Most observers date the modern BMW sedan back to the 1500 and a car that saved the company when it was introduced in 1962. I find moving back to the 600 and 700 Series more accurately documents the brand’s foray into the sports sedan genre. While it’s true the 600 and 700 Series of cars had modified air-cooled motorcycle engines in the rear of the car, not something we normally associate with the brand, they were the first cars that had BMWs famous independent rear suspension with a semi-trailing link. And while not the fastest, some versions did achieve efficiency figures of 40 mpg.

The 3 Series F30, produced from 2011 to 2019 and the new G20s predecessor, left a lot BMW enthusiasts and members of the automotive press wanting with a variety of shortcomings. With the new G20, BMW has sought to remedy these issues and inject a greater dose of passion and driving excellence into the 3 Series.

The much loved B58 three liter single turbocharged motor is the heart that beats inside of the M340i and officially it produces 382 hp at 6500 rpm and 369 lb torque from 1800 rpm until 5,000 rpm. However, in reality the car produces more horsepower across the range. Some journalists have achieved 0 – 60 figures below 4 seconds, which for a car of this weight and gearing, is not doable with 382 hp. My seat of the pants guess is around 420 hp at near sea level. The engine sounds quite nice as well, even with its turbocharger spinning away up front.

The engine is mated to an 8-speed ZF automatic that helps provide an almost 50/50 weight distribution. As many will know, this 8-speed is a very popular unit in a huge variety of cars and trucks and for good reason. In this application, BMW has done a great job calibrating the unit to the B58 motor. Upshifts in comfort or sport mode – my test example was well equipped with adjustable settings – were very fast and difficult to fault. Downshifts were a bit slower but still good while driving more aggressively. In every day situations, the transmission was flawless.

The chassis and suspension settings are a real success in the M340i. The car has excellent poise over a variety of surface conditions and I never felt beat up at any point. While a dedicated sports sedan, this G20 has genuine compliance in comfort mode. My test car also had the limited slip differential and the .4 inch lower ride height. The sport setting is also very good for what it offers and stands in contrast to the B9 2019 Audi S4 I tested in the summer of 2019. I have not yet tested the C43 sedan.

Steering feel and effort remains a weak point on the M340i. Unlike the 330i, the M340i has a modified rack from the older F30 and while less flawed, steering feel is lacking. Surprisingly, comfort was a better setting. Sport mode does add weight, but no additional feel and I did not find the extra muscle needed to turn the wheel to be of any help. My recommendation – leave the steering in comfort mode.

The interior is a step up from its older brother and is a very nice place to spend time. The M340i comes with 14 way sport seats that hug in all of the right places and are covered in high quality leather. The choice of other cabin materials and their layered combination are pleasing to the eye. My test car had cognac colored leather, a black dash, silver hardware wrapping around the cabin with mood lighting, and dark open pore wood running through the center stack. Taken together, the presentation was classy and felt premium. Other color combinations – such as black leather with aluminum finishes instead of wood – are not as successful in my eyes, but beauty is personal.

The 10.3 inch infotainment system and 12.3 inch digital instrument cluster – called Live Cockpit Pro – are very clear and easy to read. The center stack infotainment system is just like having an iPhone or Galaxy device present and the system is both quick and intuitive. BMW has definitely made some meaningful improvements here. The digital instrument cluster is a bit busy and some dislike the rev counter moving counter clockwise. I did not find it troublesome and it reminded me of some older Aston Martin units.

Primary competitors are the usual suspects – the Audi S4 and the Mercedes C43 from the homeland – and others – such as Infiniti, Lexus, Renault, and the Kia Stinger – all move in this space for some piece of the pie. But the BMW 3 Series has always been the benchmark. I’ve driven the S4, but not the C43. I have driven the C300. Taken as a whole, the BMW M340i is the better car than the S4 due to its superior driving dynamics and road comfort. The BMWs interior is a definite improvement and in the specification I tested it is very nice. But the interior in the Audi S4 is better and class leading.

Looking at the value proposition of the BMW M340i is challenging on the surface. The car starts at $55,000, but heated seats and other goodies are extras. Should one load a car up with options, an example can hit $69,000. However, most “buyers” lease in the near luxury segment. So, the conversation is really about residuals, packaging, and the strength of the marque’s financial arm. All of the German firms are very aggressive with lease rates here in the U.S. Typically, with some diligence and patience good sized discounts are available on German cars and trucks with some dealers focused on internet sales. Knowing exactly what you want has earned colleagues I know a $10,000 discount on a new BMW.

No car is perfect and the BMW M340i is has some shortcomings. First, the fakery really rubs me the wrong way – manufactured engine sounds in the cabin, the fake grill, and the fake vents should not be part of a $60K+ sports sedan or any vehicle for that matter. Second, BMW dropped the Touring or wagon option here in the U.S. and while the wagon did not sell in large numbers, it had a dedicated fan base. Third, the lack of a manual transmission option is frustrating because 25% of F30 cars had a manual here in the States. Other markets were even higher. Undoubtably, this is in the name of efficiency. Finally, while improved, the steering on the G20 should be better.

However, the G20s strengths are numerous. The B58 motor is superb and the fit and finish on the exterior and interior is excellent. Looking in the footwells everything was nicely finished and ditto in the trunk – classic places for cutting corners. The chassis is equally adept and with the adjustable dampers the car has excellent poise. The 14 way seats are very well done and the tech – both the iDrive system and the Cockpit Pro – are easy to manage and are very quick to see at a glance. Finally, the G20 feels like a BMW at rest and under power.

So, has the new 3 Series returned to proper form? I think the G20 is much improved and was a pleasure to drive. It’s fast and agile over lots of surface types and the car likes to dance – which fewer and fewer cars like to do. The brand and the engineering teams who made this car happen should be proud of what they have accomplished.

Is it the ultimate 3 Series? I have to say no. In my view, the third generation E36 is the high point of the 3 Series. The G20 is now 10 inches longer than the E30 3 Series, which introduced four doors to the world back in the 1980s. The new car is now almost 186 inches long. For context, the E34 5 Series, built from 1987 to 1996, is within .2 inches of the G20 for length and very similar in other dimensions. For me, the G20 is the modern day incarnation of what a 5 Series BMW should be – a fast and good looking sports sedan capable of covering long distances with four people and their luggage or handling all of the local duties of a busy family. The current generation 5 Series is so large that it is a 7 Series in disguise  and the 7 series is an ocean liner with wheels.

The G20 accomplishes many things with aplomb and is a very enjoyable car, but it is too big to be a real 3 Series. Taken in this light, the automatic transmission and no longer available manual option makes sense. The added luxury and fancier tech fits the profile of a 5 Series buyer still looking for a serious sports sedan. Finally, the B58 motor is a joy and will put a smile on any enthusiast’s face whether they are taking the kids to soccer practice, heading off to a meeting, or sneaking out for a Sunday morning blast. For all of these responsibilities and its sporting ethos, the new G20 will be a hit. Just take the time to negotiate a good deal.

The car is available for rent on the Turo platform.  Here is the link:
https://turo.com/us/en/car-rental/united-states/chantilly-va/bmw/3-series/668602

Happy Motoring

The post 2020 BMW M340i Review appeared first on A Taste for the Road.

The first generation model sold 270,000 units and was considered a hit by customers. Journalists were less smitten. The second generation, known as the Type 92A, built on the success of its elder brother, with Porsche ultimately moving 500,000 units to a global audience over seven years. While not the first sport SUV, that title goes to the BMW X5, the Zuffenhausen brand nevertheless set new benchmarks with the Cayenne and it is widely considered to be the most sporting SUV on the market – particularly in official turbo guise.

