According to a leak on a German insurance website, Mercedes-Benz is planning a powerful diesel model in its G-Class lineup. Here's what we know about the new G400d.
When we think of the Mercedes-Benz G-Class, the first thing that comes to mind is the monstrous G63, with its fiery 4.0-litre biturbo V8 petrol engine sourced from AMG. Few people know that there's also a sensible and capable G350d powered by a diesel engine. However, in comparison to its AMG sibling, the G350d lags behind in the performance stakes.
Information from a German insurance website has claimed that Mercedes-Benz is planning a potent diesel engine for its G-Class. Dubbed the G400, the insurance screenshot below also mentions how much power it makes.
With a capacity of 2.9-litres and output of 243 kW, we can make an educated guess and claim this is the OM 656 inline 6-cylinder diesel. First seen in an S-Class in 2017, this engine is capable of 210-250 kW, with monstrous torque of between 600-700 Nm. Final torque figures for this G400d aren't known, but we can bet it'd be closer to 700 Nm, given the high-profile premium and luxury positioning of the G-Class.
We'll wait for the official reveal of the vehicle and then we should get some clarity on South African availability.
After a few months of teasers and spy shots, the Porsche Cayenne Coupe has finally gone official. What's it all about? Find out here.
The new Porsche Cayenne Coupe is based on the existing Cayenne, but features a slightly different look. According to Oliver Blume, Chairman of the Executive Board of Porsche AG, the new Cayenne Coupe, "includes all the technical highlights of the current Cayenne, and its more dynamic design and new technical details position it as more progressive, athletic, and emotional,"
Some key focus points are the unique rear body style, a speed-sensitive rear spoiler and a rear bench which focuses on 2 individual seats. It's that rear which has us interested, however. "The distinctive roof flyline that falls away to the rear makes the Porsche Cayenne Coupé appear more dynamic, and positions it as the most sporting-looking model in the market segment," says Michael Mauer, Vice President Style Porsche. The differences between the standard Cayenne and Coupe are substantial. Not only are the A-pillar and front windshield shallower thanks to the roof height being reduced by 20 mm, but there are also new-look rear doors and wheel arches, which are 18 mm wider, giving it a sportier stance. Boot capacity is rated at 625 litres with the seats up, and 1 540 litres with them down. The Turbo version boasts 600-1 510 litres.
There'll be just 2 engines offered. Kicking off the range is the 3.0-litre V6 turbo with 250 kW and 450 Nm, enabling it to hit 100 kph in 6 seconds. The second engine can be found in the Cayenne Turbo Coupe and is a 4.0-litre turbocharged V8 boasting outputs of 404 kW and 770 Nm. It's capable of a brisk 3.9 second claimed run to 100 kph.
Our spy photographers have been hard at work capturing forthcoming products. This time its the Volkswagen T-Roc Cabrio.
Image credit: S. Baldauf/SB-Medien
Volkswagen is backing an SUV-intensive future. With CEO Herbert Diess predicting that 40% of Volkswagen's global sales will come from SUVs by 2020, the German brand is making an SUV for everyone.
This is a convertible version of the Volkswagen T-Roc. We know the Volkswagen T-Roc is confirmed for South Africa and will be arriving on our shores early next year, but not much is known about this convertible version. Inspired by the Volkswagen Breeze Concept (pictured below), the Volkswagen topless T-roc was spotted undergoing winter testing in Northern Europe.
Convertible SUVs are not a new thing, with Nissan experimenting with a Murano convertible and more recently, there was a Range Rover Evoque Cabriolet.
BMW is set to introduce an all-new 2 Series Gran Coupe. Here's what we currently know about it.
BMW CEO Harold Kruger announced plans are afoot to release a BMW 2 Series Gran Coupe to the market in early 2020. The car will officially make its debut at the Los Angeles Motor show in November 2019. Fans of the 2 Series architecture may be a little upset to find that this model will be based on the 1 Series platform, which in tandem with Mini, only produces front-driven and all-wheel-drive cars. The 1 Series itself has not yet been shown but should make an official appearance any day now.
Obviously, the engine lineup is yet to be confirmed but in line with BMW's current models, it's likely to have a 1.5-litre 3-pot turbo and a 2.0-litre turbopetrol model. The M-Performance models will no doubt join the fray too with the 225 kW and 450 Nm turbocharged 2.0-litre unit.
The teaser image shown doesn't give much away other than the sloping C-pillar and lengthy taillight design that similar to the new 3 Series.
