Opel Corsa 120Y Special Edition (2019) Review

While we eagerly await the international reveal of an all-new Opel Corsa, the Rüsselsheim-based manufacturer has introduced the Corsa 120Y Special Edition to South Africa in celebration of 120 years in the car business. With the current Corsa now in the twilight of its model life, is the "120Y" still worthy of your consideration? Let’s find out…

We like: Good engine, punchy performance, ride and handling

We don’t like: Ageing cabin design, limited load space, not much "special" about this "special edition"

Fast Facts

Price: R259 900
Engine: 1.0-litre, 3-cylinder turbopetrol
Power/Torque: 66 kW/170 Nm
Gearbox: 6-speed manual
Fuel Economy: 4.6 L/100 km

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What is it?

From a visual point of view, the Corsa 120Y special edition is hardly different from the standard Corsa 1.0T Enjoy.

The current generation Corsa has been around since 2014 and this special-edition Corsa derivative is based on the 2016/17 #CarsAwards Compact Hatchback category winner: the Opel Corsa 1.0T Enjoy, which, by all accounts, is still a competent contender in the compact hatchback segment.

However, Opel's compact hatchback is ageing. Now that rival brands Ford and Volkswagen have welcomed the all-new Fiesta and Polo to market with success, much will be expected of the all-new Corsa (essentially a cousin to the new Peugeot 208) upon its European reveal later this year.

Nonetheless, a model range often represents the best value for money (as a new vehicle purchase) when its manufacturer beefs up the package as part of a sales stimulus during the runout-phase of the product's lifecycle. Is the 1.0T Enjoy 120Y Special Edition a good example of this? Read on.

What makes it special?

A 120 badge is one of few signifiers seen on this Corsa special edition…

Truth be told, not much. For the most part, this Corsa looks near-identical to the 1.0T Enjoy. Its exterior is adorned with 16-inch gunmetal alloy wheels and "120Y" badges are located below the indicators on the front fenders. If you're not paying close attention, you may miss those details.

The interior benefits from "Allure" cloth trim, 120Y-embroidered floor mats and Opel sill plates, while the most useful additions, specification-wise, are front and rear park distance control sensors coupled with a reverse-view camera, which make it easier to park the Corsa in confined spaces.

How does it fair in terms of…

Performance, handling and efficiency?

Despite its age, the Corsa still delivers punchy performance and agile handling.

Sadly there are no power upgrades for this 120Y Special Edition and so the newcomer makes do with a familiar 3-cylinder, 1.0-litre turbopetrol engine that develops 66 kW and 170 Nm of torque and is mated with a 6-speed manual transmission that drives the front wheels.

While those numbers are unremarkable, this Corsa delivers perky performance and thanks to its relatively low kerb weight of 1 220 kg, it feels sprightly on its rubber and gets along at an acceptable pace. Thanks to a well calibrated 6-speed box, mid-range acceleration is strong. Provided you keep the engine on the boil and in the right gear, the Corsa can easily overtake traffic and sits comfortably at the national highway limit.

What's more, it’s nimble and well-planted when you hustle it through corners. The steering is direct and reasonably communicative and you get the sense that the Corsa wants to be driven with a bit more zeal – with familiarisation, it can be quite punchy and fun to drive, which we like.

Opel claims an attractive average fuel consumption figure of 4.6 L/100 km, but we were a bit disappointed to see returns of between 7.7 and 8.1 L/100 km during our test period. It's not the first small-capacity turbo engine to sip more fuel than we expected it would, we hasten to add…

Interior execution and practicality?

The Corsa 120Y's cabin is basic, but it does offer Apple CarPlay and Android Auto compatibility.

The Corsa’s cabin design is starting to show its age. Perceived build quality is average to good (of course, depending on your expectations) and while the piano gloss surfaces arguably give the cabin a more upmarket look, they do attract grubby marks and will require regular wipe-downs.

By contemporary standards, the ventilation and temperature console looks very humdrum. Also, the 7-inch infotainment system is placed a bit too low for our liking and can be distracting to use because you constantly have to take your eyes off the road to glance down, which is not ideal. Plus points are the multifunction steering wheel, Bluetooth connectivity, Apple Carplay and Android Auto compatibility and a single USB socket.

The Corsa performs poorly in terms of overall practicality with a smallish load bay and a single-piece rear bench.

Average-sized rear passengers will find marginal comfort on the rear bench, while taller passengers are likely to run out of leg and headroom. The Corsa’s load bay is on the smallish side (265 litres), which doesn’t compare favourably with the Polo (350 litres) or Fiesta (303 litres). The back of the rear bench has an exposed steel finish that may attract unsightly scuffs and/or scratches over time and the seatback doesn’t split either (it used to), which means it folds down in a single piece to free up 1 120 litres of utility space. A pronounced seat lip will also hamper loading certain items.

Pricing and warranty

The Opel Corsa 120Y Special Edition is priced at R259 900 and is sold with a 3-year/120 000 km warranty and 3-year/60 000km service plan.

Verdict

With newer and better-equipped rivals on offer, the Corsa 120Y is currently outgunned in the compact hatchback segment.

This special edition Corsa wasn’t as special as we’d hoped it would be and we think Opel could have done a bit more in the way of features and styling to make it a more compelling proposition for buyers.

Nonetheless, the Opel still offers good performance and handling ability despite its advancing years. Its leading rivals may be a few steps ahead in terms of styling, interior execution (design and, in some aspects, equipment), spaciousness and practicality, but the Corsa is comparatively well-priced and -specced compared with newer rivals, which makes it worthy of consideration if you're not shopping for a mid-spec compact hatch.

However, we do feel that the case for the Corsa 120Y Special Edition just isn’t quite strong enough, especially when other older offerings such as the Renault Clio and even the Mazda2 offer more value in terms of features for about the same money. The game appears to have moved too far and perhaps the new Corsa will turn the tables in Opel’s favour when it arrives in South Africa in the not-too-distant future. Let's wait and see.

Don’t agree with our verdict? Share your thoughts with us in the comments below…

Looking to buy a new/used Opel Corsa?

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Alternatives (Click on the names for specification details)

Volkswagen Polo 1.0TSI Comfortline

For roughly R21 000 more, you can step into the new Polo Comfortline which is more spacious and offers better performance from its 70 kW/175 Nm 1.0-litre turbopetrol engine. It is similarly specced but front and rear PDC and rear camera are optional (as are many other features). Cabin execution is bang up-to-date too. The Polo Comfortline is priced from R281 100.

Ford Fiesta 1.0T Trend

The Ford Fiesta is a solid alternative and offers noteworthy performance 74 kW and 170 Nm of torque from its 1.0-litre turbopetrol engine. In Trend specification, it offers similar features to the Corsa 120Y (minus front PDC and rear camera) but the interior build quality is superior and Ford’s SYNC3 infotainment system is very good. The Fiesta 1.0T Trend is priced from R273 700.

Renault Clio 66 kW Turbo Dynamique

For exactly the same money (R259 900), you can step into the Renault Clio Dynamique which offers 66 kW and 140 Nm from its 0.9-litre turbopetrol engine. It might not match the Corsa’s performance, but the Clio makes up for the shortfall by offering a whack more value with features such as a longer warranty (5-years/150 000km), navigation, electric mirrors, automatic LED headlights with LED daytime running lights, cruise control, keyless entry and partial cloth/leather upholstery.

