Compression ignition could keep the next-gen Mazda MX-5 naturally-aspirated
Engine innovation is at the heart of what Mazda does.
Rotaries. A commitment to atmospheric engines (when not rotaries). A late entry to turbodiesels. Mazda does it very differently, with engines, following its own logic, instead of trends.
One trend that cannot be ignored is the transition to electrification. In a future where nearly every new vehicle will be fully or partially battery-powered, Mazda’s most iconic platform might suffer.
The MX-5 is one of the few true lightweight driver’s cars that remain in production. Its low mass is an integral part of the vehicle’s appeal. But a hybrid powertrain would add a lot more mass to any future MX-5, anaesthetizing its road feedback and agility.
According to Autocar, the solution could be using Mazda’s SkyActiv-X engine technology to prevent turbocharging or hybridization of the next-gen Mazda MX-5.
SkyActiv-X is a deeply innovative compression-ignition technology for petrol engines. It claims impressive fuel consumption and emissions reduction and produces nearly 30% more torque than an equivalent 2-litre engine, with conventional direct-injection.
What does this mean for the future of Mazda? The latest 2-litre SkyActiv engine produces 132 kW and 224 Nm. Those might not be impressive outputs for a contemporary 2-litre turbocharged engine, but they aren’t too bad for something without turbocharging.
This week’s news you need to know (October 2021, Week 4)
In this week’s automotive news you need to know: Porsche builds a Cayman that might be a bit too close to a 911 GT3 for owners’ liking, Subaru turns to its legendary ‘wagon to create an appealing WRX, BMW updates its AWD hot hatch and the new Range Rover looks every bit like a Cullinan rival.
Porsche Cayman GT4 RS – The Mexican Standoff
Okay, so cue an appropriate anticipation-building spaghetti western tune… Now, imagine this Mexican standoff: the Porsche Cayman GT4 RS versus its 911 GT3 sibling on the Zuffenhausen-based brand’s legendary (some, like Sir Jackie Stewart, would say “treacherous”) playground of choice: the Nürburgring. One needs to pause and appreciate the emotive high-revving engine note that Porsche extracts from these cars’ flat-6 motors. It’ll bring out the inner child in even the sternest of serious people and the imminent Cayman GT4 RS will be astonishingly good, but where does that leave the iconic 911?
Let’s get down to the facts. The 911 is the one sportscar that virtually every petrolhead covets at some point in their life, but there’s no denying the Cayman has caused serious waves by offering a 911-esque experience at a fraction of the price. Porsche has nailed that subsection of the market (one in which BMW and Jaguar have dabbled with the Z4 and the F-Type) and the return of the free-breathing flat-6 has proved decisive. However, the GT3 will remain the car that driving enthusiasts flock to. Porsche will make sure of that – the GT3 will be the last, um, car standing at the end of this standoff.
Subaru WRX Sportwagon – Needs more Benoni
It’s so unfortunate that Subaru lost its way during the past decade. The brand deservedly gained a cult following on the back of its success in the WRC and the slew of turbocharged boxer-engined WRX and WRX STI models it produced. Meanwhile, all-wheel-drive Subaru ‘wagons (some of which were performance-oriented) were adored by families. These cars were utterly critical to Subaru’s success.
Earlier WRX and WRX STI models were distinctive by virtue of their outlandish styling and visceral nature (you could hear their flat-4s rumbling and grumbling in the distance). They were loud, in-your-face and borderline tacky – those gold wheels, big bonnet scoops and ironing-board rear wings certified boy-racer status. This design looks to combine the attitude of those performance models with the hold-all wholesomeness of, um, legacy ‘wagons. The crowd, however, is silent. Despite Subaru’s admirable attempt to test the waters with a performance ‘wagon, we need more aggro from the WRX nameplate.