Ford Kuga 2.0T AWD ST Line (2019) Review [w/Video]
Amid its efforts to rebuild the reputation of the Kuga nameplate in South Africa, Ford launched a thoroughly updated version of its family car late in 2018. We test a range-topping ST Line derivative, but given the Kuga fire saga that was front page news for weeks in South Africa, it's nigh on impossible to evaluate the product in isolation.
We like: Purposeful looks, on-road refinement, willing performance, good spec
We don't like:Ageing cabin, marginal cabin plastics, middling fuel consumption
The Kuga ST Line does not have many rivals in a segment where diesel is the fuel of choice.
While ST versions of the Focus and Fiesta have made Ford's performance badge a household name and inspired legions of fans in the petrolhead community, this is NOT an ST version of the Kuga. Instead, the ST Line badge denotes aesthetic upgrades only, even if the 2.0T AWD's suspension has received a light ST treatment. The ST-Line spec is designed to appeal to those looking for something that looks like a high-performance vehicle.
It's a rather bold move to apply it to a rather large SUV – some may even regard it as counter-intuitive – but it's a tactic the German brands have been using successfully for decades. Audi offers the S-Line trim, Mercedes-Benz the AMG Line, and a number of BMW derivatives bear M badges.
How does it fare in terms of…
Kerb appeal?
Its white exterior finish might lack a bit of imagination, but the 2.0T AWD ST Line looks purposeful. With a well-proportioned design and a poised stance, Ford's (relative) newcomer conveys its intentions well. The aesthetic upgrades strike a good balance between subtle and “look at me”.
A bit of suspension work and a body kit gives the ST Line an imposing front end.
The list of ST-Line accessories is extensive. Most striking is the all-black grille with revised front bumper, and the all-black 19-inch alloy wheels. "Eighteens" are standard, but the optional 19s fill the wheel arches well and, as we’ll discuss later, seem to make no difference to the ride quality. The suspension is lowered and tweaked for better handling, and the car rides 10-mm lower than a standard car.
Other exterior accoutrements include black roof rails, a black rear diffuser (between the revised exhaust ends), darkened headlights and taillights and ST-Line scuff plates in the front doors. To summarise, then, it’s not a shouty car; it just looks well-sorted.
Interior tech and features?
As for as the interior, ST-Line detailing adorns the steering wheel, gear boot and the seats in the form of tasteful contrast red stitching. The driver and front passenger are treated to superbly comfortable sport seats, which are trimmed in leather and Alcantara. We covered long distances in the Kuga and the front seats offered great support during journeys thanks to their bucket-like design. They are not difficult to climb into, or out of, at all.
Red stitching adds some vibe to the interior, but it feels a little old school in here.
One of the highlights of the recent facelift is that Ford has (thankfully) ditched the plethora of buttons that used to plague the Kuga's fascia. What's more, the impressive Sync3 infotainment system sits pride of place in the centre stack, and now features pinch and zoom functionality.
Some testers did, however, find the screen a little too far away to be reached comfortably. They found the comprehensive steering wheel controls, combined with the digital display in the instrument binnacle, to be much more convenient for operating most of the system’s functionality.
Our biggest gripe with the interior is the fascia's cheap-looking plastics. It feels a bit low rent and lets down what is an otherwise-impressive interior.
Practicality and convenience?
Size-wise, the Kuga sits roughly in the middle of the family car market, which, given the relative age of Ford's platform (7 years), is quite to be expected. However, it is still large enough to provide generous cabin space for passengers (it can comfortably seat 4 adults, while 3 kids will happily fit side-by-side on the rear bench), plus significant load space for luggage, bicycles and groceries, without feeling cumbersome to manoeuvre.
Part leather and part Alcantara seats are very premium. Rear passenger have enough legroom too.
For our video reviews, we like to conduct a "cooler-box test" to measure luggage space, using a standard 25-litre cooler box, and the Kuga passed it with flying colours. There is ample height below the parcel shelf and the load bay floor would allow for about 8 cooler boxes packed in 2 rows of 4.
An electric tailgate is now standard on all Kuga derivatives and includes a leg-swing opening function, a feature that allows for hands-free operation of the tailgate (even if the car is locked), as long as the key is in your pocket. The function is activated by swinging your foot under the rear of the car to open the tailgate. Some testers found this to be super handy, but it can be a somewhat temperamental feature and didn’t seem to work 100% of the time. Perhaps with some practice, one could develop the perfect leg-swinging technique to "communicate with the car".
