Long Term Update - Death of The Steed

In happier times

There comes a time in everyone's life when a car comes along. It doesn't matter if you're a lover of automobiles or if you see cars as just an object to fill transportation needs. Doesn't matter if it's your first car, or your fourth. There's a slight feeling of anxiety when you leave it in the shop for repairs, or  (heaven forbid) you lend it to a friend for use. Just driving from A to B is an experience that no other car can provide. That sense of fellowship, of oneness, of knowing that this isn't any ordinary car. This is your car. Your baby.

Car enthusiasts are a peculiar lot. We speak of our cars as if they are living, breathing organisms. Sentient beings that seem to communicate on a level that only their owners can understand. When something is amiss, the owner can instantly tell. "The steering doesn't feel quite right," an owner would say, his front seat passenger looking on with puzzled eyes. "She's not pulling away like she usually does." Later on, he parks in the garage and an open-hood, on-the-lift session commences. Sure enough after some poking and prodding he finds the culprit: a small, hole in one of the vacuum lines. To other drivers, this wouldn't be noticeable, but to a car enthusiast in tune with his vehicle, every unknown nuance is mentally noted.

Sleek

This is a long-winded way of me saying that, as of March 24, 2016, my pride and joy, my baby, my 2006 Mazda 6s, affectionately known as the STEED, is no more. While stopped in traffic, a distracted driver speared into the back of the car, sending it into the rear of the car in front. Two huge impacts which left the STEED in a slightly accordion-ed state. Luckily she was still able to start up, despite a heavy coolant and oil leak, and move to an open lot where the emergency services did their thing. Surveying the severe damage, I anticipated my insurance deeming my baby a total loss and, a few days later that was exactly the result.

I had refinanced the loan to pay for my flight instructor course and had just over a year left, after which, I planned to keep her around till the wheels fell off. During the last 20k miles (she was at 137k at the time of the accident), I was mulling replacing her after the lien had run its course. However, I became so involved in her maintenance, doing everything myself, that I felt a sense of ownership with her. Other than some HID headlights installed a few years ago, I elected to keep her stock. No fancy wheels (though I did consider some nice 19" RX8 wheels), no suspension alterations, no engine upgrades, no kajillion-watt sound system or body kits. She was elegant enough in her black paint and tinted (legal) windows. The slight paint defects and chips only added to her character. Perhaps the crowning jewel in my affection was that she was a rarity: how many four door sedans today can you buy with a V6/stick shift combo? Maybe a few BMWs, the old Infiniti G37 (before it became the Q50) but that's it. Even then, you're talking upwards of $40k brand new. No one buys a manual transmission anymore. Not even the used car market is rife with may options. Sure you can find the odd 4 cylinder/stick shift combo in some compact/sub compact offerings, but in the mid-sized category? Fuggedaboutit.

Mazda did an excellent job in designing the first generation 6. Even today, the styling still looks sleek and purposeful despite the lack of detailing in the sheet metal compared to current mid-sized designs. Low on power compared to current engines, 215hp was plenty when I had a manual transmission to play with. Driven in anger, the 6 was alert, playful, composed and a joy to drive when twisty roads presented themselves. Freeway ramps were huge fun, the steering communicating just how much grip was left as I approached the adhesion limit of the tires. Once understeer showed itself, backing off the throttle tucks the nose back towards the corner. Mulling along in a typical commute, I could easily average around 27mpg on the highway, once I kept it at 70mph or below. While refinement wasn't a strong point compared to even its competitors of the day, the 6 was still enjoyable and comfortable enough on long freeway trips. Carrying loads? A breeze. I baffled many when they saw I didn't need a truck to transport my music equipment. It all fit in the 6.

I shall miss her. For now though, the search is on for another vehicle, though there will never be another like her. In this day and age when tiny turbocharged engines are starting to replace the V6 and manual transmissions struggle to find a place in even sport cars, pickings are slim. Credit to Mazda for sticking to its guns and keeping the manual transmission alive, although even they have shunned the V6 (see the new CX-9, its V6 jettisoned in favor of a turbocharged 4 cylinder). As it stands, Mazda is leading in the poll to be the next car although I may have to put my V6/manual dreams to bed. The Ford Focus is also under consideration (an ST would be perfect if the price is right) as well as the Mazda 3 (tight backseat not withstanding) and 2008-2013 Mazda 6. A hard price cap is in place so we'll see what the next week brings. I'll update once a decision is made.

In the meantime, I'm trundling around in a rented 2016 RAM 1500 Big Horn pickup. Call it instant gratification, but I feel like a big rig driver whenever I haul myself aboard. And the sound that 5.7L HEMI makes on startup is glorious, which sounds even more so when I bury the gas pedal. Of course the downside to all this is fuel economy that averages in the low teens. Currently I average anywhere from 14.5-16.1 mpg but only because I'm doing my best egg-between-my-foot-and-gas-pedal impression. Stay tuned for the full review to come soon.