BMW M135i xDrive… No more Mr Nice Guy
When the BMW 128ti arrived on the scene, it took the fight to the Volkswagen Golf 8 GTI and lit a fire under its big brother (metaphorically speaking, obvs). Initially, the all-wheel-drive M135i xDrive received a lukewarm response from motoring hacks, but now it’s balling its fists at the Golf 8 R and Mercedes-AMG A35 again, courtesy of a timely suspension update. BMW’s performance division has historically focused on coupes, sedans and SUVs with 6- and 8-cylinder motors, but now its 4-cylinder hatchbacks are getting some love too. I approve, because BMW is paying attention to its most fresh-faced fans.
What’s more, the 128ti and revised M135i xDrive, even if history won’t judge them as class-leading cars, are a breath of fresh air in a hot- and performance hatch market that has become somewhat stale. It’s sad that, with the waves of change that EV transformation is bringing, this may be the last epic battle for German AWD hatches powered by ICE engines. Don’t expect VW to take this laying down, however. The world needs these Bimmers more than it needs another hyper hatch – I much prefer a sweet-handling car (of which BMW knows a thing or two) to the point-and-shoot Mercedes-AMG A45 S.
Range Rover – Rover Gang leaks
For years, the Range Rover (model, not brand) enjoyed the top spot in the uber-luxurious SUV sector; unbothered and unrivalled, it looked down on basically everything and was enjoyed by footballers, top-ranking executives and people who make lots of money… somehow. That is until Bentley and Rolls-Royce released the Bentayga and Cullinan to provide those with deeper pockets… more opulent options.
The 5th-gen Range Rover needed to be re-imagined for the 3rd decade of the 21st century. It must have been a challenge to come up with a design that respects the model’s 50-year heritage, anticipates a more sustainable era of motoring and will appeal to “old money”, “new money” and “silly money” simultaneously. Judging by the leaked images, it looks every bit the part; I feel that the type of person who’d buy this car is an individual who usually looks past the high numbers and clicks on the links that read POA. This Range Rover appears to fit that profile. Best I go break my piggy bank. Ha, if only…
Mercedes-AMG E63 S Review – Is this much power really necessary, or worth it?
With 460 kW courtesy of the wizards at AMG, this is the most powerful Mercedes-Benz E-Class ever. Watch Ciro De Siena get to grips with it.
In the latest development in what seems to be an ever-escalating German power war, Mercedes-AMG has released this, the most powerful E-Class ever.
With 460 kW on tap from a bi-turbo V8, this car absolutely rockets off the line, and when we put it head-to-head with the latest RS6, it came out tops – quite comfortably.
This is a brutally fast car and having driven it for a few days, our video journalist Ciro De Siena was left thinking, is all this power necessary, or even worth it?
To really stretch the car’s legs without the risk of being handcuffed and spending the weekend in a holding cell, we took our test unit to the Saldanha airstrip outside Cape Town.
Many of China’s electric vehicles will never be seen outside of the world’s most populous country. But Geely’s Zeekr, is not one of those domestic heroes.
As an established Chinese automotive company with global reach and Volvo’s technical resources, Geely plans to rival Tesla in many markets.
The first step to achieving this is Geely’s Zeekr sub-brand. Its debut electric vehicle is the numerically badged 001 and it projects no ambiguity about Tesla being a target.
Overall proportions are what you would expect from a five-door electric vehicle, without any radical design features. There is even an implied grille, instead of a solid panel nose section.
Beyond the mildly handsome overall appearance, the Zeekr 001 has some impressive core vehicle numbers. Power sources from a 100 kWh battery pack and Geely claim this will give the 001 a very generous 700 km of driving range.
If you want to deplete that range number rapidly, you could use all the 001’s available performance. An electric motor at each axle nets the 001 a total system output of 400 kW and 768 Nm. Those numbers are potent enough for a benchmark 0-100 kph sprint of only 3.8 seconds.
Geely has equipped the 001 with an 880v vehicle architecture. That means if you do happen to find a 360 kW rapid-charger, the 001 will replenish battery energy from 10- to 80% of capacity in only 30 minutes.
With entirely passable looks, potent performance and adequate driving range, the Zeekr 001 could become a breakthrough global electric vehicle from China. And it is not an advanced concept. Geely is already busy building the first consignment of Zeekr 001s, in China. Ready for export.
