 563 litres, but when you fold all the seats down, 1 632 litres is available, which is more than the 1 557 litres than the standard car.
Volkswagen is also introducing an eHybrid powertrain for the Arteon. The plug-in hybrid Arteon eHybrid and Arteon Shooting eHybrid will be able to travel some distance on pure electric power. Petrolheads must surely be excited by the news of the Volkswagen Arteon R. While actual power and performance figures were not supplied with the release, online pundits have been throwing 235 kW about, which sounds about right if Volkswagen has opted for the 2.0-litre turbocharged 4-cylinder petrol motor. Volkswagen has confirmed the introduction of something called R-Performance Torque Vectoring, which should make handling more entertaining.
Naturally, safety and tech systems have improved in the new model and Volkswagen claims the new Arteon range benefits from a system that allows partly automated driving. Other notable safety features include the adaptive cruise control, lane assist, emergency autonomous braking, plus the rearview reverse camera has been enhanced.
Inside, the Volkswagen Arteon range gets a redesigned cockpit environment and there's now wireless integration of apps like Apple CarPlay and Android Auto. A 700 watt high-end sound system from harman/kardon made specifically for the Arteon range is available.
We'll have more information on the new Volkswagen Arteon range as more information comes to light. In the meantime, feast your eyes upon the extraordinary design!
Opel has revealed its breakthrough Mokka, powered by electricity and aimed at an audience ready for the future.
The second-generation of this crossover features a battery-powered drivetrain and design which is unrelated to any other Opel product. A minimalist lower-grille section is retained, but the Mokka’s front styling is dominated by its solid panel between the LED headlights, which also feature Matrix anti-dazzling functionality, shielding other road users when high beams are used.
Around the rear, there are narrow LED taillights and the crossover is available with an interesting contrasting roof and bonnet colour scheme, painted in one hue, whilst the remaining body panels are finished in another.
In terms of size, the new Mokka is notably more compact than its predecessor, measuring 4.15m bumper-to-bumper – making it 120 mm shorter in length. The cabin architecture should remain unaffected in terms of roominess, with new Mokka having a similar 2.56m wheelbase to the first-generation car. Luggage capacity is a competitive 350 litres, which is only 6 litres less than the current Mokka.
Vehicle information is served by a 12-inch instrument binnacle, while a broader digital infotainment system sweeps across the top of new Mokka’s centre console. Opel has retained some physical dials for HVAC (heating and aircon) and sound system volume functions.
Built on a French sourced PSA platform, the most significant change with new Mokka is its powertrain. Underfloor lithium-ion batteries total an energy density of 50 kWh, giving the Mokka a 100 kW power peak, supported by 260 Nm of torque.
Opel claims that its new Mokka will be good for a top speed for 150 kph and driving endurance of 322 km, on a single charge.
Is it coming to SA?
Regarding the local introduction of the Mokka, an Opel spokesperson had this to say "Bringing the new Opel Mokka to South Africa is on our planning radar – launch timing into the South African market is anticipated to be in the first quarter of 2022." Model derivatives will only be buttoned down closer to the local launch date. Expect petrol engines to be added to the Mokka lineup soon, similar to those powering the new-generation Corsa.
Ford South Africa has joined the local e-sports fray with a South African specific competition set in Gran Turismo Sport.
The Lockdown has seen a surge in the legitimacy of e-sports across the globe and specifically sim racing. Some of the world's best real-life racers have been seen churning out laps on Gran Turismo, Asetto Corsa and iRacing to name just a few of the available sims. South Africa has not been left behind with more and more races taking place, with commentators, driving coaches and even engineers getting involved to help setup cars for race day. It's a serious gig.
Ford South Africa is challenging local racers, gaming enthusiast or even just anyone with a PS4 and GranTurismo to take part in the inaugural #LockdownLaps. The competition takes place soon, being held from 29th June to 1st August 2020. There are prizes available including a state-of-the-art wheel and pedal system and Ford Performance gear. Details on how the format will work will be announced soon, but make sure you register at https://discord.gg/MAMsbmm (you'll need to install the Discord app if you don't have it yet) and then check out the guidelines and FAQ for all the details.
The event is being overseen and run by an experienced esports sim-team with over a decade of competition and league hosting. They are also there to provide answers while ensuring fair and good sportsmanship is maintained throughout the competition.
