By Carsales staff

Hyundai has promised the sequel to its blockbuster Kona small SUV will be more dramatic than the original with a storyline that focuses harder on saving the planet.

The bold, new 2023 Hyundai Kona will be offered with a choice of internal combustion, electric and (for the first time) hybrid powertrains.

The standard petrol models (including sporty N Line versions) are due to arrive in Australia first by the middle of the year followed by the Hybrid and Electric variants around November.

The second-generation Kona brandishes a striking new visual identity epitomised by the brand’s ‘seamless horizon’ headlights and taillights that comprise striking full-width LED light bars.

Physically larger and better equipped than before, the new-generation small SUV is almost certainly set to be more expensive than the current model, which is priced between $26,900 and $64,000, plus on-road costs – the latter for the extended range Kona EV Highlander.

The entry-level Kona variants will continue with the same 2.0-litre petrol engine (110kW/180Nm) as the current model while sporty N Line models are powered by a 1.6-litre turbo-petrol four (146kW/265Nm). Both engines are said to receive a series of ‘mild tweaks’ to improve drivability.

The all-new Hybrid models feature a “specially calibrated” version of the 1.6-litre petrol engine paired with an electric motor to deliver a combined output of 104kW of power and up to 265Nm of torque.

More details of the updated Kona Electric’s battery and electric motor will be revealed next month (March), although it is expected to share vital statistics with the Kia Niro EV which uses the same fundamental underpinnings and pumps out 150kW and 375Nm with a driving range of around 460km.

As a signpost to the intersection of electric mobility, the Korean car maker claims it started with the exterior design of the Kona Electric and worked backwards through the hybrid and petrol models when evolving the all-new small SUV’s design – not the other way round, as is customary – which has resulted in a radical new look for the Kona.

Along with the space age ‘seamless horizon’ LED headlights and taillights, the rear-end of the 2023 Hyundai Kona EV will also get IONIQ 5-inspired 3D pixel LED taillights, adding a bit more razzle dazzle.

The 2023 Kona’s overall silhouette is similar to its predecessor, but the details make it look like a completely new car, with each model given an individual visual identity through uniquely redesigned front and rear bumpers and alloy wheel designs.

Base models feature accentuated wheel-arch cladding to gives them a more contemporary vibe, while sporty N Line and Electric variants feature the same area in body colour.

The Kona N Line also includes a more aggressive aesthetic with silver side skirts and twin exhaust outlets, while the Kona Electric has a smoother appearance designed to improved aerodynamics for greater driving range.

In terms of size, the new Kona has grown by 150mm in length to 4355mm long, with an extra 60mm of length between the axles, creating more interior room and up to 723 litres of boot space (SAE).

Inside the cabin, the transformation is just as bold but with a more minimalist approach, highlighted by a pair of large 12.3-inch high-resolution digital screens fitted to top-spec model grades and featuring a new operating system that allows over-the-air (OTA) software updates.

“This allows car owners to save on cost and have their cars maintained with the latest software, providing an upgradable experience,” says Hyundai, adding that things like ambient lighting will be supported by OTA updates for maintenance and new features.

New optional power-operated relaxation comfort seats have been optimised for weightless body pressure distribution “to help alleviate fatigue during long-haul driving”, says the car maker.

Other features include several charging ports for devices including a wireless charge pad and a digital key that employs near-field communication (NFC), allowing smartphones or smart watches to unlock, start and lock the vehicle.

A powered tailgate will be offered, complete with adjustable opening speed and height settings, while a comprehensive safety suite should give rivals such as the Mazda CX-30 something to think about.

Blind-spot collision avoidance assist with blind-spot view monitor, safe exit warning, high-beam assist and adaptive navigation-based cruise control with intelligent speed-limit assistance are all standard, as is active lane keeping assistance, lane following assist and highway driving assist.

Parking will be made easier with a range of helpful systems including 360-degree surround-view cameras, rear cross-traffic collision-avoidance assist (RCCA), front, side and rear parking sensors, and a remote-controlled smart parking assist function.

The Hyundai Kona was the Asian car maker’s third best-selling model (behind the i30 small car and Tucson mid-size SUV) in Australia last year, and the nation’s fourth most popular small SUV after the MG ZS, Mazda CX-30 and Mitsubishi ASX.

Complete Australian details, including final specifications and prices, will be revealed ahead of the Kona’s arrival next month.