Teasers of the new Ford Ranger are coming in thick and fast and the latest batch of teaser images show the new Ranger doing off-road testing.
The next-generation Ranger, which will be produced in South Africa at Ford’s upgraded Silverton facility, is due for reveal before the end of 2021.
Ford is regularly releasing teasers of the next-generation Ranger ahead of its official reveal so you can expect to see a few more teasers in the near future.
Latest Teaser: Rugged Testing for new Ford Ranger
The next Ford Ranger is currently undergoing severe testing to meet quality standards to be sold in over 180 markets worldwide.
Double-cab bakkies, by nature, are required to be tough and durable. It’s no surprise then that Ford is going all out to make sure that the next-generation Ranger is tougher than ever before. In fact, Ford says that the new Ranger has been “Built from the ground up to be the toughest, smartest, most versatile and most capable Ranger yet, the truck is being subjected to more physical and virtual testing than ever before.”
“It’s important that our customers are able to rely on Ranger to deliver years of dependable service. So, we’ve gone to great lengths to subject next-gen Ranger to extreme tests – stressing it much more than a typical consumer would – to help ensure it is ready to face everything life throws at it. Whether it’s tackling muddy bush tracks, coping with the rigours of extreme tropical weather, towing over alpine passes, or enduring temperatures of more than 50° Celsius, Ranger has to do it all,” said John Willems, Ford Ranger Chief Program Engineer.
To date, the new Ranger’s testing regime all over the world has covered over 10 000 km of desert testing which Ford says is the equivalent to 1.25 million kilometres of customer driving and 625 000 km of rugged offroad durability testing at maximum load capacity.
In addition to real-world testing, Ranger prototypes are also subjected to extensive computer simulations and lab simulations to cover critical areas of development such as aerodynamics and component and structure durability.
“Computer simulations have helped us speed up development, while lab testing has helped us refine and test specific components – but there really is no replacement for real-world testing to really see how it stands up to years of customer use,” Willems explains.
The Ranger will be sold in more than 180 markets globally and rigorous testing ensures that the final product is up to scratch when it finally reaches customers.
“Our job as engineers is to translate the customer experience insights into a clear product definition brief for the engineering group, which becomes the absolute reference for engineers. This is particularly important for the Ranger, given we are developing it to be sold across the globe,” Willems concluded.
Previously: Camouflaged Ranger Hits the Streets
This teaser shows the new Ranger dressed in a “Bronco R-inspired block-style camouflage” designed by Lee Imrie (Ranger Exterior Designer), incorporating optic science to mask key design secrets and reflective elements means that the Ranger will also be visible at night as it conducts road tests in public spaces. The camouflage also incorporates a QR code.
“Inspiration for the camo originally came from the Baja livery Ford has been using. I’m a huge fan of motorsport and it’s hard not to be obsessed with machinery like that. Because the Ranger is strong and rugged looking, I felt the scattered block design would be a natural fit to help break up the exterior surfaces. When you stand back, the camo has a clear connection to a digitized military-style livery with a connection to nature that echoes the lifestyle orientation of the Ranger” says Imrie.
New Ranger Shows its Face
The image you see here was published on the Ranger6g forum and it clearly shows the front-end of the new Ranger for the first time. The face of the forthcoming Ranger is very similar to that of the Ford Maverick which was revealed earlier this year. Like the Maverick, the grille is split with a single bar that extends into the large C-shaped headlights. With this look, the new Ranger will be more closely aligned to Ford’s latest American pickup designs which is a smart move considering how smitten South Africans are with products such as the F-150.
Let us know if you like what you see and look out for more information on the new Ranger coming soon!
The Hyundai Creta Facelift has been teased by the Korean carmaker, hinting that an update is on the way.
The SA-spec Hyundai Creta has been on sale in our market since late 2020, and already work has begun on updating it. If these teaser images are anything to go by, the Hyundai Creta facelift will be getting a similar front end to that of the Hyundai Tucson.
