Rumours are rife suggesting that German car maker Volkswagen is building a flagship Tiguan R derivative, powered by the same 2.5-litre 5 cylinder engine found in the Audi RS3. Watch the video below and tell us what you think…
Currently, Volkswagen SA offers an assortment of Tiguan models in its portfolio, ranging from a lowly 1.4 TSI manual front-wheel drive going all the way up to a 2.0-litre GTI-engine all-wheel drive model. There's something for everyone, or so we thought. The video below suggests that the Wolfsburg-based firm is planning an even faster performance Tiguan. Spotted undergoing testing on the Nurburgring was what appeared to be a standard Volkswagen Tiguan, but the big oval exhausts and the accompanying soundtrack suggest something else.
Those who can recognise engine sounds will easily pick up the distinct five-cylinder note which leads many to believe that the engine from an Audi RS3/TT-RS has been transplanted into the family SUV. Currently those Audi products boast outputs of 294 kW and 480 Nm, but in reality, the engine will be detuned to avoid stepping on any toes. We'll keep you posted and let you know if the Volkswagen Tiguan R becomes a reality, or if this is actually the next-generation Audi RS Q3.
The new Nissan Leaf is due to be revealed in the first week of September 2017 and ahead of its revealing, Nissan has teased us with an image and some of its technology
The Nissan Leaf is the brand's electric car and while it hasn't really been a popular purchase in South Africa due to lack of infrastructure, plenty have been sold in the rest of the world. The new Nissan Leaf is going to be released in Japan on the 6th September and we'll be there. It'll feature advanced safety tech and boast semi-autonomous driving capability. Nissan claims this new Leaf will "amaze your senses and raise the bar for the electric car market." Technology like ProPilot Park will be initially available only in Japan and Europe but should be gradually rolled out to the rest of the world. This tech allows the Leaf to go and park itself with very little input from the driver.
BMW has officially revealed details of the all-new M5!
Official details of BMW's new M5 super sedan have been revealed. A revised twin-turbocharged 4.4-litre V8 engine is found under the hood and develops a hearty 441 kW and 750 Nm of torque. This latest iteration, for the first time ever, features M xDrive all-wheel drive, a radical departure from the famed rear-wheel drive M5's of the past.
The new BMW M5 is equipped with M xDrive all-wheel drive, but rear-wheel drive fun can still be had.
With launch control dialed up and using a specially tuned 8-speed M Steptronic transmission (with Drivelogic), BMW is claiming a 0-100 kph sprint time of 3.4 seconds. Top speed is electronically limited to 250 kph but can be increased to 305 kph with the optional M Driver's Package. When it comes to market in 2018, the M5 will go up against the Audi RS6 and Mercedes-AMG E63 S.
You can select between different driving modes that can switch the M5 from all-wheel drive to rear-wheel drive configuration. The combinations of the dynamic stability control modes are: DSC on, MDM, DSC off… and the M xDrive modes are 4WD, 4WD Sport and 2WD.
The M5's revised 4.4-litre twin turbo V8 engine offers 441 kW and 750 Nm of torque.
Much like the in the M5-rivalling Mercedes-AMG E63, depending on how you feel like driving, you can select which end(s) you want the power to be sent. All-wheel-drive will allow for more linear acceleration and surefooted handling, whereas rear-wheel-drive will be for driving enthusiasts who enjoy managing oversteer… or those who would like to "lay down some rubber"/generate excessive (read: expensive) tyre smoke.
The driver is also able to choose between Comfort, Sport and Sport Plus for the Variable Damper Control (VDC) system and M Servotronic steering while the engine's characteristics can be configured according to preference with Efficient, Sport and Sport Plus modes.
Key Design Details
Larger air intakes and a sculpted bonnet are some of the highlights at the front-end of the new M5.
In terms of design, the M5's bodywork has been revised, featuring a broader front bumper with larger air intakes and side panels. The rear diffuser is also new and the quad exhaust system has a flap control system allowing the driver to adjust the sound of the engine at the touch of a button. The bonnet is made from aluminium and features an M-specific design with striking sculpture lines. A lightweight carbon fibre-reinforced plastic (CFRP) roof is standard on the new M5 and along with other lightweight components, such as the exhaust system, this new all-wheel drive M5 is lighter than the outgoing model.
Carbon ceramic brakes with gold-painted calipers are offered as an option on the new M5.
The M5 is fitted with polished 19-inch light-alloy Orbit Grey wheels with M-specific tyres. 20-inch wheels can be fitted as an option. Stopping power is provided by standard M compound brakes with blue-painted calipers while M carbon ceramic brakes with gold-painted calipers can be fitted as an option.
On the inside, Merino leather and electrically adjustable M seats are standard while bucket-style, multifunction M seats with enhanced lateral support are optional.
Merino leather is standard inside the new M5 and multifunction M bucket seats are offered as an option.
A limited worldwide run of 400 BMW M5 First Edition models will be sold alongside the standard M5. The M5 First Edition, as pictured here, features BMW Individual Frozen Dark Red metallic paintwork.
The new BMW M5 and M5 First Edition will arrive in South Africa in the first quarter of 2018. Pricing for South Africa is yet to be confirmed, but the M5 will go on sale in Europe with a starting price of €117 900, which translates directly to about R1 834 305. Start saving now…
Hyundai South Africa has introduced a second Tucson Sport, this time fitted with more features and a dual-clutch gearbox. Here are the specs and price of the Hyundai AWD Tucson Sport.
Despite its ostentatious looks and loud exhaust which polarised opinions in our office, the Hyundai Tucson Sport has clearly been selling well and Hyundai South Africa is keen to expand on its success by adding another Tucson Sport derivative to the range. This time around it's the 1.6-litre turbocharged Elite model which gains the Sport treatment. The Elite trim means more features as standard while the addition of a quick-shifting dual-clutch gearbox adds to the appeal.
The Tucson Sport is finding favor with buyers and Hyundai now welcomes a high-specification Tucson Sport to the range.
“We have sold more than 50 Tucson 1.6 TGDI Executive Sport models in July, within little more than a month after its launch. These figures vindicated our decision to offer a derivative with sporty overtones and a body kit that made the good-looking Tucson even more attractive,” says Stanley Anderson, sales and operations director of Hyundai Automotive South Africa. “Some of our customers requested this same body kit and engine power upgrade to be applied to our top-of-range Tucson 1.6 TGDI Elite All-Wheel Drive derivative with its dual clutch transmission. It convinced us to add another Tucson Sport derivative to our range.”
