BMW / 1 Series / 120i 5-dr hatch

Overview

WITH the profusion of unexpected styling bumps and creases, the long bonnet and the almost too-big wheels, the new 1 Series is unmistakably a BMW.

And that’s important, because while the 1 Series looks unlike any other small hatchback, there are dissimilarities in the way it drives, and swallows passengers and luggage, as well.

The front-engine, rear-drive configuration relegates space efficiency second to handling balance in the list of important design criteria.

The 120i’s 2.0-litre, 110kW engine does a brave job, although even this version of the 1 Series is far from being a hot hatch.

Rather, it’s a distinctive, compact conveyance for two people, and occasionally four, who need to be on friendly terms and are not inclined to carry a lot of paraphernalia.

The BMW badge is an entrée to genuine driving pleasure.

Model release dates: November 2004 - February 2007

Future Models - BMW 2008 1 Series

First look: BMW's compact coupe is the One

Flying the coupe: We'll get only the 135i version of the 1 Series Coupe.

BMW lifts the lid on its 1 Series Coupe, complete with twin-turbo petrol six

BMW has fulfilled the promise of its 2002 Geneva motor show concept, the CS1, by unveiling of its E82 1 Series Coupe.

One of the worst kept secrets in recent automotive history, the three-box version of the BMW’s rear-wheel drive compact will be spearheaded by the high-performance 135i model.

It will arrive on our shores in the first quarter of 2008, in time for a Melbourne International Motor Show debut in March.

Expect prices to hover in the $85,000 to $90,000 mark.

With styling reminiscent of the CS1 Concept, the E89 1 Series Convertible – complete with two doors, 2+2 seating and an electrically folding fabric roof – is also slated for a release sometime next year.

European punters will get a chance to see the 1 Series Coupe in the metal come September’s Frankfurt motor show.

Using the E87 1 Series hatchback platform as a base, the Coupe benefits from 50:50 front-to-rear weight distribution, is 133mm longer at 4360mm and just 1mm wider at 1934mm.

Powered by the same 2979cc 3.0-litre twin turbo-charged direct-injection in-line six-cylinder engine found in the E90/2/3 335i range, the 135i Coupe delivers 225kW of power at 5800rpm and 400Nm of torque between 1300 and 5000rpm.

BMW says it sprints to 100km/h from standstill in 5.3 seconds, pollutes the atmosphere at a rate of 220g/km of carbon-dioxide emissions, and can deliver 9.2L/100km.

Six-speed gearboxes in ZF automatic and regular manual modes will probably serve most of the 1 Series Coupe range, although a seven-speed dual-clutch DSG-style transmission is also believed to be very close to completion, for use on higher-end cars such as the 135i.

The Coupe is also expected to receive at least some of the E87 hatchback models’ more powerful petrol-powered engines in the next year or so.

This means that we can expect 1 Series Coupe variants in 115kW/200Nm 2.0-litre four-cylinder 120i and 195kW/315Nm 3.0-litre in-line six-cylinder 130i guises, while a 140kW/230Nm 123i and 160kW/250Nm 125i Coupe – both using a 2.5-litre in-line six – may also be in the pipeline.

However, Australians will miss out on the 2.0-litre turbo-diesel pair of 1 Series Coupes that have already been announced for Europe.

The series’ entry level 120d Coupe produces 15kW/340Nm, hits the standing 100km/h time in 7.6 seconds, emits 128g/km of CO2 waste and returns around 4.8L/100km.

Meanwhile, the 152kW/400Nm version of the same engine, bolstered by twin turbo-chargers, is a production-vehicle first. It takes just 7.0 seconds to reach 100km/h, spews out 138g/km of CO2 and has achieved 5.2L/100km, according to BMW’s figures.

Both employ BMW’s ‘EfficientDynamics’ technology that includes Auto Start-Stop, Brake Energy Regeneration, third-generation common-rail fuel injection, a diesel particulate filter, active aerodynamics, electric power steering and low rolling resistance tyres.

Do not expect to see the diesel duo here any time soon either.

"We don’t believe (the market) is ready for a diesel coupe," says BMW spokesman Toni Andreevski.

The E87 120d hatchback and E90 320d four-door sedan fulfils the diesel role in the compact sedan class for BMW Australia for now.

However, the 123d engine may find its way into sportier versions of the 1 Series hatchback and 3 Series sedan models.

Underpinning the Coupe is an aluminium double-joint tie-bar front axle and a five-arm rear axle made from lightweight steel, while driver aids run to stability and traction controls, and the availability in some markets of BMW’s controversial Active Steering system.

