BMW 335d 2009 Review

February 5th, 2010 by Darren Cottingham

When tough decisions need to be made it so often seems like the automotive world just isn’t a fair place. You can fit performance tyres to your car but they’ll wear out quicker. You can buy a Mazda MX-5 but your mates will call you names. And you can have scorching performance but you’ll pay for it with poor fuel economy. But this final statement is steadily being proven wrong by frugal yet powerful diesel vehicles and leading the charge is the BMW 335d.

The 335d has established itself as the star performer in the face lifted 3-series range. It’s rolling evidence that BMW’s EfficentDynamics philosophy of power, fuel economy and low emissions is far more than mere marketing hype. It comes with an inbuilt ability to sway the opinion of even the staunchest petrol purist. This unique gift starts with the straight six-cylinder diesel lump wedged under the bonnet.

Despite the ‘335’ badging motivation comes from a 3.0 litre engine that breathes deeply through a twin turbocharger set up. Power output is 210kW but the 520Nm of torque is the magic number. This figure easily trumps the torque of performance V8s and even BMWs own halo model M3. Peak torque is accessible from just 1750rpm and comes on with a surging acceleration that pushes the 335d from standing to 100kph in a mere 6 seconds. The engine is highly flexible and can deliver its power in either a relaxed fashion or with total urgency. The accessible mid-range poke allows for effortless passing on the open road and low-rpm cruising around town.

What’s the fuel cost for such performance? Just 7.1l per 100km combined and even with vigorous driving economy will only worsen slightly. It’s an impressive figure considering the motor’s generous 3-litre displacement and the vehicle’s burly 1665kg weight. All up, the 335d’s diesel motor is a gem and delivers so much grunt for so little diesel and all with an endearingly throaty exhaust note.

Shifting all the torque to the rear-wheels is BMW’s 6-speed automatic transmission, which is about as good as you can get from a traditional auto and harnesses the power well. It has an available sports mode that is intuitive in holding lower gears and allows the 335d explosive punch out of corners. If manual changes are your thing there are shifting paddles mounted on the steering wheel or a sequential floor shifter. The engine’s predictable, linear acceleration makes the manual shift options an easy and entertaining choice.

In terms of handling the 3-Series chassis and suspension compliment the powerful engine well. A perfect 50:50 weight distribution helps keep the 335d flat and sure-footed during cornering. Wide low-profile run flat tyres sit on each corner and guarantee ample levels of grip but do ride quite hard. The suspension is set with sporting intent rather than comfort, this can mean intensely uneven roads are quite jarring in the cabin. The suspension is uncompromisingly firm which makes for high handling limits but may not suit those seeking a part-time luxury cruiser. However, when the 335d hits the open road and with some space to get the turbos spooling up any ideas of a soft-riding cruiser will be rapidly forgotten.

Steering is exceptionally precise with a solid responsive feel and most importantly it is communicative. Overall, the BMW 335d offers truly rewarding driving dynamics that will stimulate the senses.

Visually the 2009 facelift has revised styling most noticeably up front with a new grille, headlights and bonnet providing a more purposeful face. Taillights and sill panels have also received treatment but it does remain an aesthetically understated vehicle. Our test car was fitted with the optional M-Sport package that injects more visual muscle to hint at what lays under the bonnet. The 335i’s clean no nonsense lines are attractive to most but will really appeal to those who feel no need to signal their go-fast intent.

The 335d cabin is highly functional and appealing with soft leather seats, dark plastics and silver metal trim. It’s pleasantly basic with minimal, intelligently positioned switchgear. BMW has continued with its once-criticised iDrive unit but serious work has been put into it and the results are impressive. Everything from radio settings to sat nav can be controlled through the large control dial, it’s a system that’s easy to learn and intuitive. The large display screen is crisp and can split in two so you can keep an eye on your navigation while performing other operations.

General interior fit and finish is excellent with all touch surfaces feeling just right. Small storage options are limited in the cabin but this minor issue doesn’t extend to the boot, which has a very useful 450-litre capacity. The front leather seats are cosseting and offer a variety of electronic adjustment, combined with a reach and rake shifting steering wheel getting set up is easy for any body type. Entry and exit of the vehicle isn’t so simple with the seats located fairly low within the cabin, older drivers or those with mobility issues may be deterred. Although the 3-Series dimensions have grown over the years it remains a small sedan and rear seat space is restricted. With the correct adjustment three adults can squeeze into the back without issue, but if you’re planning on carrying adult rear occupants regularly it may pay to look toward the larger 5-Series.

Safety credentials are top notch with six-airbags standing guard and electronic systems working under the surface: ABS brakes, stability and traction control, cornering brake control, electronic differential lock, electronic brake force distribution and emergency brake detection.

