Budd's Top Ten: Future Classics

The Shelby GT350, the Dodge Challenger Road Runner, the E-type V-12, the BMW Issetta, and the Porsche 959 are all fantastically rare and highly sought after classics that only a select few will ever be able to own. Unique styling’s, production numbers and equipment have made them a step above the regular old cars that are sought after by those who enjoy quality craftsmanship which has long since been extinct in the automotive market, a victim of corporate finances and efficiencies.

However, with car makers building car designed to be intriguing for only a single model generation and built as cheaply in high numbers as possible, will there be cars from the last decade that will be considered highly sought after classics in the next 20 to 50 years. Eventually, anything powered by an internal combustion engine and is operated by human control will eventually become a relic, however, this is my list of vehicles that will someday become something special to the collector.

 

Pontiac Solstice/Saturn Sky

My list begins with an oxy moron – an American sports car. Yes the Yanks will argue emphatically that the Corvette, Viper and several pony cars are sports cars, however, they haven’t produce a proper sports car since the Pontiac Fiero was killed off in the early 90’s. However, just before GM went tits up in 2010, they were producing some of the best low cost sports cars available on the market. The uniquely designed Solstice with its wildly extravagant brother, the Sky, were roadsters that brought the fight directly to the MX-5, Z4 and SLK. Not only did they give a RWD hungry public what they wanted, they were also great fun to drive and even quite tail happy. With the turbo versions coming online, the possibilities of the cars performance future was limitless, however, like the Fiero, we will never know what could have been. In 2010 GM fell into bankruptcy and as such closed up shop at Pontiac, effectively killing off the dynamic duo well before their prime. With low numbers, such great designs and performance and the way in which we lost them, the Solstice/Sky will no doubt be future classics.

 

Alpha Romeo 8c

Eventually every Alpha Romeo will become a classic, however, the 8C is something a little special. I don’t think its possible for Alpha to make an ugly car, but the 8C is just drop-dead gorgeous. An old-school super small and low body powered by a Ferrari V-8 should make it one of the great supercars of our time, except for one blatantly painful downfall - the car handles like a pig. Unfortunately, all those great historical roots, stunning looks and equally hypnotic sounds are all for not, and as such, sales are not living up to expectation. For a car with such world renown winning traits matched by equally momentous failures, the 8C will enviably become a classic in time.

 

Honda S2000

Honda doesn’t make rear wheel drive cars, they just don’t, until the mid 90’s, after filling the globe with high strung front wheel drive Civics, CRX’s and Preludes, ripe for aftermarket modification, they built a car that didn’t need any. The S2000 was the only proper front engine, rear wheel drive Honda to make it to North American shores and they did the job right. An often-overlooked offering in the roadster field, the S2000 matched huge performance and reliability from a ridiculous 2.0L engine with huge grin factor. While the front wheel drives would play around in autocrosses and track-days, the S2000 was by far the daddy.

 

Lexus LFA

Since the killing off of the Celica, Toyota had lost their way with auto enthusiasts, opting to build mundane machinery to attract a higher number of customers. You know you’ve lost a piece of male anatomy when you start calling a Camry Solara a sports car. Lexus was equally as painful building some of the most forgettable luxury sedans and SUV’s on the market. But then they turn around and do something so rash, so opposite from what they’ve been doing for so long, it was like an atom bomb went off in Toyota City. One of the most boring carmakers on earth built one of the most exciting supercars of all time. The LFA was originally designed with an F1-inspired V-10, full carbon-fibre body and hordes of electronic gismos and doo dads. But then when it came time for production, they didn’t think it was wild enough, and started all over again from scratch. The result is a car that bombards the senses in every way – visually, ecoustically and thought provokingly. It’s said that Toyota spent $2-billion developing the LFA, which means they will loose over $3.5 million for each of the 500 cars they sell. For being such an instantaneous Jekyll and Hyde moment of lunacy, the LFA is already a classic.

 

Ariel Atom

Not even Colin Chapman thought of building a car without body panels. Well the resurrected Ariel company did just that, building a road legal track-day special that takes minimalism to the extreme. Nothing more than a steering wheel, pedals, suspension, seats, fuel tank and an engine lumped into the back, held together with a bit of scaffolding, the Atom makes what should be an unfinished homebuilt mash, a wonderfully artistic yet fantastically brutal bit of machinery. A car better than the sum of its parts with thinking so far out of the box matching performance that is greater than all but a few hyper exotics, the Atom is a sure classic to be.

International MXT

Is there anything more obnoxious than a Hummer? Yes, yes there is. When a Hummer just isn’t enough truck, you could go beyond and buy a vehicle that is nothing more than a statement. During the hay days of the early 2000’s, the International MXT filled that spot for the guy that just couldn’t stand not to be the center of attention all the time, a feat accomplished well by the MXT but was all but useless in daily life. It was horrifically expensive, required an onboard fuel rig, didn’t fit down any urban streets or parking lots and was generally just an eye sore that portrayed the owner’s obvious insecurities. Its only savior was that it could tow great loads. However, despite the hasty execution of the MXT as soon as fuel went up over $1.25/L, the big brute certainly did leave its mark as the biggest, baddest truck of them all. Along with low production numbers and huge character, the MXT may not become a true classic, however it will no doubt become a cult classic.

 

Hummer H1

Speaking of Hummers, the H1 makes up my next future classic. Ironically, GM built an entire brand around the “Desert Storm Hero,” yet it was their worst seller. The much more brittle, and pretty much useless H2 built on a Tahoe platform would become the darling of the brand, changing a customer base from rugged outdoorsman to metro-sexual urban gangster wannabe’s with similar insecurities as MXT owners. Eventually, a 300% price hike and new emissions regulations killed off the most testosterone pumped 4x4 on the market, well ahead of its time. With a story like that, how could the big brute not become a classic, as long as future owners own their own refineries.

