Rolls-Royce Makes a Pink Ghost

Rolls-Royce has unveiled a special version of its extended-wheelbase Ghost, called FAB1, with the hopes of helping to raise more than one million pounds (roughly $1.5 million) for a UK charity named Breast Cancer Care. Over the next year, the FAB1 Million Project will see this pink Ghost used to raise money by renting it out for special events and occasions with all of the proceeds going to the charity.

More than just a pretty pink paint job, though, this Ghost demonstrates some of the bespoke options you can order from Rolls-Royce, including pink carpeting, pink leather, pink center caps and even a pink umbrella tucked into the door.
ROLLS-ROYCE MOTOR CARS PROVIDES GHOST EXTENDED WHEELBASE TO FAB1 MILLION PROJECT IN SUPPORT OF BREAST CANCER CARE

Rolls-Royce Motor Cars proudly presents FAB1, a Rolls-Royce Ghost Extended Wheelbase set to support FAB1 Million and Breast Cancer Care.

Headed by Chris Evans, the FAB1 Million project is set to raise £1 million for Breast Cancer Care through making this bespoke Ghost available to hire over the next twelve months. This extraordinary car will make appearances at exclusive events as well as being available for hire for any special day, with all proceeds directly benefiting Breast Cancer Care.

In support of this exciting project and very worthy cause, the Rolls-Royce Bespoke team has prepared a very special motor car, combining numerous exclusive bespoke elements, from pink accented umbrellas, to hand-embroidered headrests featuring the Breast Cancer Care pink ribbon motif. Further enhancements include unique 'FAB1' treadplates and a Blushing Pink and Crème Light interior leather scheme. An uplit Spirit of Ecstasy adorns the silver satin bonnet.

In addition to providing a superior ride experience and ample legroom, the passenger experience of this exceptional Ghost Extended Wheelbase is enhanced with hand veneered picnic tables, 9.2 inch LCD screens and a champagne coolbox. Passengers will be able to relax with a chilled glass of champagne, indulge in a concerto, courtesy of a 10-channel amplifier and 16 speakers delivering 600 Watts of surround sound, or simply sink into sumptuous leather seats and lambswool footmats, relaxing into luxurious silence as they journey to their destination.

"When I received the call from Chris Evans to support FAB1 Million, we immediately sprang into action," said Jolyon Nash, Sales and Marketing Director. "It's taken countless hours to create such a special car but every minute spent is absolutely worth it for such a valuable cause. We wish the project every success."

The project is set to launch on Thursday 18 April with a star-studded point to point drive in FAB1 from Land's End to John O'Groats.

Hyundai Envisions an Egg Car

Engineers from the Korean automaker have created their vision of future and eco-friendly transportation. And it looks like an egg. This is what we may all possibly be driving in the next 20 to 30 years. Yes, the thought bothers us as well, but this isn’t the first time we’ve seen a major automaker toy around with the idea of building a car shaped like an egg. Now its Hyundai’s turn to give us nightmares regarding one of its visions of the future transportation. This new single-person prototype, called the E4U Egg Car (seriously), a prototype that weighs 176 lbs and has a maximum speed of only 15 mph.

The 4 Es stand for Egg, Evolution, Electricity and Eco-friendliness. Created by company engineers for the IDEA festival, the project is a design study on the future of mobility. The E4U is powered by four electric motors and propellers which give it the ability to hover above ground. The driver can even "talk" to the car via a wireless head set to tell it to switch the seating position from that of a car into a bike. Along with the egg car, Hyundai also debuted a multi-rotor flying car, a spare-tire electric bike, a portable transforming car, a five-jointed car, a road car/bike and a wind bike.

Expensive Failures: Bugatti EB110

Impressive as it was, the EB110 was done in by poor planning and bad timing.

You’ve really got to love the EB110, and your love for it should not be diminished by the fact that it was a flop. The fact is that there were several different factors which led to the downfall of this particular incarnation of Bugatti, but the quality of the car itself was never an issue. For the time, the car was a high-tech wonder, and produced performance figures which are still quite respectable 20 years later. But it still went under. Still, few marques in history carry with them the sort of gravitas that is associated with Bugatti.

