Hyundai South Africa has expanded its i20 hatchback offering with the introduction of a new 1.4-litre automatic derivative. Take a look at pricing and details…
A new, mid-spec Hyundai i20 1.4-litre Motion automatic derivative is now available in South Africa. The i20 range of hatchbacks are popular in our market, solidifying Hyundai as a major player locally. The new i20 derivative will afford buyers more choice when shopping for a hatchback and will inevitably strengthen sales in the competitive B-segment. The Hyundai i20 1.4 Motion Automatic is priced from R249 900.
“Customers are in for a surprise when they take the i20 for a test drive, because Hyundai’s engineers have created a fine car with solid, surefooted dynamics on the road. The addition of the new i20 derivative creates another appealing option for the discerning buyer in this very competitive market segment.” says Oscar Makola, marketing director of Hyundai Automotive South Africa.
Hyundai i20 1.4 Motion Automatic – Key features
The new i20 1.4 Motion derivative employs a 1.4-litre engine with 74 kW and 133 Nm of torque mated to a 4-speed automatic transmission. Hyundai claims a fuel consumption figure of 7.5 L/100km and the new derivative shares its specification with the i20 1.2 Motion manual.
Apart from its revised styling, first introduced in 2015, the i20 1.4 Motion Automatic is equipped with features such as mounted audio controls on the steering wheel, height adjustable driver’s seat, Bluetooth functionality, radio/CD player and USB/Aux connectivity. A manual air conditioning system is also included and the steering wheel can be adjusted for rake and reach. For convenience, a sunglass holder is found in the centre roof console and a remote-locking key is included.
The i20 offers 294 litres of luggage space and the rear seats can also fold down in a 60:40 split configuration expanding loading space to 1 010 litres should you require more space to load larger items.
In terms of safety, the i20 1.4 Motion automatic is fitted with ABS and EBD as well as 2 airbags for the driver and front passenger.
Hyundai i20 – Price in South Africa
Hyundai i20 1.2 Motion (manual) – R224 900
Hyundai i20 1.2 Fluid (manual) – R236 900
Hyundai i20 1.4 Motion (automatic) – R249 900
Hyundai i20 1.4 Fluid (manual) – R256 900
Hyundai i20 1.4 Fluid (automatic) – R274 900
Hyundai i20 1.4 Sport (manual) – R292 900
The Hyundai i20 is sold with 7-year/200 000 km warranty, 2-year/60 0000 km service plan (2-year/30 000 km service plan for i20 1.2 Motion and Fluid) and 5-year/150 000 km Roadside Assistance.
Opel has announced an all-new product. It's called the Crossland X and it's a crossover with the styling of an SUV. Let's unpack this new offering.
At first glance, you'd think it's a variation of the Opel Mokka family, but this versatile urban crossover will slot in just under the Mokka and tackle the B-segment. A larger C-segment Crossland X will be launched later on in 2017 and it'll take on the likes of the Nissan Qashqai.
In terms of dimensions, it's 16 cm shorter than an Astra, but 10 cm higher. The elevated seating position will find favour with many and the option of a panoramic glass roof will enhance that feeling of space. The Opel Crossland X boasts numerous tech such as Adaptive Forward Lighting (AFL) with full LED headlights, head-up display and the 180-degree Panoramic Rear View Camera along with Advanced Park Assist, Forward Collision Alert with pedestrian detection and Automatic Emergency Braking, Driver Drowsiness System, Lane Keep Assist, Speed Sign Recognition and Side Blind Spot Alert. You'll be able to connect your cellular devices to the car via Opel OnStar which is Apple CarPlay and AndroidAuto compatible.
The trunk volume of 410 litres – without folding the rear seats down – is claimed to be class-leading. Passengers in the back have the possibility to adjust their seating position, which increases legroom or the capacity of the luggage compartment.
"Demand for small SUV and crossover models tailored for urban traffic is increasing significantly. The Crossland X with its combination of cool, SUV-inspired design, outstanding connectivity and high practicality represents a second strong competitor in this vehicle class next to our sporty Mokka X," said Opel CEO Dr. Karl-Thomas Neumann. "Our agile Crossland X delivers on driving pleasure while oozing urban lifestyle, making it perfect for the city and escapes to the countryside."
The reason behind the Opel Crossland X's creation? Well, the CUV/SUV B-segment is booming with sales figures up five-fold since 2010. When it comes to market, the Opel Crossland X will be powered by a choice of diesel, petrol and LPG with either a manual or automatic transmission.
The Ford Mustang has been available in the South African market for a little over a year, but footage of the facelifted version of the Blue Oval's musclecar has already been leaked online. The clip gives us a first look at the forthcoming model… Is this revision really an improvement?
The Ford Mustang was one of South Africa's most anticipated vehicles and it was easy to understand why. For the first time in South Africa, a right-hand drive option was available and it was going on sale in our market. That was back in December 2015 and many Ford Mustangs have been sold.