The release makes extensive mention of Indonesia, where Hyundai announced it will be building the new B-segment SUV.
The new-look Hyundai Creta Facelift with the Tucson front will be quite a bold-looking vehicle, with the parametric grille and integrated headlamps and daytime running lights. The rest of the vehicle’s design like the silhouette and rear bumper look largely identical, but as these are teaser sketches, things tend to be exaggerated, like the outrageously big wheels.
When a car company releases teaser sketches, it’s a rarity that you get to see some interior hints and in this case, it appears the Hyundai Creta Facelift cabin continues as before, with a large infotainment system in the middle, a flat-bottomed steering wheel and neat climate control vents.
The engine lineup is yet to be confirmed, but currently, the Hyundai Creta range comprises a 1.5-litre petrol engine with 84 kW and 143 Nm, a 1.5-litre turbodiesel with 84 kW and 250 Nm as well as a 1.4 turbo petrol with 103 kW and 242 Nm. Both manual and automatic transmissions are offered.
When will the Hyundai Creta Facelift be revealed?
The new model will be revealed at the Indonesia International Auto Show scheduled for November 2021.
If you own a vehicle with an engine bay too large for its current engine and want to address the issue, the ZZ632/1000 V8 is your solution.
Chevrolet will now sell you this 10.35-litre naturally-aspirated V8 from early next year, at a yet undisclosed price.
That core displacement number of 10.35-litres is difficult to comprehend. The engine construction materials and technology are very traditional, too. The only thing aluminium is its forged pistons and cylinder heads.
For an engine of this size, you can’t risk the temperature warping of an aluminium block. That’s why Chevrolet opted for a cast-iron ZZ632/1000 block, bedding a steel crankshaft. The high-volume intake manifold is a custom CNC machined part.
Chevrolet isn’t telling us what the new engine weighs, but they are keen to share its power numbers. You are essentially getting Bugatti Veyron power, with the 10.35-litre V8 making 749 kW and 1 188 Nm of torque.
You might think that with such huge internals and overall engine capacity, that this V8 would have quite a low engine speed ceiling, But you’d be wrong.
Chevrolet engineers have worked at making the ZZ632/1000 V8 very responsive, with a generous powerband. Precisely the characteristics that anyone interested in a large-capacity naturally-aspirated V8 would desire.
The 749 kW peak power number occurs at 6 600 rpm, with the engine rated to spin all the way through to 7 000 rpm.
Gearbox specifications to link all that power to the wheels is another detail that Chevrolet has not divulged. Yet.
BMW has begun work on a performance derivative of the X1 compact SUV. Here’s what we know so far about the 2023 X1 M35i.
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer’s request, have watermarked them.
What you see here is the 2023 BMW X1 M35i, the high-performance version of the next-generation of X1 compact SUV. While it’s not going to be touted as a pure M car, BMW has seen considerable success with its M-lite models and it’s easy to see why.
The price positioning of these performance models has meant the barrier to entry has been lowered and petrolheads can afford these offerings, while out-and-out pure M models remain at the top of the pile.
Interestingly, this 2022 BMW X1 M35i features quad exhausts, which is usually one of the key indicators of a full M model, but our photographers say that all M-Performance derivatives will be getting this setup going forward.
Of course, to be classed as an M-Performance model it will need the powertrain to match. BMW has quite an array of engines at its disposal and the current 2.0 M35i engines deliver 180 kW and 225 kW depending on the model.
With the Audi SQ2 and GLA 35 AMG lurking around, we reckon BMW will shove the 225 kW / 450 Nm engine from the X2 M35i into the 2023 BMW X1 M35i.
Paired to an 8-speed automatic and xDrive all-wheel drive, the new model should be able dispatch the 0-100 kph sprint in a shade under 5 seconds.
We also know that BMW will be using its latest front-wheel-drive platform known as FAAR to underpin the 3rd-generation X1. This architecture is electric compatible, so while petrolheads will be looking forward to the M35i, eco-conscious customers can expect an iX1 in the near future.
When will the 2023 BMW X1 M35i be on sale?