Meanwhile, a 240-Volt plug port is provided for rear passengers, which our film crew thought was just about the best thing ever invented. A USB port or two in the rear might have been handy too, however.
Ride and handling balance?
Even though our test unit rode on 19-inch wheels, shod with low-profile performance tyres, the quality of the Kuga's ride was exceptional. Thorough sound insulation certainly helps, and very little road noise makes it through to the cabin. The suspension easily soaks up imperfections in the road and rough surfaces and, on smooth tarmac, the Kuga offers a premium, luxury experience that befits its price point.
Boot space on the Kuga is good, but not quite class-leading.
The overall composure of the car is impressive. While the suspension has been tweaked to be firmer for better handling, the engineers have achieved an admirable balance between comfort and sharper handling. On the famous Clarence Drive, the coastal road between Gordon’s Bay and Pringle Bay (outside Somerset West) the Kuga proved very fun to drive, while the all-wheel drive and sticky tyres provided near-unflappable traction.
In the handling department, the car delivers on the promise of the ST-Line badge.
Performance and economy?
Two engines are available for the ST-Line derivatives. We tested the 2.0-litre, 4-cylinder turbopetrol, while a 2.0-litre, 4-cylinder turbodiesel is also available. With power and torque figures of 177 kW and 340 Nm, the Kuga feels well motivated and eager. It’s not a particularly fast car, but in-gear acceleration is strong and there’s more than enough oomph to ensure the experience is never boring. The peak torque figure is available nice and low down in the rev range (from 2 000 rpm to 4 500 rpm), making it a particularly easy to get the best out of the motor.
Even with 19-inch rubber, the Kuga impresses in the ride quality department.
The car cruises comfortably on the motorway and the 6-speed transmission ensures the engine speed remains low at highway speeds.
However, the average fuel consumption is potentially the Achilles heel of the package. Ford claims an average figure of 8.6 L/100km, but we saw a worst indicated figure of about 12 L/100km. After a 200 km drive on open roads, the readout dropped to 8.7 L/100 km, but neither of those figures is particularly impressive, as the car was never driven with more than 2 adults and light luggage, or 4 adults with no luggage.
Perhaps the diesel might be the better option to reduce running costs. With 132 kW and 400 Nm, it won’t be boring to drive, and that extra torque will prove handy when towing or fully loaded. And importantly, on paper at least, fuel consumption is claimed to be 40% better than the petrol motor.
How does it stack up against the Tiguan?
While Hyundai mulls over the prospect of offering the facelifted Tucson in Sport guise again (as it did with the pre-facelift model), the only direct rival to the Kuga ST-Line is the Volkswagen Tiguan Highline AWD R Line. With base prices starting at exactly R50 000 more than the Kuga, it is the more expensive option, but that will likely be offset by better resale values.
The Kuga has ample spec and safety features onboard, making it relatively good value for money.
The Tiguan also runs a 2.0-litre, 4-cylinder turbo petrol motor, with similar outputs. But for whatever reason, it practically leaps off the line compared to the Kuga, with a 0-100 kph time of 6.5 sec versus 7.8 sec for the Ford. On paper, the Tiguan’s average fuel consumption is also 10% better…
In terms of practicality, the Tiguan offers about 10% more luggage space, but roughly the same cabin space with the rear bench folded flat, so space for occupants should be about the same. In terms of sensible considerations such as warranties and service plans, the Ford carries a longer warranty, at 4 years/120 000 km versus 3 years/120 000 km for the VW. Service plans are similar at 6 years/90 000 km versus 5 years/120 000 km.
The cars are very evenly matched indeed and it’s definitely worth comparing them spec-for-spec if you are interested in this niche.
The Kuga saga
Has the well-publicised Kuga saga left a scar so deep in the South African motoring conscience that it will take a generation for consumers to forget that some (now discontinued) older Kuga derivatives caught fire? Sales of the Kuga are now roughly a 10th of the figures compared with before the fire controversy, and the reality is that even if the Kuga was the best family car on the market, its sales numbers might still not nudge upwards.
In our estimation, the updated Kuga is one of the best value-for-money products in its segment. It seems that Ford pulled out all the stops to build a quality, well-updated product, which was the best thing it could have done for the nameplate. Many suspected that Ford SA would ditch the Kuga nameplate and start anew with another product. In the US, the car is badged as the Escape, but in this case, that’s not a good name either…
The author presents a segment about motoring on talk radio and the Kuga saga was all the station wanted to talk about for weeks. It was front-page news… and still grabs headlines. But the opportunity to rebuild the Kuga brand is there, and the car itself is a solid foundation on which to build.