Lambo teases its 610-kW SCV12
Lamborghini is readying a hardcore, track-focused hypercar powered by the most potent naturally-aspirated V12 the St'Agata-based firm has ever produced. Unsurprisingly, the pre-production Squadra Corse V12 sounds utterly demented!
Scheduled to make its official debut at the end of June 2020, the lightweight track-day hypercar was developed by Lamborghini Squadra Corse, the Italian supercar maker’s motorsport division. It’s aimed at well-heeled track-day enthusiasts (Lamborghini will produce only a handful of SCV12 units and they are likely to be made available for purchase by invitation only). What’s more, the arrival of the SCV12 suggests that the Italian marque is preparing to enter GT endurance rating with its newcomer.
The elaborate scoops on the bonnet form part of the SCV12'sa ram-air pressure boosting configuration.
Lamborghini Squadra Corse recently completed its development programme of the SCV12, which is powered by a 6.5-litre naturally-aspirated (non-turbocharged) V12 engine. The motor is claimed to produce at least 610 kW courtesy of, inter alia, a double air intake on the hypercar’s bonnet that directs airflow to the roof-mounted ram-air scoop.
Therefore, at high speeds, this configuration “directs dynamic air pressure (created by the SCV12’s movement) to increase static air pressure in the engine’s intake manifold, creating greater airflow through the engine and increasing power output” at high speeds, Lamborghini explains.
Although this is not the final version, the SCV12 features more of an elaborate back-end diffuser than a rear bumper.
Meanwhile, the SCV12 is also claimed to generate "higher downforce levels than a GT3 car"; the Lamborghini features a prominent front splitter, lateral flicks and vertical fins on the side sills, magnesium rims (19-inch fore, 20-inch aft) shod with Pirelli slick tyres, an elaborate rear diffuser, as well as a distinctive custom-built carbon-fibre rear wing.
To achieve a greater power-to-weight ratio, the track-focused hypercar features a full carbon-fibre chassis and eschews the Aventador’s standard all-wheel-drive- for a rear-wheel-drive configuration. Plus, its sequential 6-speed gearbox is installed as a structural element within the chassis, which not only reduces the SCV12’s overall mass, but enhances its weight distribution. The newcomer's pushrod rear suspension is system installed directly on the gearbox.
Lamborghini has conducted extended track-testing of its hardcore hypercar; it may pre-empt a full race entry in GT competition.
Lamborghini concludes by saying SCV12 buyers will be invited to participate in advanced driving programmes at some of the world’s most prestigious circuits, where they will be availed with the technical assistance from Squadra Corse engineers and receive tutoring from 5-time Le Mans 24 Hours winner and Lamborghini Squadra Corse special projects consultant, Emanuele Pirro.
Kia has released exterior images of its new, 4th-generation Carnival – or Grand Sedona, as it’s known in South Africa. The people-mover follows hot on the heels of its new Sportage sibling and the models are likely to share several fascia design elements.
Kia updated and revised its current Grand Sedona line-up in South Africa at the end of 2018 and we reviewed the 2.2 CRDi SXL derivative in April 2019. Although the Grand Sedona is a less fashionable conventional MPV – or Grand Utility Vehicle, as the company calls it – compared with the bakkie-based 7-seater Adventure SUVs that dominate the family vehicle market, it’s markedly more refined and luxurious than those products, but also more accomplished and family-friendly than most commercial vehicle-based buses… Given its extended wheelbase, we believe that the new Grand Sedona is probably based on Hyundai Kia's new N3 platform.
Kia has applied lashings of machined- and chrome-look trim to the new Grand Sedona. Its bumper is very SUV-like.
As is the case with the new Sorento, the next-gen Grand Sedona features a new “tiger face” characterised by what Kia’s designers call “symphonic architecture” – in which the chrome-look diamond-patterned grille and lighting elements create a single, expansive design cue. In the case of the newcomer, it’s topped by a pair of trim strips that flow into the shoulder lines that extend along the flanks to the tail-lamp clusters. What's more, a pair of distinct bonnet creases sprouts from the castellated top edge of the “tiger nose”.
So, which lights do what? The newcomer’s headlamps are integrated into the corners of the tiger-nose grille, with the low-beam lamps sitting separately at the outer edges of the “tiger face”. Between them, the “bent lightning bolt” LED daytime running lights wrap around the indicator lamps, then merge with the grille’s lower chrome border. Meanwhile, the Grand Sedona’s SUV-inspired lower bumper and air intake are adorned with generous helpings of chrome-look trim and finished with a black apron.