 

Disclaimer: Images supplied by Hyundai.

This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.

By Bruce Newton, carsales.com.au

The name says it all. One of Australia’s fastest-growing car brands, GWM, is aiming to take advantage of the booming popularity for adventurous four-wheel drives with a sub-brand of rugged off-roaders called Tank.

The first model from the Chinese car maker is the 300 Hybrid, which is a boxy-bodied, mid-sized, five-door, five-seat wagon that boasts a combination of go-anywhere tech, luxury equipment and an affordable price tag that starts at $55,990 drive-away.

We only had a brief introduction during a media preview, but it happily left us wanting more.

Let’s find out why.

Tank tops

The 2023 GWM Tank 300 Hybrid is in Australian showrooms now and available in two model grades, the entry-level Lux (at $55,990 drive-away) and the flagship Ultra (at $60,990 drive-away).

Both models share the same fundamental mechanical backbone with a ladder-frame chassis and sophisticated torque-on-demand 4x4 system similar to the GWM Ute, low-range gearing, plenty of ground clearance and an appropriately boxy body with suggestions of Jeep, Jimny and G-Wagen about it.

Where it deviates from the Ute is under the bonnet, where GWM has fitted a petrol-electric hybrid drivetrain rather than the usual turbo diesel.

As such, there is nothing in the market that quite matches up with the Tank 300. The Jeep Wrangler and Toyota LandCruiser 76 Series are similarly hard-core, but more expensive and not as well equipped.

More meaningful opposition could come from the ever-growing league of ute-based wagons such as the Ford Everest and Isuzu MU-X.

Tanks for everything

The 2023 GWM Tank 300 Lux Hybrid is very well equipped for the substantial amount of money being charged for it.

Externally, you’ll find LED headlights with intelligent high beam, a sunroof, roof rails, side steps, 17-inch alloy wheels and a side-opening (left to right) barn door at the rear.

Inside the cabin, there is dual-zone air-conditioning, a six-way powered driver’s seat trimmed in faux leather, steering wheel heating, seven-colour ambient lighting, keyless entry and push-button start and no less than 46 storage spaces (or so GWM says – we didn’t count them all).

For the additional premium commanded by the Ultra, it includes larger 18-inch alloys, heated and cooled front seats with massage function and eight-way power adjustment for the driver, Nappa Leather interior trim and 64-colour ambient lighting.

Most colour choices, other than the standard Fossil Grey, add a $595 premium.

The Tank 300 Hybrid is covered by GWM Australia’s seven-year/unlimited-kilometre warranty and comes with five years’ roadside assistance.

It will also have a capped-price servicing plan, which GWM has yet to confirm in terms of pricing and timings.

Tough as nails

As you’d expect for a car called Tank, the 300 Hybrid achieved a maximum five-star ANCAP safety rating based on the latest 2022 testing regime and scored above 80 per cent in all four criteria, which is pretty impressive.

Included as standard equipment is a comprehensive suite of driver assist systems, such as autonomous emergency braking (AEB) with an operating range from 5-150km/h that is capable of detecting pedestrians and cyclists in daylight and most night-time conditions.

Adaptive cruise control is also part of the package, along with lane departure warning, lane keep assist, rear cross traffic alert (with braking), traffic sign recognition and tyre pressure monitoring.

The Tank 300 Hybrid comes with front and rear parking sensors and a 360-degree view monitor. The Ultra adds auto parking and auto reverse.

The Tank 300 also includes various off-road camera views including one that effectively makes the vehicle invisible to show the surface underneath.

There are seven airbags fitted, including front, front-side, curtain and a middle-front airbag to prevent head knocks.

Inside job

The 2023 GWM Tank 300 Lux Hybrid makes a heck of an interior statement with its dual 12.3-inch digital screens stitched together and embedded in more than half the dashboard.

The screen in front of the driver covers off key information such as speed, trip computer and safety settings. It can be dialled through three different fundamental presentations, while scrollable sub-menus sit to the side.

The centre touchscreen covers off the infotainment essentials such as radio – AM, FM and DAB+ – as well as smartphone streaming, sat-nav, time and date and battery energy information. It also displays a heap of apps in a smartphone-style face.

Physical air-conditioning buttons are retained.

There is Apple CarPlay and Android Auto connection, multiple USB connectors front and rear, 12V outlets up front and in the boot and a nine-speaker audio system.