If you're not a car enthusiast, I don't expect you to understand. As a matter of fact, I can see you raising your eyebrow in whimsical fashion after reading all of this. But that's ok. Keep driving your vanilla flavored Corollas in indifference to what us car guys know. There will always be THAT car.


Take a look back at the STEED's history here, here and here.

Short Take - 2017 Jaguar XE-S

Do you remember the X-Type? That supposedly premium clone of the European Ford Mondeo that Jaguar tried to market as a BMW 3 Series competitor? Yeah, no one really does either and Jaguar would prefer to keep it that way. Now with Tata Motors as its parent company (and one that is willing to spend the necessary cash without the look-over-your-shoulder mentality of previous suitor, Ford), Jaguar has decided to lob a second, more proper dart at the bulls-eye that is the BMW 3 Series and, dare I say, they might've succeeded.

At the Jaguar Audition event, I was introduced to the new 2017 XE, a car Jaguar will use to anchor its lineup at the more affordable end, giving the mid-sized XF some much needed breathing room to do battle with 5 Series/A6/CTS/E-Class. Gone is the jellybean, doughboy style of the X-Type, the XE adopting the look of the larger XJ and XF with sprinkled cues from the F-Type sports car. Walking in to the main hall, the entire lineup (including the new F-Pace crossover of which an intro review is upcoming) was presented and taking all cars into account, the familial styling is instantly recognized. To say the XE is as beautiful as the F-Type would be a stretch. After all, we are talking about a three-box shape on to which Jaguar chief designer, Ian Callum, has to make the XE stand out in a sea of BMW 3 Series, Audi A4s and Mercedes C Class sedans. However, with the previous XF as proof of his master craft, I'd say he pulled it off. The sheet metal is drawn taut over the aluminum-intensive chassis and features clean lines, leaving any sort of intricate detailing to its more expensive brothers. However, cues such as the rectangular grille and tail lights inspired by the F-Type and J-blade LED running lamps inset into sinister headlights give the car XE its own Jaguar look.

As before, the all new, modular platform makes extensive use of aluminum to cut down body weight, although on the scales, it doesn't really show. Weighing some 3700 lbs, the XE is right up there next to the 3 Series. As a matter of fact, the XE's dimensions closely mirror that of Bavaria's finest, coming within an inch or two in length, width and wheelbase. Under the hood, however, is where the differences end. While the 3 Series, specifically the 340i, employs a silky turbocharged inline six cylinder, the XE shares the supercharged 3.0L V6 from the F-Type. In my XE-S example, the V6 stomps out 340 hp and 332lb-ft of torque through either the rear wheels or optional all-wheel-drive (coming later in the model year). Looking at the engine, I was amazed at how large and long it was. Then I remembered its 90 degree cylinder spacing is the same as that of the larger 5.0L V8 in Jaguar's uplevel sedans. As a result, in order to cut costs, Jaguar made both engines to use the same engine mounts. While most other luxury compacts have migrated to front struts and simple multilink rear suspensions, Jaguar went its own way and developed a double wishbone front suspension with integral links anchoring the rear. The result is a car with a ride/handling balance that many, more expensive cars struggle to approach.

Inside, the XE presents a simple, clean layout of all controls and a premium-feeling cabin. You won't find the larger XF's robot air vents doing there dance whenever the vehicle is powered up or down. However, the gear shift continues to be a rotary unit which rises from the center console when you start the XE. Gimmicky at first but forgettable after a few uses. I didn't play with the infotainment screen much but I can report that the unit is clear and legible, responding quickly to inputs. I'd much rather have dedicated, hard controls for simple functions as radio tuning or volume control but steering wheel controls make that largely a non issue. Sitting in the backseat, there was enough space to get comfortable and not feel cramped. It may not be a full sized car, but it's less cramped than say, a Cadillac ATS backseat. The leather front seats though are gorgeous and what they lack in bolstering for track use, they make up in support and comfort. The cabin overall feels very airy and open thanks to the low cowl and huge sunroof.

