In a contest for the biggest rear wing of 2019, McLaren might have already won.
A year after its Geneva auto show debut, McLaren has finally revealed the production version of its Senna GTR.
McLaren claims that the Senna GTR is the company’s fastest ever vehicle, aside from its Formula One team racing cars. Despite not being road legal, the Senna GTR will have substantial appeal to gentleman racers who have the time and budget to attend select track days at their leisure.
The GTR car has a 34 mm lower roofline than its road-going Senna sibling and features a substantially wider track, 77 mm broader on the front axle and the rear wheels are spaced 68 mm further apart.
That lower and wider chassis also gains a bodyshell which has phenomenal aerodynamic properties, the most noticeable being an enormous rear wing. McLaren claims the Senna GTR’s rear aerofoil is good for more than 1 000 kg of downforce at 250 kph.
Engineers have managed to boost a bit more power from the 4-litre twin-turbocharged V8. Peak power increases by 18 kW over a ‘normal’ Senna, with the GTR car producing 606 kW and 800 Nm. One of the few exterior styling changes made from the original Senna GTR concept to this production version has been the rerouting of its exhaust – which now exits rearward, instead of through side ports, just ahead of the rear wheels.
McLaren has committed to building only 75 Senna GTRs, priced at an estimated R20m a piece. Each one promises to be the ultimate track day tool, featuring intuitive stability control and driver aids, which should help owners go faster, instead of anaesthetising the experience.
SA Motorists are in for further punishment as there's yet another increase on the cards. This time, the increase comes from the national licensing transaction fee. Here's what you need to know.
According to a recently published government gazette, Minister of Transport, Blade Nzimande, there will be a 14% increase in the transaction fee, which is paid to the RTMC (Road Traffic Management Corporation).
While there is no official date of implementation, the official claim is that this increase is a transaction fee and will be passed onto motorists. The current amount sits at R72 and will be increased by R10, to R82. This is another increase from the RTMC as this time last year, there was an increase too, and this latest price hike means that motorists are essentially paying double for the same service.
This latest increase is yet more money that motorists will have to cough up for. At the end of February 2019, it was announced that tolls and the petrol/diesel price were going up too. The AA of SA commented, “The increasing costs associated with road travel in South Africa will make everything more expensive, and will certainly have a direct and indirect impact on consumers. It also makes it harder for job seekers to find work as few of them have the resources to pay current transport costs, let alone increased fees. This, in particular, is worrying given the country’s high unemployment rate."
Some of these cars are old, others are more contemporary, but they have 1 thing in common: they're embodiments of mid-mounted, rear-wheel-drive perfection.
The mid-engine formula is a peculiar term because the engines are located more in the rear-mid position than anything else but in terms of weight distribution, no other engine layout compares. A flawed concept in many ways (most of which pertain to cabin shortcomings, functionality and user experience) the mid-engined car benefits from a near-perfect weight distribution ratio – a notion that helps keep such dynamic attributes as handling and road-holding in equilibrium. Here are just a few of the best examples of mid-engine masterpieces.
Porsche Cayman R
The Porsche Cayman R will forever be considered one of the best driver’s cars of all time – it was after all the first Cayman to trump a 911 in the power-to-weight ratio stakes. To achieve this Porsche added a slew of lighter parts such as slimline 19-inch wheels, aluminium doors from the 911 Turbo, door straps and a lighter fuel tank, not to mention binning the sound system and air-con all in an effort to free up a total of 55 kg (local variants were specced with aircon and a sound system, however). To help it live up to its R moniker, the 3.4-litre flat-six power plant received a small makeover too – an extra 8 kW was liberated from the flat-six by way of revised software and a custom-made, less restrictive exhaust system. Power and torque came in at 243 kW and 370 Nm respectively. The Cayman R recipe however, is more about cornering prowess than straight-line shunt – an environment that brings every detail of its composition alive. The steering is communicative and sharp, with the chassis following every input with precision and balance. As far as sports cars go, there aren’t many that come across as pure and connected as the Cayman R, a vehicle many consider as the firm’s most balanced ever.