The Ultra adds wireless charging and upgrades to a higher-spec Infinity sound system.

Utilitarian on the outside, luxury on the inside

In stark contrast to its boxy, utilitarian exterior, the opulence of the 2023 GWM Tank 300 Lux Hybrid is something of a shock.

The big screens are a statement, but so is the polished metal-look trim that completes the dashboard, the quilting in the seats and doors, the large, round Benz-like air vents and the huge gear selector that is meant to look like something out of an aeroplane – I’m not sure what, maybe an undercarriage.

The steering wheel adjusts for reach and rake and there are manual gear selector paddles mounted behind it.

The seats are soft and well bolstered up front and there is no shortage of storage choices including a sizable centre lidded bin, door pockets and glove box.

There are overhead and pillar grab handles for all passengers (bar the driver) and a grab rail on the dashboard for the front seat passenger.

In the rear there is a truly generous amount of space in all directions for two adult passengers. There are also air-con vents, USB points, a fold-down arm rest and storage pockets in the seats and doors.

With the full-size spare tyre mounted on the barn door, it’s a bit of a heave to open. But once you get into the boot, you’ll find adequate rather than impressive space.

Lift up the floor and you’ll soon figure out why, as that houses the hybrid system’s substantial high-voltage battery.

All torque

The 2023 GWM Tank 300 Hybrid is powered by petrol-electric drivetrain that combines a direct-injection 2.0-litre turbocharged four-cylinder engine with an electric motor and lithium-ion battery pack.

In isolation, the petrol engine produces 180kW and 350Nm while the electric motor generates 78kW and 268Nm. When used together, GWM claims the Tank 300 Hybrid has a combined power output of 258kW and a show-stopping 615Nm.

If you’re wondering, GWM assures us this measurement is at the crank and not multiplied by being measured at the wheels.

The Tank 300 Hybrid has the ability to drive on just the electric motor at low speeds, predominantly using its petrol engine at medium to high speeds and combining both engine and e-motor off-road and under heavy acceleration.

It recovers energy to its small 1.8kWh NMC/ternary lithium battery using regenerative braking. It is not a plug-in hybrid and therefore cannot be recharged externally.

The Tank 300 uses a nine-speed automatic gearbox and a BorgWarner four-wheel drive system that allows it to run in 4x4 auto mode at all times. It can also be deployed in low range.

There are multiple on- and off-road modes to set the drivetrain for different conditions including mud and sand.

The rear diff is lockable to assist with serious off-road work and there’s also hill descent control, crawl control and ‘tank turn’ (which we didn’t test out). The Ultra adds a front diff lock for even more off-road traction in slippery or rugged, low-speed environments.

Economy under review

We don’t know the official fuel consumption for the GWM Tank 300 Hybrid yet, as the Chinese brand is in the process of re-testing it for certification.

At the moment, the official claim is 10.3L/100km but GWM is confident that can be reduced to around 8.5L/100km.

Either way, it says the hybrid system is more about generating torque for better off-roading rather than to aid fuel economy.

The Tank 300 has a 75-litre fuel tank that would potentially equate to a driving range of about 600km – which is a tad on short for serious outback venturing.

The good news is the Tank 300 Hybrid consumes standard 91 RON fuel.

Our drive was so brief and almost entirely off-road so there was no point us measuring fuel economy.

Brief but believable first taste

First up, let’s just check off a few more basic 2023 GWM Tank 300 Lux Hybrid stats. It measures 4760mm long, 1930mm wide, 1903mm high and has a 2750mm wheelbase.

According to official homologation data it weighs in at a porky 2331kg (tare) and has a 2725kg GVM. It is mandated to tow up to 2500kg. So that’s competitive in its segment.

Our drive of the Tank 300 Hybrid comprised of about seven minutes, which were all off-road and included some low range moguls and the successful navigation of a water bath.

So, we cannot give you a full assessment of its behaviour on bitumen roads, be they bumpy, smooth, straight or winding, or in a city or urban environment.

But there were a few things worth noting. The ride at rock crawling speeds is plush enough on its coil-sprung double-wishbone front and live-axle rear suspension to leave any dual-cab ute passengers this side of a Ford Ranger envious.

Of course, we don’t know what the implications are for body control at higher speeds.

The steering is also light and direct at low speeds and perhaps the pick of any GWM yet sampled. Admittedly, not a high bar.