It's easy to spot the Hyundai Tucson Sport, with its body kit, black 19-inch wheels and bold exhaust pipes. Underneath the bonnet is a turbocharged 1.6-litre petrol motor packing 150 kW and 295 Nm. However, in this derivative, power goes to all four wheels via a dual-clutch gearbox.
Elite trim means you get more features as standard including a sun roof and a host of convenience, safety and luxury items like an 8-inch screen infotainment system with satellite navigation, Bluetooth telephone linking and music streaming, as well as a CD player, USB and AUX music input and several settings for FM and AM radio reception. A rear view camera in conjunction with rear park assist is also standard. Additional convenience features include cruise control, rain sensors for the automatic windscreen wipers, an automatic air-conditioning system, electrically adjusted leather seats and multifunction controls on the steering wheel.
The styling kit is limited to the exterior design while the interior follows the direction of the standard Tucson 1.6T Elite.
In terms of safety features, the Hyundai Tucson Sport boasts Electronic Stability Programme (ESP), an Advanced Brake System (ABS) to prevent the brakes from locking up in an emergency stop, Electronic Brake Distribution (EBD) and a full set of driver, front passenger, side and curtain airbags. Hyundai's Tucson came away with a 5-star safety rating in the European New Car Assessment Programme (EuroNCAP).
Hyundai Tucson Sport – Price in South Africa
The Hyundai Tucson Sport is sold with a 7-year/200 000 km warranty, roadside assistance for 5 years or 150 000 km, and a 5-year/90 000 km service plan. Service intervals are set at 15 000 km.
Hyundai Tucson 1.6 TGDI Elite Sport AWD – R599 900
While we've only seen the first phase of the Navara lineup introduction, this much-delayed Japanese pickup has already sparked much debate, primarily about the real-world advantages of its all-new suspension setup. Tested here in manual LE 4×4 guise, does Nissan's newcomer have what it takes to back up its (theoretical) technical progress?
We like: Smooth and powerful engine, specification
We don’t like: Small, hard-to-read, infotainment screen
Alternatives
The Market Favourite: The Ford Ranger is the top-selling leisure double-cab in the market, and similarly priced in 3.2 XLT 4×4 guise. It is a bigger bakkie overall, and inside the design and ergonomics are probably marginally superior to the Navara. The engine is thirsty though, and not as refined as the Nissan's. Leather upholstery is standard in the Ford. Read our review of the pre-upgrade model here.
The Legend:Toyota's current Hilux is, in some aspects, underrated. Available at the same price in 2.8GD-6 Raider specification, the Hilux is as tough as ever, but significantly more refined. It remains one of the firmer-riding bakkies, however, and the cabin is not as spacious in the rear as many of its rivals. We love the engine and off-road ability. View a video comparison with the Ford Ranger here.
Don't forget the Triton: Available at around R30 000 less, the Mitsubishi Triton 2.4DI-D 4×4 may lack some of the fancier features of its rivals listed here, as well as a few airbags, but it's a solid vehicle that impresses with its blend of refinement, power and on-/off-road comfort. Worth a look for sure. View our video review here.
Adorned with some official Nissan accessories, the new Navara is an attractive new entrant. Good ground clearance and stubby front end promise good off-road clearance.
Shoppers in the market for a primarily leisure/lifestyle-oriented double-cab bakkie are truly spoilt for choice at the moment. From the superb (but pricey) new Amarok V6 to relative newcomers such as Mitsubishi's impressive Triton and "old-faithfuls" from Toyota and Ford in between, the market is packed with capable offerings. The general excellence in the market, however, does make it more difficult for each newcomer to make its mark.
Nissan, once one of the frontrunners of the Leisure Bakkie brigade, has taken its time to bring the all-new Navara to the market. On paper, it appears to be a strong new entrant, having scooped the international 2016 "Pick-Up of the Year" award and offering a new twin-turbodiesel engine and a radical (for this segment) suspension set-up that promises SUV-like ride quality. Does it live up to the hype?
How does it fare in terms of…
Design & packaging
The bold front end can be further enhanced with official Nissan accessories such as headlamp surrounds and nudge bars. LED driving lights are standard.
The previous-generation Navara had a long model life and still appeared remarkably fresh even towards the end of its production cycle. This newcomer doesn't really break major design ground and can be considered a subtle evolution of a look that served Nissan well. Still, the Nissan is notably more muscular-looking compared with its straight-edged predecessor, courtesy of more pronounced sculpting of the bakkie's bonnet and "shoulders". In fact, those bonnet curves are really noticeable from the driver's seat. The roofline is lower than before, adding to the more squat appearance. There is also an interesting kick in the rear side window line, which adds a hint of "sportiness".
Nissan even offers black surround trim for the taillamps, as well as a sturdy tonneau cover.
This LE specification model further benefits from the standard fitment of 18-inch wheels, chrome side mirror housings and those LED daytime runnings lights are standard, too. Nissan offers a variety of optional extras for the Navara, and some of those fitted to this test unit (prices quoted August 2017) include: headlamp surrounds (R1 175), taillamp surrounds (R1 175), black nudge bar (R6 554), black sports bar (R7 419), tow bar with LED downlight (R4 813), black bonnet guard (R1 053), tonneau cover (R3 935) and steel side steps (R6 925).
From a practicality point of view, it's worth noting that the loading tub is bigger than before – it is 67 mm longer and 18 mm deeper – resulting in a capacity of 1 111 litres. This particular derivative is rated to lug up to 967 kg.
Rear legroom is above average for a vehicle in this segment and headroom is good. The seats proved comfortable. Rear ventilation outlets are fitted.
Inside, you'll find a spacious cabin with particularly impressive shoulder room. The seats are particularly comfortable and irrespective of whether you sit at the front, or rear, the legroom is better than fair. In front, it is disappointing to note that the steering wheel doesn't offer reach adjustment, and there's limited range of height-adjustment on offer, too. Now add to this the fact that the electrically adjustable seat (optional) doesn't adjust particularly low, and the driving position can feel a trifle too elevated for some. Nevertheless, having heated seats in a leisure bakkie (part of the optional electrically adjustable seat/leather package) is a real boon. Another convenient little "surprise" feature is the electrically operated rear sliding window.
The lack of attention to detail is regrettable. While the designers have added a few useful recesses for oddments storage, they lack rubber floors, so items slide around – and noisily so.