Jaguar F-Pace SVR (2019) Launch Review

Jaguar has joined the super SUV fray in the South African new vehicle market with a high-powered and nothing short of unrelenting, F-Pace SVR. We put it through its paces throughout the weekend at the 2019 Jaguar Simola Hillclimb.

What is it?

Super SUVs are becoming increasingly popular. They offer the space and practicality of family cars, but then when the mood takes you, you can launch them from a set of lights with sportscar-like ferocity. Many marques have recently gone down the road of developing performance-oriented executive SUVs: BMW has the X3 M and X4 M, Mercedes-AMG makes the GLC63 S and Alfa Romeo the Stelvio Quadrifoglio – to name just 3.

To create the SVR, an F-Pace is sent to Jaguar Land Rover's Special Vehicle Operations and fitted with a 5.0-litre supercharged V8 producing 405 kW and 680 Nm. Lightweight 21- or 22-inch alloy wheels are fitted and inside them lurk larger diameter brakes for improved stopping power.

Not overly adorned with wings and spoilers, but just enough presence.

The suspension is tweaked as well: the damping setup is 30% stiffer at the front (ostensibly to accommodate the larger, heavier motor) and 10% stiffer at the rear. Larger intakes at the front help create a low pressure around the wheel arches, reducing lift and improving engine cooling. What's more, Jaguar has designed a new rear spoiler and bumper to aid both the aero and, of course, kerb appeal of the muscular F-Pace SVR.

Finally, the Dynamic driving mode is tuned to deliver more responsive gearshifts, sharper throttle responses and appreciably faster steering.

Own a Jaguar? Tell us about your experience here.

It sounds wild…

The F-Pace SVR that was allocated to me so that I may cane it up the hill as fast as I could bore the number 66, but it may have been fitting to add another 6 considering the brutal noise it emits, even when it's idling. Just a slight prod of the throttle sets off barks and spits from the quad tailpipes. It doesn’t sound synthetic either, unlike some of its German rivals that have been engineered to produce a bunch of off-throttle pops and bangs. There’s a slight shudder to the car as you squash the throttle; it feels as if the V8 up front is hell-bent on flexing its muscles against the mountings.

0-100 kph in 4.3 seconds without a launch control system.

Zero to 100 kph takes just 4.3 seconds and that's blistering, considering that there is no launch control to help you execute near-perfect pull-aways. To get to near that number you have to let the Jag's powertrain strain against its brakes and then let it fly. The SVR's AWD system takes care of any wheelspin and on anything but stone-cold tyres, there is no tyre scrabbling to speak of. I must have done around 25 launches (2 per run up the hill) and each one felt identical to the last.

The faster-shifting transmission is very noticeable. You have to be a bit predictive with the first 2 gears if you’re shifting with the paddles as the motor will rev up maniacally until it hits the 'limiter, which, of course, hampers acceleration. Leave it in S (Sport) auto and it will shift on its own correctly. It’s keen to go down a gear as well; its eagerness to kick down especially quickly is one of the reasons it's such a responsive machine.

How does it handle?

When faced with a time attack like Knysna’s Hillclimb, there’s a lot of time to dial in the perfect setup and driving style. I was initially worried about the height and weight of the F-Pace SVR (it’s a 2.1-tonne car), because I’d only piloted sportscars and sedans up the hill before. It took me a couple of runs to find my feet, but I quickly learned the correct technique for driving an F-Pace SVR. It responds well to being thrown into corners… hard.

The F-Pace SVR responds to strong inputs and an aggressive driving style.

Pitch it into bends with a swift jolt of the 'wheel and then wait for the weight to shift around a bit and the suspension to settle. Once that’s done, you can start burying the throttle again. It’s so impressive that there’s no real sliding – understeer is minimised to an unnoticeable amount. The torque vectoring system helps to dive the front end in, using the brakes to help rotate the car into the apex. I experienced a little bit of corner exit oversteer when the surface was slippery, but with the all-wheel-drive system, there was no need to lift (or even countersteer) – it felt entirely under control.

Jaguar built the SVR to be a super SUV, but the firm hasn't turned up the wick to the extent that its newcomer is near-unusable on the road. There are ways to make it faster for events such as the Hillclimb, but then for the other 99% of the time (when you’re on public roads), it would be horribly stiff and uncomfortable. The F-Pace SVR still retains usability within city limits and although it's noticeably firmer over bumps, it’s not jarringly harsh.

Is it nice inside?

Beautiful and comfortable sports seats and an aluminium pedal box are new additions.

The front sports seats are certainly exquisite, with lovely attention to detail on the stitching and an embossed SVR logo. It also comes in a Lozenge orange and anthracite black trim combination, which endows it with a distinctive sense of style. There are multiple SVR badges and carbon weaved plastic strewn around the cabin to remind you (and of course, your passengers) that you're seated in the belly of a beast…

The F-Pace doesn’t yet feature the fancy dual touchscreens or Apple Carplay/Android Auto compatibility of the latest Range Rovers. The system still pairs easily with your Smartphone and offers a multitude of options and adjustments to lighting, displays, and data on economy and performance.

In terms of general occupant comfort, 4-zone climate control is standard fitment and Jaguar affords F-Pace SVR passengers enough USB ports to keep all devices charged, although a wireless charging pad would've been a nice addition (it will undoubtedly be available further down the line).

Summary

Very impressive to see just how close a Super SUV can get to a purebred sportscar.

Suffice to say the F-Pace SVR has more than enough visual and visceral appeal to get onlookers excited as it thunders by. Its performance cache is incredible and for an SUV, it handles beyond belief. The times it set at the Hillclimb were not too far off the F-Type SVR, which is a thoroughbred sportscar. It remains practical too, with the same interior and load bay as a regular F-Pace, and it softens up enough around town to be used daily.

Then there’s the price. In just about every article written about a Jaguar product that's been published in the last few years, local motoring scribes have lamented that due to the exchange rate, a Jaguar’s an expensive choice (Cars.co.za included). But, even though it's still very expensive at R1 499 400, its some R100k cheaper than the nearest of those aforementioned rivals… and I don’t think you’re getting any less car for the money.

Power Boost for Subaru STI Sportwagon

More power for Subaru’s STI wagon.

Subaru’s station wagons are renowned for being excellent all-weather family cars, but what if you desire a touch more styling presence and driver involvement?

The Japanese all-wheel drive automotive specialist has released images and details of its latest high-performance station wagon called the Levorg STI Sport Black Selection. Distinguishing the STI Sport Black Selection from other Levorgs are its darkened 18-inch wheels and matching black mirror caps.

Inside there are body-contoured seats from Recaro for the front passenger and driver, with the latter benefitting from an eight-way powered range of adjustment. Blue contrast stitching and pseudo-carbon dashboard inlays meet additional bits of Alcantara and leather trim, to give these Levorg STI Sport Black Selection models a differentiated cabin environment.

Although the Levorg STI Sport Black Selection’s marketing impetus hinges on driving dynamics, Subaru is debuting an upgraded high-beam assist system on these special edition station wagons, which operates from 30 kph, instead of 40 kph. That might not sound like a substantial difference but in the world of illumination safety features, even marginal gains can help to avoid a collision.

Powering the Levorg STI Sport Black Selection are a choice of two engines. For those more bothered with appearance than performance, there is a 1.6-litre turbo which boosts 125 kW and 250 Nm. The 2-litre version is a lot more interesting, powering up to 220 kW and 400 Nm, which are keener numbers than the 197 kW and 350 Nm available in the standard Levorg STI Sport.

