Frequent Business Traveler » Behind the Wheel

2012 Land Rover Range Rover Supercharged – Review

Jonathan Spira — Wed, 01 Feb 2012 22:25:38 +0000

The arrival of a Land Rover or Range Rover in my driveway always seems to herald snow and a recent Fuji white Range Roger Supercharged did not disappoint. Land Rover, it should be noted, is the second oldest four-wheel-drive car brand in the world (only Jeep is older) and the Range Rover is the automaker’s largest and most luxurious SUV. First introduced in 1970, it is now in its third generation.

Roughly one year ago, I drove a Land Rover LR4 from New York to Vermont for a winter driving school. A blizzard seemingly followed me as I headed north but it made for great winter driving once I reached my destination, the Equinox Resort .

We drove on trails through the magnificent Green Mountains and we broke some fairly deep trail in the woods. The Range Rover had served as a magnificent sled, albeit one with heated seats and a heated steering wheel.

This time my destination was Philadelphia and light snow was coming down as I headed to the George Washington Bridge to cross into New Jersey.

For 2012, Land Rover made some styling changes including gloss black back plates for the headlamps and tail lamps, body-colored door handles and side vents, and elegant new 20” V spoke alloy wheels.

DRIVING THE RANGE ROVER

Our Range Rover came equipped with the supercharged engine, which boosts the V-8’s 375 horsepower to 510, making it one of the most powerful engines available in a luxury SUV. It propels the hefty vehicle 0 to 60 mph in 5.9 seconds and eliminates any and all acceleration anxiety one might have on highways.

The six-speed automatic transmission worked nicely to manage all that power and Land Rover’s very capable full-time Terrain Sensing 4WD system was set to Snow for the drive down (you can also set it to Sand and Rock Crawl).

The Range Rover was supremely confident driving down the New Jersey Turnpike in snow – of course, I proceeded knowing that other lesser vehicles could indeed impede our path so caution was the watchword of the day.

Handling was surprisingly responsive for a large vehicle. It took me a little while to get used to its size but it was quite happy to take corners at speed and didn’t waver from the course I set.

Hill Descent Control (which I used extensively last year but didn’t need on this trip) electronically controls the throttle and braking to prevent the vehicle from building up excessive speed descending a steep grade. If the car has active cruise control (which mine did not), an emergency braking function in the supercharged version will slow or stop the RR automatically (if the cruise control is engaged) if the car notices traffic slowing down in front.

Land Rover has made significant improvements to the Range Rover’s all-terrain systems in the past two years, adding Sand Launch Control (for easier drive-away) and improving the Rock Control Program (the car is more composed on rocky terrain) and the Gradient Release Control, which inhibits acceleration when descending steep inclines.

Hill Start Assist keeps the car from rolling backwards when the driver moves his foot from brake pedal to accelerator and Gradient Acceleration Control slows the car when descending down steep slopes without having Hill Descent Control engaged.

Click here to continue to Page 2 – Range Rover Interior

2013 Lexus GS 350 Review and Test Drive

Eva Leonard — Thu, 19 Jan 2012 05:17:30 +0000

Twenty-two years ago when Toyota introduced the Lexus LS 400 as the automaker’s first luxury car the emphasis was placed squarely on customer service and value.

At a December press preview of the new Lexus GS 350, which launches in February as the fourth generation of the sport sedan, Brian Smith, Vice President of Lexus Marketing, described the introduction of the car as “a lot more than the launch of a new GS. We’re moving into a much more dynamic driving arena. The GS signifies a new, bolder, more confident direction.”

That new direction means that the GS 350 will be available in rear-wheel drive and all-wheel drive with Premium, Luxury, or F Sport packages. The GS 450 Hybrid goes on sale in the spring.

To compete in the mid-luxury segment, Lexus is pursuing what the company describes as “a new level of design and driving dynamics,” with nine major new introductions planned over the next year and a half. With aggressive international competition clearly in mind, while developing the new GS, Lexus designers traveled to regions of Russia, the Middle East and China to better understand local driving conditions.

