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.

First Impressions - Lamborghini Urus Concept

2013 Lamboghini Urus Concept

Say what? Lamborghini is doing what?

Indeed they are. And come on, it's not like they haven't done it before. If you were a child of the 70s/80s, then you would remember the LM002, the V12-powered Italian Hummer of SUVs that Lamborghini produced between 1986 and 1993. While that monster was more about brute force and less about luxury, it was brash and exotic in that traditional Lamborghini in-your-face logic. But Lamborghini isn't a traditional builder of SUVs. They build sports cars: exotic, wild, fast and brash super cars. So what are they doing unveiling a new concept that forms the basis for a third vehicle line after the Aventador and Gallardo? Let's not forget that Porsche was also seen as a maker of pure sports cars and what began with the 911 Carrera, branched out into the Boxter/Cayman line with the occasional GT and super exotic (Carrera GT). But like every business,automakers are sensitive to the ups and downs of a world economy and it impacts exotic sports car makers particularly hard since their annual sales rarely top 5000 units. When demand drops, small outfits such as these don't have the leverage of multiple vehicle lines to cut or fall back on like larger full line automakers. Porsche recognized this in the late 90s and thus forged an agreement with Volkswagen to jointly develop an SUV that would serve both automakers purposes. Thus was born the Cayenne (and VW Touareg), the polar opposite of Porsche's sports cars. Of course the Porsche faithful cried fouled and decried Porsche for even thinking of developing a near 5000lb monstrosity that would possibly dilute and sully the Porsche name. The fact is, Porsche had little choice. If it was to survive, Porsche needed to be flexible and enter markets that would have previously been considered unthinkable. A decade later, the Cayenne has been an instrumental success for Porsche, providing the capital to bolster Porsche and fund further development of their sports cars. Porsche has thus gone further, since becoming part of Volkswagen's vast empire, developing a 4 door Panamera super sedan which is currently rivaling the Cayenne as Porsche's most profitable vehicle line.

2008 Lamborghini Estoque Concept

And now we have Lamborghini. They first hinted at adding a third vehicle line when they unveiled the Estoque concept car in 2008 at the Paris Motor Show. It was quite possible (despite being surprising) for Lamborghini to head in this direction as a platform (underpinning the Panamera) was readily available. However, to take advantage of the current crossover craze, Lamborghini decided against doing a 4 door sports car (although the idea isn't entirely dead) and against doing a direct descendant of the LM002 in favor of a more conventional (in every loose sense of the word) 4 door, 4 seat design take on the BMW X6 M. Based on a next generation Porsche Cayenne/Audi Q7 platform, the Urus (named from a breed of Spanish bulls renowned for their strength) is billed to be the quickest and best handling soft-roader ever built; a tall order when its competition includes the aforementioned X6 M, Mercedes ML63 and the Urus' own kissing cousin, the Cayenne Turbo.

However, with the performance of the Aventador and Gallardo already kicking ass and taking names, anything less for the Urus just would not do for Lamborghini. Looking at the Urus concept, it could not be mistaken for anything else but a Lambo. Initially there was skepticism that the edgy design of the Aventador would not translate well to a tall, high riding crossover. By lowering the roof, designing a raked, uprising beltline and aggressively flaring the wheel arches, the design team succeeded in producing a look that is very much a Lamborghini, albeit one that weighs over 4500lbs. The sharply sloped nose and massive air intakes hint at the power that may lie beneath the hood. Lamborghini has yet to officially say what may power the Urus but looking at the sloping hoodline, coupled with Lamborghini's desire to make the Urus as efficient as possible, any chance of a V12 engine has been ruled out. A version of the Gallardo's V10 was initially suggested and, even with forced induction, that seems skeptical and at odds with making the Urus efficient. Besides, there doesn't seem to be enough space to house more than eight cylinders. Fortunately, Lamborghini does have an enormous parts bin to rummage through and one good possibility would be a version of Audi's just introduced twin-turbo 4.0 V8, already seeing service in the Bentley Continental and various top rung Audi sedans. The design of the chassis however, means that the engine will sit uncomfortably far ahead of the front axle.

2013 Lamborghini Urus Concept (quite dashing no?)

Managing weight will be a key factor in Lamborghini's quest to make he Urus the best handling crossover and as such, the concept previews the use of as much lightweight, composite material as possible throughout the chassis and interior. The aim is to shave at least 250lbs from the entire vehicle while opting for as close to a 50-50 front-rear weight balance as possible. Mounted on monster 23 inch wheels fitted with Pirelli Scorpion Zero 305/35 ZR23 tires, the Urus also has an adjustable suspension and active aerodynamics and a rear-biased AWD system to counteract whatever nose-heavy physics that may come into play. Despite all this technology, Lamborghini promises the Urus will be extremely user friendly as carting around families will be one of its mission goals. Well, families that have around USD230,000 dollars just lying around (and perhaps a Gallardo occupying garage space).