The 335d shows all the 3-Series virtues that have made the model such a success over the years. It has the dynamic ability, the robust build quality and the elegant styling. But what makes it really stand out is the hi-tech diesel-sipping power plant under the bonnet. The motor is complimented well by all other aspects of the car but the effortless power it provides and the fuel economy it can achieve put it at the pinnacle of production diesel engineering. If your want a car that’s a dedicated performance sedan but you also want something with genuine green credentials then BMW has made this once distant desire finally possible. If you also have the coin to afford it, then the BMW 335d isn’t one of life’s tough decisions at all.

Price: $106,900

What we like:

  • Exceptional diesel engine
  • Dynamic handling
  • Build quality

What we don’t like:

  • Rear seat space
  • Occasionally harsh ride
  • Diesel performance is expensive

Words and Photos: Adam Mamo

BMW 335d (2009) – Specifications

Engine
Cylinders/valves 6/4
Capacity in ccm 2,993
Stroke/bore in mm 90.0/84.0
Max. output in kW (PS) at 1/min 210 (286)/4,400
Max. torque in Nm at 1/min 580/1,750-2,250
Power-to-weight ratio (EU) in kg/bhp 5.8

Weight in kg
Unladen weight EU 1,655
Maximum permissible weight 2,100
Permitted load 520
Permitted axle load front/rear 1,015/1,120

Performance
Drag (cw) 0.30
Top speed (km/h) 250
Acceleration 0 – 100 km/h (in s) 6.0
Acceleration 0 – 1,000 m (in s) 25.2
Acceleration 80 – 120 km/h in 4th/5th gear (in s) -/-

Fuel consumption
Urban (l/100 km) 9.7
Extra-urban (l/100 km) 5.6
Composite (l/100 km) 7.1
CO2 emissions (g/km) 189
Tank capacity in I (approx.) 61

Kia Carnival Ltd 2010 Review

February 5th, 2010 by Darren Cottingham

Why would you name a motor vehicle the Carnival? Is it because when it parades down main street people stop and watch in awe? Not this Carnival. Or is it because it inspires young women to drink too much and then expose their breasts? Definitely not this Carnival.

It must be called a Carnival because like most Carnivals there are a lot of people in it. Eight people to be exact can fit in this Carnival at a squeeze. It took only one driver, however, to get the party started when Car and SUV road tested Kia’s 2010 Carnival Ltd.

A quick walk around the Carnival quickly reveals a utilitarian vehicle that’s built solely for its people moving purpose rather than any glitz or glamour. There are some clear aesthetic similarities with Chrysler’s Grand Voyager in its slab sides, van-like dimensions and generic front. Practicality is evident through the Carnival’s tinted security glass, large wing mirrors and handy integrated roof rails. Although sharp styling isn’t a major focus for vehicles in the MPV segment the Carnival could still benefit from a freshen-up. But new sheetmetal shouldn’t be too far away with Kia’s range-uniforming tiger-nose grille a likely addition.

For any people mover it’s the inside that counts most and the Carnival has plenty on offer for its numerous occupants with three rows of seats providing for various layouts. The back row can be folded flat into the floor and the middle row can be folded up or completely removed to create an enormous, even loading area. It’s an impressive seating layout and even with all three rows in use there is a small but usable luggage area at the very back. The front seats are wide and flat offering decent comfort and great visibility but little lateral support. Leather comes with the Ltd model as does power adjustment for the driver’s seat and tri-zone air conditioning to keep rear passengers cool. There is no DVD system for the family but an eight-speaker Infinity stereo handles entertainment duties well.

One feature that is surprisingly handy is powered sliding doors on both sides of the Carnival and a powered tailgate at the rear. Controlled by the key fob it’s easy to have the doors open by the time you reach the vehicle carrying your shopping and closed again when you start again. The slow sliding motion also cuts down the chance of little fingers getting jammed and subsequent stress. Other useful kit on the lengthy Carnival Ltd spec sheet includes; reversing camera and warning sensors, steering wheel mounted stereo and cruise controls, rain sensing wipers, a trip computer and 17-inch alloys.

Cabin fit and finish isn’t the Carnival’s strongest suit and there is a plasticky interior atmosphere. That said, many of the surfaces are covered in tough wipe-clean materials which are consistent with the Carnival’s practicality-first ethos and the vehicles budget pricing has to show somewhere. There’s also a range of small storage options, 12V plugs and cup holders throughout.

Working behind the scenes on the Carnival is Kia’s 2.9L CRDi Turbo diesel unit producing 134kW of power and a healthy 343Nm of torque. It’s not a performance motor but does allow for reasonable progress. A 9.0l/100km fuel economy is achievable on the combined cycle. One issue with the engine is its power delivery that can be erratic, starting off sluggish and then coming on in a sudden burst as the turbo spools up. It also never feels comfortable when used hard and becomes quite loud and unrefined. It will get around town without issue but on the open road fully laden, plenty of room will be required for safe overtaking.

