Dueling personalities
Jekyll and Hyde move over. What you see before you is truly a car of two personalities. You would think I’m referring to MINI’s drop top. But you would be wrong. This car’s twin psyche comes courtesy of tuning of John Cooper Works.
The dueling temperament’s of this MINI transform this car into a mini (no pun intended) fire-breathing econo-box courtesy of the Sport button at the base of the six-speed shift lever. That sport button completely changes the car’s character. In some ways this is good, in others, not so much.
Convertible fun
First …

Yes, this is the diesel
Let me begin my review of the X5 Diesel with this: I’m not much of an SUV driver. I’d much rather drive a car, preferably one with a sporty nature. But I don’t think I’m an atypical enthusiast. You know what I mean. It’s much more fun to drive a car, even with just a hint of performance, rather than a truck or SUV.

The American market has struggled to accept diesel’s, unless it’s a pickup truck. The low-end torque makes diesel power ideal for towing trailers and hauling loads.

But when I heard I’d have access to a BMW X5 for a few days, I hate to admit it but I got excited. I have, of course, read a lot about the X5 and BMW’s take on the world of SUV’s. But I have never driven one, plus this was a diesel. Would driving a diesel be any different than a gasoline powered car or truck? What about the noise? And just how “green” would it prove to be?

What about today’s diesels?
Some years ago, U.S. auto makers introduced buyers to diesel-powered cars with mixed results. Those 70′s era Oldsmobile’s and Cadillac’s emitted such a clatter that it startled most potential buyers to dash the thought of better mileage for smoother running and quieter rides. Still land yachts, just not so noisy.

Any previous opinions I held regarding today’s diesel vehicles were quickly dashed with this X5. Diesel engines have come a long way and BMW has done much to quell consumers fears about engine clatter and smelly exhaust.

Can you tell its a diesel? Well aside from the X5′s graphics, you can when accelerating from a standing start. But the engine is at full grunt doing the job of getting the car up to speed. But standing outside the X5 as it idled or when at cruising speed, it was quiet and smooth.

The diesel X5 comes in two forms, the xDrive 30d or 35d. Each is powered by a turbocharged 3-liter in-line six, with the 35d bestowed with twin-turbos. The 30d has 235 horsepower and the 35d with 286.

BMW’s diesel produces a hefty 425 lb-ft of torque at a low 1750 rpm. It accelerates to 60 mph in 6.7 seconds, impressive for a 5111-lb SUV. For those wondering about mileage, the EPA rates the diesel X5 at 19 mpg city and 26 mpg highway. I easily achieved these numbers, particularly on the highway where my local freeways are relatively flat.

The X5′s handling easily rivals many “sports” sedans and is a ball to drive. The low end torque powers it through corners quite nicely and makes you think you’re driving something other than a heavy SUV. Fun, yes, but the weight will catch up with you with a nod to understeer that is easily controlled and expected.

Electronic gadgetry
Hallelujah, I was able to pair my iPhone with iDrive! Or, more specifically, with the Communications center of BMW’s disputed entertainment hub. I wasn’t so successful with the 3 Series I tested not long ago so I was pleasantly surprised by my success this time around.

What I was disappointed with was the quality of the system itself. The iDrive control knob is nicely weighted and feels like it should be linked to a grade-A entertainment system. Unfortunately, the expected BMW quality ended there. The other buttons used to access the system were a hard plastic that didn’t mesh well with nearby surfaces. The BMW standards guide may need a revisit.

I did find the iDrive system easy to navigate. BMW has taken much heat over the system since it was introduced and has simplified it. To those ends, they may have let the on-screen graphics suffer. A visual update is needed, especially in the age of computer gamers and hybrid “greenness” measuring dash displays.

How about the competition?
You can see how the diesel X5 faired against it’s competition in this comparison published by Motor Trend. Based on their results, Motor Trend favors Volkswagen’s Touareg TDI.

You benefit from German engineering in both the BMW and VW, but the Touareg seemingly wins out with a better designed interior. You want your time behind the wheel to be a great experience, not only in driving dynamics but in the quality of the environment. BMW may be lacking here, but first hand experience will be your best guide.

Any true-blue BMW fans out there? What do you think of a diesel BMW, particularly an SUV? Is it high time American buyers accept diesel, particularly with its miles per gallon advantage? Or will the higher showroom sticker price turn buyers away, not to mention the higher cost at the pump? Let me know what you think, especially if you are an X5 owner.

