Would You Drive A BMW X6 M If It Was Wrapped Like This?

The BMW X6 M is one hot piece of German engineering. This $100,000 performance SUV has an absolutely monstrous 4.4-liter twin turbo V-8 capable of producing an astounding 567 horsepower and an insane 553 lb-ft of torque. In other words, this baby hauls ass and we would drive one in a heartbeat. Also, if we were lucky enough to own one of these mean machines, we certainly wouldn’t feel the need to add any extra modifications. The car is already perfect as it comes.

2018 BMW 5 Series Test Drive Review: The Best Just Got Better

Remains the benchmark midsize luxury sedan.

BMW introduced the all-new G30 BMW 5 Series at the end of 2016. Since then sales of the executive sedan, an ever-present model in the brand’s lineup for over 40 years, have taken a sharp upward trajectory. After a lackluster 2016, just over 40,000 units found homes in 2017, and 2018 promises to be an even stellar sales year. So what is it about the new model that makes it such an enticing proposition? Our initial impressions after a day behind the wheel was that BMW had done a fine job evolving the model with cutting-edge tech and lashings of luxury.

Earlier this month, we jetted off to the UK for a special Goodwood event, so made the most of our few days across the pond by getting better acquainted with a 2018 BMW 5 Series 540i xDrive. Wearing a classy shade of Sophisto Grey Xirallic paint (the closest I could find in the US is Bluestone Metallic), the first thing that grabs you about the new 5 Series is just how big it is. Yes, it’s sleeker and tauter than its predecessor, with a lower coupe roofline and higher shoulders, but it’s larger in every direction. The genius behind the G30 is that despite its bloated proportions, once behind the wheel, the car feels palpably more agile thanks in part to a new aluminum body that helps shave 137 pounds from its curb weight.

Optional Adaptive Drive as part of the Dynamic Handling Package, the first of many must-have options, enhances agility even further. The drive down from London to Goodwood consists of an even blend of highway roads and country lanes, so we were able to utilize the selection of distinct driving modes. Body roll and cornering balance is superb, with adaptive dampers that offer sharper responses in its sportiest setting, and a sumptuous soft ride in Comfort. Sharp turns and sudden changes of direction define the final 20 miles of the drive down to The Duke of Richmond and Gordon’s Goodwood estate, yet the 5 Series remained a study in driving serenity.

A short caveat: this was only the case after the lane-keeping-assist system that applies steering torque with surprising vigor whenever it deemed the car had wandered out of bounds was switched firmly off. One of the very few complaints with the car is that some involvement has been lost from the steering. But there is so much to like about the 5er, you can almost forgive BMW for catering to the general public. Driving enthusiasts be damned. BMW’s slightly misleading nomenclature means 530i badges equate to 2.0-liter engines (not 3-liter lumps), 540i to 3.0-liter units (not 4.0-liters), while the daddy of the bunch, the M550i comes packing a 4.4-liter twin-turbo V8.

In the UK, the majority of 5 Series sales will be the base 520d that utilizes a 187-hp 2.0-liter four-cylinder diesel unit. In the US, the 530i represents our base model, with a 248-hp 2.0-liter turbo-four doing the motivation. The sole oil-burner offered is the 540d xDrive powered by a 3.0-liter twin-turbo diesel unit delivering 261 hp. The equivalent six-cylinder gasoline unit boasts 335 hp and 332 lb-ft of torque in the 540i. All powertrains comes mated to an eight-speed automatic gearbox that’s perfectly calibrated, sending power to the road just as it should. With BMW’s xDrive AWD system, 0-62 mph comes in at super-sedan besting 4.8 seconds.

Buyers will have to decide whether they need the extra performance at the expense of fewer miles per gallon and around $6,000 more on the sticker price. It’s certainly nice to have, injecting moments of fun into what is an exceptional compliant ride. But the more you inject, and during my few days with the car I tended to lead with a heavy foot, the more trips to the pump will be needed. BMW claims 32 mpg combined, but we didn’t manage even close to 20 mpg. The meaty M550i is probably a step too far. At that point, and once you’ve loaded up on options, you might as well go all out for the M5. The 530i will be fine for most, but the 540i is the sweet spot of the lineup.

The new 5 Series is expensive in other ways too. The tester we drove came loaded with options totaling over 20,000 GBP. The problem is, we appreciated having almost all of them, so just be aware that the ideal 5 Series comes at a not so ideal price. Jump on the BMW configurator and you’ll see how easy it is to move the $60,000 base price to well over $80,000. The UK packages the options differently, but the elements remain the same. The head-up display, for example, worked beautifully. Sharp, colorful but not distracting, it comes part of a $1,700 Driving Assistance package in the US you'll want to order. You’ll also want to consider going all out on the front seats.

As part of a Premium package in the UK and dubbed Luxury Seating in the US, 20-way power multi-contour seats offer support everywhere, ventilation keeps you warm or cool, and eight massage programs helps muscles from going stiff on long drives. It’s a level of driving comfort you really don’t need, but once sampled, is way too easy to get used to. In fact, thanks to a memory function, getting the driver’s chair primed was my first course of action after hitting the start button. Other options to consider include the phenomenal sounding Bowers & Wilkins Diamond surround sound system ($4,200) a ceramic finish for the controls ($650), and soft-close doors that form part of an Executive Tier that includes seven features.

You could easily live without the Display Key, which is almost the size of a small mobile phone. Remotely starting and driving the car makes for a great party piece, and may come in useful if you need to regularly park the car in very tight spaces. Otherwise, you can leave that option unticked. If you like the color and wheel combo, then in the US you’ll have to start with the M Sport Design that enables you to choose the 19-inch 664M double-spoke alloys, and that also includes an M rear spoiler and other aerodynamic styling elements. Lifelong 5 Series fans, and those thinking of ditching their Audi A6 or Mercedes E-Class for a taste of Bavaria, will find the new G30 to be a simply brilliant car.

Whether taking a macro view – responsive, high-revving inline-six engines, aggressive yet handsome design, cutting-edge driver aid technology, and sumptuous interior – or from a granular level, the ambient lighting, BMW’s new gesture control (upping the sound with a twirl of your finger), the piano black trim, there’s just so much to like about this car. Yes, you’re going to have to spend big, but the G30 5 Series will be a car you could happily live with for many years to come.