A very visible signifier of the changes underway at Lexus is the GS 350’s new trapezoidal spindle grill, but many of the improvements focus on enhanced ergonomics, aerodynamics, power and control. The F Sport’s new Lexus Dynamic Handling System (optional), for example, includes rear-wheel steering. Indeed, I’ve never felt more in control of a car, as it hugged the road with tight, precise handling and responded smoothly and quickly.

The GS 350 has a length of 190.7 inches, a height of 57.3 inches and width of 72.4 inches. Front and rear door openings have been redesigned for easier entrance and exit.

Aero fins on the rear bumper help control air flow for better aerodynamics.

The new interior is easy on the eyes, with a wide layout, a horizontal instrument panel, and LED nightlights on the door panel and center console area. The cabin is more spacious, with more room both in front and in back, and a greater field of vision for the driver. The GS 350 also features 25 % more trunk space and a wider trunk opening.

As they were developing the steering wheel Lexus put pressure sensor gloves on the hands of professional drivers. The result: different areas of the steering wheel vary in shape for a better feel. (The new Hybrid features a completely hand-finished bamboo steering wheel and bamboo interior accents.) Additionally, the steering column angle has been changed from 23° to 21° to help prevent the driver from getting worn out on long trips. To that end, the seats have adjustable shoulder support and extendable thigh support.

Click here to continue to Page 2 – Engine, Fuel Economy, and Safety Features

Lincoln Introduces Elegant Simplicity with MKZ Concept

Jonathan Spira — Tue, 10 Jan 2012 05:01:50 +0000

I first saw the MKZ Concept at a preview in New York City in December and I kept noticing one thing, the mirrors. They were razor sharp and elegant, as was the car itself.

When I was young, our neighbor had an “antique” 1964 Lincoln Continental, a car I consider one of the most elegant American cars to date. While the MKZ is thoroughly modern, it nonetheless has the flair of the Continental.

The uninterrupted panoramic glass roof makes for a very open cabin and the roofline is smooth and flowing.

The view from the side is clean and elegant and there is little unnecessary brightwork or trim – although I would personally stay away from the chrome wheels. I was, however, disappointed that the car didn’t feature suicide doors (for some reason, carmakers shun this term: Rolls-Royce uses “coach doors” for example) in the manner of the ’64.

The interior is wood, aluminum, and leather – think Scandinavian cool – and the seats looked very comfortable (we weren’t allowed to sit in them, however). The concept car’s seats were champagne in color and had unevenly distributed perforations, giving the seats a distinctive appearance.

The dashboard is very high-tech but not off-putting. The instrument cluster is really a 10.1” TFT display and there’s an 8” touchscreen display in the center stack. I’m not a fan of touchscreens (even Lexus has moved to a joystick controller) but the voice commands of Sync and My Lincoln Touch will probably make up for it.
It will be interesting to see how the button-operated electric shift works in person. My first thought was to Packard, which had introduced an electrical push-button shifter in the 1950s but technology has, of course, clearly progressed in the past half century. Most cars with automatic transmissions either have the gear-shift lever attached to the steering column (BMW tried an electronic version of this with the 2001 7er Series, without much success) or in the center console. It will be interesting to see how Lincoln buyers react to this break with tradition.

According to Lincoln, the MKZ Concept “strongly hints” at what the next-generation MKZ will look like. Lincoln, Ford’s sole luxury brand since the disbanding of the automaker’s Premier Automotive Group (which included Aston Martin, Jaguar, Land Rover, and Volvo in addition to Lincoln), considers the redesigned MKZ a key aspect of its transformation to a twenty-first century luxury car maker. Based onwhat we saw of the the MKZ Concept, it looks like they are on their way.

2011 Acura TSX Sport Wagon Review and Test Drive

Paul Riegler — Fri, 21 Oct 2011 04:01:48 +0000

I first saw the new 2011 Acura TSX Sport Wagon, built on the same platform as Acura’s TSX sedan, at the 2010 New York Auto Show. In introducing the car, John Mendel, Acura’s executive vice president of sales, pointedly said that the TSX Sport Wagon was for drivers “seeking a vehicle with utility.”

