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.  

Review: Mini Cooper S Cabriolet

With the hardtop version of the Mini Cooper S being on the scene for quite a while now, we’ve all been waiting for the updated convertible version. While the new turbo powered 1.6L in the new car is much more efficient, I find I do miss the whine of the supercharged version that was still the used in the as of yet, original Mini Cooper S convertible. So with the added wait over its hard top brother, I hope to see good things with the new car.

 

Well here it is, the next generation Cooper s Convertible with a freshly updated chassis and a turbo bolted to the exhaust system, the new car mirrors the fresh good looks of the hardtop. Not that there was anything wrong with the old one in the first place. So lets start with the interior. You’ll find the same straight-up driving position as in the last model, and same great pedal arrangement to aid in crisp heal-toe downshifts. That big Speedo/radio gauge is back and bigger than ever, as it seems to be in a territorial war with the steering wheel. Another odd gauge was the timer next to the tach that would let you know how long the tops been down. Cheesy at first, I came to realize its usefulness with a red forehead.

 

As mentioned, the Convertible gets the same mill as the hardtop, a now more efficient 1.6L turbocharged marvel that keeps up to just about any thing that wants to have a go. Sporting direct injection and an impressive 172 hp, the Mini can leave the line with a 7.4 sec spring to 98 km/h, while producing a scant 5.7L/100km on the highway, once your nerves have cooled down.

 

However, controlling your nerves may be a monumental task, as this new drop top has the same playful and exuberant character about it as the hardtop. Hell, it’s a Mini, and Mini’s are meant to be driven by a driver who loves to have fun behind the wheel. That’s just what this car is, as every moment behind the wheel inspires the driver to find some twisties, and open‘er up. However, as a driving enthusiast, there is a problem when doing this, the evil chassis rigidity of a convertible car rears its ugly head.

 

And lets face it, the only real way to make a soft top handle like a hardtop is to weld the doors shut, but Mini have done the best they can to counter act the roofless body movement. With a reinforced floorpan, A-pillars and side-sills, the body has a torsional stiffness increase of 10%. The suspension is also sprung extremely tight, with very stiff dampening to aid in a solid feel. While it all works well to disguise the fact that a convertible just doesn’t have the torsional stiffness of a hardtop, the chassis movement and vibrations do get a bit annoying. That’s for me as a driving enthusiast, however the sun worshipers who love the look and playfulness of the Mini, will likely not even notice.

 

However, this brings us to another slightly annoying trait, and that’s the price. A base convertible S will set you back a $36,350, a hefty jump from the $29,900 asking price for the hardtop. Sir Alec would be rolling in his grave. While I do like the Cooper S convertible’s playful spirit and I really do miss a roofless night drive with only the stars to look at, I have to say I personally am much more at home in the hardtop.

 

Specs:

MSRP: $36,350

Price as tested: $40,017

Layout: Front Engine – Front Wheel Drive

Engine: 1.6L Turbo I-4

Transmission: 6-Speed Manual

HP: 172

Torque: 177

Brakes: Four wheel ventilated discs

Curb Weight: 1,295 kg

Towing Capacity: NA

0-100 km/h: 7.4 sec

Fuel Economy (city/hwy): 7.8/5.7L/100km

Review: Lexus IS-F

The BMW M3. Back in the late 80’s it was the pioneer of the high-performance luxury sedan. It was the Hulk of the automotive world. A regular E30 3-Series was a sporty, good looking, fun to drive vehicle. However, someone ticked off the 3-Series and muscles tore out of its body, wings sprouted out, and a screaming 2.3L struck fear into anyone within earshot. Building such a beast could not go without retaliation however. Soon after, Mercedes introduced the 190E Evolution, also a muscle bound animal. The two locked horns in battle on streets, circuts and stages around the world.

 

Fast forward 20 years. BMW and Mercedes are still at each others throats, although they now have some competition. Audi’s manic RS4 can also be added to the list of horrifically fast saloons. As of late, Lexus has been competing with BMW’s several different levels although have never really stepped up to the plate with a truly high performace machine to rival the M3. Well those days are long gone. Let me introduce the IS-F, the bad boy of the IS series.

 

Like the original M3, Lexus has designed the IS-F to demand authority. Clear identifications that this is not just a IS-250, or 350 are clearly announced with an aggressive low and wide stance, massive wheels, and a pair of badass flare vents on the front fenders to offer extra cooling for the massive V8 shoehorned into the engine bay. There is no doubt about it, this car looks the business. But is its bit as bad as its bark.

 

Yes! With BMW, Mercedes and Audi all having large high revving V8’s, this can be a hard act to follow. No problem for Lexus, they stepped forward with a 5.0L high revver of their own, which slots in nicely between the Audi and Merc. Squeezed into the IS body, this mill propels the car forward with extreme violence. With TC off, be prepare to fight to keep everything straight, as gearshifts from 1^st to 2^nd and 2^nd to 3^rd will have the rear end waving to those you just left far behind. Even with the massive 20-inch rims wraped with 375/30 super sticky Michelin Pilot Sports.