The new performance BMW will be revealed in 2022 as part of the all-new 3rd generation X1 range.
So, you’re a petrolhead and you have R1-million to spend on the most powerful new cars on the market in South Africa, what are your options?
It’s no secret that new car prices are over the hill, but if you’re looking for the most powerful new cars for under R1-million in South Africa, then this list is for you!
Nonetheless, here are the 5 most powerful new cars you can buy right now for under R1-million in South Africa!
The cars on this list are ordered from the most powerful to the least powerful and prices are accurate as of October 2021.
Most Powerful New Cars For Under R1-Million in South Africa
1. Audi S4 TFSI quattro – From R988 500
The Audi S4 is the most powerful new car you can buy for under R1-million in South Africa. It’s equipped with a potent turbocharged 3.0-litre V6 engine that develops a thumping 260 kW and 500 Nm of torque. Zero to 100 kph is claimed in 4.7 seconds with a top speed of 250 kph.
2. BMW M240i Coupe / Convertible – From R879 584 (Coupe) and R987 512 (Convertible)
It might be worthwhile waiting for the new 275 kW BMW M240i to reach SA in 2022.
The outgoing BMW M240i in coupe or convertible guise offers considerable punch with no less than 250 kW and 500 Nm delivered from its twin-turbocharged 3.0-litre, in-line 6-cylinder engine. The BMW M240i coupe is slightly faster than the Audi S4 above with a claimed zero to 100 kph time of 4.6 seconds and a top speed of 250 kph. The M240i convertible, however, claims 2.7 seconds in the sprint to 100 kph. An all-new BMW 2 Series was revealed earlier this year and can be expected locally early in 2022.
Nissan’s new Z was revealed earlier this year and while we wait anxiously for it to arrive in South Africa, local buyers can still buy the old 370Z, as new. Its high-revving naturally-aspirated 3.7-litre V6 mill pumps out a hearty 245 kW and 363 Nm and Nissan claims 5.3 seconds to sprint to 100kph with a top speed of 250 kph.
Audi’s TTS is the starting point in the TT range and offers 228 kW and 380 Nm of torque. Its acceleration to 100 kph is claimed at 4.9 seconds with a top speed of 250 kph. If you’re smitten with the TT and can afford to stretch your budget a bit, then the Audi TT RS (R1 083 000) offers mega bang-for-buck with supercar-slaying ability.
If it’s a sharp-handling performance weapon you are after, few cars can trump the Honda Civic Type R. Its 2.0-litre turbopetrol engine offers 228 kW and 400 Nm of torque. It is the ‘slowest’ car on this list though with a zero 100 kph sprint time of 5.8 seconds and a top speed of 272 kph.
The hot hatch market may no longer be as fiercely contested as it once was, but there are still a handful of credible options available. With the 128ti, BMW hopes to lure customers away from the accomplished Volkswagen Golf 8 GTI, but the newcomer’s premium badge alone may not be enough to win over prospective buyers… the Bimmer needs to deliver excellence in many aspects to post a significant challenge to Wolfsburg’s finest. Well, does it?
We like: Strong engine, build quality, high specification, entertaining to drive
We don’t like: Unengaging soundtrack, polarising red detailing
The 128ti has got a great stance and those attractive alloys add to the visual drama.
The idea of a performance-oriented BMW model that’s both front-wheel-drive and 4-cylinder-powered was an absurd notion up to only a few years ago and, even now, many hardened Bimmer fans still can’t get their heads around the concepts of the all-wheel-drive M135i xDrive and this, the front-wheel-drive 128ti. It needs to be noted that BMW built a reputation for producing compact sporty coupes with rorty 4-cylinder motors in the Seventies and Eighties, but since the early Nineties, the BMWs performance aficionados wanted have had inline-6 (or bigger) powerplants.