2019 BMW X5 First Drive Review: Your New Go-Anywhere Luxury SUV Has Arrived

Gone are the days of the ultimate driving machine. Welcome to the dawn of something much more advanced.

I can still remember my childhood days when the adults around me would speak of BMW in hush tones as if owning one would be far beyond my mortal grasp. Ultimate driving machines they were called – not exactly a false statement as I've come to learn driving cars like the E46 M3 and E39 M5. Today, however, BMW doesn't just build the ultimate driving machine, it builds plenty of ordinary cars, crossovers, and SUVs too, including the X5, which it calls a Sports Activity Vehicle (SAV).

Driving pleasure is no longer at the top of most shopper’s lists. In fact, I would hazard a guess that it doesn't even crack the top ten of car buying choices anymore. Modern shoppers want luxury, connected features, safety options, and so much more. Driving pleasure is almost an afterthought. So, in this new age of connected driving, is BMW still the ultimate driving machine, or has it morphed into something new?

First Impressions

We were in sunny Atlanta, Georgia, to test the all-new 2019 X5. From the outside, it would be easy to mistake the 2019 X5 as just a heavy refresh of the previous model. Don't be fooled, while the design isn't exactly a revolutionary departure, this 2019 X5 isn’t just some mid-cycle refresh, it is the all-new fourth generation model known under the code G05.

The X5 is an extremely important model for BMW. 617,000 units of the first generation were sold, 728,000 of the second-gen model, 759,000 of the third, and over 2.1 million in total. It was imperative that BMW got this new X5 right, and on first impressions, there's a lot to love about the new SAV.

Pricing And What's Under The Hood

The X5 doesn't come cheap - that being said, you do get a lot for your money. In the US, the base trim level is the xDrive40i, which is powered by a 3.0-liter turbocharged inline-six (B58) producing 340 horsepower and 332 lb-ft of torque mated to an eight-speed automatic. The xDrive40i starts at $61,195.

There will also be an optional xDrive50i trim for the US market only, which is powered by a 4.4-liter twin-turbo V8 pumping out 462 hp and 479 lb-ft of torque. All of that extra grunt comes at a cost: the xDrive50i model starts at a whopping $76,745. In 2020, BMW will also add a plug-in hybrid variant called the xDrive45e iPerformance, which will pair two electric motors with an inline-six to produce 394 hp and 442 lb-ft of torque and 50 miles of electric range.

BMW will also offer a pair of diesel engines in Europe in the xDrive30d and M50d trims. Both were present at the launch event, but only European journalists were allowed to get their paws on them. The M50d looks particularly intriguing thanks to its quad-turbocharged inline-six producing 400 hp and 560 lb-ft of torque. Sadly, neither diesel engine will be offered in the US.

Standard And Optional Equipment

With a starting price of over $60,000, you'd expect the X5 to come with a variety of standard equipment. While your expectations would turn out to be correct, this is still a BMW, so many of the features found on my xDrive40i test car were optional extras, bringing the price above $81,000 as-tested.

BMW handed me the keys to a Phytonic Blue Metallic X5 with the Premium and Executive tiers, which bring the cost up to $70,650 by themselves. These tiers add luxury features such as parking assist plus, a surround-view camera, head-up display, wireless charging, WiFi hotspot, gesture controls, remote engine start, soft-close doors, heated and cooled cupholders, rear window shades, and adaptive LED laser headlights.

My car was equipped with the optional 21-inch Y-spoke wheels but 22-inch wheels are also available for the first time ever on an X5. Trust me, the 21s are big enough.

A Lovely Place To Sit

I have been very critical of BMW interiors in the past but the X5 shut me up real quick. The simplistic BMW layout is still present, but the execution is finally on par with the rest of the segment in terms of elegance and technology. Optional interior extras included the luxury seating package with massage, Harmon Kardon surround sound, a panoramic glass roof, extended leather, heated rear seats and steering wheel, and open-pored wood trim. BMW also offers a more expensive Bowers and Wilkins audio system with 20-speakers and 1,500 watts proving a symphony that is among the best I've ever heard in a car.

My favorite option was easily the glass controls for $650. This replaces the shifter and iDrive controller diamond-cut glass with an illuminated "X" housed on the inside. Volvo may have beaten BMW to the glass shifter game, but this is perhaps the centerpiece of the whole interior and is a must-have option in my opinion.

BMW will also offer the X5 with an available third-row seat. I didn't have an opportunity to squeeze myself into it but judging by the proportions of the car, it will only be suitable for small adults and children. Third-row aside, the X5 offers excellent front-row comfort and adequate rear-seat comfort.

BMW has made a bold decision to install USB-C ports instead of standard USB outlets, which may pay dividends in the coming years but force you to run out and buy new cables for your children. My test car was also fitted with a few handy dealer-installed options including a coat hanger behind the rear seat and an ashtray in the cup holder.

Technology Overload

The 2019 X5 is a technophile's dream. BMW's new iDrive 7 infotainment system, which will be called Operating System 7.0 in other markets, pairs an easy-to-use controller with a new touchscreen, gesture controls, and excellent voice commands. The gesture controls allow the driver and passenger to control functions such as radio volume and Bluetooth by waving their hand in certain patterns. I found it to be a bit gimmicky, and as a person who talks a lot with their hands, I could see it being a bother in everyday use.

The point is that no matter which method you end up choosing, iDrive 7 gives you plenty of ways to control the car, so everyone will likely land on something they prefer. The system also includes wireless Apple CarPlay compatibility (at a cost) but sadly no Android Auto support. Frankly, when an infotainment system is this advanced, you don't really need CarPlay or Android Auto.

Out With The Old, In With The New (Screens)

BMW has been very set in its ways with certain design elements, including its classic gauges. The last BMW 4 Series I tested still had the old analog gauges, which look extremely dated compared to other cars in 2018. The X5 ditches the analog unit in favor of a beautiful LED screen, which can display map information, adaptive cruise control settings, radio information, and more.

This same display will also make an appearance on the upcoming Z4 and 8 Series. BMW hasn't gone as far as Mercedes by making the gauge cluster and infotainment screen one big connected unit, but this new digital gauge cluster finally pushes the interior into the 21st century.