The sole real chance for the engine to show off its torque capabilities was a steep climb up a rutted track, which it achieved without breaking a sweat. The chassis also did it without breaking traction.

Swapping into Sand mode produces an obvious change in drivetrain settings. Gears are held longer and the throttle becomes sharper.

Ground clearance is decent enough at 224mm and there were only a couple of scrapes as a result. The approach angle is a generous 33 degrees, the departure angle 34 degrees and the ramp angle 23.1 degrees. It has a 700mm wading depth and a maximum climbing angle of 70 per cent.

The aftermarket is going to have an interesting job figuring out how to attach a snorkel to the free-standing air inlet, and there is no space for a second battery under the bonnet.

The Lux comes with two-piece underbody protection and the Ultra three-piece.

Disconcertingly, the one time the Tank 300 was accelerated to any sort of speed on a gravel road it promptly jumped on the anchors and activated its hazard lights. Its AEB camera seemed to have misread a dust cloud as something ominous.

This is not a good sign, as GWM driver assist system calibration is a brand weakness.

The Tank 300 is also prone to admonishing its driver for not paying enough attention to the road. It also makes an annoying doof-doof noise when the indicators are activated and whooshes like a rocket when different modes are selected.

That can all be binned thanks.

Should I buy a GWM Tank 300 Hybrid?

Based on this all-too-brief drive and inspection, the final judgement is still out on the 2023 GWM Tank 300 Hybrid.

We need to spend a lot more time behind the wheel and living with it to truly deliver a confident verdict.

But this much is obvious: The price, the equipment, the technical spec and this first taste test do indicate a vehicle with positive potential.

If in the longer term the GWM Tank 300 turns out to be as rugged, durable and capable as its name suggests, then it will undoubtedly secure a following among those who like to off-road and those who just like to look like they do.

2023 GWM Tank 300 Lux Hybrid at a glance:

Editor’s Rating: 8.2/10

Price:  $55,990 (drive-away)	Transmission:  Nine-speed automatic
Available:  Now	Fuel:  10.3L/100km (ADR Combined)
Powertrain:  2.0-litre four-cylinder turbo petrol-electric	CO2: 239g/km (ADR Combined)
Output: 180kW/350Nm (electric motor: 78kW/268Nm)	Safety rating:  Five-star (ANCAP 2022)
Combined output: 258kW/615Nm

 

Disclaimer: Images supplied by GWM.

This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.

By Scott Newman, carsales.com.au

Mazda has revealed its most powerful car with the all-new flagship CX-90 SUV.

The Japanese brand is marching up market and aiming to steal a slice of the luxury soft roader pie with its CX-90 which was officially released in one of the wealthiest enclaves on the planet in Malibu, California.

The stylish seven-seater will drive Mazda into new territory when it arrives in Australia later this year with its most powerful engine ever, a 3.3-litre turbo-petrol in-line six-cylinder that produces 254kW of power and 500Nm of torque.

Like the smaller, five-seat CX-60 that is due to launch locally in June, it will also be offered with a six-cylinder turbo-diesel engine of the same capacity that delivers 187kW and 500Nm with a Plug-In Hybrid option (using a 2.5-litre four cylinder and electric motor) to follow in 2024.

All variants will feature an all-wheel drive transmission with an eight-speed automatic gearbox.

Pricing and exact specifications are yet to be revealed, but using the CX-60 as a guide, we can expect a range of CX-90 model variants – likely using nameplates such as Evolve, GT and Azami – with elevated price tags.

With the CX-60 starting at $59,800 (plus on-road costs), expect the CX-90 entry point to approach $70,000 and head well into the $80K bracket. Indeed, a CX-90 PHEV could well breach the six-figure barrier to become the most expensive Mazda model ever sold in Australia.

The CX-90 is built on the same platform as the CX-60 though is larger in every dimension, including a longer wheelbase for greater passenger room and to accommodate the third row of seats.

This new rear-biased Large Product Group platform is based around longitudinal engines and results in a classic long-nose, cab-rearward stance like European rivals such as the Audi Q7 and BMW X7.

It’s a handsome, well-proportioned shape that rides on 21-inch wheels and has a slightly bulbous rear-end, but that’s likely a necessary compromise to provide extra luggage capacity and room for third-row passengers.