But a revised Ford Mustang is on its way in the near future and thanks to some leaked footage, we can have a properly good look at it. What is this? It's got such a strange front, which is unmistakably Mustang, but it's just odd-looking. Something is not right. The rear is totally fine, but it's the front which is getting the most attention. Admittedly this footage is not the best quality and we'd have to see the vehicle in the metal to make the final call, but right now the jury is definitely still out.
Current Ford Mustang front three-quarter view
2018 Ford Mustang front three-quarter view
The more important news about the 2018 Ford Mustang is the addition of a new 10-speed automatic gearbox which was engineered and developed with General Motors. Another addition is the MagneRide damping system which will allow the suspension to be softened and hardened to suit the road conditions.
Current Ford Mustang rear three-quarter view
2018 Ford Mustang rear three-quarter view
There's also talk of a more sonorous sports exhaust setup, which while optional, will add some noise to the V8 powerplant, something critics have noted with the latest version of the Ford Mustang. Expect a similar system for the 2.3-litre Ecoboost model (chances are the 4-cylinder Mustang might sound close to a Ford Focus RS, as the two share the same engine).
Mercedes-AMG GT R Track Drive & Road Review [Video]
Mercedes-AMG recently unleashed its AMG GT R on track in Portugal and we got a chance to whip the bewinged, track-primed AMG around the Portimao circuit, followed by a stint on the road, to see what it delivers.
What happens when you strip down a Mercedes-AMG GTS, add more downforce and tweak just about every component in the search for extra performance? You get an AMG GT R, that's what!
It's fast, it's loud, but it's not as difficult to drive as you would expect. We sent seasoned motoring scribe Hannes Oosthuizen to Portugal to make a video of the machine affectionately know as "the monster from the Green Hell".
The VW Clubsport S is finally on sale in South Africa, but all 47 units were pre-sold. In fact, some of the S derivatives have already sprung up in the used market (replete with huge markups). Could this limited edition live up to its mythical status and should consumers shell out a premium just to get their hands on one? Our UK correspondent, Andrew Frankel, drove the Clubsport S last year and shares his thoughts on the car…
The GTI Clubsport S is the most powerful GTI ever – it produces a peak output of 228 kW, which is directed to the front wheels. It also holds the record for the fastest front-wheel-drive production car lap time around the infamous Nurburgring Nordschleife (7m49.21). Special go faster bits include semi-slick tyres, a 17-inch braking system and specialised brake pads. The aerodynamics on the Clubsport S have been altered to improve downforce and cornering stability. The Clubsport S also has a special sports suspension as well as reconfigured front and rear axles that allow it to run more negative camber at the front, which improves turning ability and reduces understeer.
A total of just 47 units have made their way to our shores and all were pre-sold by Volkswagen. All 47 cars look identical in pure white body colour and a black roof. It’s also distinguishable by its 3-door configuration and lack of rear seats. While you can’t actually buy one of these Clubsport S models, the official retail price was R742 000. There are a few already available on the second-hand market, but the asking prices are around R900 000 already and we've seen some of them advertised at well over that figure!
By Andrew Frankel
You don’t really hear of Q-cars anymore. A few years ago, automotive enthusiasts referred to a high-performance car (usually a sedan) that looked like it couldn’t pull the skin off a cup of cold cocoa – but was blindingly fast – as a Q-car. The name reputedly came from the heavily armed merchantmen "Q-ships" deployed by the Royal Navy in the first World War to trap U-boats.
The kind of cornering speeds that the Clubsport S can achieve will give a Porsche Cayman GT4 headaches.
This Golf GTI Clubsport S is very Q-car-like. Were it not for its new front spoiler and subtle rear wing, you might think it the same as any other Golf GTI. But it’s not: by one measure at least it’s the fastest front-wheel drive car ever created.
That measure is its lap time around the old Nurburgring, a fact I’m not going to dwell upon because I know that for many, such talk bores them rigid.
So I’ll restrict my comments to saying only that a car’s speed around this particular track is an exceptional indicator of its all-around ability, The Green Hell tests power, grip, braking, aerodynamic stability and user-friendliness to the limit. Then consider this hatchback is only 7 seconds a lap slower around the Nurburgring than a brand new Porsche Cayman GT4.
Top speed limiter raised to 265 kph
It got that way by Volkswagen cranking up the Clubsport's turbocharged 2.0-litre 4-cylinder motor's outputs to 228 kW and 380 Nm, fiddling with the suspension (adaptive chassis control now has a Race mode in addition to the standard Normal, Comfort and Individual modes), fitting (road-legal) semi-slick tyres and modifying the bodywork to turn the considerable lift that the Golf experiences at top speed (the limiter is raised to 265 kph in the S) into appreciable downforce.
Aerodynamic addenda might be subtle, but the bodywork creates appreciable downforce at top speed.