The diesel engine is mated to a 5 speed automatic transmission, which is a competent unit and goes about its work with minimal fuss. Manual gear changes are available through a sequential shift capability on the gear stick. This is a handy option for holding the motor in gear to draw out all available power.

Dynamically the Kia is best suited to a leisurely pace. Soft suspension gives it a generally comfortable ride but rough uneven roads can unsettle it. The Carnival holds the road well with enough grip to stay safe but there is a liberal dose of body roll. There’s a high feel to its movement and must be handled accordingly. It’s firmly at the van end of the people-mover-scale while a competitor like the Honda Odyssey has much more of a station wagon dynamic but lacks the Carnival’s space.

Being a family vehicle safety is always going to attract scrutiny and the Carnival has the features buyers are seeking. An electronic stability programme, ABS, brakes, six-airbags, kiddie door locks, ISOFIX points, and seatbelt pretensioners are all standard fare.

The strongest virtue of the Carnival like most Kia models is in its price and at $53,990 you get a lot of equipment, comfort and class-leading space for the money. The entry-level EX Carnival has most of the Ltd’s more useful features and priced at $46,990 is also worth a look. Both vehicles come with Kia’s excellent 5-year/100,000km warranty and 1500km first service.

The Carnival is caught a bit short in power and handling ability but that won’t concern many buyers in the mini-van segment. What I respect about the Carnival is that it makes no attempt to masquerade as something it’s not. It’s a vehicle intensely focused on practicality down to the smallest detail with limited thought for aesthetics and gimmickry. What it gives buyers is comfortable, safe and spacious travel for the driver and 7 others. If you need the extra seats, don’t care about going fast and you want peace of mind motoring for the next 100,000km then take a long look at the Kia Carnival.

Price: 53,990 (EX diesel $46,990)

What we like:

  • General practicality
  • Very spacious
  • Price and warranty

What we don’t like:

  • Bland design
  • Weak driving dynamics
  • Erratic power delivery

Words and Photos: Adam Mamo

Other reviews of interest:

Honda Odyssey (2009) — Road Test

Dodge Journey R/T (2009) — Road Test

Chrysler Grand Voyager (2008) — Road Test

Honda Odyssey (2006) — Road Test

Kia Carnival Ltd (2010) – Specifications

ENGINE
Engine type 2.9L DOHC CRDi Turbo Diesel
Displacement (cc) 2902 cc
Compression ratio 17 : 3
Max. power 134 kW @ 3800 rpm
Max. torque 343 Nm @ 1750 – 3500 rpm
Fuel economy (combined cycle) 9.0L / 100 km
CO2 emissions (g/km) 224

TRANSMISSION
Gear box 5 speed automatic with sport shift

SUSPENSION
Front suspension McPherson strut
Rear suspension Multi link

WHEELS
Tyres 225/70 R16 235/60 R17

DIMENSIONS
Overall length 5130 mm
Overall width 1985 mm
Overall height 1830 mm
Wheelbase 3020 mm
Min. ground clearance 167 mm
Kerb weight min./max 2009 / 2141 kg
Interior volume (1st/2nd/3rd) 1770 / 1530 / 1390 litres
Fuel tank capacity 80 litres
Towing capacity – unbraked (kg) 750
Towing capacity – braked (kg) 2000

Citroen C3 – diesel class

December 20th, 2009 by Darren Cottingham

The new Citroen C3 – the cleanest diesel in its class


How diesel engines work and combustion theory

December 19th, 2009 by Darren Cottingham

Information on how diesel engines work and combustion theory with gas engine references.


Subaru expand Legacy and Outback diesel range

September 25th, 2009 by Darren Cottingham

Subaru Outback 2010 f

Subaru has expanded its All Wheel Drive Legacy and Outback model ranges with the launch of a diesel model of both cars to complement the 2010 new generation Legacy and Outback petrol models launched last month.

The two cars share the larger new generation Legacy and Outback chassis and body platform.  They follow an initial launch of Legacy and Outback diesels late last year.

“The launch of our first ever Boxer Diesel models last year was a toe in the water exercise,” said Graeme Woodlands, the Managing Director of Subaru of New Zealand. “We were pleasantly surprised how well they were accepted by the market with sales from the two models about 15% of our sales over that period.”

The cars come with officially measured overall fuel consumptions of between 5.9 and 6.4-litres per 100kms and meet Euro4 emission levels. Drivers can keep an eye on their progress with an economy gauge and the fuel consumption read out.