The Porsche Cayenne S reviewed here is from the 2015 model year, so it’s the face lifted version with updates to its front and rear end, suspension updates, new interior features as standard, and most significantly its engine, which became a 3.6 liter V6 with twin turbos in place of a normally aspirated 4.8 liter V8, for greater efficiency and lower emissions.

People buy or lease a Cayenne because the truck is a practical, versatile, and sporting SUV. The roofline allows tall adult to fit in the back seat and the rear roofline keeps large dogs happy and lets large boxes – such as an OLED TV – rest vertically. Like the Panamerica and the Macan, the Cayenne is ultimately a luxury product from Porsche and not a sportscar product on stilts with some luxury features – even though the brand has carved out a space for the Cayenne that makes it very sporting – particularly the Turbo and Turbo S.

At the heart of the second generation .2 Cayenne S is the aforementioned twin turbo V6 generating 420 hp and 406 lb of torque. 0 – 60 takes about 5.1 seconds and its top speed is just north of 150 mph. The eight speed is a Tiptronic unit and its automatic shift points are smooth in regular and spirited driving. But the unit in automatic mode is relentless in its search for efficiency. Tossing the center console lever into manual or pulling one of the steering mounted paddles brings the front end to a boil and using the center gear lever keeps it that way. For slicing and dicing traffic, manual mode is a lovely thing.

The chassis, suspension and steering dynamics were a surprise. The ride comfort, on the standard steel spring and dampers, was more comfortable in real world conditions than I expected, with excellent bump control. The steering is a hydraulic setup and the feeling is very good for a truck. The rack weights up progressively and despite the Cayenne’s mass – north of 4,500 lbs – the SUV tracks very well. There is a poise and sophistication to the chassis setup that is impressive. At no point during the day did I feel banged up at any time. The suspension just did its job without complaint.

The steel brakes were easy to modulate, progressive and had excellent feel throughout the pedal stroke. The Cayenne is a heavy truck and the braking system did a very solid job bringing this weighty SUV to a stop. Brake dust was minimal too – which is always appreciated.

The driver position is a standout, which is a hallmark of the brand. Everything falls readily to hand and the weighting of the controls is exceptionally consistent. Some of the switchgear – window controls, indicator and wiper stalks, and mirror controls – felt cheap and from the VW parts bin. The center console on the generation 2 is very busy and resolved with the latest version introduced last year. However, the overall quality of the Cayenne is very good and the version reviewed here – a 2015 with 90,000 miles logged – did not have a squeak or rattle in the cabin. That is impressive for a truck that has been used most days of its life in a variety of conditions since manufacture. Most cars and trucks feel more beat up by this juncture.

Being the practical vehicle, the Cayenne is a very user friendly mid-sized SUV with plenty of room in the rear seats for tall adults and space in the back for large boxes and luggage. The infotainment system is easy to use and while the version in the latest generation three Cayenne is a major step on, this system still feels relevant and functional.

As everyone knows, the SUV space worldwide has grown by leaps and bounds over the last twenty years and the sales growth of the Cayenne reflects this reality. Direct competitors come from German rivals and a host of products from Japan, Italy, and the U.S. to an extent. Much depends on the combination of features a buyer wants and Porsche has done an excellent job keeping the Cayenne fresh and unique – even against its sportier brother the Macan. While personal, I prefer the Cayenne for its greater functionality and practical statement of purpose.

Cayenne values have been steady and as a used truck proposition the generation two represents solid value. Here in the U.S., certified Cayenne S models can be found for $41,000 or so, with less expensive choices in the private and independent dealer markets. While more money, the Cayenne Turbo/S is a strong proposition at $55,000 – considering it was north of $150,000 new.

As with all Porsche vehicles, the road to used vehicle happiness is a full service history from a dealer or independent specialist, a full PPI, and a clean accident record. No matter how one slices it, Porsche ownership is not inexpensive. But you know that already if you are looking for one.

The Cayenne is a vehicle that for many Porsche owners may be their only experience with the brand and remain so because of its versatility and all weather capability, along with some sporting chops. For traditionalists, this will remain a sore point. But Porsche’s SUVs are luxury vehicles in an essential segment of the market that continues to grow smartly in the U.S., Asia, Europe, and elsewhere. Given the design brief and the enthusiastic following Porsche has for its SUVs, the engineering team hit the mark well. The Cayenne remains a real Porsche and with the new third generation version available now and a strong seller, there will be more to come as the decade unfolds. For many Porsche fans who need some utility with their enthusiasm, this is very good news indeed.

For anyone interested in renting this Cayenne via Turo here is the link:
https://turo.com/us/en-us/suv-rental/chantilly-va/porsche/cayenne/699078?searchId=-7-Uxn-E

Happy Motoring

The post 2015 Porsche Cayenne Review appeared first on A Taste for the Road.

For 2020 there are a few updates to both the two door and four door models. The most significant of which is the arrival of the diesel engine in the four door. The updated water cooled turbo charged 3.0 liter unit boasts 260 hp and 442 lb torque at 1,400 rpm and is $4,000 option. Some quote more because the engine is only available with the 8-speed automatic. Other updates include three trim editions: the Willy’s, the Wrangler Freedom, and the Wrangler Black & Tan. Primarily styling specifications, there are some modest package changes to optimize each model. These three editions have proven popular in the past and I expect these new additions will be as well.

The 2020 Wrangler Unlimited reviewed here is a lightly specced Sport S with the black hardtop, the seven inch Uconnect infotainment system, an automatic transmission, Granite Crystal Metallic paint, and floor mats. Combined with its black interior (saddle tan is a no cost option), the truck looks the role of a Jeep Wrangler, with a bit of spiffiness and polish on its silver 17 inch rims in the December sun.

This Jeep Wrangler has the stalwart 3.6 liter six cylinder pushing out 285 hp at 6,400 rpm and 260 lb torque. Prior to reviewing this Wrangler Sport S, I test drove a Sahara with the 2.0 liter turbo four cylinder, producing 270 hp and 295 lb torque, in my local hood and a second Sahara with the same 3.6 liter six. The turbo four has good punch and I can understand why people like it along with the superior mileage, even though premium fuel is needed. Some models also have the mild hybrid 48 volt system as well. I found in mixed driving I prefer the 3.6 liter overall. For those interested in 0 – 60 times, they range from about 6.5 seconds to 6.8 seconds, which is the same as a 1980s Ferrari 308GTSI or 328GTS.  Performance expectations change over time.

Chassis and ride dynamics are much improved over the older JK model. The dead steering on center is still present and in a straight line the truck still wanders a bit. I found making continuous movements shifting the truck left and right ever so slightly helped even this tendency out. As many will know, the steering design compromise is intentional to support the Wrangler’s off-road ability. For those driving on-road, some on the forums recommend playing with the camber and tire pressures to minimize the wandering effect.

Ground clearance and departure, breakover, and approach angles improve and vary slightly between models, with the two door getting a slight nod for better numbers. That’s before adding aftermarket goodies. All JL models benefit from being lighter than the JK by about 200 lbs. The brakes provided more than adequate stopping power and with the all season tires on this Sport S there shouldn’t be any complains in normal driving. With heavy knobbier tires, braking distances would increase, but that’s to be expected with less rubber touching the pavement. Off-road situations would be different.