Honda NSX
We’re talking about the original eighties version here. You know – the analogue masterpiece that was developed with input from Formula 1 legend Ayrton Senna. In reality, Senna’s involvement was little more than a couple of shakedown test drives but his link will forever be etched in the car’s legacy. It was designed to challenge not only the Porsche 911 of the time but some of the supercars from Maranello, too. Lightweight and compact in design it gave the Japanese firm – who at the time was known more for making family vehicles – some gravitas what with its involvement in Formula 1. For its time the NSX came laden with technology – the cabin took inspiration from the F16 Falcon fighter jet and the mid-mounted V6 engine was only the second ever to use the VTEC variable-valve system. Thanks to its mid-mounted 3.0-litre the NSX had the agility of a cheetah. In fact, the twistier the topography the better it behaved with its ultra-responsive and precise steering instilling in the driver an unrivalled sense of telepathy.
Renault Clio V6
Stocky, squat and full of attitude, the Renault Clio V6 was an intimidating thing to look at, let alone drive (read tame). Two variations were available during the five years it was available – the Tom Walkinshaw Racing-fettled original and the Renault Sport Phase 2, the latter of which was the wilder version of the two generations. Visually the Clio V6 adopted the basic form of Renault’s best-selling supermini but ditched the rear seats for a mid-mounted V6 with rear-wheel drive. These attributes gave rise to a wider front and rear track (110 mm and138 mm) and a 66 mm lower ride height which added to its aggressive-looking facade. Armed with 188 kW and 300 Nm, the Laguna-sourced naturally aspirated 3.0-litre V6 lump made no bones about what it was designed to do – warp the horizon and ensconce its driver in a performance-infused driving cocoon. The Clio V6 however was not without fault; the ever-looming presence of snap oversteer on earlier versions (something that was later sorted out) were known for keeping drivers on their toes.
Lotus Elise Sprint 220
While the Lotus Elise has been around since 1996, not much has changed over the years, which is a good thing. See, like every car listed here, the Elise’s ethos hinges around a mid-mounted rear-drive layout, something that makes for a pure and uncorrupted driving experience – especially in a serpentine environment like a race track. The Elise Sprint is one of the Hethel-based firm’s most lethal models and pays homage to the 1973 Lotus Elan Sprint with an unbelievably slender kerb weight of just 851 kg. Much of which comes compliments of the prodigious use of carbon fibre and other lightweight doohickies. Considering a 162 kW/250 Nm supercharged 1.8-litre Toyota four-pot powers the rear wheels, it’s little wonder it made quick work of obliterating the 0-100 kph sprint benchmark in just 4.2 seconds. Its trump card? Well, the Sprint 220 is ridiculously sharp in cornering manoeuvres, with ample grip and traction on offer thanks to its progressive braking set-up, near-perfect balance in the corners and sublimely weighted steering arrangement.
Ford GT
The Ford GT has always been about clever packaging and extremely slippery aerodynamic properties – something that was bound to materialise since it was developed in parallel with the GT race car. Like it’s predecessor the Ford GT has a traditional mid-engined, two-seater layout, but in this case, the rear wheels are powered by a twin-turbocharged 3.5-litre V6 good for 482 kW and 746 Nm of thrust and not a big-block V8 like before. These figures mean that the GT is able to mince the 0-100 kph threshold in just 2.8 seconds and reach a top speed of 348 kph. But to focus solely on its spec sheet would result in missing the intrinsic fundamentals of the GT recipe altogether – dynamic prowess. As far as handling goes it boasts active aerodynamics, race-inspired pushrod suspension and adjustable track-honed settings. It’s properly sticky in the bends and the entire experience is organic, the GT seems to pivot around you and directional changes feel natural. There aren’t many drivers’ cars that deliver a combination of face-warping acceleration and dynamical finesse. It’s bloody brilliant.
Our spy photographers have spotted the new Volkswagen Golf 8 almost uncamouflaged. Here's what we know so far.
Picture credit: S. Baldauf/SB-Medien
The Golf is an important model for Volkswagen and since its inception in 1974, it has won the hearts of more than 35 million customers across its 7 (and a half!) generations in as many as 155 countries worldwide. Volkswagen has invested close to R50-billion to develop the new Golf 8 and to upgrade the Golf's production capital, Wolfsburg, which will churn out roughly 1 million units per annum when the Golf 8 hits the production line in June 2019.