Just Let Me Drive

Up until this point, my opinions of the X5 have been overwhelmingly positive. Alas, I must voice one gripe with the car. The X5 is available with a host of driver safety features found in the $1,700 Driving Assistance Plus Package that uses cameras and radars to provide partly-automated driving including steering, braking, and throttle.

The adaptive cruise control worked flawlessly, but the automated steering made me physically ill. My co-pilot tested the system on the highway and on back roads to see how well it could keep us in our lane, and the system bounced back and forth like a ping pong ball.

When it was my turn to drive, I left the system on for some spirited back road driving, and it felt like the car was trying to yank the wheel out of my hand. Eventually, I decided to turn the systems off so I could enjoy the road, but this required a complicated sequence of button clicks on the iDrive system accompanied by a final three-second confirmation push of a button on the dashboard.

Remember at the beginning when I said driving pleasure wasn't at the top of shopping lists anymore? Having to hold a button for three seconds just to turn off adaptive steering is a pretty good indication of my point - BMW wants these systems to remain active to the point that it makes it difficult to shut them off. The driving aids likely have varying levels of assistance that can be turned up or down, but on my brief drive, I just decided to leave them all off.

Has It Still Got The BMW Magic?

While I'd struggle to call it the ultimate driving machine, the X5 wasn't really designed with pure driving pleasure in mind. Yet it's still lovely from behind the wheel.

BMW steering is often heavy, but the X5's is extremely light - almost too light - but I'm sure the upcoming X5 M will take care of that complaint. The car is easy to place on a back road (once you turn off the steering assist) and is among the most enjoyable BMW models I've driven recently.

The base suspension is a double-wishbone axle in the front with a five-link axle in the rear, while self-leveling air suspension is optional. I had a chance to sample a car with the optional air suspension, which allows the driver to feel the road imperfections without sacrificing too much comfort. Although the car manages to stay surprisingly flat through the corners, I found myself falling out of my seat due to the tall center of gravity and lack of side bolsters. There is a bit more road noise than I anticipated on the highway, the large wheels probably contributing to that.

BMW's Signature Dish, The Inline-Six

If I had to choose one feature to rave about on the new X5 (aside from the glass shifter), it would be the B58 engine. This 3.0-liter inline-six is the current sweetheart of the BMW lineup, better even than the S55 found in the M3 and M4. BMW's bread and butter has always been the inline-six engine, and this one is frankly near to perfection. There is some turbo lag off the line, though this is a vehicle with a nearly 6,000-lb curb weight. Lay on the throttle, and you will be rewarded with a smooth growl accompanied by little pops when you shift or let off the pedal. Once you hit boost, power delivery is extremely smooth and the eight-speed gearbox shifts as smooth as a CVT (in a good way).

0-60 mph in the xDrive40i takes 5.5 seconds, while the more powerful xDrive50i does the deed in just 4.7 seconds. If even that speed just doesn't do it for you, BMW heavily hinted that an all-new X5 M is on its way and should borrow the 4.4-liter twin-turbo V8 from the M5, producing at least 600 hp.

Who Needs A Wrangler?

On the road, the X5 was certainly impressive, but it's off-road where it really shines. To hammer this point home, BMW guided me through the woods, where the X5 tackled sheer vertical declines, streams, and rocky hills with aplomb.

Simply activate the car's off-road mode, and the suspension raises up to allow more ground clearance. The infotainment display switches to show information such as vehicle incline and steering position. Combined with the surround-view camera, I knew exactly where the X5 was pointed and how to avoid any obstacle.

Even the sheer vertical declines were made easy thanks to a hill descent control system, which modulates the brakes to crawl down a hill at a slow speed. I highly doubt any X5 owner will subject their $81,000 vehicle to such tasks, but it is amazing to know it can be accomplished.

Verdict

The 2019 BMW X5 isn't the type of vehicle you typically think of when you picture the BMW brand. It wasn't built with pure driving pleasure in mind, but it does deliver a pleasurable luxury experience that is sure to impress. There are other available SUVs at this price level that offer similar size and features, but the X5 stands out by capturing a bit of the classic BMW magic with its wonderful inline-six and buttery smooth transmission.

I wish BMW had pushed a little more towards the driving pleasure and pulled a little harder away from all of the semi-autonomous features, but the X5 still manages to strike a nice balance of elegance, driving enjoyment, and technology overload. It receives a well-deserved rating of Great Buy.

2018 BMW X3 Test Drive Review: When Did Boring Get So Good?

The BMW X3 isn't thrilling, but it's just about perfect at doing its thing.

Crossovers are boring, right? White’s a boring color on a car, right? BMWs are just so common these days aren’t they? Short of a beige Corolla, it can’t get much more boring than another compact luxury crossover, can it? Then why did I enjoy the 2018 BMW X3 in ho-hum xDrive30i trim so much? It’s me, isn’t it? I’ve become boring guy (just don’t tell my kids, they still think I’m awesome!). Well, I’m happy in my own skin, so I can live with that, and I sure as hell could live happily ever after with an X3 like this.

The X3 was redesigned for the 2018 model year and has been on the market for about a year now. We finally got a chance to drive the mainstream 30i trim with its 2.0-liter turbo after several stints in the M40i trim. The M40i is good and all, but not necessarily worth the extra scratch. Sure, it handles better and is faster, but it doesn’t suddenly transcend its boring compact luxury crossover niche. So why spend the extra money on the lease and on fuel when you can get all the looks and features with the right option packages? The xDrive30i has everything you want on its options list and more speed than you’ll ever really need.

The X3 starts at $41,000 for a rear-drive sDrive30i, then jumps to $42,650 for the all-wheel drive xDrive30i. It jumps to $47,950 with the M Sport Design Package, but the larger double-spoke wheels, body kit and black trim really turn the X3 into something desirable and sporty over the base or luxury finishes. Add $995 to each of those for destination and handling, and option packages can take it to $60K easily. The X3 30i is powered by BMW’s 2.0-liter turbo, in this generation making 8 more horsepower for a total of 248 and torque holding steady at 258 lb-ft, and readily available at 1,450 rpm for effortless low-speed pull.