I just finished another long term test, this time in BMW’s latest version of the MINI, the Clubman. Since BMW took over MINI, the car has taken on a new life, building on an already unique brand and creating an all new following. The Clubman version of the MINI expands on it even further. With an extended wheelbase and split rear barn doors, the Clubman gives MINI buyers another choice at being just a little different.

Where’s the nearest track?
I was expecting the MINI to handle like a go cart but I thought it would come at the expense of a smooth ride. I was wrong. BMW has done an excellent job of tuning the Clubman’s suspension. When you’re tackling your favorite back road, this MINI corners flat and quick, with minimal body roll.

But when you’re simply in a get to point A to B mode, be it city streets or the freeway, this MINI is quite smooth. It absorbs the majority of road irregularities, with the occasional thump from rough city streets. I haven’t driven a standard size MINI Cooper to compare it to the Clubman. To be fair, the Clubman’s ride may be benefiting from its slightly longer wheelbase.

Performance in a small package
MINI has developed an all-new 16-valve 4-cylinder for their cars, with the ‘S’ models outfitted with twin-scroll turbos and direct injection. The motor puts out 172 HP and 177 lb/ft of torque. I noticed after driving it for a short time that the turbo does take a moment to spool up but when it does, the Clubman accelerates quickly with a nice rasp from its twin tail pipes.

BMW decided to use Getrag to build their MINI manual transmission and it appears to have been a good choice. Not quite as smooth as the manual in the BMW 3-series, the Clubman’s six-speed is sweet. Shifts are crisp with nary a doubt as to which gear you’re in. It took me a moment to get used to the “slide left and up” for reverse (my daily driver is a five-speed) but once past that, it’s fun to find the right gear for the moment, keeping that little buzz saw under the hood in the power band.

In the Ridestory Garage
I’m fortunate again to have extended access to another car, this time a MINI Cooper S Clubman. Since BMW took over MINI, the car has taken on a new life, building on an already unique brand and creating an all new following. The Clubman version of the MINI expands on it even further. With an extended wheelbase and split rear barn doors, the Clubman gives MINI buyers another choice at being just a little different.

What’s different?
Potential MINI buyers will find one characteristic of the Clubman very appealing. And that’s size. The Clubman is longer and definitely more roomy inside than a standard size MINI. Hop in the back seat and it’s actually functional. So four adults in a MINI can be comfortable? In a word, yes.

Clubman uniqueness continues though. In addition to the extra leg room, the rear of the Clubman opens up with two barn-like doors. Swinging the doors out provides easy loading and access to the rear of the car. An additional suicide door on the passenger side provides access to the rear seat.

MINI performance
Just because it’s a MINI doesn’t mean performance is lacking. This Clubman happens to be the ‘S’ version, delivering 172 turbocharged horsepower. My initial impressions can’t detect any turbo lag. In fact, the MINI’s 4-cylinder has got a nice punch with just a little rasp to the exhaust note. It’s loads of fun to keep high in the rev range.

In addition, my test car has a six-speed manual transmission. Which, for me, is exciting. If you’re a regular reader of Ridestory, you know I’m not a fan of automatics. And, for the most part, the MINI’s manual is quite enjoyable. It’s a little notchy, definitely not as smooth as the BMW 328i’s manual. But fun none the less.

Does MINI mean strength in the car market?
News regarding the future of the car market hasn’t been good lately. Bankruptcy and bailouts don’t exactly exude confidence. But if the future of the automobile is anything like what BMW is delivering with the MINI brand, enthusiasts will continue to be happy drivers.

Look for my MINI Twitter updates over the coming week and I’ll of course post more about it here on Ridestory.

Can I keep this a little longer?
“Boy, I could get used to this.” I lost count how many times I said that to myself as I drove the BMW. I got spoiled waking up each morning knowing that my commute would be in one of the best sports sedans in production today.

I knew following my First Impressions of the BMW 328i that I would have a hard time going back to my Scion tC.

Daily driver
Let’s cut to the chase. If you’re in the market for a sporty four-door, money spent on a 3-series BMW would be a wise investment. You have the convenience of the extra set of doors and room for four adults, wrapped up in a svelte German suit.