 

BMW Z4 M-Coupe

All M-cars will all become classics over a short amount of time, however there is something uniquely special about the odd-shaped Z4 M-coupe. An “out of the box” design matched to the last of BMW’s properly true drivers cars with a 3.2L inline-6, with huge character and proper driving dynamics; this car is already a classic.

 

Pontiac Solstice Coupe

As I’ve mentioned before, The Solstice was the first proper sports car the Americans have built in decades, ideally suited to take on the BMW Z4, Mazda MX-5, and Mercedes SLK in the compact fun department. However, before GM killed off Pontiac during the 2010 bankruptcy, they managed to produce an extremely small amount of Coupe versions before the money all dried up. The added body stiffness and aerodynamics made this already proven contender an absolute weapon, but only a scant 1,266 ever made it to show rooms. With so much potential to be one of GM’s greatest accomplishments, only to be thrown in the bin with production only just beginning, the Solstice Coupe rates as one of my most likely future classic.

 

Acura NSX

The NSX is a phenomena within itself, as fantastically capable and exotic departure from Acura’s mostly mundane line-up, Honda allowed a great thing to go to waste, not making any improvements to the car until the last nail was already in the coffin, and even then, their efforts were almost insulting to the vehicles huge following. For lasting as long as it did as a neglected show of force to the exotic community, the NSX will only grow in legend.

That’s my ten, if you think I’ve missed something blatantly obvious, reply below and let me have it.

Review: BMW X6 ActiveHybrid

BMW have dived into yet another segment of the automotive field, that of the hybrid. They are not new to green motoring, as massive amounts of capital and R&D have been invested into the companies successful diesel vehicle lines, while all-electric versions of both BMW's and MINI's are currently undergoing consumer testing for future production. However, the power that a hybrid vehicle has in todays eco-fanatical market is a strong one, one they have now joined.

In typical BMW style, the first hybrid to adorn the spinning blue and white prop badge has a heavy dose of performance injected into the recipe. Hybrids are most often known to be overweight and underpowered vehicles, however the ActiveHybrid X6 is packing 480 hp and an earth moving 575 lb-ft of torque. The ActiveHybrid version of the X6 has made no sacrifices in the name of a eco-friendly monicker. It is exactly the same as the regular 4.4L V-8 powered X6, with the addition of a NiMH (nickel-metal hydride) battery pack located under the cargo area floor, some minor tuning and a hybrid electric propulsion system.

Like many hybrids, the X6 has to deal with the added weight of the extra hardware mounted on board. With all the standard luxuries that you expect with any BMW, the X6 balloons to 2,580 kg in weight, something that does present a handicap in several area's. One area is this has effected is the low speed electric only drive. With a good charge on the battery, the X6 can be driven lightly under purely electric power, up to 60 kmh. However, the added weight makes the technique of keeping as much load off the throttle a tough affair, and only the most patient drivers will be able to get the most out of the batteries charge.

The ActiveHybrid is considered a performance hybrid, however, a hybrids purpose is fuel efficiency. As BMW already have an industry leader in the form of the X5d, the X6 weight strikes once again, as I averaged 12.1L/100km in the X6, and 9.2L/100km in the X5d. As the X5 is by no means a slouch in the performance department as well and has the advantage of more cargo space, better visibility and by my accord, better looks than the X6.We may have ourselves an inter-brand rivalry building here.

While driving in the city may be a tricky affair, in terms of getting the most out of the electric drive, driving on the highway is an absolute pleasure. The steering is as direct and communicative as any BMW, and those seats are the best in the business. The acceleration potential of the X6 is something to behold despite the weight. The big raspy V-8 barks, the electrics spark to life and the big X6 effortlessly powers forward down the road to the surprise of unsuspecting  motorists. But there is a draw back with the X6's abilities. Like most luxury vehicles, the drivers sensation of speed is quite dulled, this matched with massive power, and with three different variables to distribute power, I found that the X6 would often gain up to 40 kmh of speed on the freeway without my knowing. The highly recommended heads-up display showing my speed in the windshield tipped me off to the situation just in time to rectify it before coming across a radar wielding officer.

Likewise, I was unhappy with the brake pedal. A brake pedal in hybrid vehicles is only used to tell an onboard computer how hard you want to brake, it then directs that information to both the regenerative braking system on the electric motors and the actual brakes themselves. As such, the brake pedal has zero feel and pourly connects the driver to the vehicle. It felt like there was a balloon stuck underneath the pedal. Also, I'm never a fan of the active brake force adjustments which changes the force of braking used.

There is no doubt about it, the ActiveHybrid X6 is an impressive bit of kit, and a great vehicle that proves hybrids can be exciting vehicles. However, with the quality of the X5d available for over $30,000 less then the ActiveHybrids $99,900 starting price, it may not be the right choice for those looking for the best fuel efficiency. The  ActiveHybrid will be attractive to those with an insatiable appetite for a high performance crossover, with the unique coupe look couple with the stigma of driving a hybrid. 

Comparison: Seriously Fast Utes

Two years ago when the all-new M3 was unleashed into the press fleet, I naturally planned a road trip into the mountains to enjoy it's near racecar-like abilities. The M3 marries seriously stiff handling and a 418 horsepower, high revving V-8, sending power to very wide tires designed for the warmth of summer. Being May, the threat of snow while rocketing over two high altitude summits should have been minimal. You can imagine my horror to see snow falling ahead, even beginning to accumulate on the road surface. Driving in snow is nothing new to me, but in a car with such a volatile mixture of inadequate rubber and overly aggressive horsepower in a very expensive package that I did not own, definitely got the adrenaline pumping.