The infotainment screen is relatively small and legibility was a problem identified by our testers. Includes navigation as standard.
However, our main gripe with the interior concerns the infotainment system. While it is packed with functionality (SatNav, USB/aux and Bluetooth) and even includes a reverse-view feed courtesy of a rear-mounted camera, the screen is tiny and the virtual buttons hard to read. No amount of fiddling with the display's brightness levels improved matters – the setup is simply not as legible and, therefore, user-friendly as some of the systems on offer from the competition. For such a new, otherwise technically advanced product, this system is a real let-down.
Power & Economy
Shown here mounted on the Navara's ladder-frame chassis, the new twin-turbodiesel engine is impressively smooth.
Making its debut in the new Navara is a twin-turbo 2.3-litre turbodiesel engine that delivers a strong 140 kW and 450 Nm of torque. These figures compare very favourably with the larger engines used by the Nissan's main rivals, and the torque peak is available from 1 500 to 2 500 rpm. Nissan has not quoted performance figures for the Navara, but subjectively the bakkie's power/torque delivery feels strong and smooth, though it runs out of steam a bit earlier than expected at higher revs. A tow rating of 3.5-tonnes (for a braked trailer) is quoted.
In this derivative, the engine is mated with a slick-shifting 6-speed manual transmission. A rear differential lock is fitted for use in more difficult off-road scenarios and hill-start assist makes pulling away on inclines a cinch. You also get shift-on-the-fly 4-wheel drive, with four-wheel drive High and Low modes on offer. It is possible to switch to 4H at speeds up to 100 kph. In off-road situations, we found clutch modulation a little trickier to master than in some competitors' products, but there's more than enough crawling torque to clear most obstacles.
Easy shift-on-the-fly off-road modes are offered. Hill-descent control and rear diff-lock also standard.
Where the Navara most definitely has a number of rivals beat (in particular the Ford Ranger), is in terms of fuel efficiency. With a quoted combined cycle consumption figure of 6.5 L/100 km, it comfortably undercuts the Toyota Hilux, too. Our real-world test figure worked out to around 8.2 L/100 km.
Ride & Handling
Now on to one of the more controversial aspects related to the new Navara: its chassis/suspension. During the development of the Navara the decision was made to differentiate more workhorse-oriented variants from the leisure offerings such as this double cab. In line with a move that happened in the SUV market some time ago, the decision was to incorporate coil-sprung 5-link suspension for the leisure offerings, and traditional leaf springs for the workhorse derivatives. The theory is that a coil spring setup wouldn't only improve ride comfort, but also handling, body stability and even bring a weight saving (20 kg in this instance). The new Navara is claimed to be more than 170 kg lighter than its predecessor overall.
We tried the Navara on a variety of surfaces, but struggled to identify a significant ride comfort improvement compared with conventionally-sprung rivals.
There was, however, an obstacle… the more SUV-like ride comfort should not come at the expense of load-carrying ability. To this end, heavy-duty coil springs and shock absorbers are mounted in front of the solid axle for the main damping. The central damping point was then moved to right on top of the rear axle, which according to Nissan allows for heavier loads.
It is said that Nissan engineers conducted more than 1.6 million km of testing on this suspension set-up, and local engineers further enhanced the package to suit local conditions and to specifically allow for heavier loads, a higher ride height, and for more regular off-road and gravel driving.
Does it work?
In short, testing didn't offer up conclusive proof either way. We would agree that the Navara's rear end is less prone to the bouncing effect that is so typical of driving an unladen bakkie. We'd also agree that the set-up seemingly results in greater rear-end stability, which makes driving at higher speeds (particularly on gravel surfaces) a less scary or fraught exercise. But we're not sure that ultimate ride comfort has been noticeably improved, if at all. We'd like to add context to that statement by saying that, in comparison with, for example, a Toyota Hilux, the Nissan's ride is certainly softer, but when vehicles such as the Volkswagen Amarok and Ford Ranger are considered, the Nissan's advantage is seemingly negligible.
From a safety point of view, however, there may well be enough merit in Nissan going this route. As we said earlier in the review, the Navara feels stable at higher speeds and the safety package (active and passive) is comprehensive. The Navara carries a 4-star EuroNCAP rating (see crash video above).
Off-road, the Navara put in a solid showing, with its new suspension allowing for greater wheel travel, benefitting performance across rutted surfaces or cross-axle obstacles. It is also worth noting that a shortened wheelbase and a particularly stubby front-end has resulted in significantly improved approach and breakover angles. Even the departure angle is apparently improved by as much as 3 degrees. All of this contributes to the Navara feeling quite nimble and manoeuvrable in off-road conditions.
Standard features
Heated front seats are optional, and bundled with leather upholstery and electric adjustment for the driver's chair.
The Navara is specced very competitively versus its similarly priced rivals and even beats them in some respects. For example, this derivative boasts 18-inch alloy wheels (Ford and Toyota on 17s), has keyless access/start and LED daytime running lights as standard. Those aren't necessarily decision-determining factors, but keep in mind that it matches its most obvious rivals in almost all other respects, except for not offering leather upholstery as standard. You can, however, upgrade your LE at a cost of R13 000, in which case you don't only get leather upholstery, but also front seat heating and a driver's chair that is 8-way electrically adjustable.
The Navara's cabin is packed with features but there are some disappointing details, such as lack of rubberising in storage areas and limited steering adjustment.
Also fitted as standard are; auto-lights, dual-zone climate control, rear park-distance control with a camera view (unfortunately not very clear), cruise control, electrically folding mirrors and the aforementioned disappointing info-tainment system that does, however include navigation, Bluetooth and USB/aux support.
The Navara is also packed with a comprehensive safety package, including 7 airbags, ABS with Brake Assist and EBD, as well an electronic stability system. Also fitted is ABLS, which individually controls each of the four wheels to optimise traction in challenging conditions. Essentially, it is similar to the benefits that a limited slip differential provides, but it works on all for wheels, not just the 2 primary driven ones. Furthermore, hill-start assist and hill-descent control are fitted, too.
Pricing and Warranty
The Nissan Navara 2.3D 4×4 LE sells for R567 900 (August 2017) without options. Included as standard is an impressive 6-years/150 000 km warranty as well as a 3-years/90 000 km service plan. Service intervals are every 15 000 km.
Some small detail refinements could easily turn the new Navara into a segment front-runner.
