The New(-ish) STEED

As you all know, I'm a huge car fanatic. It doesn't take much to get me started yapping about cars when someone asks, "What you think about *insert brand/make here*?" Also, as you may have found out (you didn't know? Catch up here) I've been without a car for a weeks now due to the negligence of distracted driver. My plan was to keep my personal car for a few more years before getting a car I really wanted but due to these circumstances, I've had to alter my plans a bit and go for a somewhat temporary stand-in. But what to buy?

My price cap was $10k and for that, my main focus (other than practicality and performance) was reliability. This car has to hold up for at least two years (more or less) to the rigors of my travels and beast-of-burden gigs while being relatively easy to work on myself. The 6 was virtually pain free for the DIY guy I am as most oil/fluid changes and tuneups were, though a bit arduous, mostly trouble free. I wasn't looking at SUVs/crossovers as most in my price range weren't my kind (I'm a wagon/hatchback lover). Sedans weren't frowned upon though they weren't my first choice either and even though I could've gotten another Mazda 6 (familiarity is a helluva thing) I figured I'd shake things up a bit. I found myself glued to websites such as cars.com, cargurus.com and Truecar and overtime, I narrowed my search down to two vehicles, the Ford Focus and Mazda3.

Let's look at the Focus. From 2012, Ford's compact runabout has been thoroughly redesigned and now is a virtual clone of it's Euro version. The styling is a hit and after reviewing one a few years ago, the fun to drive nature catapulted it to one of my favorites. The infotainment system may be a bit infuriating (read: MyFord Touch) but over time, I could get used to it. The hatchback was definitely the better looking version versus the sedan which just has a frumpy look. The only point of concern was Ford's new 6 speed, dual clutch auto. Initial response to this was lukewarm when the Focus debuted and since my purchase would be first-second year (before Ford's mid-cycle refresh of 2015) I wasn't sure I'd be up to dealing with its quirks and potential bugs. Searches turned up quite a few and there was one potential that I seriously considered. However, there were a few items the dealer was not willing to compromise on. Without going into detail, let's just say some items you expect to be common sense when a car is reconditioned for sale were not important enough for the dealer to do. As a result, that deal fell through. Other things such as cars being for sale online but mysteriously being sold hours later when I showed up for a test drive (a dealer trick I later learned) dried up my enthusiasm.

The other potential, the Mazda3 was also an early contender. Say what you want about Mazda's goofy design language from 2009-2013 but underneath all those lines was a solid vehicle. I've always extolled the virtues of Mazda vehicles for their almost singular focus on driving excitement while never losing sight of other important aspects such as efficiency, practicality and ease of ownership. While the fire breathing Mazdaspeed3 did tempt me, I decided to cool it and get something less toasty. A few Mazdas nearby were either high in mileage or weren't priced competitively. A few early propositions, just like the Focuses (Focii?), somehow disappeared from the lots despite being confirmed present by the various dealers. Towards the end of my search I started factoring in ease of maintenance and revised the list a bit. One night while doing a search, this off-the-wall option popped up.

I couldn't believe it.

2004 Lexus IS 300 Sportcross
Price: $7600
Mileage: 68,160

This has to be a joke. Can't be real. Not only was the first generation IS 300 a hallmark in Lexus history, being the first legitimate Lexus product sent to do battle with the BMW 3 Series in the early 2000s, it was also a car that I had really, REALLY wanted to drive. Despite not being turbocharged, the IS300 packed the 2J-GZE 3.0L inline six of the vaunted Toyota Surpa sports car. This legendary motor was bulletproof in its durability and longevity and, with the addition of Toyota's VVTI valve timing gear, was even better. But all that despite all that, what really captured my attention was that this particular car, is a rarity, being one of only 3,000 Sportcross models sold in the U.S. A quick check of Autocheck and CarFax brought up no issues and confirmed this being a one-owner car, pretty much stamp on the originality of those low miles. Here, I thought, was my chance to actually test Toyota's vaunted reliability claims and some fun while doing so. First off though, I had to see the vehicle in person.