With BMW's latest M-badged vehicle hitting the streets, many journalists have seemed a bit confused by the Bavarian carmakers thinking. The X6 is a strange enough vehicle on it's own, but to produce an M version has baffled many as to the target market for such a vehicle. However, surviving my snowy encounter at the wheel of an M-powered machine, the X6 M makes perfect sense to me. Its an AWD SUV that portrays the most extreme of BMW's performance intentions, so you can still enjoy the performance of an M-badged BMW while heading to the ski resort in the dead of winter.

It was this same line of thinking that saw the creation of another similarly controversial vehicle – the Porsche Cayenne. Porsche were tired of seeing 911 owners jumping into Land Rovers as soon as weather went south, and so created a vehicle to fill a growing void. While the Cayenne Turbo S is the flagship of a large line of SUV's leading the way in terms of out right power and price, the GTS is the Cayenne built for the driver. If a 911 Turbo owner bought a Cayenne, it would be the Turbo S. Then the GT3 owner will buy a GTS. The GTS is here because a true driver cares little about quoting horsepower and 0-60 numbers to fellow poser's, a true driver drives for the pleasure of doing so. A true driver enjoys a vehicle that communicates well with the driver, and is engineered to give that “at one” feeling with them.

Both these vehicles are high performance special editions of standard vehicles, but the characteristics that they provide to the driving enthusiast means this comparison would be disgraceful without the inclusion of another vehicle that also portrays the same dedication to performance driving. The Infiniti FX50's abilities propels it into contention with its more prestigious and expensive rivals.

Its the performance and feel that set these vehicles apart. So lets start with acceleration.When your goals is to make a 2,400 kg vehicle perform like an exotic sports car, building big power is a must. The X6 M leads this category with a 555 hp twin turbo 4.4L pumping out 150 more hp then the rest. With cross-bank flow situating the turbos between the two head, boost is built quickly and the BMW emits an odd yet harmonic two-toned scream from the four rear pipes. Despite the increased bulk of the X6 M, the power to weight ratio does not lie, soundly beating both the Porsche and Infiniti. The GTS's mill has been messaged with and extra 20 hp over the S, which like 5.0L unit of the FX, has a more linear and predictable power curve than the BMW. However, while the driveability of the normally aspirated engines are preferred, the massive output from the BMW wins this round.

With all that power producing breakneck speeds, a proper drivers vehicle needs to be brought under control quickly with a great amount of stability. All three of our test vehicles came equipped with race inspired braking systems larger than the wheels on many cars. Featuring multi-piston aluminum calipers biting into discs as large as 15 inches on the BMW, these vehicles are no slouch when it comes to stopping power. We did not get solid numbers in term of stopping distance, however we found that the weight of both the BMW and Porsche proved to put these vehicles at a disadvantage to the Infiniti. The X6 M and GTS started to loose feeling under heavy and extended use. For street use all three cars brake magnificently, but the FX seemed just that little bit better.

Acceleration and braking are all important performance factors in sports cars, but its the handling and feel that will determine if a crossover can compete with a sportscar. The Cayenne is supposed to be every bit as dominant on a track as the 911, likewise, the X6 M should live up to the standards held by all M vehicles. Both companies have done a wonderful job making the handling part a reality. The X6 M has extremely firm suspension that goes into racecar mode at the touch of the “M” button. The Porsche is equally potent, but with less flamboyancy, as a softer ride coupled with adjustable ride-height makes carving up a corner a little less demanding. Also, it is the only vehicle that comes with an available manual gearbox, something I require in a true drivers car.

That being said, the FX50 had the best feel of the three, even if you're stuck with an auto. While the BMW and Porsche have exceeding abilities, they still feel like SUV's in the end. The FX50 may look big, but when you get inside, it wraps around you and tells you what the car is doing by feel. When you throw the FX50 into a corner it's light weight, low center of gravity and and car like feel inspires confidence. It just feels at home on a winding mountain pass, as much as any sportscar.

Despite how good all the vehicles are at tearing up the tarmac, a winner still needs to be chosen. If money wasn't an option, I would pick the Cayenne GTS as I think it is the most beautiful of the bunch and offers me a manual gearbox. If I was going to be spending all my time at the track, I'd have the X6 M. It's technology and it's tenacity speed inspires aggressive driving; it truly is the racecar of the bunch. However for me, I'll be enjoying rough surfaced roads winding up and over mountains. The FX50 finds that sweet spot between road vehicle and high-performance handler, without sacrificing to much to make up for the size of the vehicle, and all at the best price. While the FX50 looks like its taken a few smacks from the ugly stick, its “car-like” feel, predictable “toss around” nature and good communication with the driver makes it my favourite.  

Feature - Sainz Conquers Dakar

It may be called Dakar, but the event is back in Chile and Argentina, with Buenos Aires providing both the start and finish lines. 2009 was not kind to car manufacturers as the global recession saw many factory racing teams fold to financial pressures. The biggest casualty was the dominating Mitsubishi team that had won the prestigious event twelve times it's 31-year history. There was also talk that the Volkswagen team might not made it back as well, but the lure of the desert was too great and Sainz is back in his diesel powered Race Touareg looking for revenge. Sainz is backed up with last years winner, de Villiers, along with American Mark Miller, and Nasser Al-Attiyah of Qatar rounding out the team.

With Mitsubishi out of the picture, VW has turned from up-and-comer to title contender, however they have not left a void in the challengers department. Germany's X-Raid team, composing of ex-Mitsubishi refugees Nani Roma and Stephane Peterhansel piloting the BMW X3's look competitive as well as the American Hummer team. Robby Gordon had a very impressive 3^rd place finish in 2009 at the helm of the unconventional (by Dakar standards) Hummer. Of course we cannot forget the other classes doing battle, the bikes, quads and of course the giants of motorsport – the rally trucks.