Verdict
This Navara derivative is a well-priced proposition in a very competitive segment, especially considering its generous standard specification, powerful and smooth engine, competitive warranty/service plan and spacious, comfortable cabin. The basics are certainly there for a very serious assault on overall segment leadership, but Nissan needs to rectify a few details if it is to topple the current market leaders…
First of all, the cabin needs an upgrade, not only in terms of the infotainment system, but also some grippier, higher grade materials wouldn't go amiss. It is also possible that some further tuning of the suspension could be required for the SA market. Perhaps, in the case of this leisure-oriented double-cab, too high an emphasis has been placed on load-carrying ability, which has potentially impacted the new suspension's ability to deliver a class-leading ride quality. Nevertheless, at its core the new Navara is a solid, impressive offering that we believe hasn't quite yet reached its maximum developmental potential. This is just the start…
Experienced Cars.co.za contributor and Cars.co.za Consumer Awards judge Juliet McGuire reviews the Suzuki Ignis, Kia Picanto and Tata Bolt. The 3 budget-positioned new cars offer crossover, city car and supermini transport solutions, are well-specced and have low running costs.
First up is the Suzuki Ignis. With its quirky looks, funky interior and plucky 1.2-litre engine, the recently-launched Ignis crossover has bucketloads of character. It is compact, yet surprisingly spacious and the engine delivers strong performance, yet the overall efficiency is remarkable. In this video, Juliet presents a detailed look at the Ignis' engine, interior, luggage space and fuel economy. Plus, we compare the newcomer to the Sandero Stepway and Volkswagen Cross Up!
Meanwhile, with the arrival of the all-new third-generation Picanto, Kia's budget car has remained the same size (which is somewhat out of the ordinary when a range is replaced), but the Korean brand's top-selling city car has gained a youthful exterior design, while the interior has been enhanced with better space utilisation and a host of new technological features.
Lastly, Indian auto giant Tata has been promising a product overhaul for some time now, and while there is a lot more still to come, Cars.co.za recently had the opportunity to sample the Indian brand's Bolt compact hatchback for an extended test period. How big of an improvement does the Bolt represent compared with its cheap, but unrefined, predecessors? And, given stiff competition from more proven brands, should you consider the Bolt at all? Juliet investigates…
The Vision Mercedes-Maybach 6 Cabriolet has been shown at the Pebble Beach Concours d'Elegance in California and it’s breathtakingly beautiful!
The Vision Mercedes-Maybach 6 Cabriolet concept combines classic styling with modern luxury and the result is a glamourous 2-seater cabriolet that dreams are made of. Designed as an electric car, the Vision Mercedes-Maybach 6 Cabriolet has a combined output of 550 kW and has a driving range of over 500km.
"The Vision Mercedes-Maybach 6 Cabriolet takes modern luxury into the realms of the ultimate in luxury, and is the perfect embodiment of our design strategy. Breathtaking proportions combined with a luxurious "haute couture" interior help to create the ultimate experience," explains Gorden Wagener, Chief Design Officer of Daimler AG.
Key Design Features
The lavishly styled Vision Mercedes-Maybach 6 Cabriolet embodies the classic and ultra-modern design cues.
The Vision Mercedes-Maybach 6 Cabriolet measures nearly 6 metres in length and features classic proportions of art deco design with a long hood and flowing lines. Wearing Nautical Blue metallic paint, a large Mercedes-Maybach grille with vertical struts dominate the front-end along with thin headlights. The rear-end, reminiscent of a luxury yacht ‘boat tail’ features vertical tail light clusters and an aluminum-framed diffuser. The Vision Maybach 6 Cabriolet rides on large 24-inch light-alloy wheels with rose gold centre locks. The model is also fitted with a custom-made fabric roof with interwoven rose gold threads.
A futuristic interior with white Nappa leather upholstery and open-pore wooden floor creates a luxurious interior ambience.
The interior features a flowing design to create a 360-degree open-air lounge effect. Crystal white Nappa leather with a diamond pattern quilting provide striking contrast and rose gold trim details add to the opulence. Upholstery buttons feature the Mercedes star and all of them are backlit in blue. The yachting theme is further emphasised with the open-pore wood floor with inlaid aluminum.
Two round analogue dials provide a classic look and 3 air vents positioned below the central wing appear as floating engines. Another prominent feature is a ‘floating’ transparent centre tunnel with blue fibre optics hinting at the electrical energy flow provided by the electric motors. Additional vehicle and travel information are displayed via 2 head-up displays projected onto the windscreen.
Electric power
The all-wheel drive Vision Mercedes-Maybach 6 Cabriolet is powered by 4 compact magnet synchronous electric motors with a flat battery positioned in the underbody. Total system output is pegged at 550 kW with acceleration from zero to 100 kph taking place in around 4 seconds before hitting a limited top speed of 250 kph. The vehicle has a range of over 500 km and a quick-charging function allows for 100 km range to be charged in 5 minutes.
The Vision Mercedes-Maybach 6 Cabriolet is a concept that follows from the Coupe version shown last year and imagines what the future of luxurious mobility could look like.
Mercedes-Benz has bolstered its C-Class lineup with the addition of a sportier Edition C derivative. Take a look at specification and pricing for the Edition C below…
Mercedes-Benz is offering a new C-Class sedan derivative called the Edition C in South Africa that incorporates sporty exterior and interior styling. The Edition C combines an AMG Sports exterior design with an Avantgarde interior equipment line.
The Edition C rides on 18-inch, 5-spoke AMG light-alloy wheels painted in high-sheen gloss black and is fitted with LED headlights and taillights. A sport suspension and 9G-Tronic transmission is fitted as standard.
Open-pore black ash trim, aluminium detailing and multifunction sport steering wheel are some of the interior highlights of the Edition C.
On the inside, the Edition C features exclusive open-pore black ash trim on the centre console with light longitudinal-grain aluminium trim seen on the instrument panel and door panels. A multifunction, black leather, flat-bottomed steering wheel further adds to the sporty feel of the Edition C. Comand Online infotainment is an optional extra.
Other nice-to-have features include Active Park Control with Parktronic and Mirror Package which includes an automatic dimming mirror/exterior mirror and electrically folding side mirrors.
The Edition C is available across the C-Class sedan range. Take a look at pricing below.
Mercedes-Benz Edition C – Price in South Africa
C180 Edition C – R614 600
C200 Edition C – R639 900
C250 Edition C – R667 000
C300 Edition C – R707 200
C220d Edition C – R667 100
C250d Edition C – R696 300
The Mercedes-Benz C-Class Edition C is sold with a 2-year/unlimited km warranty and a 6-year/100 000km maintenance plan.