Unfortunately, the only gearbox option for either of the engines is a CVT. The Levorg STI Sport Black Selection is also currently limited to distribution in Subaru’s domestic market only.

Hyundai plans i20 N: Will it Look Like This?

The i30 N compact hot hatchback may not be destined for South Africa, but what if Hyundai chose to produce an N version of the smaller, top-selling i20? Internet reports suggest the i20 is ripe for an N conversion, which would put it squarely in a match-up with the feisty Fiesta ST, punchy Clio RS and esteemed Volkswagen Polo GTI. Here's what it could look like.

Render credit: Duwyne Aspeling. Photo credit: S. Baldauf/SB-Medien

Update: The first Hyundai i20 N test mule has been spotted! While it doesn't look too out of the ordinary, we understand that this is a chassis/powertrain testing prototype, so the really interesting bits won't be visible to the naked eye. Our spy photographers confirmed that it was running high-performance Pirelli tyres and inside it featured a 6-speed manual gearbox as well as a strutbar in the boot to firm up the handling.

It's widely known Hyundai is looking to expand its portfolio of N models… Following its introduction in a number of major markets, the i30 N has received critical acclaim as a rival to hot hatches such as the Volkswagen Golf GTI, Ford Focus and Megane RenaultSport and, Hyundai's evidently keen to build on its success. As part of the N Division's broader marketing activities, the i30 N has participated in touring-car championships and, in 2017, the Korean marque entered the 24 Hours of Nurburgring with a pair of i30 N units that were essentially stripped-down road-legal cars.

But don't forget the i30 N's otherwise practical and sensible little brother also has a motorsport heritage… Hyundai has campaigned the i20 WRC in the World Rally Championship since 2014 and if Toyota can see it fit to produce the Yaris GRMN (a low-volume road car inspired by the Japanese firm’s WRC exploits and engineered on the fabled Nurburgring), who's to say that the N Division wouldn't target the i20 for further development?

What we're getting at is that the Korean manufacturer's performance division, under the stewardship of former BMW M boss Albert Biermann, has the expertise (and a well-stocked parts bin) to transform the i20 from a demure compact hatchback to a potent pocket rocket. Given the quality of the competition, it'll need to be involving to drive, provide heaps of entertainment (at a variety of speeds) and a comprehensive array of features.

After all, Hyundai has many of the elements required to make a rip-snorting pint-sized performance car in its arsenal… In terms of powertrain, there's the 1.6-litre direct injection turbopetrol motor that powers the Veloster Turbo, Elantra Sport and Tucson, which is mated with a quick-shifting dual-clutch transmission. We'd guess the Gamma T-GDI and its 'box could well form the heart of the i20 N. Granted, there would have to be revisions to package's mapping to ensure a performance-orientated power delivery and responsiveness – it'd need to push out around 150 kW and 300 Nm. Ideally, enthusiasts will be after a slick-shifting manual gearbox, but if Hyundai could make a dual-clutch transmission available, that would be a bonus.

Critically, the i20 N would need to offer variable driving modes, perhaps in conjunction with adaptive damping, to offer a balance between hardcore handling and daily-driver appeal. We've seen how customisable the i30 N setup is; the hot hatch offers a plethora of settings for the e-differential, engine map, exhaust, suspension, steering and ESC, and we'd expect some of them to make their way into an i20 N. As the likelihood of South Africa ever getting the i30 N seems increasingly remote, we'd certainly put our hands up and ask for the smaller and more affordable baby brother…

Hyundai will be pushing its N brand hard in future. Current forecasts suggest that an i20 N will see the light of day in 2020.

* The above image is an artist's impression of what an i20 N might look like.

Volkswagen ID.3 Range Confirmed (w/video)

Volkswagen is inching closer to the reveal and launch of its new all-electric ID.3 hatchback and the range options have now been confirmed. Pre-booking has also opened for select European countries.

The ID.3 (previously known as ID.) will be the first compact all-electric car in the ID. family which will also include other electric models such as the ID.Crozz, ID.Vizzion and ID.Roomzz.

The ID.3, which denotes the compact segment and the third major chapter of significant importance in the history of Volkswagen (following Beetle and Golf), is expected to be fully revealed later this year at the Frankfurt Motor Show in September before going on sale in 2020.

Production is expected to start towards the end of 2019 with 100 000 units expected annually.

The ID.3 will be built on an all-new MEB (Modular Electric Matrix) platform and will be similarly-sized to a Golf. It’s an important model for Volkswagen as it intends to make electric mobility more accessible. Electric cars are generally very expensive and Volkswagen wants the ID.3 hatchback to be more affordable for more people worldwide. The ID.3 is expected to be similarly priced to a Golf diesel which currently retails for R529 200 in South Africa. Think of it as the electric car for the masses…

Electric Range Confirmed

The ID.3 hatchback will offer range between 330 and 550 km.

While official details will be revealed at the Frankfurt Motor Show later this year, you can expect a rear-mounted 150 kW electric motor to power the ID.3. There will also be 3 range options to choose from including 330 km (25 kWh), 420 km (58 kWh) and 550 km (77 kWh) according to the WLTP standard. The ID.3 will also offer rapid charging with at least 125 kW DC charging capability.

Volkswagen has opened pre-booking for the ID.3 (29 European markets) and will be offering an ID.3 1st Special Edition which will be limited to 30 000 units and will be fitted with high-performance equipment including the medium size battery with 420 km range.

The ID.3 hatchback was in South Africa earlier this year conducting testing but it’s not yet clear if or when it will arrive in South Africa. We will keep you updated as soon as more information becomes available.

Buy a new or used Volkswagen on Cars.co.za

Mercedes-AMG CLS 53 (2019) Launch Review

Mercedes-Benz has launched its new CLS executive "4-door coupe" in South Africa in CLS 400d and fiery Mercedes-AMG CLS 53 guises. This week, we put the latter through its paces on the Kyalami Racing Circuit in Gauteng.

The Mercedes-Benz CLS is one of those interesting-looking cars that's "neither sedan nor coupe". It blends genres and, for its sins, is endowed with head-turning looks. Boasting underpinnings from the E-Class, it's claimed to offer a balance between sportiness and luxury. At the local launch, however, Mercedes-Benz SA wanted us to focus primarily on the sportiness factor and chose to showcase the vehicle at the Kyalami Race Circuit.

The 3rd-generation CLS' flagship derivative, the Mercedes-AMG CLS 53, is one muscular "4-door coupe"! It adopts the new-look headlights and taillights of its CLA sibling, which are used to differentiate the standard Mercedes-Benz sedans from their svelter coupe-like siblings. There's also an Edition 1 package available, replete with orange copper detailing, thin striping around the wheels and some decals, plus interior tweaks.

Own a Mercedes-Benz? Tell us about your experience here.

53 Engine?

With 320 kW and 520 Nm the CLS 53 is a brisk performer, impressive considering its size

Okay, so 53 is a new number in the AMG family. Sitting neatly between 43 and 63, the 53 name represents a new generation of AMG powertrain. For the first time in recent history, Mercedes-Benz has gone the straight-6 cylinder route, as opposed to its much better-known V6 and V8 configurations. What's more, this new engine is supplemented by electrification. The numbers make for interesting reading: the new M256 is a 3.0-litre twin-turbocharged inline 6-cylinder motor that delivers peak outputs of 320 kW and 520 Nm.