The 2010 edition started New Years day, to the cheers of 300,000 spectators lining the streets of Buenos Aires to see the 362 competitors leave the starting ramp to start a 16-day, 9,000 km journey through some of the most rugged terrain South America has to offer. Cruising to the first special stage, Argentina's usually hot January weather gave way to some severe storms that made conditions slippery and swelled rivers making fording a challenge. But it was Nani Roma that would tear up the roads in the BMW X3, taking the lead on the first stage. However, Roma would be caught out on the second, sliding the X3 off a muddy corner and rolling into a ravine, loosing 15-min. VW's Al-Attiyah took advantage, winning the stage and taking the overall lead in the rally. In the trucks, Russian Valdamir Chagin was romping through the stages in his Kamaz, while David Casteu was the early bike leader.

The third day traded rain and mud for sun and the familiar arid terrain. That didn't help Nani Roma as he rolled his BMW off a very large cliff for the second time in as many days, this time ending his rally for good. However, his teammate, Stephane Peterhansel took up the slack winning the day and taking the overall lead. Robbie Gordons 2WD Hummer struggled through both the second and third days to loose touch with the leaders by an hour.

The fourth day would see competitors experience the sand dunes for the first time, as the rally exited Argentina and moved into Chile. Peterhansel strengthened his lead in the BMW, while KTM's Cyril Despres to command of the bike class while Argentine Marcos Patronelli took command of the quads on his Yamaha Raptor.

As the rally moved north along the Chilean coast, Volkswagen began to show their dominance. With Peterhansel destroying a driveshaft, Sainz took over the lead with teammates Al-Attiyah and Miller backing him up in second and third. On the return trip south, both the BMW and Hummer crews began to claw back some time in the high altitude dunes, as navigational errors and steep terrain played havoc with the Volkswagens. But the top three Race Touaregs were able to keep their 1-2-3 order going into the rest day.

After a day off, Al-Attiyah decided it was time to put on a charge, throwing caution to the wind, flinging his Race Touareg through the rocky terrain to take a massive chunk of time out of race leader, Sainz. While the leaders battled it out, the rest of the field fell off the road, as stage 10's rocky terrain put several competitors on their roofs. As the race moved back into Argentina, the VW's continue to dominate with BMW nipping their heels, while Despres, Chagin and Patronelli continue to dominate their classes.

As the race pushed its way back through Argentina, on its way to Buenos Aires, the leader boards in all divisions changed little since the rest day, but that doesn't mean there aren't any fights going on. The battle between Sainz and Al-Attiyah for the overall win continued to rage while the BMW's of Peterhansel and Chicherit continue to haul in the Volkswagens. Patronelli held the lead the quad class, despite having to hold off his brother also riding a Yamaha. KTM rider, Cyril Despres continues to hold off a charging field of riders, holding over an hour lead, while Chagin dominates the trucks.

The final stages leading into Buenos Aires proved tense as the ultra-competitive natures of both Sainz and Al-Attiyah made for a gripping battle to the finish line. With over 8,000 km covered, only a few precious minutes separated the two on the final stage. Hard charging, tire punctures, off-course excursions and even the odd smack between the two culminated in a final charge for Buenos Aires. However, the narrow roads of the stage suited Sainz's rally driving style better as he threw the big Touareg around like a little rallycar to win his first ever Dakar and Volkswagens second in a row. Al-Attiyah and Miller round out a VW sweep of the podium, with the BMW's of Peterhansel and Chicherit rounding out the top five. If not for braking that driveshaft earlier in the race, Peterhansel would have topped the podium, proving that the next edition of the Dakar will likely be even more exciting.

In the other classes, Patronelli, Despres and Chagin proved the class of each field, winning top honors for Yamaha, KTM and Kamaz respectfully.  

History: The Bubble Cars

They may not be high performance machines that left their names on the record sheets of famous motorsports events. But there is no questioning these cars significance to automotive history and their legitimate status of classic automobiles. They are the Bubble Cars and they brought mass transportation back to war ravaged Europe.

 

Europe was left in quite a state after the most bloodiest and destructive wars to ever explode on the Earths surface. Germany was raised to the ground by allied bombers, and it would be years until some of the most basic of services would be returned to the general public. Its economy was in shambles and fuel was in extremely short supply, only to become scarce once again in the 60’s during the Suez crisis. It was these set of challenges that brought about these little Bubble Cars, designed to be economical, yet provide their owners with sheltered transportation. I say sheltered transportation because these cars were little more than scooters that could be driven in, rather than ridden on.

 

Several manufacturers starting building these interesting little automobiles soon after the war. Companies like Messerschmitt, who were temporarily banned from building aircraft, turned to mass-producing microcars with the guidance of aircraft engineer, Fritz Fend, who had been working on the idea for some time. Under Fends direction, the first vehicle to enter production at Messerschmitt's Regensburg factory was the KR175. The KR stood for Kabinenroller, which in turn means "scooter with cabin." And that’s all they were, nothing more than three wheels, a light metal skin and was powered by a 173 cc (10.6 cu in) Fichtel & Sachs air-cooled single cylinder two-stroke engine mounted in front of the rear wheel, just behind the passenger's seat. Fend designed the car with a transparent acrylic bubble top, much like those found on the fighter planes of the day. It was a trait carried on through the Messerschmitt evolutions as well as many other microcar manufacturers. It was this feature that coined the fraise “Bubble Cars,” carried on by future models such as the BMW Isetta, whose entire bodies took the shape of a bubble or teardrop.

 

Messerschmitt would go on to build the KR200, a updated three-wheeler with a 191 cc engine producing a whopping 10 horsepower to move the 230 kg car all the way up to 90 kmh. At a cost of only 2,500 DM the 200 became a great success, selling 40,000 examples and spawning competition from rival aircraft builder Heinkel as well as BMW, Fuldamobil, Citroen, Velorex, Iso, Peel, Trojan and Reliant.