Pressing the glowing start button, my ears were met with the howl of the big 3.0L (bigger in size than the one in my Mazda 6). One thing Jaguar engineers know how to do is tune a car's exhaust and intake noise and if the F-Type is any indication, they've done magic in the XE. Turning the rotary shifter to D, we roll out of the parking lot along Opa-Locka airport's B-roads in Eco, one of the four settings that changes the car's mood according to the driver's wishes. In this mode, the XE's throttle response is dumbed down, the exhaust goes silent and the ZF 8-speed transmission falls in love with the upper two gears. Approaching an empty stretch of arrow-straight road, I switched the transmission one notch over to S and instantly, the XE felt racier. The display between the speedometer and RPM dial turned red, now displaying the current gear, the exhaust baffles opened up to create that characteristic (some might say obnoxious) engine bark that Jaguar vehicles of recent are known for and the steering effort increased and stiffened considerably. Flooring the accelerator, the XE dropped from loafing in 8th gear down to 4th and surged ahead, the exhaust doing its best impression of a NASCAR racer. Within a few seconds, we had left 40 mph in the dust and were now cresting 75 mph. Seeing an intersection rapidly approaching, I lifted off the gas and simultaneously engaged the steering wheel-mounted paddles. The ZF transmission responded smartly to my commands, all the while my ears were treated to the aural pleasure of the exhaust popping and crackling. This supercharged V6 may not have the smooth, turbine sound of BMW's straight six motors, but it definitely trumps them in terms of exhaust tuning. I must say, through all the ruckus of the road drive, Jaguar did an excellent job in nearly silencing the characteristic whine of the supercharger. It's only heard in the very upper reaches of the RPM range and I struggled to hear it during normal driving.

Jaguar's intention for the XE is to anchor its lineup at the affordable end of the market: allowing the driver a sports sedan while still being civil enough to take the mother-in-law out to dinner. In this role, the XE is a pleasure to drive. While the ride is firmer than most, it isn't punishing. The structure is vault-like in feel and the suspension only allows the worst road imperfection to filter through to the occupants. Even then, you'll know you hit a pothole by hearing a "thump-thump" as opposed to feeling it through your rear end. Back at the airport, I was given the opportunity to put an XE-S through its paces at small autocross course. First would be a flat-out speed run, followed by a hard stomp on the brakes for a long sweeping left turn. That left turn would suddenly become a sharp 60-80 degree left, then an acceleration run up to a series of quick right-left-right corners followed by another hard braking section. Once given the signal, I floored the gas and the XE jumped off the line, the transmission smoothly selecting gears before abruptly jumping off the gas and on to the brakes. Those binders bit hard and the XE quickly shed speed for the upcoming corner, the transmission smartly anticipating the corner and downshifting to the proper gear. Steering feel was excellent and about mid turn, I was able to get the tail out slightly to help rotate the car. Yup, there's definitely a hit of F-Type in the way the tail-happy way the XE attacked corners. However, the slide was manageable and easily controlled. Through the tight, twisty section of the course and under acceleration, the XE never lost its poise, deftly threading the turns with just enough throttle steer to keep the nose pointed in the right direction before coming to the end of the course. The last car I had driven in anger this way was a 2015 BMW 320d and it was uncanny how similar the XE felt. While yes, the BMW was diesel powered and would've been trounced by the XE in a straight line, the sporty goodness was certainly there, although I'd give the nod to the XE in terms of sheer all around enjoyment. The steering feel was better in the XE and while the BMW had a very slight tendency to float before taking a set, the XE was more buttoned down and willing to rotate with very little body roll.

While the unloved X-Type was a very expensive lesson, the 2017 XE proves that Jaguar is a keen learner. The only way to take on the established set is to have a premium compact, luxury sedan of your own and build it from the ground up rather than using the metaphorical method of trying ti turn a goose into a swan. Here, I think Jaguar has hit the target squarely. It also helps that, in its chase for more sales and volume, BMW has dulled the 3 Series to appeal to more buyers, making its perch very unstable. While the 3.0L V6 is a very good engine, it also inherits some of the thirstiness exhibited by its larger V8 brother. For buyers sensitive about fuel economy, Jaguar will introduce a new line of four cylinder engines dubbed 'Ingenium'. A 2.0L four cylinder in the 240hp range will be the base model, followed by a diesel engine based on the 2.0L four. To tackle the likes of M, AMG and Quattro GmbH, you can be almost certain of an XE-R/RS/SVR model to follow a few years later. With some $3 billion dollars spent on its development, the XE needs to not just bring the fight to BMW and the other German rivals (not to mention the very good Cadillac ATS), but be a great vehicle in its own right. Jaguar has a lot riding on this platform, what with the XF sedan and F-Pace crossover following up. In this blogger's mind, the 2017 Jaguar XE could perhaps be the new king of the hill. Your move, BMW.


Special thanks to Jaguar for the invite and making this review possible. I tried out for a commercial featuring the new Jaguar XE and the video can be viewed here. I make no bones of being an actor but hey, it was fun!

Short Take - 2016 Dodge Charger SXT Rallye

"That thing got a Hemi?"

Nope, it's got a Pentastar.