Notice I said four adults. The 328i, or any 3-series BMW for that matter, is meant to be comfortable for adults in sets of four. Yes, there’s room for five. But I wouldn’t want to be the fifth wheel. For comparison purposes, the Pontiac G8 GT that I road tested is more comfortable for five. But the G8′s real Bavarian counterpart is the 5 series.

Six-shooter but not down low
Under the 328i’s hood is BMW’s 3.0-liter, 24-valve, inline 6 with 230 horsepower. The Ridestory test car came with the standard 6-speed manual.

Let’s get my power train quibble out of the way first. Low end torque in this motor is lacking. At first I attributed my stumbling starts from a dead stop to inexperience with the car. But I continually had to modulate the accelerator and clutch for smooth starts. Otherwise, BMW’s straight six is smoothly subtle when you want it to be but takes on an aggressive rasp when driven aggressively. It is loads of fun.

Quibbles aside, I’ll gladly shake the hand of any BMW engineer in charge of this cars six-speed manual. It is smooth and notch-free. And it inspired confidence. At no time did I feel I was grabbing the wrong gear, which I can honestly say, I never did. The only other car that I’ve driven that had a similar feel was my old Acura RSX. The single advantage the RSX’s six-speed had over the BMW’s was shorter throws.

A BMW owners opinion
As 328iDude alluded to in his comment following my first post about the 328i, BMW’s are incredible cars.

“I can easily sign off on the fact that most BMWs, and the 328i in particular, are magnificent cars. I’m on my 5th BMW now (+1 Mini Cooper), and I can’t see myself without one in the future,” he said.

“(My) current ride is a 328i, used for the daily commute and also track day use. Show me another brand that offers that same versatility. Maybe a Porsche, but even that is stretching it a bit up here in the arctic Norwegian climate.”

I think that’s putting it rather succinctly, don’t you? Those who experience a BMW, whether it be a short-term test or a long-time owner, come away feeling the same way. This is a solid, well engineered car with outstanding performance.

As I asked following my first post about the 328i, I would love to hear from BMW owners. Anyone have an opinion similar to 328iDude’s? Does anyone feel differently? Maybe your BMW experience was less than stellar. Leave your comments below and help educate all of us.

Gushing over German engineering
You’ve heard it all from the motoring press. Rock-solid German engineering, a true enthusiasts sports sedan, slick shifting 6-speed manual and one of the best six-cylinder engines on the planet. In other words, BMW can do no wrong.

But I’m a newbie. I’ll admit it, I’ve experienced minimal time behind the wheel of any BMW. So does that make me the perfect candidate to cast a critical eye? Maybe, maybe not. But I’ll leave it for you to decide.

Details, details
The first thing that strikes me about BMW is their attention to detail, where making the little things matter is important.

First point, the turn signal, where a light touch provides three flashes for a lane change. But a firmer flick pushes the stalk past a second notch, leaving the marker blinking during a right or left-hand turn. This took some freeway and city driving to get used to but once you comprehend its purpose, it makes complete sense. How many other auto makers mimic a detail such as this? Probably not many for fear of being called a “copy-cat”. Nonetheless, the savvy of BMW at work.

Second, the cars transmission. The 328i I’m driving has BMW’s six-speed manual. It is very smooth and easily one of the best manuals I’ve driven. But what impresses me the most is the feather-light clutch. Now you may ask, “Shouldn’t a car in this price/performance range have an excellent manual?” Absolutely. But you don’t realize the importance of it until you drive it. You can’t brand yourself the enthusiasts car without properly engineering one of the most important aspects of driving; i.e., simply shifting gears. It shouldn’t be a distraction but a function of your driving. BMW realizes that their cars are purchased by drivers who will take their kids to school and run to the grocery store but also carve up their favorite switch-backs on the weekend. An excellent transmission makes performance driving that much more enjoyable. With this manual, there’s no need to worry about your leg getting tired.

Long-termer
I have to laugh a little because for Ridestory, this BMW is a long-term test. It’s a unique treat to have a car to wring out for six or seven days. But I’m not complaining. I’m looking forward to it and will bring you even more impressions as the week goes on.

I would love to hear from current or past BMW owners, particularly of the 3-series variety. You’ve driven this car or past variations much longer and I think your opinions and experiences would prove invaluable to Ridestory readers. You can DM me on Twitter, drop me a note via the contact form or leave a comment below. I look forward to hearing from you.