Our spy photographers have been hard at work and spotted these Volkswagen Golf prototypes undergoing final testing. We can't be that far away from the final reveal, which is expected to be sometime in 2019. While we expect the design to remain typically conservative, the technology and engineering from the reworked MQB platform should be impressive. It has to offer some cutting edge tech, refinement, and performance if its to retain its segment leader status. We think the models pictured here are some base-spec derivatives, think Trendline or Comfortline.
As always, we'll keep you updated as soon as we hear more info, or get more photos sent to us.
The new BMW 3 Series has arrived in South Africa and along with the usual media information, came some excellent photography showing off both the car and some beautiful driving roads of the Western Cape.
Available in just 320d and 330i flavours for now, the new BMW 3 Series seems to have hit the mark in the luxury sedan segment. The launch in March 2019 was held in the Western Cape and we had the chance to drive both models. Usually, media publications are supplied with international photos, which aren't always relevant to our market as some vehicles are either left-hand drive or the specification is wrong. Here we have SA-spec BMW 3 Series units being driven around on some spectacular stretches of South African tarmac, enjoy the photos.
Volkswagen T-Roc (2020) International Launch Review
We believed the Volkswagen T-Roc would never reach South Africa, but the Wolfsburg-based firm's local subsidiary has announced (in March 2019) that the stylish compact crossover will indeed be launched in Mzansi in 2020. Our UK correspondent Neil Briscoe has driven the T-Roc and finds that although the VW pushes all the right compact crossover buttons, he can't help but wonder if the newcomer is not trying to be too fashionable for its own good…
What is it?
Before the Polo-based T-Cross was unveiled (which is scheduled to arrive in South Africa during the 2nd half of 2019 – with a starting price of under R300 000, Volkswagen SA says), it was believed this T-Roc was the Wolfsburg-based firm's answer to the likes of the (deep breath!) Honda HR-V, Hyundai Creta, Mazda CX-3, Nissan Qashqai, Opel Mokka, Renault Captur and Toyota C-HR. Well, it's one of VW's compact family car options – whereas the bigger, more expensive and roomier #CarsAwards winning Tiguan targets buyers on the higher end of the family car price list (with notable success), the T-Roc is designed to compete lower down – in a burgeoning segment where VW has been conspicuous by its absence.
What's the point of launching the T-Cross and the T-Roc into the cut-throat compact family car market, then? It's a fair question, but as the recent unveiling of the Mazda CX-30 (at the 2019 Geneva Show) and local introduction of the Mitsubishi Eclipse Cross suggest, the T-Roc is designed to appeal more to fashion-conscious urbanites than the volume-chasing T-Cross. Think of it as Volkswagen's answer to the BMW X2 and Audi Q2…
Undoubtedly the cousin of the Audi Q2, the T-Roc is palpably flamboyant compared with the classy conservatism of the TIguan.
Well, the styling is certainly distinctive! There are cues from other VW models, of course, but it also strikes out on its own course, with lots of chunky detailing and a sense of being slightly over-styled. Is it a success? We'll leave you to be the judge of that, but for our money it looks as if it's trying a bit too hard, and moves too far away from VW's clean-and-crisp design policy, as best exemplified by the Golf and Tiguan.
Inside, there are also some differences from more mainstream VWs. There's more colour, for a start, thanks to contrast-coloured plastic panels on the fascia and instruments. There's also a new 10.3-inch digital instrument panel, which is not as impressive as the 12.3-inch version we've already seen in the new Golf, but is still quite pretty. Depending on final spec, we expect to see VW's impressive 8-inch touchscreen infotainment system (which also includes VW's App Connect connectivity technology, as well as Apple CarPlay and Android Auto).
The driving position is comfortable (courtesy of supportive seats), but the cabin does suffer, as do some other cars in this class, from less than brilliant plastics. They're fine, generally speaking, but not as good as we'd normally expect from Volkswagen. Rear seat space is also an issue, with just about enough room for 2 full-sized adults in the back, but no more than that.
The demonstration unit features funky contrast inserts and -stitching, as well as optional Active Info Display.
The luggage bay is competitive though (at 445 litres). Essentially, the T-Roc sacrifices the practicality needed to compete with roomier compact family cars, in favour of more fashionable styling that it hopes will allow it to appeal to a yuppie clientele. With all the research pointing to the fact that buyers rate style above all else in this segment, that's probably a good tactic.
