The F30 - My Holistic Impression

It has been said, and it must be mentioned again. The 3-Series has been the benchmark compact premium young executive saloon for decades. It’s a mouthful of description, but these criteria have been fulfilled with resounding success since the days of the E30, up till the E90. Now that the F30 is up for grabs, we have to open our eyes wide enough to see if the team from Munich has managed to tweak bits of ingredients without altering the winning recipe.

The F30 demands a premium and more than maintains the status for young execs. But size is an issue here and in this instance, a smaller size certainly creates a more appealing driver proposition. Where is the 3 that we grew up with and love so much? Yes, it still maintains that brilliant front-rear weight equality, but how can we love one that has lost its fundamental physical compactness, compromising to such an extent till it reaches the E39 5-er’s longish dimensions?

From a financial perspective, the F30 is more than capable of rewriting the record books, if masses continue this tradition to factor in spatial constraints, aesthetic appeal and low-end drivability alongside driving dynamics. If this train of thought cements its path, the F30 could well be the most compromising premium young executive saloon that money can buy, but certainly not one that we can thoroughly love.

I’ll be back with driving impressions.

F30 - Initial Impressions

The Citroen DS4 - Can It Deliver?

So... another Citroën driven, another day to realize what on earth the French have planned for us in the DS range. This time round, I shall attempt to contribute my experience with the 6-Speed Manual DS4 200 THP .

A brand whose spirit lies deep within providing optimal comfort in the past, now trying its best to excite the keen modern driver using unorthodox methods for the present and future. Will it even be feasible? I’ll dive straight into its driving characteristics to uncover this mystery.

I took a good five minutes to familiarize myself with the driving position, pedal placements and steering angle before setting off, because these elementary adjustments can make or break one’s driving experience. Clutch in, first gear, the journey begins.

Initial impressions were not really positive. Let’s be honest here. The light clutch movement was never enough to stimulate petrolheads’ desire for more pedal feel, and the long gear throws can never match the incisive action of short shifters in more sports-oriented vehicles. But remember, that this French hatch was never intended to be as hardcore as the Clio Cup. Basing on ease of use, it ticks all the right boxes. But throw driving excitement into the picture and perspectives start to get distorted. Now, she has to rely on other trickery in her French arsenal to keep drivers smiling for a lengthier period. Can the wounded deliver?

The first “trick” that caught my attention was the steering feel. It was way heftier than the DS3, and the electric assistance seems less intrusive. A sharp turn into a gradual corner confirms its direct feel and uninterrupted technological intervention. Now the chassis has to keep up with the directness of the steering, which might pose a problem due to it having to lug around its 1496kg bulk. Truth be told, it only felt a tad heavier than the DS3 although its 200+kg weight deficit spelt otherwise. The 4 feels light on its feet and very eager to alter its bearings in a calm manner. Credit goes to the rather pricey 18” Michelin Pilot Sport 3 rubbers that helps to maintain that sizable advantage, ahead of most OEM tire fitments, when being stressed to its limits.

Wafting along in fourth feels sedate, poised and very pleasing. I dropped a gear when an opportunity struck, attempting to unleash at least most of its 200 BHP by fixating my target on the 6800rpm redline. Having Twinscrolls to reduce the turbo lag certainly aids in reducing the inertia of that clockwise rev needle motion. Response is reasonably sharp, but comparing it with the instantaneous feedback of NA motors would be stretching boundaries. It’s no doubt that response is keen for a forced induced engine block. I wasn’t left disappointed on the vocal front. Rorty 4 cylinder notes accompanied by feint induction whistles sounded surprisingly sporty and energetic for an artificially enhanced configuration, way surpassing my expectations. Those addictive tones even made me keep my revs hovering in the approximate 3000 RPM power band for the rest of the drive, to have that soundtrack replayed at my command!

Now back to the same old question that concludes most of my reflections. Can the DS4 deliver driving pleasure? The drivetrain that lacks that sporty touch leaves much to be desired, but ample positives can be taken away from its weighty steering, reasonably taut chassis and sonorous exhaust note. Ignore the French badge, which has been labeled with stereotypes relating to driving tranquility for far too long, because the DS4 has broken this tradition along with the DS3. Well done, Citroën. Now, let’s wait and see what further steps you take to improve on this commendable effort.

Henry Ford's Getaway

In this entry, I'll feature our rented car for a day in Las Vegas during my trip in December 2011. It hails from the Far West and its nationalist nature sends hatred down rivals’ spine. (Oh Really?) Seen here with the seal of approval, I present to you the Pride of America, none other than the venerable Ford Mustang. Does it pack as much punch as it looks?

This Fifth Generation stallion was manufactured in the AutoAlliance International plant in Michigan. It’s trademark bulbous hood and sharp nose blend in seamlessly with the stunning backdrop of the Mojave Desert.

The model in question carries a 4-liter cast iron V6 lump that churns out 210bhp, a figure that doesn’t sound like much in performance car terms today. It needs to be revved hard till at least 4000rpm to keep it in the power band, to really feel the bulletproof V6 churning to feed its hardworking rear tyres. When mated to the 5-speed torque converter automatic gearbox, purists will lament its low driver engagement level, but it still holds up respectably well for Vegas’ treacherous desert straights of Mojave for most parts of the year. That said, the craving to have another go in a Mustang with this engine configuration in the near future - is close to zilch.

It came with plenty of aftermarket modifications. Handling mods to increase its structural rigidity include a rear sway bar and strut bar. Performance enhancements, including the American branded “Pypes” muffler and humongous AFE open pod air intake, were fitted to aid in much needed higher-end freeway spurts. All show and no go? Sadly in this instance, this phrase is rather appropriate.

Although winter months provide the perfect temperature for speedy runs, I was left stranded with the car on uphill climbs, struggling for torque even though the weather was perfect for optimal performance. 325nm just ain’t sufficient to hurl it’s hefty 1523kg bulk up twisties that demand supreme chassis balance and raw low end torque.

Although it’s RWD drivetrain could possibly prove tricky on tarmac engulfed by icy layers, the Mustang’s convincing traction was sufficient to instill confidence in the driver. The Ford is seen here being dismounted on Mt Charleston peak, the highest spring mountain in Southern Nevada, 56km Northwest of Las Vegas.

Appeal for muscle cars never seem to wither in the American market. With the Camaro SS by Chevrolet and Dodge’s Challenger constantly vying for the top of the podium, the Mustang still holds strong and true to its ethos, garnering more fans as the years progress. As the saying goes, the older you get, the wiser and more attractive you’ll be, and the Mustang definitely fits the bill - in the American context to be exact! Would I want one? I'm sorry folks - I'll wait for the next better player.