Pricing and after-sales support
The Ford Kuga 2.0T AWD ST Line retails for R548 500, which includes a 4-year/120 000 km warranty and a 6-year/90 000 km service plan.
Verdict
The Kuga has a serious image problem, but in isolation, this model is a good product.
The Kuga 2.0T AWD ST Line impressed in almost every aspect you’d care about in a family car. It shows its age in some facets, such as the still somewhat fiddly ergonomics and, to a degree, cabin plastics, but there is no doubt that, as a package, it looks and feels purposeful and its on-road refinement is better than we expected it would be. The performance was plentiful, even if fuel consumption was middling. Although we doubt whether the top-end of the family car market, where this particular derivative competes, is that popular with buyers, this car represents the facelifted Kuga dressed in its finest… um, finery. One of our testers' partners said she found the ST Line test unit particularly impressive, declaring that she’d happily own one and drive it every day. Other consumers, however, will hear the name Kuga and lose interest immediately. Until the Kuga's reputation is restored (if it could ever return to where it once was), the model will continue to divide opinions… despite this product's best efforts.
As we inch closer to Land Rover Defender production, more and more images are emerging of the vehicle undergoing testing. Here the Land Rover Defender has been spotted on the Nurburgring.
Image credit: S. Baldauf/SB-Medien
While the Nurburgring doesn't seem to be the most appropriate place for a Land Rover Defender, suspension, chassis and brakes still need to be evaluated and assessed in harsh conditions. The previous Defender didn't have a stellar reputation for on-road manners, which makes this appearance at the Nurburgring interesting. If the new-gen Defender is to be a success, it will have to drive like a premium JLR offering and be comfortable on the tarmac, without impacting its iconic go-anywhere capability.
From what we know, the body-on-frame structure has been replaced by a monocoque made out of aluminium and there'll be an independent rear suspension. This new Modular Longitudinal Architecture (MLA) is smart in that it allows for different configurations such as petrol, diesel, hybrid and all-electric.
We're still some way away from seeing a production-ready Land Rover Defender, so fans of this iconic vehicle will have to wait.
Need a C-Class with ground clearance and a sloping roofline?
Mercedes-Benz has revealed the latest version of its GLC coupe, featuring enhanced cabin digitisation and slight styling detail changes.
Following on from its five-door GLC SUV sibling, the coupe version now lights-up with repatterned LEDs, which flank a diamond-pattern grille. There are remoulded bumpers front and rear too. Add an optional AMG styling package and the front grille opening grows larger.
Inside, the revised GLC coupe has the very latest MBUX infotainment technology from Mercedes, including more intuitive and intelligent voice-prompt command responses. The entire digital infotainment and vehicle function display architecture is new, with a 10.3-inch centre screen and optional 12.3-inch digital vehicle instrumentation display for the driver.
Powering the GLC coupe will be a range of five engines, two petrols and three diesels, all of which are turbocharged. The petrol engines are of most interest, as they both feature Mercedes-Benz’s integrated starter motor/generator technology, offering mild hybridisation due to the new GLC’s 48v onboard electric architecture and clever energy recovery systems.
The turbopetrol range starts at GLC200, which is good for 145 kW and 320 Nm. GLC300 boosts those outputs to 190 kW and 370 Nm, and both these engine options are augmented by an electric motor which surges 10 kW and 150 Nm into the powertrain delivery for brief periods when required.
For those who prefer their sloping roofline Mercedes-Benz SUVs with diesel power, the options start at GLC200d (120 kW/360 Nm), then GLC220d (143 kW/400 Nm) and peak with GC300d (180 kW/500 Nm). None of the diesel versions are equipped with sophisticated means of energy recovery or electric drive.
These new GLCs drive through a nine-speed automatic transmission, powering all four wheels and previously unavailable driver assist technologies have now been added: such as adaptive cruise control with steering and lane assist. For those prospective GLC coupe owners who like to tow things, trailer manoeuvring assist has now also found its way into the mid-size sloping roofline Mercedes SUV. The revised GLC coupe should go on sale by the end of 2019.
The next-generation Mercedes-Benz C-Class has been spotted undergoing winter testing in northern Europe. Here's what we know.
While the video doesn't give a clear and good look at the new Mercedes-Benz C-Class, there are more than enough clues. With the advances in the segment now truly huge thanks to the all-new BMW 3 Series and refreshed Audi A4, it's time Mercedes-Benz reacts with a new generation of C-Class.
