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2011 BMW 335d

The BMW 3 series recently underwent a mid-cycle refresh giving it a more stylish front end, re-sculpted hood, and tweaked taillights. The changes are subtle but the end result looks considerably more polished and attractive than the previous version. I recently took a brand new 2011 335d out for a little spin and came away impressed.

The interior of the 335d is nothing new. Compared to the new 7 series and new 5 series it's rather underwhelming. But in a good way. The fairly basic model I drove came with leatherette, dark burl walnut trim, and relatively few options. The 335d certainly isn't a stripped out model but the lack of popular tech options makes it far less intimidating. It still came with several niceties like a sunroof and power adjustable seats, granted not the seemingly infinitely adjustable seats of the 7, but you'll be able to get comfy quickly. The driving position is very natural. The single disc CD player and radio is straight forward and easy to use and has auxiliary and USB connections for your MP3 players. The 335d was also had the cold weather package that included a heated steering wheel. Other bits of tech include LED turn signals, adaptable headlights that swivel to illuminate your path as you turn the steering wheel, and intelligent high beams that turn off for oncoming traffic.

The transmission in the 335d was a standard six speed automatic. Compared to BMW's new transmission options it felt a little old fashioned. Instead of BMW's new joystick gear selector there is a standard PRND gear selector. In normal automatic mode the transmission works just fine. Shifts are smooth and unobtrusive and adds to the familiar feeling throughout the car. Slide the lever to the right and you can change gears manually. This provides a bit more involvement but the transmission feels a little slow compared to the new transmissions.

The chassis is also surprise free. Anyone familiar with BMW's ride and handling characteristics will feel right at home. The ride is both taut and comfortable while remaining communicative. The body leans a little bit in corners but only enough to remind you that you aren't driving an M3. The highway ride in the 335d was perfectly acceptable. It's not a cossetting as a 7 series but should elicit complaints from only pickiest of passengers. The standard steering reacts to inputs fluidly and turn in is sharp without being overly aggressive.

At this point, you may have noticed a somewhat foreign little letter in the model name. The letter 'd'. You likely already know the significance of the letter, but might be wondering why it hasn't been mentioned yet. Well, the answer is simple. While the presence of a diesel engine in the 335d is significant, if no one told you what was under the hood, you might not even notice it. Upon starting the engine there is no significant rattle or untoward noise. It starts quietly and idles smoothly enough as to draw little attention. The only real give away while driving is a small clatter and slight vibration just off of idle. This shows up accelerating off the line but but disappears as the revs climb. At speed, again, there is virtually nothing in terms of noise or vibration to suggest you're driving a diesel.

There are, however, a few ways in which the diesel makes its presence known. The first way is torque. This thing doesn't have a little torque. A 328i has a little torque at 200 lb/ft. It doesn't have a lot of torque. The 335i has a lot of torque at 300 lb/ft. The 335d, on the other hand, has gobs o' torque. 425 lb/ft according to BMW. Consider for a moment that the mighty V8 M3 only has 295 lb/ft. In fact, if I owned one my license plate would read “GOBS O'”. This torque means that the diesel has grunt whenever you need it. Need to pass a line of cars on the highway? In most cars that would require a few downshifts and maybe a prayer. The diesel on the other hand just flat out goes. The transmission drops maybe a gear and the sedan erupts forward on the wave of torque. The 335d also accelerates off the line with authority. What's really surprising though, it that the engine still revs. It doesn't have a stratospheric redline like the M3 but it hustles to it's peak revs much the same as a gas fired engine. If you are still in any way expecting modern automotive diesels to feel and sound and drive like truck engines, forget it. They may have a different character but are as good as any comparable gas engine.

The other big way the diesel stands out is in fuel economy. With an EPA rating of 23 city and 36 highway, the diesel is the most fuel efficient model in the 3 series line. BMW estimates the highway cruising range to be nearly 580 miles and if driven gingerly an actual owner could probably achieve or exceed that figure. This means stops for fuel will be few and very far between making the 335d a prime choice for road trips. Unless, of course, your bladder is not up to the challenge.

I also discovered a little surprise on the dashboard. When I first noticed the small gauge under the speedo, I had a brief moment of panic as the needle swung erratically from one extreme to the other. “Oh no” I thought, “Did I just manage to break the dealer's test model?” Expecting the gauge to indicate engine temperature or oil pressure I was greatly relieved when I discovered it was an instant fuel economy indicator. When sitting still or accelerating, even gently, the needle swings to the low teens. Maintain a steady speed and it will oscillate in the mid range around twenty to mid thirty miles per gallon. Take your foot off of the go pedal all together and the needle jumps up to well above fifty mpg. The gauge is mostly a gimmick as the on board computer can display the more useful average fuel economy on the instrument panel.

