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!

Hyundai Genesis Coupe 3.8L Grand Touring

Surprising. That was the first word I thought of when I first saw the new Hyundai Genesis Coupe. The crisp line over the rear shoulder that curves more than is apparent in photos. The intricate details of the taillights are especially eye catching. The bow in the rear quarter windows reminds one of a santoku knife ready to carve. The color, called Karussell White after the famous corner of the Nurburgring, really pops on the sheet metal, making all of the curves, creases, and contours evident.

Surprising. That was the first word that flashed through my mind when I sat in the interior. The two tone color scheme looked surprisingly elegant. This being the Grand Touring model, it exuded the more upscale aura that would be expected in a much more expensive vehicle. The dark brown leather seats with matching leather inserts on the door panels contrasted nicely against the black of the dash. The center console, while not made of fine grain wood or polished aluminum looked attractive. The buttons and switches were legible and felt good in hand. The ergonomics were respectable; the dash layout was fairly intuitive if not lending itself to immediate familiarity. The instruments were very legible and looked sporty with their blue halo. The cluster consisted of a tachometer on the right with an inset fuel gauge while the speedo resides on the left containing the temperature gauge. The rim of the steering wheel was comfortable and the hands rested nicely on the spokes at the three and nine position. The texture of the wheel however, was a bit perplexing. It was not an unpleasant sensation, but the raised dimples caused suspicion. It was difficult to tell if it was genuine leather. The shift lever has an attractive look, but the slight forward cant of the top seemed a bit unusual at first. All in all, a surprisingly elegant, but sufficiently sporty setup.

Surprising. That was the word that pranced through my head as I depressed the starter button and listened as the engine fired. As I eased out of the parking lot in the Genesis Coupe the clutch had a very nicely weighed feel to it. It was not needlessly stiff, but not so light as to make you ponder Hyundai’s claim at 306 horsepower from the 3.8 liter V-6. Take up was also agreeably short. Engagement was only slightly jerky, likely a result of unfamiliarity. As the drive wore on the gear changes were smoothed considerably. The engine proved to be surprisingly smooth. Throttle tip in was responsive and triggered an immediate and forceful response from the engine. The shifter had a direct feel. The throws short and gears felt like they engaged positively. The odd angle on the top of the shift lever that felt unusual at first started to make a little more sense as the lever was used more. When cupped under the palm it had a reassuring feel. Cruising on the freeway was relaxing provided by the good straight line stability and surprisingly compliant suspension. The Genesis Coupe felt a little larger than expected when passing between traffic, but power was sufficient to squirt through even in top gear. The steering was direct. There was a surprisingly urgent response to even small inputs. When entering a corner, a slight adjustment was necessary as the front end turned in unexpectedly quickly. Once set in a corner the Coupe felt solid. The chassis never felt unsettled and bumps were merely acknowledged. There was just a little bit of sensation in the chassis that I was unable to classify definitively as the front end scrubbing or just body movement. Given the quick turn in, as power was applied coming out of the corner the sensation just felt a little vague through the steering wheel. It felt like the car responded less enthusiastically to mid corner corrections. It would require more time behind the wheel to feel truly comfortable pushing the limits. That’s not to say the Coupe is incapable. The speeds carried through the corners were sufficiently quick; the chassis was speaking a language I was not yet familiar with. I simply was unable to discern what exactly it was saying.

The concept of the new Hyundai Genesis Coupe sounds like an intriguing idea. Use the architecture of Hyundai’s acclaimed Genesis sedan. Add a powerful V-6 engine. Wrap it in a striking, catchy design. Endow it with sharp handling. And most importantly of all, offer it at a bargain price. It would appear Hyundai has created an impressive performance machine, providing a very real and desirable alternative to the likes of the 370Z, Mustang, or even the Camaro. Surprising!