316 of Yore
Twenty years ago, BMW dealership
Performance Motors offered 250 units of the E36 316i saloon to mark its move
from Kampong Arang to 315 Alexandra Road. Priced at $125k for the manual and
$133k for the auto (including Cat 2 COE), the “limited-edition” Bimmers were
snapped up. Those who missed the boat had to wait nearly three years for a
1.6-litre 3 Series saloon to become available in Singapore again, with the 316i
Compact (a “chopped” three-door 3 Series hatchback introduced here in 1995)
playing the role of entry-level Bimmer in the meantime. The second coming of
the E36 316i notchback was a huge success, helped by the agent’s clever
“balloon payment” scheme (which ran in 1997) that brought the car within reach
of young executives climbing the lowest rungs of the corporate ladder.
Following the arrival of the E46 model in July 1998, the 316i of yore was no
more – it would be 15 years, and two more full model changes (E90 and the
current F30), before BMW’s junior saloon made a comeback.
Twenty
years ago, BMW dealership Performance Motors offered 250 units of the E36 316i
saloon to mark its move from Kampong Arang to 315 Alexandra Road
Mercedes-Benz C180 CGI
Choosing between the two comes down
to which suits your personality
The C-Class was our favorite compact
executive saloon in the 2011 ST-Torque Best In Class awards, before the 3
Series took the same accolade last year. Is the prognosis looking rather dim
for the Merc? For starters, it’s getting a little long in the tooth. It
received a mid-life refresh a couple of years back and, if the rumor mill is to
be believed, it’s set to be replaced by a larger, sleeker model based on an all-new
platform come 2014.
Now
C here C180’s 1.6-litre, 7-speed turbo drivetrain makes the “smallest” C-Class
a compelling choice
But all that’s just conjecture. For now,
what we have is the face lifted C-Class, and despite the
blink-and-you’ll-miss-it changes, Mercedes-Benz is keen to advertise the over
2,000 new components.
The latest addition to that list is a new
CGI powertrain for the basic C-Class model – a 156bhp 1.6-litre
direct-injection turbocharged engine mated to a 7-speed automatic. Confusingly
enough, it shares the same name and power output as the C-Class that used to
occupy the slot just above the previous entry-level C180 Kompressor, also with
156bhp (see sidebar at the bottom). Thankfully, Mercedes marketers in Singapore
have ended the confusion once and for all by axing the two earlier C180 models
and retaining just this C180 CGI at the foot of the C-Class lineup.
The move seems like a non-event, what with
the new engine retaining the same 156bhp as the outgoing C180K, but its century
sprint timing has been cut by 1.4 seconds to 8.5 seconds, thanks in part to the
20Nm bump in torque (to 250Nm) and the specifying of a 7-speed automatic to
replace the ageing 5-speeder from before.
Heart
transplant Smoother and quieter than the defunct 1.6-litre, supercharged
Kompressor engine
However, the improved drivetrain has also
finally given the entry point to the C-Class range a healthy shot of modernity.
Where the old autobox was clunky, the 7G-Tronic is smooth, and its slick shifts
match the upgraded chassis’ more resolved ride (the old one can get a little
restless) and more precise steering.
Still, for all the good done by the
numerous upgrades to the C180, it’s difficult to deny that it’s got a mountain
to climb against the 316i. But this is based on the assumption that making a
direct comparison between the two would be fair. We’re contending that it
isn’t. Both vehicles are comparable in just about every significant metric
(physical size, power, equipment level, pricing), but everywhere else, these
rival saloons appeal to vastly different customers. In the case of the C180,
we’d imagine the steering’s vagueness just off-center is quite welcome for the
thrill-a-month sort of driver. Admirably, the steering, as with most Mercedes
models, gains meatiness as more lock is applied, so there’s no fear of the car
being caught out when those aforementioned drivers are looking for their
monthly thrill fix.
Most other times, it’s a very undemanding
car to drive. It doesn’t beg to be flogged, which could lead to some corners
calling it inert, but we get the feeling that’s precisely what the engineers
were shooting for.
Modern
talking C-Class’ 2011 update has overhauled the cabin, switchgear and
instruments, making them less “uncle”
And then, of course, there’s the undeniable
appeal of the three-pointed star, enough to ensure excellent resale value and a
willing buyer when the time comes to upgrade (or downgrade, for that matter).
It would take a brave man to bet against the C-Class continuing to sell well
until it’s eventually replaced.