After the company went bust following the difficulty of resuming operations after WWI and the death of Ettore Bugatti in 1947, there were several attempts to revive the brand. The first couple failed before even getting off the ground, and the company was absorbed by its own aircraft division, and then bigger aircraft companies during the Sixties. But in 1987, Romano Artioli attempted a full-on revival of the brand, complete with the sort of world-beating models that had made the brand what it was in the first place. The plans for the first car came in 1989, from designers Paulo Stanzani and Marcello Gandini.

You might recognize Gandini’s name from the article on the Cizeta V16T, or perhaps from his having designed the Lamborghini Miura, Countach and the original version of the Diablo. A new state-of-the-art factory was built in Campogalliano, Italy, to build the car, and if it isn’t already obvious, this was to be a much more Italian-influenced incarnation of Bugatti. But that’s fine, there are obviously plenty of amazing cars to come from Italy. And although he was a naturalized French citizen, Ettore Bugatti himself was born in Milan. The car adopted his initials EB and coupled them with the number 110 in reference to the 110th anniversary of Ettore’s birth.

Production would begin in 1991, and the completed product was a technological marvel. The body was built by Aerospatiale, a French airplane manufacturer, and was made of carbon fiber. There was a speed-sensitive raising rear wing as well as all-wheel-drive. Some have seen the scissor doors as a blatant Lamborghini rip-off, but the car was designed by the man who invented scissor doors, and could be argued to have more right to them than any post-Gandini Lambo. The engine was a 3.5-liter quad-turbo 12 which produced 553 horsepower. The later EB110 SS would push that figure to 603 horsepower while simultaneously coming in slightly lighter.

The EB110 could hit 62 mph in 4.2 seconds and a top speed of 213 mph, while the SS could do a 3.2-second 0-62 and a 216 mph top speed. We’re therefore talking about a pretty impressive car for 1991, so what went wrong? Well, there were a couple of problems. One was a recession that hit North America and Europe right at about the time the EB110 debuted. The $350,000 price tag (about $580,000 in today's money) was therefore not ideal. But the company was also sinking money into a sedan project - appropriately enough called the EB112, since it kicked off in 1993.Lastly, Artioli decided to buy up Lotus from GM to add to this expanding empire. But without EB110 sales able to keep pace with the money being spent on new development and acquisitions, Bugatti went bankrupt in 1995. In the end, just 139 units were produced, making the Veyron seem downright common by comparison. What Bugatti really needed, and ultimately got, was the backing of a huge automaker to help with development costs and keep market fluctuations from having such a devastating effect on its bottom line. The EB110 should have been a winning formula, but the timing just wasn’t right.

2013 Porsche Boxster Review - Video

The Porsche Boxster really didn’t need a wholesale redesign. Since its introduction in 1997, Porsche has tweaked, fiddled with, and upgraded the roadster nearly every year, keeping it feeling modern and fully competitive. Even in the outgoing generation’s final two model years, it remained the benchmark for its class, winning our Best-Handling Cars under $100K competition and taking home another couple of 10Best trophies. Despite the outgoing car’s inarguable excellence, the 2013 Boxster rides on a new platform.

Known internally as the 981, this Boxster generation has grown by 1.3 inches in overall length, and its wheelbase has stretched by 2.4 inches. Torsional rigidity is up by 40 percent, and the center of gravity falls by nearly a quarter of an inch. To keep mass in check, aluminum is used more extensively than before, a magnesium instrument-panel support was adopted, and the top design is lighter. According to Porsche, the regular Boxster weighs in at 2882 pounds, or 55 fewer pounds than the previous version. The Boxster S sheds more weight—77 pounds—to come in at an estimated 2970 pounds. Maybe that new platform wasn’t such a bad idea after all.

