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There’s not a lot of choice when it comes to four-door lift backs, priced under six figures. The classy Audi A5 Sportback, the newly launched Volkswagen Arteon, and now throwing a cat amongst the pigeons, the Korean-made Kia Stinger.
In the BMW corner, the top-of-the-line 440i sees drive-away prices tipping over that $100,000 mark. But there is another compelling Bimmer option: the 2018 BMW 430i Gran Coupe 'LCI'.
Let’s take a gander at the before on-road prices. The Stinger starts at $45,990, Arteon from $65,490, and the A5 at $81,500. And coming in at $2500 less than the A5 is the 430i at $79,000 plus on-road costs, boasting a 2.0-litre petrol engine under the bonnet. Want bigger? Opt for the six-cylinder 3.0-litre BMW 440i.
The 430i we have on test here has a few options added – an electric sunroof ($2920), the Innovations Package ($3900), and metallic paint ($1937), bringing the total to $87,757, before ORCs.
Out of the four cars, the BMW is the oldest, still in its 2013 first generation, whereas the latest generation of its rivals is 12 months or less. But, it has received a midlife update to help keep it fresh and current.
BMW's terminology for a midlife update is LCI (life cycle impulse), which sees some minor changes. This includes long-overdue LED lights, iDrive 6 and a suspension tune, with the car now lowered to the same height as the 3 Series M Sport. Despite the added gear, the price remains unchanged.
It comes loaded with standard features, including the M Sport package comprising of about two-dozen M Sport features. Also coming standard are a number of important safety features, such as blind-spot sensors, brake assist, collision warning and mitigation, and lane-departure warning and passive steer assist.
Front, rear and side cameras, satellite navigation and head-up display are also thrown in. It is a nice surprise for BMW not to include these as an option.
BMW has fitted the $3900 Innovations Package, which includes active cruise control, parking assist, heated front seats, 16-speaker Harman/Kardon sound system, high-beam assist and multi-functional instrument display.
The idea is simple: Plug it in when you can, and your visits to the pump will become less frequent. That’s probably the way plug-in hybrids like the Kia Niro should be pitched to car buyers. As much as regulators and policy makers revere PHEVs and see them as an important step on the way to electric mobility, the reality is that too often the format can involve glaring compromises—excess weight, sluggish performance, and higher cost, all for the sake of the occasional delivery of a few miles of electric driving.
The best plug-in hybrids sell themselves on low running costs and not overcomplicating things, and that’s exactly what Kia has done with this Niro. The carmaker has managed to fit an 8.9-kWh battery under the back seat without encroaching on seating or cargo space. There’s a 3.3-kW onboard charger capable of providing a full charge in about 2.5 hours with a common Level 2 commercial charger (or about nine hours with a 120-volt wall socket). Compared with the regular, non-plug-in Niro hybrid, the PHEV also has upgraded power electronics and a stronger electric motor—good for 60 horsepower versus 43. Total output remains 139 horsepower and 195 lb-ft, but there’s enough electrified muscle to reach 75 mph in EV mode.
As in the Niro hybrid, an Atkinson-cycle 1.6-liter inline-four achieves a claimed 40 percent thermal efficiency; it’s connected to a six-speed dual-clutch automatic gearbox, with the electric motor connecting to the transmission at its input. A third clutch can connect or disconnect the engine as necessary. The Niro may look like a crossover SUV, but it’s front-wheel drive only.
The Niro plug-in hybrid is quicker to 60 mph than the regular hybrid, according to Kia, as the powertrain improvements more than offset the stated weight gain of 163 to 285 pounds. Its hybrid-mode EPA estimates drop by about 3 mpg overall versus the hybrid to 46 mpg combined, 48 city, and 44 highway, compared with the 50/52/49-mpg ratings for the most efficient versions of the regular hybrid. (In its most luxurious trim, the regular hybrid is rated lower than the plug-in, at 43/46/40 mpg combined/city/highway.) The EPA claims a total range of 560 miles for the plug-in Niro when it has a full gas tank and a full charge.