What you're seeing here is the 2020 Mercedes-Benz C-Class in prototype form. It may be heavily camouflaged and features extra work to hide its shape, but this big sedan is unmistakable. The big question is will we see the Mercedes-Benz sedan family adopting similar style? The current E-Class and C-Class are remarkably close in looks.
Inside, there'll be the usual trickle down of technology and we're expecting the new Mercedes-Benz C-Class to feature MBUX and the dual-screen infotainment setup which we've experienced in the new A-Class. There should also be a fair degree of semi-autonomous driving capability. In terms of engines, we're expecting a full array of petrol, diesel, hybrid and high-performance AMG models. If you're wanting a fully electric Mercedes-Benz sedan, you'll have to look under the EQ sub-brand.
Based on the Mercedes-Benz lifecycle strategy, it's easy to predict the new C-Class to be fully revealed in 2020.
For those who considered the BMW X5 too small for their needs (or image!), there’s an X7 first-class SUV. And, where better to test it than the open roads of Texas and Arizona in the land of SUVs itself – the USA? Our UK Correspondent Shane O' Donoghue got behind the wheel of the "7 Series of SUVs" and herewith his findings…
At times, the endless skies and straight roads of Texas and Arizona make the two US states feel as vast and as endless as the Northern Cape. And size most certainly matters around these parts. The roads are big, the burgers are big, the personalities are big, the "barbecue" grills are big and, of course, so are the cars. Other than SA, this is probably the only place in the world where the new BMW X7 doesn’t immediately strike you as simply ginormous.
BMW's biggest car yet was launched in the wide open spaces of South West USA.
Photographs may suggest that the X7, BMW’s newest SUV, is little more than a restyled and slightly stretched X5, but it’s considerably bigger and shares zero body panels. The Munich-based firm's maiden first-class SUV measures in at 5 151 mm long, 2 000 mm wide and 1 805 mm tall, on a wheelbase of 3 105 mm, making it a significant 265 mm longer, 62 mm wider, 43 mm taller and 172 mm longer in the wheelbase than its "kid" brother. Sure, it gets bigger badges and sneaky trim detailing to help disguise the bulk, along with the option for wheels of up to 22 inches in diameter, but when you make your way around to the front, you’re tasked with taking in the largest (most controversial) kidney grille BMW has ever made. We’ve yet to find anyone that loves this, though it certainly gives the X7 "get out of my way" presence. Besides, BMW wanted to align the X7 closer to the 7 Series first-class sedan than the X5.
When you hasten away from the controversial nose and return to the side of the X7, the 7 Series influence becomes apparent in the shape of the newcomer's door openings – the rear one is longer, which hints that the X7 is intended to accommodate the front and rear passengers in comparable levels of comfort. Pull any of the doors open and you’re greeted by a sumptuous interior that uses all the latest in BMW’s technology arsenal, including dual 12.3-inch screens and sharp graphics. The central touchscreen is fast to respond and offers gesture control to toggle a few of the iDrive functions, although we found ourselves falling back on using the rotary controller when on the move – it’s simply more precise.
With a wheelbase of 3 105 mm (just shy of a long wheelbase Range Rover), you'd expect to fit 7 people in absolute comfort.
Up front, the new X7 doesn’t feel very different from the X5, but the rear seating is all-new. All X7s will feature 3 rows of seating, but the 2nd-row bench design can be optionally replaced by 2 individual chairs, making the X7 a 6-seater. This really is the X7 at its best, setting it apart from the X5 as a luxury vehicle. These individual chairs have electric adjustment and are just as comfortable as those up front, while the space between them is sheer indulgence. There’s enough room there to get into the rearmost seats, and they’re genuinely big enough to accommodate a pair of average-sized adults in comfort for long journeys. A neat touch is the fitment of a glass panoramic roof as standard that has an extra panel above the back row, ensuring that occupants don’t feel like 2nd-class citizens. Buyers can specify 5-zone climate control for the same reason, and there are several rear-seat infotainment options.
Usefully, there’s still some luggage space when all seats are in use. Access is via an electrically operated (and split) tailgate and inside you’ll find a cluster of tactile buttons to automatically alter the seating layout, including shortcuts for maximum passenger seating or -luggage space. This is all very easy to use, though it seems to take the electrically moving seats an age to change their positions…
Up front the X7 isn't much different from an X5. It's in the back where differences occur.