It performs well enough up to a point, but the T-Roc is ultimately hampered by its weight and height. With a DSG dual-clutch transmission and 4MOTION four-wheel drive, it tips the scales at a portly 1 400 kg. The engines, or at least the ones we've tested thus far, cope well enough with that weight. We first tried the range-topping 2.0 TSI, which is essentially the Golf GTI engine with, at 141 kW, a 17% power reduction.
VW makes much play of the T-Roc being "an SUV from the company that invented the GTI" and for the first few kilometres, you could almost be fooled into thinking this is a GTI on stilts. The steering feels smooth, and the T-Roc turns into corners with a brisk, but composed, enthusiasm.
The T-Roc proves wieldy, but although the ride quality is generally composed, the body control is a trifle casual.
It is initially quite good fun to chuck about, but you soon start to realise that the body is swaying and rolling rather more than you would like, and with all that weight on board you have to keep a close eye on your braking distances coming into tight hairpins. Basically, the T-Roc has decent balance, and some capacity to entertain, but, alas, it's no GTI.
The 2.0 TDI diesel, with 110 kW, isn't as potent as the top-spec TSI, but as it has an extra 20 Nm of torque, at 330 Nm, it's hardly any slower in real terms. It is less refined than the petrol and actually rougher than we have found this same engine in other cars. There's a constant gurgle of diesel compression; you're never left in doubt about which fuel you're burning.
You can also feel the extra weight of the turbodiesel in the vehicle's nose. The front wheels are definitely less keen to turn into a given corner, and the ride is firmer, bouncier, and less composed (the TSI model actually rides pretty well, for a tall-ish crossover with big optional alloys). Of course, the TDI is significantly more economical, averaging better than 6.3 L/100 km on a route where the petrol engine struggled to break through the 9.5 L/100 km. So if you're buying your T-Roc for long journeys, it's a bit of a no-brainer. We haven't yet had a chance to try out either the 85 kW 1.0-litre TSI or 1.5-litre 110 kW TSI petrols in the T-Roc, but suspect that one of these will prove to be the sweet spot in the T-Roc range.
The T-Roc has the lifestyle set firmly in its sights; but not just mountain bikers, surfers are welcome to load up their boards too.
Summary
There is no getting around the fact that the T-Roc is a car built at the behest of Volkswagen's marketing department. If the brand wanted to, it could have created a cut-price version of the Tiguan to rival the bottom end of the Qashqai range, but it decided to chase the fashionable end of the market with a purpose-built car for trendy, well-heeled urbanites. Essentially, this is VW's answer to the premium brand's crossover offerings – if you're buying it primarily for the looks and the image (and the fact that such items as a surfboard rack and snowboard holder are on the options list).
It compromises its rear seat space in favour of styling, and regrettably downgrades its cabin plastics in search of profit. If you're smitten with the styling and happy to make those trade-offs, great. Bear in mind, however, that the T-Roc, which is "the 1st Volkswagen SUV that is available to order in 2-tone paintwork", will face a formidable foe when it arrives in South Africa – a second-hand Tiguan! Which VW would you rather have?
Suzuki has launched the new second-generation Ertiga 7-seater MPV in South Africa. Is the Ertiga still the sensible choice in the budget MPV segment? Gero Lilleike took it for a whirl in Johannesburg this week.
Suzuki's sales, both locally and globally, have surged in recent times and the first-generation Ertiga has amassed over 758 000 sales worldwide since going on sale in 2010.
Now, Suzuki has introduced an all-new 7-seat Ertiga to market. It goes up against the likes of the Toyota Avanza, Honda BR-V and Mahindra Xylo and it's built on Suzuki's new Heartect platform. The Ertiga is now longer, wider, taller and lighter than the model it replaces and features a new, more powerful, naturally-aspirated 1.5-litre petrol engine that offers 77 kW and 138 Nm of torque with a choice of either a 5-speed manual or 4-speed automatic transmission. There are 3 Ertiga derivatives on offer, the base GA manual, full-fat GL manual and the GL automatic.
Comfortable, spacious and practical, the new Ertiga has a lot going for it.