The interior improvements on the JL are welcome, which combined with the updated infotainment system, make the new truck is a nice place to spend time. In base specification or with the more expensive Sahara and Rubicon models, I was very comfortable in either the cloth or leather seats, and placement of the various controls – with or without gloves. Panel gaps, plastic textures, and overall fit and finish now better reflects a product that can cross the $60K mark. The Uconnect system is easy to use, quick to change settings when asked, and has a pleasing set of fonts to read at a glance.

Moving to the rear seats and the tail area, the fit and attention to detail continues with similar plastic quality and metal gaps. I didn’t find any sharp edges or badly finished areas that could be a wear point over time. The tailgate is nicely balanced and requires very little effort to open and close – even with the spare tire attached. Thoughtful details abound as well, such as slots in the rear floor area for door and roof bolts, so they don’t get lost when these items are removed and stored for open air motoring.

As a styling exercise, the JL retains its classic Jeep Wrangler look while completely reworking the truck from top to bottom. Some manufacturers have done the same – such as the Mercedes Benz G550 – while others – such as the Land Rover Defender – have gone in a different route. The Jeep Wrangler and Benz G550 have been welcomed, while the LR Defender has been less universally praised. I think the Wrangler JL a handsome truck that absolutely reflects the design language of the Jeep brand and will look great ten years from now – covered in mud or all polished up in-town.

The cost/value question of the Wrangler is fascinating – judging by the Jeep forums and units sold or leased. The Wrangler is a practical 4×4, a premium truck, and in my view, an unconventional luxury vehicle for those wanting to splash out on something unique yet still remain connected firmly to the brand’s sensible military roots. The official price spread is from $28K to a bit more than $60K. However, my local dealer has new two and four door models outside their showroom for between $75K and $95K – a function of lots of expensive aftermarket add-ons. There is consistent demand for a new product Jeep does not build – a sub $100K Wrangler.

Jeep Wrangler resale values are very, very strong, with people paying top dollar for 20 year old versions with 200,000 miles on them. In my local area, that’s a $10/12K truck – if you can find one that’s road worthy. Lots of people really want to be part of the Jeep brand and are willing to pay for it. In my view, the best way forward is to either purchase or lease a new one or purchase a previously leased three year old model. Otherwise, you’re going to pay a lot for an older truck because demand is so strong.

While the Wrangler JL is much improved it has shortcomings. As mentioned above the steering can catch newbies off guard with it’s dead center and occasional quirks. The noise at highway speed can be unpleasant, particularly on longer journeys. The hardtop with sound deadening inserts definitely help, but there are limits for what is effectively a cinder block flying through space. A Jeep in any guise is not inexpensive and adding packages quickly ratchets the price beyond what many households can comfortably afford. Reliability can be an issue and some dealers are frustrating.

A special force in the Jeep and Wrangler world is the community of enthusiasts. They can provide a wealth of information on any issue or concern about a Jeep – whether as a current owner or a prospective one. From decisions around tire choice to working through a Jeep’s “extended warranty” – which is really a service contract – there is always someone who can provide an authoritative, detailed answer. The special Jeep wave among enthusiasts is a unique note of camaraderie among fans.

In sum, the Jeep Wrangler represents something genuinely unique in a sea of monotonous SUV and CUV products Stateside and around the world. The truck looks the part, has many unique features, and is coveted by young and old. The JL series is a significant improvement over its predecessor and much better on pavement – where most Wranglers live in the wild. If you can live with the Wrangler’s compromises and work through its pricing, you’ll be rewarded with a vehicle that has a wide range of skills and is very manageable in the real world.

Happy Boulder Skipping

Here is the Turo.com rental link for this 2020 Jeep Wrangler in Charlottesville, VA:

https://turo.com/us/en-us/suv-rental/charlottesville-va/jeep/wrangler-unlimited/688155?searchId=TmkRPS6N

The post 2020 Jeep Unlimited Review appeared first on A Taste for the Road.

The 2019 Ford Mustang GT, now in its sixth generation, having been introduced in 2015 and refreshed in 2018, is the first Mustang to have been conceived as a car for global markets. Currently sold in over 140 countries, about one third of all Mustang’s are now shipped overseas. China absorbs 25% of all Mustangs, Germany picks up over 10,000 units a year, Bulgaria becomes home for approximately twenty cars each year. The list goes on.

During the car’s development, Ford thought their turbocharged four cylinder would serve these markets. But orders have consistently been for the full fat V8 model, with the average price for international transactions being $54,000. So, it is clear there is a global market for American V8 coupes to tear down the German autobahn or cruise through the streets of Shanghai.

The Mustang coupe reviewed here is the standard GT. So, in addition to its five liter V8 and Getrag 6-speed manual, the car had the standard brake system, fixed springs and dampers, cloth seats, and standard exhaust. Two options were installed: the Sync3 infotainment system and the a safety system providing blind spot protection, lane assistance, and collision monitoring.

The Mustang GT is powered by Ford’s five liter V8, affectionately known as the Coyote. Official power figures are 460 hp at 7,000 rpm and 420 lb of torque at 4,600 rpm. The engine block is aluminum. Seat of the pants performance measurements leads me to think its around 500 hp. Given the car’s weight, the Mustang is too quick for Ford’s quoted numbers. And I was driving the traditional 6-speed, which is slower than the 10-speed automatic.

The Getrag 6-speed manual is an excellent gateway to Coyote V8 up front. Each gear was precise and spread out enough for choices to become intuitive in short order. 1st gear on this example was a bit tight moving to 2nd, but I’m sure it will open up with a bit more use and mileage. My test car had about 2,600 miles on the clock. The clutch is good, but like the Camaro 1LE is test drove earlier in the year the friction zone was at the upper end of its travel and lacked a bit of feel at the top. I prefer when clutch plates bond in the middle of the clutch arc and provide more communication. With a bit of time, I got used to the setup.

The GT runs on 18 inch Pirelli Nero all seasons that provide solid grip in wet and dry conditions and the standard brakes are 14 inch disks up front with four pistons and 13 inch single piston disks on the rear. Braking performance was very good, with excellent feel and pedal modulation.

The standard fixed dampers and springs were a surprise for their compliance, control throughout the stroke, and overall sophistication. Backroads in Virginia aren’t known for being glass smooth and the GT soaked up uneven tarmac and pavement undulations remarkably well for a car of this weight and size. Ford engineers need to be applauded for tuning the standard GT with chassis polish. In the past, upgrading to the V8 wasn’t enough. Buyers needed to check off additional boxes to achieve something resembling chassis dynamism. This is no longer true and the change is most welcome. Ordering and speccing the base V8 is no longer an exercise in explaining away shortcomings.

My test car had the traditional speedometer and tachometer, with a digital center area for other information. Everything was easy to see in a variety of lighting conditions at a glance and the fonts and colors complimented displays elsewhere in the cabin.

The center console stack in the GT is also a simple affair with a good sized screen and easy to read fonts and solid backlighting. Sections below for controlling radio settings, cabin temperature, and a few of the electronics available fell readily to hand. Some might fuss about the lack of options, but the simplicity of the controls was welcome in a world where it can take way too long to change a setting – even while stationary. All of it worked flawlessly during my day with the car.

The steering wheel is wrapped in nice leather and a bit of padding underneath.  This three spoke number had a very nice feel to it. Wheel thickness is tradition for normal hands and the wheel circumference is also not too big. Steering effort and feel at low speeds is quite good. When the speed increases the steering loads up to become quite firm, but at a loss of some road feel. The feeling is numb rather than fake. Drivers can compensate because the car communicates elsewhere. But the steering feel could be better.