Kicking off the X7 range in SA is the turbodiesel xDrive30d and M50d derivatives, priced at R1 562 849 and R1 862 308 respectively. The M50d gets its own specification and equipment, while the rest of the line-up can be had in standard, Design Pure Excellence and M-Sport guises. The X7’s main rivals are the Mercedes-Benz GLS and Range Rover.
Given the location of the international launch of the BMW X7, it should perhaps be of no surprise to discover that we only had access to petrol versions, which won’t reach South Africa until late 2019, while the range-topping xDrive50i, with its twin-turbocharged 4.4-litre V8, may never hit Mzansi's shores at all. So let’s focus on the petrol model that will: the xDrive40i. It’s powered by BMW’s turbocharged 3.0-litre straight-6, which produces 250 kW and 450 Nm of torque. Even though the X7 looks and feels like a large car, this engine doesn’t feel overwhelmed for the most part. Only when the roads turn mountainous do you detect more frequent down-changes in the silky smooth 8-speed automatic transmission (when you’ve got cruise control set and the car is aiming to keep at a consistent speed, regardless of inclines). And even if you extend this 6-pot to the redline it maintains a cultured and distant note.
Don't expect to see many X7s off-road. BMW has fitted the X7 with all the off-roading kit it will ever need, however.
That’s when you realise just how quiet the X7 is in general. Wind noise, road noise and engine noise are all absent for the most part, reinforcing the upper-end luxury-car message.
Despite that, the X7 is more biddable than you might expect from something this large. At legal road speeds, it feels like it isn’t even trying, which is all most will want from it, though keener drivers will find it lives up to the badge on the bonnet in the way it can take more "enthusiastically driven" corners with little body lean and even some feedback from the steering.
That depends, of course, on how you specify your X7. As standard, it gets air suspension front and rear with adaptive damping, but buyers can add Integral Active Steering (rear-wheel steering) to help it feel more agile. That’s worth going for even if you don’t foresee twisty corners on your horizon, as it makes the X7 far wieldier around town.
Air suspension is standard on the new X7, rear wheel steering is optional but recommended.
And off the beaten track, the X7 should be able to more than hold its own thanks to BMW’s fully-active xDrive four-wheel-drive system. Those not afraid to risk the X7's big rims and chrome trim can even specify an Off-Road Package to enhance the first-class SUV's ability.
The X7 does everything you’d expect a jacked-up BMW 7 Series to do, and a little more. Suffice to say, no other full-size SUV in its segment feels quite as good to drive as the Bimmer.
The huge grille on the X7 should appeal to the South African's love of braaing.
Nobody will buy the BMW X7 to go seriously off-road, or to drive it hard on a race circuit, but the Bavarian firm's own standards demanded that its largest SUV had to cope with extremes and maintain the driving dynamics that has made its badge one that signifies "this is a car people will want to drive". Thankfully, it doesn’t appear to have compromised on a high-quality and spacious cabin in that pursuit. The X7 deserves its billing as top SUV dog in the BMW line-up, that’s for sure.
The BMW M2 range will be bolstered by a flagship high-performance offering in 2020. While we don't know what it'll officially be called, rumours are rife that what you see is the new BMW M2 CS.
Spy shot credit: S. Baldauf/SB-Medien
If the BMW M3 CS was anything to go by, we're in for a treat. Not only did the BMW M2 win some Cars Awards – powered by WesBank from us, but its Competition sibling was a finalist too. It's safe to, therefore, assume that we're fans of this lithe and agile compact performance model, with some members of the team dubbing it 'the only M I'd buy."
So, what do we know of the BMW M2 CS? Officially BMW denies it's existence but BMW fan sites and spy photographers have been spotting hotted up M2 mules for quite some time, so we know that either BMW is already preparing its next-generation M2, or making a halo version, or a combination of both.
What you can see here is definitely an M2, but with added go-faster bits. We can see a more aggressive front end and how awesome does that rear boot lip look? Also, if you look closely, you can see high-performance brakes. Our spy photographers also gave us a peek at the cabin where we spotted a 6-speed manual transmission.
What's under the bonnet, you may be asking? We expect the existing M2 Competition engine to be used, although power and torque will be increased. The M2 Competition currently produces 302 kW and 550 Nm, so it's not unreasonable to predict that around 320 kW is possible. We're not going to see much more than that, as that would be too close to the halo M3/M4. The real changes will be to the suspension and brakes. The vehicle will also undergo a diet and lose a few kilograms, to make it even more exciting to drive.
Potentially, we may be seeing this model revealed in 2019, and we'll keep you posted if new information arises.
The BMW M2 CS should get a 6-speed manual gearbox, which will keep the purists happy.