Wearing an M bodykit, the 135i Coupe appears more aggressive in stance than the regular 1 Series Coupe. Among the add-on is a larger front air-intake and large alloy wheels.

Visually, the BMW-trademark long-bonnet/short overhang/cab-backward school of design are present, as is the kink in the C-pillar window line.

Frameless doors, an integrated rear spoiler sitting between L-shaped tail-lights and a pronounced ribbed shoulder line are among the Coupe’s signature stylistic flourishes.

The nose is very similar to the hatchback’s, which recently underwent a Series II facelift incorporating a larger grille, new headlights and restyled bumpers, while the dashboard appears to be a straight hatch carryover.

Some observers are referring to this car as the spiritual replacement for the BMW 2002 range sold in Australia from 1968 to early 1976.

But that vehicle was a full five-seater European family car (albeit with just two doors), while the 1 Series Coupe is a 2+2 seater, meaning that the twin rear seats are moulded as kids-only or very limited adult use.

A split/fold rear squab will enhance the amount of space that the 370-litre boot compartment offers – which is 20 litres up on the hatch.

Reflecting its flagship status (until the rumoured M version – M1? – is announced), the 135i Coupe will include M-spec sports suspension, a high-performance braking package, as well as six airbags, the aforementioned array of driver aids, and the option of bi-Xenon headlights with integrated turning lights.

So why does the 1 Series Coupe exist?

It is primarily aimed – along with the E88 Convertible – at the US market, where the more traditionally styled coupes and sedans fly high and premium hatchbacks flounder.

In fact, for the moment at least, BMW USA does not even offer the E87 1 Series hatch.

Audi A3 (Mk1 A3 Cabriolet )

Make: Audi
Model: Mk1 A3 Cabriolet

Jul / 2008Release date:

Current model

 

AUDI released the A3 Cabriolet in July 2008.

Based on the second-generation Audi A3 unveiled in 2003, it is a two-door front-wheel drive four-seater employing the basic MacPherson strut front and four-link independent rear suspension that forms the backbone of the VW Golf V understructure.

Audi has elected to eject the fashionable folding hardtop for more traditional folding fabric sheathing a movable metal frame, in the interests of lightness, maximised boot space and overall simplicity.

It employs a new ‘Z-fold’ design, whereby the soft top concertinas into a compact space.

Two roof-powering mechanisms are being offered. The basic system is a powered semi-automatic that requires the car’s occupants to latch and unlatch it, or there is an optional ‘Acoustic Top’ option that also includes two instead of three layers for better soundproofing and thermal insulation, there is a full-automatic roof with an electric ‘latching’ motor.

Audi says the A3 Cabrio has class-leading luggage space, aided by a standard split-fold rear seat, which provides a capacity of between 260 and 674 litres whether the soft-top hood is open or closed.

Meanwhile, over at the front of the car, lives a turbo-charged twin-cam 16-valve variable-valve direct-injection four-cylinder petrol engine in either 1.8- or 2.0-litre capacities.

The former is the lightweight 1798cc unit delivering 118kW of power between 5000 and 6200rpm and 250Nm of torque from 1500 to 4200rpm.

Audi’s famous DSG six-speed twin-clutch transmission (known as S-Tronic) is the only gearbox on offer with this engine, but the larger, 1984cc 2.0-litre unit is available with both S-Tronic and a six-speed manual shifter. Its power and torque outputs are 147kW at 5100 to 6000rpm and 280Nm between 1800 and 5000rpm respectively.

Both engines return 7.6L/100km, while the 1.8’s 180 grams per kilometre of carbon dioxide emissions is just 1g less than the 2.0 S Tronic and 2g better than the 2.0 manual.

There is a high amount of re-engineering necessary to maintain strength, rigidity and safety levels.

To this end, 54 percent of the Cabrio’s body is composed of high-strength and ultra-high strength steels, integrated as reinforcing in the A-pillars, side sills, floor, doors and rear wall.

The obvious choice?

Summary Rating:
Styling (75%) Accessories (78%) Space and Access(86%) Comfort (80%)	Performance (80%) Driving Dynamics(82%) Safety (80%) General Appreciation(80%)

It slipped…The Prius is another staple household name that Toyota has successfully imprinted on North America’s (read: the world’s) psyche. The moment the name is heard hybrid comes to mind, much like a tissue is a Kleenex, and an icebox a Fridge. 

The Toyota Prius is the benchmark dedicated hybrid vehicle or at least, it was. The advent of full EVs, numerous hybrid cars from other manufacturers, and variations on both themes have left the almighty Prius somewhat squeamish. 