This is where the latest advances in electrification come in. There's a starter generator located between the engine and transmission, which delivers 16 kW and 250 Nm. There is also an eBooster, an auxiliary compressor that builds up high boost before the large exhaust-driven turbocharger kicks in. This setup has effectively eliminated turbo lag and provides a particularly esponsive engine, which is very eager in the appropriate driving modes.

The performance claims are credible: 0-100 kph is said to take 4.5 seconds and it'll run to a limited top speed of 250 kph. Tick the Driver's Package and you'll reach 270 kph. Mated with this new engine is a 9-speed twin-clutch transmission, in combination with a 4Matic+ all-wheel-drive setup.

Ride and drive

Our ride and drive experience afforded us a chance to evaluate the CLS 53's straight-line grunt and dynamic prowess on track. The Dynamic Select drive programmes allow you to effortlessly switch between the Comfort day-to-day mode and the more performance-biased Sport and Sport+. We went straight to the latter, for obvious reasons. Does the CLS 53 deliver in the performance stakes, despite it not being a V8-powered 63?

Oh yes – and how! The new i6 engine delivers a soulful and deep roar upon full acceleration, interrupted only by the software-induced gearshift bangs. It sounds meaty right from the get-go too, and never seems to lose its urgency even when the motor is rapidly approaching its red line.

Make the best of that active exhaust and enjoy the glorious soundtrack! The electric motor and petrol engine work well together; it's virtually impossible to feel the interaction between the two. Once the revs climb sufficiently and the exhaust turbocharger comes on song, the electric-effect dissipates. It's remarkably smooth – the interchange is so seamless, which is incredible when you consider how much is going on in the powertrain.

Incredibly, the Mercedes-AMG CLS 53 is capable of hitting 100 kph from a standstill in under 5 seconds, despite no launch control or Race mode. It's not pull-your-face-off quick, which is to be expected given the vehicle's dimensions and weight, but despite this, it's deceptively lithe when it carves up corners. We had the chance to fling the vehicle around the Kyalami circuit, which is notorious for its elevation changes and fast corners.

The rear of the Mercedes-AMG CLS 53. Note the quad exhaust setup.

For a car tipping the scales at a touch under 2 tonnes (its official kerb weight is 1 980 kg), cornering prowess is surprisingly good. We think the secret here is the new 4Matic+ all-wheel-drive system, which, in conjunction with a well-sorted chassis, instils a sure-footed feeling. The CLS 53 is primarily driven by its rear wheels, with the front axle coming into play when a loss of traction is detected. Granted, the laws of physics still apply and the brakes needed to be cooled after some spirited laps. The steering is worth a mention too: it's particularly direct and there's generous feedback.

Sadly we had no chance to drive the vehicle on a public road. The racetrack surface is naturally exceptionally smooth with hardly any bumps, so an accurate assessment of the newcomer's ride quality will have to wait until we get the vehicle on test.

Mercedes-Benz CLS prices in South Africa (May 2019)

CLS 400d 4Matic – R1 194 834
Mercedes-AMG CLS 53 4Matic+ – R1 502 100
Mercedes-AMG CLS 53 Edition 1 4Matic+ – R1 706 900

Summary

The cabin of the Mercedes-AMG CLS 53 is a spectacular place to be thanks to extensive use of carbon fibre and leather.

While the overwhelming majority of AMG adoration is reserved for 63-badged models, there will be (and should be) more than enough love for these "AMG lite" versions. In comparison with its 4.0-litre V8-engined siblings, the CLS 53 offers 90% of the performance with the bonus of a bit more on-road comfort. While we didn't have a chance to drive it on a public road, we suspect that the newcomer will offer a sedate, refined ride quality.

Inside, it boasts all the latest luxury appointments and convenience features. The extended infotainment screen, which stretches across almost the entire width of the dashboard, is optional and, to be perfectly honest, it really suits the car. The AMG also adopts the latest iteration of Mercedes-Benz sports steering wheel (adorned with tiny touchpads) and there are the aesthetically pleasing turbine-style climate control vents on the fascia.

It appears that there won't be a V8-powered CLS any time soon, but given the performance of the new 53 engine and our past experience with the previous generation CLS 63 S, we think this package is a lot more manageable – it certainly offers a superior blend of performance and luxury.

BMW 330i Sport Line (2019) Review

The 330i is the entry-level petrol-fed derivative of the recently-launched G20-generation 3 Series (at least until a 320i will join the range near the end of 2019). We review a specced-up Sport Line version to find out if BMW’s new business class sedan has returned to the pinnacle of its segment.

We like: An accomplished all-rounder, superb refinement/handling balance

We don’t like: Reasonably equipped, but unsurprisingly, a nice one “will cost ya”.

Fast Facts

Price: R676 016 (May 2019, without options)
Engine: 2.0-litre inline-4 turbopetrol
Gearbox: 8-speed automatic
Fuel economy: 6.4 L/100 km (claimed)
Power/Torque: 190 kW/400 Nm

Own a BMW? Tell us about your experience here.

SERIOUS ABOUT BUYING?

Check out full specification details and finance estimates here.

Some dealers regularly offer specials: Have look here.

The ostentatiousness of the refreshed 7-Series grille lessens the impact of the 3 Series' "huge nostrils", but they're distinctive!

Where does it fit in?

Much has already been written about the G20-generation BMW 3 Series. In case you didn’t know, its wheelbase is longer than that of its (F30) predecessor (by 41 mm), its front and rear tracks are wider (by 43 mm and 21 mm respectively), kerb weight is lower (as is its centre of gravity), the structure is 50% stiffer than before, but the desired 50/50 front-to-rear weight distribution has been preserved.

Whereas BMW offered the previous generation with Modern, Luxury and Sport trim lines, the G20 comes to market (initially, at least) with a choice of Sport Line or M Sport packages, the former of which was specified for this Melbourne Red Metallic test unit. As part of its introductory product rollout, the Munich-based brand offers a Launch Edition with a R8 600* saving over a standard Sport Line, with (otherwise extra-cost) anthracite roof lining and a glass sunroof added to the package. However, as the stock 330i Sport Line is listed on our site, we’ll review this car as such.

Drivers are greeted by the expansive double-screen electronic interface of the Live Cockpit Professional-equipped test unit.

How does it fare in terms of…

Kerb appeal?

Few of us have actually seen a previous-generation 3 Series unadorned by one of those previously-mentioned trim packages on local roads and we expect the same will ring true for this generation of BMW’s business class sedan – most buyers will either opt for Sport Line (R23 600*) or M Sport (R47 400*) executions. Although testers agreed that the “post-box red” paint finish of the test unit arguably flattens out some of the finer detailing of the G20 3 Series’ exterior styling, the black high gloss side-glass trim and bumper inserts (especially in the elaborate air intake in the front valance) contrast tastefully with the vivid paintwork and especially the smoky LED tail-lamps. There's a saying that if a car looks good in a (so-called) “flat” body colour, it’s bound to look really impressive with a metallic finish… That may be particularly applicable in the case of the 330i.