Equipped with a 6-speed manual gearbox and sold exclusively as a 3-door (as opposed to the DSG-equipped 5-door Clubsport that was recently released on the local market), the S features unique 19-inch alloy wheels too. But the biggest difference is inside the Golf's cabin, however, were Volkswagen ripped out 30 kg worth of equipment
That includes the rear seat bench, which has been replaced by a rear strut brace (to aid the body's structural rigidity), the space-saving spare wheel has been replaced with a tyre mobility kit and the panoramic sunroof is not available.
Remarkably easy to drive
I drove the Clubsport S at the infamous track – as hard as I could – and was stunned not simply at how the speed of the thing defied entirely its modestly enhanced appearance, but just how easy it was to drive.
To extract maximum lap time from a car usually means making it stiff and edgy to minimise weight transfer and make it change direction quickly; but the Golf was endlessly forgiving, assiduous in its dedication to building your confidence and devastatingly fast. By any measure, it was profoundly impressive.
And yet it felt just a touch clinical. The way it interacted with me was enough to make me feel involved, but not quite entirely immersed in the experience. And Volkswagen would not let me drive it on the public road, which makes me suspicious about its real world ride and refinement.
The Clubsport S will be the first 3-door Golf to reach the South African market for many a year.
Summary
Just 400 Golf Clubsport S units will be built; that's 10 for every year that the Golf GTI has so far been in production. The track-focused Clubsport S feels as if it was conceived to set a benchmark, which it duly did at the Nurburgring, but that does not eliminate the fact that (in the UK) you can buy a Golf R that comes fully equipped with back seats, a brilliant four wheel drive system for less money.
It’s not quite as quick as the ClubSport, but it’s no less fun to drive and a sight easier to live with. Even in these days of the Ford Focus RS (R699 900) and Honda Civic Type R(R615 900), it remains my favourite hatchback.
And brilliant though the Clubsport S is in so many ways, it can do nothing to change that.
Watch the Clubsport S set a new (FWD) lap record at the Nurburgring:
The new Audi Q5 is destined to reach South Africa in the third quarter of 2017. It's the follow-up to Audi's best selling model and what the firm calls the world’s best-selling premium SUV, so expectations are high. Does it deliver? Our British correspondent, Mark Tisshaw, reports…
Audi simply has to get this new Q5 right. Of course, the launch of any new model is important, but when it’s one that has recent history as your global best seller and you’ve constructed a whole new factory in which to build it, the pressure is ramped up on you quicker than you can say "Dieselgate".
The second-generation mid-sized SUV’s vitals are quite easy to guess – new modular platform, lighter weight, more efficient engines, high-tech interior – but it’s the context of the car that intrigues most, and why we’ve flown halfway around the world to Mexico for an early drive of it before it enters full-scale production early next year.
Given that the Q5 is the kingpin in Audi's SUV line-up (from a global perspective), the newcomer's styling is "safe".
Mexico is where the Q5’s new factory has been built. This is the first time Audi will export a model globally from one of its plants outside of Europe. The facility is jolly big, at almost 4 km2, and is the most advanced Audi plant in the world, as well as being the one at the highest altitude… the significance of which I have no idea. We do know what all those workers will be building because we saw the new Q5 at the recent Paris Motor Show.
If not good-looking, plush on the inside
The new Q5 is built on the same MLB Evo platform as the larger Q7, a mixed-material structure that will be used across all big Audis from the A4 up. A looker it ain’t, on the outside at least, being all too generic and Germanic, but inside Audi has incorporated a combination of materials to offer something impressively luxurious and high-tech.
Given that the Q5 needs to repel rivals from Porsche, Jaguar and even Lexus, its interior quality is suitably top-notch.
The same is true of most new Audis these days, though, so here the significance of the car’s context comes in. The Q5 was launched in 2008 as a baby brother to the Q7 and went on to find more than 1.6 million homes in its 8 years on sale. Back then, Audi knew it was probably on to a winner as the SUV boom started – but just how successful the Q5 would become it didn’t predict.
That success was indeed to make the Q5 not only the firm’s best-selling model but also, Audi claims, the world’s best-selling premium SUV, coinciding with a time of a record-breaking sales boom for Audi.
Must follow up a bestseller
Replacing something successful, then, is no mean feat. You can’t get it wrong and kiss goodbye to sales, profits and growth at a time when rivals, including the new Jaguar F-Pace and Mercedes-Benz GLC, have never been stronger. The fact that Audi can’t afford to get it wrong probably explains those conservative looks. This isn’t a time to be alienating loyal buyers.
Compared with its predecessor, Audi's newcomer is exceptionally well-engineered, smooth-riding and refined.