What we have here is a Dodge Charger that looks like it's got a fire-breathing V8 under the hood. I'm behind the wheel of a 2016 Charger SXT with the Rallye Appearance package that, at least externally, does quite a good job imitating it's higher-up R/T brother: 20" wheels? Sport suspension? Trunk mounted spoiler? Darkened fascia? All present and accounted for. Right up until you press the engine start button.

That is NOT a Hemi.

What it's got is a 3.6L V6 pushing out 300hp and 264lb-ft of torque (up from 292hp and 260lb-ft, thank you Rallye package!) through an 8 speed automatic transmission to the rear wheels. It neither sounds like a Hemi, or goes like one, but for 95% of the driving population, that's more than enough. Riding on the LX1 platform that was last revised for 2012 (but dates back to the Mercedes Benz W211 of the early 2000s), the Charger is getting elderly but you'd never know looking at it. Dodge sought to give the Charger a more Euro look for 2015, starting up front with a Dart-like face accented by a blacked-out R/T clip that, along with LED running lamps around the HID projector lights and in the lower fascia, gives the Charger a sinister look. The rear end is more rounded and, to my eye anyway, better integrates the 'race-track' tail lamps that identify the Charger as a Dodge product. The scallops along the sides that look tacky and forced on the 2014, looks smoothed in and better styled now. Those fakey-doo exhaust outlets now have a more styled appearance and while I wish the tailpipes were actually attached to them, that's just a minor nitpick from me. 

The Charger is a full sized car and with that comes wads of interior room. Front passenger room is more than adequate and it was easy to find a good driving position. The front seats could've used more bolstering, but then that's why you'd by the SRT models. Rear seat room was spacious with ample leg and knee room and three passengers shouldn't have a problem on extended drives. With the revamped exterior comes a reworked interior and it certainly looks it. Behind the new three-spoke steering wheel sits a new gauge cluster that is at once, both nice to look at but slightly infuriating due to the small font of the numbers. However, the new TFT display between the gauges is a welcome addition. Front and center in the dash is the Chrysler UConnect 8.4" infotainment system that remains one of my favorites. The display is intuitive and has quick reaction to touchscreen inputs, the downside being fingerprint accumulation. The shifter, another sticky point of just a few years ago, has been revised to include actual detents based on gear selection so no longer did you have to look at the TFT display to see what gear you were in (take notes BMW). All in all, the interior feels pretty luxurious compared to the 2014 model.

Driving around some airport B roads, the Charger drives big but its firmly damped suspension helps it carry its weight with aplomb. It's only when you really lean into corners that you realize Sir Isaac Newton wasn't kidding. While the 300hp V6 doesn't allow for the tail out shenanigans of the Hemi, there's still enough power on tap to at least make the Charger sporting. One of the changes for 2015 is the Charger's move to electric power steering and three modes to change the steering feel: Normal, Comfort and Sport. Comfort mode makes the steering feel light and allows for easy parking maneuvers while Sport adds (artificial) heft and makes the Charger feel smaller than its 120" wheelbase would suggest. I did try to get the tail out (purely for testing purposes of course) and was able to, while using the shift paddles but 264lb-ft aren't enough to hold it out in a powerslide. That being said, the ZF-sourced 8 speed auto is a fantastic piece, offering seamless upshifts when cruising and quick downshifts when it detects you're approaching a corner. The paddles do work but don't expect dual-clutch levels of responsiveness from them. The brakes, single piston units front and rear, stop the big Charger with authority and exhibited little fade. Underway, the Charger is remarkably quiet and refined, the elderly Mercedes architecture showing itself with bank vault solidity and stiffness. Even though this is an elderly platform, kudos to Dodge (nee Chrysler) for the continuous refinement and tinkering to keep the LX architecture on par with new platforms.

As this is the SXT level, what you lose in power compared to the fire breathing uplevel Hemis (5.7L, 6.4L 6.2L Hellcat) you gain back in gas mileage. The EPA rates the V6 Charger at 19 city/31 highway and I averaged a respectable 26 mpg during my few-hours long flog...er, testing. All wheel drive is an option though it saps fuel economy by 1 and 4 in city/highway respectively. The 2016 Dodge Charger SXT Rallye is a big car and harkens back to a time when full sized, rear wheel drive cars ruled the road. While crossovers are the it-thing today, the Charger still gives its driver all-American bragging rights over plebian Accords and Camrys, if not at the dragstrip. For those chops, Dodge will gladly point you to the 707hp SRT Hellcat in the corner.


Many thanks to Ernie for helping facilitate this review!