The overall design focus and layout is a very nice mix of the old and new. Tradition going back to the beginning of the Mustang has been respected and preserved, while making sure the car has current technology applications. The Sync3 system is easy to use, quick to change settings, and isn’t complicated.

One big disappointment is the quality of the interior. There are too many cheap, hard looking plastics throughout the cabin, with unconvincing attempts to simulate other materials – aluminum, leather, and chrome. Given the car’s price range – starting in the high 20’s – I’ve seen much better plastics in vehicles at the same price point. And considering the Mustang GT can be specced to over $50,000, the lack of more premium cabin materials is frustrating. Some will respond but stating it’s a pony car, and cheap bits are to be expected. After all, Ford spent “all” of the money on the motor and chassis. But why tolerate something that’s easy to resolve and wouldn’t cost a lot to upgrade? Ford did chose to swath almost everything in matte black, so the shortcomings are slightly less glaring.

Styling decisions are always subjective, but I think the Ford Mustang is a handsome looking coupe – particularly in the shade of blue found on the car I drove. The hood and roof bump outs look purposeful, the front lights have interesting details, and the rear lights remain traditional. The “5.0” label is prominently displayed on the front quarter panels and the standard quad exhaust system has an authoritative bark.

The value question is interesting. At list price, before options, the Mustang GT is about $37,000. But Ford dealerships in my area and elsewhere are discounting them by $7,000 before negotiation. At approximately $30,000, the GT is a great deal providing eight cylinder power, a manual transmission or 10-speed automatic, and very solid build quality.

In sum, the S550 Mustang GT surprised me with its sophistication and chassis dynamics. Its Coyote V8 is very potent, but it never overwhelms the car and the GT’s poise in base form is impressive. The car still has pony car attributes. However, like some pricey jeans that have been scuffed up a bit prior to being put on sale, the Mustang feels like the engineers at Ford developed a sophisticated platform and then dialed it back just enough to satisfy the faithful. The Mustang sounds and feels very American and there is no doubt where it was conceived. But now its high revving motor has three different voices and revs comfortably beyond 7,000 rpm, where earlier versions sang only one tune and it all fizzled much earlier. Combined with suspension dynamics for American road, a ridged chassis, and decent visibility and ergonomics, there is a lot to recommend with the S550.

Turo Rental Information:
https://turo.com/us/en-us/car-rental/ashburn-va/ford/mustang/699008

Happy Driving

The post 2019 Ford Mustang GT Review appeared first on A Taste for the Road.

The 2008 XK has the 4.2 liter V8, producing 300 hp at 6,000 rpm and 310 lb torque at 4,000. Mated with a 6-speed automatic L gate, a first for the segment and a replacement for the dated J gate, the combination marries a motor with strong linear power and a transmission offering smooth shifting. My experience under a variety of conditions – highway, curvy two lane country roads, torn up pavement ahead of tarmac resurfacing – was positive. The powertrain engineers did a thorough job and it was refreshing to experience a naturally aspirated V8 that enjoyed revving out. Subtle at idle and low revs, the V8 burble turned into a snarl as the tachometer needle swung around toward redline. Very satisfying.

The X150 introduced a new bonded and riveted aluminum chassis and firmer suspension settings – 10% stiffer at the front and 4% stiffer at the rear – all around. Most of the body panels are in aluminum as well. Despite being about 6.5” longer and wider, the coupe is about 200 lbs lighter than the XK8. All combined the car is capable of hitting 0 – 60 in 5.9 seconds, with an electronically limited top speed of 155 mph, and the bursts from 30 mph to 50 mph or beyond are brisk and satisfying.

Interior appointments are very good overall, with nice leather seats and some tasteful aluminum fixtures. This car has the luxury package – a $3,500 option – which includes more leather, a heated steering wheel, and a 16 way power seat, among other goodies. This X150 also came in a handsome British racing green metallic and a biscuit interior. All around it looks and feels like a proper slice of traditional British style and quiet luxuriousness. At $80,000 with options when new in 2008, the car should look and feel special.

The XKs instrumentation is an exercise in classy restraint with traditional clocks staring straight at the driver with chrome bezels and a font that is very easy to read. The usual warning lights rounded out things in the binnacle area. Although dated, the center stack had important features at hand, such as climate functions, satnav, and radio controls. The plastics around the console are underwhelming and some higher quality materials and finishes would be welcome. Some of the other switch gear feels sourced from the parts bin as Ford owned Jaguar at this time. However, all of the switches worked correctly. Overall, the X150 XK is a very comfortable and classy place to spend time.

As the car was made in good numbers for almost a decade and a significant number were shipped to the United States, finding a good one at a reasonable price isn’t very hard. Older 4.2 liter V8s can be found between $20K and $30K, with the top amount being for real cherries in great color combinations. The XKR is more money but quite reasonable. For those looking for a bit more power, the 5.0 liter V8 base and supercharged versions are also reasonable to find – but they’re more expensive. And the XKRS-GT is quite special, with limited production numbers and a price when new around $135K.

Some weaknesses are worth mentioning. The A/C evaporator can cause trouble, but is a well known issue worth resolving at $1K. If left exposed to the sun, the leather dash can separate and is expensive to replace. Front brake and rear tires and wear prematurely if driven aggressively and the car is sensitive to weak batteries, so a charger is recommended.

As a package the Jaguar XK is compelling as it combines some rewarding attributes – good performance, all day comfort, a quality interior, reliability, and looks that are gentle on the eyes. Values are solid for properly maintained examples and the XK offers a unique experience compared with rivals – such as the Mercedes SL, BMW 6 Series, and the Cadillac XLR. The fact that it looks a bit like an Aston Martin DB7 or DB9 – no mistake as they too were designed by Ian Callum – is no bad thing. In my view, find a good example, have it serviced by a Jaguar specialist, and enjoy lots of journeys as it’s a car with grace, pace, and stamina.

https://turo.com/us/en-us/car-rental/upper-marlboro-md/jaguar/xk-series/600740

Happy Motoring

The post 2008 Jaguar XK Review appeared first on A Taste for the Road.

The current version, released in 2017 as a 2018 model, looks to continue this tradition by offering buyers a combination of sure footed sport, everyday sedan practicality, and an extra dose of punch.  The stats for the single turbo V6 are very competitive, offering up 354 hp and 369 lb torque, which can haul this 3800 lbs sports sedan from 0 – 60 mph in 4.2 seconds and reach a regulated top speed of 155 mph.

Like many, I’m suspicious of Audi’s claimed hp and torque figures because they seem under represented.  I would guess about 400 hp and equivalent torque.  For some time now, German firms have “managed” these figures and argued they represent power and performance numbers for 80% of worldwide conditions – from sea level into the Alps or Rockies.  Thus, for those at or near sea level they get an extra helping of performance.

The quattro system is enormously sure footed and given its sporting focus – unlike all wheel drive systems from some competitors – a driver feels absolutely locked to the road.  While firm, the Continental Super Contacts provided excellent grip.  The adjustable suspension – part of the Drive Select system – has four settings and there are genuine differences among them.  I used all of them, ultimately settling for Comfort suspension because our roads in Virginia can be very choppy.  I enjoyed Dynamic for the other Drive Select settings.  Sport mode is easy to find – via the center console or the paddle shifters.