The next-generation BMW M5 has been officially revealed! Here’s what you need to know about the super sedan which will go on sale worldwide early next year.
1. Automatic only
BMW will only offer the M5 in 8-speed automatic (M Steptronic) guise with steering wheel-mounted shift paddles. Gone is the manual version (which was offered in the North American market in the E60- and F10-generation cars) and so too, for that matter, the dual-clutch automatic transmission that did duty in the model that was on sale until last year. The demise of the dual-clutch ‘box can be attributed to the improved quick-shift technology (and supposed better durability) of torque-converter gearboxes, which have negated most of the advantages of the dual-clutch setup.
2. AWD… but also RWD
You will be able to select between different driving modes that can switch the M5 from all-wheel drive to rear-wheel drive configuration. The combinations of the dynamic stability control modes are: DSC on, MDM, DSC off… and the M xDrive modes are 4WD, 4WD Sport and 2WD.
Much like the in the M5-rivalling Mercedes-AMG E63, depending on how you feel like driving, you can select which end(s) you want the power to be sent. All-wheel-drive will allow for more linear acceleration and surefooted handling, whereas rear-wheel-drive will be for driving enthusiasts who enjoy managing oversteer… or those who like to "lay down some rubber"/generate excessive (let alone expensive) tyre smoke.
BMW M5 x-Drive Explained
3. Peak power of 441 kW / 750 Nm
The 4.4-litre twin-turbo V8 motor does duty again, but has been redesigned and -configured to deliver a peak output of 441 kW and 750 Nm of torque. BMW says the enhancements include higher injection pressure, new turbochargers, more powerful lubrication and cooling systems, plus a modified, lighter exhaust system, "which generates an even clearer rendition of the unmistakable M soundtrack".
In terms of acceleration, BMW claims a 0-100 kph sprint time of 3.4 seconds before reaching an electronically limited top speed of 250 kph. An optional M Driver's Package will take the top speed to 305 kph.
4. Carbon bits
BMW has kept the kerb weight of the super sedan as low as possible. The roof is made from lightweight carbon fibre-reinforced plastic (CFRP) and some of the mechanical components are made of the lightweight material too. Less weight has obvious advantages for acceleration and braking, but lowers the car's centre of gravity too, which improves handling agility. The exhaust has been modified and lightened as well, all the while improving the soundtrack.
5. To be revealed in Frankfurt
BMW will show the new M5 at the Frankfurt Motor Show in September this year (2017). It will then go on sale in early 2018 and is coming to South Africa in the first quarter of 2018.
The BMW M3 celebrated its 30th anniversary in 2016. Let's take a closer look at the evolution of an icon. Which is your favourite? Let us know in the comments section below.
It is not often that a single product ends up creating and defining a segment in the way that the BMW M3 has. And yet, it is often forgotten that the original M3 was never developed to be just a fast variant of the 3 Series.
No, the M3 was developed to compete in the Group A series in Germany and participating required 5 000 road-legal cars to be sold within 12 months. This is what drove the development of the original E30-generation car, and embued it and its successors with a unique character and racing spirit, that has been core of BMW's iconic sportscar's since the first day.
Before we look at the individual derivatives in some detail (the detailed profile images were produced exlcusively for Cars.co.za by our Cape Town-based contributor), it may be of interest to review how the current M3 shapes up compared with the original in terms of some key metrics:
Top Speed: From 235 kph (original E30 M3 coupe) to 280 kph (delimited F80 model). Increase of 19%
Power: Up from 147 kW (original E30 M3 coupe, no cat) to 331 kW (current F80 Competition Pack/30 Jahre). Increase of 125%
Torque: Up from 230 Nm (original E30 M3 coupe) to 550 Nm (current F80 Competition Pack/30 Jahre). Increase of 139%
Weight: Up from 1 200 kg (original E30 M3 coupe) to 1 535 kg (current F80 Competion Pack/30 Yahre). Increase of 28%
0-100 kph acceleration: Down from 6.7 sec (original E30 Coupe), to 4.0 sec (current F80 Competition Pack/30 Yahre). Improvement of 40%
But before we delve into the history, check out this cool animation…
Arrival of the 1ST generation (E30) : 1986–1991
1986 BMW (E30) M3
The original M3 used the underpinnings of the company's E30-generation 3 Series, but for racing purposes it went onto a weight-saving diet and also featured a number of small aerodynamic tweaks, particularly around the C-pillars. Its trademark flared wheel arches were necessary to accomodate the wider tyres required for racing. The engine, a lightweight, high-revving 2.3-litre 4-cylinder from the 3 Series line-up, was chosen as the base, but was modified to utilise a 4-valve set-up. It produced a peak power output of 147 kW (143 kW with a catalytic converter), enough for a 0-100 kph sprint time of 6.7 seconds and a 235-kph top speed. It weighed around 1 200 kg. During its time in production, several special editions were built, including the Europa Meister 88, Johnny Cecotto and Roberto Ravaglia versions.
The original E30 M3 was never officially sold in South Africa, due to it only being available in left-hand drive. BMW South Africa developed its hot 333i and, subsequently, 325iS Evo I and Evo II homologation specials instead.
1986 BMW (E30) M3 Pick-Up
This oddity was the idea of passionate M Division factory workers, who converted a 3 Series Convertible body and equipped it with M3 internals, for use around the production facility. The convertible shell was used because it happened to be available at the factory, and secondly because of its built-in bracing, which made it ideal for the pick-up conversion.
Because it was based on the standard 3 Series Convertible, it didn't have the M3 Coupe's flared wings, and at first it used the so-called "Italian M3" engine. This meant fitment of a 2.0-litre engine with lower power, but it was later replaced with the M3's proper 2.3-litre powertrain. With an estimated top speed of 200 kph and a 0-100 kph sprint time of around 7 seconds, this "workhorse" would still give some hot hatches a scare today! The one-off M3 pick-up faithfully served in the factory for more than 26 years!
1988 BMW (E30) Convertible
Two years after the debut of the Coupe came the convertible version, powered by the same engine. It was a bit heavier (1 360 kg), so performance suffered a little, with the 0-100 kph sprint being completed in 7.3 seconds.
