A.P.
High-Rev Hero
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- 2,122
It was indeed running the 23s, still wouldn't have kept up with the Porsche and Tesla.
Road tests The Official Car Lap Times Thread - Supertest Results / Acceleration / Track Battles etc...
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Tourbillon
Cornering Kingpin
- Messages
- 9,107
2023 Lamborghini Urus Performante First Test: Record Breaker!
The new Performante boasts insane grip, carbon-fiber body panels, and less weight—for a price.
www.motortrend.com
Feb 23, 2023
"There are two models in the 2023 Lamborghini Urus lineup—the Urus S is the new entry trim and the aptly named Urus Performante represents the even higher performance variant. Both get a 16-hp bump compared to their predecessors (now 657 hp), with all power routed through an eight-speed automatic transmission to all four wheels. Both 2023 Urus versions retain four-wheel steering and active anti-roll bars, but the Performante goes beyond those items.
Technical Changes
In an effort to improve acceleration, the 2023 Lamborghini Urus Performante SUV gets a shorter rear axle ratio. To improve roadholding and handling, the Urus Performante swaps out air springs for steel coils that lower its ride height by nearly an inch, and its front and rear tracks are slightly wider. Finally, Lamborghini worked with Pirelli to develop a nearly slick, exceptionally grippy Trofeo R tire.
The Urus Performante's weight reduction is thanks to extensive use of carbon fiber for the body panels, vents, splitter, and wing, plus a titanium Akrapovič exhaust system. However, Lamborghini's claim of the SUV delivering a 104-pound savings seems to have vanished on our 2023 Urus Performante test vehicle. In fact, the 4,993-pound Viper Green machine we put on our scale weighed 62 pounds more than the 2019 Urus we last tested. Our guess is the addition of optional heated, ventilated, massaging front seats tipped the scale.
Record No. 1 (0-60 MPH): "Tied"
When we tested that 2019 Urus, it set MotorTrend's record for the quickest SUV from 0-60 mph we've ever tested with a 3.0-second dash. Then along came the 2022 Porsche Cayenne Turbo GT, which tied the feat. Now the 2023 Lamborghini Urus Performante joins the 3-second-flat club. To break this tie, we examined the data to one further decimal, and the 2019 Urus (2.97 seconds) maintains first place, followed by the Porsche (3.02 seconds), and the Urus Performante (3.05 seconds) completes the podium.
Record No. 2 (0-100 MPH): 1st Place
A little more than 4.0 seconds later, the 2023 Lamborghini Urus Performante eclipses 100 mph in 7.35 seconds, followed by the Cayenne Turbo GT (7.54) and the 2019 Urus (7.56). A 2023 Aston Martin DBX707 nearly got in on the action with its 7.62-second performance.
Record No. 3 (Quarter Mile): 1st Place
To think that a nearly 5,000-pound luxury SUV can run in the 11s in a quarter mile is mindboggling. The fact we've now tested nine that do so tells us much about the health of the super SUV segment. The Lamborghini Urus Performante is now the top dog with its 11.25-second, 121.3-mph pass. Owing to its higher trap speed, second place belongs to the Porsche Cayenne Turbo GT (11.32 at 121.0), followed closely by the 2019 Urus (11.32 at 120.1)."
@A.P.
The new Performante boasts insane grip, carbon-fiber body panels, and less weight—for a price.
2023 Lamborghini Urus Performante First Test: Record Breaker!
The Urus was already one of the quickest SUVs on the planet—but the new Performante version just claimed five MotorTrend performance records.
Feb 23, 2023
"There are two models in the 2023 Lamborghini Urus lineup—the Urus S is the new entry trim and the aptly named Urus Performante represents the even higher performance variant. Both get a 16-hp bump compared to their predecessors (now 657 hp), with all power routed through an eight-speed automatic transmission to all four wheels. Both 2023 Urus versions retain four-wheel steering and active anti-roll bars, but the Performante goes beyond those items.
Technical Changes
In an effort to improve acceleration, the 2023 Lamborghini Urus Performante SUV gets a shorter rear axle ratio. To improve roadholding and handling, the Urus Performante swaps out air springs for steel coils that lower its ride height by nearly an inch, and its front and rear tracks are slightly wider. Finally, Lamborghini worked with Pirelli to develop a nearly slick, exceptionally grippy Trofeo R tire.