The thing is, though, the old Q5 was a tricky car to get excited about. Sure, it was pleasant enough to drive and sit in, but it was all a bit, well, bland and anonymous. You probably see a good dozen Q5s a day without even realising it, and I had to spend a week driving one before coming to Mexico to remind me what it was like, because driving it first time round had left no lasting impression on me.
Wouldn’t it be lovely, then, if the new Q5 could not only be Audi’s most successful car, but also one of its best to drive?
Ah. Here’s the thing about the new Q5. It may be an exceptionally well-engineered, smooth-riding, refined and well-built car that’s lovely to sit in and probably to own, but it’s just not that much fun to drive. Porsche and Jaguar have shown with the Macan and F-Pace that cake can be had and eaten, too, with a sporty drive while still fulfilling all of the other SUV requirements. As competent as it is, it still feels like an opportunity missed.
If there is a criticism to the Q5, it is that its driving experience is, if comfortable and accomplished, not really involving.
But there remains much to admire and explore with the Q5, because it’s still an interesting thing, with a rather tantalising solution in the offing to its only real problem. It does have some standout features and, at times, it excelled on Mexican roads. Our route was some 200 miles in length, on a loop around the southern part of Baja California peninsula in Mexico – apparently the largest peninsula in the northern hemisphere.
Unmatched interior finish
We start near the town of Cabo San Lucas, where straight away we tucked into the Q5’s killer feature: its interior. The choice of materials, the sophistication of the technology and overall fit and finish are excellent and unmatched by any rival. We can see many people buying it for this alone.
From the Virtual Cockpit instrument panel to the crisp-looking infotainment system and trim quality, the Q5 exudes class.
Your eyes will be drawn first to the excellent 12.3-inch Virtual Cockpit colour screen, where the instrument binnacle once lived and which displays everything from the navigation screen to the speed. It’s very good in other Audis and the same applies here.
The MMI infotainment system, displayed on an 8.3-inch screen in the centre stack, is also as good as ever, ticking every type of usability and connectivity box you’d like, including Wi-Fi and Apple CarPlay and Android Auto smartphone mirroring functions. It’s also not one of those blasted touchscreens, being controlled by a superior rotary knob controller and a few shortcut buttons. Not only is the interior of a higher quality than before, but it’s also more spacious, with room for five adults and an increase in luggage capacity to 610 litres.
The initial engine line-up is headed up by a 3.0-litre turbodiesel, but the 2.0-litre derivatives should be more popular.
At the other end of our test car sits a 3.0-litre V6 turbodiesel engine with 210 kW, one of three launch engines for the Q5. Two 2.0-litre four-cylinder engines are also offered: a 186 kW turbopetrol and a 139 kW turbodiesel, both of which feature quattro four-wheel drive and automatic transmissions, of course.
Potent 3.0-litre V6 turbodiesel
This engine makes a positive impression as we head up the western shoreline of the Gulf of California. My word, it's smooth and refined – perhaps a good description of the car as a whole. There’s a wide spread of torque, with even the occasional sledgehammer delivery of it, such is the potency. You certainly won’t be wanting for any extra performance, and the 8-speed automatic gearbox works well with it and is unobtrusive.
The smooth carriageway along the shoreline, which crosses the Tropic of Cancer line at one point, also reveal one of the Q5’s other strong suits: its smooth, comfortable ride quality. The original Q5 was plagued from its launch with a dodgy ride, which was in part fixed for the facelifted version.
The Q5 benefits from sharing Audi's common large vehicle platform. It can comfortably seat adult passenger in the rear.
But Audi has got it spot on first time with the new Q5, at least with the optional air springs and adaptive dampers fitted to our test car. Not even the more extreme road surfaces later on the route seem to trouble it.
So far, so good. But as we turn inland and cut across the twisty roads of the peninsula towards the town of Todos Santos, the Q5’s mood killer rears its head. It turns in okay, it grips well, body control is well controlled and understeer is kept in check by the standard torque vectoring system, but you never come out of a corner with a smile on your face. Nor do you end up in a ditch even when taking corners at some speed, highlighting the fact that the chassis has plenty of slack in there.
Selecting Sport mode, one of seven available on the Audi Drive Select controller, lowers and stiffens the air springs and communicates through your bum a bit more of what is going on, as well as allowing the car to corner a touch flatter. But it’s still not involving and the lack of steering feel doesn’t help, either.
Optional air springs and adaptive dampers elevate the Q5's ride quality to a class-leading level.
Is the Q5 adept at off-roading?
Before reaching Todos Santos – home of the actual Hotel California –apparently, we sample one of the air suspension’s other tricks: rising 60 mm above its Sport mode setting to improve offroad performance.
Amazingly, it’s actually rather good. This is not an offroad course in the traditional sense with water hazards and huge inclines to descend; rather, it's a series of heavily rutted gravel and sand tracks, but still the sort that might raise questions over the ability of a car like the Q5 to conquer them.