As a whole, the 2013 Toyota Prius Plug-In Hybrid is quite good at what it does. Its drive, roomy cabin, and quick charging time all work heavily in its favour. However, in a time and place where design and appeal weigh heavily on consumer’s minds, the Prius slips behind a number of its latest competitors. 

What is a Toyota Prius Plug-In Hybrid?
The Prius was Toyota’s first foray into the then unknown and untested waters of the world of hybrid technology. It became an overnight success and solidified Japan’s No. 1 carmaker’s dedication to the hybrid powertrain. 

The 2013 Toyota Prius Plug-In Hybrid is currently the ultimate iteration of this popular car. How popular? Nearly 3 million Prii have been sold worldwide to date. 
The present third-generation Prius arrived for the 2010 model year and was joined by the Prius c and Prius v in the last 2 years. 

The Prius was Toyota’s first foray into the then unknown and untested waters of the world of hybrid technology. (Photo: Toyota)

Technicalities
The 2013 Prius Plug-In Hybrid is motivated by an Atkinson Cycle 1.8 L 4-Cylinder engine coupled to Toyota’s Hybrid Synergy Drive (HSD). The latter consists of an electric motor mated to a CVT ‘box and an advanced Lithium-ion battery.

The combined output from the system is 134 hp. Standard features include electric power steering, a 3-hour full-charge time and a 22 km full-electric range. 

The base 2013 Toyota Prius Plug-In Hybrid has a sticker price of $35,700. The Technology package adds $5,235. 

The 2013 Prius Plug-In Hybrid is motivated by an Atkinson Cycle 1.8 L 4-Cylinder engine coupled to Toyota’s Hybrid Synergy Drive (HSD). (Photo: Toyota)

Driving the Toyota Prius Plug-In Hybrid
As with every other hybrid, Plug-In or not, careful and precise modulation of the throttle is in order to maximize the use of the battery’s charge. This action also plays an important role on range. 

With a strong charge, the 2013 Toyota Prius Plug-In Hybrid will travel to roughly 100 km/h on electric power alone. The Prius prefers being utilized as an urban mode of transportation as this is where battery life is fully optimized thanks in part to regenerative braking. Maintaining highway speeds for even a short time will quickly deplete any remaining charge. 

The Prius Plug-In Hybrid drives efficiently and seamlessly. Between sources of forward momentum, little to no lag or hesitation is present. Then again, Toyota’s had 15 years to get it right. 

The 2013 Toyota Prius Plug-In Hybrid features three drive modes (EV, ECO, Power). The EV mode is automatically engaged when the battery is fully charged. It can be defeated through throttle pressure or the use of the console buttons. I found Power to be best for highway merging and passing; it is, however, battery murder. 

I was able to briefly drive a 2013 Ford Fusion Energi and immediately noted an important difference in throttle response; the Fusion reacted (in full EV mode) more like a regular gas-powered car whereas the Prius’ powertrain is far more apathetic and resistant. 

Proof that the 2013 Toyota Prius Plug-In Hybrid is destined for urbanity is its very short turning radius, along with an especially soft ride. 

The 2013 Toyota Prius Plug-In Hybrid features three drive modes (EV, ECO, Power). (Photo: Toyota)

Inside and out of the Toyota Prius Plug-In Hybrid
The 2013 Toyota Prius Plug-In Hybrid’s styling is not likely to change drastically any time soon. The wedge shape (trendy these days) practically owes its status to this car. 

The cabin is a hit-and-miss affair. The most unfortunate is the top and centrally mounted digital display that would look more at home in a mid-‘80s Subaru. The information on hand is certainly pertinent, but its presentation is not. 

The rest of the dashboard is fine with plenty of buttons for those who love to fiddle around. I’m no fan of the textured plastics as they look as bad as they feel. The console’s waterfall shape allocates a large storage spot below it. The cabin is spacious and five adults can be seated is 

The cabin is a hit-and-miss affair. The dashboard is fine with plenty of buttons for those who love to fiddle around. I’m no fan of the textured plastics as they look as bad as they feel. (Photo: Toyota)

Comparing the Toyota Prius Plug-In Hybrid
The 2013 Toyota Prius Plug-In Hybrid is a compelling piece of modern technology; however, the car’s attractiveness has lessened. Thankfully, it has a name, but beyond that it’s not as great as it should be. 

The 2013 Ford Fusion Energi takes it to the cleaners on nearly every level. As time progresses, PHEV cars will multiply and likely outdo the Prius. I’m not concerned, as I’m certain the next Prius will reset the bar.