1988 BMW (E30) M3 Evolution Coupe
Also called the Evo2 by some (and not be confused with the Evo1, which was seen as just a slight variation on the standard car), the introduction of this model saw an uptick in power and torque (to around 162 kW/245 Nm) and some visual changes, including larger (16-inch) wheels, thinner glass and some other weight-saving measures. It also received a deeper front spoiler/splitter and an additional rear spoiler.
1988 BMW (E30) M3 Evolution Convertible
The changes made to the Coupe were also carried over to the sexy convertible model in 1988.
1990 BMW (E30) M3 Sport Evolution
Nearing the end of its model life, the "ultimate" M3 was unleashed in 1990, featuring significant upgrades. Under the bonnet was a 2.5-litre engine that delivered 175 kW, which improved the 0-100 kph sprint capability to 6.5 seconds and raised the top speed to 248 kph. Only 600 of these Sport Evolution M3 Coupes were made, with other enhancements in the shapes of an adjustable front spoiler/splitter and front brake cooling ducts (the latter at the cost of fog lamps).
1990 BMW (E30) M3 Sport Evolution Convertible
As the E30 M3's last hurrah, a single convertible version of the Sport Evolution was built.
Arrival of the 2nd generation (E36) : 1992–1999
1992 BMW (E36) M3 Coupe
The E36-generation M3 arrived in 1992 and was initially only offered in the coupe body shape. It featured a vocal 3.0-litre straight-6 cylinder engine (S50) that delivered a strong 210 kW and 320 Nm of torque, both output figures being significantly higher than its predecessor, but then it was also about 200 kg heavier than its forebear.
Using a 5-speed manual transmission, the E36 M3 was widely regarded as one of the best handling and most entertaining cars of its generation, and it was also sizzlingly fast, with a 0-100 kph time of 6.0 seconds. It was not only the first M3 to be officially sold in South Africa, it was also assembled here using CKD kits.
South African-made cars featured a slightly different engine set-up devoid of emissions controls and the ability to run on leaded fuel. Our standard specification was also slightly more generous compared with European-spec cars. When it was launched, the E36 M3 set to 2 world records – for the highest output per litre and the highest specific torque from a volume-produced, naturally-aspirated engine.
1994 BMW (E36) M3 Convertible
Two years after the introduction of the Coupe, BMW unleashed the M3 Convertible featuring the same drivetrain. Due to the fitment of the soft-top folding roof, however, it was about 100 kg heavier, so acceleration suffered slightly (6.2 sec to 100 kph).
1994 BMW (E36) M3 Sedan
The first M3 sedan arrived in 1994 as BMW attempted to plug a high-performance sedan gap in its line-up. The E34 M5 had come to the end of its lifecycle, and the E39 M5 only launched in 1998. It used the same 3.0-litre straight-6, delivered the same power as the Coupe, and provided similar performance.
1994 BMW (E36) M3 GTR
The M3 GTR is essentially just a road-legal version of the racing car that BMW entered into the 1994 German GT Cup Touring Car series. As is usually the case with racing cars, the interior was stripped out and lightweight body panels adapted to cut overall weight to around 1 300 kg. It also had wider rear fenders to accommodate 18-inch wheels, adjustable front and rear spoilers and power was rated at just over 220 kW. Only 2 such road-legal M3 GTRs were built.
1994 BMW (E36) M3 Euro-Spec Canada
With a run of only 45 cars, this is one of the rarest E36-generation M3s of all… Its birth was the result of the delayed introduction of a more affordable M3 for the American market, but a loophole in market rules allowed BMW Canada to import European-specification cars in 1994. So, 45 such cars were ordered and specially built for the Canadian market and snapped up within 3 days, even at a heady asking price. The cars were powered by the European-spec engine (210 kW/320 Nm) and featured ventilated brakes with floating rotors. Each car featured a plaque with an engraved number.
1994 BMW (E36) M3 R
Arguably the rarest and most powerful production E36 ever, this was a limited edition special produced for BMW Australia to race in the Super Production Series. Only 15 were made, with final preparation handled by the Frank Gardner team. Four of the cars were reserved for the racing series, while only 11 were sold to the public. You could only buy an M3 R if you were in possession of a CAMS license.
The engine in the M3 R delivered near 240 kW, resulting in a 0-100 kph sprint time of 5.4 seconds and with the electronic speed limiter removed, it would touch 275 kph. Among other race-optimising changes, the M3 R received King springs fitted to Group N adjustable struts, an AP Racing twin-plate clutch, 4-piston brake calipers, AC Schnitzer cams, M5 drive shaft and a cold air snorkel that replaced the left-hand front fog lamp.
As befits its "developed for racing" theme, the M3 R was stripped of most of its luxuries (including the rear seat) and featured aggressive aerodynamic add-ons. An FIA-approved roll-cage was available as an option.
1995 BMW (E36) M3 Coupe North America
The E36 M3 only arrived in the United States as a 1995 model and initially featured the S50B30US engine that delivered 179 kW and 305 Nm of torque, considerably less than the European-spec cars. Nevertheless, it still managed to get to the benchmark sprint mark (0-60 mph) in 6.0 seconds and also featured a slightly different suspension set-up. A 5-speed automatic transmission was offered in the 'States.
1995 BMW (E36) M3 Lightweight
Weighing in at around 90 kg less than its standard Coupe sibling, the limited-edition M3 Lightweight featured the same outputs as the E36 M3 GT (217 kW and 323 Nm). Essentially built for racing homologation purposes (to compete against the Porsche 911 in America), these cars were stripped of a number of luxuries, including radio, aircon, sunroof etc. Even the carpeting was thinner and the doors had aluminium skins. The top-speed limiter was removed, shorter springs fitted and a different rear axle ratio was implemented. The Lightweight had unique forged 17-inch alloy wheels and wider rear tyres.
Once assembly was completed, the cars were sent to Prototype Technology Group (PTG) Racing in Virginia where a special "trunk kit" was added. This kit comprised of a different oil pan with a special oil pump with dual pickups, front strut bar, lower cross-brace, spacer blocks to raise the rear wing and even an adjustable front splitter. Once fitted, the items in the "trunk kit" voided the new car warranty.
Between 100 and 125 Lightweights were built.
1995 BMW (E36) M3 GT
One of the rarer E36 M3 derivatives was the limited-edition (356 built) GT. Produced as a racing homologation special (for the FIA-GT class II, IMSA GT and International long-distance racing) using the Coupe body, it was only ever painted in British Racing Green. It featured a slightly more powerful engine (217 kW) with a higher compression ratio, motorsport oil pump and special VANOS software, among other smaller engine tweaks. Visually it received a more pronounced, adjustable front splitter/spoiler, higher rear wing and the door skins were in aluminium. It was 30 kg lighter than the standard car and had its top speed limiter removed (could touch 275 kph).