We sampled the new Ertiga GL manual at altitude with a mix of city and highway driving in and around the bustling city of Johannesburg.
There are no fireworks under the bonnet and the Ertiga's performance is best described as average. The Ertiga has sufficient shove to get along at an acceptable pace, but acceleration is sluggish if you dwell for too long in higher gears and you have to gear down regularly to keep the engine ticking over in its sweet spot. The performance will likely diminish further with a full complement of passengers and luggage onboard. It is effective, however, as an A to B people mover within city limits.
With that said, overtaking on the highway requires some forethought as acceleration is not as punchy as you might hope it to be.
Suzuki claims a fuel consumption figure of 5.5 L/100km for the manual and 6.0 L/100km for the automatic derivative. The manual gearbox is a highlight as it shifts in a positive and direct manner without being notchy or vague.
Like the outgoing generation, another highlight is the Ertiga's ride quality. It's comfortable to drive and manages to deliver a smooth and pleasant ride. The engine is refined and the steering is nicely-weighted, providing ample feedback through the tiller. Due to its boxy stance, a fair degree of body roll is experienced through corners, however.
What's the interior like?
Interior appeal has improved considerably in this new generation Ertiga and build quality is good.
The interior, in our opinion, is a big leap forward over the previous generation Ertiga. The outgoing Ertiga was offered with a rather, dare I say, ugly beige interior. Thankfully, Suzuki has come to its senses and now offers the Ertiga with a black cabin which is more aesthetically appealing. Perceived build quality appears to have improved too.
At first glance, you might think that the central screen is a touchscreen infotainment system, but you would be mistaken. It's actually, as Suzuki calls it, a touch panel, housing a rather basic radio system with Bluetooth functionality. It looks fancy, but it's not really. Nice try, Suzuki…
The driver has mounted audio and Bluetooth controls as well as a neat space to store a smartphone along with a USB/Aux input close at hand. Two ventilated cupholders and ample in-door storage are available to passengers and a front and rear 12V socket is also useful.
Space for second and third-row passengers is generous. Even adults can sit comfortably in the third row.
In terms of practicality, the Ertiga shines brightly indeed. Second-row passengers are afforded generous space in all directions, and for added comfort, the seats can recline, which is a boon for long distance travelling. There are also dedicated rear air conditioning vents mounted in the roof for those seated in the rear.
The third row of seats are easily accessed by flicking a latch on top of the second-row seat, which then slides forward to allow passengers easy access. Surprisingly, space in the third row is ample, even for adults, which is mightily impressive.
With all the seats in place, the luggage bay offers 153-litres of space but it has a 2-part removable floor which, when removed, makes the load floor deeper, taking the load capacity up to 199-litres.
Obviously, load space for larger luggage increases substantially when you fold the third and second-row seats down.
In terms of safety, the Ertiga only offers 2 airbags for the driver and front passenger which could be seen as an oversight for a vehicle designed to carry up to 7 people. ABS with EBD is also standard as is rear parking sensors on the GL derivative.
All-in-all, the Ertiga is a very practical vehicle that is bound to serve both private and fleet owners well.
Should you consider buying the Ertiga?
If you are in the market for a 7-seater people mover then the Ertiga should definitely be on your shortlist.
The short answer is, yes! As you would expect with most new-generation cars, prices go up and this too is the case for the new Ertiga. It is, however, good to know that the new Ertiga has improved appreciably overall which helps to justify its new asking price. The Ertiga is attractively priced against the Toyota Avanza and Honda BR-V (both of which are ageing) and in our opinion, this new Ertiga makes a very strong case for itself in this segment. The Ertiga represents good value as buyers are getting a whole lot of car for their money. Our pick of the range is the Ertiga 1.5 GL manual priced at R239 900.
We will have the new Ertiga on test soon so look out for our thorough evaluation soon.
Suzuki Ertiga – Price in South Africa
Ertiga GA manual – R214 900
Ertiga GL manual – R239 900
Ertiga GL auto – R254 900
The Ertiga is sold with Suzuki's promotional 5-year/200 000km warranty and a 4-year/60 000km service plan.
GTI fans will be licking their chops to drive the latest, and probably the last, Golf GTI derivative to come from the popular 7th-generation Golf. This is the Volkswagen Golf GTI TCR!