In some situations I did experience turbo lag, which was frustrating at  stop lights and T junctions.  Turning off the stop/start system helped as did throwing the gear lever into sport.  But in sport mode she really wanted to go – which was great – but in heavy stop and go traffic the car could be a bit enthusiastic.  In these situations, comfort (non-sport) was a better setting for creeping along but with some lag.  This is the compromise of turbo systems with most four and six cylinder cars.  Eight cylinders – and sometimes five cylinder engines – are an exception.

The interior has been upgraded in a number of ways that reflect the now previous generation S6/S7 design queues with stitched diamond quilting on single colored leather seats, a modest wrap around boat themed dash similar to the A7/S7, and an upgraded mix of materials – including carbon fiber, a bit of bright work, alcantara door card inserts, and softer touch dashboard.  The B9 is a classy place to spend time in regardless of the external surroundings.

The technology package is very impressive.  Front and center is Audi’s virtual cockpit – a 14 inch screen of great clarity and information.  Whether it’s kept simple with a rev counter and speed indicator or maxed out with google maps and an overlay of rev and speedo, the system is a tour-de-force.  Also available in the standard A4, it’s easy to understand buyer excitement over the technology.  Only once did the display get a bit confused and that was while I was stuck under a bridge where the satellite signal was obviously blocked.  Otherwise, the system performed flawlessly.

Overall, it’s a very accomplished sedan for four adults and their luggage in all weathers.  But the S4 is also more quiet than its older brother the B8.  The noise, vibration, and harshness (NVH) levels are another definite step on and for some enthusiasts this has been a source of disappointment.  There is a shift at Audi with their S and RS products toward greater efficiency.  The B9 S4 feels 100% Audi and the virtual cockpit and other sensor based systems make that very clear.  The attention to detail is excellent.

However, the single turbo V6 does lack a bit of auditory pizzaz even as the torque converter transmission shifts very quickly and matches the character of the car.  I think a lot of American households that want a sedan – and Americans prefer them over wagons, unlike our European friends – would enjoy and appreciate the S4 a lot.  But as a pure sports sedan that taps into the emotional elements of driving, in addition to its objective performance abilities, the S4 has some work to do to satisfy traditional enthusiasts of the brand.

I enjoyed my day driving the S4 on some of the twisty backroads around Clifton, VA and beyond and look forward to evaluating other Audi products in the future.

https://turo.com/us/en-us/car-rental/alexandria-va/audi/s4/535168

Happy Motoring

The post 2018 Audi S4 Review appeared first on A Taste for the Road.

The M156 V8 motor has become much talked about over the years and for just reason.  The sonorous motor will spin too over 7,000 rpm, even in base form with 451 hp and 443 lbs torque.  Starting with a deep burble down low and finishing with an absolute wail at the top end, the M156 was only produced and used for the W204 series of cars along with the SLS in more specialized form.  The engine dominates the driving experience with potent acceleration that’s still very relevant today.  In short, it’s a force with a great deal of emotional character.

The chassis dynamics are strong – which surprised me.  Historically, AMG products have had potent modified Mercedes motors that worked well in a straight line.  Turning skills, however, where less accomplished.  The W204 is different.  The car corners well and rotates nicely around its rear axle so you can tell AMG got both the wider front and rear tracks right and they highlight Mercedes’ good work on the base car.  The  car in base trim doesn’t have a limit slip differential so power oversteer is a mere throttle tickle away.

Worth noting is the noise, vibration, and harshness (NVH).  It’s very good and with the windows rolled up and the car humming along in auto mode, the car is quiet and peaceful.  I didn’t quite expect this either.  The suspension is on the firm side, but never beats you up.  It is clear AMG set this sedan up as a road car and not just for glass smooth German roads, but less than perfect American/British/Italian ribbons of pavement that ebb and flow with the landscape.

I always enjoy cars (and motorcycles) that communicate with chatty feedback through the steering wheel, pedals, and seat.  Nothing to make the driver tired or weary, but to have a conversation about how all the mechanicals are getting on with each other, along with the speed and the impact of the road surface, is deeply satisfying.

The interior is a mix of good materials that fit well together nine years on with the upper dash in black looking appropriate in period.  Door card materials are decent with some color differences in the car I drove – black and light gray – and nothing rattled.  However, some plastics that look inappropriate for a $35,000 car when new let alone a $75,000 sports sedan are glaring.  The center console has to come in for some definite criticism here and it’s surprising Mercedes and/or AMG could not have put in just a bit more effort to improve the console’s appearance.  Given how much better interiors have become over the last nine years – thanks to competition from Audi – stepping back is a worthwhile reminder of how much water has passed under the bridge in this area.

The biggest weakness of the W204 is the automatic transmission.  In normal driving conditions in full auto mode – puttering through city traffic, cruising down a lane, humming along a two lane highway – the car shifts well enough.  But add some spirit through the paddles or the center shift stalk and the transmission’s limitations become very evident.  The transmission needs between 1.5 to 2 seconds to shift, so approaching bends or overtaking slower traffic requires thought and planning.  The box is certainly the most significant component that dates the W204.

The tires and brakes provide very good confidence.  The AMG engineers should be congratulated for providing very linear stopping power and feel along with easy modulation.  The brakes are not at all grabby and are very consistent throughout the braking stroke.  The 18″ rims are a good size and a reminder that the new 20″ – 22″ tire and rim packages could learn something from their older siblings in the field.  Less thump and drone should be the order of the day.

Instrumentation and electronics are good overall for the period with very legible gauges for all of the important things – speedometer, fuel, cooling temperature, tachometer – and there are some electronic alerts when something needs attention.  Predictably, the COMMAND navigation system is dated.  But it can be hidden away, which cannot be said for modern Mercedes Benz and AMG systems.  Tucking things away helps the interior look less dated and more pleasing to the eye.  The W204 retains some long standing Mercedes interior hallmarks and organization – which is worth appreciating.

In my view, the W204 C63 AMG is a car that will become a future classic and it deserves to be recognized for its special qualities.  It’s M156 motor is a one-off that we will not see again and it’s a standout for it’s power, revving nature, flat torque curve and sonorous noise.  The car’s very good chassis dynamics and tight packaging and size make it a real weapon on a variety of roads – including tighter lanes and back country byways.  The car has strong brakes, snug seats that fit most people, and the Mercedes Benz build quality is very much present.

Fortunately, the car was sold in sufficient quantities that finding good examples is still possible and bargains can be found with careful sleuthing and a cash reserve.  Moreover, the core product is very sound and parts availability is definitely not an issue.  The transmission is a weak point due to it’s slow shifting nature, but there are some aftermarket options – such as pedal commander – that help.  Four people can be carted around in comfort and the trunk is decent.  When you consider the average price of a new car in the United States is $36,000 and cherry C63s of this vintage go for the same money, this sports sedan makes for a compelling proposition if you can work with the compromises.

This C63 AMG is available for rent through Turo.  Here is the link:

https://turo.com/rentals/cars/va/charlottesville/mercedes-benz-c-class/150088?searchId=V_6WuhLu

Happy Motoring

The post 2010 Mercedes C63 AMG Review appeared first on A Taste for the Road.

The Camaro SS 1LE was introduced in 2017 after the latest Camaro redesign, the sixth generation, was released in 2016.  The car is based on General Motor’s Alpha platform, which is also found on the Cadillac ATS and CTS models. The 1LE or track package has a number of important performance changes to the drivetrain and chassis, as well as, several meaningful visual changes and details. The track package costs about $7,000 on top of the cost of a Camaro SS, or about $46,000 before taxes, tags, extras and any negotiation. The example I drove had a 6-speed manual transmission and an 8-speed automatic is available.