New Bones, Familiar Hearts

A couple of things Porsche didn’t radically change were the Boxster’s flat-six engines. The base versions decrease in displacement from 2.9 liters to 2.7 due to reduced bore and stroke measurements. Still, a new intake, cylinder-head revisions, and a less-restrictive exhaust freed up 10 additional hp for a total of 265 horses at 6700 rpm, but torque falls by 7 lb-ft to 207. The men from Stuttgart claim a 0-to-60-mph time of 5.5 seconds for the base Boxster; the perhaps more impressive assertion is a 15-percent improvement in fuel economy. Boxster S models, like the ones we drove in Europe, retain their 3.4-liter flat-six engine, but intake and exhaust modifications raise the power by five to 315 hp at 6700 rpm. A variable intake adds some low-end torque and smoothes the power delivery, but peak torque remains at 266 lb-ft. Flat-foot the 3.4, and power builds without any dips or surges. We’d like a bit more torque to push us a bit harder into the seat, but we can’t complain about the engine’s joyous sound at the 7800-rpm redline or the likely conservative 4.8-second 0-to-60 claim. Although the Boxster S has been tuned to maintain a respectful distance from the latest 911—the same basic 3.4-liter makes 350 hp in the base Carrera—there still is some room to create more powerful derivatives. A redesigned Cayman coupe is on the way, for example, and we’d expect something like the Boxster spyder to reappear at some time. (A four-cylinder version may still emerge, as well.)

Another obvious line in the sand between the Boxster and 911 concerns the two cars’ manual transmissions. Boxsters get last year’s six-speed manual; the new 911 has the novel seven-speed manual transmission. In addition to keeping some parts unique to the 911, cost seems to have been the main reason for carrying over the previous six-speed. We’re not going to question the decision: The transmission is brilliant, with short throws and a satisfying mechanical feel that the $3200 seven-speed dual-clutch automatic can never replicate. However, the PDK dual-clutch seven-speed is also pretty outstanding. The latest PDK fitted to the Boxster boasts reduced shift times and fuel-efficiency improvements. Downshifts occur quickly, and there is no hesitation or delay when you demand a multigear downshift. The gearbox will happily snap off a six-to-two swap, and there’s something satisfying about that, too.

Electric Power Steering: Good, but Something Has Been Lost

We’re learning to come to terms with the electric power steering. As in the new 911, the nuanced road feel, tiny vibrations, and tactility of the previous hydraulic steering system are gone, victims of a quest for refinement. Steering feel was a major differentiator between previous Porsche sports cars and their competition, and now that the unfiltered and direct conduit between road and driver has disappeared, we miss it. The electric power steering requires less work than it did before, thanks to lighter weight. It’s faithfully accurate, but at the same time it’s less involving.

It also takes less work to exploit the chassis’s impressive grip. The track of the new platform is up to 1.6 inches wider at the front and up to 0.7 inch wider at the rear. The extra width adds a measure of stability that makes it very, very easy to drive quickly. Some of the nimbleness and compact feel of the previous generation is gone, but overall cornering stability is improved, and you feel more secure approaching what likely are higher overall limits. Some of that security might be due in part to the active transmission mounts. Like the active engine mounts available in the 911, the Boxster’s magnetorheological transmission mounts (a part of the optional Sport Chrono package) can stiffen or relax. The mounts soften to keep the powertrain isolated in less aggressive driving; get frisky, and they stiffen to ensure that transmission movement doesn’t affect dynamics. Also newly available in the Boxster is PTV, or Porsche Torque Vectoring. PTV incorporates a locking mechanical rear differential that works with individual rear brakes to help the Boxster turn into a corner. Even with the stability control fully shut off, PTV’s brake-intervention function remains active to aid turn-in and handling.

More Aggressive and Exotic Looks

A new generation naturally brings new styling, and we think the latest Boxster looks great. Nearly one inch has been pared from the front overhang, and the windshield is shorter and has been moved toward the front of the car by nearly four inches. The proportions are more aggressive and exotic than before. Large air intakes in front of the rear wheels define the sides, starting as creases in the doors. The headlights mimic those of the upcoming 918 supercar. The turn signals are pinched out of the taillights, and the resulting crease spans the entire rear of the Boxster to form the rear spoiler and house the reverse light. Other than that admittedly original flourish, the design is clean and free of excessive ornamentation. Like all Porsches, the front fenders are clearly visible from the driver’s seat. In the latest Boxster, a strong crease runs along the inside edge of the fenders, which makes them appear less rounded than those of the previous model, or even the new 911.

Interior space is excellent, and an extra inch of rearward travel has been added to the seats—a boon for tallish drivers. Like the exterior, the interior is completely new yet feels familiar. The familiarity comes from the Boxster’s joining the rest of the Porsche family in adopting a tall center console that houses the shifter and a number of secondary switches. The quality of the interior’s plastic parts is impressive and makes the optional Leather package seem unnecessary. New seats, borrowed from the 911, offer terrific lateral support and hours of comfort.