It’s unfortunate, of course, that you don’t see that many station wagons out on the road these days. This is in no small extent due to the somewhat irrational (in my opinion) love of SUVs despite their poor fuel economy and truck-like handling. Acura, of course, hopes to change this, but America’s love affair with SUVs (which followed America’s love affair with the minivan) is hard to break.

I might see how the Sport Wagon, when viewed from the side, is vaguely “European-inspired,” as Acura is wont to say, but the front, with its ever-present Transformers-like grill, won’t fool anyone.

INSIDE THE ACURA TSX SPORT WAGON

The first thing you notice about the Sport Wagon is how roomy it is. It seats five comfortably and has ample room for whatever the five people might wish to take with them, including a removable side panel that allows golf clubs to fit and under-floor bins for additional storage. The result is up to 60.5 sq. feet of useable cargo space.

Acura does a very good job with electronics, and navigation, phone, and stereo are easy to use. However, there are still too many switches and buttons (I didn’t count, unlike my colleague Jonathan Spira, who has counted over 50 in some Acuras).

Acura still (inexplicably) keeps the cockpit controller on the center stack, even when other Japanese automakers (i.e. Lexus) have copied the Germans and moved it to the center console.

The navigation system now stores map data on a hard disk, which speeds things up, and the system responded quickly to a missed turn by recalculating almost immediately. The maps display at a higher resolution but they are still 2-D and no perspective view is available. Traffic information worked reasonably well and Acura integrates Zagat restaurant ratings and a list of scenic drives into the system as well.

The car had no problem downloading my mobile’s contact list and I was able to speak the name of a contact without having to train the system. Song By Voice allows you to do the same thing with an iPod.

The Tech package’s ELS sound system, 360 watts and eight speakers, produced rich and clear sound and made everything from jazz to classical to pop sound good.

Click here to continue to Page 2 – Driving the 2011 Acura TSX Sport Wagon

2012 Fiat 500c Review and Test Drive

Jonathan Spira — Wed, 12 Oct 2011 16:30:52 +0000

La Dolce Fiat: Does the world need another cute small car that handles well?

Fiat’s “Drive-In” commercial clearly plays to the company’s attempt to transport us to 1950s Italy, showing an original 500 on a drive-in’s movie screen (in black-and-white) while a couple who bring their modern-day 500 to the same drive-in are shown undertaking the same activities as those on screen.

While the 500 may be a novelty to Americans, it’s been a fixture on European roads since 1957.   The current version of the 500 was introduced in Europe in 2007 and it took Fiat’s takeover of Chrysler in the U.S. to bring the 500 to these shores.

The version sold to American buyers, however, has been modified to meet local requirements and tastes. Manufactured in Mexico (the engine is made in Michigan), it has a more robust climate control system, a stiffer suspension, and the option of an automatic transmission.

It has a lot going for it, which could bode well for Fiat’s return to the U.S. market. The Cinquecento (Italian for “five-hundred”) is small, adorably cute, and (most importantly) affordable – and if this sounds familiar, there’s a clear reason: Fiat’s marketing strategy bears a close resemblance to Mini’s.

No matter where I went with the Cinquecento cabriolet, I had admirers (to be honest, they were admiring the car, not me). Its cuteness factor appealed to a wide variety of people (including car salesmen selling other brands as I visited two dealerships while I had the 500 and it seemed at times as if everyone on the sales floor was outside in the parking lot admiring it.

DRIVING THE FIAT 500C

The Cinquecento is as much fun to drive as it looks. Steering is responsive and linear and the Sport button (located on the dashboard) lowers the power assist to just the right level and allows for more feedback. In the ten days I had the 500c, I always remembered to push Sport when getting into the car.

Even though the inline-four only produces 101 hp, the car felt quick. This must have been due to its appearance as it does take 9.6 seconds to get from zero to sixty.   The brakes were more than sufficient in terms of stopping power and they had a nice firm feel.

The ride is surprisingly firm and pleasant, despite the short wheelbase. The suspension was firm yet not harsh; it certainly outhandles other cars in its price range and would probably give a Mini a thrashing on the autocross track.