The final place the diesel engine gets noticed is the bottom line. The efficiency, as well as additional tech it takes to meet emission regulations means the diesel is fairly expensive. Among the 3 series sedans, excluding the M, the diesel carries the highest base price at $44,150. The model I drove was lightly optioned and carried a final price of $48,052. If you prefer a bit more performance, BMW also offers an M Sport package complete with M style front end, unique wheels, the availability of LeMans Blue paint, black out trim and several M cues scattered throughout the interior. Between the goodness of the base to the awesomeness of the Sport, the 335d provides a economical and unequally entertaining proposition for those looking for fun and frugality. The only real diesel competition comes from it's German rivals. It's also a whole lot more attractive aesthetically, dynamically, and emotionally that any hybrid available. Take that Prius! 

Test vehicle provided by the gracious folks at BMW of Minnetonka.

Dodge Challenger R/T v Chevy Camaro SS

The last muscle car I drove was a 1964 Pontiac GTO. It was the most exciting car I've ever driven. Exciting, as in slightly terrifying. The non-power assisted brakes required some serious effort to provide anything resembling deceleration. Serious planning and a little praying was often necessary to bring the beast to a halt where and when desired. The suspension had about as much body control as a dead squid. Body roll was so pronounced that even low speed turns had me sea sick. The turning circle wasn't really even measurable since I'm not sure there exists a space wide enough to complete a full circle. Your average cul-de-sac requires a three point turn with the tires rubbing on the inside of the fenders with the wheel cranked. The thumping V8 in the front had enough grunt to lighten the front end with even a gentle prod. The four on the floor provided a bolt action shifting feel unlike anything made today. And dumping the clutch with some steering lock provided easy, entertaining, and extended power-slides. It was one hell of a car.

The 2010 Dodge Challenger most accurately depicts the old muscle car styling taking a decidedly retro approach. The new Camaro on the other hand merely takes a couple of styling cues, the small vertical streaks ahead of the rear wheels for instance, from the classic designs of the 60's. It looks much more sinister and more modern. Both, however, are vying for the same piece of market share and are taking rather different approaches. The spot in the market has been dominated for the last several years by the Ford Mustang as it was the only muscle car inspired model on sale. I set out to see which one of these two recaptures that old muscle car spirit the best.

The Challenger R/T is the mid range model in the Challenger line up. It features Chysler's familiar 5.7 liter Hemi V8. The engine is connected to your choice of a five speed automatic or a six speed manual. The manual is the obvious choice for those who prefer to be involved in their drive. The manual features a retro style pistol grip shifter, and tightly space gears. When combined with the manual the engine puts out a respectable 375 horsepower. Driving the Challenger proves to be quite easy once you are comfortable with the sheer size of the car. While the EPA somehow categorizes the Challenger as a compact, it sure as heck doesn't feel compact. At 75.7 inches wide, the front passenger side fender seems miles away when maneuvering through a parking lot. The controls, however, make it easy to place the Challenger where you want it.

The styling is purely retro, and entirely awesome. The full length tail light emphasis the appearance of width. Whereas the Camaro's headlights scream aggression, the dual lamps of the Challenger effuse a sense of physical confidence. It's not going to get in your face, but pick your fights carefully. The Challenger is now offered with a Classic package that adds stripes that run from the front fender and terminate at the back of the side windows with a stacked R/T logo and 20” five spoke Cragar aluminum wheels. The Challenger is also offered in a wide pallet of colors that includes a metallic sky blue called B5 as well as the classic Plum Crazy purple.

If you are looking for a modern interpretation of the classic muscle car driving experience, the Challenger delivers. For better and worse. For better, the fairly high ride height and compliant suspension means the Challenger rides comfortably. Visibility out the front is good, the upright windshield provides a clear and undistorted view of the road. Visibility in the rear is compromised by the very thick C pillars. Combined with the width of the car, backing into parking stops might require a spotter the first few times.

The engine further delivers the proper sensory experience. It responds enthusiastically to inputs of the throttle pedal. Unfortunately, the Challenger is not a light car so the power doesn't feel breathtaking. The gear box also proved a little challenging. The pistol grip feels great in hand, but the neutral slot feels too far forward, and engagement in each gate is quite vague. This feeling of vagueness conspires with the narrow gates to induce missed shifts. Rowing up through the gears is natural enough, but I often found myself in fourth when attempting to downshift to second. The clutch was fairly light and has an average length travel. Engagement is smooth, but disengaging the clutch at speed sends an odd shudder through the gearbox. This might be a result of unfamiliarity, but it felt a little disconcerting nonetheless.