Also aiding its quickness, smoothness and efficiency is an eight-speed transmission that was faultless in our week-long test, so the X3 delivers as smooth a driving experience as you would expect. The 2.0-liter turbo is also supposed to be the efficient one, but I guess that’s when you’re not too busy tapping into all that torque. The EPA estimates that it will get you 30 miles to the gallon on the highway and 23 in the city, averaging out to a combined 26 mpg. But that appears to be a little optimistic and we ended up at 21 mpg with our usual suburban routine and no particular heavy-footed driving. I guess my foot’s heavier than I thought.

As with any competitive luxury vehicle these days, it has several drive modes from the efficient Eco Pro, everyday setting of Comfort, to Sport for firmer suspension and heavier, quicker steering and more aggressive powertrain setting. It also has an Adaptive setting that ‘reads’ your driving inputs, car feedback and conditions and adjusts those settings on the fly. The settings are quite distinct, and while I enjoyed the Sport steering and suspension, I was happy to keep the engine and transmission in Comfort most of the time. Then again, those drive modes are appreciated, because below the surface it is still a BMW and has hints of dynamic capability that can make the drive more fun.

To be completely honest, I was more impressed with the supple ride that was always comfortable while remaining composed and in control even when I decided to push its limits a bit. The steering, once set to Sport, feels more responsive and quicker, yet not needlessly heavy for this practical vehicle though it won’t excite anyone looking for a sporty ride and feedback. Most BMWs these days have lost that steering charm, but it’s less relevant here than in something like the M2. To go along with the smooth drive and controlled but comfortable ride, the cabin marries modern design with luxurious materials even if the leather is a bit weird and rubbery.

The design is smart, with all the controls easy to decipher and quickly becoming second nature, with cool tech like full-color head-up display, gesture control, in-car hotspot, Apple CarPlay, adaptive cruise and parking aids that show if your doors would hit a car or object you parked beside. Controlling it all is the iDrive knob that spins and clicks to navigate the menus, with handwriting recognition on the top surface to quickly enter a contact’s name or digits. While driving, you can also scroll though some phone, audio and navigation functions on the head-up display using steering wheel controls.

With the full suite of connected services, the in-car navigation will route you around traffic snarls, and it’ll even give you the weather forecast and other trivial info. The front seats are supremely comfortable, with a wide array of adjustments, but they had great support and a couple of memory positions for a household with drivers of drastically different sizes. The rear seats are just spacious enough for adults to be comfortable and the roof is high enough to easily lean in and install car seats and buckle up younger kids. The rear seatbacks split 40/20/40 allowing for a pass through in the middle or taking the 28.7 cubic feet trunk to a 62.7 cu. ft. cargo hold. It was just big enough for the usual family gear and even big shopping runs.

As much as it’s an anonymous crossover in a sea of luxury SUVs, there is something captivating about this BMW. The creases catch shadows and highlight the subtle sculpted surfaces against the white backdrop, and black accents suggest a hint of sportiness along with the chrome luxury cues. It is the quintessential everyday luxury vehicle, for small families or active couples, ready for any season or any adventure, and ready to tackle it with style.

Official: BMW M8 Will Have Over 600 HP And All-Wheel Drive

BMW has released some new teaser photos and technical details for the much-anticipated M8.

The 8 Series Convertible only broke cover last week, but BMW is wasting no time teasing another future model in the 8 Series family: the much-anticipated M8. There have been plenty of rumors about BMW’s new flagship coupe, but the automaker has confirmed some of the M8's technical details, which is “en route to series production.”

New photos also show a camouflaged M8 prototype being put through its paces at the Estoril grand-prix racing circuit in Portugal allowing BMW to fine-tune the car's dynamics.

Just as rumors suggested, BMW has confirmed the M8 will be even more powerful than the new M5. Specific details are still being kept under wraps, but BMW says the M8 will use a “high-revving” TwinPower Turbo V8 engine that produces over 600 hp. Previous rumors have suggested the M8 will have 615 hp on tap. That would make it more powerful than the standard M5’s 600-hp figure, but less powerful than the M5 Competition, which has 625 hp. The M8 will serve as BMW’s new flagship, so don’t be surprised if a more powerful M8 Competition model joins the line-up.

The M8 won’t just share the M5’s powertrain either, as it will also have an M xDrive all-wheel drive system. It will be rear biased to keep purists happy and offer a traditional 2WD mode. As you’d expect for a full-fat BMW M car, the handling will also be exceptional.

BMW says the car’s M-specific suspension “delivers exceptional directional stability, steering precision and cornering dynamics.” BMW M has also increased the rigidity of the body structure, chassis components and chassis mounting. According to BMW, the M8 will be lighter than the standard 8 Series, have a low center of gravity, even weight distribution, optimum wheelbase and wide tracks.

Sadly, there’s still a long time to wait for the car’s unveiling, as BMW confirmed the M8 Coupe will launch in 2019 followed by the BMW M8 Convertible and BMW M8 Gran Coupe.

2018 BMW X1 Test Drive Review: This Is Probably The Perfect Car For You

You may believe it, you may not, but the X1 is the car that defines the times.

Once upon a time, Chevrolet Bel Airs and Impalas paved the way for suburban America to rise from the countless acres of land snatched up during the Louisiana Purchase and Treaty of Guadalupe Hidalgo. They gave the postwar generation a playground of subdivided communities where it could enjoy the spoils of democracy and free-market capitalism. Those large trunks and pillowy rides coaxed the nation onto four wheels, and it has remained there to this day.

Not much has changed about the landscape of our country, but those chassis have evolved throughout the years and now bear little resemblance to the big-bodied V8 barges that navigated cul-de-sacs back in the 50s. Citizens and consumers, spoiled by having to accept less and less compromise in the products they buy, have snatched up crossovers by the millions so they can enjoy the capabilities of an SUV without sacrificing the fuel efficiency, dynamics, convenience, and in the case of the BMW X1, the luxuries of a passenger sedan.

In order to clue us in on how the company plans to lure in new customers with smaller crossovers that double as affordable gateway drugs into the brand, BMW sent us a Sunset Orange Metallic X1 xDrive28i so we could roam Northern California for a week and gain an appreciation for the color orange before Pumpkin Spice season set in. With October weeks away and California’s fires subdued enough to no longer threaten the region’s air quality, we loaded the X1 with camping gear and hit Yosemite to cure the hangover of a life of technological overindulgence. The road from San Francisco to Yosemite Valley is slathered in S-curves, steep climbs, abrupt drops, and jaw-dropping scenery—a combination that favors the agility of the X1’s UKL platform and the quick shifts of its refined 8-speed automatic gearbox. It’s there that we quickly learned where the magic of the X1 lies.