Needless to say these cars have turned into cult classics. Their miniature size couple with the massive amount of character they exude has made them much sought after by collectors and admirers alike. The problem is not many survive today despite being mass-produced fifty years ago. But one car that was produced in such great numbers and was so stylish for its era, has long since represented this class of automobile has to be the iconic Isetta.

 

While many think it was BMW that designed and built the Isetta, it was actually the Italian firm Iso SpA that conceived the car. Iso was building refrigerators, motor scooters and small three-wheeled trucks when company owner, Renzo Rivolta decided to try his hand at the microcar sector. Designed with the traits of the companies other businesses, you’d think that a car designed to look like a fridge riding on two scooters would be a design monstrosity. Quite the opposite, the Isetta was an instant darling unveiled to the press in 1953. Unlike the Messerschmitt, where the driver sat in front of the passenger, the Isetta was a side-by-side, while the entire front face represented the only door. With the steering wheel, controls and instrument panel connected to the hinged door, access was made easier to the bench seat. However, in the event of an accident, and providing the passengers still had legs, the canvas sunroof would act as a secondary escape route. 

Under the rear parcel shelf was a 236 cc two-stroke two cylinder that provided 9.5 horsepower to the two narrow rear wheels via a chain. While the cars top speed was only 75 kmh, but weighing in south of 500 kg, the car was capable of getting 70 mpg. It was all going great for the little Isetta, but with the introduction of the Fiat 500C in 1954, the cars popularity began to slip, and Rivolta began to license the car out to just about anyone who would listen. In 1955, BMW produced the first German made Isetta, dropping in one of their own 247 cc four-stroke, one-cylinder motorcycle engines that upped the cars power to 13 horsepower. Other than the engine the car was identical to the Iso version, so much that parts were interchangeable. But the BMW version was a massive hit and garnered much better sales. BMW would go on to update the car, calling it the Isetta 250, as it featured a new 250 cc engine and updates to the suspension. A 300 and longer wheelbase four-seater 600 versions were added to the line-up as sales toped an unprecedented 161,000 units by the cars demise in 1962.

But the Isetta, along with all the other Bubble Cars live on thanks to dedicated fans and collectors. With cars with a background like these you’d think they would be only obtainable by wealthy collectors. However, excellent examples are known to sell between $10,000 and $20,000. The hard part is trying to find one.  

Review: BMW Z4 sDrive35i

BMW’s last version of the Z4 had two different variants, a ragtop roadster and a hardtop coupe. With the second iteration of the Z4 now upon us, BMW have taken a slightly different path. The two different versions have now been merged into one. A hardtop roadster that can be a coupe when weather turns nasty, or an open-top roadster when cruising under the sun.

 

Now, there are several problems that usually come with employing a retractable hardtop. The first is the look. Retractable Hard-Top Vehicles, or RHTV’s as I will call them, tend to look good in one guise, and look a little off when transformed. I must admit that the Z4 seems to have pulled off an exception to this trend, as it loo

ks great in any guise. Not to mention both the interior and shapely new exterior styling are quite captivating, and intriguing. The new design gives the car a more stylish and refined look to match its sporty character.

 

The second problem with a RHTV is storage space. That big roof has to go somewhere, and trunk space is almost always the sacrificial lamb. The Z4 is no different here as the 310 L of truck space is reduced to 180L with the roof packed away. Now for two people packing light for two weeks, we were just able to get the roof down. However, lazy in packing and some souvenirs soon meant the roof was stuck in coupe configuration.

 

Finally the third problem is body rigidity. So often, convertibles fail miserably here, however the Z4 was an impressive surprise. With the roof up, the body felt as rigid as any coupe, but the big surprise was with the roof down. Without the support of the roof reinforcements, the increase in body flex was nominal, and barely noticeable. And body rigidity is an important part of the performance of this car. It is BMW’s only real sportscar after all. So how does it go down the road, you ask? Well, like a bat out of hell, I say!

 

I had the great fortune to be able to test the Z4 in just about the greatest place possible, the Alps. Pulling away from Munich on the A8 Autobahn, it seemed a good time to find out the cars top speed. With the 300 hp 3.0L inline 6 of the sDrive35i at full howl with both turbos glowing red, 256 km/h is what the dash told me as we gobbled up tremendous amounts of terrain per second, the car always giving a planted and confident feeling.  All well and good, but a sportscar is all about the curves. While I was already impressed by the cars curves, I am now talking about the ones in the road.

Entering into the Alps, I headed off to sample several famous passes, riddled with dangerous corners and life ending drops. Childs play for the Z4. The cars balanced chassis and brakes are magnificently tuned to absorb any kind of abuse the Stelvio or Furka could throw at it. Interaction and communication between car and driver needs no translation, as the Z4 quickly becomes an extension of your own extremities. However, the biomechanical feeling seemed to short circuit when it came to the electrical side of the equation. Now I am one who likes to have full mechanical control over a car, but the Dual-Clutch 7-Speed automatic and electronically controlled Limited slip did tend to dull driver control when approaching the vehicles limits, despite their inherent increase to the vehicles performance. That being said, the Z4 sDrive35i still represents one of the most complete sportscar available today.

 

 

Specs:

MSRP: $61,900

Price as tested: $

Layout: Front Engine – Rear Wheel Drive

Engine: 3.0L Twin turbo Inline-6

Transmission: 7-Speed Automatic Dual Clutch with manual shift

HP: 300

Torque: 300

Brakes: Four-wheel Disc

Curb Weight: 1,585 kg

Towing Capacity: NA

0-100 km/h: 5.2 sec

Fuel Economy (city/hwy): 12.2/8.2L/100km

Comparison: Luxury SUV's Offroad

Sport Utility Vehicles. They are supposed to be all things to all people. Original examples evolved from 4WD vehicles that were capable of creating their own trail through rough terrain. Today, this segment has branched out into several different genres. The standard soccer mom SUV, the proper 4x4-geared SUV, the crossover and mini-SUV and finally, the luxury sport SUV.