The Urus Performante's weight reduction is thanks to extensive use of carbon fiber for the body panels, vents, splitter, and wing, plus a titanium Akrapovič exhaust system. However, Lamborghini's claim of the SUV delivering a 104-pound savings seems to have vanished on our 2023 Urus Performante test vehicle. In fact, the 4,993-pound Viper Green machine we put on our scale weighed 62 pounds more than the 2019 Urus we last tested. Our guess is the addition of optional heated, ventilated, massaging front seats tipped the scale.
Record No. 1 (0-60 MPH): "Tied"
When we tested that 2019 Urus, it set MotorTrend's record for the quickest SUV from 0-60 mph we've ever tested with a 3.0-second dash. Then along came the 2022 Porsche Cayenne Turbo GT, which tied the feat. Now the 2023 Lamborghini Urus Performante joins the 3-second-flat club. To break this tie, we examined the data to one further decimal, and the 2019 Urus (2.97 seconds) maintains first place, followed by the Porsche (3.02 seconds), and the Urus Performante (3.05 seconds) completes the podium.
Record No. 2 (0-100 MPH): 1st Place
A little more than 4.0 seconds later, the 2023 Lamborghini Urus Performante eclipses 100 mph in 7.35 seconds, followed by the Cayenne Turbo GT (7.54) and the 2019 Urus (7.56). A 2023 Aston Martin DBX707 nearly got in on the action with its 7.62-second performance.
Record No. 3 (Quarter Mile): 1st Place
To think that a nearly 5,000-pound luxury SUV can run in the 11s in a quarter mile is mindboggling. The fact we've now tested nine that do so tells us much about the health of the super SUV segment. The Lamborghini Urus Performante is now the top dog with its 11.25-second, 121.3-mph pass. Owing to its higher trap speed, second place belongs to the Porsche Cayenne Turbo GT (11.32 at 121.0), followed closely by the 2019 Urus (11.32 at 120.1)."
@A.P.
Tourbillon
Cornering Kingpin
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- 9,107
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- 8,624
Sport Auto France Supertest - Toyota GR86
Track Conditions: 17deg C - Dry / 5 km/h wind
Driver: Christophe Tinseau
Circuit Val de Vienne Lap Time - 2:00,40
Vmax: 189 km/h
Max Lateral G-Force: +1,2G / -1G
Acceleration (km/h):
0-100: 6,4
0-160: 13,6
0-200: 22,4
0-400m: 14,4s @ 164 km/h
0-1000m: 25,8s @ 205 km/h
Braking:
200-0: 146 m
Weight: 1,286 kg
Weight Distribution: 55/45%
Tire Brand: Michelin Pilot Sport 4 (In good condition)
Tire Size: 215/40/18
Rating: 5/5
Price as tested: 51,550 €
Track Conditions: 17deg C - Dry / 5 km/h wind
Driver: Christophe Tinseau
Circuit Val de Vienne Lap Time - 2:00,40
Vmax: 189 km/h
Max Lateral G-Force: +1,2G / -1G
Acceleration (km/h):
0-100: 6,4
0-160: 13,6
0-200: 22,4
0-400m: 14,4s @ 164 km/h
0-1000m: 25,8s @ 205 km/h
Braking:
200-0: 146 m
Weight: 1,286 kg
Weight Distribution: 55/45%
Tire Brand: Michelin Pilot Sport 4 (In good condition)
Tire Size: 215/40/18
Rating: 5/5
Price as tested: 51,550 €
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- 15,639
- Name
- Rolf
C and D comparison between Toyota Supra 2.0 vs BMW 230i
Tested: 2022 BMW 230i vs. 2022 Toyota GR Supra 2.0
They share a powertrain, but these coupes otherwise stand poles apart.
We all know what a coupe is, but some very different cars ride under that broad definition. At one end of the scale is a two-seat hardtop sports car, the sort that puts performance well above practicality. At the other extreme, a coupe is a slightly lower and sleeker alternative to a sedan, one with rear seats and a usable trunk. For this test, our two challengers are drawn from different ends of the spectrum: The sporty Toyota GR Supra in entry-level 2.0-liter form faces off against the much more spacious BMW 230i coupe.