The eighth-generation Volkswagen Golf is on the way and an official reveal is expected to take place much later in 2019. Nonetheless, Volkswagen recently revealed its latest addition to the Golf GTI family, the GTI TCR.
The Golf GTI TCR shares its name with the TCR series racing car but this road-going TCR version develops no less than 213 kW and 380 Nm of torque from its turbocharged 2.0-litre petrol engine which is mated to a 7-speed dual-clutch transmission. Zero to 100 kph is claimed at 5.6 seconds while top speed is 260 kph (optional).
In terms of outputs, the GTI TCR slots in below the limited edition GTI Clubsport S which offers 228 kW and 380 Nm but with a zero to 100 kph time of 5.8 seconds (top speed 260 kph), the GTI TCR is marginally quicker.
Sports seats and sporty red interior details match the performance credentials of the Golf GTI TCR.
The Golf GTI TCR rides on 18-inch Belvedere forged alloy wheels as standard and is equipped with a front-axle differential lock and perforated disc brakes.
Exterior features include LED headlights, black exterior mirror housings, sill extensions, front splitter, a TCR roof spoiler and a rear diffuser. Additional styling options include a carbon mirror housings, black painted roof, honeycomb decor side panel foils and 19-inch wheels.
The interior features sports seats with a new microfibre fabric design, a perforated sports steering wheel and seat belts with red edging.
Is the VW Golf GTI TCR coming to SA?
Sadly the answer is, no. A local Volkswagen South Africa spokesperson has confirmed that there are currently no plans to introduce the Golf GTI TCR in South Africa. Let’s hope that plan changes…
The eagerly-awaited G20-generation BMW 3 Series has been launched in South Africa. The 3 is BMW's bread-and-butter model, which means it was critical for the Bavarian brand to build on the strengths of its business class sedan (as well as address the F30's shortcomings). Does BMW's newcomer now stand well clear of its rivals? Read on…
What's changed?
Following on from the successful F30, the BMW (G20) 3 Series offers 50:50 weight distribution, a lower centre of gravity and a wider front track. Apart from notable mechanical changes, the 3's wheelbase is a tad longer, which benefits interior space, and the newcomer is based on the brand's CLAR platform, which has led to increased body rigidity (torsional stiffness). The design is unmistakably BMW, mostly due to the imposing grille and striking side profile. The look is upmarket and smart, and when adorned with large rims and an eye-catching paint finish, the new 3 looks the part!
BMW sold in excess of 15 million units of the G20's predecessors, therefore it's imperative that it continues the 3 Series' tremendous run of form. The German manufacturer is claiming its 8th consecutive year of record sales and is predicting a similar performance for 2019…
The new-look 3 Series is unmistakably BMW, yet shows off an advanced look
South African 3 Series strategy
Sadly, South Africa no longer produces the 3 Series (the E30, E36, E46, E90 and F30 generations rolled off the line in Rosslyn). The G20 is sourced from BMW Group's plants in Munich, as well as San Luis Potosi, Mexico. BMW now produces the X3 executive SUV on local soil, however.
From launch, there are 2 derivatives available: a 320d and a 330i. From September 2019, the BMW 3 Series line-up will be expanded with the introduction of a 320i, M340i xDrive, and 330d. The introduction of a plug-in hybrid 330e is unconfirmed at this stage. There has been no confirmation from BMW in terms of the ETA of the M3, but we estimate a reveal in 2019, with a South African market introduction in 2020.
The BMW 3 Series has always been referred to as the dynamic leader in the luxury sedan segment and the G20 simply has to deliver.
Engine line-up
We had the opportunity to sample both the petrol-powered 330i and turbodiesel 320d. Long gone are the days when a 30i designation meant there was a straight 6 under the bonnet… Instead, the 330i is powered by a 2.0-litre 4-cylinder turbocharged mill, assembled using BMW's modular engine architecture. Power is rated at a healthy 190 kW and 400 Nm, which is sufficient to sling this Bavarian from 0 to 100 kph in a claimed 5.8 seconds. The diesel-powered 320d is a brisk performer with its 140 kW and 400 Nm, and will achieve the same sprint benchmark in a claimed 6.8 seconds.