It does so without fuss, accompanied by an Audi engineer’s insistence that, in the development stage, they had a Range Rover and a Mercedes G-Class along for some comparison and the Q5 could do what they could do in any kind of ‘real-world’ offroad situation in which an owner could realistically find themselves.
Mild off-road courses present little challenge to the Q5; its top-of-the-range suspension can raise/lower itself by 60 mm.
Impressive 2.0-litre turbodiesel derivative
After putting the windscreen washers to use exiting the tracks back towards another super-smooth highway, this time along the Pacific coast, to return to our starting point, we switch to a 2.0-litre turbopetrol version.
It’s a nice, flexible engine, with a good spread of torque and a better sound than the larger turbodiesel. It also makes the Q5 feel a touch more sprightly and agile, but without fundamentally altering the character of the car.
That last phrase – fundamentally altering the character of the car – is one I’m left pondering as we return to our starting point.
The 3-quarter aspect of the Q5 is probably its most generic look; like many SUVs, it looks best with large alloys.
Summary
For now, the new Q5 has pretty much everything going for it: it’s quiet, comfortable, lovely to sit in and unlikely to cost you too much to run. Anyone who buys one will do so for any or all of those reasons and not be disappointed with what is a very impressively engineered car. It's clear that the newcomer's target market are those that would traditionally consider mid-sized premium SUVs produced by Audi's traditional rivals (also of the German variety); its refinement is exemplary.
But Porsche showed with the old Q5 that altering its character could be done, in turning the Q5 into the Macan and making the best-handling SUV around in the process. We’re sure Porsche will do that again but, in the meantime, Audi is already quietly talking up the abilities of the SQ5 derivative, which could, like its predecessor, eventually make it to South Africa.
There’s talk of not only more power and some clever tech raided from the SQ7, but also new tuning for the suspension and steering, and a sports differential that will lead to “oversteer”, as one engineer put it. Crikey, that sounds like fun. What’s more, the Q5’s chassis is clearly a mighty fine thing just waiting to be tuned in a more involving way. Bring it on, Audi!
The rumours about Mercedes-Benz building a G-Class bakkie appear to be true — it’s been spotted testing in the snow.
Picture credit: S. Baldauf/SB Medien
The spy shots appear to suggest that the bakkie on the cards is a double cab G500 4×4. It also appears to ride on a longer wheelbase than the standard G-Class. The bakkie section is well hidden in the shots by a ‘tent canopy’ but it’s expected to look much like the rear of the 6×6 model Merc built in limited numbers.
The ride height looks to be raised quite substantially and requires a running board on the driver’s side (left) to ease access to the cockpit.
With the G63 6×6 proving to be a sought-after model, Mercedes-Benz seems intent on producing a more mainstream bakkie version of the G-Class. It could even be production ready in 2017.
At the summit of the BMW 1 Series range sits a hidden performance gem. It’s called the M140i and despite this unit's vivid orange paint job, it too lives in the shadow of its much-vaunted M2 sibling. We get to grips with the understated newcomer and make an interesting discovery…
2016 was a notable year for BMW when it came to product launches. A new 7 Series was launched locally and made enough impact to land a nomination for the First Class category for the Cars.co.za Cars Awards. It’s that good. For the performance fans, the BMW M4 GTS and BMW M2 were launched; both were highly anticipated and both fearsomely fast. However (almost under the radar), came a mild facelift to the BMW 1 Series range including this performance variant you see here. How does it stack up against other performance hatchbacks?
We like: Value for money thrills, raucous 6-cylinder soundtrack, smooth power delivery
We don’t like: Ride could be firm without optional adaptive M suspension, not as pretty as its M240i coupe sibling
Alternatives:
Want a real M car? While the BMW M2 is a coupe and this M140i a hatchback, the inter-related engines and similar performance mean comparisons are inevitable. Consider that the price of the BMW M2 is knocking on the door of a million Rand, as opposed to the under-R700k M140i. The M2 is an exclusive machine, however, and in another class dynamically. Perhaps the svelte M240i coupe (which was approximately R20k more expensive than the 5-door at the time of this review) is a better rival…
All-wheel drive option A: The Mercedes-AMG A45 has been a hit for the brand. It may be down 2 cylinders and 1 litre in displacement, but it packs a considerable punch. It has more power, but less torque, than the M140i and will outsprint it, but the BMW is arguably more comfortable to live with and more involving to drive.
All-wheel drive option B: On paper, the Ford Focus RS promises much and its outputs suggest it’s a performance match for the BMW. However, the RS is a hardcore driving enthusiast's car and its cabin certainly doesn’t feel better assembled than the BMW’s. It’s also a bit more expensive than the M140i, and it feels a bit more exclusive.
There's little to distinguish the M140i from its 1 Series siblings, but for those eye-catching M wheels and blue brake callipers.
How does it fare in terms of…
Performance?