Short Take - 2015 Dodge Dart

Ahh, the Dodge Neon. The automotive equivalent of a caveman, next to the more advanced Japanese set (to say nothing of the equally ancient Chevy Cobalt), it was a decent runabout of a compact car. However, in SRT form, it was the king of the sport compact car segment. What it lacked in the finesse of the Honda Civic Si/VW GTI set, it more than made up for in brute force. Whereas the Si was a high rpm VTEC screamer and the GTI brought a high tech 2.0L turbo, the SRT4 was armed with a large bore, fire spitting 2.4L with a large turbocharger. Like bringing a sledgehammer to a katana blade fight. So American.

But alas, the Neon was too rough-edged a thing to survive for long, popular as it was. Enter the quasi-SUV Dodge Caliber to take up the reins in 2007. But the Caliber came to market at a very weird and hostile time, not to mention it couldn't hold a candle to the quality of its competitors. From 2007 to 2012, the Caliber soldiered on, holding the compact candle for Chrysler while it divorced from Cerberus Capital Management Group (who we're pretty sure abused the company) into the welcoming arms of Fiat. Finally, we thought, here's a chance for Chrysler to finally get the love and tender care it needs to shine. The first product of this marriage would be a compact car based on the excellent platform of the European Alfa-Romeo Guilietta compact, slightly altered for bulky Americans (i.e. wider, longer).

Built on the Compact U.S. Wide (CUSW) platform, the Dart is on the larger side of the compact segment. However, designers did a fine job in differentiating it, not just from the Guilietta, but from pretty much everything else in the segment. If you squint really hard, you can see some elements of the Neon design in the body. From the rising belt line and large windshield in the front 3/4 view to the neat rump and large glass area. Resplendent in black paint and murdered-out black wheels, my tester was, err, murdered out. Tint the windows and you'd have a properly sinister, yet handsome looking compact. The headlights are large, yet (again blacked out) squint into a squashed Dodge cross-hair grille with a gaping maw down below, flanked by brake cooling ducts with integrated fog lights. Around back, the brake lights from Dodge's now signature 'race track' pattern that are unmistakable for anything else but a Dodge. Taken as a whole, the Dart looks purposeful and while not exactly pretty, is a good looking car.

Inside, things get even more interesting. The race track pattern on the tail lights is reflected in a lighted ring around the instrument cluster. The instruments themselves are large and easy read and feature a large LCD between the speedometer and tachometer for trip and vehicle information. The 8.4" UConnect system was large and as user friendly as the automotive press suggests. Bright, clear and with quick response to touch inputs, the system was a joy to use (take note Ford). The seats featured premium black cloth and while the fronts were wide and offered good support, I was a bit surprised at how little space there was in the back. For a compact car than on the larger side of the class, the Dart's backseat was short on legroom, despite having good width for elbows and shoulders. For comparison sake, the Toyota Corolla offers a huge backseat with limo-like legroom. Headroom was on the low side compared to others in the segment, but at least the materials were quality. Everywhere you're likely to place your hand felt decent to the touch, if not plush and luxurious. Occupying the driver's seat, all controls fell readily to hand. Interior wise, the Dart is a huge improvement over the Caliber's Rubbermaid-like cabin and felt like a larger car than it was, which some buyers will appreciate.

Under way, the Dart also drives like a larger car. Powering the front wheels is the 'Tigershark' 2.4L inline four cylinder, mustering 184hp and 172lb-ft of torque through a standard six speed manual transmission (a six speed automatic is optional). On an empty stretch of road, I timed a 0-60mph run from a standstill in a tick over 8 seconds, right in the thick of the compact segment. On the outside, revving the engine gave a somewhat pleasant exhaust note but cresting 4500 rpm the note turned thrashy and coarse. Though the 2.4L will rev willingly, it's not an engine that sounds particularly good doing so (see Honda Civic for that).  On some curvy roads and long sweepers, the Dart's Guilietta-based platform shines though. The strut-front and multilink rear suspension take a set and the Dart hunkers down through the corner. This being the SXT model, the suspension is softer but with a hint of Euro firmness that fought body roll at the limit. Understeer ultimately prevails, but the Dart didn't urge me to push it harder. Opt for the GT model and the suspension is even starchier though ride quality may suffer. Grab it by the nape and the car will play along, but it doesn't have the always-willing-to-play character of the Mazda3. While the Corolla will insist that you DESIST from any shenanigans behind the wheel, the Dart will prove entertaining and willing. However, the Dart is in its element loafing along at 70mph, the suspension doing its best Dodge Charger impression, soaking up bumps and giving a big-car ride. The steering is quick but was at times lifeless with little feedback on how far I was pushing the Dart. The six speed manual had long throws and I'd sometimes catch 4th when downshifting to 2nd. 