1995 BMW (E36) M3 Coupe
The M3's mid-life facelift happened in late 1995 when all models (barring the Convertible) received a range of visual and mechanical upgrades. Under the bonnet was the S50B32 3.2-litre engine that delivered 236 kW and 350 Nm of torque, enough of a bump to cut the 0-100 kph sprint time to 5.5 seconds. For the first time, a 6-speed manual transmission was standard fitment, and the 6-speed SMG also debuted). Visually, the upgraded M3 could be identified by its clear indicator lenses. The convertible model received these changes only in early 1996.
1996 BMW (E36) M3 Compact
Here's a real oddball! Said to have been built to celebrate the 50th anniversary of the leading German motoring magazine, Auto Motor und Sport, in 1996, was a E36 Compact version of the M3, which the magazine road tested for its June issue. The first-generation Compact was never sold in South Africa so it may be difficult to visualise such a thing as an M3 Compact, but BMW essentially shoehorned the mechanicals (and much of the cabin design) into the Compact's body, resulting in what must have been quite the fiery little hot hatch, given the fact that it was significantly lighter (150 kg) than its Coupe, Sedan or Convertible siblings.
1998 BMW (E36) M3 Evolution Imola
Also sometimes called the M3 GT2, only 200 units of the M3 Evolution Imola were built and all of them were finished in Imola red. The "red" theme continued inside on the seats. It was powered by the same engine as the facelifted European-spec M3, but did receive the so-called Class II rear spoiler and front corner splitter aerodynamic extras. Electric seats, side airbags and double-spoke polished alloy wheels were part of the package too.
Arrival of the 3rd generation (E46) : 2000–2006
2000 BMW (E46) M3 Coupe
Arriving with much fanfare and to critical acclaim in 2000 was the E46-generation of the M3. Under the bonnet was the charismatic new 252 kW/365 Nm 3.2-litre S54M engine, coupled with either a 6-speed manual Getrag transmission or the automated SMG system (with steering-mounted paddles). With a redline of 8 000 rpm and a stirring engine note, the E46 M3 quickly became an iconic machine. It could blast to 100 kph in 5.2 seconds and was electronically limited to 250 kph.
2000 BMW (E46) M3 Touring
Strongly considered as an additional M3 derivative was a station wagon (Touring) version. If it was given the green light for production, it would've entered into battle with the B5-generation Audi RS4 Avant. Sadly, it never received the go-ahead and only one prototype was built.
2001 BMW (E46) M3 Convertible
In the absence of a sedan derivative of the E46 M3 and the Touring version being stillborn, the Convertible was the only other body style on offer. It was around 100 kg heavier than the coupe, and consequently, its 0-100 kph time was affected, with the benchmark sprint completed in a claimed 5.5 seconds.
2002 BMW (E46) M3 GTR
A precursor to the E90-generation M3, the E46 M3 GTR featured a 4.0-litre V8 (P60B40) engine producing 368 kW. It was developed to compete in ALMS (American Le Mans Series), which it did successfully, but a rule change forced BMW to build and sell 10 road going GTRs to the public. It is said that only 3 were ultimately built and that they all now reside in the BMW M Division's collection. Either way, the next year the rules changed again, demanding that 100 cars and 1 000 engines had to be built. This was too much for BMW, so it pulled out of ALMS.
2003 BMW (E46) M3 CSL
The E46 M3 CSL (for Coupe Sport Lightweight) is one of the most desirable M3 models – of any generation – and just short of 1 400 units were built. It featured a number of weight-reducing components (including a carbon fibre-reinforced roof panel) and a plethora of cosmetic, drivetrain and suspension modifications. Even the rear glass was thinner to eke out every little bit of weight saving possible. Overall, the CSL was about 160 kg lighter than the standard car.
The CSL's engine was fettled too and benefited from a different air intake system with larger manifolds, modified camshafts and exhaust valves, and a lightweight exhaust system. Power went up to 265 kW and the 0-100 kph sprint time was reduced to 4.9 seconds. The CSL was only offered with the SMG II transmission that featured a launch control mode. The removal of the top speed limiter was an option offered by the factory.
2004 BMW (E46) M3 Silverstone
Although the M3 Silverstone featured no performance-altering modifications, it was a notable special derivative as 50 examples were produced exclusively for the UK market during 2004. The 50 cars (30 manual, 20 with SMG II) all were painted in Silverstone metallic and had dark Estoril Blue extended Nappa leather interiors.
2005 BMW (E46) M3 CS
The E46 M3's final swan song was the CS, officially given this labelling only for the right-hand drive UK market. It is, however, essentially the same car as the left-hand drive "ZCP" coded model, and featured the Competition Package as standard (275 of the so-called M3 CS derivatives were made for the UK).
The Competition Package included the following items: cross-drilled brake rotors (13.7 inches at the front) with 2-piece compound rotors; reduced steering ratio; M Track Mode setting for DSC; 19-inch cross-spoke alloy wheels; Alcantara-wrapped 3-spoke steering wheel with the M Track Mode button; milled aluminium effect interior trim; Interlagos Blue metallic paint.
Arrival of the 4th generation (E90, E92, E93): 2007–2013
2007 BMW (E90) M3 Sedan
The E90-generation heralded the introduction of a high-revving 4.0-litre V8 engine (S65 B40) for the M3, a powerplant that developed no less than 309 kW and 400 Nm of torque. This gave the M3 blistering performance, with a claimed 0-100 kph time of 4.9 seconds. It was offered with either a 6-speed manual transmission or a 7-speed M-DCT (dual clutch transmission). Although the E9x-generation M3s were heavier than their forebears, they did employ a lot of weight-saving items, including a carbon fibre-reinforced plastic (CFRP) roof and a front axle made almost entirely from aluminium.
The sedan version returned to the M3 lineup, arguably because both Mercedes-Benz and Audi had rival high-powered sedans in their model ranges.
2007 BMW (E92) M3 Coupe
Like its sedan sibling, the Coupe version used the new V8 engine (said to be a truncated version of the E60 M5's 5.0-litre V10) to great effect and was even fractionally faster (0-100 kph in 4.8 seconds). Like its sedan and convertible counterparts, the Coupe had the M Variable Differential (that directs more power to the wheel with greatest traction), MDrive button (that allows driver to store and call up his/her favourite dynamic settings), and Power button (that alters throttle response).