The long-nose, cab-back, stubby-tail GT-like proportions of the 3 Series is further enhanced by handsome 18-inch V-spoke wheels (R13 500*) and BMW Laserlight headlamps (R15 000*), the latter of which do not only provide an astonishing level of illumination (in our experience), but provide the 330i with a striking frontal appearance by virtue of those reimagined Angel Eyes/Corona Rings. As for the Sport Line execution, the package effectively serves the combined role of the F30’s Luxury and Modern trims… it’s subtly sporty, to cater for those with mature, sophisticated tastes.

The G20-generation's rear-end styling represents, in many people's opinion, the most elegant posterior ever seen on a 3 Series.

Cabin comfort & technology?

The 3 Series’ predecessor lagged behind the opposition in terms of its cabin execution, which was sufficiently smart, but largely uninspiring. To be fair, in business class sedans, manufacturers want to carry over the best bits of their executive- and 1st-class offerings but without making the final products prohibitively expensive; it often shows in the diminished quality of the finishes. Although the general quality of plastics in the newcomer’s interior is good, as opposed to stellar, BMW deserves considerable credit for producing a cabin that feels instantly upmarket, sophisticated (by virtue of the smartly-rendered digital displays), mercifully decluttered and, most importantly, the major touch points in the interior feel solid and weighty.

Carried over virtually unchanged from its installation in the 5 Series, Gesture Control allows settings to be changed by hand movements.

In terms of trims and highlights, there seems to be just enough in the way of metallic inserts, a hint of tactile stitching on the Sensatec-trimmed dashboard and the knurled texture of the climate control wheels, audio volume and iDrive controller knobs is a delight to touch. Also, the idea of combining the “Vernasca” Black leather upholstery (R18 200*) with dark brown open-pore (read: "unvarnished") wood trim might seem incongruous to some, but it lightens the otherwise sombre colour scheme tastefully. What's more, the cabin feels more spacious than in any preceding 3 Series; rear passengers are afforded reasonable head and legroom, a separate climate control console, a 12V charging point, plus a pair of USB-C sockets.

In what is sure to prove a popular (albeit R54 000*) option, the HEA Package includes BMW Live Cockpit Professional (a 12.3-inch touchscreen display, which is bigger than the standard 8.8-inch unit, and a fully digital 12.3-inch instrument cluster), Gesture Control, Connected Package Professional (which includes Remote Services, Concierge Services, Real Time Traffic Information and Apple CarPlay), a Harman Kardon surround sound system, a wireless charging pad and a head-up display. BMW continues to not offer Android Auto in its cars, with no solution available on the horizon either.

The layout of the centre console is paired back; BMW went to great lengths to make the buttons resemble subtle indentations.

Familiarisation with the 3 Series’ myriad onboard functions can be a little overwhelming to begin with – simply because, in this case, the system accepts touch, gesture, voice and iDrive controller inputs, which means it’s easy to toggle a setting to your preference, once you’ve decided which of your faculties to employ. Suffice to say a tech crash course on a short test drive is a small price to pay for the ability to make high-function, as well as the most analogue, inputs to the system… It accommodates a variety of users, from technophiles to old-school “prodders" and "twiddlers”.

As for the BMW’s much-publicised Intelligent Personal Assistant (IPA) voice interface, which is said to be capable of learning your particular preferences and tailoring the 3 Series’ onboard settings to suit, “Hey BMW” seems handy as long as “she” understands exactly what you’re asking “her” to do. But when CarPlay is active, Apple’s personal interface, Siri, is happy to answer your questions too, so on one occasion, a tester asked “Hey BMW” to “navigate to the airport”, which the IPA just couldn’t fathom, so he gave Siri the same task, and “she” set up the route immediately. Hmm, it would seem that perfect co-existence between car makers’ onboard and smartphones’ live interfaces still lies somewhere in the future…

Rear passenger comfort is better than expected; headroom and kneeroom are acceptable, unless you have to sit behind a beanpole.

Ride & handling balance?

All of which brings us to the driving experience, a perennial highlight of 3 Series ownership…

Let’s start with the on-road refinement: the G20-generation 3 Series sedan has very impressive acoustic insulation; at cruising speeds, the cabin is well damped from sources of mechanical, wind and road noise. Plus, by virtue of its innovative hydraulic bump-stops, the 330i Sport Line soaks up large bumps with aplomb, especially at higher speeds. Suffice to say, the newcomer is the “model” of a medium-sized luxury car, even if short, sharp road imperfections (such as freeway seams and cat’s eyes, for example) still make their presence felt at times. This 330i’s 18-inch wheels and tyres were not the most uncompromising options on the price list, but we’d still suggest it’s quite okay to forego optional adaptive damping.

For all that refinement, the 3 Series still offers direct and crisp (if a trifle light) steering, sure-footed handling and commendable body control. The biggest compliment that we can pay the test unit was that, although it doesn’t really engender spirited driving the way some of its predecessors used to, it was not averse to producing brisk turn of speed whatsoever; the manner in which it changes direction with measured predictability inspires confidence. Its demeanour suits a middle-of-the-range derivative. In terms of braking ability, apart from being a little grabby right at the point of grinding to a halt (at an intersection or traffic light, for example), the 330i Sport line provides effective, balanced stopping power in most situations.

Could a standard suspension, in combination with 18-spoke wheels, be the best compromise between looks and ride comfort?

Performance and efficiency?

With peak outputs of 190 kW and 400 Nm (the latter produced between 1 550 and 4 400 r/min), BMW’s latest 2.0-litre turbopetrol 4-pot delivers more than sufficient poke, even if its soundtrack is less than remarkable (and “audibly-enhanced” in Sport mode, which some purists hate). Like many of its forced-induction, direct-injection peers, it thrives in its low-to-mid rev range and sounds a bit strained at peak rpm.

It is smartly calibrated with its slick-shifting 8-speed automatic transmission however, which operates unobtrusively in the background to make the utmost of the engine’s performance characteristics – one tester remarked that the auto ‘box did sometimes seem unsure of which ratio it should select when ambling at lower speeds, but other testers were quite satisfied with it. With a claimed average consumption of 6.4 L/100 km, we feel the 330i Sport Line offers very good economy given its spirited performance potential, depending, of course, how much of the latter you call upon.

One nice-to-have standard feature is a climate control console for rear passengers, along with almost obligatory charging points…

Value for money?

When comparing this derivative with its direct rivals from Audi, Jaguar, Lexus, Mercedes-Benz and Volkswagen (all of which feature sporty trim packages, apart from the Lexus), the 330i Sport Line undercuts all of its competitors with the exception of the Audi, which is due for a facelift soon.

But there is a caveat: apart from Sport Line trim paraphernalia (including a festooned key fob), the usual plethora of safety systems, LED headlights, front sports seats and sporty steering wheel, 3-zone climate control, PDC front and rear, plus folding rear seats, many of this 330i’s most impressive features cost extra… Full leather trim, the digital dash, a reverse-view camera (let alone a surround-view setup), the wireless charging pad (surely a must-have in luxury cars these days), high-beam assist and comfort access are all optional. To be fair, many of those are optional in most of the BMW’s opposition too, but having just a smattering of those mentioned features as "stock" would have improved the Bimmer's value proposition.

Price and after-sales support

While the 330i Sport Line is listed at R676 016 (May 2019*), the evaluation unit had a recommended (by BMW) retail price of R815 215.51 (including CO2 tax, optional extras included). A 5-year/100 000 km maintenance plan and 2-year/unlimited mileage warranty are standard

While the 330i is currently the entry-level derivative, common sense suggests its 320i smaller brother will be the more popular.