First of all, a quick thank you goes out to Jawna Prieto of the The Prietive Group out of Torrance, California. She’s lined me up with a BMW 328i for a 7-day review. I will be taking delivery of the car Wednesday and, as you might imagine, I’m looking forward to an extended period behind the wheel.

Look for my posts over the course of the week as well as my brief snippets on Twitter.

Yes, the Ridestory garage is a bit bare. We’re new to car reviews and have only done a few. But we’re doing our best to build our own library of automotive impressions and will bring each to you as opportunities come our way.

You can check out the Ridestory Vehicle Reviews page for our opinions of the Pontiac G8 GT and Mitsubishi Lancer Evolution MR.

G8 GT: Quiet cruiser
As I mentioned in my First Impressions of the G8 GT, this car is a true American sports sedan. After a mix of city and freeway driving, the G8 proved itself to be not only a great family car but terrific fun for a car guy like me.

Yes, for the enthusiasts out there, you can convince your significant other that the G8 will be a safe and reliable family hauler, knowing full well that during alone time behind the wheel, you’ll have the performance you crave.

I’ve mentioned a few times now how quiet the G8 can be, both around town and highway driving. I think I was expecting this car to be “louder”, but not in a bad way. The G8 GT has a 6-liter V8 with 361 horsepower. At idle, you barely hear it. I drove this car a lot but took a moment to just sit in it while the engine was running. The sound was barely perceptible. The only thing tipping you off was the subtle shake to the car as the big V8 loped along at a mere 500rpm.

The only quibble I have is the G8′s interior was so serene that I noticed a slight driveline hum. Splitting hairs? Probably. Annoying? Not at all. But again, I’m a nut. And it may not be common across the model line.

G8 GT: Powerful sports sedan
So great, the G8 is quiet. You don’t need to worry about any outside intrusions spoiling your favorite satellite radio station. But what about the car’s performance?

It goes without saying the 6-liter is powerful, but it’s muscle is truly realized with the stump-pulling 385 lb-ft of torque. The six-speed automatic has no problem putting the power down as you are being pushed back in your seat.

If you’re like me, you’re hankering for a six-speed manual. Patience will reward you once the G8 GXP goes on sale in 2009. Enthusiasts will also be thrilled with the GXP’s 6.2-liter V8 and 400-plus horsepower.

The G8 GT’s transmission, like many of today’s slush-boxes, has a manual function, allowing you to shift up or down with a push or pull on the center console lever. No flappy-paddle gear boxes here. But because it’s an automatic at heart, your still relying on hydraulic fluids and computers to make the gear changes for you. For enthusiasts it is, of course, lacking a little. Manual shifts take too long to complete and can be abrupt at times. But given the option, I’ll take a manumatic transmission over a standard automatic any time. I drove in manual-mode most of the time, with the upside being able to hold a gear and listen to the unmistakable sound of a big American V8.

We can’t get around talking about gas mileage though. The G8 GT is thirsty, getting an EPA estimated 15 miles per gallon in the city and 24 highway. I averaged close to 17mpg with a mix of highway and city driving. Admittedly, my highway driving was pretty mellow, with city driving being more aggressive. I figured I did pretty well. But be prepared to be hit in your wallet keeping this car filled up.

Family hauler
The interior of the G8 is quite roomy, with my 6-foot frame having no problem getting comfortable behind the wheel. Kids will have plenty of room in the back seat to spread out and get comfortable for long trips. Adults should find leg and head room acceptable as well. Separate air vents at the rear of the center console will help keep said kids or adults cool or warm, depending on the time of the year.

The leather seats, particular for those in front, are supportive and firm. I appreciated the aggressive side bolsters holding me in place during sport-minded driving.

And of course the car’s CD-player and XM satellite radio will help on extended trips as well.

For the performance-minded family guy
This car is not your grandparents Pontiac. It is definitely geared toward performance enthusiasts who also need to move family and friends. This is a true four-door sport sedan that can compete with any other on the market. For a well-optioned G8 GT, you’re looking at a little over $30,000. Pretty good, considering any European counterpart will be thousands more.

And it’s an American car we can get excited about. I haven’t been bashful in my support lately of the American car makers, evident in my posts about the Cadillac CTS Coupe and SRX crossover.