Prices start at $50,450 for the base Boxster. Adding $10,000 worth of options is an easy thing to do, at which point it might be worth considering the $61,850 Boxster S. Either way, you’ll end up with a car that strikes us as a bit of a bargain, especially when compared with the $94,650 911 cabriolet. The Boxster remains the only mid-engine sports car in its class, and we’d wager that this new version will sit right up front when it meets its peers in a future comparison test.

2013 Nissan Pathfinder SL 4x4 Review

Butterflies are some of nature’s most beautiful creations. These delicate insects come in a huge range of shapes and sizes, not to mention just about every color of the rainbow. It’s hard to believe such otherworldly creatures are born of wrinkly, sausage-shaped caterpillars.

FAST FACTS

1. A 3.5L V6 makes 260 hp and 240 lb-ft of torque, a little bit less than some of the competition, but you won’t notice the difference. 2. A CVT transmission is standard, which takes a lot of the fun out of driving but really does help improve fuel economy. 3. FWD versions can return 20 mpg city and 26 mpg on the highway for an average of 22 MPG. AWD models lose one mpg in each category. 4. Pricing starts at roughly $29,500, including destination and delivery fees. The top-of-the-line Platinum Premium version at nearly $43,000!

Traditional sport-utility vehicles have been undergoing a similar metamorphosis. Over the last few years they’ve been shedding their crude, truck-based bones for lighter unibody architectures.

One of the latest SUVs to trade its full-frame in for a passenger-car platform is the Nissan Pathfinder. This redesigned crossover delivers sleek styling, a spacious interior for people and payload as well as impressive fuel economy. So is it the ultimate family vehicle or just another delicate beauty?

INSIDE, OUTSIDE, UPSIDE-DOWN

 

Unveiled at the 2012 North American International Auto Show as a concept, designers stayed faithful to that handsome model. The production version is one of the nicest-looking vehicles in its class, which includes vehicles like the Chevrolet Traverse and Honda Pilot. It has an elegant, cleanly styled body. Such restraint and sophistication are more in the realm of Audi than Nissan.

But ultimately it’s what’s inside that matters most. An haute couture body can be completely let down by a slipshod interior. Luckily for passengers the Pathfinder avoids this pitfall.

Its dashboard is simple and lacks any unnecessary swoops or surface fussiness. The square-looking instrument panel is punctuated by circular air vents on the driver and passenger sides. It’s constructed of decently grained hard plastic that feels as sturdy as the Lincoln Memorial.

It really doesn’t matter if the dashboard is hard. Where extra squish counts is on the doors, and this Nissan’s panels are covered in gooey-soft nougat. It’s like resting your elbows on freshly baked cinnamon buns, except you don’t have to worry about staining your clothes with icing… or licking it off afterward.

One minor complaint about the Pathfinder’s interior has to do with noise. Out and about it seems a little louder than other vehicles on the market, but it’s hardly a big deal. Automakers have practically exterminated wind and road noise over the last decade so hearing a tiny bit of it is actually unusual.

Seating accommodations are worthy of applause. The front chairs are comfortable and spacious; there’s even ample foot room, unlike the Ford Explorer’s front floors for instance, which are lumpier than a sack of Idaho Russets, and just about as cramped.

The second row is nearly as generous and relaxing. The seat backs recline as well as side fore and aft, but that’s not the limit of their abilities. The so-called “EZ Flex Seating System with LATCH AND GLIDE” allows the chairs to fold up like a yoga guru and slide out of the way, opening a generous pathway to the third-row.

Speaking of the bus’ back seat, it’s very tight. Like the fitting rooms at a Gymboree the Pathfinder’s rearmost bench is a kids-only zone.

MECHANICAL ENGINEERING

 

Hauling all of those seats around is a 3.5-liter V6 engine. It delivers an inconspicuous 260 horsepower and 240 lb-ft of torque. Most of its competition puts out closer to 300 ponies but you won’t notice the difference. This powerplant is a member of Nissan’s world-famous VQ family which means it’s pretty smooth and snarls nicely when the throttle is cracked.

The engine is matched exclusively to a Continuously Variable Transmission (CVT). For everyday use this “gearbox” is fine; it moves the vehicle down the road with little drama. But get on the accelerator and it becomes a major letdown.