The C-pillars feature reverse L-shaped chrome fins, the lower ends of which effectively wrap the Kia's tailgate.
Compared with its predecessor, the newcomer has a longer wheelbase (as previously mentioned), bolder wheel arches and a shorter front overhang, with the bases of the A-pillars moved backwards to create a more elongated bonnet. Note how the A- and B-pillars are blacked-out while each of the new C-pillars features an eye-catching chrome fin, which wraps beneath the tapered rear windows and extends towards the tailgate. It’s finished with a subtle diamond pattern which is said to be reflected on the model's interior.
Kia hasn’t released images of the new Grand Sedona's interior yet, but if the cabin of the new Sorento is anything to go by, the newcomer is bound to feature a melange of leather trim, metallic accents and embossed wood-effect surfaces, as well as “contemporary geometric details” such as ornate rectangular door handles and vertically-stacked air-vent pods. On top-spec versions, a 10.25-inch touchscreen infotainment system is most likely to be flanked (and complemented) by a 12.3-inch high-resolution digital instrument cluster and we assume those units will be customisable and feature extended features/Apple CarPlay/Android Auto capability respectively.
The luxurious interior of the recently-revealed Sorento offers an insight into what the Grand Sedona's cockpit will look like.
Finally, at the rear, the Grand Sedona features a full-width light bar, which includes slim combination tail lamps that echo the DRL signature at the front of the vehicle, Kia says. Above the light bar is a chrome line, which starts from the base of the new signature C-pillar and wraps around the base of the rear screen. Highlight lines extend across the tailgate to raise the visual centre of the rear of the car and, to echo the SUV-inspired front bumper, the newcomer’s rear apron features a metallic skid plate.
These images show the newcomer in Korean spec; it will go on sale in its domestic market “later in the 3rd quarter of 2020, with global sales in many of Kia’s markets to follow thereafter”. Kia Motors SA says that it plans to introduce the new Grand Sedona in South Africa in 2021; we'll bring you more local info as soon as it becomes available.
It's widely believed the M2 Competition is the best M car BMW makes, but when we got word the Munich-based brand was readying a CS (ClubSport) version, our eyes lit up in anticipation. Only 30 units of the visceral compact sportscar will be coming to South Africa (later this year) and our international correspondent Greg Kable got to sample it before its official debut.
What is an M2 CS?
We’ll say it now to curtail any suspense: you’re looking at the best driver’s car that BMW produces, which is lofty praise, we’ll admit. But, after a day spent lapping the new M2 CS around a circuit in Germany, we can’t think of any other contemporary BMW model that delivers quite the same combination of performance, balance – and sheer attitude – as this newcomer.
First, a bit of context… You may remember the M4 CS – this car follows the same philosophy. The M2 CS is the last hurrah for the company’s junior M car prior to the introduction of a new 2nd-generation model in 2021. Its production isn't officially limited, but with the production of the M2 scheduled to end in September 2020, you’ll need to be quick with your order. BMW is set to auction off 28 of the 30 local units, meaning that they will swop hands for well in excess of R1-million apiece. Expensive? Yes, but likely no more so than its prime competitor – the Porsche 718 Cayman GT4, which is listed at R1.55 million.
It takes one look at the M2 CS to realise that justification for the high price tag isn't reserved exclusively for the elevated dynamics; there are quite a few expensive-looking addenda that serve to differentiate it from the M2 Competition. Such details include a new-look front bumper with a carbon-fibre splitter element, a carbon fibre-reinforced-plastic bonnet with a large central air scoop and a carbon-fibre roof – all of which are shared with BMW’s new M2 GT4 race car.
The bonnet scoop is a clear giveaway that you're looking at an M2 CS. Those are 19-inch forged aluminium wheels too.
There’s also a larger carbon-fibre rear spoiler, along with a reworked carbon-fibre rear diffuser and lightweight 19-inch forged aluminium wheels, which offer the choice of Michelin Pilot Super Sport or, as worn by our test car, more track-focused Pilot Sport Cup tyres. Both gumboot options are 245/35 front and 265/35 in profile.