The only downside is the penalty that drivers will pay for having the (U.S.-only) automatic transmission. While the standard transmission gets 30 mpg (7.8 l/100 km) in the city and 38 mpg (6.2 l/100 km) on the highway, the automatic gets 27 (8.7 l/100 km) and 32 (7.4 l/100 km). The automatic did shift smoothly, however, and it will no doubt be popular with buyers.

Click here to continue to Page 2 – Inside the Fiat 500c and Multimedia Content

Jaguar C-X16 Sports Car Production Concept Review

Jonathan Spira — Sat, 01 Oct 2011 19:00:43 +0000

The realm of concept cars has changed dramatically in recent years. Concept cars used to be purely experimental. Today, many concept cars are teasers, representative of a model that is soon to be introduced but has not yet been officially announced.

The Jaguar C-X16 is one such vehicle. It’s Jaguar’s vision for the twenty-first century sports car and it will become available at your local Jaguar dealer some time next year.

At the launch party at the Frankfurt IAA (Frankfurt Internationle Automobil-Ausstellung), where it was hardly a secret that this was going to be a production vehicle (even a price range was announced), the room was nonetheless silent when the C-X16 made its rather impressive appearance being driven onto the stage.

Jaguar calls the C-X16 a “one plus one” sports car. It’s a two seater but it’s clearly a driver’s car and the passenger is, well, optional. From a design perspective, Jaguar says it has “seductive looks” but that’s probably because they don’t want to say it’s “pure sex” in print. The C-X16 was not only the belle of the Frankfurt IAA ball but, when it goes into production (presuming it does), it will be one of the most distinctive and beautiful cars on the market.

The C-X16 is a hybrid but a rather unusual one. The high-performance hybrid system is activated via a red button on the steering wheel, adding 70 kW (95 hp) and 235 Nm (173 pound-feet) of torque for up to ten seconds on demand. Passing? Going from 80-120 km/h (50-75 mph) takes 2.1 seconds. The car goes from 0-100 km (0-62 mph) in 4.4 seconds.

The car’s 3.0-liter V-6 engine produces 280 kW (380 hp) and 450 Nm (332 pound-feet) of torque and is mated to an eight-speed transmission.

This is why the design of the car’s rear, which was in part borrowed from the C-X75 concept car (more on that later), is so important. As the C-X16 driver blows the doors off everything it passes, that’s probably all other drivers will ever see.

DESIGN

The Jaguar C-X16 is one of the few cars that gives the appearance of motion even when standing still. You may not notice it at first (simply too bedazzled by its beauty?), but the lines of the car are not only clean but the surface itself is very very smooth. There are no wings or spoilers visible.

Upon closer inspection, you may notice something else is missing: namely, that there are no door handles visible. They are completely flush with the car’s surface. A touch-sensitive sensor built into the handle triggers a silent electric motor that raises the handle for entry. And if you look carefully, you will find a front splitter, which provides down force, and that is complemented by the side sills and rear design which use the Venturi effect to channel air smoothly across the sides.

During the launch event I had occasion to chat privately with Ian Callum, Jaguar’s design director and proud father of the C-X16. He sees the hybrid sports car as “the very essence” of Jaguar’s future.

AN UNUSUAL HYBRID

The word “hybrid” has far more associations with cars such as the Toyota Prius than with automobiles capable of going 186 mph, which sounds even more impressive as 300 km/h. A few automakers, notably BMW, have used hybrid options to boost performance to some extent as well, but the C-X16 brings an entirely new meaning to what one envisions when one thinks “hybrid.”

To review, the C-X16 starts with a supercharged 3.0-liter V6 producing 280 kW (375 hp ) and 450 Nm (332 pound-feet ) of torque which is quite respectable on its own. Jaguar then adds the “experimental” high-performance hybrid system that boosts output by 70 kW (94 hp ) and 235 Nm (173 lb-ft ).

The battery pack, charged through braking regeneration, is mounted under the front seats. The C-X16 can run on the petrol motor alone, the electric motor, or both. On electric power alone, the top speed is 80 km/h (50 mph ).