Both variants are driven by their rear wheels and power is channelled to the tarmac via an 8-speed automatic transmission. Now in its 3rd iteration, the ZF-sourced transmission has received updates in the form of shorter gearing for the lower ratios, faster shift times, and an improvement in overall refinement. Fear not, the satisfying thud as you click through the gears using the steering wheel-mounted paddles has been retained.
While the engines are not all-new, BMW claims they've been refined and deliver more power and torque, reduced fuel consumption and emissions, and are physically lighter. Speaking of fuel consumption, the 330i is said to consume 6.4 L/100 km, but the 320d is your economy champion, with a claim of just 4.6 L/100 km. Granted, we were pressing on during our test route and didn't use the Economy mode, yet we still achieved mid-5s.
The digital dashboard is a massive step up for BMW and we love this look!
The cabin and tech
One area in which BMW really needed to improve dramatically on the F30-generation 3 Series was the business-class sedan's cabin execution. Outgunned by the Audi A4 with its Virtual Cockpit digital instrumentation and solidly-made, minimalist layout, as well as the technology on offer in the revised Mercedes-Benz C-Class, the outgoing 3 Series' cabin felt underwhelming and outdated. This has changed and now we'd argue that BMW has taken the digital dashboard concept and leapfrogged its rivals to boot. The traditional round dials have been replaced by some fresh and modern looking gauges and while our OCD was mildly tweaked by the idea of a counter-clockwise rotating rev counter, it really looks the part.
The cabin is well finished and luxurious
On the centrally-mounted infotainment screen, you're likely to immediately notice the all-new (7.0) user interface. Looking decidedly like (and offering a user experience akin to) a tablet device, it's clearly meant to woo tech-savvy users. The system boasts gorgeous graphics, a slick, intuitive interface and is receptive to both touch inputs and gestures, which means you can change tracks and adjust the volume by moving your left hand. A fair degree of semi-autonomous driving tech has been introduced as well, and while you can take your hands off the wheel for a few seconds and the car will automatically accelerate/brake and follow the road, the tech is still in its infancy and best used on highways (with clear road markings).
The cabin receives a massive makeover and can no longer be accused of being stale
What's it like to drive?
For decades, an engaging driving experience has been part and parcel of 3 Series ownership – we'd even go so far as to say it was a pillar of its success. While most premium-badged sedans in the market have prioritised luxury and comfort above all else, BMW maintained there had to be a fair degree of sportiness to the "3 Series driving experience", but without overtly impacting on comfort. As a result, the 3 has always been a suitably premium sedan with a rear-wheel-drive layout (in SA), a spirited engine, and suspension- and steering configurations tuned to facilitate dynamism.
Everything has been meticulously thought through, both inside and out
The good news for prospective buyers of the G20 3 Series is that BMW's business-class sedan is still a capable and spirited performer. Even in something as simple as a 320d, you can make the most of the punchy engine, which sounds most unlike a turbodiesel, by the way… BMW's engineers have all but dialled that nasty diesel clatter we've come to associate with oil-burners. With a wider track at the front and notably sharp steering, the car responds beautifully and the steering is reassuringly direct. The 'wheel rim itself is still a tad too thick for our liking, however.
Switch from Comfort to Sport, and the steering firms up nicely. The Comfort setting makes the 'wheel's action nicely light for town driving, which we appreciate, but when you feel like wielding the 3 at pace (and you will), the Sport mode adds a weightier feel to the tiller. Grip levels are impressive; we frequently found ourselves approaching personal limits long before the car showed signs of losing grip, which speaks volumes of the sedan's inherent handling balance. Also, thanks to the 50:50 weight distribution and sporty suspension, the car feels agile and eager to respond to inputs.
Pick your tyres and wheel size carefully, as they can affect the ride quality. Or invest in the adaptive dampers.
The G20-generation 3 Series' general on-road refinement is good too, but we did notice something on our evaluation drive. The 330i demonstration unit was fitted with the M Sport suspension and shod with bigger wheels, which were, predictably, wrapped in low-profile rubber. On excellent quality smooth tarmac, the newcomer's ride quality is superb. However, on poor tarmac, which is rutted or cracked (or has tree roots burrowing underneath it), you'll feel some harsh jolts through the cabin. The ride is firm, so be mindful when speccing your wheels and although we haven't sampled it, we'd suggest ticking the options box for adaptive damping. There was also a fair amount of road noise, but that is a tyre issue, not a 3 Series one.