While the Dart's driving dynamics aren't top of the class, it will satisfy the technogeek with it's veritable list of standard and optional equipment. I can't say enough about the user friendly nature of the UConnect system and the availability of things like heated seats, satellite radio, rearview camera, Bluetooth, navigation and heated steering wheel. My black SXT tester came standard with the 2.4L/six speed manual and from there, was equipped with the Blacktop Package (black 18" wheels, black fog lamp surrounds, black exterior mirrors),8.4-Inch Touch Screen UConnect Group (Illuminated Instrument Panel Surround, iPod® Control, Remote USB Port as well as the aforementioned 8.4 touchscreen) and elements from the Rallye Appearance Group (Active Grille Shutters, black Crosshair grille with black surround, dual rear exhaust with bright tips, fog lamps, leather-wrapped steering wheel, touring suspension, rear stabilizer bar, underbody aerodynamic treatment). As tested price is $21,128 (including $995 destination). As value or money, the Dart ix excellent for the price. It's a decent drive and includes a plethora of technology that nowadays is essential for any modern car buyer. If you're looking for a driver's car, you could do worse (ahem, Hyundai Elantra) but as an all around daily driver, the Dodge Dart is a great choice. Mopar fans clamoring for a return of the SRT4 will have to wait till 2017.

Hat tip to Doug for helping to make this review possible!

Short Take - 2015 BMW i3

If you've noticed BMW's products getting a tad soft and pudgy, you're not alone. I recently had the chance to drive a 428i Gran Coupe (yes, that's a thing now) and, comparing it and it's turbocharged 2.0L four cylinder engine to an E90 328i sedan drive some years ago, the difference was stark. The silky, snarling naturally aspirated inline six of that old 328i and the nimbleness of the chassis coupled with the telegraphic steering wheel were all now masked by a noticeable layer of fat. Sure the 428i was still nimble and sporty enough, but you had to work more to extract that signature BMW driving magic as opposed to having it right at the surface with the old 328i. And while the turbo four was plenty powerful and much more fuel efficient, it's character was one of indifference.The driving press was left scratching their collective heads. Has BMW lost it way? Now with the launch of its new i brand, the signs were even more ominous.

How was BMW going to explain this seemingly blasphemous course shift?

What started with BMW dipping its toes into the hybrid market has now turned into a headfirst dive into the electrified driving future. Purists will cry foul and point to this car as clear evidence BMW has lost its "Ultimate Driving Machine" wits, but the manufacturer isn't budging. Rather than think of the i3 as blasphemy (hard as that was for me not to do), I decided to be open-minded as I was handed the keys at a recent driving event.

Approaching the i3, I couldn't help but notice how futuristic it looks. Imagine a utopian future where mobile pods are the primary means of transport, now place this car in that thought and it's not completely out of sorts. Even if the roundel wasn't pasted on the hood, the kidney grill (which isn't really a grill) and the shaped headlight stack as well as subtle design cues still point to this curiosity being a product of Munich. Tall 19" wheels are promising until you notice the ultra skinny 150/90R19s wrapped around them, all the better for the least rolling resistance possible. The i3's upright stance and design are as unconventional as they are intriguing. The door entry has no B pillar and the rear door is side hinged, suicide style The rear hatch area is one piece glass with the tail lights sitting underneath. The belt line is similarly funky with an, 'up, down, up, then down again' style that's bizarre yet eye catching. This isn't a beautiful car, but then again neither was the 2nd generation Toyota Prius and we're pretty much used to that car's styling.

Where the i3's looks are, well, unique, it's structure and chassis are remarkable for sheer engineering prowess. Utilizing what BMW calls its "LifeDrive" (yes, really) construction process, the manufacturer was able to bring a concept called the "skateboard platform" to production. Here, the chassis is one unit while the passenger cell is another. Simply put, it's the next generation of body-on-frame construction involving aluminum and carbon fiber reinforced plastics. The skateboard, or Drive Module, houses the 450lb 22kWh lithium ion battery pack while the electric motor is housed as the rear and supplies 170hp and 184lb-ft of torque at zero rpm.  The entire Drive Module is made of lightweight aluminum with only steel components being some suspension bits and pieces. The passenger cell, called the Life Module, is fashioned from carbon fiber with the side panels made from composites. The entire car weights just over 2600lbs (without an optional range extending gas engine) and, with other BMW models, the weight is split 50/50 front to rear.

The i3 is marketed as a city and as such, my drive was done around the streets of central Hialeah. In this setting, the i3 is in its element. Torque from the electric motor is right-now there and give the car a peppy feel. See that hole in traffic? Prod the gas, er, throttle and the i3 will make it The ride was pretty compliant and visibility was excellent. Too excellent on some occasions. Driving the i3 through the city is almost like driving a Lamborghini Aventador in terms of the looks and stares you'll receive. On one occasion, I was stopped at a traffic light and one of the street vendors who was walking between the cars, selling bottled water stopped directly in front of the i3 and looked it up and down. After about four minutes of intense scrutiny, he gave me a nod and continued on his way. This happened about three more times during my drive and while a bit unnerving, is something an owner should get used to.