Handling was also reminiscent of a classic muscle car. It could quite literally drive circles around something like the GTO mentioned above. Compared to most cars today, though, it retains that built for straight line speed and not much else feeling. Attacking an off-ramp shows that it has decent body control, but the elevated ride height and compliant suspension tuning make the car feel floaty around corners. The steering is light and provides little feedback, but is accurate. The car responds deliberately if not athletically.

The Camaro feels much more solid than the Challenger. This is emphasized by the closer, less airy cockpit. Even at six foot tall, I didn't feel claustrophobic but there is sense of less space. The clutch travel is very short and the engagement feels abrupt at first. Once accustomed to the pedal though, it gives the driver confidence that the six speed manual transmission can handle the abuse of the 6.2 liter LS3 V8. The throws on the gear box are short and much more direct than the Challenger. I never missed a shift in the Camaro. The big V8 chucks out an impressive 426 horsepower, more inline with the top dog SRT8 Challenger. This makes the Camaro considerably faster than the R/T. Hit the gas in second gear and the engine responds immediately. Coming off low revs, the torque of the V8 does not leave one wanting for grunt. Then it hits around 3500 rpm, takes a big gulp of air, and erupts forward. The power is intoxicating. And this is before even mentioning the noise. The V8 is unobtrusive at idle with just a subtle rumble. Punch the accelerator and the pipes let loose a growl the Challenger can only dream of matching.

Furthermore, the Camaro feels much more buttoned down than the Challenger. It doesn't feel floaty, and while the suspension is tuned more firmly, it doesn't punish the occupants. Turning into a corner gives a greater sense of confidence with less body roll and better communication through the chassis. The tighter feeling cockpit also lent the Camaro to a more user friendly feel. While not a small car, it simply felt a more compact. Between the two, the Camaro is the choice pick for taking on a twisty road.

The interior is another place where the Camaro fuses retro design inspiration with a decidedly modern look. The squared off instrument binnacles with deep set gauges look great. The spacing on the speedometer seem too closely spaced to make accurate determinations of speed with a quick glance. Fortunately the display area between the speedo and tach can be programmed to display a digital speed readout. It also displays other critical information such as tire pressure and can link with OnStar to give turn by turn directions. The center console is heavily stylized, but fairly straightforward and easy to use. The auxiliary gauges, displaying oil temp, oil pressure, volts, and transmission temp, look neat but are too far out of the driving sight lines to be truly useful. The steering wheel looks cool, but in reality isn't the best user interface. The leather on the rim feels fine, if not especially nice. My biggest gripe is in regards to the deep dish. The spokes at 3 and 9 sweep backwards too steeply to comfortably grip the wheel at those positions.

Which one of these two cars is better? That is a difficult question to answer. Both are attempting to recapture the essence of the original muscle cars. The new Challenger does the better job of capturing the style. The Challenger is retro heavy for sure. The styling is more loyal to the original with fewer modern touches. It is a stunning car with immense road presence. It also is the most loyal reinterpretation of the classic muscle car driving characteristics, preferring to blast down the straights instead of hustling through the corners.

The Camaro on the other hand, borrows less liberally from the retro ink well. Its strongly creased shoulders remind one of the original design, but has more modern touches inside and out. Furthermore, the Camaro is far more adept at playing the role of sports car in addition to muscle car. It drives tighter, handles better, and sprints faster. With prices under forty thousand, either car is a good performance deal. The only thing to figure out is what is most important to you in a muscle car. Spectacular looks or athletic abilities?

2010 BMW 550i GT

If the BMW 5 series sedan could be likened to an animal,I would say it's like a horse. The 5 series sedan is capable of carrying four people in comfort. It performs marvelously in a variety of situations and are generally pretty fleet of foot. Or hoof. And, many of the 5 series designs have been regarded as classically handsome. All traits generally shared with a horse. What, then, could the new 5 series Gran Turismo be likened to?