 

This latter species is an odd one. Manufacturers who build these vehicles know that their wealthy owners will be much too scared of a little leftover winter sand on the road, let alone take them off-road. So the builders design these SUVs to handle like cars, and carve up tarmac corners instead of washed-out back roads. But they still build these luxury liners with AWD systems and even the most sports-oriented versions give the owner approach and departure angles in their spec sheets.

 

The whole train of thought behind an SUV is that these vehicles offer safety in adverse conditions. Many manufacturers also market these vehicles as passports to outdoor adventure, but will they actually survive in the wild? We got four different examples of these luxury SUVs and took them out into the great outdoors to see how they stand up against mother nature. Our trusty steeds in this experiment would be the Volvo XC90 R, BMW’s new diesel-powered X5, Infiniti’s FX50 and finally, the Land Rover LR3 HSE. All high-performance rides with the looks to match.

 

Infiniti FX50

Lets start with the highest performance version of these vehicles, the FX50. This is a truck that in reality is a high-performance sports car in SUV clothing. Its on-road abilities are truly amazing, and it could very likely make a couple of performance coupes look foolish on a track. However, the designs that make it a beast on the road should hinder the vehicle once the safety of tarmac is lost. The biggest weakness is the 21-inch wheels that are wrapped with 45-series all-season tires. When it comes to rough roads, this setup is a definite risk. Despite this, Infiniti lists the FX50’s approach and departure angles in the specs for the vehicle, and for a something so low to the ground (another hindrance in the back country) the angles are respectable.

 

The driving test proved the FX50 quite confident on gravel roads,  looking out for rocks and large potholes, and Nissan's great “RWD first” AWD system makes it a blast on clean winding gravel roads. It is clear that the suspension is tarmac oriented, so the FX50 does not feel like it is firmly planted on loose surfaces. If you decide to leave the beaten path, caution needs to be maintained, and only light off-road driving can be accomplished due to the vehicle's low ride height. Another problem we ran into was the strength of the centre differential. Under heavy load or when wheelspin began to be a factor, the centre viscous diff would overheat, leaving you with only RWD. Also, the absence of any underbody armour proves again that any off-roading in the FX50 should be kept to light terrain.

 

Volvo XC90 R

The XC90 is marketed much more to the adventurist than, say, the Infiniti or even the BMW. The name itself stands for Cross Country, so the ride height is higher, approach and departure angles are increased and there is even some skid plating mounted underneath, even if some is more for show. In terms of visibility and seating, the XC90 ranked top of our list. However, as Volvo prides itself on the on-road sportiness of the XC90, the 20-inch wheels mounted on our “R” version are risky, although our tester was set up with snow tires, giving us much more traction.

 

On the driving test, it had excellent driving characteristics on gravel roads, and the fear of damage from debris was not as high as the other vehicles, making for a more stress-free drive. It did tend to understeer when it got slippy. Off the beaten track, the XC90 proved remarkably confident despite its low height. The increased grip from tires and manoeuvrability of the XC itself had us heading into terrain we didn’t think was accessible. However, much like the FX50, the centre viscous diff proved to be a weak point as it, too, required cooling, leaving us with only FWD while in the field. All in all, we were quite impressed with the Swede, as it is capable of handling light-to-medium terrain, while being a sporty on-roader. Using the smaller 17-inch wheels available would make the XC an even more competent soft roader.

 

BMW X5 35d

BMW says that the X5 is just as good as handling a corner as the 3-series sedan. Having had an X5 on a racetrack, I can attest to this fact, as it is a force to be reckoned with. BMW has now released the turbo diesel version of the X5 in Canada, something I am ecstatic about as it now adds great fuel efficiency to the X5’s equation. But what about its off-road abilities? At 18 inches, the wheels are the smallest of the group and offer decent protection in a 55-series tire, which also turned out to be a snow tire on our tester. Like the Volvo, the X5 has some underbody protection, although its low plastic overhangs similar to the FX50 will have drivers keeping the approach and departure angles to a civilized level.

 

On our test drive, the Bimmer soaked up the gravel road with absolutely no problems, and remained neutral handling. It did have some of the stiff suspension float like the Infiniti produced. While the vehicle height had us on edge through the rough stuff, the Bimmer's low-range capability, and the strength of the diffs, meant that the drivetrain never experienced any problems no matter how sticky things got. While it was ideal to keep travel to mostly flat terrain, its capabilities were truly impressive, while the diesel always meant we had a good range of torque on demand.

 

Land Rover LR3 HSE

Now here is a special case. Land Rover has been the epitome of off-roading since the sixties, and the icon of any adventure expedition on any continent. With the Series Landies not in production, and very few Defenders making it to our shores, Land Rover has gone from farmyard worker to Military Recce vehicle, now ending up as a luxury vehicle driven by soccer moms and hockey players. So the question has to be, has Land Rover lost its off-road abilities that made the brand the most famous of any adventurer? NO!

 

While the LR3 looks more at home at the end of a red carpet, it still possesses the ability to get muddy. What makes it different from the others is its drivetrain. While the Volvo, BMW and Infiniti all use a standard clutch pack centre differential, the LR3 features a two-speed transfer case utilizing both high and low gearing, with locking centre, and optional locking rear, differentials. Land Rover has also added airbag suspension to raise the ride height for better ground clearance. Match this with a plethora of off-road-based electronics, and it is instantly apparent that Land Rover has not forgotten where it came from.