The tinny feeling I was half expecting while sauntering through town never materialized. The structure is vault-rigid and doesn't feel or drive like a science experiment. The steering, while electric, is quick and precise, imparting good response without feeling darty and while the skinny tires make no pretense to be sporty, they otherwise were grippy where it counted. Turn hard enough and the rears will skip through corners (not enough contact patch) but non-defeatable stability control will kick in to right the car. At normal speeds, even though there's a brake pedal next to the throttle, it is quite easy to drive the i3 using the throttle alone as long as you can anticipate stops. Lift off the throttle and the electric motor's regenerative braking will kick in to slow the car to a stop, during which energy is recaptured and routed back to the battery. The torquey nature of the electric makes stoplight drag racing addictive, but you'll only end up depleting the battery more rapidly.

Unlike other BMWs, there's no Sport or Sport+ mode to select as, this being an electric city car, only EcoPro and Comfort modes are available with an EcoPro+ mode new. In other words, if you want get hooliganish, Comfort mode is your best bet as the car provides full power. EcoPro trims off throttle response, increases regen braking and EcoPro+ shuts of the air conditioning and uses a display on the dash to remind you that the i3 isn't an M3 so quit the tomfoolery. Another quirk about the i3 is that, unlike conventional cars, there's no creep if you ease off the brake. If your feet are completely off both pedals, the car won't move unless you tease the throttle.

Inside, the i3 is a tad less polarizing than the exterior, but still a bit aloof. The column mounted shifter requires a learning curve, in that it doesn't move up and down. Rather, the capped end of the stalk rotates: forward for drive, back for reverse. A button on top of the rotating end engages park while another on the fixed portion turns the car on or off. Having driven other BMWs that day that have their own fiddly shifters, this was almost infuriating. I had to concentrate on the display to make sure I was in the correct drive mode before moving the car. The rest of the interior is quite airy and spacious, almost like a living room. This being a zero emissions vehicle, most of the interior materials are fashioned from recyclables. There were some surfaces that I thought looked a bit cheap but the strip of wood that lines the dashboard looked pretty good and, running under the infotainment screen and driver's info screen give the car a techy, yet classic feel. This might be a city car, but it's a quality interior and is almost concept car-cool.


Starting at $42400 sans destination ($46250 with range extender), the i3 isn't cheap by any measure although federal and tax incentives can sweeten the deal. As long as you're prepared for an alternate lifestyle, the i3 could very well be the easiest EV to live with on a daily basis. The charge time is a reasonable three hours plugged into a 220 volt circuit (in your garage), or 30 minutes from a fast DC charging 440 volt circuit and yields a range between 80 and 100 miles. And even if you're of the range-anxious sort, the iDrive navigation system can learn your driving style and predict whether or not your destination is feasible given the amount of charge the battery has. As always, your mileage will vary based on your driving style and while the i3 has a 93 mph top speed, highways aren't the its ideal environment. While the i3 may sit at the polar opposite of BMW's other models, it is no less a BMW as all of manufacturer's core values such as lightness, solidity, driving dynamics and quality are present and accounted for, except that they're encapsulated in a completely different concept. No, the i3 isn't the Ultimate Driving Machine in the sense of canyon carving, tire smoking dynamics. Yet, on my short drive, I couldn't help but find the concepts that make those same canyon carving, tire smoking dynamics possible. Look at is this way: while the M5 is perfectly capable of driving in the city, it will always keep you aware of the nuclear bomb under the hood and will you to take it to the track where all 560hp can be unleashed in full. The i3 on the other hand, will handle a track (if you ask nicely) but would rather you keep it within city limits where its quick responses, demure size and efficiency are able to shine.

The i3 is indeed an impressive piece of engineering from BMW and as their first ground-up EV offering, hints at what the German outfit has in store for the market. Now if only I could get the keys for the i8....

Many thanks to Rich Beam, Byron, Julien, Clippy and the entire staff for putting on an impressive day. Special shout out to Byron for his exceptional coaching and knowledge!

The Return of V - 2016 Cadillac ATS-V

2016 Cadillac ATS-V Coupe

In a previous post, you were introduced to Cadillac's new assault on the compact luxury sedan market, the ATS. Since its introduction, the well designed and engineered sedan I drove has spawned a coupe version that, while lacking the visual prowess of the outgoing CTS Coupe, still packed the performance and luxury that sees Cadillac meeting the German competition head-on.

And they're not done yet.