For all their obvious differences, they also have much in common. Beneath the surface, the GR Supra sits on BMW's CLAR platform that also underpins the 2-series. And the Toyota is built alongside the closely related BMW Z4 in Austria. Both the Supra and the 230i use the same BMW turbocharged 2.0-liter four-cylinder engine making outputs of 255 horsepower and 295 pound-feet of torque in both cars. They drive their rear wheels through a ZF eight-speed automatic transmission (sadly, neither is available with a manual box). The most telling difference from a performance perspective is the weight disparity, owing to the BMW's larger dimensions. The 230i weighs 3554 pounds as tested, 373 pounds heavier than the Supra's weight.
While power figures might look modest compared with the sharp end of this segment, especially as both cars have six-cylinder siblings with nearly 400 horsepower, neither could be accused of being slow. In our testing, the BMW ripped through the 60-mph benchmark in just 5.1 seconds and through the quarter-mile in 13.7 seconds at 101 mph. The lighter Toyota was even quicker, dispatching 60 mph in a searing 4.5 seconds and the quarter-mile in 13.1 seconds at 105 mph. (For reference, the Supra's 60-mph time is identical to the one we recorded for the 400-hp Nissan Z with its manual gearbox, and the Supra is only 0.1 second slower through the quarter.)
BMW 230i
Highs: Handsome design, great engine and gearbox integration, practicality of rear seats.
Lows: Numb steering disappoints, dynamic options jack up price.
Toyota GR Supra 2.0
Highs: Punchy performance, great steering feel and response, looks just like the 3.0-liter.
Lows: Cramped cockpit, previous-generation BMW switchgear, occasional gearbox hesitation.
It was a similar story on the skidpad, where the Supra 2.0 managed to extract a tenacious 1.04 g of lateral acceleration on Michelin Pilot Super Sport tires, beating the BMW's 0.92 g on Pirelli P Zero PZ4s. The 230i's result hardly counts as a disgrace but does indicate that the Toyota is built around a keener dynamic mission. Both cars stopped well, with the 230i's 152-foot stop from 70 mph being just three feet longer than the Supra's.
Yet on-road, the BMW's subtler qualities soon rose to the fore. Our test car had both the $3250 M Sport package, which brings variable-ratio steering and 19-inch wheels plus a slightly firmer sports suspension, and the $1900 Dynamic Handling package, which adds an electronically controlled limited-slip rear differential. Experiencing the steering undiluted meant turning off the irritating oversensitive lane-departure warning, which seems to really dislike Michigan back roads. With this function de-energized, the 230i's rack gave sharp, linear responses, although without much in the way of on-center feel. Despite the sports suspension, the BMW's ride stayed compliant, with the active differential giving both impressive traction and the ability to push the rear axle toward breakaway without any sense of snappiness.
The 2-series' range of dynamic modes also gives the ability to significantly alter the way it feels. While Eco Pro is unlikely to be regularly selected by any driver not staring at a low-fuel warning light, the differences between Comfort, Sport, and Sport Plus are immediately noticeable in terms of throttle response, cabin noise, and transmission shift mapping. This last detail felt particularly well resolved, with Comfort still downshifting quickly and cleanly for passing urge, but with Sport and even Sport Plus not holding onto low ratios for excessively long.
Unsurprisingly, the Supra feels much rawer and more direct. The fast-geared steering is richer in feedback than the 230i's—and yet without unwanted kickback over rougher surfaces. Toyota has done a better job of tuning BMW's hardware than BMW has. But the powertrain integration feels less good, with both an abrupt top-end accelerator response and less accomplished gearbox programming, with occasional awkward pauses when working out a downshift strategy. The Supra's purer purpose is also evident in its lack of switchable dynamic functions beyond a Sport mode. The Toyota changes direction with more enthusiasm than the BMW and feels more engaging on a twisty road, but it struggled more with traction in tighter corners, lacking the BMW's optional electronically controlled differential
This brings us to the most obvious difference that separates these cars: the fact the 2-series coupe comes with 100 percent more seating capacity. Granted, getting into the rear of the passenger compartment requires gymnastic dexterity, and any full-size adult will struggle to fit back there unless the corresponding front seat is moved well forward. But for anybody planning to travel with more than one passenger, the BMW is the clear winner in this pairing.
The BMW's cabin is also more spacious up front, and despite having a higher seating position than the Toyota, it boasts more headroom as well. The 230i's cabin is also finished in plusher and better-feeling materials, and benefits from BMW's current generation of switchgear and the iDrive 7 user interface. Our test car also had the Live Cockpit Pro upgrade, which adds a head-up display to the standard digital instrument cluster and the crisply rendered 10-inch touchscreen. Cruising refinement is markedly better than in the Toyota as well.
his brings us to the most obvious difference that separates these cars: the fact the 2-series coupe comes with 100 percent more seating capacity. Granted, getting into the rear of the passenger compartment requires gymnastic dexterity, and any full-size adult will struggle to fit back there unless the corresponding front seat is moved well forward. But for anybody planning to travel with more than one passenger, the BMW is the clear winner in this pairing.