The following Saturday, after testing yet another overpriced Ford Focus, I went down to the small dealership to see the Lexus. Normally I pause at visiting small dealerships, but I figured, if this car is the real deal I at least had to verify it. According to one website, the Lexus had been on the lot for around 6 months, the price falling to its current number, a good indicator that the dealer really wanted it off the lot. Walking through the tightly packed lot (I swear the little parking lot behind my office is twice as big) I spotted the black wagon sitting next to a late model Altima and an also-rare Chevy Malibu SS sedan. Pictures didn't do it justice. While time has had its way with  it, the wagon still sports a surprisingly athletic stance. The body showed no physical damage, a few small micro dents here and there but nothing outwardly visible as prior damage. Opening up the interior really tells he age of the first gen IS300. The dash looked worn and the plastic trim separating the upper and lower portions were heavily weathered with small scratches. sprinkled around. The plastic trim surrounding the 5 speed automatic transmission's gear leaver was even more weathered and the characteristic ball on top of the lever was missing (apparently these shiny balls are prime pieces). The leather on the steering wheel had portions peeled away but the seats were in surprisingly good condition despite the leather being polished to a smooth finish. Overall the interior was, despite its age, in very good condition. Even the Lexus brand first aid kit was still velcroed to its position in the cargo area, seemingly untouched. Early 2000s designs stood out: a cigarette lighter sat prominently in front of the gear shift lever, the small diameter 3 spoke steering wheel emphasized tastes of the time, the A pillars were thin and visibility was excellent front and rear. Compared to the GMC Terrain I had stepped out of minutes before, I had basically taken a trip back into time.

Mechanically, the car was sound (or so I thought, more on this later). The engine started right up and idled quietly and I could hear no untoward noises or indications of repairs needed. However, after idling for roughly 10 minutes one thing was apparent: the AC was not working, hot air spewing out the vents, Hmm, a major issue this being Florida and all, but a minor one the dealer was happy to sort out. A few of the things besides the AC not working: the radio antenna was broken (an expensive OEM repair I found out later), the radiator had a leak (also revealed later and repaired by the dealer), the brake rotors were warped, the clip that held the hood prop in place was broken and the 6 disc CD player didn't work (the cassette player, surprisingly, did). Oh, and apparently the dealer only had 1 key available. Hmm, almost a deal breaker but not enough to sway me. Test driving the car revealed the structure to be taut and rigid, no squeaks and rattles permeating the cabin and the transmission shifting comfortably and precisely. Sure, the 5 speed isn't as responsive as modern 6 and 8 speeds but at least it didn't fall all over itself and was one of the better transmissions of the day. It offered a manual shift function with buttons located on the front and rear steering wheel spokes. A "PWR" button sat next to the gearshift lever, a sort of Sport button that when pressed, switched the transmission's programming to change gears at higher rpms. The inline six engine still sounded turbine-smooth and balanced as any BMW six-pot. The ride was certainly firm, a tad firmer in fact than my departed Mazda but straight-line stability was even better. With the front wheels here unloaded of the engine's output, steering was sharper and more immediate. Plus, being hydraulically actuated (instead of the electro-steering of today), the wheel was rife with information, the texture and irregularities of the road feeding their way from the front tires to the driver's hands.

Back at the dealer, I analyzed the car again. The cargo space appeared to be roomy enough to haul all my gear for gigs and be comfortable enough for the long daily commutes I have. Plus, this being essentially a Toyota, with regular maintenance I'd be assured a relatively trouble-free ownership. Seeing this as an opportunity, I put down on the car and within a few days, it was mine. During the short week or two of ownership, several items need to be .

1) Doing any used car purchase, please, PLEASE have a certified mechanic do a thorough check on ANY car you're seriously interested in. I neglected this very important part of the purchase and I paid for it with a missed day of work and tow truck drive to a mechanic to have the radiator replaced (dealer warranty).