Well for starters, the GT is not quite as handsome as the sedan. That's not to say that the GT is unattractive. The front end is very similar to the just introduced sixth generation 5 series sedan. The front end is elegant and will likely find more fans than the previous generation. The side character line is sharply creased and reminiscent of the new 7. The rear, however is where things get a little funky. The purpose of the new 550i GT is to be more practical than the sedan by virtue of it's hatch back design. The back end, however, just looks slightly swollen. It's not dissimilar from the X6, but when attached to the front of a 5 series, it looks a little ungainly. Not only that, when standing out side of the car, trying to take in all the details, one can't help but be slightly surprised by the sheer size of the thing. The tall roof and exaggerated rump make it look enormous. I would say it's more of an acquired taste. So if it were an animal it would not be as handsome as a horse.

As a long distance distance people hauler it equals the performance of a normal 5 series sedan. The front passengers are treated to the same level of luxury and gadgetry typical of a BMW. There is satellite navigation, HD radio, power adjustable heated seats, dual zone climate control, premium sound system, Park Distance Control, heated steering wheel, and even a Brake Energy Regeneration System. Rear passengers are treated to a great deal of legroom if not outstanding headroom despite the scalloped head liner. The interior styling is attractive and very well finished. If the GT were an animal it would have to be at least as capable of carrying people as a horse.

When it comes to carrying luggage, the horse, er 5 series sedan, is capable. But the GT's versatility is even greater. The new hatch back design allows for increased cargo capacity. It also offers greater ease of access thanks to the unique dual opening hatch. Press the center release switch, tucked under the chrome bar in the back, and just the bottom portion of the hatch opens, much like a normal trunk lid. The opening is fairly small but has the advantage of keeping the interior sealed off from the outside air. Close the small lid and press the button further to the right and the entire hatch raises automatically. This reveals a wide opening allowing for greater access. Drop the 60/40 folding rear seats and you have 60 cubic feet of storage. So the GT is capable of carrying more cargo than a horse.


















The new GT is also pretty fleet. The drive train is pretty much a direct carry over from the new 750i. It features the same 4.4 liter, twin turbo charged V8 that will be shared with the 6th generation sedan. It differs, however, in that the GT features BMW's new eight speed gear box. The transmission allows for strong acceleration in low gears, but also allows for tall cruising gears to help improve fuel economy. The drive train means performance should be on par with the normal sedan. The chassis is very stiff and the suspension is set up quite nicely. The GT handles bumps with nary a complaint. It also takes corners with a good bit of confidence. The GT is, however, almost unbelievably heavy at a BMW rated 4938 unladen pounds. Add fluids and a passenger or two and it's well above 5000 lbs. This means that there is a generous helping of roll in the corners. The GT, however, remains composed and grip is well maintained. This means the animal should be nearly as fast as a horse if not as agile.

If the 5 series sedan is a horse, given its attributes I would say the new GT is more like a camel. The camel is just as good at carrying people, can haul a good deal more stuff, and is nearly as fast, if less agile, than a horse. Camels, however, are not without their draw backs.

Considering the drool, the humps, and somewhat odd proportions no one I know would consider a camel as handsome as a horse. The same can be said of the GT versus the sedan regarding its looks. I would like to note, however, that BMW has successfully resolved any drooling problems the GT may have had. During my drive I did notice the GT turning a few heads. Whether this is due to the sheer size of the GT or it's odd proportions, ride a camel down the road and the reactions probably wouldn't be dissimilar. So the decision must be made if one is willing to give up the sharp lines of the new 5 series sedan in order to gain a bit of practicality. There are cultures that find camels to be beautiful creatures so this is potentially not an issue for some.

The horse and camel are also very nearly equals when it comes to rough terrain. While neither the 5 series sedan nor the GT are even remotely intended for off road use, the GT does have a higher ride height which could be comforting on a dirt road. The camel affords a much higher seating position much like the GT. Driving the GT I found myself eye to eye with small pickup and crossover drivers. The windshield seems to be almost vertical from the driver's seat. The high roof gives the front passengers more head room than they'll know what to do with. This means the GT has terrific sight-lines. At least to the front. Have your side mirrors adjusted properly because a sedan visible in the right side mirror will all but disappear behind the large c-pillar and small rear window when looking over your shoulder.

Other issues I noted during my drive centered primarily around the drive train. In a brief stint of stop and go traffic, with the car in sport mode, the car felt a little jerky at very low speeds. It seemed unsure of which gear was appropriate and the brakes felt grabby. The throttle also lacked linearity and seemed to have just a little too much initial tip in before the engine responds. These traits seemed to improve when the car was in its normal mode, so save the sport mode for the back roads. Also when powering up a hill, the gear box had to drop a few gears which resulted in an unexpected surge of power instead of just maintaining speed. One other gripe is that the LCD speedo completely washes out in direct sunlight.