Alas, there’ll be no 6 cylinder or rear-wheel drive for this generation of 1 Series, which is based on the BMW Group’s UKL2 platform, which is front-wheel-biased and has a transverse engine layout. If you want that desirable combination, then the 2 Series range may tickle your fancy. Still, although previous iterations of the 1 Series were RWD, BMW has now simply chosen to conform to a front-wheel-drive compact car format for its 1 Series and 2 Series Gran Coupe (and Active Tourer, which we won’t get in our market). Audi and Mercedes-Benz have been doing that for years, so how is that a bad thing?
In case you don’t recognise the BMW’s newcomer immediately, there’s distinctive ti badging and red detailing to remind you this is not a run-of-the-mill 1 Series.
BMW hasn’t quite nailed it… yet. Although there’s no denying the M135i xDrive is a very accomplished offering, it does not sound quite as charismatic as before and its driving experience leaves room for improvement. Now we get to the 128ti; we’re frankly surprised BMW has not produced a front-wheel-drive performance hatchback sooner. After all, it has been building sporty Mini models for quite a while.
The 128ti is essentially an M135i xDrive shorn of its all-wheel-drive system and fitted with a reworked suspension and retuned differential. Instead of sending 225 kW and 450 Nm to the front wheels, which would make the car a bit of a handful, the newcomer produces a modest 180 kW and 380 Nm (frustratingly, the European-market version, which is fitted with a particulate filter, churns out 195 kW and 400 Nm). The hatchback further features ti badges on its rump and flanks. Ti stands for Turismo Internazionale, which has been used for some sporty BMWs in the past, such as the 2002ti and the 325ti.
The hot hatchback market has declined over the years, both in terms of the number of models on offer… and the sales volumes that those surviving offerings garner. We can recall the days when there were mass comparative reviews featuring repeat offenders from Ford, Honda, Volkswagen, Renault and Opel. Now we’re at the stage that Renault and Ford no longer offer fiery front-wheel-drive hot hatches in our market, while Honda and Hyundai offer the track-focused Civic Type R and raucous i30 N respectively. The segment’s best-seller soldiers on in its current (Golf 8 GTI) iteration, while Mercedes-Benz tries to work the premium angle with the A250. To say there’s an opportunity for BMW to make a name for itself is an understatement, but given the calibre of its rivals, the 128ti needs to be very good.
We think the Storm Bay grey exterior finish contrasts nicely with the 128ti’s standard red detailing.
The BMW 128ti stands out from the rest of the 1 Series family courtesy of its red detailing and ti badging. The good news is that the red ti badges in these images are available in different colours depending on your choice of the vehicle’s exterior finish. So, if you think the red accents look too brash and/or unbecoming of your expensive Bavarian premium hatchback, you could always opt for Misano blue, which comes with black ti badging, or Melbourne red, which features no badging at all. Our unit was finished in an appealing Storm Bay grey, and we reckon the red detailing works, although it is polarising.
Seeing as the 128ti is a performance derivative, it needs to deliver visual punch – and it does! The exterior execution features a bold black grille, twin exhaust pipes, a sporty rear diffuser, bold alloy wheels, red brake callipers and a tailgate winglet. As for the cabin, has there been a sale on red stitching in Germany recently? There’s an abundance of it on the edges of the BMW’s seats and central armrest. The sports front seats look the part and the M seatbelts are always a great touch. We also really liked the embroidered ti badge on the centre armrest – it really sets this derivative apart from its brethren.
Red stitching and ti badging feature virtually everywhere in the smartly finished cabin.
Although some commentators have bemoaned BMW’s decision to switch the 1 Series from a RWD- to a front-wheel-drive platform, the F40-generation compact hatchback is much more practical than its predecessors. Granted, rear legroom is not great (taller folk will feel a bit cramped), but that is an acceptable compromise for being availed of one of the more capacious load bays in the segment. With a claimed capacity of 560 litres, the BMW 128ti’s hold comfortably outguns those of the GTI (374 litres) and A250 (510 litres). Of course, if you require a bit more space, you can fold the rear seats down.
Comfort and safety features
It’s an F40-generation BMW 1 Series, which means the cabin is smartly finished and features plenty of premium touches.