Well-Rounded With A Side Of Fun

It’s not in its ability to squeeze a roomy interior into dimensions that allow the Bimmer to park in compact car spaces, it’s the dedication those Germans have to engineering versatility and a wonderful driving experience into just about anything wearing a set of tires. Like most BMW’s, the X1’s suspension lies right in the middle of comfortable and dynamic, smoothly gliding over surface streets until rubble, potholes, or roadwork send enough tremors through the cabin to jostle occupants out of their caffeine slumps. Even so, the driver can stay in control of the tightly woven chassis without feeling the need to put a second hand on the steering wheel. Though it may be classified as a small SUV, but the X1 drives much more like a 3 Series with a side of body roll, though you’d hardly notice it when cruising by famed rock formations carved out by glaciers.

And while the natural wonders of Yosemite vie for attention, especially when the peaks of El Capitan and Half Dome show through the X1’s large panoramic moonroof, it’s the corners that spike adrenaline levels even when one is entranced by the serenity of nature. Each scenic apex deceptively begs to be taken at speed, and we’d oblige if it weren’t for a respect of nature instilled in us by disapproving park rangers and the occasional deer that strayed onto the road and forced an impromptu test of the X1’s brakes. Both the deers of Yosemite and the X1 survived those incidents, but that has more to do with the crossover’s 3,697-pound curb weight and a suspension system that stays close to the action despite a slight skew towards comfort. Whether descending a steep grade covered in slippery dirt using hill descent control or tossing the X1’s weight around in the corners, the X1’s center of gravity feels low and gives the body a tendency to squat into a fighting position when it’s hustled like lap times matter.

The shy-sounding 2.0-liter four-cylinder is able to play along once the single turbocharger spools up, an event that takes the same time the 8-speed needs to shift. The punchy motor responds to throttle inputs by sending up to 228 horsepower and 258 lb-ft of torque to all four wheels, making the X1 good for a 0-60 mph sprint in 6.3-seconds. In the hills, its best to switch the no-nonsense drive mode selector out of Comfort and into Sport to ensure that the gearbox’s telepathy adapts to the road, but we soon found ourselves slowing down and getting off the road to find a camping spot. Surrounded by nothing but trees, bear boxes, and an empty campground, a subdued sense of panic set in. You see, Yosemite’s campgrounds are notorious for getting booked the minute reservations open up, so the fact our orange X1 was the only evidence of life in a camp that lay at the bottom of a long and very rocky road felt ominous.

xDrive Saves The Day

We got out and ate lunch, enjoying the smells and solitude, when out of nowhere the sky turned grey and September hail began peppering the X1’s pretty sheetmetal. After scurrying inside and warming up with heated leather seats and satellite radio, the hail let up and a park ranger emerged to ask us how we missed the “Closed for Season” signs at the entrance to the campground. During the return trip, there wasn’t a hint of anxiety as moderate clearance and a clever all-wheel drive system steadily carried the X1 up the now-wet hill. Back on the road under darkened skies, the optional $950 LED headlights lit cat eyes stuck in the pavement while dim orange interior lighting and a heated steering wheel kept the mood inside as relaxed as a Barry White single. With the $300 Apple CarPlay option loaded onto our X1’s 6.5-inch center screen, getting directions from Siri was made easy thanks to the iDrive controller.

As much as we love CarPlay and tout its many benefits, Yosemite exposes one of the system’s major downsides: the fact it’s useless without cell service. To avoid pulling out a real map and making hell freeze over, BMW loaded this X1 with the $950 navigation system, which complimented the satellite radio perfectly when iPhones turned into paperweights. After a few days at camp using almost no technology outside of the X1’s power liftgate, it was time to head back to the city. The long winding descent on California’s Highway 120 makes up a portion of the trip, and it’s there, when switching through the glut of gear ratios to brake, that the desire for paddle shifters sets in. It hardly matters back on the interstate because the X1’s compact car dimensions and sedan dynamics made us long for adaptive cruise control (an option on the X1) and a steering assist system instead.

With them, we may have noticed that the X1’s gas gauge had been dwindling in the hills. Though the turbocharged 2.0-liter sipped gas at a rate of 27.9 mpg in our tenure, we found that the tank was hovering at empty in the middle of rush hour bridge traffic with the nearest gas station on the other side of a 45 minute jam. Eco Pro mode is the go-to setting for situations like these. It not only retards throttle response and sends the transmission seeking higher gears earlier (useless in stop-and-go traffic), but it pushes the Start/Stop system to the absolute limit by shutting off the engine each and every time we came to a stop. Eco Pro’s pursuit of efficiency saved us from a humiliating call to the tow truck and in our eyes, cemented the X1 as a vehicle that truly adapts to as many “first world problems” as it can.

Simple But Far From Skimpy

The current ethos of the German automakers seems to be centered around solving those problems by creating good and highly desirable cars that can meet a wide array of demands with prose, and then reflecting that effort in the sticker price. Though a base front-wheel drive X1 can be had for $34,895 including destination, our all-wheel drive tester starts at $36,895 including destination and jumped to $44,945 by the time it made it to our hands. For the markup it can thank the aforementioned CarPlay, lighting, and navigation options as well as a $550 paint job, the $1,450 leather interior, another $550 for the heated seats and steering wheel, and $2,500 for the Convenience package that adds the panoramic roof and ambient lighting among other features.

That’s far from cheap, but just how Apple charges four-figures for its newest crop of iPhones and gets away with it because they’re more like modern Swiss Army knives with highly refined tools on each branch, BMW can’t be blamed for charging $45,000 for a compact crossover. As a perfect car for the weekend getaway, whether that happens on paved road or not, and the demands of our fast-paced modern lives—with kids or without—the X1 is more like two premium vehicles stuffed into one. It’s also great on fuel, looks good, and doesn’t skimp on fun. In a way, the X1 is the Impala and Bel Air of our time. It’s the car that defines where we are as a society and gives us a glimpse at our future. As long the rest of the industry’s crossovers drive the way the X1 does, that’s a future we can live with.