The BMW's cabin is also more spacious up front, and despite having a higher seating position than the Toyota, it boasts more headroom as well. The 230i's cabin is also finished in plusher and better-feeling materials, and benefits from BMW's current generation of switchgear and the iDrive 7 user interface. Our test car also had the Live Cockpit Pro upgrade, which adds a head-up display to the standard digital instrument cluster and the crisply rendered 10-inch touchscreen. Cruising refinement is markedly better than in the Toyota as well.
If you're looking for a sports car, the Supra is the definite winner here, and it shades a narrow overall victory. Even in its most basic 2.0-liter form, the Toyota is both fast and thrilling, and while we will fully understand anybody wanting to make the stretch for the bigger engine, the four-pot barely feels like a poor relation. The 230i is less exciting but much more practical, a genuine successor to many of the small, punchy BMW coupes we have loved in the past. Its traditional radiator grille and muscular proportions also make it one of the best-looking BMWs of recent years. Long may that trend continue.
Specifications
2022 Toyota GR Supra 2.0
Vehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base/As Tested: $44,635/$49,550
Options: Safety and Technology package (8.8-inch touchscreen with navigation, 12-speaker 500-watt JBL premium audio, wireless Apple CarPlay, full-speed adaptive cruise control, blind-spot monitoring, rear-cross-traffic alert with mitigation), $3485; carbon-fiber mirror caps, $925; Nitro Yellow premium paint, $425; carpet cargo mat, $80
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection
Displacement: 122 in3, 1998 cm3
Power: 255 hp @ 5000 rpm
Torque: 295 lb-ft @ 1550 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 13.0-in vented disc/13.0-in vented disc
Tires: Michelin Pilot Super Sport
F: 255/40ZR-18 (95Y) «
R: 275/40ZR-18 (99Y) «
DIMENSIONS
Wheelbase: 97.2 in
Length: 172.5 in
Width: 73.0 in
Height: 51.1 in
Passenger Volume: 51 ft3
Trunk Volume: 10 ft3
Curb Weight: 3181 lb
C/D TEST RESULTS
60 mph: 4.5 sec
100 mph: 11.9 sec
1/4-Mile: 13.1 sec @ 105 mph
130 mph: 22.8 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 5.7 sec
Top Gear, 30–50 mph: 3.1 sec
Top Gear, 50–70 mph: 3.4 sec
Top Speed (C/D est): 155 mph
Braking, 70–0 mph: 149 ft
Braking, 100–0 mph: 294 ft
Roadholding, 300-ft Skidpad: 1.04 g
C/D FUEL ECONOMY
Observed: 27 mpg
75-mph Highway Driving: 38 mpg
75-mph Highway Range: 520 mi
EPA FUEL ECONOMY
Combined/City/Highway: 28/25/32 mpg
–
2022 BMW 230i Coupe
Vehicle Type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
PRICE
Base/As Tested: $37,345/$48,945
Options: M Sport package (M steering wheel, variable sport steering, M Sport suspension, aerodynamic kit, Shadowline exterior trim), $3250; Premium package (ambient lighting, adaptive LED headlights, heated steering wheel and front seats, head-up display, Live Cockpit Pro with navigation), $2650; Dynamic Handling package (M Sport differential and brakes, 19-inch wheels with non-run-flat summer tires, 155-mph top-speed limiter), $1900; Oyster Vernasca leather; $1450; Harman/Kardon stereo system, $875; Shadowline package (red brake calipers, M Sport Pro package, M Shadowline lights), $850; Brooklyn Grey metallic paint, $550; lumbar support, $350; passenger's seat width adjustment delete, –$100; passenger lumbar delete, –$175
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection
Displacement: 122 in3, 1998 cm3
Power: 255 hp @ 5000 rpm
Torque: 295 lb-ft @ 1550 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 13.7-in vented disc/13.6-in vented disc
Tires: Pirelli P Zero PZ4
F: 225/40R-19 93Y Extra Load «
R: 255/35R-19 96Y Extra Load «
DIMENSIONS
Wheelbase: 107.9 in
Length: 179.0 in
Width: 72.4 in
Height: 54.8 in
Passenger Volume: 88 ft3
Trunk Volume: 10 ft3
Curb Weight: 3554 lb
C/D TEST RESULTS
60 mph: 5.1 sec
100 mph: 13.4 sec
1/4-Mile: 13.7 sec @ 101 mph
130 mph: 26.1 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 6.1 sec
Top Gear, 30–50 mph: 3.1 sec
Top Gear, 50–70 mph: 3.8 sec
Top Speed (mfr's claim): 155 mph
Braking, 70–0 mph: 152 ft
Braking, 100–0 mph: 309 ft
Roadholding, 300-ft Skidpad: 0.92 g
C/D FUEL ECONOMY
Observed: 28 mpg
75-mph Highway Driving: 38 mpg
75-mph Highway Range: 520 mi
EPA FUEL ECONOMY
Combined/City/Highway: 29/26/35 mpg
Tested: 2022 BMW 230i vs. 2022 Toyota GR Supra 2.0
They share a powertrain, but these coupes otherwise stand poles apart.