Feast your eyes on the 2016 ATS-V, the instrument with which Cadillac aims to give the BMW M3/M4 and Mercedes C63 AMG a bloody nose. While the standard ATS sedan and coupe are excellent purveyors of the refined 'Art & Science' design theme, the V treatment has given the cars an aggressive streak without being garish. Sure they're designed to be stealthy but next to their tamer kin, the V variants won't go unnoticed. Elements like a deep front splitter, heat-extracting hood vent, larger cooling brake ducts, quad tailpipes and a duck-tail spoiler along with larger 18" wheels (more on this) aim to up the ATS-V's visuals and work particularly well on the coupe (long lambasted for being too tame next to the outgoing CTS coupe's dynamic persona).

Of course, the ATS-V isn't all show and no go. Every opening and orifice on the front end is functional with tasks of either aiding downforce or cooling the uprated and tuned version of the 3.6L LF4 twin-turbo V6. Producing an estimated 450hp and 455lb-ft of torque to the rear wheels, this motor features such exotic elements like titanium connecting rods, new titanium turbos, higher flow fuel injectors and wet sump oil system that has been tested at withstanding up to 2 gs of lateral acceleration. A high flow, quad exhaust system announces the motor's presence (annoyingly with prerecorded sounds played back the sound system). The driver will have a choice of either a traditional six speed manual (hooray!) or GM's new eight speed automatic (same as in the new Corvette) to shuttle power to the rear end, which itself comes with an electronic limited slip differential to help put down the blown six's massive power.. The automatic boasts settings that vary response and shift times, which GM says were benchmarked against Porsche's PDK dual clutch transmission. Interestingly, shift times are boasted at being quicker than the Porsche unit while being able to slur through gears like, well, a proper Cadillac. The six speed manual will feature GM's 'no-lift shift' algorithm and automatic rev-matching for those of us that talk the talk (for the rest of us, the feature can be switched off).

The ATS' Alpha chassis has been thoroughly altered for V duty, boasting additional rigidity through a stiffened front structure (a hollow aluminum plate that stiffens the engine cradle while also serving as an aerodynamic underbelly tray). A 50 percent stiffer suspension setup at all four corners enhances roll stiffness while third-generation Magnetic Ride Control dampers feature faster reaction times (now altering damping every inch of road travel versus three inches before) while being 40 percent stiffer than before. Of course, road damping can be dialed back for a cushier experience but even at its softest setting, the ride will still be "performance oriented". On both the ATS-V coupe and sedan, the front tracks are slightly wider than their tamer brethren while the rears are slightly narrower, enhancing turn in and rotation through corners. Wider 18" Michelin Pilot Sport Cup tires sized 255/35R18 front and 275/35R18 rear are mounted on lightweight forged wheels to decrease unsprung weight at all four corners. Expecting bigger 19" or 20" wheel options? Don't as Cadillac felt altering the suspension balance for heavier wheels would compromise the platform's excellent dynamics. 

Tasked with halting all that power are giant steel 14.6", six piston front brakes augmented by 13.3", four piston rear units. Will fancy, shmancy carbon ceramic brakes be optional? According to Cadillac chief engineer Dave Leone, the standard brake setup works so well, that carbon ceramics were deemed as an unnecessary expense. That said, customers shouldn't expect a dedicated track package as Leone says, the ATS-V is THE track package. To further back up this claim, the exterior visuals have been beefed up in a functional, non-garish way. To cool the blown motor, the grille area has increased by 50 percent with extractors and gills allowing hot air to escape the engine bay. A convincing hood bulge with heat extractor helps to give the LF4 clearance while a deep front splitter, brake cooing ducts, side sill extensions and rear diffuser give the ATS-V presence. An optional Track Pack will be available that adds additional downforce via a deeper front splitter and larger rear spoiler, along with extensions forward of the front wheel wells and deeper side rocker panels.

2016 Cadillac ATS-V Sedan

Inside, Recaro sport front seats will be standard as well as real carbon fiber and suede trim. The Corvette's Performance Data Recorder will also be available so you can record your Lewis Hamilton-antics. It works by using a small, forward mounted camera and records video and in-car audio to glovebox-mounted SD card. It also records parameters like throttle and steering inputs as well as braking points and lateral acceleration. Unfortunately, Cadillac'c CUE user interface system will also be standard. If you read my earlier ATS entry, you'll understand that the less said about that infuriating system, the better. 

Pricing hasn't been set as of this writing, but expect the ATS-V to go on sale in late spring of 2015 with a price that competes with the German establishment. With the ATS serving as an excellent base and competing well with the regular  BMW 3/4 Series, the V variant looks set to be the perfect M3/M4 killer. All hail the Star Spangled Banner!


Images courtesy of Cadillac.