Here's Proof That Cars Can Not Drive Themselves

Perhaps people will stop putting too much trust in "self-driving" systems.

Self-driving cars are supposed to usher humanity into a world where accidents are a relic of the past, yet today's systems are far from reaching this point. Every time a Tesla is involved in an accident, the immediate story becomes whether or not Autopilot was at fault. Clearly cars with supposed "self-driving" systems are not ready to be trusted completely, but consumers don't seem to comprehend the limitations of these aids. As cars with driving aids continue to be involved in accidents, it is important to know why the systems may fail in real world situations.

Thatcham Research, a UK-based insurance research group, put together a video explaining why so many vehicles with semi-autonomous features are still getting into accidents. The video does a great job of explaining what we have noticed in some of our tests with these features.

The video shows two vehicles, a Tesla Model S and a BMW 5 Series, both demonstrating the limitations of semi-autonomous driving aids. The first issue lies with adaptive cruise control. ACC works great when following the car in front, but if the lead car pulls away suddenly, the system may not be able to stop in time to avoid a collision. The next issue deals lane keep assist systems. We've tested Volvo's system, which is one of the best on the market, and found it to work perfectly well on a straight highway. When the roads get twisty, systems like these can easily become lost and stray into the opposing lane. It pays to understand how these systems work, and how they should be used safely.

Here's How Much It Will Cost To Drive An Unlimited Number Of BMWs

Yes, you will be able to drive M cars as part of the program.

Early this week, we reported on the launch of BMW's subscription service in the US market. The subscription service will be called "Access By BMW," and the pilot program will be available through a dealership in Nashville,Tennessee. When we reached out to find out more information on pricing, the dealer told us to expect more information in early May. Now BMW has laid out pricing on its subscription program, which will allow customers to switch out vehicles within the company's model range.

The lower tier subscription (dubbed Legend level) starts at $2,000 per month, and includes access to the 4 Series coupe and convertible, M2, X5, and 5 Series sedan (including the plug-in hybrid). Stepping up to the M Tier will cost $3,600 per month and give access to the M4 convertible, M5 sedan, M6 convertible, X5M and X6M. Ian Smith, CEO of BMW Group Financial Services USA and Region Americas, told Automotive News that a lower tier below the $2,000 level may be available later on. All tiers include maintenance, insurance, and roadside assistance, as well as unlimited car swaps in any given month.

Unlike a lease, Access By BMW can be continued indefinitely and cancelled at any time. This means customers can try the service for a single month without making a commitment. BMW is the latest automaker to dip its toe into the subscription-based business model. Porsche's Passport program also starts at $2,000 for the base level, then goes up to $3,000 for more expensive models. For now, these programs are too expensive for average consumers, but we could be looking at the future of car ownership here.

Why All-Wheel Drive Performance Will Kill Off Traditional Sports Cars

Driving excitement and precision are not limited to RWD offerings any longer.

Performance cars used to follow a tried and trusted formula. Big engines and manual transmissions were important but rear-wheel drive was a core aspect of every recipe. It was common knowledge that front-wheel drive was for soulless minivans and AWD was best reserved for farming and off-roading. The advent of the performance all-wheel-drive system quickly sent traditionalists packing. Suddenly there were upstart sports cars that could out drag and out corner the very best muscle cars, especially when the roads became slippery.

The benefits of the additional traction did come with some dynamic shortcomings though, and we have had these two layouts trading blows since the early ‘80s in a bid for supremacy. The balance has slowly been swinging towards the AWD camp in recent years, cars like the Nissan GT-R have shown that driving excitement and precision are not limited to RWD offerings alone. We now have traditionally RWD-only cars adopting this layout so we decided that it was high time to see what the future held for the performance car. First, we need to take a quick look back over the origins of the AWD performance machine.

The Impreza STI is one of the first batch of performance AWD cars that is still in production today, albeit now in its fifth-generation. The symmetrical AWD system allied with a characterful flat-four motor introduced a whole generation of motoring enthusiasts to the benefit of all wheel traction back in the early ‘90s as Subaru scored some convincing wins on rallying events around the globe. Audi built its reputation on AWD performance cars; the original Quattro was the dominant rally-winning machine even before the days of the Subaru and from that base spawned dozens of fast Audis with the Quattro system at their core. Cars like the RS4 and RS6 have long been the default choice for those seeking understated all-weather performance.

Not all Quattro Audis were praised for their dynamic abilities though. Many were seen as ballistic straight-line machines with understeery handling and an unengaging driving feel. Technological improvements and decades of fettling have made the latest generation of Quattro performance machines far more involving while still being able to stick to the road in slippery conditions. The R8 is one example that was right from the start, it offers all the benefits of all wheel traction while still being quite capable of sliding around corners in the way rear-wheel-drive enthusiasts enjoy.

The 640-hp Lamborghini Huracan Performante is a prime example of a superbly balanced AWD sports car. It is not quite fair to call it an R8 on steroids but the two do share a fair amount of architectural components although all aspects of performance are cranked up to eleven on the Lambo. BMW has always prided itself on offering performance cars that excel at doing exactly that. Turbocharging, automatic transmissions and all-wheel-drive simply didn’t feature. Yet the latest M5 offers all of those technologies and thanks to a rear-biased xDrive system it is still a tire smoking sideways machine when required.

What the addition of the all-wheel-drive system has done is reduce its 0-60 mph time by almost an entire second from the old car, that despite the power output remaining largely unchanged. The additional grip when powering out of corners is also much improved and few enthusiasts will claim that the new M5 is anything but a thoroughbred M-car. Mercedes-Benz already offers this kind of setup in its E63 S AMG models. The 4MATIC system is a similar rear-biased system to the M5, switching to RWD when smoky burnouts are required. Proof of the benefits of all-wheel traction are readily apparent further up the range, the AWD V8 E63 is actually quicker than the top V12 E65 model that comes exclusively with rear-wheel-drive.