We all know what a coupe is, but some very different cars ride under that broad definition. At one end of the scale is a two-seat hardtop sports car, the sort that puts performance well above practicality. At the other extreme, a coupe is a slightly lower and sleeker alternative to a sedan, one with rear seats and a usable trunk. For this test, our two challengers are drawn from different ends of the spectrum: The sporty Toyota GR Supra in entry-level 2.0-liter form faces off against the much more spacious BMW 230i coupe.
For all their obvious differences, they also have much in common. Beneath the surface, the GR Supra sits on BMW's CLAR platform that also underpins the 2-series. And the Toyota is built alongside the closely related BMW Z4 in Austria. Both the Supra and the 230i use the same BMW turbocharged 2.0-liter four-cylinder engine making outputs of 255 horsepower and 295 pound-feet of torque in both cars. They drive their rear wheels through a ZF eight-speed automatic transmission (sadly, neither is available with a manual box). The most telling difference from a performance perspective is the weight disparity, owing to the BMW's larger dimensions. The 230i weighs 3554 pounds as tested, 373 pounds heavier than the Supra's weight.
While power figures might look modest compared with the sharp end of this segment, especially as both cars have six-cylinder siblings with nearly 400 horsepower, neither could be accused of being slow. In our testing, the BMW ripped through the 60-mph benchmark in just 5.1 seconds and through the quarter-mile in 13.7 seconds at 101 mph. The lighter Toyota was even quicker, dispatching 60 mph in a searing 4.5 seconds and the quarter-mile in 13.1 seconds at 105 mph. (For reference, the Supra's 60-mph time is identical to the one we recorded for the 400-hp Nissan Z with its manual gearbox, and the Supra is only 0.1 second slower through the quarter.)
BMW 230i
Highs: Handsome design, great engine and gearbox integration, practicality of rear seats.
Lows: Numb steering disappoints, dynamic options jack up price.
Toyota GR Supra 2.0
Highs: Punchy performance, great steering feel and response, looks just like the 3.0-liter.
Lows: Cramped cockpit, previous-generation BMW switchgear, occasional gearbox hesitation.
It was a similar story on the skidpad, where the Supra 2.0 managed to extract a tenacious 1.04 g of lateral acceleration on Michelin Pilot Super Sport tires, beating the BMW's 0.92 g on Pirelli P Zero PZ4s. The 230i's result hardly counts as a disgrace but does indicate that the Toyota is built around a keener dynamic mission. Both cars stopped well, with the 230i's 152-foot stop from 70 mph being just three feet longer than the Supra's.
Yet on-road, the BMW's subtler qualities soon rose to the fore. Our test car had both the $3250 M Sport package, which brings variable-ratio steering and 19-inch wheels plus a slightly firmer sports suspension, and the $1900 Dynamic Handling package, which adds an electronically controlled limited-slip rear differential. Experiencing the steering undiluted meant turning off the irritating oversensitive lane-departure warning, which seems to really dislike Michigan back roads. With this function de-energized, the 230i's rack gave sharp, linear responses, although without much in the way of on-center feel. Despite the sports suspension, the BMW's ride stayed compliant, with the active differential giving both impressive traction and the ability to push the rear axle toward breakaway without any sense of snappiness.