CVTs are typically paired with buzzing, malnourished four-cylinder engines, like the one in Nissan’s own Sentra. Thankfully the VQ is a tremendous powerplant and makes up for much the transmission’s objectionable behavior. Generally CVTs impart a slipping sensation and also tend to make engines moan and drone, especially under heavy acceleration.

All-wheel drive is optional – Nissan’s “ALL-MODE 4x4-i System.” It can be left in front-wheel mode for maximum efficiency; it has an automatic all-wheel-drive setting to tackle unexpected situations; and it even has a four-wheel-lock setting for maximum traction in severe conditions. This is all controlled by a simple knob located aft of the shift lever on the center console.

Nissan claims the 2013 Pathfinder offers more standard towing capability than any other vehicle in its class. Whether it’s a base model or the range-topping Platinum Premium they can all drag 5,000 pounds behind them with no need for an extra trailer-tow package.

MILEAGE MAKER

Improved fuel economy is a major reason Nissan switched the Pathfinder from body-on-frame construction to a car-based architecture. The 2013 model is supposedly up to 30 percent more efficient than its predecessor.

The two-wheel-drive model can deliver 20 miles per gallon in the city and up to 26 on the highway, numbers that just 10 years ago compact cars had trouble achieving. The midlevel SL version provided to AutoGuide for evaluation was saddled with the extra weight and friction of all-wheel drive. Its economy scores are one MPG less on each cycle, but still pretty damn impressive. In heavy-footed driving we managed to beat the average by half a mile-per-gallon for a total of 21.5 MPG.

While CVTs may throw a sopping-wet comforter on the driving experience, they’re really good for fuel economy because, depending on conditions, they keep the engine spinning at its most efficient speed. And Nissan’s CVTs are probably the best in the business.

TECH TREK

A color display is the center of attention in the Pathfinder’s interior but it’s a bit of a bait and switch, at least on lower-end models. It looks like a touch screen but probe it with a digit and nothing happens. Rather than human fingers it’s controlled by a smattering of buttons underneath screen as well as a large knob. After a week of testing the Pathfinder’s display was littered with greasy prints. I need to wash my hands more often…

The screen shows all kinds of functions from radio presets to the temperature of the air spit out by the climate-control system. It’s kind of overkill for such basic functions but a proper touch-based navigation system is standard on the high-end Platinum model.

The Bluetooth interface is one area of the Pathfinder’s cabin that is frustrating, like maddening, rip-your-hair-out-in-bloody-clumps aggravating. Counter intuitively it seems phones can only be paired by pressing the voice button on the steering wheel. On every other telematics system that comes to mind this same task is accomplished by diving into the settings menu on the display screen. I only discovered how to configure it up after pressing the “voice” button on the steering wheel by accident.

With that hurdle out of the way, pairing my phone was a cakewalk. All seemed right with the world but the Pathfinder had other ideas. I could accept incoming calls without issue, but attempting to voice dial by name was a complete, utter, total, abject failure, even after downloading my contacts. Not once did it work properly. Zero, nada, didn’t happen. Maybe my handset is not supported by the back end of Nissan’s infotainment system, or perhaps I was using it wrong, but still, it shouldn’t be this hard. From my experience other automakers do a much better job with telematics technology.

ALL ABOUT THE BENJAMINS

 

An entry-level Pathfinder will set you back about $29,500, including destination and delivery fees. That gets you a nicely equipped S model with front-wheel drive, power windows, cruise control and an in-cabin micro filter. The mid-range SL version we tested cost a hair more than $38,000 out the door, which is pretty reasonable by today’s standards for a well-appointed, three-row, seven-seat crossover.

THE VERDICT

The 2013 Nissan Pathfinder is a great vehicle for families. It offers oodles of passenger comfort, a pleasant driving experience and great fuel economy. It’s also stylish and built for the long haul. It’s a great alternative to the Ford Explorer, Chevrolet Traverse or Toyota Highlander. Just like a caterpillar morphing into a butterfly Nissan has successfully taken the crude, truck-based Pathfinder and transformed it into something beautiful.