 

As you would expect, light and medium terrain come at ease with all these options. When it comes to hard terrain, the LR3 still remains competent, even if its limits are now being challenged. At this point, the same trouble of body overhangs and ground clearance begin to hang up the LR3. So, impressive off-road skill for such a luxury SUV to be sure. However, for these abilities, the Land Rover falls far behind the on-road abilities of the other three. 

 

Conclusion

After looking at four different luxury SUVs representing four different manufacturers built in four different countries, our conclusion may come as a bit of a surprise. The single biggest disadvantage to traveling off-road with these vehicles is the bodywork and tires. Taking these SUVs into the wild is like asking a painter to go to work in a tuxedo. You have to be willing to sacrifice scrapes down the doors and gouges in the bumpers, and if the size of the brakes permit, a smaller set of wheels and larger tires that will protect against punctures.

 

The truth of the matter is that for those who want to get out and explore the great outdoors, the terrain traveled is usually considered light if not just a gravel road. While the off-road capabilities of these vehicles are mostly medium-to-light, they are more than adequate for getting to 90 percent of the destinations that most outdoor enthusiasts desire. Obviously, if you are a dedicated wheeler, a more single-purpose, modified vehicle that won’t have you in tears when it rubs up against a tree, will be ideal. But for those who need to get back to work on Monday, and enjoy a luxury environment and sports car-like performance, then we found that a luxury SUV is well capable of doing it all.

 

 

The Specs

Infiniti FX50

Engine:  5.0L V8

Wheelbase/Track:  2,885/1,680 mm

Ground Clearance:  187 mm

Approach Angle:  28.8 degrees

Departure Angle: 20.9 degrees

Final Drive:  3.538

AWD System: Viscous Centre Differential-based full-time AWD

Curb Weight: 2,075 kg

Tires:  265/45R21

Electronic Aids: Only on-road safety aids

Price Base/As Tested:  $51,800 (FX35)/$59,900

 

 

 

Volvo XC90

Engine:  4.4L V8

Wheelbase/Track:  2,857/1,634 mm

Ground Clearance:  218 mm

Approach Angle:  28.0 degrees

Departure Angle: 25.0 degrees

Final Drive:  3.33

AWD System: Electronically-controlled multi-plate wet clutch-based full-time AWD

Curb Weight: 2,053 kg

Tires: 255/40R20

Electronic Aids: Only on-road safety

Price Base/As Tested: $48,595/$68,295

 

 

 

BMW X5 35d

Engine:  3.0L I6 Diesel

Wheelbase/Track:  2,933/1,650 mm

Ground Clearance:  210 mm

Approach Angle: 25.0 degrees

Departure Angle: 23.0 degrees

Final Drive:  4.44

AWD System: Electronically-controlled multi-plate wet clutch-based full-time AWD

Curb Weight: 2,370 kg

Tires:  255/55R18

Electronic Aids: Hill Descent Control

Price Base/As Tested:  $58,200/$62,200

 

 

 

Land Rover LR3 HSE

Engine:  4.4L V8

Wheelbase/Track:  2,885/1,613 mm

Ground Clearance:  240 mm

Approach Angle:  37.2 degrees

Departure Angle: 29.6 degrees

Final Drive:  3.73 – Transfer case Low/High: 2.93/1.00

AWD System: Two-speed electronic transfer gearbox, shift-on-the-fly capability with electronically-controlled variable-locking centre and rear differentials

Curb Weight: 2,629 kg

Tires: 255/55R19

Electronic Aids: Terrain Response System, Traction Control, Hill Descent Control, All-terrain dynamic stability control.

Price Base/As Tested:  $53,900/$64,200

Review: BMW X5 - Same X5 without the Spark Plugs

Late November 2007, I found myself lapping BMW’s performance driving Centre in the driving rain behind the wheel of the all-new BMW X5. With one of the head engineers guiding me around the track, he claimed to me that this new “SAV” or Sports Activity Vehicle as BMW insist on calling it, could handle a corner as well as its 3-Series sibling. After about ten laps I believed him, with the aid of the direct injected 4.8L V8 heaving the 2,380 kg SAV out of the corner with the utmost of ferocity. As a performance car enthusiast, I’ve never really been a big fan of this segment of vehicle, but the new X5 gave a good smack in the face that told me a versatile vehicle can also be fun to drive.

 

It was at this global launch that BMW teased us with the diesel version as the European media were also in attendance. While the gasoline powered X5’s impressed, the diesel powered version had me quite intrigued, although at the time, there were no plans to bring the diesel to North America. Truth of the mater is that North American’s (mostly American’s) just don’t like diesel vehicles, unless it’s a work truck. Well a lot has changed in the last couple years. Fuel prices along with environmental and economic concerns means that people are now looking to spend their money in a much smarter way. And thus the market is beginning to look at diesel in a whole new way.

 

And so we have it, the X5 diesel is here, now named the BMW X5 xDrive35d. Yup it’s a mouth full. This new line in the X5 breed features BMW’s award winning 3.0L Turbocharged straight six with the new BluePerformance Advance Diesel technology. So, what is BluePerformance, and what does it mean to you? Well this technology will likely make you think diesel rather than buying a smaller gasoline powered car.

 

BluePerformance is BMW’s result from the Bluetec development project. This was the research into making diesel technology cleaner and more socially acceptable. In other words, you get a diesel-powered vehicle with excellent mileage, huge power, with out the noise, smoke or smell of a conventional diesel powered vehicle. This done by utilizing direct injection from its common rail-type fuel system that contains fuel pressurized to 1,600 bar or 26,000 psi. Two turbochargers, mounted sequentially, keep turbo lag at a minimum while providing effortless power throughout the rev range, and giving the mid-size vehicle 265 horsepower and a massive 425 foot pounds of torque to complete the performance side of the equation.