So, back at BMW, the xDrive system is now available on a large range of its offerings, right from a 2-Series Coupe up to the 5 and 7-series luxury sedans. The consumption penalty is not much and the heavier front-end does little to negatively impact the driving experience. In almost all cases acceleration times are better too. When it comes to the technologically advanced i8 sports car, it too features all-wheel-drive thanks to the gas/electric hybrid setup it uses. The tiny turbocharged 1.5-liter three-cylinder engine is complemented by the electric motor to produce 362 hp. This is common on many hybrids as the electric motors tend to be placed at opposing ends to the gas engine and will power those wheels.

The 573-hp Acura NSX is another good example of this setup, it has no less than three electric motors supplementing the internal combustion gas motor and provides near hypercar levels of performance thanks to its ability to seamlessly juggle and channel the various power sources to all four wheels. The 887-hp 918 Spyder hypercar offered a similar hybrid all-wheel-drive layout to the NSX back in 2013 albeit for a slightly higher price tag. About five times higher. It could out-accelerate the rear-wheel-drive LaFerrari and McLaren P1 off the line and was also generally the quickest of the three on track.

Is there still hope for RWD performance cars? Well, they still hold the upper hand when it comes to the last word in precision and driving feel. Cars like the latest Porsche GT3 and GT2RS can also clearly match and often eclipse more powerful AWD competitors on the track as long as the conditions are dry and the tar is grippy. The GT2 RS is currently the quickest production car to have lapped the Nurburgring, eclipsing the Lamborghini Huracan Performante, Porsche 918 Spyder and Lamborghini Aventador LP 750-4 SV, all AWD rivals. There are still manufacturers like Aston Martin, McLaren and Ferrari (save for the GTC4 Lusso) who have resolutely stuck to their RWD guns and continue to produce world-beating performance cars.

Then there is the crazy and single-minded Dodge Challenger SRT Demon. It may not be able to negotiate a corner at much above idling speed but absolutely nothing will touch it in a straight line. Would it be as awesome if it were AWD? Unlikely, until they develop an AWD car that can pop a wheelie, the rear-wheel-drive layout’s future is secure.

View the original article here

2019 BMW X4 First Drive Review: Beauty And Beast Become One

Get yourself someone who can do both.

With talks of a trade war looming, the cloudy skies paving our landing into South Carolina’s Greenville/Spartanburg airport made for a fitting welcome to the home of BMW’s largest plant. But once we deplaned and were sent to dinner with the engineers and product designers who built the new X4 we trekked here to drive, we were surprised to note that the mood of the room stunk of pride rather than doom and gloom.

But there’s a good reason for it. After losing its sales crown to Mercedes in 2016, BMW has been busy designing a plethora of new models for 2018, embarking on a product offensive so relentless it threatens to send the German auto industry into a state of civil war. The new X4, which bears a strange muscular suppleness that’s determined to make that war easy on the eyes, is critical to winning the luxury sports crossover crown. If BMW can come first in that battle, it has a solid chance at sticking it to Mercedes. In that pursuit, the 2019 X4 makes a pretty compelling chase. At first glance, updates to the sheetmetal seem to be intended as an evolutionary step.

Seen through the right lens, however, they can be interpreted as a revolutionary one—a marker that BMW’s “Sports Activity Coupe” has finally found its form. Like Porsche did with the Panamera, designers began by overhauling the rear end, moving the groove where the license plate sits down to the bumper. Larger kidney grilles and air intakes go a long way towards modernizing the front and the side profile is aided by straightened character lines and a roofline that comes to rest on the trunk lid more gradually than in the first rendition of the X4. What’s not as apparent at first glance are the dimensional changes that BMW recruited to make the X4 look “sportier.”

The wheelbase has been stretched by 2.1-inches and overall width increases by 3.2-inches, and though the roof sits only 0.1-inches lower than in the first X4, the track has been widened by 1.4-inches over the X4 xDrive 30i’s predecessor and 1.5-inches over the X4 M40i’s. Some of that extra space makes its way to the interior, with rear seat passengers gaining an extra inch of leg room, and though the driver can complain about the lack of rear visibility when the 10.25-inch touchscreen isn't displaying what the 360-degree cameras are seeing, occupants in the back can remain comfortable for a few hours—more when the panoramic glass moonroof is uncovered—before the rear’s dimensions begin to take a toll.

So the X4 has gained the prom queen looks that lend BMW confidence in waters ripe with retaliatory tariffs even if the crossover has inherited a pair of tongue-twister names, but we still wondered why every German at BMW’s Performance Center in Spartanburg wore a smug grin as technical presentations drew to a close. What they were waiting for was our shock and awe, which came in due time. After the patriotic “Ultimate Driving Machine” hoo ha, BMW distributed copies of both X4s to journalists and set us free to roam the winding green roads near North Carolina’s Cedar Mountain. Jumping between Carolina borders one apex at a time, it quickly became clear that none of the presenters' speeches were in fact hoo ha.

It doesn’t matter the engine, the 2.0-liter turbocharged inline-four making 248 horsepower and 258 lb-ft of torque or the 3.0-liter turbocharged inline-six that spews 355 horsepower and 365 lb-ft of torque, BMW’s insistence on staying true to its roots—its emphasis on the perfect blend of luxury and dynamic driving— is what steals the show. The X4 can do comfort as well as (if not better than) any other luxury machine, cocooning passengers in an opulent leather-appointed cabin that remains silent and smooth whether coasting on paved roads or tearing through gravel driveways, but it can also excite if the driver decides to put their foot down.

Aside from steering that decapitates a driver’s hands at the wrists and hides any sense of what the front wheels are doing, a near perfect 50/50 weight distribution helps by filling in gaps where the variable steering rack falls short and recalls simpler times when a sideways BMW was an invitation to play. Relying on Cluster Architecture as its weight loss plan, the xDrive 30i sports a curb weight of 4,146 pounds while the M40i’s extra parts—the two extra cylinders and standard adaptive suspension (an option in the xDrive 30i)—bring the total up to 4,323 pounds. Still heavy, but CLAR lowers the X4’s center of gravity and allows it to carve corners in a way that belies belief, as if it were Michelangelo in a Jack-o-lantern contest.

With the M Sport exhaust (standard on the M40i and optional on the xDrive 30i) burbling and popping at each of the eight-speed Steptronic’s upshifts, we caught native Carolinians off guard by threading the X4 through hairpin turns while emitting giggles usually reserved for Miatas on knotted roads and erupting with the sort of maniacal laughs that should saved for Hellcat burnouts when we blasted down straights. We caught ourselves off guard too—the X4’s agility is surprising for a vehicle in its weight class and the edge of its limits are so progressive that we found ourselves trying to driving it like an M3.