In the handling department, this is a super tight car. The chassis, steering, shifting, suspension, brakes, everything about this car feels tight and firm like an athletes body conditioned for competition. Couple this with excellent seat positioning, the IS-F is extremely good at talking to the driver. The driver can feel every bit of what the car is doing through touch alone.

 

Coming into a corner at speed, (something hard not to do with this car) the IS-F turns in with an incredible amount of frontal grip. This car just will not understeer, however if you get too aggressive with it, be ready to catch the oversteer that will come barreling at you once the rear grip becomes too much.

 

Unfortunetly the flappy paddle gearbox takes away from the drivers envolvement in this car. Lexus see’s this gearbox as a crowning achievement of the IS-F, although I see things a little different. Now before all you statisticians out there email in with your hate mail, yes, a dual clutch automatic gearbox is faster than a manual. Specing out a dream car on paper will have this car looking quite attractive. However, for a true driving enthusiast who is actually going to get behind the wheel, it can be a bit of a handicap. Truth is, it does take control away from the driver, as well as the joy of a perfectly produced downshift. Eight speeds help fuel efficiency and allow you to always be in a good cornering gear, but its easy to get lost in the maze. More than a couple times I’ve come flying into corners and had to look down at the dash to see what gear I was currently at in the sequence of six downshifts. I’ve never really liked paddle shifters, and as this is the only option available for the IS-F, its left the first bad taste in my mouth.

 

The interior is quite civilized when compared to its muscle bound competition. The seats are not as aggressive, but still hold the driver in place nicely. The dash is pleasing to both the eye and the fingers as many functions are not as complicated as the Germans. Even the rear seats prvide a comfortable environment for terror striken passengers.

 

So at the end of the day, does the IS-F match up to its highly competitive rivals? This group of car are so evenly matched, that choosing a favourite is hard enough as it is, and now Lexus throws in a wild card. Well let me tell you that Lexus got it right, in a big way. It slots nicely in with the entire crowd and holds position like it has been there the whole time.

 

 

Specifications:

Engine: 5.0L V8

Power: 414 hp, 375 lb.ft.

Weight: 1,750 kg

Transmission: 8-Speed Dual Clutch Automatic with manual shift

Price: $66,450

Competition: BMW M3, Mercedes C63 AMG, Audi RS4, Infiniti G37 Sedan, Cadillac CTS V

Review: Infiniti FX50 - Intelligence Operative

Take one look at the all-new Infiniti FX50 and one thing becomes quickly apparent. It is a crossover that looks as though something ticked it off in a serious way. It’s a mean looking piece of machinery that’s for sure. Get in side and have a go at this 5.0L V8 packing beast and you’ll quickly find out that the FX’s bit is just as vicious as its bark. It is a high end, high tech machine that means business. 

 

Anyone who had the pleasure of driving the last generation FX will know that it was a vehicle designed for drivers. It changed the way everyone thought about a performance S- or in this case CUV. So Infiniti would have to dig deep to come up with a suitable replacement. Todays world has changed quite a bit since the introduction of the original FX, so some may wonder why Infiniti would be releasing a larger vehicle fitted with a larger more powerful engine? Well, this new engine manages to produce 70 more horsepower over the 4.5L while increasing fuel efficiency by 12%. This comes from the body going on a considerable diet consisting of Carbon Fibre, Aluminum and Composite panels, while aerodynamics have also been tweaked.

 

Much like a “drivers car,” this is a “drivers Crossover.” Yes, it sounds like an oxymoron, however the FX’s low and wide stance, makes for a good center of gravity, allowing the FX to corner fast and flat. Massive 21-inch tires available on the FX50 make this large crossover feel more like a Grand Tourer. Even sitting behind the wheel, the driver can easily forget they are driving a Crossover. New for this vehicle is a 7-speed automatic gearbox, with the same high quality paddle shifters found in the G37 S which give the same great throttle matching downshifts.

 

While the looks and driving esthetics scream sportscar, the FX is also a top player when it comes to features. This new FX is overflowing with electronic driving aids, all to improve performance and keep the occupants safe. The list reads like that of a quartermasters inventory with enough acronyms to please a General. Intelligent AWD, Intelligent Cruise Control, Intelligent Brake assist, Lane Departure…… The list is endless. To the point where you could think that the vehicle was designed for you specifically by “Q” for use in secret agent activities. 

 

So what does it all do? Well other than a constant barrage of beeps and pinging every time you do something the FX doesn’t like, it warns the driver of impending doom, and if the driver is not alert enough, the vehicle will take appropriate action such as putting negative force on the throttle pedal, applying the brakes or even using brake distribution to encourage the vehicle back into its lane if wandering occurs. The FX will not drive itself, however it does aid the driver in making the correct course of actions.

 

The FX did to me what every other Infiniti has done. It pleasantly surprised me. Ideally I prefer a vehicle more mechanical then electronic, however the FX made up for this with an excellent seating position, sporty steering wheel, impressive performance and great new look. Well great except for those headlights that is.