The Outback Boxer Diesel is now one of the most economical 4WD SUVs available in New Zealand with fuel economy of just 6.4-litres per 100km. And the Legacy Boxer Diesel is one of the most economical medium sized diesel cars available locally with the Legacy 2.0D Sedan rated at 5.9 l/100km and the Legacy 2.0D Wagon rated at 6.1 l/100km.

The Outback 2.5i CVT petrol model recently launched last month was the most efficient petrol-powered Medium SUV in New Zealand.  The Outback 2.0D Boxer Diesel model is now the most efficient diesel-powered Medium SUV in New Zealand according to official fuel economy figures.

Since the original diesel engine models were introduced last year, changes have been made to the 2.0-litre motor to further reduce emissions, weight and NVH and improve fuel efficiency. The engine is still rated at 110 kWs at 3600 rpm, with 350 Nm of the all-important torque available from a lowly 1800 rpm.

To find out more about the new Subaru diesel range, click here to visit the Subaru NZ website.

Subaru adds diesel to Forester range

September 18th, 2009 by Darren Cottingham

Subaru Forester Diesel

Subaru has added a diesel engined variant to its Forester compact SUV model range here in NZ.

With 350 Nm of torque at a lowly 1800 rpm, the Forester 2.0 Euro spec model is powered by the same 2.0-litre Boxer Diesel engine used in the new generation Legacy and Outback diesel.

The Forester 2.0D Euro spec comes as a single model with a six speed manual gearbox at $45,990.

“Having a diesel model in the compact SUV market is becoming increasingly important,” said Graeme Woodlands, the Managing Director of Subaru of New Zealand.

“It offers customers the chance to access a more economical option with fewer emissions.”

The Forester Boxer Diesel has an overall fuel consumption of 6.3 litres/100 kilometres under EC regulations with emissions of 167 grams/km, making it one of the more economical and green compact SUVs.

In fact of all the diesel-powered SUV’s available on the New Zealand Market, Forester is one of the most efficient available, only being surpassed in terms of fuel economy by Toyota’s RAV4

Forester is one of the few compact SUVs to come with a permanent All Wheel Drive system, while many of its rivals offer part time systems where the 4WD has to be engaged manually or is only done automatically once wheels begin to slip.

The Forester offers strong handling and control on all road conditions. With its All Wheel Drive system, low slung Boxer engine and consequent low centre of gravity and symmetrical drive train combining to provide better handling than many road-only passenger cars.

The Forester diesel is now available from your local Subaru dealer.

Ford complete development of Scorpion V8 engine

September 1st, 2009 by Darren Cottingham

Ford Scorpion V8 s

The recent problems Ford has had with its long-time heavy duty diesel engine supplier Navistar will soon be coming to an end. The 2011 edition of the Ford Super Duty pickup truck is set for an all-new diesel V8 designed in-house and code-named Scorpion. The next time Ford has any reliability issues with its big diesels, it can only blame itself.

Very little is being retained from the outgoing powerplant, officially the Scorpion retains the Power Stroke badge, but that and a V-configuration of eight-cylinders are all that’s kept. The Scorpion engine makes use of some new technologies that have been appearing on other recent engines, both gas and diesel units, as well as adding a few new tricks, particularly the turbocharger. The biggest change is the move to an inside-out layout. Since the early days of the V8s, most engines have had the intake system mounted in the valley between the banks with the exhaust on the outside. More recently there has been a trend to switch this around like BMW’s new turbocharged gas V8 and GM’s Duramax 4500.

The Scorpion will have a 6.7-litre displacement and will be used from 2011.

Techart tweak Porsche Cayenne diesel

July 9th, 2009 by Darren Cottingham

Porsche Cayenne diesel techart fq

If you want your Porsche Cayenne to be a true powerhouse then buy the range topping Turbo S with 550 horsepower. If that’s not enough, there are plenty of aftermarket tuners willing to take it even further, but if you were looking for power and speed without sacrificing too much fuel, for the most part you were advised to look elsewhere. A big SUV isn’t exactly the ideal platform for fuel economy or great performance, until it’s put into the hands of the Porsche tuning maestros at Techart.

Boosting output from 240 hp and 406 lb-ft of torque to a hefty 290 hp and 465 lb-ft, the Techart Cayenne Diesel improves the 0-100kph time of 8.3 seconds to a handy 7.7 seconds, all without harming the vehicle’s fuel economy or emissions numbers. That’s some clever work, but apparently the most impressive part is the enhanced torque curve that provides the Cayenne with accessible power from as low as 1,000 rpm.

Techart has got into the exterior mods as well with a unique Aerokit 1 for the diesel sport-ute, graduating its stance while improving airflow, and finishing it with giant 21-inch alloys or optional 22s. The British tuning house offers a complete turnkey model at £55,500 with the body kit and engine mods, or can fit an existing diesel Cayenne with the Aerokit for £15,000 and the engine kit for £2,500.