LOVE IT Sleek exterior design Comfortable interior Ingenious second-row seats Smooth engine Fuel economy

LEAVE IT Continuously Variable Transmission Obstreperous telematics system Cramped third row seats Elevated interior noise

2013 Land Rover LR2 Review - Video

There’s something that a little boy and the Land Rover LR2 have in common: They never met a puddle or hill that they didn’t think had their name written all over or in it. And in most cases they can wear mud pretty well, even if it doesn't seem like their parents want them running through the mucky stuff.

But turning to the LR2, does it duplicate the efforts of its sexier, fashionista brother, the Range Rover Evoque, now that both offer the same more powerful and more fuel efficient four-cylinder turbo engine?

Lining up behind the Evoque
A five-passenger crossover with a hint of ruggedness, the 2013 Land Rover LR2 is helping to make the Ford-developed 2.0-liter turbocharged engine one of the most widely used contemporary powerplants in existence. Seen in a variety of applications ranging from the Ford Fusion to the Jaguar XF, the 2.0 manages to have just the right amount of testosterone to act like the rest of the folks at Land Rover’s big boy table.

The baby Land Rover’s version makes 240 horsepower at 5,500 rpm and 250 lb-ft of torque at 3,200 rpm. For those keeping track, that’s an increase of 10 ponies and 16 lb-ft, respectively, over the outgoing six-cylinder.

Fuel economy increases to 17/24 mpg, which is a big bump over the old six but still shy of the more svelte Evoque's 20/28 mpg.

The engine is coupled to a six-speed automatic transmission with normal and sport modes plus a manual-style gate. Befitting the Land Rover badge, it is all coupled to a full-time four-wheel drive system with a Haldex rear differential that automatically splits power between the rear wheels. Heavily biased to the front wheels under normal conditions, power nearly instantly transfers rearward when needed.

The LR2’s Terrain Response system remains one of the core features of the entire Land Rover brand, even though this little 'ute does without a two-speed transfer case. Now operated by a button controller on the center console, Terrain Response varies engine, transmission, traction and dynamic stability controls as well as changing settings for general driving, grass/gravel/snow, mud and sandy terrains. And lest anyone suggest otherwise, the LR2 is also equipped with Hill Descent Control for moderated downhill maneuvers.

At first glance
Newly updated, the look remains the same with the addition of updated headlamps, new wheels and other minor trim enhancements. Lovers of a two-box design strategy will not be disappointed. The short front and rear overhangs help to facilitate the angle of attack that the LR2 is capable of while going up or down a hill, and the sealing around the doors help to keep the more liquid of elements at bay. We know they are not the same vehicle, yet still can’t help but see similarities between the LR2 and Ford’s circa 2012 Escape.

Inside the smallest of the Land Rover set, the interior begins to approach the refinement found in the Evoque. A pair of standard sunroofs allows light in, while a new center console features a seven-inch touch screen as well as a Meridian audio system. A rearview camera helps HSE-trim LR2s with hitch-assist for one-person trailer hitching with up to 4,000 lbs. of towing capability. We've never seen an LR2 lug anything, but the Brits enjoy hooking up their “caravans” for weekend outings.

Road warrior
Cruising through Mont Tremblant’s frozen tundra proved an exercise in finesse and tiptoeing. For those of us used to dry, well-laid asphalt, prepping for the slush and snow is not a light undertaking. Our LR2 was equipped with enough safety features and nannies to make sure the shiny side stayed up in all but the most extreme cases.

The steering was well-modulated with good road feel. A well-sorted unit, it provided a firm rudder to steer the small SUV over icy patches, which crackled with each gentle rotation of the tire. We found the Terrain Response system just as easy to operate with buttons as with the previous dial. The settings were especially useful when called on to climb a hill, go over moguls, or ford a stream.

The interior was not “church mouse quiet,” which was probably due to the loudish nature of the mud and snow-rated tires. The 2.0-liter engine offered substantial motivation and torque to help it get out of dicey situations, a vast improvement over the old six-cylinder despite the modest power increase. Such was the case when going around a sweeping right-hander, and the tail decides it needs to hang out for just a moment.

An increase in throttle straightened the LR2 out and we were quickly on our way.

Leftlane's bottom line
Now more than ever ready to channel your inner road warrior, the LR2 is loaded with its share of Land Rover DNA for off-roading and on-roading to the local mall.