Motor

The Camaro SS 1LE has a direct-injected 6.2 liter LT1 aluminum block V8 producing 455 hp at 6,000 rpm and 455 lb torque at 4,400 rpm. 0 – 60 is accomplished in 4.1 second. The engine has a potent induction bark and bellows at higher rpm – which is a real pleasure and never gets old. It’s a smooth and refined engine, despite its authentic muscle car credentials, sharing its essentials with the Corvette. For those looking for a classic American V8 soundtrack you have found your answer with this power plant.

Transmission and Clutch

The 6-speed manual is a Tremec unit that has been used since the Camaro’s reintroduction back in 2010. The transmission provides smooth shifting with a good amount of feel in any gear and the throws were reasonably short. Each cog was a bit different, so knowing which gear I was in at any time was not difficult after some familiarization.

The clutch required reasonable foot and leg effort. However, the hookup zone was quite small, which in conjunction with a bouncy feel, made find smooth pickups more challenging for the first 30 minutes. A more progressive setup with the same weight would have been welcome. You adjust quickly enough, but this clutch is not the last word in engagement.

Chassis and Suspension

The Camaro SS 1LE really shines here with a stout, rigid platform and wide front and rear tracks. This is in contrast to the generation five Camaro which was still based on the old Zeta platform and was long in the tooth. The current Alpha body is lighter by 130+ lbs and approximately 26% stiffer than its predecessor. The current version is also a bit shorter and narrower, which is welcome.

The Camaro SS 1LE comes with magnetic dampers as part of the 1LE track package and they are exceptional. Iron particles suspended in a bath of fluid never looked so good. Coupled with aluminum suspension components and light weight forged wheels, the dampers provide superb ride qualities in any drive mode and across a wide number of pavement surfaces. GM created the technology and licenses it to Ferrari and several other European manufacturers. The platform and its implementation here is world class.

Ergonomics

Access to many of the car’s features is very good with all of the major settings a driver would need readily at hand. Heater controls are via two large circular dials around two prominent air vents and the temperatures felt true to form. The car is comfortable to sit in as you would expect with upgraded Recaro seats covered in leather and suede. Predictably, they have a good range of adjustment which, in conjunction with the movable steering wheel, makes for a very good driving position. The steering wheel has a heater function and that was much appreciated on the cold February day I found myself evaluating the car.

The car was easy to get in and out of with its wide doors, so those with some mobility issues should not find access into this Camaro too arduous. The back seats are best left for kids as the leg room is minimal to non-existent and headroom is poor.  Overall, I give the Camaro good marks for comfort for the two front passengers.

Wheels, Tires and Brakes

The Camaro SS 1LE receives important upgrades in all three areas here. The wheels are light weight forged alloys with Eagle F1 Supercar 3 tires. These are the same tires found on its more powerful brother the 650 hp supercharged ZL1. Even on a cold February day with dry temperatures in the low 40s the rear end didn’t step out, which I found impressive. Their width and soft compound held up much better than I thought would be the case. I’m guessing you’ll get around 8-10,000 miles from a set if you don’t light up the rear end often.

The brakes are very impressive with Brembo 6-pot calipers in the front and 4-pot calipers in the rear. They provided very linear performance and very good feel throughout the pedal arc. The system’s calibration was spot on as well with very good initial bite and consistent buildup as I pushed deeper into the pedal. Not surprisingly, they didn’t fade at all.

Instrumentation and Electronics

The binnacle gauges – speedometer, tachometer, fuel, temperature – are very clear and easy to see at a glance with a black background and white numerals.  The overhang does a good job keeping the gauges from washing out in strong sunlight.  The electronics package is comprehensive – satellite navigation, Apple and Google Car Play, radio, phone – with all of the usual functionality expected at this price point.  Working through the drive settings – traction control, magnetic dampers, overall setup – is very easy and only requires a few menu choices.  The fonts, icon size, and speed of the system is very good too.  Overall, the infotainment system was a pleasure to use and never got in the way.

Style and Attention to Detail

The Camaro’s basic design has not changed much in almost a decade even as the underpinning have moved on dramatically.  The car is good looking with a strong muscular stance, sharp crease line, wheels pushed out to their edges, and front and rear ends that project power and authority.  Coupled with the quad tail pipes out back and a deep front chin spoiler, the Camaro SS 1LE definitely looks the muscle car part.

Attention to detail is quite good.  Panel gaps are consistent, paint quality is very good, and I didn’t hear any rattles in the cabin.  Some of the interior plastics look cheap and are hard to the touch.  However, designers have done a pretty good job providing some relief with contrasting finishes, a splash of color, and some upgraded materials in the form of suede on the heated steering wheel and on the shifter.  While most buyers won’t care, hence the lack of focus here, an improved interior would be welcome.

Final Thoughts

My biggest surprise and takeaway evaluating the Camaro SS 1LE is the cohesiveness of the package and its sophistication.  For decades, muscle cars have been about straight line performance and little else.  While styles changed and features improved over the years, the compromises and drawbacks were clear.  However, with the sixth generation’s new Alpha platform, world class magnetic ride control, some light weight components, and detail finishes, the 2018 Camaro SS 1LE is now a very different car.  Its success in everyday conditions is impressive and its composure over a wide variety of winter roads left no doubt the Camaro is operating on a different level than its older siblings.  Traveling on uneven pavement is no longer a chore, but a pleasure 95% of the time.

The 6.2 liter V8 is an emotive pleasure and the Tremec 6-speed manual is a very nice gateway to the traditional snorting sounds of this American V8 engine.  The electronic limited differential out back, combined with very sticky Eagle F1 Supercar 3 tires kept the car locked down on the pavement even on an overcast, cold February day.  And the noise existing those quad cannons out back never got old, whether I was humming along on the highway or carving up some twisties.

The car is quite wide and the visibility is very poor.  Even with this latest refresh, some design tweaks to improve seeing into the rear quarters is definitely in order.  At certain intersection angles, I simply had to hope no one was there it was that bad.  The blind spot detection is helpful, but the system has its limitations.

Overall, I enjoyed my day with the Camaro and liked the car’s poise, sophistication, and unified driving experience.  The fact that new one’s can be purchased or leased at a discount only adds to the appeal.  Provided an owner can manage tire and fuel costs – it does get 25 mpg on the highway when careful – they will have a very compelling performance package.

Happy Motoring

The post 2018 Camaro SS 1LE Review appeared first on A Taste for the Road.

Alfa Romeo launched the Type 952 Giulia in the U.S. in 2017 to reintroduce the Italian marque on a large scale, as earlier products, such as the 4C and the 8C, were only available in much smaller numbers.  Hailed by many as the return of Alfa Romeo, the car was very well received in the press and lauded for its driving dynamics – just like it’s older predecessors in the 1960s and 1970s.  The Type 952 also experience some early teething issues – shared with its older brothers – with hardware and software systems requiring trips to the dealership for software updates and resets, along with some hardware replacements.  However, owners noted that when the Type 952 was fault free the car was very enjoyable to drive.  The 2018 Giulia 2.0 turbo appears to be quite a bit better with many issues resolved.  Like many Alfa Romeo’s of old the modern Giulia is very attractive inside and out, with a set of handling characteristics that need to be experienced.