2) Newer cars are complicated and aren't as DIY friendly as older ones. Hence, I'd like to do as much DIY maintenance as I can and save some money. The 2J-GZE motor is a well known engine and, despite Lexus branding, parts are plentiful and affordable. Plus there's a solid knowledge base in the online IS community ready and willing to help with various information regarding maintenance, upkeep and possible upgrades (don't worry, I aim to keep the car stock where it counts). Oil changes may be a bit difficult (the oil filter is situated in a hard to reach area, meaning spills could be inevitable), spark plug changes will be a fight (just as they were in the Mazda) and this being a timing belt as opposed to a timing chain (look out 90k miles!) but at least this is stuff that's not outside my mechanical ability. I just need a garage to do it all in (heh).

3) As my brother has said, it's the little things that add up and it is certainly the truth here. While not everything has to be fixed up front, I've found little odd things that could be either fixed or upgraded overtime. One example is the interior lighting that, after owning the Mazda for the better part of 6 years along with stints in the Ram and Terrain, looks very austere and dim. Even at it's brightest setting, the interior still appears dark and the dome/map lights cast very poor lighting. An LED conversion will cure this and is currently in the works.

4) I'm a bit torn regarding the current stock radio. While the CD player isn't working and I'm about to put the cassette player to good use with an AUX cassette to play music from my phone (I at least have a dedicated 12V charger besides the cigarette lighter, praise Jah!) I'd like to upgrade it in some way. Having navigation isn't really an essential (that's what my phone is for) so that lowers the price point considerably and, of course, I'd be doing the installation myself.

Writing this marks a month since I've been driving around in the Lexus and I've gotta say, it's been fun. Some negatives? The inline six drinks premium gas and, while a strong motor, good gas mileage isn't its forte. It's going to take some getting used to seeing 18 mpg rather than the 24 mpg I'd regularly get in the Mazda. And the cabin is definitely a more, er, intimate space than the relatively spacious 6. But again, this serves as a test of Toyota's reliability and ownership experience I'll have with this rare car. Sure it might not have a manual transmission, but at least it's a hatchback and one I'm looking forward to many good memories with. Sorry tuners, no turbos or coilovers or beer-can exhaust systems here. This 2004 Lexus IS300 Sportcross is going to remain mostly stock.

First Impressions - 2014 BMW M4

It's a bittersweet day M fans.

Rejoice for with the new F30 BMW 3 Series comes the promise of a M-ified version, only this time around (and for the rest of eternity) the vaunted M3 badge will only apply to the 4 door car. That's right. The arrival of the BMW 4 Series (no longer the 3 Series coupe) also means that the badge 'M4' will be affixed to the super coupe from BMW's M division.

Say what?

Let me explain. Exhibit A: Audi. Rather than make an A4 2 door (like they did with the A4 convertible...sorta), they branched off the 2 door version into the A5 (and with it, the S5 and hyper RS5) even though both cars share the same chassis. This has worked wonders for Audi and BMW is keen to follow suit. But is that such a bad thing though? The 3 Series Coupe has always been the stylish brother of the 3 Series lineup (which included 4 door and 5 door wagon variants) so in BMW's think tank, it made sense to branch off the 2 door into it's own line, sort of like the 6 Series is essentially a more stylish 2 door version of the 5 Series. Besides, with the arrival of new 3 Series variants like the Gran Turismo (see 5 Series GT for ugly reference) it was probably for the best.

So now, on to what makes this M4 so special (sounds weird saying M4 doesn't it?). Unlike the E90 M3, which sported a high revving 4.0L, 414hp V8, the new M4 will jump on the downsizing trend that has gripped the automotive world in the name of greater efficiency and, in a positive way, back to BMW's bread and butter engine configuration. In the V8's place will be a highly tuned version of BMW's legendary straight six coupled with two turbochargers and not related to the 335i/435i's N55 single turbo 3.0 liter (the M5's twin turbo 4.4 liter V8 is closely related to the same unit used in the 550i) or the earlier N54 powerplant. Displacing slightly more than 3.0 liters, power is rumored to be in the neighborhood of 420 to 450 horsepower with torque trouncing the paltry 295lb-ft of the naturally aspirated V8 by a significant margin. Figure closer to 400 lb-ft. The high-revving nature of the previous M3 will be retained, despite the forced induction employed by the new engine so look for a redline of around 7000-8000 rpm. BMW's 7-speed DCT dual-clutch transmission will send torque to the rear wheels (though a manual transmission is very likely) but don't expect BMW to follow Mercedes AMG on the AWD train. M engineers specify weight and balance as the primary reasons for turning their noses up at sending power to all four wheels, though the electronic M differential will have the ability for torque vectoring between the driven wheels. To keep the M4 light on its feet, BMW has employed more than a sprinkling or carbon fiber composites, particularly in the roof, trunk and hood with the emphasis on keeping the weight low and centralized. Bucking the bigger-is-porkier trend, the M4 will actually weigh less than it's predecessor by a good margin.