Those in the last row will be better accommodated than usual, with USB-C charging ports, air-conditioning vents, and lighting. Mazda hasn’t revealed any dimensions or interior volume capacities yet but there appears to be decent cargo space with the rearmost seats in place and they fold flat to create a vast boot.

Like the CX-9 that it will eventually replace, the CX-90 can be had in six- or seven-seat configurations, the centre row available as either a bench or two separate seats with a centre console.

Another pair of USB-C ports are located on the rear of the front centre console and there are not only separate temperature controls for the rear, but heated and ventilated seats, too, though these will presumably be limited to the top-spec variant.

For the driver and front-seat passenger the dash design is clean and incorporates a 12.3-inch infotainment screen while high-quality cabin materials set a new benchmark for Mazda with Nappa leather, maple wood and a fabric dash created using a traditional Japanese weaving technique called Kakenui.

The CX-90 will also benefit from every available active safety feature, including autonomous emergency braking, lane-keep assist, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control and park assist.

Both engines use Mazda’s 48-volt mild-hybrid technology with an electric motor sandwiched between the engine and eight-speed automatic transmission able to assist in low-speed driving to improve performance and reduce fuel consumption.

In an effort to improve cornering performance, the new CX-90 features Mazda’s Kinematic Posture Control, a system first introduced on the MX-5 that gently brakes the inside rear wheel during turns to increase stability.

Full Australian details for the Mazda CX-90, including local specifications and pricing, will be released closer to its arrival later this year.

 

Disclaimer: Images supplied by Mazda USA.

This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.

By Bruce Newton, carsales.com.au

This is the sort of car that BMW’s reputation as the Ultimate Driving Machine was built on; an accessible yet sporty, two-door coupe.

The 2023 BMW 230i has arrived in Australian showrooms to plug a gap in the 2-Series range between the entry-level 220i and the M240i xDrive, and has the potential to be all the turbo-petrol, rear-wheel drive, two-door you’ll ever need when it comes to driving fun.

Let’s see if that’s the case…

The middle point

Like the other 2-Series models, the 230i is a compact two-door, four-seat coupe that will appeal to upwardly mobile urbanites. One thing it isn’t is a genuine family car.

As it with all other BMW variants, what delineates it from the 220i and M240i is the performance of the engine under its bonnet, which we’ll explain further into this review.

For now, its $73,200 (plus on-road costs) sticker is $5500 more than the entry-level model and a significant $21,700 cheaper than the M240i xDrive.

There are few direct rear-drive rivals for the 2.0-litre turbo-petrol 230i. The burly Nissan Z starts off only a few thousand dollars more expensive, while the Toyota Supra GT is into the $80K bracket as a starting point.

Disappointingly, there’s a real dearth of semi-affordable rear-wheel drive two doors from BMW’s premium German rivals.

But if you think a little laterally then something like the all-wheel drive Audi S3 hot hatch might appeal as an alternative.

Box ticking

Thankfully, the face of the 2023 BMW 230i Coupe features classic kidney grilles and not the new oversized ‘wombat nose’ we’ve seen dominating the larger 4 Series.

Adaptive LED headlights (with high beam assist) and taillights are standard, and the 230i rolls on 18-inch alloy wheels. However, our test car was upgraded to optional 19s fitted with staggered Pirelli P Zero rubber.

The bigger wheels are part of an enhancement package that also includes a powered glass roof and metallic paint for $3900.

The 230i comes standard in Australia with an M Sport Package that includes a multifunction steering wheel, sport front seats with power and driver memory, Alcantara/Sensatec upholstery and a BMW Individual headliner in Anthracite.

Other standard interior equipment includes keyless entry, tri-zone climate control and ambient lighting.

A $1400 interior comfort pack that adds steering wheel heating, driver/front passenger lumbar support and seat heating was also fitted to our test car.

An options bundle our car didn’t include is the $3300 Executive Package, which offers sophisticated features such as engine remote start. Disconcertingly, that pack includes tyre pressure monitoring, which should be standard on a car with no spare.

A head-up display also seems to be an obvious miss at this price.

BMW caught up with the rest of the automotive industry late in 2022, announcing its vehicles would from that point come to Australia with a five-year/unlimited-kilometre warranty. Roadside assistance is complimentary for three years.

Service intervals are conditions-based. That means the harder you drive your 230i the more often you will be visiting a dealer. A basic service package will set you back $2050 over five years or 80,000km.