With the xDrive AWD system’s curious computers testing grip and pushing all four corners to the max, we charged forward with confidence—a curse to our stomachs that we filled with Carolina grits at breakfast. Most drivers aren’t suicidal enough to feel the progressive slip of excessive G-force beginning to overwhelm the tires while on the road, but take the X4 to the track and you’ll have the luxury of experiencing that. Ideally you’d be in an M40i loaded with M Performance brakes and the optional M Sport differential like we were. The system alters BMW’s DSC system and can be toggled through three modes that range from “I have no idea what I’m doing” to “I’m an experienced tire murderer and need my fix.”

Your humble tester’s talents lie somewhere in between, but the X4 delivers plenty of thrills when you attempt to drift like the pros. Also adjustable are the drive modes, which include BMW’s typical Eco Pro, Comfort, and Sport modes along with Sport + and Adaptive as extras. Located next to the shifter, these buttons modify the throttle response, transmission settings, engine noise induction into the cabin, and the adaptive suspension system if it’s an X4 loaded with it. The iDrive controller works as brilliantly when it’s used to modify these settings as it does when used to access the infotainment system.

Now, South Carolina has a population of roughly 5 million and less than four cities with more than 100,000 inhabitants, meaning that many residents live in small towns connected by two-lane roads. It was on these roads that we were able to relax and study the well-appointed interior or play with the tech, protected from our own divided attention by a suite of driver aids. Being the types of drivers that dispatch traffic with a single hand on the wheel and an arm slumped over the center console's butter soft leather, we found gesture control to be a useful plaything for adjusting the volume and answering calls.

Responsible two-handed drivers can enjoy just as much smartphone convenience with Apple CarPlay, which works wirelessly for the first time using the X4’s onboard WiFi. This enables the technophile fantasy of getting in and placing your phone on the wireless charger without having to connect it to use CarPlay. Technophobes, on the other hand, will be happy that the lane keeping assistant isn’t precise enough to encourage consistent use. A few miles on the highway might prove otherwise, but those two lane roads had the lane keep assistant sending the X4 swaying from one lane border to the other, staying within the lane but doing so as if it were tipsy.

Despite that, the bevy of driver aids like adaptive cruise control, blind spot detection, cross traffic alert, parking sensors, and collision mitigation, work hard to keep the pretty sheetmetal from getting scratched. And that's important to your typical X4 shopper, who likes beauty and doesn't mind a little bit of pain. Make a list of traits that differentiate X3 customers from X4 buyers and you’d conclude that those behind the wheel of the X3 could feasibly be spotted wearing a pair of Crocs. X4 owners would be caught in a coffin before that. Fortunately the X4's beauty doesn’t mean grueling workouts and miserable skincare routines, just a $7,800 premium over an xDrive-equipped X3 to bring the total to $51,445.

If budget is a priority, don’t even think about test driving the M40i lest you fall in love and feel compelled to shell out $61,445 for one. That kind of money puts the X4 M40i within shouting distance of the X6, though base models of the larger Sports Activity Coupe can't imitate the X4 M40i's 4.6-second run from 0-60 MPH until the sticker approaches $80,000. That's a lot of money for a car, but between tours of the X4's factory, laps around the track at BMW's Performance Center, and fistfuls of fried okra, it's easy to see that when it comes to luxury, BMW brings its A-game. Some say luxury is a state of mind attuned to all things comfort and extravagance, but that's a very two-dimensional view of luxury, the kind you get in a Lincoln.

Life will rock your boat no matter its size, yacht or skipper, and the true luxury state of mind is one that remains cool and composed when the seas (or roads) get rocky. Like James Bond in a gunfight or George Clooney at his mistress' wedding, true luxury looks dapper while fighting crime and only curses at the right moments. True luxury looks at life with the confidence those BMW engineers had at dinner, knowing that its inherent traits are hardship and struggle along with joy and pleasure. The discerning eye of the luxury mindset favors tools that, much like itself, can deal with both and remain calm. The X4 just happens to be BMW's latest rendition of that tool.

Will BMW M Cars Ever Go Front-Wheel Drive?

It’s certainly a possibility for future entry-level BMW M Performance models.

Love it or hate it, BMW’s is embracing front-wheel drive cars. The automaker’s new FAAR front-wheel drive architecture is spawning new models, but BMW’s M division isn’t keen on applying this layout to its performance models. After all, a full-fat BMW M car without power being sent to the rear wheels would be blasphemous in most enthusiast’s eyes. And yet BMW is considering applying its fabled M badge to select front-wheel-drive cars in the future. The Honda Civic Type R has proved it’s possible to build a performance car with front-wheel drive, but this setup wouldn’t deliver the driving experience enthusiasts expect from a BMW M car.

“That challenge is the biggest challenge, because we want to have a typical M feeling which goes more naturally with rear-wheel drive,” BMW’s M boss Frank Van Meel told CarAdvice at the launch of the M2 and M5 Competition in Spain. “If you want to do that with front-wheel drive, I think that’s the biggest challenge you can have.” However, Van Meel admitted that BMW’s M division can’t completely ignore the segment. In the last few years, BMW introduced the M Performance entry-model lineup slotting below the full-fat M range.

Before you start worrying the next-generation M3 and M4 will be offered in front-wheel drive, Van Meel said these entry-level M Performance models are more likely to get the front-wheel drive treatment. “The segment is big for us and of course it’s very attractive, it’s the entry-level segment to M,” he said. “The question is what kind of M and which cars of that segment would fit.”

The next-generation 1-Series will be the company’s first vehicle to use the FAAR front-wheel-drive platform, followed by a new 2-Series Gran Turismo, 2-Series Active Tourer, 2-Series Gran Tourer, X1, and a small electric SUV dubbed the iX1. Van Meel didn’t say which of these models could be sold in M Performance guise, but at least purists can rest easy knowing BMW isn’t planning to introduce full-fat front-wheel drive M cars. Then again, the new M5 has shifted from rear-wheel drive to all-wheel drive, so we wouldn't rule anything out just yet.