A look at the images reveals nothing less than something that came out of the M factory (toxic waste green hue aside). Signature cues include the large vents below the front bumper that provide cooling to the large carbon ceramic brakes as well as a carbon fiber front splitter for increased downforce. Unlike the bigger M5, these vents are more aggressive in design and feature multiple aerodynamic enhancements. The twin-kidney grille features unique inset slats and the traditional power dome in the hood. Just behind the front wheel wells, BMW has created functional fender vents it calls 'Air Breathers', beginning a character line that flows down the sides up to the widened rear hips. Large 20" wheels in typical M design are stuffed inside the wheel wells that, in tune with the widened hips, serve to enahnce the wider track of the rear end. The stylish character line ends in a rear unique to the M4, featuring a fully integrated tail spoiler and lower diffuser housing M's signature quad tailpipes finished in carbon fiber. Perhaps the coolest feature on the M4 concept is the roof which, also finished in carbon fiber, sports the just-visible M colors of blue, purple and red in stripes. The suspension has seen a thorough going over with wider tracks front and rear and a fully reworked rear suspension that features lightweight aluminum in the majority of its construction. Alas, the M4 will swap hydraulic steering for an electric unit, but before you take up flaming torches and pitchforks, the M engineers sweated the details to ensure that steering feel was not lost in the transition. The E92 M3's steering was a benchmark for feel and effort so look forward to the M4 to preserve that special touch in your hands.

Expect the production M4 and its four door companion to be unveiled in early 2014 with sales a few months after at a price starting in the $60k range. Like previous models, a convertible variant will follow (and here's hoping North America gets a wagon). With Audi RS and Mercedes AMG cranking out ever higher performance vehicles, the pressure is on BMW to deliver a car that will meet the Germans head on (and head off the new kid Cadillac ATS-V) keep the M badge as the standard bearer of the segment. Though calling the new car the M4 will take some getting used to, the performance being previewed should encourage M enthusiasts to accept the new car. And if the the new name still bothers you, there will always be an M3 available on the next stand. If you're willing to accept two more doors that is.

 Images courtesy of World Car Fans

Quick Spin - 2012 BMW 328i

2012 BMW 328i Modern Line

The King of compact sports sedans is back.

The BMW 3 Series, arguably the most sporting of luxury sedans, has carried the torch as "The Ultimate Driving Machine" for the company since the 2002 model of the 1970s. Known for its compact size, yet playful nature, this model evolved into what we now call the 3 Series. With each generation, the 3 has gotten bigger, more powerful and more technologically complex. As we know the car today, it has been an all six cylinder lineup. The turbine smoothness and sonorous snarl of the inline six cylinder has been a BMW calling card for the 3 Series, from base model all the way up the last generation of the fire-breathing M3. Today however, the economic and environmental climate has changed and so too have automakers' take on efficiency. In response to this new challenge for environmental awareness and increased efficiency, BMW has chucked the naturally aspirated 3.0 inline six from the base model of its new F30 3 Series and introduced a new turbocharged 2.0 four cylinder. Outgunning the old six in terms of power and efficiency, the new four chucks out 240hp and 260lb-ft of torque, improvements of 10hp and an astounding 35lb-ft of torque. As part of BMW's 'Efficient Dynamics' program, the 328i is equipped with a host of technologies to deliver not only outstanding performance, but outstanding fuel economy as well. Available transmissions include a 6 speed manual transmission and a new 8 speed automatic. Of course if you need your inline six fix, the up-level 335i aims to please. Equipped with the 300hp/300lb-ft of torque N55 turbocharged 3.0 inline six, that flows its power through either the 6 speed manual or a 6 speed automatic, you won't have a want for more speed and power (and for the crazies, the 414hp V8 M3 is always there though based on the now obsolete E90 chassis).