While I can make no comparison on the relative fuel efficiency of a camel versus a horse, I would imagine there won't be a big difference in fuel economy between the GT and sedan. Given the GT's weight, however, fuel economy won't be its key selling point. The EPA rates the 550i GT at 15/21 for city and highway. The trip computer indicated mileage just shy of 12 mpg during my fairly short drive. The 535i GT with the turbo six should improve on these numbers but BMW does not yet have EPA ratings for it. Price won't be a selling point either. Starting at $63,900, my test car with a few options wore a price of $70,325. Go wild with the options and the price will be pushing six figures. The key selling points of the GT are its increased practicality, high level of luxury, and strong performance. So, if you are looking for a 5 series with just a bit more practicality and are willing to sacrifice some of the classic BMW elegance, the choice is obvious. Buy a camel, er, I mean the new 550i GT.

Test vehicle provided by the gracious folks at BMW of Minnetonka.

2010 BMW 750Li xDrive

Climbing behind the wheel of a vehicle this grand, it's hard to not be slightly overwhelmed. BMW's new 7 series has been thoroughly redesigned and is a lot of car to take in at once. The amount of technology packed into the new 750 is impressive. While the main details of the car are staggering, it's the attention to detail that impresses most and the little things that surprise. With the incredible number of things to check out it's hard to even know where to begin.

Where better to begin than at the heart of the beast? The new 7 series features BMW's new 4.4 liter, direct injection, twin turbocharged V8. The new V8 is the veritable definition of smooth. Considering BMW's relatively limited history with turbocharging production engines, the integration of the turbos is undetectable. During the duration of my test drive, the presence of the turbos was never announced. There is absolutely no turbo lag. Depress the accelerator pedal and the big sedan just moves. No hesitation, no whistle from the turbos, no whooshes of waste gates. The engine just responds with a reassuring surge, as it ought to with 400 horsepower and 450 lbs-ft of torque on tap. Equally astounding is the fuel economy. The 750Li returns an EPA rated 14 miles per gallon in the city and 20 miles per gallon on the highway. Pretty good for a car this heavy, 4640 lbs, with this much power.

Mated to this incredible engine is a superb transmission. To further exemplify the smoothness of the engine, the transmission changes gears imperceptibly. Scooting up to seventy going down the on ramp, the only indication that the car is shifting is the tachometer. Only once did the transmission get slightly flustered caused by a sudden lift of the throttle when accelerating at highway speeds. Pull the transmission stalk towards you and you can control the gear changes yourself. In manual mode the gears are swapped just as quickly with just a bit less polish allowing you to feel each change. When in the mood to hustle the big sedan, it seems fitting to allow for a more tactile experience. BMW's transmission controller also works well. It responds quickly and once acclimated, is very easy to use.

If you're wondering if the new 750 can hustle, the answer is yes. Getting up to highway speed happens without even thinking, courtesy of the aforementioned engine. BMW lists the zero to sixty time as 5.2 seconds for the extended wheel base Li model. A tenth is shaved on the shorter wheelbase model. This claim is certainly believable as there never seems to be a shortage of power. And when you get to the exit ramp, you never have to worry about the 7 falling over itself. No, it will not be confused with an M3, but it tackles corners with composure and never feels ponderous. Turning into the corner, there is some lean while the wheel gives you good feedback. Mid corner bumps are taken in stride and do not upset the chassis.

The model I drove as also equipped with BMW's xDrive all wheel drive system. This operated seamlessly and without a direct comparison to the rear wheel drive model, did not detract from the driving experience. The all wheel drive would definitely be appreciated when the snow falls. I can only imagine the trouble the rear wheels would have finding traction given the power on tap, even with excellent traction control.

So how does the interior compare to the dynamic characteristics? The initial impression is one of obvious luxury. The two tone Black and Oyster (white) leather was combined with black ash grain wood trim that creates a purposeful, business like interior that still manages to be inviting. Not to mention the fact that it looks fantastic together. I'm not entirely sure 16 way power adjustable seats are truly necessary, but they will ensure maximum comfort for all drivers. The instrument panel is a little over the top in execution. It features a flat matte black screen. The only three dimensional features are the semi circle bezels wrapped around the needles. Upon opening the door the screen springs to life completing the gauges with numbers, temperature, and even connecting the bottom of the chrome bezels. Once started the remainder of the information is displayed including the odometer and fuel gauge. The high resolution screen is bright, extremely legible, and adds to the technological display.