Newly refreshed with contemporary restyling and interior fitments, the Land Rover LR2 features a higher quality feel than ever before, which should keep it competitive against rivals like the BMW X3 and Mercedes-Benz GLK.

2013 Land Rover LR2 base price, $37,250.

2014 BMW 3 Series GT Review

When BMW revealed its intent to give the smaller 3 Series a Gran Turismo derivative like its 5 Series brother, there were cries and protests about the end result. Would it share the divisive styling and heavy dual-trunk system? Would North Americans run in fear from a vehicle completely out of line to their tastes?

Thankfully, that's not the case.

FAST FACTS

1. Riding on a longer wheelbase than the 3 Series wagon, the GT offers 2.3-inches more rear-seat legroom. 2. 18.4 cu-ft of cargo space is more than what’s offered in the wagon. 3. Pricing has yet to be announced but expect to pay a premium over the $41,450 Sport Wagon.

GENEROUS CABIN ROOM

The GT is 7.9-inches longer and 3.2-inches taller than the new 3 Series Sports Wagon and carryover sedan. More importantly, its wheelbase is around 4.3-inches longer than its more traditional siblings. In fact, the GT shares the same extended platform found under the stretched 3 Series limousine made exclusively for China. The benefits include 2.3 inches of increased rear-seat room than in the Sports Wagon, which makes the GT a more comfortable and versatile package.BMW claims 7 Series levels of headroom both front and rear, and even for drivers well over six feet tall, the cabin is comfortable no matter which seat you're in. The rear seatbacks are also adjustable for rake, although since the manual control sits above your outside shoulder, it’s awkward to use when you’re belted in place.

HATCH OPENS EASILY, EVEN WITH YOUR FOOT

Fear not: the fifth door is simple to use with no sign of the contrived dual-opening system on the larger 5 GT. BMW also used a foot-operated trunk system, like Ford does with the C-Max and Escape, which is convenient when your hands are full.The cargo area is obviously larger than the sedan's, but more surprisingly, it beats the Sport Wagon’s too. The GT offers 18.4 cu-ft – that’s one more than the wagon – and easily expands to 56.5 cu-ft with the 40/20/40-split rear seats folded. The rear chairs easily tumble forward with one pull of a trunk-mounted handle, which is a simple, mechanical action without the risk of motors or actuators burning out over time.

Like every non-M BMW, the GT doesn't carry a spare tire. But the area under the cargo floor features a couple separated compartments and room to stow the two-piece removable cargo shelf. Surprisingly, another pneumatic strut supports the raised ‘floor’ to make finding things much simpler.

FIRST BMW TO USE AN AUTOMATICALLY-DEPLOYING SPOILER

 

Design-wise, the 3 GT is easily recognizable as a 3 Series variant from the front, and at first glance you’d be forgiven for thinking not much was changed in the process. However, the Gran Turismo has its own unique touches, like functional (although questionably styled) fender-mounted vents that allow the larger vehicle to be more aerodynamically efficient. BMW’s first electrically adjustable rear spoiler does the same job, deploying at 70 mph to keep things more stable at speed. Drop back below 45 mph and it’ll retract automatically.

The cabin is instantly recognizable as a BMW with a driver-oriented cockpit, nice materials and expensive trim. The front seats are easily adjustable and supportive, as was the steering wheel with its secondary controls for the audio, cruise control and menu systems.

SPEEDY AND EFFICIENT

The cars we got to play with were 35i variants, meaning the familiar turbocharged 3.0-liter inline-six with 300 horsepower and 300 lb-ft of torque. While a six-speed manual is available in some markets, ours had BMW's excellent eight-speed automatic transmission sending power to the rear wheels.

An entry-level 2.0-liter turbocharged four-cylinder engine with 241 hp and 255 lb-ft of torque will complement the aforementioned upmarket ‘six’. Other markets will get xDrive all-wheel drive, but nothing’s confirmed for the US yet.Our 335i GT test car is rated at 22 US mpg in the city and 38 on the highway (EU Cycle), while the 328i version gets 28/44; we’ll have to wait until closer to its late-Summer launch in North America to get more appropriate figures. For comparison sake, both the 328i and 335i are rated at 23/33 mpg by the US EPA so we’d guess the larger, heavier GT to at best match those more realistic numbers.