Motor

The Giulia has a two liter turbocharged four cylinder motor producing 280 hp and 306 lb of torque.  Official 0 to 60 times vary a bit by model with the Q4 all wheel drive model achieving a time of 5.5 seconds and the rear wheel drive model achieving the mark in 5.7 seconds.  Interestingly, some magazines have clocked times of 5.1 seconds, which is very competitive in the segment.  Top speed is 149 mph.  The torque curve is strong and linear from 2,000 until 4,800 rpm, with some turbo lag from idle until hitting the 2,000 rpm marker. 

Transmission

A ZF eight speed automatic is the only U.S. transmission choice for the 2.0 liter turbo and the Quadrifoglio as well.  Certain specification/option packages add fixed steering column aluminum paddle shifters.  The TI I drove for this test did not have them, so in manual mode I needed to use the shift lever.  Automatic shifts were very smooth in all three driving modes and provided a very good gateway to the motor’s performance.  The transmission never got caught off guard and was quick up and down the gears.  The box didn’t hunt for gears, but like many eight speed (and nine speed) transmissions it is very efficient at finding a higher gear to optimize fuel consumption.  Dynamic mode resolves most of the drive toward efficiency and notches the fun factor up.

Chassis and Suspension

The chassis and suspension setup on the Giulia is spot on due to an extensive use of aluminum in the front and rear suspension, in the shock towers, and other mount points, providing well controlled and comfortable settings in both normal and spirited driving.  Combined with very quick steering – the steering ratio is quicker than the current BMW M3 or the AMG C63 – the car turns through corners beautifully.  As others have noted, suspension compliance and poise are class leading.  My day had me driving on smooth fast blacktop, chopped up winter pavement, a few short washboard dirt roads, and everything in between.  The Giulia’s chassis and suspension soaked it all up and then some which was wonderful.

Ergonomics

Ergonomics and comfort are very good.  This Giulia TI had the standard, non-sports seats and they were very comfortable with nice padding, easy access and exit, a range of settings and even surfaces.  My only complaint was the driver’s seat desire to automatically push back every time I got out, forcing me to move it around when I got back in the car.  Access to all of the major and minor systems was excellent with settings for temperature, radio, windows, locks, and sunroof all easily at hand.  The hood latch, while easy to get to, was very flimsy and initially didn’t work.  However, after some fiddling I was able to release the latch to see and film the engine bay.  The rotating switchgear for the infotainment system, drive modes, and radio were also front and center.  The infotainment rotator was sloppy as other reviewers have noted and should have been rock solid.  Overall, I would give the Giulia’s ergonomic flow good marks even as there is certainly room for improvement.

Wheels, Tires, and Brakes

The Giulia TI I drove came with attractive 18” silver wheels and all season Continental tires which provide good grip in a variety of conditions.  Larger rims with dedicated summer tires for even higher grip levels are available too with several color finishes.  The Brembo steel brakes offer strong performance and are integrated with a brake-by-wire Continental system.  The Giulia is the first car to use this system and some further calibration is needed.  Initial pedal bite could be better and the pedal feel for modulating the brakes during the last few feet of a stop is difficult.  No matter what approach I tried the last several feet of braking was abrupt with a feeling that I was still a new driver and hadn’t yet mastered the nuances of smooth stopping.  There is definitely further work to be done here.

Instrumentation and Electronics

The instrumentation on the Giulia TI – speedometer, tachometer, water gauge, fuel level – is very clear and the small screen in the middle is also very legible.  The infotainment system is good, but not class leading.  The system is a bit slow, the screen washes out in direct sunlight badly, and some of the information is in red, which is difficult to see.  I do think the navigation screen integration into the non-symmetrical dash is easy on the eyes.

The Giulia TI comes with plenty of electronic aids – collision warning, emergency brakes, traction control, chassis control – and with the addition of all wheel drive on the car I drove, there is definitely a feeling of purpose and security – as one would expect at this price point.

Style and Attention to Detail

Alfa Romeo has created some wonderful looking cars over the decades from the 8C 2900B in the 1930s, the boat tail Duetto in the 1960s, the Tipo 33, the GTA, the Disco Volante, the Giulietta, and others.  In some cases, they have been real watershed motorcars for driving enthusiasts and lovers of design alike.  The Giulia Type 952 is a very good looking car in my view and absolutely reflects the brand’s esthetic history and design values.

Walking around the car you can see all sorts of thoughtful details and surface finishes where someone spent hours refining them into cohesive whole.  From the integration of the front lights into the quarter panels or the crease line down the flanks of the car, the proportions really work.

Inside the cabin are thoughtful details, flattering color ways, and surface finishes that compliment each other well.  The Giulia I drove had a black and red interior with an open pore wood surface that made one feel good to be spending time in something where people really cared about such things.  Throughout my day in the car, not a single rattle could be heard.

There was cost cutting on display – hard lower plastic panels, a flimsy hood pull, the navigation rotary was not solidly mounted – but most of the components and touch points felt very good. 

Final Thoughts

I enjoyed my day in the Type 952 Giulia driving west and north of Columbia, MD on some curvy back roads and a portion of the historic National Road.  There is a great deal right with the car and it’s easy to bond with its approach to driving.  The suspension is wonderfully controlled in all driver setting and the cohesiveness of the package is obvious.  The car looks great inside and out and Alfa Romeo should be commended for a very good range of exterior colors and flattering interior tones.  The engine is powerful and punchy and the ZF eight speed shifts smoothly anywhere in the rev range.  I found base seats very comfortable and supportive for a day of driving and filming. 

I also appreciate the extensive use of aluminum and that all versions get a carbon fiber prop shaft, which with other weight saving details, keeps the heft down nicely.  You can really feel the even 50/50 weight distribution working for you in the bends, which combined with the quick steering, is very enjoyable.  Never nervous, but imminently flickable, the Giulia is very happy up on its toes.  It’s ready to dance if you’re a willing partner.

All is not perfect.  The turbo lag below 2,000 rpm is noticeable and while the dynamic mode helps there is a flat spot one must push though.  The Continental MK C1 brake-by-wire system needs further calibration work.  I could not finish braking smoothly at the end of a stop, which makes the driver feel clumsy.  However, combined with the Brembo brakes the car stops with authority. 

The 2018 Giulia TI I drove was completely reliable and the owner said he has not had any issues with the car.  The forums do report the 2018 is better than the 2017, but there are legitimate concerns about reliability.  I’m a big fan of gear that’s more emotional and expect more quirks as a result.  But electronic gremlins get old quickly and I’d like to see continued improvement here in 2019.

Overall, the Alfa Romeo Giulia offers something genuinely unique in the sea of near luxury car competition.  The Giulia’s focus on superior driving dynamics, extensive use of lighter weight materials, elegant proportions, and good looks is refreshing.  The car puts a smile on your face when your walking up to it or away and the good feelings continue on the inside because it makes you feel special.  The interior designers had the driver in mind when they penned the its layout.  Time will tell if the Giulia reaches its full potential as a genuine rival to the Germans and the Japanese.  I certainly hope so.

https://turo.com/rentals/cars/md/annapolis-junction/alfa-romeo-giulia/550595?searchId=kk6k6uA4

Happy Motoring

The post 2018 Alfa Romeo Giulia appeared first on A Taste for the Road.