When we first stepped into the BMW’s cabin, we didn’t find it quite as technology-laden as we’d expected. Granted, the flagship M135i xDrive comes standard with the Live Cockpit Professional (with its large side-by-side displays), but the 128ti makes do with a cool half-analogue, half-digital instrument panel. Given the intimidating complexity of the Golf 8 GTI’s digital user interface and lack of buttons on its fascia, however, the BMW was refreshingly different. There are quite a few buttons dotted around the cabin and they feel solid and upmarket, which is good, given the vehicle’s price tag starts with a 7…
There’s no manual gearbox on offer, which some old-school enthusiasts will criticise, but the reality is that when a self-shifting transmission offers this much ease-of-use in combination with sufficient driver engagement, a 3-pedal setup feels decidedly archaic. Unlike many other BMW products, which feature ‘boxes produced by ZF, the 128ti has an 8-speed torque-converter automatic from Aisin.
These front seats are sufficiently supportive, but the broken red striping is an, um, acquired taste.
Then there are those seats… Those descending broken red stripes on the backrests could be called sporty at best… and garish at worst. Phew, why did BMW have to try so hard with those, um, Eighties embellishments? Still, at the end of the day, you won’t be looking at them when you’re driving and besides, comfort and support are the only things that matter in this case. The front seats deliver with aplomb in both regards and the driving position is excellent; we reckon they’re some of the best in the business (this side of the Recaros fitted to the apex versions of the discontinued Renault Megane RS).
Standard features are plentiful (as they should be, at this price point). The 128ti features, inter alia, BMW ConnectedDrive, cruise control with brake functionality, automatically activated lights and -wipers, wireless Apple CarPlay/Android Auto, as well as a multifunction leather steering wheel.
This half-analogue, half-digital dashboard is refreshingly uncomplicated.
Naturally, there are some extra-cost options to choose from as well. Customers have a choice of 5 exterior paint finishes, with the Storm Bay grey you see here coming in at R5 600. A panoramic roof (R15 300) is available, as are adaptive LEDs (R7 900), heated steering wheel (R3 050), tyre pressure sensors (R5 000), heated seats (R5 500), a head-up display (R14 300), automatic parking assistant (R14 000) and a Harman Kardon audio system (R4 900). If you think the standard seats aren’t quite good enough (but really, they are) then some tasty M Sport pews can be specified for an extra R8 900. We’d recommend the wireless charging pad (for R6 400) too. Impressively, some tasty Michelin Pilot Sport 4 performance tyres can be specified as a no-cost option.
Ride and handling
While the 128ti’s handling is sound, it would probably benefit from the fitment of optional performance tyres.
Right, now for the important stuff. What is this pretender to the GTI’s throne like to drive? At the heart of the BMW 128ti is a 2.0-litre turbopetrol motor – it’s identical to the one found in the BMW M135i xDrive. In this application, however, the 4-pot’s been detuned to deliver 180 kW and 380 Nm; those are still potent figures – well, at least they look sufficient. Power goes to the front wheels via an 8-speed automatic ‘box and BMW claims a 0-100 kph time of just 6.3 sec, which is about par for the segment. Engage Sport mode and the powertrain sharpens up nicely, with the engine primed for eager delivery.
The 2.0-litre turbopetrol engine sounds reasonably rorty, but we do wish those exhaust tips emitted some pops and bangs.
Contemporary 4-cylinders (which have direct injection and are turbocharged) don’t sound particularly sonorous, but we feel BMW has got the basics right with the 128ti. In Sport mode, artificial induction noise is piped into the cabin via the speakers, but we would have loved the exhaust ends to emit some pops and bangs. If the Mini Cooper S and its JCW siblings can deliver those, why can’t their cousin? The B48 motor is delightfully responsive, though… there’s just the tiniest bit of lag, but an urgent shove from around 2 000 rpm. You can make use of the entire rev range and while the 8-speed transmission is more than capable when left to its own devices, you can (and should) make use of the shift paddles. They’re not the nicest-feeling examples we’ve experienced, but they exact rifle-bolt-like gear changes.