All for one

The cabin of the 2023 BMW 320i clearly prioritises the driver over passengers. The instruments and controls are clear and simple, the steering wheel adjusts manually for rake and reach while the deeply bolstered seat is properly supportive and adjusts so the driver can be positioned nice and low – as you should in a car like this.

Emphasising the sports focus, there are pages you can scroll to in the instrument cluster showing such things as a live G-meter and power and torque outputs.

Unlike some rival brands’ screens – like Mercedes-Benz, for instance – there isn’t a whole lot of retuning of the instrument panel’s fundamental appearance available.

As for others in the car, the front passenger is looked after with a similarly supportive seat and decent leg room, but rear seat passengers get a pretty raw deal.

Access to the rear seat is typically two-door challenging. Once accessed, there’s just not enough legroom or headroom for adults. Kids would find it liveable but claustrophobic.

The rear climate controls and USB-C points are a rare show of compassion.

As this is a true coupe with a separate boot rather than a hatch, the 230i isn’t much of a load carrier either. The claimed boot size is 390 litres, which is in the ballpark of a city runabout hatchback.

The rear seats will fold down to expand space and there is a ski-port as well.

The overall ambience of the 230i is dark, but there are some lighter trims through the dashboard and centre console to give some relief.

Storage up front includes large front door bins, cup holders hidden under a roll-door, a glove box and a small, lidded centre bin. Rear seat passengers get a tray between them, a fold-down arm rest with cup holders and seatback string nets.

And one gripe about what the 230i is like outside. The door handles seem expressly shaped so your fingers slip off at the peril of fingernails. Redesign please.

Misaligned stars

Don’t bother going to ANCAP looking for a safety rating for the 2023 BMW 230i as it hasn’t been assessed locally. But there is a rating on the aligned Euro NCAP website, which gives the BMW 2 Series Coupe four stars out of a possible five.

The car performs well when it comes to adult and child occupant protection, but not so well when it comes vulnerable road users and safety assist.

Standard 230i safety equipment includes front and front side airbags and head airbags for all four passengers.

Camera and radar-based autonomous emergency braking (AEB) reacts to vehicles ahead in a speed range from 5-200km/h, to cyclists and pedestrians from 5-85km/h and to stationary targets up to 85km/h. BMW says the AEB works day and night and in all weather conditions.

Other driver assists include adaptive cruise control with a stop-and-go function, lane departure and change warning and rear cross traffic warning and prevention.

It doesn’t have active lane keeping assistance, so if the safety features remain activated the 230i lazily meanders from side-to-side as it progresses. The aids are easily switched off, either individually or as a group.

The cruise control system can adjust the set speed to obey traffic signs. It can also be simplified by shutting off the follow function that specifies the gap to the car in front.

The 230i will provide parking assistance via a reversing camera, front and rear sensors and reversing sensors. Automated parking and reversing is standard.

Via the BMW ConnectedDrive service, the 230i will make an emergency call if it detects the car has been in an accident.

Today’s technology

While BMW previewed a radical future instrumentation concept at recent Consumer Electronics Show in Las Vegas, the 2023 BMW 230i Coupe sticks to more familiar fare.

The 12.3-inch digital instrument cluster includes a proper speedo and tacho, while a 10.25-inch touchscreen sits atop the dashboard and provides access to sat-nav and audio options.

It can be controlled by is the familiar iDrive dial in the centre console, or via touch and voice controls. Menus it supports includes media, communications, internet, map, sat-nav and a very helpful back button.

Android Auto and Apple CarPlay connection is available via wireless or cable. Wireless smartphone charging, Bluetooth streaming and FM and digital radio tuning are supported. AM radio is not offered. The sounds are pumped out via a 10-speaker audio system.

There is one USB-A, one USB-C and a 12V outlet in the cockpit.

Using the seventh-generation BMW operating system, ConnectedDrive provides services such as the ‘Hey BMW’ personal assistant and news and weather and traffic information. It all comes free for the first three years but requires a subscription after that.

There’s even something called Caring Car, which allows users to tell the personal assistant how you are feeling and it sets music, air-con and ambient lighting (and so on) to make you feel more energetic or relaxed.

Hot four

As mentioned previously, the 230i is designated by the performance of its engine, which is the ubiquitous B48 2.0-litre turbo-petrol four-cylinder.

It is the middle member in a modular family that also includes a 1.5-litre three-cylinder and 3.0-litre six-cylinder variants.