2008 BMW (E93) M3 Convertible
For the first time the M3 Convertible featured a folding hard-top, as was the fashion at the time. Unfortunately, the hardtop and its folding mechanism added around 200 kg of ballast to the car, so performance suffered.
2009 BMW (E92) M3 GTS
This spicy number was a limited production run of around 140 units (coupe only) that offered more power and less weight than the standard car. It emerged from the factory complete with a roll-cage in place of the rear seats. It also featured a larger (4.4-litre) engine and a lightweight exhaust system with titanium silencers.
Power went up to 331 kW and torque to 440 Nm. It scorched to 100 kph in 4.4 seconds and would only run out of puff at 305 kph. It was offered only with the 7-speed M-DCT transmission with unique software and increased oil capacity. Of course, the brakes and wheels were upgraded too, but the big news under the skin was the upgrade to a true coil-over suspension set-up with double-adjustable shock absorbers.
2009 BMW (E92) M3 Edition
In some markets, such as Russia and Italy, the M3 Edition was known as the "Black & White edition" in reference to its trademark colour scheme, although BMW offered the car in 5 different paint colours. There was only one small mechanical change compared with the standard car – it had shorter (by 10 mm) springs. A total of 707 M3 Editions were manufactured.
2010 BMW (E92) M3 Frozen Edition
The M3 Frozen Edition, wasn't a unique product to the South African market, as some still believe, but what is true is that the Frozen Edition sold in South Africa was a little more special than those in the rest of the world. Easily identified courtesy of its matte black finish and black wheels, the SA-market Frozen Edition included AC Schnitzer software, air intake and exhaust system as standard, giving it a very memorable sound. With 330 kW and 420 Nm of torque, the M3 Frozen Edition was a scorcher, punching to 100 kph in 4.5 seconds and on towards 290 kph.
2011 BMW (E92) M3 Competition Edition
Fitted as standard with the M-DCT transmission and the Competition Package, the so-called Competition Edition had a long production run but only 385 were ever made, with most of them painted in the Frozen Silver metallic colour. In the UK this model was known as the M3 Frozen Silver Edition. There were no drivetrain upgrades.
2011 BMW (E90) M3 CRT
This is quite a special version and, sadly, one that never came to South Africa. The CRT used the drivetrain and chassis of the track-focused M3 GTS coupe and was reportedly built to show off BMW's expertise in manufacturing Carbon Fibre Reinforced Plastic (CFRP).
Using left-over CFRP pieces from the i3/i8 projects, BMW fashioned a number of items from this material, including the bonnet, front seats etc. Overall, around 45 kg was saved and yet the M3 CRT's standard specification was considered quite generous (automatic climate control, navigation etc.). It did, however, have 2 individual rear seats rather than a bench.
BMW made 67 M3 CRTs, all in the same trim, with only 5 of those being in right-hand drive form.
2011 BMW (E92) M3 Pick-Up
For the second time in the M3's history, BMW built a pickup version. Based on the body of the convertible model, the pickup was used to good effect as an April Fool's joke on the world's motoring press. BMW even released images of the pickup pounding the Nurburgring Nordschleife and boasted about a 450 kg payload. The truth, however, was that the original E30 M3 pickup had to be retired, and this E90 pickup was to be pushed into service around the M Division factory. This time, however, it was also licensed for road use.
2012 BMW (E92) M3 Limited Edition 500
The Limited Edition 500 was built for the UK market and available in coupe and convertible body styles. As the name suggests, only 500 examples of the car were built. It offered no extra power or enhanced dynamic ability, with the focus instead being on offering extra equipment. It was available in 3 colours: Imola Red, Mineral White and Santorini Blue, the colours of the M Division. All models featured the so-called Shadowline exterior trim and black alloy wheels.
2013 BMW (E92) M3 DTM Champion Edition
To celebrate its triumphant return to DTM racing in 2012, BMW built 54 examples of this DTM Champion Edition, all equipped with the M-DCT transmission and Competition Package. Frozen Black metallic was the colour of choice, with generous use of the M tri-colour strip. It also featured the Canadian flag and the letters SPE on the rear side windows, in reference to Canadian Bruno Spengler, who was the champion driver. There were no drivetrain changes.
2013 BMW (E92) M3 Lime Rock Park Edition
The Lime Rock Park Edition was a US-only derivative with a production run of only 200 cars, all painted in Fire Orange. It featured various carbon fibre bits, including the front splitter and rear spoiler, ran a lowered ride height and had the competition package fitted as standard. You could have it with either a 6-speed manual 'box or the M-DCT dual-clutch, and while there were no changes to the engine, the ECU software was different to create less noticeable interference from the DSC and traction control systems. It could also run all the way to its top-end of 300 kph.
Arrival of the 5th generation (F80)
2014 BMW (F80) M3 Sedan
Arriving in 2014, the F80 generation car heralded quite a big shift in BMW's naming policies. For the first time, there was no M3 Coupe (rebadged M4), and the M3 badge would only be applied to the muscular sedan version. The Convertible, based on the Coupe, also received the M4 moniker.
The F80 also saw a return to a free-revving 3.0-litre straight-6 engine, but this time with M TwinPower turbo technology. Power went up to 317 kW and torque to 550 Nm. The 6-speed manual transmission was still offered, along with the more popular M-DCT 7-speed dual-clutch. The use of lightweight components resulted in an overall mass about 80 kg lower than its predecessor. The M3 blitzed the 100 kph sprint in 4.3 seconds (manual) or 4.1 seconds (M-DCT).
2015 BMW (F80) M3 Competition Pack
The highly acclaimed M3 Competition Pack introduced new springs, dampers and anti-roll bars to supplement the Adaptive M suspension. There were also modifications to the differential and DSC system to further heighten the dynamic (entertainment) capabilities of the vehicle. Visually, the car featured several changes compared with the standard M3, including the M Sports exhaust with black chrome tailpipes and the Shadow Line exterior trim. Most importantly, power was upped to 331 kW, cutting the 0-100 kph time by 0.1 seconds.
In celebration of the M3's 30th anniversary, BMW introduced the limited-edition 30 Jahre in 2016. Only 500 units were built and 30 allocated to South Africa. It featured the Competition Pack upgrades (including 331 kW power boost) as standard, as well as Macao Blue metallic exterior paint finish, an original M3 colour.