The 2-series' range of dynamic modes also gives the ability to significantly alter the way it feels. While Eco Pro is unlikely to be regularly selected by any driver not staring at a low-fuel warning light, the differences between Comfort, Sport, and Sport Plus are immediately noticeable in terms of throttle response, cabin noise, and transmission shift mapping. This last detail felt particularly well resolved, with Comfort still downshifting quickly and cleanly for passing urge, but with Sport and even Sport Plus not holding onto low ratios for excessively long.
Unsurprisingly, the Supra feels much rawer and more direct. The fast-geared steering is richer in feedback than the 230i's—and yet without unwanted kickback over rougher surfaces. Toyota has done a better job of tuning BMW's hardware than BMW has. But the powertrain integration feels less good, with both an abrupt top-end accelerator response and less accomplished gearbox programming, with occasional awkward pauses when working out a downshift strategy. The Supra's purer purpose is also evident in its lack of switchable dynamic functions beyond a Sport mode. The Toyota changes direction with more enthusiasm than the BMW and feels more engaging on a twisty road, but it struggled more with traction in tighter corners, lacking the BMW's optional electronically controlled differential
This brings us to the most obvious difference that separates these cars: the fact the 2-series coupe comes with 100 percent more seating capacity. Granted, getting into the rear of the passenger compartment requires gymnastic dexterity, and any full-size adult will struggle to fit back there unless the corresponding front seat is moved well forward. But for anybody planning to travel with more than one passenger, the BMW is the clear winner in this pairing.
The BMW's cabin is also more spacious up front, and despite having a higher seating position than the Toyota, it boasts more headroom as well. The 230i's cabin is also finished in plusher and better-feeling materials, and benefits from BMW's current generation of switchgear and the iDrive 7 user interface. Our test car also had the Live Cockpit Pro upgrade, which adds a head-up display to the standard digital instrument cluster and the crisply rendered 10-inch touchscreen. Cruising refinement is markedly better than in the Toyota as well.
his brings us to the most obvious difference that separates these cars: the fact the 2-series coupe comes with 100 percent more seating capacity. Granted, getting into the rear of the passenger compartment requires gymnastic dexterity, and any full-size adult will struggle to fit back there unless the corresponding front seat is moved well forward. But for anybody planning to travel with more than one passenger, the BMW is the clear winner in this pairing.
The BMW's cabin is also more spacious up front, and despite having a higher seating position than the Toyota, it boasts more headroom as well. The 230i's cabin is also finished in plusher and better-feeling materials, and benefits from BMW's current generation of switchgear and the iDrive 7 user interface. Our test car also had the Live Cockpit Pro upgrade, which adds a head-up display to the standard digital instrument cluster and the crisply rendered 10-inch touchscreen. Cruising refinement is markedly better than in the Toyota as well.
If you're looking for a sports car, the Supra is the definite winner here, and it shades a narrow overall victory. Even in its most basic 2.0-liter form, the Toyota is both fast and thrilling, and while we will fully understand anybody wanting to make the stretch for the bigger engine, the four-pot barely feels like a poor relation. The 230i is less exciting but much more practical, a genuine successor to many of the small, punchy BMW coupes we have loved in the past. Its traditional radiator grille and muscular proportions also make it one of the best-looking BMWs of recent years. Long may that trend continue.