The direct-injection DOHC 16-valve engine includes variable valve and camshaft timing, a twin-scroll turbocharger with intercooler and aluminium construction of the block and cylinder head. The timing drive is via more durable chain than belt.

Where the 220i uses the same engine to produce 135kW, the 230i has been tweaked to increase outputs to 190kW at 6500rpm and 400Nm from 1550-4400rpm. The 0-100km/h claim is 5.8 seconds.

The 230i drives the rear wheels via an eight-speed ZF automatic transmission that offers Comfort, Sport and manual shift modes, the latter via the lever or flappy paddles mounted behind the steering wheel.

There is also a mode button on the centre console that cycles through Eco Pro, Comfort and Sport settings that alter the engine, throttle settings, steering and so on.

Efficient performance

The claimed combined-cycle fuel consumption number for the 2023 BMW 230i Coupe is 6.4L/100km, which is pretty decent for a performance-focused vehicle like this – and just 0.1L/100km more than the less-powerful 220i.

It uses aids such as automatic engine idle-stop, a coasting function (in Comfort and Eco Pro modes), active air flap control, on-demand operation of ancillaries and brake energy regeneration to help keep the thirst under control.

Our test result was a significantly higher 9.1L/100km, but that was after some enthusiastic driving. The 230i drinks premium fuel and has a 52-litre tank.

The goldilocks zone

Like the other members of the G42 2 Series Coupe family, the 2023 BMW 230i is based on a shortened version of the familiar CLAR architecture that also underpins the rear-wheel drive 3 Series and 4 Series. BMW says there’s plenty of component sharing between 2 Coupe and 4.

By the way, BMW might want you to think the four-door 2 Series Gran Coupe is a direct relation, but it’s not. It is based on a different platform and powers the front or all four wheels.

The 230i measures up at 4537mm long, 1838mm wide and is 1390mm high. It has a 2741mm wheelbase and is claimed to weigh in at 1525kg with a handling-friendly front-to-rear weight balance near 50:50.

The 230i employs a double-joint spring strut front suspension and a five-link rear-end in a passive M Sports tune.

Servotronic speed-dependent electrically assisted steering is very quick at about two turns lock to lock. The turning circle is 11.2m.

Ventilated discs are fitted up front with four-piston blue-painted M Sport callipers and are standard 230i equipment.

The end result of all this is a small, nippy and responsive car that becomes more enjoyable the more enthusiastically it is driven.

Just cruising about, its functional disadvantages (which we’ll get to shortly) and firm suspension tune make it acceptable rather than fun company.

This is a car that likes to be let off the leash. The good thing is it’s not so brutally fast that it treads over the line when exploring its handling and powertrain talents on the public road.

Rolling into a corner using the manual shift to down-change, pressing on that firming brake pedal, arcing the chubby steering wheel rim to hit the apex and then punching out the other side riding on the wave of torque, snapping ZF up-changes and feeling the rear-end work is satisfying and involving fun.

It’s not all sweetness and light though.

The steering lacks feel and its weighting in Sport is too heavy, the suspension patters over the small stuff and smashes into the big holes, the tyres generate too much road roar and much of what engine noise there is, is fake.

At this money adaptive dampers would be appreciated and give the 230i a wider bandwidth.

A nice niche

The 2023 BMW 230i Coupe is a nicely executed vehicle for people who appreciate a little verve in their driving without spending really stupid money or having to drive at really stupid speeds to achieve it.

It’s nice to have a relatively light and responsive rear-wheel drive car to steer. BMW’s history is dotted with them and it’s pleasing the tradition continues.

However, in this world of utes and SUVs, the 230i’s impracticalities as a day-to-day urban transport vehicle are obvious.

You could commute in the 230i and it would do it competently, but treating it as an appliance would be a waste of its talents.

All of which means the 230i is a niche within a niche. If that sounds like you, enjoy!

2023 BMW 230i Coupe at a glance:

Editor’s Rating: 7.4/10

Price:  $73,200 (plus on-road costs)	Transmission:  Eight-speed automatic
Available:  Now	Fuel:  6.4L/100km (ADR Combined)
Engine:  2.0-litre four-cylinder turbo-petrol	CO2: 147g/km (ADR Combined)
Output: 190kW/400Nm	Safety rating:  Four-star (Euro NCAP 2022)

 

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