Is the engine good enough to trouble the other contenders in the segment? We’re going to say, “not quite”. It’s nowhere near as colourful as Hyundai’s i30 N, which does a fantastic job of annoying the neighbours with its rapid-fire-gunshot-aping exhaust, nor does it roar along like a Megane RS300 at full throttle, which evokes a fighter jet’s afterburner. Virtually all cars in this segment are renowned for their (borderline immature) pop-and-bang exhaust setups; although the latest iteration of Golf 8 GTI has matured, there’s still Vrrr-pah! on offer, although many probably wish it was a touch louder still!
The BMW 128ti package is tuned to deliver a great blend of performance and comfort.
Fortunately, straight-line efforts only account for one chapter of a rather exciting book – a real page-turner, in the BMW’s case. Trust us when we say the 128ti offers genuine driver engagement, replete with all the front-wheel-drive hot hatch quirks we’ve come to adore over the years. If you flatten the accelerator pedal with no semblance of mechanical sympathy, you’ll experience brief torque steer. If you task the Bimmer to corner at a wicked pace, you’ll feel that the Torsen differential is hard at work and you, like us, will enjoy trying to find that balance of managing forward momentum and tyre squeal.
As a driver’s car, the 128ti is not quite as instantly reactive as a Honda Civic Type R, for example, but fear not – it’ll thrill the majority of its buyers, many of whom would probably not regard themselves as serious driving enthusiasts anyway. The steering and communicative chassis are worth a thumbs-up too. Granted, the ‘wheel is quite thick-rimmed, but it offers admirable feel, directness and weighting.
It’s not as interactive as a Hyundai i30 N or Honda Civic Type R, but do you really need that?
As far as ride quality is concerned, the suspension and 18-inch wheels and tyres offer a good blend of comfort and dynamism. If you’re serious about driving, then best you tick that no-cost option for the Michelin Pilot Sport 4 tyres. We reckon that if our test unit had those on, our track race video (also featuring the Volkswagen Golf 8 GTI and Toyota GR Yaris) would have shown a slightly different result.
Critically though, BMW’s first front-wheel-drive hot hatch is a sufficiently compelling performance hatchback that is perfectly suited for the daily commute. Yes, the Bimmer’s suspension has a firm, sporty setup, but it’s comfortable enough to pass the family-road-trip test. Remember, the main reason why the GTI sells in the numbers it does is because of its comfort and practicality, not outright performance.
How much does the BMW 128 ti cost in South Africa?
The BMW 1 Series range kicks off at R591 020 for the 118i and this 128ti costs R707 918, before options. A 5-year/unlimited-kilometre warranty and a 2-year/100 000 km service plan are standard.
With its first attempt at a front-wheel-drive hot hatch, BMW has created a genuine rival to the Golf GTI.
In conclusion, then, the BMW 128ti is better than we expected. While this is not a comparative review between the Volkswagen Golf 8 GTI and BMW’s newcomer, comparisons will inevitably be made as both cars are excellent in many of their various facets and we have to commend BMW for aiming so high… Volkswagen has been building GTIs uninterruptedly since the late Seventies. Nothing shows ambition and attitude quite like going up against a rival that’s so firmly entrenched in our market, it’s an icon of the country’s motoring culture. For a first attempt at taking on this segment, BMW should be applauded, because the 128ti does a lot right. We would have liked some more aural theatrics and, ultimately, it’s not as fun on the very limit as something like the Hyundai i30 N or Honda Civic Type R.
But, “on the limit” represents such a tiny part of the entire package, it’s not a dealbreaker. The BMW 128ti offers sufficient performance to entertain its pilot/s while providing sufficient luxury and practicality – and those are the same traits that ensure that the Golf 8 GTI will continue its nameplate’s stellar legacy. Should you buy one? While the Bimmer’s not going to set the fastest lap times or be a benchmark hot hatch, the majority of its clientele are likely to be satisfied with what it brings to the table. It’s a well-priced and credible alternative to a GTI – the fact that it bears a more premium badge is a big plus.
