SA Road Tests

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This is the home of automobile road tests in South Africa. I drive South African cars, SUVs and LCVs under real-world South African conditions. Many of the vehicles driven are world cars as well, so what you read here possibly applies to the models you get where you live.

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Nostalgia biting: 2020 BMW 320i, G20, M-Sport

Just tick boxes

Pics by BMW-presse
Posted: July 28, 2020

The numbers
Base price: R698 492, M Sport version R743 892
Engine: 1998 cc, DOHC, 16-valve, inline four, twin turbo
Power: 135 kW between 5000 and 6500 rpm
Torque: 300 Nm between 1350 and 4000 rpm
Zero to 100 km/h: 7.1 seconds
Top speed: 235 km/h
Real life fuel consumption: About 7.8 l/100 km
Tank: 59 litres
Luggage: 480 litres
Ground clearance: Base car 136 mm, M Sport 126 mm
Turning circle: 11.4 metres
Tyre sizes: Base car 225/50R17, M Sport 255/40R18
Puncture: Pump kit, but spare tyre available free
Warranty: Two years, unlimited km
Motorplan: Five years / 100 000 km

I once was owned by a BMW 320i: It was small, neat, had two doors, was powered by a 1990cc inline six that whirred like a turbine and shifted gears the proper way; with a five-speed manual box. It made the world’s sweetest music between 5500 revs and the cut-out at 6400.

That little car owned me, heart and soul, from Day One. The eventual parting was painful and occurred too soon; a failed business venture forced what estate agents gently call a “distressed sale.” I’d rather not talk about it.

Moving on: I have driven at least 27 road test Bimmers since then, but this is only my second encounter with a 320i.

The new one is a 1998cc, twin-scroll turbocharged, four-cylinder that puts out 47 percent more power and 76.5 percent more torque. It snarls and hauls ass like a carthorse with Komodo Dragon pepper seeds up its butt. But it doesn’t make the same music. Progress, I guess.

Its eight gears shift automatically; the only choice being whether you want “plain” Steptronic without paddles or Sport Steptronic with. And lower gearing in the first three ratios. And launch control. Naturally.  But there’s manual override for when nostalgia begins to bite.

This new 3 Series sedan is 76 millimetres longer than its F30 predecessor (4 709 mm), 16 millimetres wider (1 827 mm) and 1 mm taller (1 442 millimetres). The car’s 41-millimetre longer wheelbase (2 851 mm) and increased track widths (front: +43mm, rear: +21mm), meanwhile, have a direct influence on poise and agility.

That, of course, isn’t all: There’s less weight, a lower centre of gravity, 50:50 mass distribution, more camber on the front wheels, stiffer suspension mountings and body structure, and a 20 percent increase in spring rates.

Then, if your accountant  is kind, he or she may concede the M-Sport pack at R45 400. This provides special seats, M Sport suspension with more-rigid bearings, additional body struts, firmer springs and anti-roll bars, yet more camber and a 20 percent increase in damping rates. The steering is quicker too. Then the whole lot is lowered by 10 mm. Of course.

Eighteen-inch alloy wheels replace the original 17-inch items and a whole lot of appearance kit is thrown in too; including little M badges on body and wheels. But you know, deep inside, that the real thing costs R342 600 more, don’t you? Maybe the guys at the golf club won’t look too closely.

There was some other stuff as well, the kind that most manufacturers throw in as standard; like reversing camera and radar at R16 000, antidazzle mirrors at R4 600, Apple CarPlay preparation at R4 300 and electrical seat adjustment for R13 100. But if it’s tax deductible, why not get it?

The car was amazing to drive, though. Despite all that stiffened suspension and firmer damping, it handled city hazards gracefully; speed humps, rough and missing macadam, rumble strips, the lot.

The snarling and ass-hauling, especially in stick mode, along winding country roads was just like days of old. Driving new cars almost every week, most of them either all-wheel drive or front-wheelers, makes you forget just how much fun gently coaxing a good rear-wheel drive car’s ass-end through tight bends can be. There’s no need to drive idiotically, or even low-key antisocially; a gentle leaning on the go-pedal, with a slight locking of elbows, is all that’s needed.

The added length and width pays off in noticeably more passenger space, with those in the back seat well cared for. Head, knee and foot room for taller riders was ample although a high centre tunnel means there’s essentially only space for two back there, despite the third belt and head restraint. A pair of USB plugs and a 12-volt socket look after gadgets, a second courtesy lamp provides after-dark illumination for strapping in die Kleinen, while a pair of pockets and bottle bins handle storage.

Upfront, electronics are still controlled by a selection of buttons and a rotary controller, so all should be familiar to those who buy BMWs regularly.
 
This is an excellent car; lots of power, superb handling, plenty of space for people and luggage and all the safety kit you can shake a stick at. And if you want yet more, just tick boxes.

But it couldn’t own my soul or capture my heart.

Test unit from BMWSA press fleet


What We Do

This is a one-man show, which means that every car reviewed is given my personal evaluation and receives my own seat of the pants judgement - no second hand input here.

Every test car goes through real world driving; on city streets littered with potholes, speed bumps and rumble strips, on freeways and if its profile demands, dirt roads or goat tracks as well. As a result, my test cars do occasionally get dirty. It's all part of the reviewing process.

I do my best to include relevant information like real life fuel economy or a close mathematical calculation, boot size or luggage space, whether the space is both usable and accessible, whether life-sized people can use the back seat (where that applies), basic specs of the vehicle and performance figures if they are published. In the case of clearly identified launch reports, fuel figures are of necessity the laboratory numbers provided with the release material.

If ever I place an article that doesn't cover most things, it's probably because I have dealt with a very similar vehicle already, so you will be able to find what you want in another report under the same manufacturer's heading in the menu on the left.

Hope you like what you see, because there are no commercial interests at work here. There are no advertisers and no “editorial policy” rules. I add bylines to acknowledge sponsored launch functions and the manufacturers or dealerships that provide the test vehicles.  And, as quite a few readers have found, I answer every serious enquiry from my home email address, with my phone numbers attached, so you can see I do actually exist.

Comments or questions?
Want to ask a question, comment or just tell me you completely disagree with what I say? If you want advice or have a genuine concern, I will be happy to hear from you. All I ask is that you write something in the subject line so I know which vehicle you're talking about.