I don't think a review of a 7 series would be complete without at least commenting on the iDrive. The new iDrive is supposed to be much improved over the original. While I never experienced the old system, the new one seemed user friendly enough. It did take a few minutes and some exploring to manually tune the radio, so the system might create a little frustration for some. However, based on just the few menus that I accessed, the level of customization available would eventually make it very quick and easy to use. The four zone climate control is operated separate of the iDrive along with the basic radio functions like volume and station presets. The sound system was very crisp and should satisfy all but the most demanding audiophiles. Sound insulation is also superb. In fact, it wasn't until I had completed my test drive that I realized that I hadn't even noted the sound of the engine, much less road or wind noise.

Other technologies available include a backup camera that displays when the car is put in reverse. Included in this is a graphic displaying the course the car will follow based on the angle of the steering wheel. This also includes proximity sensors to help avoid obstacles. Navigation, Bluetooth, iPod and USB jacks including a dock to secure your MP3 player while connected are also available.

The back seats are also luxurious. The rear passengers are treated to an almost absurd amount of leg room, especially in the long wheel base model. Headroom is acceptable, if not excellent. My just over six foot frame had my hair brushing the headliner. Rear seats are provided with climate controls and can also be optioned with power adjust-ability, heating and ventilation, dual video screens, power sun shades, and vanity mirrors to name a few.

There is an awful lot of car available with the new 750. From the powerful and remarkably smooth new turbo charged V8 to the technological tour de force of the interior. The new 7 is an exceptionally well executed premium luxury sedan. It provides all the opulence one could need, for a price of course. The model I drove had an MSRP of $97,430. There are those however, who always need more. I can only imagine how serene and surreal the twin turbo V12 powered 760 must be. Considering all the amazing options and gadgets, far more than I can detail here, my favorite surprise was the seat belt. Once latched, it reels in the slack to a comfortable snugness. Like the big sedan is greeting you, saying “Welcome. Sit back, relax, and enjoy!”

Test vehicle provided by the gracious folks of Motorwerks BMW in Bloomington.

2010 Nissan Cube 1.8 SL

The first thing that strikes me about the Nissan Cube is the irony in its name. Approaching the car in the parking lot, it is obviously boxy. But a cube? A geometric cube is all sharp right angles. As I walk around the outside of the Cube I can’t locate a single 90 degree angle anywhere. Every conceivable corner of the overall shape, every window, every light cluster, and every styling cue is softly rounded. Did the designers lose their nerve? Did they originally create a rigid cube shape? Only to realize that a child might inadvertently injure themselves on one of the sharp corners so they went back to the drawing boards armed with industrial sized erasers? The result is a car looks to me less cube-like, hard and pointy, and instead looks marshmallowier, sort of soft and squishy. Nissan says that the design is supposed to mimic the stance of a bulldog wearing sunglasses; low, stocky, firm, and hip. I think they pulled that off. It’s not a pretty car, but it is cute in that ugly kind of way. Just like a bulldog. Of course, I can’t help but wonder what a marshmallow looks like with sunglasses.

With a name like Cube, you would expect an interior of great utility. It’s not, however, a name that conjures up thoughts of extreme comfort. In reality the Cube’s interior lives up to its utilitarian suggestions while surprising with a large degree of comfort. Climbing into a car called Cube, I was almost expecting a square shaped steering wheel. Again, Nissan’s ironic sense of humor is carried through the interior. Everything is rounded edges, gentle curves, and circles. There are concentric rings covering the roof, on the speaker covers, and on the bottom of each cup holder. The dash is wave shaped, cresting in the center of the car and falling away in front of the driver and passenger seats, and curving back out to meet the doors. The climate controls are laid out in a circle around the circular display. It’s a neat idea, but a little impractical as the controls and screen are mounted too low to adjust at a glance. On top of the dash is a round bit of shag carpeting. I guess the idea is to provide a place to toss phones or mp3 players, but the Cube provides plenty of little compartments and storage accessories that I would imagine would be more effective at keeping objects secure. There are several cup holders throughout. I especially like the one placed to the left of the steering wheel, made possible by the curve of the dash. Another one of the Cube’s unique storage solutions are the bungee cords that string across the door pulls. These are handy for securing event tickets, parking passes, or small stuffed animals. Nissan also offers hooks and pouches that can be mounted around the interior to provide additional stowage for small items.