While the rest of the performance hatchback segment has downsized to turbocharged 4-cylinder motors, BMW proudly bucks the trend by offering the M140i a wholesome 6-cylinder unit. The new B58 engine is the successor to the N55, which was BMW's second-generation forced-induction 6-cylinder engine and was utilised in many of the Bavarian marque's products. This new unit has fractionally larger displacement (2 998 cm3 as opposed to 2979 cm3), a bigger turbocharger and other small changes. The outputs? A nice, round and substantial 250 kW and 500 Nm of torque. These numbers are staggering. The BMW E46 M3 from 2001 had 252 kW and 365 Nm, yet this M140i (not even a fully-fledged M car) trounces it.
BMW claims the M140i will hit 100 kph from standstill in 4.6 seconds, but traction will be an issue because at full throttle the rear tyres can scrabble for grip (unless the stability control can prevent it, which it does in other circumstances). Be circumspect with the throttle to get the M140i off the line, and then open the taps for maximum effect. The constant stream of 500 Nm is fully available from 1 520 to 4 500 r/min, which is, as a matter of fact, an elbow to the ribs of the BMW M2, which can only muster 465 Nm (500 Nm is available for short bursts on overboost). That leads us to believe that the M140i will run an M2 close in a mid-range acceleration test, not that we're likely to get a chance to test the theory…
How does this all translate to the on-the-road experience? At start-up, you’re greeted with that BMW trademark 6-pot rumble, which provides a welcome hint of what this vehicle is capable of. There are various driving modes (Comfort, Sport, Sport Plus, Eco), which alter the power delivery and responsiveness. Pottering 'round town during the school run or in between meetings? Comfort or Eco neuters the performance aspect to the car, and makes it feel like a responsible premium hatchback. If there a pesky Golf GTI spoiling for a dice, Sport mode will help make him disappear in your 'mirror. Note that Sport Plus loosens the safety shackles for some tail out sideways action, but will catch you before slides become terminal.
The cosmetic updates to the 1 Series interior are subtle, but the shift paddle-adorned sports steering wheel is a delight.
The star of this show is the sheer tractability of the engine. Yes, you have the benefit of an 8-speed ‘box to keep the engine in boost, but there’s no need to frantically bang down the cogs as the turbo starts pulling from the early teens (rpm). Overtaking? Effortless. It’s addictive, the overtaking potential of this motor will even please fans of old-school burly V8s.
Of course, the fun really begins when you point the Bimmer at a sequence of tight, winding bends. Whereas many members of the all-wheel-driven performance car brigade have a tendency to convert high speed into understeer when powering through corners, the BMW M140i does the opposite. Those who are talented enough will be able to coax some sideways action from the M140i, but even those who just enjoy the under-appreciated art of driving will relish what this car is capable of. It feels purer to drive than many of its competitors and less complicated by fancy electronics and differentials. Let us put it this way: it's more like you're making the car go fast rather than leaning on all its systems to usher you around the bends.
Features?
Sure, while this BMW M140i is a delight to drive, it’s reassuring to know that it benefits from the latest advancements in technology and communication. Standard specification is fair, and there are some interesting options to choose from. The centrally-located infotainment screen now features visuals that look similar to the first-class-segment display in the 7 Series, but the intuitive menu system of the pre-facelift 1 Series has been retained. BMW calls this new system iDrive 5.0, which shows just how far the firm's proprietary user interface has come.
The sumptuous infotainment graphics of the 7 Series seems to have filtered down to the "humble" 1 Series!
Our test unit came with the 8-speed automatic with paddle shifters located behind the steering wheel. A manual gearbox is available, but we’d bet that out of every 10 units sold, 9 would be autos. We’d recommend you tick the boxes marked Navigation System Professional, Harman/Kardon audio, Park Distance Control, and most importantly, Adaptive M Suspension, because, by virtue of the M140i's low-profile tyres and sporty damping, the ride can become a trifle choppy on uneven surfaces and the latter feature compensates for that to a degree.
Practicality and Comfort?
The BMW M140i is competent in the practicality and comfort departments. It’s a five-door hatchback with a generous boot (one of the biggest in class, as a matter of fact). The rear seats fold in a 60:40 split, which increases the loading capacity from 360- to 1 200 litres, which is useful for those carting larger than usual items. The front two seats are comfortable and trimmed in leather. There is enough seating for five, but it’ll be a squeeze to accommodate 3 occupants in the back. Rear legroom is okay, but taller folk won’t be comfortable.
BMW M140i Price in South Africa
You can get behind the wheel of a BMW M140i from R652 802. The price includes a 2-year/unlimited kilometre warranty and a 5-year/100 000 kilometre maintenance plan. Services are determined by the onboard computer.
The M140i seems expensive for a premium compact hatchback, but not compared with top-end performance rivals.