Specifications
2022 Toyota GR Supra 2.0
Vehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base/As Tested: $44,635/$49,550
Options: Safety and Technology package (8.8-inch touchscreen with navigation, 12-speaker 500-watt JBL premium audio, wireless Apple CarPlay, full-speed adaptive cruise control, blind-spot monitoring, rear-cross-traffic alert with mitigation), $3485; carbon-fiber mirror caps, $925; Nitro Yellow premium paint, $425; carpet cargo mat, $80
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection
Displacement: 122 in3, 1998 cm3
Power: 255 hp @ 5000 rpm
Torque: 295 lb-ft @ 1550 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 13.0-in vented disc/13.0-in vented disc
Tires: Michelin Pilot Super Sport
F: 255/40ZR-18 (95Y) «
R: 275/40ZR-18 (99Y) «
DIMENSIONS
Wheelbase: 97.2 in
Length: 172.5 in
Width: 73.0 in
Height: 51.1 in
Passenger Volume: 51 ft3
Trunk Volume: 10 ft3
Curb Weight: 3181 lb
C/D TEST RESULTS
60 mph: 4.5 sec
100 mph: 11.9 sec
1/4-Mile: 13.1 sec @ 105 mph
130 mph: 22.8 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 5.7 sec
Top Gear, 30–50 mph: 3.1 sec
Top Gear, 50–70 mph: 3.4 sec
Top Speed (C/D est): 155 mph
Braking, 70–0 mph: 149 ft
Braking, 100–0 mph: 294 ft
Roadholding, 300-ft Skidpad: 1.04 g
C/D FUEL ECONOMY
Observed: 27 mpg
75-mph Highway Driving: 38 mpg
75-mph Highway Range: 520 mi
EPA FUEL ECONOMY
Combined/City/Highway: 28/25/32 mpg
–
2022 BMW 230i Coupe
Vehicle Type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
PRICE
Base/As Tested: $37,345/$48,945
Options: M Sport package (M steering wheel, variable sport steering, M Sport suspension, aerodynamic kit, Shadowline exterior trim), $3250; Premium package (ambient lighting, adaptive LED headlights, heated steering wheel and front seats, head-up display, Live Cockpit Pro with navigation), $2650; Dynamic Handling package (M Sport differential and brakes, 19-inch wheels with non-run-flat summer tires, 155-mph top-speed limiter), $1900; Oyster Vernasca leather; $1450; Harman/Kardon stereo system, $875; Shadowline package (red brake calipers, M Sport Pro package, M Shadowline lights), $850; Brooklyn Grey metallic paint, $550; lumbar support, $350; passenger's seat width adjustment delete, –$100; passenger lumbar delete, –$175
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection
Displacement: 122 in3, 1998 cm3
Power: 255 hp @ 5000 rpm
Torque: 295 lb-ft @ 1550 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 13.7-in vented disc/13.6-in vented disc
Tires: Pirelli P Zero PZ4
F: 225/40R-19 93Y Extra Load «
R: 255/35R-19 96Y Extra Load «
DIMENSIONS
Wheelbase: 107.9 in
Length: 179.0 in
Width: 72.4 in
Height: 54.8 in
Passenger Volume: 88 ft3
Trunk Volume: 10 ft3
Curb Weight: 3554 lb
C/D TEST RESULTS
60 mph: 5.1 sec
100 mph: 13.4 sec
1/4-Mile: 13.7 sec @ 101 mph
130 mph: 26.1 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 6.1 sec
Top Gear, 30–50 mph: 3.1 sec
Top Gear, 50–70 mph: 3.8 sec
Top Speed (mfr's claim): 155 mph
Braking, 70–0 mph: 152 ft
Braking, 100–0 mph: 309 ft
Roadholding, 300-ft Skidpad: 0.92 g
C/D FUEL ECONOMY
Observed: 28 mpg
75-mph Highway Driving: 38 mpg
75-mph Highway Range: 520 mi
EPA FUEL ECONOMY
Combined/City/Highway: 29/26/35 mpg
- Messages
- 10,220
That 0-200 kph time is clearly wrong. The best I've seen so far were: 25,3 s (AutoBild Sportscars), 26,4 s (Auto Motor und Sport), 27,4 s (Sport Auto Germany).
Also: 0-200 kph in 22,4 s and 0-205 kph in 25,8 s (1km)?
- Messages
- 3,574
Could be, but then the 0-160 is also wrong, 1-2 sec faster than the german magazine testsThat 0-200 kph time is clearly wrong. The best I've seen so far were: 25,3 s (AutoBild Sportscars), 26,4 s (Auto Motor und Sport), 27,4 s (Sport Auto Germany).
Also: 0-200 kph in 22,4 s and 0-205 kph in 25,8 s (1km)?
- Messages
- 457
That 0-200 kph time is clearly wrong. The best I've seen so far were: 25,3 s (AutoBild Sportscars), 26,4 s (Auto Motor und Sport), 27,4 s (Sport Auto Germany).
Also: 0-200 kph in 22,4 s and 0-205 kph in 25,8 s (1km)?
On the other hand, on AutoTopNL channel, the GR86 also did 100-200 in around 16s. Strange results in comparison to german mags.
Tourbillon
Cornering Kingpin
- Messages
- 9,107
Occasionally it's nice to share something completely different!
EDIT, QUAD TURBOCHARGING? I've not seen this car before or it's technologies.
- Messages
- 15,639
- Name
- Rolf
The 2016 G11/G12 BMW 750d models also had quad turbos and produced 400PS (294kw) and a massive 760nm from a 3.0 Turbo inline6 Diesel!!