When it comes to stowing large items, the interior of the Cube is able to handle a large assortment of items. If your large items include three friends, the Cube welcomes them with ease. The seats are very comfortable, but do lack lateral support. But if tearing up canyon roads is on your priority list, the Cube probably isn’t. Leg room in all four positions is adequate even for my six foot frame. There is a center seat belt in back suggesting that it could handle a fifth passenger, but it would be best left for a child. The rear hatch, which is hinged on the driver side of the car, swings wide open to accommodate just about anything. The only caveat there is the lift height is not insubstantial. Nissan claims interior cargo room at 11.4 cubic feet behind the rear seats. This can increase to 58.1 with the seats folded. The seats, however, do not fold flush with the floor. Nissan does offer a cargo organizer for the back that creates both a level surface with the folded rear seats and also provides covered storage below including a locking compartment. For those concerned about access to the rear, Nissan has engineered three indents in the travel of the door to hold it open a just a little, half way, or fully open depending on the available clearance.

The Cube is also well equipped. The model I drove was the 1.8 SL with the Preferred Package. All trim levels are equipped with a 1.8 liter four cylinder. The primary transmission is Nissan’s Xtronic CVT. A six speed manual is available on the 1.8 and 1.8 S models only. The transmission works well. The concept of the CVT, or Continuously Variable Transmission, is to eliminate the traditional gears of a conventional automatic, instead using a belt to create a virtually unlimited number of ratios while eliminating the shift shock of a conventional automatic. This allows the Cube to get up to speed quickly while also improving efficiency beyond that of even the manual transmission. The Cube is rated at 24 mpg in the city and 29 mpg on the highway with the manual transmission. These figures increase to 28 mpg and 30 mpg respectively when equipped with the CVT. All models come standard with 6 airbags, Vehicle Dynamic Control, Traction Control, and Anti-Lock Brakes to help keep you safe and in control in adverse situations.

The SL model upgrades the interior to include the Automatic Temperature Control with the stylish center controls. The SL also includes an upgraded stereo with MP3 capabilities and an interface for your iPod. The Premium Package further upgrades the sound system with upgraded speakers and tweeters as well as a subwoofer mounted in the rear door. Premium Package upgrades also include audio controls on the steering wheel, satellite radio, Bluetooth, and a rear sonar backup system. The best feature of the Premium Pack would arguably be the Nissan Intelligent Key with push button ignition. This allows you to approach the car with the key fob in your pocket, unlock the door with the button on the door handle, climb in, and press the starter button. The key never has to leave your pocket. When you arrive at your destination, simply press the ignition button again to stop the engine, hop out, and press the button on the handle to lock all of the doors.

Driving the Cube is also a pleasant experience. While it looks like it would be a top heavy it actually handles fairly well. The ride is pleasant. The chassis feels stiff enough, initially anyways, to prevent squeaks. A long term test would be necessary to see how it stands up over time. Body roll is pretty apparent but it never feels like it’s going to fall over itself. The engine and CVT provide decent thrust and for the vehicle’s intended purpose should satisfy most customers. The instrument panel is apparently inspired after the Earth and Moon with the speedometer (Earth) surrounded in blue while the tachometer (Moon) is surrounded in grey. The effect is not unpleasant but looks poorly implemented. The colors are not provided by back lighting as you would expect in a luxury sedan, but instead are more or less printed on the surface allowing you to see the gradient between the two. The instruments themselves are very easy to read, but the way it is designed reminds you that this is an inexpensive vehicle.

Speaking of price, the Cube starts at a very reasonable $13,990 for the base 1.8 model. The model I drove was the upper mid level 1.8 SL including the Premium Package which goes for $16,790 plus $1,600 for the premium package. The top level Krōm model includes the Premium Package accommodations but adds a unique body kit, interior cloth, and special alloy wheels and starts at $19,370. Combining comfort and utility for this kind of price makes the Cube a suitable vehicle for those craving practicality. Combining its uniqueness and styling, if a bit ironic, appeals to those looking for individuality in their vehicle. By effectively mixing all of these qualities in one solid package, Nissan has created a vehicle that should be very desirable to a variety of people as the buyer trends continue to move toward smaller, more economical rides.

2009 BMW Z4 sDrive30i

It’s often said that when it comes time to update a successful model, car companies have two choices: go evolutionary with mild styling changes i.e. Porsche 911, or go revolutionary and drastically change almost everything i.e. the new Acura TL. When BMW decided to reinvent their Z3, a much loved and successful roadster, they decided to go the revolutionary route. When the first Z4 first came out, the styling was a drastic change from the sumptuous and classically styled Z3. The Z4 was all about sharp creases and convex surfaces juxtaposed with concave. With the newest Z4, BMW decided to play it a little safer and return to slightly more conventional styling. The interesting thing at this point is BMW has created a situation a bit like the chicken or the egg debate. Line up all three cars and someone completely unfamiliar to the models could probably pick the Z3 as the oldest model. When it comes to the two Z4’s the redesign appears to fit somewhere in between. While some details of the first Z4 are carried over, such as the strong character line along the side, the over all design could easily have been a direct descendent of the Z3. And what does this mean exactly? It means that the design should appeal to a wider spectrum of consumers which is a very good thing in the current market. How has the rest of the car changed?