Presuming it goes into production, the C-X16, which has engine shut-off at idle,will be the greenest sports car on the market.. It meets Euro 6 emissions standards (which come into effect in 2014) and the CO₂ rating is 165 g/km.

Jaguar says that the powertrain was inspired by the automaker’s Limo Green XJ prototype whose rear wheels are driven by a 145 kW electric motor fed from a lithium-ion battery pack (under the floor of the trunk).and by the 778-hp C-X75 plug-in hybrid supercar concept that debuted at the 2010 Paris Show. The Limo Green’s motor is recharged by a small petrol motor that serves as a generator, not a direct power plant. The C-X75 had four electric motors, each driving one of its wheels, and the batteries driving these motors got their power from two diesel-fed micro gas turbines.

One look at the C-X16 and one sees a lot of the C-X75 including the front grille and the wrap-around tail lights.   I see the influence of the 1961 E-Type although it is hard to pinpoint exactly where. I just got a feeling of it when standing next to the C-X16.

Click here to continue to Page 2 – The Iconic Jaguar E-Type and Multimedia Content

2012 Mercedes-Benz ML350 4Matic and ML350 BlueTec Review and Test Drive

Jonathan Spira — Mon, 18 Jul 2011 22:03:07 +0000

The all-new 2012 Mercedes-Benz M-Class, which includes the ML350 BlueTec and the ML350 4Matic, refines the Mercedes SUV experience without reinventing the wheel. And despite significant upgrades to the platform and interior, pricing remains the same as the outgoing models.

I spent several days in Missoula, Montana driving the new M-Class models and Mercedes-Benz has clearly built on the strengths of the first two generations while making improvements in certain areas.   Just like the previous models as well as the R-Class and GL-Class, the new M-Class is built at the Mercedes-Benz plant in Tuscaloosa, Alabama, which opened in 1997 specifically to produce the first-generation M-Class.

The M-Class is launching with two versions, the gasoline-powered ML350 4Matic and the diesel ML350 BlueTec. Both are understated and elegant, with sleek, sophisticated lines and a reworked front fascia that now incorporates the vertical corporate Mercedes-Benz grille and 3-pointed star emblem. Prominent design elements include the pronounced hood, the swept-back headlamps, the unique C-pillar design, and the top rear exaggerated spoiler (which is functional). In addition, the rear fascia has been significantly reworked.

While the same basic size and shape as last year’s models, the new M-Class is an inch longer, half an inch wider, and three-quarters of an inch lower than its predecessor. It also has improved storage capacity and a power liftgate is now standard.

INSIDE THE ML350

The new M-Class features many significant improvements to the interior. High quality materials abound, such as fine trim and leather seats. The center display is now larger (7”) and a new 4.5” display between the speedometer and tachometer provides navigation instructions, trip computer functionality, and other useful information. Buttons on the steering wheel provide scrolling as well as function and information selection controls for the display.

Attention to detail is evident everywhere. The steering wheel frames the instrument cluster without obscuring any information. Mercedes’ engineers neatly addressed a problem with the placement of the steering wheel stalks in earlier models. Previously, the cruise control stalk was placed high on the left of the steering column, but in the new M-Class the turn signal stalk is now at 10 o’clock and the cruise control is at 8 o’clock. This sounds trivial but it was far too easy to hit the wrong stalk in the older cars.

Mercedes’ Comand cockpit controller, which controls the central display, has been updated with two favorites buttons, making it more user friendly. For example, you can program them for favorite destinations, such as the doctor’s office or the gym – although for security reasons, I would not recommend programming your home address as a favorite.

One change I’m not a fan of is the relocation of the seat controls to the upper door panel. On the one hand, this makes the controls far more visible, and passengers no longer have to reach down and grope for the controls. However, I found having to reach forward counterintuitive; my hand instinctively reached down to the side of the seat to make adjustments each time I entered the vehicle. But someone driving the car full time should get used to the positioning. I also thought that Mercedes overused aluminum trim in the interior, especially in the center stack.