The changes not only give the M2 CS a more aggressive look, but also bring greater downforce. The head of BMW M development, Dirk Haecker, says lift is virtually eliminated at 200 kph, providing the car with what he describes as “more settled qualities at high speed”. Don't expect any reduction in weight, however… at 1 575 kg, the M2 CS weighs exactly the same as the M2 Competition.
The engine represents new performance ground for the smallest M car. It’s the same version of the long-serving S55 unit used by standard versions of the old M3 and the M4, but with a newly designed exhaust system. The twin-turbo 3.0-litre inline-6 delivers 331 kW at 6 250 rpm and 550 Nm of torque between 2 350 rpm and 5 500 rpm – an improvement of 29 kW on the less heavily tuned version of the S55 used by the M2 Competition, although torque is the same.
Drive is sent to the rear wheels through a standard 6-speed manual 'box or the 7-speed dual-clutch automatic, the latter of which featured on our test car. There’s also a reworked electronically-controlled Active M Differential that has been tuned specifically for the M2 CS. When equipped with the dual-clutch transmission, the M2 CS's power-to-weight ratio is 210 kW per tonne. This is 18 kW more than the M2 Competition, but fails to top the 218 kW per tonne of the Cayman GT4, whose naturally aspirated 4.0-litre flat-6 churns out peak outputs of 309 kW and 420 Nm.
What's it like to drive?
The test took place on the tight and twisty Sachsenring circuit in Germany.
Today’s drive of the M2 CS is limited to a spirited circuit excursion. But if ever there was a circuit on which you could unlock the secrets to this car's dynamics, the Sachsenring is it. Best known for hosting the German round of MotoGP, it’s a challenging course at the best of times – and more so now, after it's been doused in heavy morning rain. Among the more unforgiving sections is a wildly undulating infield section that loops back on itself before sending you flat-out downhill into a sequence of fast, open corners. Given that BMW expects a large number of owners will use their cars for track days, it’s an appropriate setting.
Before we get underway, though, the reworked cockpit. As you would expect, it’s largely the same as that of the M2 Competition, but there's a new carbon-fibre centre console that goes without the usual centre armrest, M Competition Sport front seats (as fitted to the M4 CS) and some added Alcantara for good measure. It’s not exactly overflowing with luxurious confirm, but nor is it the pared-back road-racer that some might expect. It even has rear seats…
You can set the manually-adjustable driver’s seat quite low to strike a wonderful straightforward driving position. The manually adjustable, Alcantara-trimmed M Sport steering wheel boasts a fairly thick rim, but there are cut-outs that make it quite nice to hold.
The characteristic turbine whirl at start-up leaves you in no doubt: there's only one make of car that produces such a provocative inline-6 sound. Subjectively, there’s not a lot that separates the engine from the M2 Competition's motor. Smooth and muscular in character (at low to middling revs), but crisp and tremendously responsive at the top end, it provides the M2 CS with the sort of brawny performance and urgent in-gear qualities its track-bred positioning suggests.
Do you feel the added 29 kW over an M2 Competition? Not immediately, because peak power is delivered 1 000 rpm further up the dial, so the M2 CS needs to be worked harder to unlock it. But such is the smoothness of the engine and the aural rewards it delivers when you’ve really got it zinging that this is no hardship. Rather, it’s part and parcel of the new M car’s hardened and more authoritative character.
The M2 CS has an F30 M3 Competition equalling 331 kW of power now.
BMW claims 0-100 kph in 4.0 seconds, which is 0.2 sec quicker than the M2 Competition and 0.4 sec quicker than the Cayman GT4. With the M Driver’s package fitted as standard, the M2 CS' top speed is limited to 280 kph.
You don’t need to wring its neck to extract serious speed, however; with maximum torque arriving at 2 350 rpm and remaining on tap until 5 500 rpm, the beefed-up Bimmer engine is tremendously flexible and very amenable. You can short-shift and still have a handy amount of shove already building out of slower corners.
The dual-clutch gearbox, with its steering wheel-mounted paddles, is the perfect accompaniment: fast-acting on upshifts and, with a function to match revs, plus agreeably smooth on downshifts. However, it lacks the intrinsic involvement of a manual, and as the very reason for this car is to create a more intimate connection between driver and machine, it’s probably well worth considering the stick-shift version, even if it costs you a second or two in lap time potential.