The G8 may not be breaking any new ground in styling as I’ve discussed in those previous articles, but it is breaking ground for GM as a quality vehicle, further dispensing with the myth that GM can’t produce exciting cars.

FIRST IMPRESSIONS

There’s nothing like actual seat time to form the best opinions you can about a car. It’s fun to talk to your friends, especially those that know, about the cars you love. But there’s no substitute for driving a car and forming your own attitudes about it. Plus, you’re in a better position to win the arguments you invariably get in to about your favorites.

A couple of weeks ago I had the opportunity to take the new Mitsubishi Lancer Evolution MR for a brief drive and had a blast doing it. An outstanding, high performance compact sedan that can be economical as well.

Well, I’m lucky yet again as I’ve taken delivery of a Pontiac G8 GT, courtesy of General Motors, for an extended, one-week test drive.

GM did the right thing with the G8 by outsourcing to their excellent Holden division in Australia. Which means they’ve introduced a proper sports sedan to the American market.

Let’s take a moment and list a few requirements of a good American sports sedan. Rear-wheel drive? Check. Rock-solid platform? Check. Big, rumbling V8? Check. Modern day six-speed automatic? Check. To the American performance car buyer, anything else is really just eye candy.

With just a few miles under my belt, my initial impressions of the G8 is this is a rock solid car. There is no indication that it came from a mixed past of General Motors successes or miscues, whichever descriptor you prefer. The car corners flat and at 6 or 7/10s, shows no sign of losing its composure. The car is in a word, balanced.

The G8 GT has a 6.0 liter V8 with 361 horsepower and 385 lb-ft of torque. The V8 makes all the right sounds with a terrific growl under a heavy right foot but is very quiet at idle and highway speeds.

I look forward to wringing this car out over the next few days and getting a more complete picture of its strengths and weaknesses. I’ll fill you in with the details as I go along.

Does anyone have an opinion about the G8? Maybe you’ve been shopping around and are considering it. Or maybe you disagree with me. I would love to hear from you. Leave your comments below and we can talk about what I think is an excellent American sports sedan.

FIRST IMPRESSIONS

I took advantage of a little seat time in the new Mitsubishi Lancer Evolution MR this week. My gut said that I was going to like it. My gut was right.

If I could describe the Evo MR in just a few words it would be: solid, quick, and very entertaining. And this from a car that can be had as an economical sedan priced in the mid-teens to a fully tricked MR that stickers at just over $40,000.

And when I mean solid I mean like a rock. My short stint included driving in the Normal, Sport and Super Sport modes. Each has its advantages but all, interestingly enough, are a blast and change the car in unique ways.

The route I drove was predetermined and featured right-hand-only turns. Whether driving a straight or taking quick turns, the car feels planted. Body roll is minimal with no detectable flex in the chassis. Too bad Mitsubishi is out of the WRC. There’s no doubt they’ve got an excellent chassis for a competitive rally car.

Tweaked to deliver 291 horsepower, the Evo’s 2.0-liter MIVEC 4-cylinder spins-up easily and has a grunt most 4-bangers would envy. Maximum torque is 300 lb-ft at 4000 RPM.

Mitsubishi’s new dual-clutch transmission, called Sportronic® Shift Transmission or SST, is a kick. It has me willing to toss aside my allegiance to tradition clutch manuals. It shifts quickly, with the added thrill of rev-matched downshifts in Sport and Super Sport mode.

Switch to Super Sport and the car takes on a decidedly track-like attitude. In this mode, engine mapping changes, with revs kept in the motors power band, not dropping below 4000 RPM. And by the same token, the mapping holds until it red lines at 7000 RPM. But this is not a setting for daily driving. With the engine on a constant boil, it’s a little too noisy. The constant drone will get tiresome, not too mention a big hit on your wallet at the gas pump.

My time behind the wheel was short. I had to develop some quick opinions but if you’re in the market for a sports sedan, put Mitsubishi on your list. If the Evo is too pricey, check out the new Lancer Ralliart. It’s performance capabilities are less than the Evo’s but at a better price point. It even looks similar to the Evo. It’s a nice mix that makes for a better day-to-day driver.

Do you own one of the new Lancers? If so, let everyone here at Ridestory know what you think. We’d love to hear a buyers opinion. Even if you don’t own one, leave me some comments below. I look forward to hearing from my readers.