2013 Lamborghini Urus Concept

Production of the Urus has yet to be green-lighted as of this writing, but it is clear that Lamborghini has set a course for continued profitability, following the path that Porsche had taken a decade earlier. Would the Estoque have been a better vehicle to produce? Perhaps, but given the success of the growing crossover market with entries from seemingly every automaker (and the unforeseen success of BMW's X6), Lamborghini has hedged its bets on doing the unexpected and as it sees, the best alternative for staying in business. If the Urus gets production approval, we won't expect to see a production model until 2015 at the earliest.

 So there you have it, Lamborghini is getting into the SUV/crossover business. Hey, at least it looks a heck of a lot better than Bentley's take on a crossover, the EXP-9F. Which do you think looks better? Have at it in the comments.

2013 Bentley EXP-9F Concept

First Impressions - 2013 Cadillac ATS

2013 Cadillac ATS

In the world of compact luxury sedans, the BMW 3 Series has reigned supreme for a number of years. It has successfully fended off competitors like the Infiniti G sedan and Lexus IS that repeatedly attempted to knock the 3 off its pedestal. The trouble with being King of the segment is that you're effectively a bulls-eye for would-be rivals. Nothing has come close to the Bavarian's apparently perfect mix of ride and handling (even though said competitors would have you think otherwise). Some rivals have tried to meet the 3 Series head on like the Lexus IS, even spawning the IS-F to take on the M3. Others, like Infiniti and Cadillac have gone the "tweener" route: cars that are larger than the 3 but smaller than the next level, the mid-size segment. Cadillac tried this option with its original CTS and met with success but over the years, even it realized that a more targeted response to the 3 Series was needed.

Meet the 2013 Cadillac ATS

Designed from the ground up to be a direct competitor to the Bavarian, the ATS is built on an all new RWD platform codenamed Alpha, that is said to be both lighter and stronger than the 3 Series, yet offer the same subtle ride/handling balance that has come to characterize BMW. The exterior styling, like other Cadillacs, can not be mistaken for anything else, except a slightly smaller CTS. Employing the brand's "Art & Science" theme of its big brother, the ATS rounds off some of the sharper edges, giving the sedan a slightly curvier look than the razor-edged CTS. The overall look is elegant, yet engaging and sporty.

However, one of Cadillac's main design briefs with the ATS was its performance; more to the point, that it be equal or better than the competition and the ATS more of less achieves this goal on paper. Spending considerable development time on Germany's Nurburgring race track, Cadillac engineers honed the ATS' platform and engines to better that of BMW's offerings (using the previous E46 version as inspiration). Equipped with GM's Magnetic Ride Control (dampers filled with magnetorheological fluid that change in viscosity when passed through a magnetic field) and 50/50 weight distribution, Cadillac promises the ATS will be light, nimble and seriously fun to drive.

2013 Cadillac ATS

The 2013 Cadillac ATS will be equipped with three different engines at launch. The base ATS will have a 2.5 liter, naturally aspirated inline 4 cylinder good for 200hp and 188lb-ft of torque and 30mpg on the highway. The serious enthusiast though will look to the upper level engines for serious fun. Slotted above the 2.5 liter is a 2.0 liter turbocharged and direct injected 4 cylinder putting out 270hp and 260lb-ft of torque, an effective challenge for the new BMW 328i's turbocharged, 2.0 liter 4 cylinder. Topping off the range (at least until the inevitable monster ATS-V) is the ubiquitous 3.6 liter direct injected 318hp V6. Cadillac has recently announced a diesel engine for the ATS at some point in its first life cycle, although it isn't confirmed if it will be offered for the American market. Transmissions will be a choice of either 6 speed manual or automatics.

On paper, the ATS looks to be a credible competitor in the compact luxury sedan segment. With claims of lightness, sportiness and efficiency, Cadillac's newest offering has the potential to accomplish what the tweener CTS hasn't quite been able to do.
Can't wait to see what the ATS-V will be packing. Stay tuned for a first drive!

Check out Cadillac's Super Bowl ad for the new ATS here.

[UPDATE] Cadillac has launched a new configurator for the ATS that allows you to mix and match options, just in case you were wondering about that manual transmission options availability on the 3.6 V6 (it's not...sorry). Pricing hasn't been included (coming later).

Images courtesy of www.insideline.com and www.motortrend.com