The BMW M6 has a distinguished history beginning with the E24 “sharknose” released in the 1980s with its throaty 3.5 liter six cylinder motor derived from the legendary BMW M1. After ceasing production in 1988, the E24 was replaced by the E63/64 from 2005 through 2010. BMW dropped in a motorsports derived V10 producing 500 hp and it generated very serious performance numbers, like its four door brother the M5. However, like the M5, this generation of the M6 had a reputation for very expensive maintenance requirements. In 2012/2013 BMW introduced the F12/F06 version with a twin turbo V8 for better emissions and performance. The M6 has always sold in smaller numbers to the M5 and hence is more rare. The F12 provides good looks at the expense of rear seat comfort, which for those who prefer a two door is a small price to pay.

Motor

BMW installed a 4.4 liter 32 valve V8 into the M6 with two Honeywell twin-scroll turbo chargers sitting in between the cylinders to keep intake/exhaust tracks shorter, keep the turbos warm and reduce lag. The engine produces 550 hp and 500 lb torque, the later from 1500 rpm until 5750 rpm. Boost pressure is 22 psi and BMW’s double VANOS is used with valve timing that is imperceptible in operation. There is no step-on at certain rev markers. Redline is 7200 rpm. 0-60 takes 4.1 seconds and in derestricted European markets the M6 will pass 190 mph.

In a variety of driving conditions you can easily feel this rich lather of torque. The rear tires have difficulty dealing with it and I was able to break traction with only twenty percent throttle applied. It’s true I tested the car in 36 degree January temperatures on Pirelli P-Zeros that were not in their ideal operating environment. However, like a number of turbocharged cars with significant torque from low revs, the rear tires cannot cope fully with all this twist force. At tip in the engine feels a bit flat, but this changes instantly once the turbos spool up.

Transmission and Clutch

The F12 has a twin-clutch seven speed transmission that produces very quick gear changes up and down – which is a welcome change from it’s predecessor. Automatic and manual shifts under acceleration are very smooth. Twice while in traffic the transmission got caught out of sync and jerked at very low speeds. In fairness, this is not atypical of double clutch transmissions. Other brands have the same issue too. However, it was a reminder that torque converter transmissions – such as ZF’s current eight speed – are smoother in some situations. A six speed manual did become available to U.S. buyers for the M6 in 2014.

Chassis and Suspension

There are double wishbones up front and a 5-link setup in the rear with a predominance of aluminum being used along with some high strength steel. I found the damper settings – comfort, sport, sport + – to offer genuine differences and a range of experiences depending upon road surfaces and camber. In my view, sport + is too harsh for most pockmarked American roads. On smooth surfaces sport was a welcome setting. However, if the tarmac was compromised comfort was the best choice. Finally, while the steering was heavier – which, in theory, offers better feel – there was not as much communication coming through the thick wheel as I would have liked. However, the system is very accurate and I had no issues pointing the M6 where I wanted it to go.

Ergonomics

The M6 is a very comfortable place to be. The sport seats are excellent and offer all day support with plenty of helpful adjustments. They heat and cool as needed. Meaningfully, the controls for drive settings, temperature, sat nav, and other parameters were also readily at hand. I’m on the smaller side at 5’7” and everything fit me very well. The rear seats are a compromise. I sat in them and had about 1” of head space left. However, there was almost no leg room. So, they are best for those who are 5 years or younger or one person spread across two seats – for short journeys only.

Wheels, Tires, and Brakes

The M6 tested here was riding on 20” rims with Pirelli P-Zero tires. Michelin’s Pilot Supersports were the tires fitted to the car from the factory. Sizes are 265/30R20 on the front and 295/30R20 on the rear. The fronts provided good grip and feedback despite the sub optimal temperatures, but the rears broke away too easily once the torque kicked in. Stickier tires would help but the Pirelli P-Zero Corsa and Trofeo R tires are more temperature sensitive and wear more quickly.

Buyers had a choice of brakes: steel disks (400mm/396mm) with a blue caliper or carbon ceramics (410mm/396mm) with a gold caliper. The carbon ceramics offered an almost 43 lb weight savings, but at a tidy premium. My review car had steel disks and they offered plenty of braking performance in real world street driving with no fade or noise. They tracked true and straight – just as they should on an M car.

Instrumentation and Electronics

BMW M cars typically excel in this area and the F12 M6 is no exception. The tachometer and speedometer are very legible as are the other readouts in the gauge cluster. The center console area for managing cabin temperatures, heating and cooling the seats, and setting drive parameters are intuitive, feel premium, and work well.

The 10.2 inch sat nav system was quite intuitive, provided good resolution, and didn’t feel outdated. I’ll confess this was my first time working with a BMW system and it was easier to navigate on-the-fly than I thought it would be. I’m sure there are layers of additional complexity and settings deep within the 4.2 iDrive version menus. However, I was pleased to find working through the options was not a source of frustration.

The M6 is loaded with a variety of driver aids and I won’t list them all here. Noteworthy items include: heads up display, hazard sensing, 360 degree camera, radar cruise control, night vision, and pedestrian detection.

Style and Attention to Detail

The original ‘sharknose’ M6 was praised for its good looks, race derived engine, and handsome interior features. Its successor the E63/64, while appreciated for its V10 engine, didn’t hit many high notes on appearance. The front and rear appeared awkward and forced to many and the proportions didn’t quite work. The BMW design team sought to address this problem with a car that looked like an M product. Thus, while style and appearance are personal, I think the F12 M6 is a handsome looking car in a variety of colors. The interior is covered in more leather – such as the dash – which lends a more premium feel. There are plastics on the seat backs and elsewhere, but BMW has done a decent job hiding them and providing the cabin with a premium feel. Fit and finish are very good, but not quite Audi levels of details. Overall, it looks and feels more special than a standard 6 series in tone and emotional appeal – which is essential in this part of the market.

Final Thoughts

The F12 BMW M6 is a fine coupe for those wanting power, panache, the latest electronics, and a dose of exclusivity. The car is very fast, offers comfortable accommodation for two people, and can carry a fair amount of luggage or critically, two sets of golf clubs. The M6 offers up a premium feel in an archetype German manner focused around a robust architecture, technical excellence, and compelling dynamics.

But the M6 isn’t a real GT car. The road noise, due mostly to the tires and a bit to the suspension, curbs the coupe’s appeal as a cross continental cruiser. In addition, the carbon hood, which looks great, contributes to the volume inside the cabin. Like a very good restaurant with hard surfaces – where it can be a challenge to relax and focus on your meal and companions as much as you want with all of the noise rolling around – the M6 has the same effect. It serves up an impressive experience, but at the cost of feeling a bit less refreshed at the end of your journey. I would have thought BMW could have done better in this department.

As the ultimate expression of the 6 series cars, the M6 has never been about the last bit of performance. Instead the ethos has very much focused on creating a more sporting BMW coupe with an expanded portfolio of technical and luxury appointments. Over the years that has meant more complexity and bigger cars with more weight. Adding power has addresses some of these challenges, but not all of them.

I think the greatest strength of the F12 BMW M6 is its redirected focus on balancing performance, technical acumen, and strong esthetics. In my view, BMW set a high mark with the original E24 M6. By the time the second generation arrived in 2005 the market had changed dramatically necessitating the need for much greater power – hence the choice of the V10. However, that came at the cost of greater complexity and weight. With the F12, BMW wisely reinterpreted the genre of the M coupe and expanded its breadth of abilities while making the car good to look at on the move or at a standstill.

A car should make you feel special after a long day at the office and this M6 has the ingredients to elicit this emotional reaction. If you don’t mind the compromises, it will be rewarding to drive and own while providing a good dose of the M experience.

Happy Driving

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