Verdict
There are numerous choices available in the performance hatchback segment, which is reserved for cars that are in a different league (performance- and price-wise) to hot hatchbacks. While the M140i is not as race track-ready as a Honda Civic Type R (at least it does not feel that way) or as adept at executing point-to-point sprints in variable conditions as the Golf R, for example, the BMW M140i makes an interesting case for itself. Bear in mind that if you do want that ultimate driving tool, the M2 is where you should be headed – if you can afford it.
Overall, the BMW M140i is a great all-round offering as it brings readily accessible performance to the table, entertaining dynamics, yet offers comfort and "premiumness" associated with the BMW brand. Not everyone wants to thrash their cars on racetracks and to be blunt, cars such as these are mostly driven to work and back, where their talents are largely wasted. The BMW M140i will do the daily drive effortlessly. It’s brisk, it’s comfortable and knowing that you could enjoy "one of the best drives of your life" on a mountain road is reassuring.
Compared with the flashier offerings on the market, the M140i feels like a grown-up, mature and sensible choice. It’d be hard to justify the purchase of a winged-warrior Civic Type R or electric blue Focus RS to your (probably non-petrolheaded) partner or spouse, but this? Well, it should be a bit easier, because the BMW largely flies under the radar and delivers thrills when it counts most. The M240i coupe might hold the edge in terms of looks, but the M140i offers more practicality… and would constitutea R120k saving over a Mercedes-AMG A45.
New Car Technologies Showcase: More integration, personalisation
CES 2017 marked the show’s 50th anniversary, and while the automotive industry has been increasing its presence at the show over the years, this year, at least 9 of the somewhat largest car manufacturers chose to share their roadmap for the future.
CES is the largest consumer electronics tradeshow that takes place in Las Vegas in early January each year. It’s where technology companies showcase new products, some of which are ready to ship, and some are working prototypes; but a large amount never make it to production. The show sets the tone for the year ahead and gives consumers an idea of what to expect in the technology space.
In no particular order, here are the biggest car-tech announcements from CES 2017…
Hyundai Google Home integration
Hyundai has announced Google Home integration on its Blue Link service that allows drivers to control certain functionality of their vehicles remotely through supported smartphones and smartwatches. Blue Link is Hyundai’s connected car solution that requires a subscription for access to all features, which makes up a combination of safety, remote functionality, car care and infotainment. Google Home is a voice-activated speaker powered by Google Assistant that plays music, answers web queries, set alarms, retrieve flight info, turn your lights on and off, etc, triggered by “Ok, Google”.
The integration of controlling a car through a digital home assistant is new; and if you’re worried about security, you will be prompted for a PIN code. Asking your speaker to turn on your car’s engine and air conditioner while finishing up a cup of coffee, or finding a restaurant and sending the directions straight to your vehicle? Yes, please!
Ford is bringing Alexa to SYNC 3
Ford was busy at CES this year. It announced a rollout of seven electric and hybrid vehicles within the next five years; unveiled a self-driving hybrid Fusion expected to go into production by 2021; and said it's bringing Alexa into all vehicles through SYNC 3. Ford is the first car manufacturer to pair the Amazon Echo with its vehicles. Similar to rival Google Home and Hyundai, users can also control their cars through their Echo, but Alexa will also work inside Ford vehicles.
You can ask her to switch to your favourite playlist, read the news, play audio books, add items to your Amazon cart; and as you approach home, ask her to open the garage doors or turn on your home lights, and so much more. The two-phase rollout is expected to take place later this month in supported countries. Other announcements by Ford include turning SYNC-supported vehicles into WiFi hotspots and pairing the Samsung Gear S2 and S3 smartwatch to assist with parking, alerts and reminders.
BMW HoloActive Touch System
Remember BMW’s gesture controls introduced on the 7 Series last year in South Africa? The German automaker revealed a futuristic HoloActive Touch display system concept making use of gesture controls once again. On its YouTube channel, BMW said it uses technology similar to its head-up display, combined with a gesture camera, to create a new interior layout on the dashboard between the driver and vehicle, sort of like a virtual touchscreen.
A full-colour display is then created through reflections on the inside of the vehicle, rather than being projected onto the windscreen, said the BMW blog. The gesture camera picks up fingertip movement and positioning, and when an item is selected, the user will feel a pulse to know it registered. The concept is part of BMW’s I Inside Future study, which is meant to work seamlessly with autonomous vehicles. BMW also announced it will bring Microsoft’s AI Cortana into its automated vehicles.
Toyota Concept-i
And now for something completely different. Toyota’s Concept-i car is an advanced AI that learns human behaviour over time to build a relationship with its owner. Toyota says it can measure emotional responses to places you drive, so if you’re stressed while sitting in traffic, you will get a seat massage. The car’s virtual assistant Yui can do everything on the vehicle, all you have to do is ask. Yui will also know when you’re tired and take over driving. Hmm, too futuristic, or too creepy?