2012 BMW 328i Interior

In remaking its most important model, BMW decided against a drastic restyle (remember the Bangle era?) and instead focused on a subtle yet noticeable surfacing of the exterior. The old E90 model was a handsome car that has aged well but in order to be more distinctive, BMW applied a slightly bolder approach. The signature twin kidney grill is more pronounced and the headlights now flow into it, the other signature BMW look - the "angel eye" driving lights - have a squatter appearance with the headlight fixtures flowing further back into the fenders. The lower intake is now a full length piece that also incorporates the fog lights. The new 3, always panned for cramped rear accommodations, features a longer wheelbase and slightly wider tracks front and rear. This translates into better interior room for four with more legroom for rear seat occupants (3 rear passengers is still a squeeze but at least they won't riot as before). German cars have always been known for stark, cold interiors and BMW is probably the best known (or most infamous) for this. My tester was a Modern Line 328i decked out in sumptuous leather called "Dakota Oyster" with a nice "Fineline Pure" wood trim (seriously, who comes up with these names?). The seats felt good and offered great support and finding a good driving position was made easy by the full powered 8 way adjustable seat and tilt/telescoping (unpowered) leather steering wheel. The interior felt rich and nicely complimented the Mineral Grey Metallic paint of the exterior. The iDrive system (ridiculed for years by the journalist community for its too-complex operation) has been further revised and is now simpler to operate. Climate controls are now separate items and no longer do you need to dive into menus just to tune the radio or adjust the volume settings. It must be noted here that the old ordering system is no more. BMW now offers the new 3 Series in four distinct "lines": Base, Modern, Luxury and Sport. Base models allow for a bit more personalization of equipment and features, Modern comes with more features standard while Luxury comes with yet more features as well as exterior revisions (chromed kidney grill and lower fascia, different wheels) to distinguish them from lesser models. Sport Line models feature large 19" wheels with summer tires and altered suspension settings as well as a blacked out grill and fascia.














 On start up, one expects to hear the whine and steady, smooth idle of an inline six under the long aluminum hood. Surprising then that, even with the knowledge of an inline four present, that the idle would shock me as it did. The turbocharged 2.0 four comes with direct injection and its clatter, although quiet was almost diesel-like, the *tick-tick* of the direct fuel injectors working away at the cylinders.  The 328i always starts up in Economy mode along with Auto Start/Stop engaged. This system is controlled by the 328i's electronic brain and, after learning the driver's habits, shuts down the engine to conserve fuel at appropriate times when the car comes to a complete stop. Once the brake pedal is released, the engine fires back up allowing the driver to continue on his way. The 8 speed auto also receives a remap of its shift points and, once underway, will quickly shoot for top gear. In order to encourage efficient driving, a display in the instrument panel tracks in real time how economical your driving is and will actively coach you, even by applying opposite pressure on the gas pedal to ensure smooth slow take offs from a stop. The start/stop feature was unnerving at first and was hardly subtle in its operation but one gets used to the sensation of the engine firing up and shutting off after a while. The computer is smart enough to know when the car is in heavy traffic and will not shut off the engine unless the car is stopped for periods longer than 5-10 seconds. Or you can completely shut the feature off by pressing a button if it annoys you. I certainly did. Fuel economy ratings for the 328i are 24 city/32 highway (revised by the EPA from previous numbers of 24 city/36 highway).