 

On the environmental side, the diesels exhaust uses urea injection to lower NOX emissions. After being injected into the exhaust gasses, the urea solution creates ammonia that then converts the nitric oxides (NOX) in the exhaust into environmentally friendly nitrogen and water vapor. Like similar systems, the urea supply must be refilled occasionally, however, by equipping the X5d with 23 litres of urea capacity in a pair of tanks, one of which is heated to ensure a fluid urea solution in temperatures below -11 degree’s Celsius, BMW has managed to fit the urea refilling periods within the standard scheduled maintenance stops, and will cover the cost of the refills and solution for the first four years or 80,000 kilometers.

 

 So all this technical talk is all well and good, but does it make diesel a more seductive fuel alternative. In a word, yes! The result is that you have a vehicle with all the versatility of an SUV, the class and handling of a performance luxury sedan, the power of a large V8 matched with the economy of a small V6 sedan. I don’t know about you, but that sounds like a winning combination to me. And that’s exactly how it feels on the road.

 

The sheer amount of low-end torque means both nipping around town and passing on the highway are near effortless and more civilized acts. While a gasoline powered vehicle requires down-shifts to put the vehicle in the needed power band and the engine revs hard to pull you past slower traffic. With the diesel, you only have to press the throttle, and allow the momentum of torque thrust you forward. When matched to the xDrive AWD drivetrain, the usefulness of all this low down torque made the X5 surprisingly competent off the beaten path. The xDrive system includes a centre diff with a collection of clutch packs to provide torque to either front or rear axles, with a static distribution of 60% rear, 40% front, and the capacity to send full power to either end. With the DSC on, traction was maximized, and the lack of wheel spin got the BMW up a steep and slippery grade with ease. Conversely, with the DSC off, the diesel’s low-range torque and excellent six-speed automatic transmission kept the wheels spinning to power out of sticky situations. For a full report of how the X5 compared to its luxury SUV competition in off-road conditions, be sure to check out the Spring issue of Trucks Plus Magazine.

 

The only downside that I personally found with the diesel, was that it wasn’t gasoline. I love a great sounding engine, and the BMW straight-six does play a magical tune. Also, I love shifting gears and playing in the rev band, and you really just don’t need to with this vehicle. So, the diesel is almost too efficient for me, as high revving and gearshifts are simply not needed. For the average consumer looking at getting into an X5, this will likely not be a problem, and to be honest something I can easily live with.

Review: BMW 335d - The Tree Huggers M3

For those who read my test of the M3 in the September issue last year, will know that I had one of the most exciting driving experiences ever, finding the abilities of this amazing car. However, the M3’s limits are incredibly high, and the cost of exploring such performance attacks the bank account once the fuel gauge plummets to empty.

 

While the car put one of the biggest smiles on my face, environmentally and economically, the M3 is not all that friendly. And this has been a real problem for a select group of auto enthusiasts who do want to be responsible to both the planet and our wallets, but can’t stand the single mindedness of a hybrid. Lets face it, hybrids are for those hell bent on being the cleanest driver they can possibly be, likewise with the cars themselves, as any and all performance has been sacrificed for the all-mighty L/100km number. They just aren’t any fun to drive. So what do we as eco responsible motor enthusiasts do?

 

This brings us to BMW’s 335d. With a 3.0L twin turbo inline-6 being run off diesel, this engine puts out an expected 265 hp, but a mind blowing 425 lb-ft of torque. That’s 130 more than the M3. Couple this great engine with the already proven advantages of the 3-series tight body with 50/50 weight distribution, the 335d comes right in line with BMW’s “Ultimate Driving Machine” motto. Following the same route I took in the M3, this 335d had my adrenaline flowing near to the extent of the M3. It is a car that flourishes on a narrow winding mountain road, and will reward the driver for such a grand choice. While my fuel economy with the M3 was what you would expect a high revving 4.0L V-8 to be, having just as much fun in the 335d, yielded a combined 7.7L/100km, and I wasn’t going easy on her. That is absolutely remarkable seeing as I could only manage 8.1L on a hypermiling run of a medium sized Japanese sedan along the same route. While in town I was enjoying 5.9L/100km doddling around in the city.

 

So is it actually like driving an M3 without the cost? No, nothing can top the abilities of the M3, and what they do to 

the driver’s senses. Driving a diesel is much different than driving the M3. For best performance, you want to be playing around in the upper limits of the rev range. The cars ridiculous amounts of grip plus the sound that emits from flirting with 8,000rpm, all come together for a truly unique driving experience. When driving the diesel, staying in the power band means staying in the torque, which is found down low in the rev range. You do get that same kick in the chest as 425 lb-ft rockets you forward, its just much more civil and organized manner than the blurring madness of the M3.

 

The 335d also has upgrades of qualities I really don’t like in BMW’s. My dislike of Bangle design era continues on with the 3-series, although they have made it a little more attractive with a facelift, adding LED blinkers front and rear and a slight fascia redesign. The once hair-pullingly frustrating act of operating the iDrive system is now improved in its third generation, and even I am starting to come to terms with it’s increased simplicity. Finally, while the actual CO2 levels are lower than its petrol burning brother, the diesel still can’t quite match the level of tailpipe cleanliness that a full blown hybrid possess.  So if the environmental aspects concern you most, the hybrid may be the choice for you. However if you don’t want to let go of the love of the drive aspect, the 335d is an impressive drivers machine.

 

Specs:

MSRP: $49,700

Price as tested:

Layout: Front Engine – Rear Wheel Drive

Engine: 3.0L Twin turbo Inline-6 Diesel

Transmission: 6-Speed Automatic with manual shift

HP: 265

Torque: 425

Brakes: Four-wheel Disc

Curb Weight: 1,735 kg

Towing Capacity: NA

0-100 km/h: 6.0 sec

Fuel Economy (city/hwy): 9.1/5.4L/100km