The most obvious change would be the roof. The Z3 and the Z4 both featured cloth convertible tops. Both had separate hardtop versions in the funky Z3 Coupe and the more aggressive looking Z4 Coupe. For the redesign, BMW has replaced the cloth top with a retractable folding hardtop, following the lead of one of its main competitors, the Mercedes SLK. This will likely help attract more customers who prefer the security of a hardtop but want to experience top down motoring as well. While this may disappoint some convertible fans who may not rejoice in the hardtops additional weight, complexity, and reduced trunk space, it was probably a necessary choice for BMW in order to ensure future success for the model.

The interior design follows a much more evolutionary development from the first Z4. The switchgear for the dual zone climate controls has moved up higher on the dash, level with the steering wheel. This makes on the go adjustments easier. The new switches themselves have a nice chrome bezel and the knobs are nicely styled and feel smooth but substantial when rotated. The entire interior is covered in premium leather or soft touch leather material. The only hard plastic to be found lies on the pull out storage compartments at the base of the doors. The instrument panel retains a similar style to the first Z4, but the gauges are more legible and do not seem as set in a tunnel as in the previous version. The model I drove featured the Coral Red interior with Ash Wood trim. The over all effect is very upscale and elegant. The model I drove was not equipped with iDrive. In place of the flip up screen there is a handy storage compartment and the console mounted iDrive controller is replaced with a small tray. There is ample storage in the center console which also contains an auxiliary input for MP3 players.

The trunk is reasonably large for a roadster. The available room is obviously compromised when the hardtop is stowed, but there is a convenient pull out partition that indicates the limits of luggage capacity. This should help keep forgetful drivers from crushing any precious luggage or causing damage to the roof. There is also a small pass through between the seat to allow for longer items such as skis or golf clubs. The roof itself completes its folding acrobatics in a mere twenty seconds. Top down wind buffeting feels well controlled and unobtrusive.

BMW decided not to do anything drastic in the engine compartment. Engine choices are consistent with much of the rest of the BMW line up. The base engine is a 3.0 liter inline six with 255 horsepower. It can be mated either to a six speed manual gearbox or a six speed automatic with paddle shifters. The up-rated engine is also a 3.0 liter inline six, but features a turbocharger to pump out 300 horsepower. This engine can be joined to the six speed manual or to BMW’s new seven speed dual clutch transmission. The model I drove, courtesy of the gracious folks and Sear Imports of Minnetonka, was the naturally aspirated version mated to the manual transmission. Despite the less than graceful nomenclature of sDrive30i, the Z4 drives like a gem. The engine is exceptionally smooth and the gearbox is an excellent match. The shift level slides smoothly from gate to gate with precision. The clutch is easy to modulate and engages without fuss. BMW’s Start-off Assist is a neat feature. By holding the brake for a couple seconds, the car gives you time to move your foot from the brake to the throttle without rolling backwards; very handy on a steep hill. Power from the engine is sufficient. While never overwhelming, it does not feel under powered and there is enough torque to get up and go when needed. The ride and handling are typical for a BMW. The ride quality is better than most, but it still handles beautifully. There is some body roll, but the motions are well controlled and inspire confidence in corners.

What is there worth complaining about? Not much really. Initially the steering feels far too light and over boosted, especially at parking lot speeds. While convenient for parking and maneuvering, a sports car’s steering should have a bit more heft. The steering feel improves, however, as you get up to speed. An easy cure is to press the sport button on the center console. When pressed the wheel requires just a little more effort and the suspension tightens up to make the twisty roads even more exciting. Another foible is the cruise control stalk is located directly under the turn signal leading to mild frustration when trying to signal turns. The radio display also washes out when viewed with polarized sunglasses and the A pillar seems just a little intrusive when going around left had bends, but otherwise visibility is very good, even with the top up.

BMW calls the newest Z4 “An expression of joy”. With the restyled exterior it is a joy to behold. With a new retractable hardtop it is a joy in any weather. With striking and sumptuous interior it is a joy to touch. With smooth, powerful, efficient engines it is a joy to drive. And with BMW’s reputation for excellence, it is certainly going to be a joy to own!