Verdict

Yes, BMW’s new 3 Series is, once more, the benchmark business class sedan in the South African new vehicle market, but its re-emergence at the top of its segment is not the result of a decisive advantage in any one particular facet of its package. Its winning hand is its overall accomplishment.

The G20-generation sedan’s kerb appeal is sophisticated, with just enough athleticism to appease traditionalists, but it’s not a knockout. It looks fresher than the opposition, but given its newness, that’s to be expected.

Its interior is well-made and laced with technology. Some of the gizmos are a bit novel, but the electronic interface does move the game along. Is it as solid and substantial as the Audi A4’s cockpit? It depends on who you ask, but perhaps not.

In terms of on-road refinement (acoustically and the absorption of road undulations), the 3 Series really impresses, because it also offers well- balanced handling, fast and crisp steering, plus virtually effortless performance from its willing powertrain. Is it as darty to drive and inherently playful as the Alfa Romeo Giulia, though? And what about its so-so secondary ride quality (the ability to ride out small, sharp bumps), would that preclude it from being a better long-haul cruiser than the updated Mercedes-Benz C-Class? It just might.

Those questions are largely rhetorical (and, at best, moot) because the 330i Sport Line demonstrates that in all those respective areas where it may be only as competent its various rivals, it comfortably outstrips them in other facets. It’s all about the weight of merit; even though BMW’s business class sedan has only once won its category in the Cars.co.za Consumer Awards – powered by WesBank (in 2018, with its 420d Gran Coupe Sport Line Sports Auto sibling), it’s always been a frontrunner. When the 2020 edition of the #Carsawards kicks in, it almost certainly will be again.

Despite the pronounced nose- and truncated boot sections, the 3 Series offers 480 litres' worth of luggage space…

Looking to buy a new/used BMW 3 Series?

Find one on Cars.co.za by clicking here.

Alternatives (click on the names for specification details):

Audi A4 40TFSI sport S line sports

The underappreciated A4 is overdue for an update, but scores strongly in terms of understatement and interior build quality. It arguably has the longest list of optional extras in this line-up, however.

Jaguar XE 25t R-Sport

Although it lives in the shadow of its 221 kW 30t brother, the 25t R-Sport is a satisfying driver’s car and a nonconformist choice. It’s already been updated overseas; the facelift will arrive in SA soon.

Lexus IS 300 EX

The IS was also recently updated but despite its (once regarded as outlandish) exterior styling, it is a pretty conservative choice in our market and a slow seller. Technology-wise it is not in the new 3 Series’ league.

Mercedes-Benz C300 AMG Line

Better specced as standard than the 330i Sport Line, but that reflects in its higher asking price. Image-wise it’s the best rival to the BMW as a refined luxury car, but it still lags dynamically.

Volkswagen Arteon 2.0TSI 4Motion R-Line

The recently crowned #CarsAwards champion in the business class category comes reasonably equipped and offers all-wheel-drive. Its cabin can’t match the 3 Series' sheer "wow factor", however. Will it hang on to its title in January 2021?

Mercedes-AMG CLA 45 Revealed by Accident

AMG’s next 45-Series car leaks in Mercedes configurator error.

An overly ambitious gallery upload to Mercedes-Benz’s online configurator has accidentally leaked the future CLA 45 AMG.

Although the image is low-resolution, as one would expect from an online configurator, there is little doubt that this CLA is not a 35-Series AMG car. With its bootlid spoiler, quad exhausts, substantial rear diffusor and different alloy wheels it can only be a CLA 45. The red brake callipers and larger discs serve as additional evidence.

Mercedes-Benz only revealed its CLA 35 in April, so an official information release regarding CLA 45 could still be some months in the future. The technical specification for the new car is unconfirmed, although certain details have been alluded to by AMG staff.

The CLA45 AMG is expected to be marketed in two different engine output grades, with a ‘standard’ version boosting 286 kW from its 2-litre turbo motor, whilst an even more potent ‘S’ derivative should peak at 310 kW. South Africa has proven to be a strong S market and will likely be the single unit introduced to our market in 2020.

Both engines will drive all four wheels. Expect a rear-wheel biased drift mode configuration too, as AMG has become expertly skilled at tinkering with Mercedes-Benz’s 4Matic system to deliver safe thrills for the ambitious driving enthusiast.

Hyundai i20 (2009-2015) Buyer’s Guide

The 1st-generation Hyundai i20, which eventually replaced the Getz, moved the Korean marque into competition with the market’s B-segment leaders. It was massively popular… and remains in high demand in the used-car market.

While many would argue that it was the Getz, not the Elantra (Hyundai’s first offering in Mzansi) that really got South Africans to fall in love with Hyundai, the Korean marque’s 1st-generation i20 certainly strengthened (and continued) that love affair. Boasting modern looks, a spacious, practical cabin and good standard spec (let alone a long warranty) at a price that undercut the competition, the i20 was a strong seller. These days the 1st-generation i20 (in both pre- and post-facelift guises) remains a popular used-car buy – let’s see what you should spend, and look out for.

Own a Hyundai i20? Please tell us about your experience here.

Hyundai i20 line-up

Modern styling, a spacious cabin and generous standard features coupled with a high-value price ensured the i20 immediate sales success.

Developed to appeal to European tastes, the i20 arrived in South Africa in July 2009, but it didn’t replace the popular Getz, at least not immediately. Compared with the Getz, the i20 featured more modern design and a spacious cabin, while the underpinnings were developed in Germany to give the car a more “European-car feel” on the road. The model’s initial line-up featured only a pair of Gamma-engined petrol-fed derivatives: a 1.4 litre (74 kW/136 Nm) and a plucky 1.6-litre (91 kW/156 Nm), both fitted with a 5-speed manual transmission (a 1.4 GL automatic joined the line-up early in 2010). The equipment levels for the launch versions were similar, with electric windows, remote central locking, a multifunction steering wheel, air-conditioning, an audio system with USB/aux support, ABS with EBD and dual front airbags standard.

As part of the pre-facelift car’s run-out phase, Hyundai launched the i20 Remix special edition early in 2012. The Remix was based on the 1.6, but added extras such as 15-inch alloy wheels, a tailgate spoiler, Bluetooth/iPod connectivity, rear parking sensors and a 6-speaker audio system.

The i20 Remix can be identified by its 15-inch alloy wheels, tailgate spoiler and rear park sensors.

Soon after the Remix, Hyundai launched a significantly refreshed i20. It featured the brand’s “Fluidic Sculpture” styling that gave the i20 a far more youthful appearance (it still looks good today) and a cabin with better-quality finishes. The facelifted car’s line-up included 1.4 Fluid (manual and automatic) and 1.4 Glide derivatives and debuted the brand’s new 6-speed manual transmission. The 1.4 Fluid’s automatic transmission was a 4-speed unit. Compared with its predecessor, Hyundai added even more features to the facelifted i20, including Bluetooth connectivity and side (front) and curtain airbags (on Glide derivatives). Major improvements were claimed for the car’s NVH (noise, vibration, harshness) suppression.

Later in 2012, a new entry-level derivative called the 1.2 Motion arrived. The 64 kW/120 Nm base version may have featured black door handles and steel wheels with plastic covers, but it nevertheless boasted ABS/EBD and a sound system with aux/USB support. A turbodiesel 1.4 CRDi Glide turbodiesel derivative with 66 kW/220 Nm debuted relatively late in the car’s model life, but its premium pricing limited sales potential.