Faraday Future FF91
Faraday Future threw a lavish launch party at CES for its FF91 electric car – designed and built in two years, despite the bad press it received leading up to the unveiling. Reports of executives leaving, suppliers suing and being in a huge financial mess, the company managed to convince some 64 000-odd buyers to lay down a $5 000 deposit, none of whom physically saw the vehicle. The 738 kW electric car has a range of about 608 km and can go from 0 to 100 kph in 2.39 seconds!. The vehicle is packed with cameras, displays, multiple modems, two WiFi hotspots, reclining and massaging seats, and facial recognition technology that includes mood detection with a corresponding experience to match.
Oh, did we mention it failed an auto-park demo on stage, and no word on pricing? Production is set for 2018. We’re not holding our breath.
Autonomous vehicles
Meanwhile, Nissan has come up with a system called Seamless Autonomous Mobility (SAM), that combines NASA’s existing technology to remotely take control of a self-driving car in a dangerous situation. SAM will use in-car AI with NASA’s Visual Environment for Remote Virtual Exploration (used on the Mars Rover), in a bid to move Nissan towards a zero-emission, zero-fatality future, said CEO Carlos Ghosn.
Audi and Nvidia announced they are working on an autonomous vehicle that will hit the roads by 2020. Scott Keough, head of Audi America said a prototype based on the Q7 has been ‘driving itself around’ in Las Vegas. The car will be “level 4” capable, meaning it would require no human supervision. Well, 2020 doesn’t seem that far off, now does it?
Electric mobility
Honda revealed a concept electric vehicle called NeuV, aimed at the ride-sharing community, which looks similar to the Google Car. It features an AI with an “emotion engine” called Hana. She reminds you when to recharge, talks to you, offers facial recognition and heart-rate monitoring, amongst other things. While it can navigate the road, it is not fully autonomous.
Get a load of this. Fiat Chrysler said its electric concept minivan called Portal is specifically aimed at millennials, who they’ve been studying for ‘more than 20 years using ethnographic research’, and the reason why the minivan had to have upgradeable technology and autonomous capabilities. Okay then. A 100 kWh battery pack offers a range of more than 400 km, while a 20-minute charge yields up to 240 km. The side mirrors are actually cameras providing a 360-degree view and the car is classified as “level 3” capable, meaning it still requires human oversight.
Mercedes-Benz unveiled an all-electric concept SUV called EQ, expected in 2019. A large 24-inch display (with touch controls on the steering wheel) will provide speed, range, navigation, and driving data. With a range of just under 500 km, it won’t offer a lot of autonomous features. When you’re low on battery, the display will direct you to the nearest charging station. Hmm, worth a follow.
Coming soon: Cars.co.za Consumer Awards powered by Wesbank
The countdown to the announcement of the winners of the Cars.co.za Consumer Awards winners – powered by WesBank, has begun. Here are the 39 finalists (3 in each of the 13 respective categories) that stand a chance of winning trophies in Johannesburg on January 19 2017.
The finalists were selected from a group of 65 cars that the seven members of the Cars.co.za editorial team agreed were the best derivatives available in the South African new vehicle market on 1 September 2016.
To reduce the selection of vehicles per category from 5 to 3, the same team ranked the contenders against predetermined pillars of success in each category. No fewer than 18 brands are represented in the list of finalists and 27 of the final 39 vehicles are produced by German and Japanese marques. The BMW Group, Mercedes-Benz and Volkswagen lead the nominations with 5 derivatives apiece, while Toyota South Africa Motors and Jaguar Land Rover SA have 4 each.
The 3rd phase of the Cars.co.za Consumer Awards – powered by WesBank took place in early November 2016 when a combined judging panel (the Cars.co.za test team and seven guest judges) evaluated the finalists back-to-back during a 2-day testing session at Gerotek.
Survey results critical to final outcome
However, the findings of the 14 judges will only count for half of the finalists’ total scores – the remaining 50% will be based on rankings that the respective vehicles’ brands achieved in the Cars.co.za Ownership Satisfaction Survey, in partnership with leading data specialists Lightstone Consumer. The data incorporates feedback from tens of thousands of vehicle owners, based on their experiences of their vehicles (must be less than 5 years old and serviced through franchised outlets).
"We are confident that we have very strong candidates in each category, though they're not always strong for the same reasons. It will be fascinating to see how the judges – our own and the external panel – vote, and what impact the Cars.co.za Ownership Satisfaction Survey's data will have," says Cars.co.za Consumer Experience Manager Hannes Oosthuizen.
"The scene is set for a very interesting final test routine and judging," he adds. “We urge all South African car owners to complete the survey. We want real, credible input, and the only way to do that is for the public to give us their views on the cars they know best – the ones they own.”
Members of the public can follow developments of the Cars.co.za Consumer Awards – powered by WesBank (such as the respective phases of the judging process) on Cars.co.za’s channels. Related content will feature the #CarsAwards hashtag.