2012 BMW 328i Modern Line's 8" Central Screen

Driving through the Coral Springs area, the car rode comfortably and absorbed bumps that would have otherwise been felt in the old car. BMW has pretty much perfected the ride/handling balance of its cars but tribute should also be given to the new electronic dampers fitted to 328i. In Comfort mode, the ride was almost limo smooth but not floaty, the new electric power steering was quick but almost devoid of feel and communication, quite unlike the last car's hydraulic steering which was chatty by comparison. The 8 speed slurred through its ratios but was still quick to downshift a few gears when prodded. The turbo four is tuned for almost zero lag and delivers its torque across a broad RPM range and as such, passing maneuvers were effortless. At a traffic light, I switched to Sport mode and the change in the 328i's character was, in a word, noticeable. I could feel the electronically adjustable dampers stiffen, the engine's note change to a more aggressive idle while the computer remapped the transmission's shift points. The change was also noted on the 328i's 8 inch central screen by showing the damper setting and tune of the engine. It was as if the whole car went into attack mode, ready to pounce on the Audi A4 driver that was in front. The light went green and a stab of the throttle was met by instant thrust. Where the old car necessitated revving the engine to get power (a joy in itself), the new turbo four doesn't require it, exhibiting right-this-second torque delivery. Through a turn, the 328i exhibited almost no roll and remained flat as I negotiated a series of quick left to right lane changes to get around slower traffic. This car is remarkably quick off the line and the A4 that was in front a few seconds ago? A red blip in my rear view mirror. Sensing the aggressive driving (don't try this at home kids!) the 8 speed learned my style and properly held gears all the way to redline. Manual shifting produced quick enough shifts but leave the transmission in auto and it's intelligent enough to know which gears are sufficient for the task at hand.  A race track or autocross would've been the proper place to wring out the 328i but even here on public roads, it's good to know that despite the car's nod to comfort, BMW hasn't neutered its playfulness. Lightweight materials in its construction play a role here and is yet another effort to increase the car's efficiency. Fitted as it was with the equipment onboard, the 328i weighs barely more than its predecessor. An aluminum hood and trunk lid, aluminum intensive suspension components and ultra high strength steel construction all contribute to the 328i's minimal weight gain. The engine itself, which is some 50lbs lighter than the heavier inline six it replaces, also serves to lighten the weight over the front wheels, increasing the car's quick turn-in behavior.

328i Modern Line's 18" wheels

Throughout the drive I faced a bit of a conundrum: I was actually having more fun here than I anticipated. Not once did I yearn for the excessive power of the 335i's 300hp/300lb-ft of torque, turbocharged 3.0 inline six. Having driven the old 328i, the old naturally aspirated inline six sounded sweet throughout the RPM range (in fact, it relishes revving right up to the fuel cutoff point), but I always felt that it needed more power. With the new model, you lose the turbine-like quality of the six but gain such an impressive amount of torque with almost no lag that the tradeoff is very reasonable. Besides, unlike the old six that made power right up to redline, the four is pretty much out of breath by 6000 RPM, though it does emit a pleasant bark from its twin tailpipes, not the sound one expects from a BMW but sporting and aggressive all the same. In fact, I would imagine that the heavier engined 335i's transient responses might be slowed somewhat by the increase in weight over its front wheels. So good is the 328i's power and torque delivery that, equipped with the requisite M Sport package (larger wheels, stiffer suspension), this might be a better sports sedan than the more powerful 335i. Put both on a racetrack and, while the 335i will hold the straight line acceleration advantage, the 328i driver will always catch up in the turns. I'm even starting to suspect BMW has underrated the 328i's power rating.

With each generation of new car getting larger and more complex, it's good to see BMW holding the line with its new 3 Series. Yes the new 328i may be a bit larger than the car it replaces, but BMW has worked hard to preserve the spirit and playful nature that makes the 3 Series such an exciting car to drive. Sure the naturally aspirated inline six is gone from the lineup in a nod to increased fuel efficiency, but the smaller, more powerful turbocharged four more than makes up for that.

Now price isn't the only reason to go for the base model and you won't be disappointed.


Special thanks to Aaron Shapiro and the BMW team as well Vista BMW of Coconut Creek, FL for facilitating this test. BMW is a proud sponsor of the US Olympic Team and I was fortunate to meet Terese Terranova, a double gold medalist in the 1986-87 Paralympics in Seoul, Korea. Find more information about her numerous accomplishments here.