> ALSO READ: Hyundai i20 1.6 GLS Review (2009)

Product strengths

The i20 is a spacious car with good rear legroom, as well as a capacious load bay (with a full-size spare).

Space and Practicality: Featuring a longer and wider body than the Getz, the i20 competed well with its Ford Fiesta, Kia Rio, VW Polo and Toyota Yaris contemporaries in terms of spaciousness. It also had a large load bay compared with most of its rivals (again, from the same era), so if occupant/luggage space is important, the i20 might just be what you’re looking for.

A very handy feature of the i20 is its folding rear seatback, which can be split in a 60:40 configuration and folded forward to create a large and, importantly, completely flat load area that can accommodate items of up to 1.35m in length. Oh, and there is a multitude of storage spaces for your keys, phones, wallets etc. It’s also worth noting the standard fitment of a full-sized spare wheel.

The i20 cabin looks upmarket, but look for wear on some of the touch points (steering wheel, door pulls etc.). Pre-facelift car shown.

Good standard specification: At the time of its launch, the i20’s interior made a good quality impression even though the plastics were of the hard variety. It featured such rarities (in this segment) as a height-adjustable driver’s seat and rake- and reach-adjustable steering column. In fact, the level of standard equipment was very decent, with items such as dual front airbags and ABS with EBD fitted to all derivatives. The built-in radio/CD player also featured USB/aux connectivity. After the facelift, all derivatives (except the entry-level 1.2 Motion) boasted Bluetooth functionality.

Hyundai upgraded the centre console’s styling significantly for the facelifted car, shown here.

Easygoing nature: Out on the road, the i20 is an easy-going car with light controls. The electrically assisted steering may not offer much in the way of feel or feedback, but it’s reasonably accurate and makes parking easy. The clutch and gearshift actions are also light. You sit relatively high in the i20 (an attribute carried over from the Getz), which, coupled with the generous glass area, facilitates good visibility out of the vehicle.

Performance and Efficiency: The engines offered in the i20 were also generally very good in terms of offering decent performance coupled with good efficiency. The 1.2 (64 kW/120 Nm) may look a bit shy on power, but it’s more than good enough for general town-driving duties and also very economical (5.6 L/100 km). If you’re going to be heading out of town and onto the open road often, the 1.4 would be a better bet and the 1.6 offers surprisingly punchy performance, combined with good fuel economy. The diesel was sold in relatively low numbers and would be hard to find.

Reliability: Finally, that long warranty… while none of the cars that are offered for sale today will still be covered by Hyundai’s initial 5-year/150 000 km warranty, it’s comforting to know that the Korean marque had enough faith in its product to offer that level of after-sales support in the first place. And indeed, from what we hear, these cars don’t generally give serious mechanical trouble.

Product weaknesses

While the i20 matched its period competitors (particularly at the start of its model life) in terms of performance/economy, spaciousness and features, it did lag the best in terms of NVH (noise, vibration, harshness), or, to put it another way, refinement. On coarse surfaces, the cabin could become quite noisy, and on rippled surfaces it could also feel skittish. At the time of the facelift (2012) the overall refinement was markedly improved.

Some of the i20’s interior items seem to show wear quite quickly, like these window switches on a 1.2 Motion with less than 100 000km on the odo.

Although the basic safety features are present and accounted for (dual airbags, ABS/EBD etc.), the 1st-generation i20 was never offered with ESP (electronic stability control). If you’re a novice driver (or buying this car for an inexperienced driver), it’s worth taking note of this – ESP is one of the most valuable safety aids out there, and the i20 doesn’t offer it.

Apart from that, the Hyundai i20 is generally a problem-free car without major faults. But, as ever, there are some (primarily wear-and-tear) issues to look out for. When you’re out test driving one of these Hyundais, take note of the following:

Worn interior fittings: Some of the i20’s interior trim fittings don’t wear particularly well. We spotted many sad-looking i20s, due to scratched/damaged door pulls, worn gear-lever knobs/steering wheels and seat cushions that are worse for wear. Granted, these aren’t always indicative of the presence of serious mechanical maladies, but they could indicate that a car has had a hard life.
Folding key: The i20 boasts quite a smart folding key (a novelty in its class at the time of its introduction), but as is the case with most wear-and-tear items, it can become fragile with age and break.
Clutch issues: We noted a few comments about the clutch (again a wear-and-tear item), so make sure gearshifts are smooth and that there’s no slip/stiffness of the leftmost pedal.
Fuel pump: Several cases noted during our research. Most often you can pick up this problem during the test drive if the car “bogs” down during acceleration or cuts out when coasting to a stop, but then starts again first time at the turn of the key.
Steering column/rack knock: Be sure to check for this (apparently quite common) knocking sound by turning the steering wheel to full lock. If the sound is present, then a part (located lower down the steering column/rack) might need replacement. You may also need to check the “yoke plug” – if there’s a knocking sound when you move the steering wheel slightly when parked (and the car is switched on), then that item might need replacement (it costs less than R1 000, however).

What to pay?

There were more than 800 i20s listed on Cars.co.za during the time this article was being researched, so there should be lots to choose from.

We found this neat 1.2 Motion with only 100 000 km for just below R100 000 at Imperial Multifranchise in Paarden Eiland.

Below R100 000: Listings start at around R70 000, but then you’re not getting the most sprightly, well-cared-for car. Many i20s have done hard service in fleets, and you can easily spot a car that’s not been loved – the touchpoints in the i20’s cabin wear quite badly, so take note of shabby-looking steering wheels, door pulls, seats and gear knobs. You may, however, find the odd gem, which at this price level would be a pre-facelift (before 2012) 1.4L derivative with low mileage. We spotted a very clean 2010 car with only 55 000 km for R78 000. If you want the refinement and looks of the post-facelift car, and you’re willing to make do with less power, then there are some neat 1.2 Motions available from around R90 000.

R100k – R120k: Surprisingly, there are still many pre-facelift i20s in this price range, but if you’re spending this much you really need to get the post-facelift car, and preferably in at least 1.4 Fluid guise. There are many out there, but as ever, they vary a lot in terms of condition and mileage. We did, however, find a very clean 1.4 Fluid (with a towbar) with low mileage (60 000 km) for around R110k. If you require an automatic transmission, this is also the kind of price range you’re looking at for a relatively neat, low-mileage car.

Probably the best example of an i20 Fluid we found, but that’s because Bargain Auto in Cape Town spent money to recondition it. Consequently, it demands a higher price.

R120k+: The only reason to spend this much on a previous-generation i20 would be an exceptionally low-mileage car in perfect condition (and only 1.4 Fluid or 1.4 Glide derivatives).

> CAN YOU AFFORD A Hyundai i20? Find out here

Pick of the range?

The looks of the facelifted i20 have aged well, particularly in flagship Glide specification.

We think the best choice would be a clean 1.4 Glide derivative. Not as popular when new as its cheaper 1.4 Fluid sibling, the Glide included some worthwhile extras, notably side/curtain airbags, auto locking doors, (imitation) leather steering-wheel trim and attractive 16-inch alloy wheels, which make it worth considering now, especially as it’s possible to find such an example for similar money to a Fluid.