HANDLING IS TRUE TO THE BRAND

To ensure the 3 GT handles like a BMW, the car uses the same MacPherson struts up front with a five-link setup out back as its siblings and shares the same 50/50 weight distribution. But the GT sits one inch higher than the sedan and Sport Wagon to help with ease of entry.

Sport and M-Sport models put the body 0.4 inches closer to the earth (meaning only a 0.6-inch total gain), but also include stiffer adjustable suspension and larger wheels. The Driver Experience Control will be standard on every model, and uses pre-programmed settings for comfort, sport, sport plus and now Eco Pro. Each one not only adjusts spring damping, but also steering effort, shift timing, throttle response and more.

Eco Pro is the ‘green’ option that when driven sensibly, seriously improves fuel mileage. There’s even an option that gives you Eco Pro routes via the navigation system that’ll help you use nearly 20 percent less gas by avoiding traffic tie-ups tooThankfully, the two-day test route avoided the chaos of Palermo, Sicily’s largest city. But the routes around and over the mountainous island proved extremely entertaining, The Gran Turismo is a great driving partner, pretty well hiding its slightly taller driving height.

Our tester was essentially loaded in M Sport trim, which included 19-inch wheels with summer performance tires. Given that the weather on the first day rarely crept into the mid-40s, we were reasonably close to having hockey pucks instead of sticky rubber. The cold temps, along with draining water rushing down most every street, carrying grit and dust onto the mostly smooth roads, meant we kept speeds in check for most of the drive. Add in the occasionally suicidal Italian drivers and keeping on our toes was a real priority.

The GT is nimble enough to not get too fussed over the roads or our driving. It features BMW's first electrically assisted steering and the final tuning is well judged. Feedback is pretty good through the steering wheel. The car is easy to place, which when the roads twist and turn this much is key to both enjoyment and safety... Also, the big M-Sport brakes never felt too stressed, and only a couple occasions was ABS called into play.

The automatic transmission is well behaved too. On the rare occasion when we got caught behind someone not going balls-out, the unit drops two or three gears in a snap when the gas pedal is suddenly floored. For more control, the optional shift paddles behind the steering wheel came in handy, but with so many gears and such a wide torque curve, they weren't used often.

THE $64,000 QUESTION

While BMW won’t announce pricing until later this spring, there are a few general assumptions that we can make. Given that the 5 GT is positioned above the sedan when it comes to sticker price, it’d be safe to guess that the 3 GT will hold the same spot against the 3 Series sedan and Sport Wagon. Currently, the 328i sedan has an MSRP of $36,850, while the newly announced 328i xDrive Sport Wagon will be $41,450. Don’t be surprised at starting prices of $45,000 for the 328i Gran Turismo. Also, since the 335i sedan starts at $43,150, the equivalent GT will probably run close to $50,000. And no, there won’t be a 335i Sport Wagon at all, so if you’re looking for the turbo-six with more space than the sedan, the Gran Turismo would be your only option.

BMW will offer the 3 GT in three different ‘lines’ that have unique wheel designs, exterior trim treatments, and interior accents. There will be Luxury, which is the chromier, more traditional option with multi-spoke wheels; Sport, which has gloss-black exterior accents and inside; and Modern, which evokes lighter tones like European furniture. Finally, there’s the optional M-Sport package, which gets a unique front fascia, larger wheels, and the ubiquitous ‘M’ badge thrown around inside and out.Like the 5 GT, the 3 Gran Turismo appears to have no real natural rivals. The Audi A4 Allroad features a similarly raised ride height and more room than the A4 sedan, but it plays to a different market and can’t match the GT’s rear-seat spaciousness ¬– it’s also only available with a 4-cylinder. Other small luxury crossovers generally are significantly taller or play the faux-off-road card, and in any case, BMW has a couple more ‘traditional’ tall wagons like the X1 and X3 built with those other competitors in mind.

THE VERDICT

Overall, the 3 GT feels like a much more complete product than its 5 GT cousin, and hatch-loving buyers should find plenty to like. Even though its projected price is higher than its cousins, it is the largest, most flexible and stretch-out-able 3 Series yet, which means it’ll entertain you and your passengers too.

LOVE IT 7 Series head and legroom More cargo capacity than new Sports Wagon Drives like a BMW

LEAVE IT Fender vents of questionable design Most expensive 3 Series No optional xDrive yet