Other new features include Bluetooth audio streaming, LED daytime running lights, 19” aluminum wheels, heated front seats which are eight-way power adjustable, and aluminum roof rails.

Interior options include open-pore wood, ambient lighting, blind spot monitoring, leather seats and a heated steering wheel. A really cool (literally) optional feature is cupholders that heat and cool your beverage. For the tech savvy, there are optional headrest-mounted iPad docking stations.

Click here to continue to Page 2 – 2012 Mercedes-Benz M-Class Safety Features and Engine

2012 BMW 650i Convertible Review and Test Drive

Jonathan Spira — Fri, 10 Jun 2011 22:45:06 +0000

The BMW 650i Convertible is all-new for 2012 and the drop-top version is being introduced in the U.S. a few months in advance of the coupe, to take advantage of what will hopefully be a warm and sunny summer.

Gone are the odd-looking eyebrows over the headlamps and the odd-shaped trunk lid as well as other design elements championed by BMW’s former chief designer, Chris Bangle. While there is a strong familial resemblance, the third generation of the 6er looks lower, more angular, and far more elegant than its predecessor and indeed, it is longer, wider, and heavier. The 650i shares the robust twin-turbo 4.4-liter V-8 that’s in the 550i and 750i. With 400 horsepower at 5,500 rpm, the 650i now sports 40 additional horses, something that comes in handy considering the extra weight on board.

In May, I had the opportunity to spend a day driving the 650i convertible in sunny Los Cabos on the Baja peninsula in Mexico.

My 400 km drive took me from my hotel, Las Ventanas al Paraiso, along Mexico Highway 1, towards San Jose del Cabo. I continued on Mexican Highway 1 until I reached my destination, La Paz, and then drove the reverse route back to the hotel.

Most of the driving was on well-paved, two-lane highways where speed enforcement was nonexistent. Massive speed bumps slow traffic down as one approaches a town or village. We drove through multiple towns along the way, including Las Cuevas, Buenavista, Los Barriles, San Bartolo, San Antonio, and El Triunfo.

I had heard that driving in Mexico would be interesting, but I didn’t realize that the major difference between driving the US and driving in Mexico is that drivers who want to drive fast in the U.S. have to worry about the highway patrol, while drivers in Mexico who want to go fast only have to worry about the occasional stray horse or cow wandering onto the road.

Signage in Mexico was very clear, and there was a variety of road signs I had to become familiar with. In addition to the ubiquitous speed bump signs and important signs such as “salida” (“exit”), a few of my favorites were “respite las senales” (“obey the road signs”) and “no maltrate las senales” (“don’t abuse the road signs”).    Of course, my very favorite was “curvas peligrosas” (“dangerous curves”).

On the open roads of Baja Sur, heading from Cabo to La Paz, the 650i really shined. The 450 pound-feet of torque were instantly available and made passing slower traffic (and most everyone was slower) a non-issue. The wonderful curvy roads allowed the 650i to surprise me with its agility and grip. Thanks in part to rear-wheel steering, tight corners (“curvas peligrosas”) were no reason to slow down that much.

Click here to continue to Page 2 – BMW 650i: Handling and Dynamics

2011 Nissan Murano CrossCabriolet Review and Test Drive

Paul Riegler — Mon, 30 May 2011 20:26:51 +0000

The Nissan Murano CrossCabriolet is one of the most unusual cars to visit my garage in recent years. Built on the Murano crossover, it is the only car-based, all-wheel driver convertible crossover on the market. Unlike most convertibles, which are sleek and low to the ground, this one is unusually tall at 66” (the new 2012 BMW 650i, which is close in length and width, is a foot shorter).

Two things are evident when climbing into a Murano CrossCabrio. One is the 16” step-in height and the other is the extra large doors

Its proportions may be a bit unconventional and the car received more than the usual amount of stares during the week I spent driving it, but the Murano CrossCabriolet has a certain elegance about it that masks the slightly gawky proportions. And from the cabin, it’s unlike any other car on the road.