The 1st-generation M2 may be nearing the end of its production life, but the chassis remains a marvel. BMW M’s efforts to provide a perfect 50:50 front-to-rear weight distribution and increase stiffness (by adding bracing) provide the basis for truly engaging and playful handling. To this, the M2 CS adds a heightened degree of directness and urgency of movement via a heavily retuned suspension that sees the adoption of standard adaptive dampers – the first time they’ve been fitted to M2.
While the test unit was specced with a dual-clutch 'box, there is the option of a 6-speed manual.
The balance is quite finely struck. While it doesn’t quite match the magnificent neutrality of the mid-engined Cayman GT4, there are few front-engine cars that come close to matching the ultimate precision offered by the M2 CS. A small degree of understeer remains, most notably in high-speed corners. This is intentional, Haecker says, to provide a marker for the driver. Still, the front-end push is quickly quelled by lifting off the throttle or by trailing in on the brakes.
It's through the Sachsenring’s challenging in-field that the decision to provide the M2 CS with adaptive dampers feels fully justified. Body movements are even more immediate than with the passively damped M2 Competition, but the roll angles are better controlled, too. It settles quickly and with added authority, giving the M2 CS a flatter and more determined cornering nature.
Helping in this respect is the carbon-fibre roof, which Haecker says is more than just cosmetic: “The roof contributes to a lowering of the centre of gravity. It uses a new sandwich construction, which not only adds structural rigidity, but is also lighter than the previous method we used."
The steering is sharper as well – or at least gives the impression of being so. The electromechanical rack and its ratio are the same as you get in the M2 Competition, but a slight camber increase and added sensitivity brought by the adaptive damping brings greater precision together with the well-weighted and inherently linear feel that we’ve become used to from the junior M model. We’ll need more time on the road to determine if critical feedback has been improved, but there's certainly an added keenness to the 'wheel's self-centring motion that serves to further heighten the driving experience.
For the first time, an M2 model comes with adaptive suspension dampers.
After a couple of laps of fairly controlled running, it’s dry enough to begin pushing with real intent. On smooth surfaces, the soft compound Cup tyres deliver outstanding grip. You can load up the M2 CS on the entry to constant-radius corners and confidently continue to push past the apex, all the while relying on the sheer adhesion to allow you to hold your line. It’s here, with greater grip equating to faster cornering speeds, where BMW says the M2 CS has a distinct advantage over the M2 Competition. “It’s a combination of a lot of detailed chassis changes,” says Haecker of the greater agility offered by the M2 CS, adding: “It laps the Nürburgring 8 seconds faster than the M2 Competition.
In a development taken from the M2 Competition, the M2 CS gets preset M buttons on the steering wheel, with which you can choose your preferred chassis set-up. In fittingly titled M2 mode, with the dynamic stability control (DSC) switched off, there’s a lovely progressive transition into oversteer when you do exceed the limits of adhesion in slower corners, and it takes just a small degree of steering lock to correct it.
This controlled feel instils the driver with great confidence – as does the operation of the electronically operated M differential, which apportions drive individually to each rear wheels, allowing you to light up the rear tyres when the conditions allow.
No less effective are the brakes, which are larger than those of the M2 Competition with 400 mm front- and 380 mm rear steel discs grabbed by 6-pot calipers and 4-piston calipers respectively, are strong and offer quite a bit of feel through the pedal. Alternatively, buyers can opt for pricey carbon-fibre discs.
With all of our time spent on track, we’re not going to pretend we know much about the M2 CS’s ride quality. However, experience with other M models on adaptive dampers suggests it should offer greater compliance than the passively damped M2 Competition. At low speed in the Sachsenring pit lane, the firmness of the MacPherson strut (front) and multilink (rear) suspension was detectable over expansion joints, although any binding conclusions will have to wait until we get it out on the road.
Should I buy one?
The last hurrah of the current M2 does not disappoint.
The M2 CS is everything we expected – and more. It's a noticeably keener, more incisive and ultimately more entertaining car to drive than the M2 Competition, at least on the track. The key to its attraction lies with its reworked chassis, which, with the adoption of adaptive damping, is really quite exceptional. That’s taking nothing away from its engine, which although a well-known quantity, delivers the performance to give the junior M car outstanding pace.
When BMW launched the M2 Competition last year, we wondered how it could be topped. The answer is: with the M2 CS. Question marks about its ride quality aside, it's one of the best driver’s cars you’ll see this year. Yes, it will be expensive and extremely exclusive, but the rewards run deep. We're already counting the days until we get to drive it on the road.