Perhaps more importantly, the 1.4 Glide was part of the post-facelift line-up, so benefits from a significant NVH improvement/improved on-road refinement compared with the older cars. Yes, there are also 1.2-, 1.6- and even 1.4-litre turbodiesel derivatives to consider, but in our view, the 1.4 is the best-balanced offering in terms of performance/fuel economy. You can find 1.4 Glides in decent condition from around R125 000 – some are admittedly listed at cheaper prices, but from what we’ve seen, most of those look quite worn inside.

Verdict

Attractive, reliable and spacious, the popularity of the Hyundai i20 in the used car market is easy to understand.

The 1st-generation Hyundai i20 is a no-nonsense compact hatchback that doesn’t appear to have any major flaws. It is, therefore, a very easy car to recommend. As ever, it’s important to ensure that you research the full history of your car and be wary of cars that seem too cheap (compared with other, similar i20s). If low running costs, spacious and reliable motoring are what you’re after, the Hyundai i20 definitely should be on your shopping list. These days, they also demand good resale values, so selling a Hyundai i20 on later shouldn’t be a problem.

Rivals? Well, Volkswagen’s Polo is an obvious one, but is generally more expensive (to buy and to maintain), which leaves the Ford Fiesta as a strong candidate. But there are many others. We rate the Mazda2, Kia Rio, Opel Corsa and Suzuki Swift as viable alternatives, too.

Parts pricing

We asked Hyundai for the prices (incl. VAT) of some of the major parts for 2 of the most popular models: the 2011 1.4 GL and 2013 1.2 Motion.

Part (item)	i20 1.2 Motion (2013)	i20 1.4 GL (2011)
Air Filter	R339.40	R339.40
Oil Filter	R105.12	R118.69
Pollen Filter	R390.48	R390.48
Spark Plug (each)	R131.36	R135.33
Wiper blades (set)	R197.22	R197.22
Front brake pads	R1 840.13	R1 840.13
Rear brake pads	R1 669.16	R936.17
Cambelt or Timing Chain	R1 035.06	R1 226.10
Tensioner	R1 386.85	R1 261.60
Front brake discs	R1 973.04	R1 775.37
Rear brake discs	R2 112.26	R1 878.81
Clutch plate	R1 318.45	R1 938.11
Pressure plate	R1 166.32	R1 805.93
Flywheel	R2 383.32	R2 991.66
Fanbelt	R1 025.52	R463.23
ECU	R9 384.94	R11 514.12
Bonnet	R5 125.96	R5 125.96
Front bumper skin	R2 260.95	R2 260.95
Grille	R4 060.04	R4 060.04
Left front fender	R1 753.22	R1 753.22
Wheel rim	R2 713.20	R2 713.20
Front left headlamp assembly	R3 998.54	R3 998.54
Front windscreen	R4 063.74	R4 063.74
Air-con condenser	R6 351.09	R6 351.09
Radiator	R3 616.16	R3 616.16
Right-hand front door	R7 251.36	R7 251.36
Right-hand rear door	R7 188.80	R7 118.80
Tailgate	R6 059.71	R6 059.71
Rear window glass	R2 193.74	R2 193.74
Left rear taillamp assembly	R2 349.06	R2 349.06

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2019 Jaguar Simola Hillclimb: Winners & Losers

The 2019 edition of the Jaguar Simola Hillclimb, which took place in Knysna at the weekend, marked the 10th running of the event. Competitors faced tricky conditions throughout the 2-day programme and here’s how it all unfolded…

Every year, the Jaguar Hillclimb presents different challenges to its participants; this year it was inclement weather and daylight, or the lack thereof. Saturday’s practice sessions were run in mixed conditions that ranged from damp to wet and eventually dry in the afternoon. Dialling in a perfect setup was always going to be tricky with so few comparable runs to work with.

The regular frontrunners all set close to record times late on Saturday, which consists of 5 practice sessions and 2 qualifying runs. Robert Wolk had set a blistering time of 37.279 sec in his Ferrari-powered A1 GP car, but with only the qualifying times counting towards the final, reigning King of the Hill Andre Bezuidenhout laid down the 1st marker with a time of 37.692 sec in his Gould GR55 single-seater, which was specially designed to take on hill climbs like this one. His average speed over the run was 181 kph (from a standing start).

Andre Bezuidenhout in his hill-climb special Gould GR55.

For the modified saloons, the waters were a little muddy; several teams were struggling with mechanical issues. Charl Joubert claimed the award for the unluckiest person on the hill as, during his run, his car spun on some oil (that had leaked from a previous car) and barrel-rolled into the embankment. Charl was okay, but his very modified Lotus Elise was irreparable.

Topping the times on Saturday was Franco Scribante’s multi-winged Nissan GT-R, which looked to be in a class of its own (38.551 sec). The next best was Martin van Zummeren in a 2002 Nissan Skyline (40.732 sec). A previous winner of the category, Wilhelm Baard struggled to get a clean run in his Nissan GT-R and opted not to run in the wet conditions, only to see his car suffer a drive-shaft failure during a qualifying run.

Robert Wolk set the fastest time in practice in his A1 GP single seater.

Back in the road car category, the Cronje brothers (Mark and Gavin) were consistently improving their times in equally specced, showroom standard Jaguar F-Type SVRs. They didn’t seem to have an answer, however for Reghardt Roets in his not quite standard Nissan GT-R, with a second separating him from Mark Cronje.

Day 2 ("Payday")

Hazy sunshine kept the rain at bay throughout Sunday, giving the competitors a full morning’s running before the finals in the afternoon. That was until the timing system failed, causing a delay of a few hours relegating the final showdown to dusk/sundown.

It took some serious guts for the single-seater guys to go full bore up a misty mountain with not much light to work with. Still, it provided an extremely close finish in the top-10 shootout: Bezuidenhout clocked in at 36.764 sec, just over a 10th quicker than Wolk (36.920 sec). Third place went to Garth de Villiers in his 2002 Formula Volkswagen.

Wilhelm Baard was unable to match the Scribante with his less-winged GT-R.

The modified saloons appeared to garner the most eyeballs as the crowd tried to get their minds around all the winglets, canards and snow-ploughs fitted to regular sportscars. Downforce and outright power proved to be enough for Franco Scribante to stay ahead of the pack – his GT-R dipped well below the magical 40-second mark with a 39.342. Second-placed Wilhelm Baard couldn’t get within a second of Scribante, notching up a time of 40.349 sec, but still half a second ahead of Franco Di Matteo (2000 Jaguar V8 Supercar) with a 40.862.

In the roadgoing supercar shootout, Reghard Roets maintained his 1-second gap over the standard cars, clocking a 44.094 ahead of Gavin Cronje’s F-Type SVR that managed a 45.040. Gennaro Bonafede managed to collect 3rd place in a BMW M2 Competition (45.938) after Mark Cronje picked up time penalties for clipping a few bollards in his final run.

The old guard

Mike Briggs turned back the clock and proved he was still the fastest of the old guard.

One of the great highlights of the event was watching 3 of South Africa's touring car greats – Mike Briggs, Deon Joubert and Shaun Watson-Smith – go head-to-head in new-school, all-electric cars. The brand new Jaguar I-Pace posed a unique challenge for the 3 stalwarts of SA motor racing as they would use maximum power available on the climb up the hill and then recoup the energy on the way down the hill. Briggs managed to beat his old rivals, with Deon Joubert 2nd and Watson-Smith 3rd.

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