Unusual for a convertible, there’s plenty of room in the rear as well as in the front. You could fill the car with four six-foot tall people and everyone would be fine. With the top down, the perspective from higher-up is magnificent and possibly unparalleled.    With the top up, a unique glass panel embedded in the cloth top helps reduce cabin claustrophobia.

The Murano CrossCabriolet is equipped with voice-activated navigation, leather upholstery, heated seats, a Bose sound system with a decent iPod interface, a rear-view camera, and Xenon lights. Our Murano came with the cashmere interior, which includes softer and more luxurious leather seats.

Given the car’s overall size, the trunk capacity (although generous for most convertibles) is somewhat disappointing. With the top up, it holds 12 cubic feet of gear, and eight with the top down. While this is more than almost every other convertible on the market, the Murano CrossCabriolet is a much larger car.

The CrossCabrio is best suited for boulevard driving. Here the driver and passengers have a commanding view of the road and scenery, a feeling that might otherwise only be obtained in the Popemobile. In day-to-day driving, I found CrossCabrio great on non-curvy highways, but once curves were introduced into the equation, it began to feel more than a bit ungainly. Otherwise the ride was comfortable, if not downright plush at times.

The CrossCabrio comes with 230 pounds of additional weight compared to the Murano so Nissan has added in a bit more horsepower (5 hp to be exact) and torque (8 pound-feet), resulting in a 0-60 mph figure of 8.2 seconds (the Murano takes 7.9 seconds to reach the same speed). Acceleration was adequate but clearly the car won’t set any speed records, and the CVT transmission kept the car in the right gear even when we tapped into all of the horses under the hood.

While this car screams tropical island vacation more so than most, it may also be the perfect car for those who want the open-air feeling of a convertible but are not willing to sacrifice comfort and space. Oh, and if you’re running for office, it’s the perfect car to sit in the back seat and have someone drive you in a parade.

–Paul Riegler is Technology Editor of Executive Road Warrior.

Click here to continue to Page 2 for complete specs and three multimedia presentations on the 2011 Nissan Murano CrossCabrio

BMW X3 xDrive35i Review and Road Test

Jonathan Spira — Wed, 11 May 2011 00:43:54 +0000

First introduced in 2003, the BMW X3 is all new for 2011. While over 600,000 original X3s were sold, including 150,000 in the U.S. Production in Graz, Austria ended on August 31st of last year and production of the next generation X3 started the very next day, at BMW’s Spartanburg, South Carolina plant.

The redesigned X3 neatly addresses the two criticisms that we had for the earlier version, namely insufficient legroom in the rear and a harsh ride (although based on the prior generation 3 Series platform, its handling was anything but 3 Series-like).

The new X3 is immediately recognizable as a BMW with a forward-slanting twin-kidney grill and bold contour lines that meet at the grill. Typical of BMW’s Sports Activity Vehicles (which include the X1, X5, and X6), the twin round headlights with round fog lamps form a pattern characteristic of the line. Other familial traits include flared wheel arches with a short overhang both in front and in the rear.

I was surprised at how much bigger the new X3 was when I first got into one. It turns out that its dimensions are close to the first generation X5. As a result, rear seat occupants won’t have to bang their knees against the front seatbacks.

The new X3 is half an inch (12 mm) taller, 3.36” (83 mm) longer, and 1.1” (28 mm) wider. Ground clearance has increased by half an inch (12 mm) and the 110.6” (2810 mm) wheelbase is 0.6 inches (15 mm) longer.

The interior befits a BMW and is markedly improved from the previous generation, which I had criticized as Spartan and inelegant. The driver-oriented cockpit is complemented by the Central Display in the center stack, which features an 8.8” high-resolution trans-reflective screen, making it the largest such display in its class.

I found ample storage compartments, trays, and cup holders throughout the vehicle. The cargo space is versatile. Depending on how you arrange the rear seats (both up, one up, etc.), the cargo volume ranges from 19 to 56.6 cubic feet (550 to 1,600 liters). If you specify the optional rear seats with ski pass-through, they have three segments, making a variety of configurations possible.

Click here to continue to Page 2 – Driving the BMW X3 xDrive35i