Occasionally it's nice to share something completely different!
EDIT, QUAD TURBOCHARGING? I've not seen this car before or it's technologies.
Tourbillon
Cornering Kingpin
- Messages
- 9,107
Really? I had absolutely zero idea about this, I'm a little embarrassed LOL! I'll definitely look into it.
Tourbillon
Cornering Kingpin
- Messages
- 9,107
- Messages
- 15,639
- Name
- Rolf
C43 sounds pretty good for a 4 cylinder inside the car.Also you wanted some AMG C43 action here it is~
Looking at the speedo and timing sections of the video it seems pretty quick:
0-100 in about 4 to 4.5sec
0-160 in about 9.5 to 10sec
0-200 in about 15 to 16sec
But I will wait to see the Draggy times first and then smile or not lol.
It seems to be as quick as the 457PS W204 C63,
Tourbillon
Cornering Kingpin
- Messages
- 9,107
Tourbillon
Cornering Kingpin
- Messages
- 9,107
It is very rapid. But not as fast as the videos dropped very early AM this morning!
Keep utlising it! But don't stop, stopwatching!
Tourbillon
Cornering Kingpin
- Messages
- 9,107
So I wanted to do a Dragy/Speedometer and framing calibration exercise particularly in light of other things.
The above video was randomly chosen.
So km/h Dragy to Speedometer in km/h respectively
100/102
200/202
300/308
Seconds Dragy/Framer
100= 2.73/2.712 seconds
200= 7.17/ 7.105 seconds
300= 18.73/18.719 seconds
In gear Dragy to Framer
100-200= 4.43/4.393 seconds
200-300= 11.56/11.614 seconds
So we can see Dragy verified to FbyF measurements is exceptionally accurate.
The differences in Speedometer to Dragy display is perfectly acceptable and legal.
So what have we learned? Mclaren on this test get the basics right. I ABSOLUTELY welcome it when these discrepancies and inaccuracies are pointed out elsewhere particularly by colleagues. Nothing individually personal it's numbers to me, and as an SSC guy it's relatively standard fair earlier on!
So someone better email Gaydon perhaps, LOL!
Mclaren, the best or nothing.
- Messages
- 8,624
Sport Auto Supertest - BMW M4 CSL (569 PS / 700 Nm)
NBR - 7:17
Vmax: 291 km/h
Max Lateral G-Force: 1,55 g
Air / Asphalt Temperature: 12c / 15c
HHR - 1:50,1
Vmax: 260 km/h
Max Lateral G-Force: 1,35 g
Air / Asphalt Temperature: 18c / 28c
Acceleration:
0-40: 1,5
0-100: 3,7
0-160: 7,1
0-200: 10,6
Top Speed: 307 km/h
Slalom 18m: 73,8 km/h
Slalom 36m: 143 km/h
Braking:
100-0(Cold): 43,6 m
100-0(Warm): 31,1 m
200-0(Warm): 121,4 m
200-0 (km/h): 4,4s
0-200-0 (km/h): 15,0s
Tire Brand: Michelin Pilot Sport Cup 2 R
Tire Size: 275/35/19 | 285/30/20
Weight: 1,618 kg
Weight Distribution: 54,6/45,4%
Price as tested: 167,630 €
Overall Rating (100 points): 89 pts
Driver: Christian Gebhardt
NBR - 7:17
Vmax: 291 km/h
Max Lateral G-Force: 1,55 g
Air / Asphalt Temperature: 12c / 15c
HHR - 1:50,1
Vmax: 260 km/h
Max Lateral G-Force: 1,35 g
Air / Asphalt Temperature: 18c / 28c
Acceleration:
0-40: 1,5
0-100: 3,7
0-160: 7,1
0-200: 10,6
Top Speed: 307 km/h
Slalom 18m: 73,8 km/h
Slalom 36m: 143 km/h
Braking:
100-0(Cold): 43,6 m
100-0(Warm): 31,1 m
200-0(Warm): 121,4 m
200-0 (km/h): 4,4s
0-200-0 (km/h): 15,0s
Tire Brand: Michelin Pilot Sport Cup 2 R
Tire Size: 275/35/19 | 285/30/20
Weight: 1,618 kg
Weight Distribution: 54,6/45,4%
Price as tested: 167,630 €
Overall Rating (100 points): 89 pts
Driver: Christian Gebhardt
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