Is this the best business class sedan?
The pervading impression that the G20 instils is one of accomplishment. It seems everything (inside and out) about the 3 Series was meticulously thought out and engineered. Because the product brief for the new 3 Series was so… pernickety, ostensibly every decision affecting its development was finely calculated (almost as if with minimal emotional attachment). One does not simply mess with the formula for BMW's bread-winner model…
We spent a considerable amount of time behind the wheel of the BMW 320d and 330i. 320d is our pick for now.
While we're really excited by the prospect of driving the M340i xDrive and, eventually, M3 derivatives of the G20-generation BMW 3 Series, we're happy to report that the volume-selling versions are more than capable of delivering driver-focused thrills, irrespective of their trims or powerplants. We have particularly fond memories of the 320d, which gently carved through some gorgeously-crafted ribbons of asphalt of the Western Cape.
At times, we've encountered halo model derivatives that completely overshadow their base-spec brethren (we see you, Alfa Romeo Giulia), but, even though we've yet to sample the next-generation M3, which is still a while away, or a production version of the M340i xDrive (it'll come to SA later in 2019), even the 320d is an admirable driving tool. And, as for its petrol-powered 330i sibling? While we did enjoy the linear power delivery of the 330i's smooth motor, we're pretty certain the best efficiency is to be had with the oil-burning derivative. Incredibly, they retail for the same price.
Given the advances to the popular Mercedes-Benz C-Class (traditionally, an arch-rival to the 3 Series), we thought we'd have a bit of a closer fight on our hands, but if first impressions are anything to go by, the Three-pointed Star has its work cut out for it when we eventually do the comparison test. We've yet to sample the facelifted version of the Audi A4, but it now seems a bit staid and sterile compared with the G20. You can bet Benz, Audi and other premium marques are hard at work trying to develop next-generation models that will match the G20. The 3 Series is back, and how.
Its a big leap for the 3 Series and an even bigger leap for the segment.
BMW 3 Series Price in South Africa (March 2019)
BMW 330i
Standard Model R649 000
Sport Line Model R672 600
M Sport Model R697 400
Sport Line Launch Edition R664 000
M Sport Launch Edition R694 000
BMW 320d
Standard Model R649 000
Sport Line Model R672 600
M Sport Model R696 400
Sport Line Launch Edition R664 000
M Sport Launch Edition R694 000
To celebrate Opel's 120 years, the local arm of the brand has released the Corsa 120Year Special Edition, which goes on sale from the middle of March 2019.
The Opel Corsa is a solid player in the compact car segment. In 1.0 T Enjoy spec, it bagged a category win in our Cars.co.za Consumer Awards – powered by WesBank event in 2017. However, the game has moved on significantly, and there are updates to established players and new contenders for the plucky Corsa to deal with.
With the market challenges in mind, Opel has launched the Corsa 120Y Special Edition, which is based on the Corsa Enjoy, but with a few additional features. It retains its 1.0-litre turbocharged 3-cylinder motor which produces 66 kW and 170 Nm. It should be reasonably frugal at the pumps, with a claimed consumption figure 4.6 L/100 km.
Safety & Convenience:
Rear-view Camera
Front & Rear Park-Assist
ABS / ESP / HSA
Driver & Passenger, Front Seat Side & Curtain Airbags
ISOFIX Child Seat Anchorage
Anti-Theft Alarm & Immobiliser
Remote-Controlled Central Locking
Connectivity:
7-inch touchscreen Opel IntelliLink Infotainment System with Apple CarPlay and Android Auto
6 Premium Speakers
Styling:
16-inch Gun Metal Silver Alloy Wheels
Upgraded 'Allure' Cloth Trim
Unique 'Opel' Door Sill Plates
Stylish Beltline – Chrome Moulding
Velour Floor Mats with Embroidered '120Y' Logo
Economy:
Urban (l/100 km) – 5.6
Extra-Urban (l/100 km) – 4.1
Combined Cycle (l/100 km) – 4.6
Opel Corsa 120Y Special Edition Price in South Africa (March 2019)
