First Drive: 2019 BMW X4

SPARTANBURG, South Carolina — Today, we’re going to try something different: Instead of me writing this review of the new 2019 BMW X4, you’re going to do it.

Hold on, you say, I haven’t driven the 2019 X4! Probably true, since the new iteration of the X4 doesn’t go on sale until July, and I don’t recall seeing you at the press preview. But that’s why I chose a BMW for this little experiment: When it comes to product-to-product consistency, no one does a better job. If you’ve had any seat time in a late-model Bimmer, you’ll know exactly what to expect.

Don’t worry, I’ll talk you through the process. For starters, you’ll need a strong opener. A lot of reviews of a redesigned car start with comparisons to the old version; they’ll cite sales statics (200,000 sold since 2015) or tell you the new X4 is based on X3 bones and is 3.0-inches longer, 1.4-inch wider, and has a 2.1-inch longer wheelbase than the outgoing one. My advice: Don’t bother. This is a BMW and people want to know how it drives, so skip the foreplay and get right to the main event.

This puts you face to face with your first challenge: How do you describe the X4’s dynamics without veering off into cliché? Most vehicles have one overarching characteristic, and that becomes the hook on which to hang your review. The X4 reminded me of my first drive of a first-gen X6—it feels like you’re driving a sport sedan, but your eye-point seems to be about a foot higher off the ground than it ought to be. Feel free to use my idea, but if you do, I suggest mentioning that that the X4 lacks the ponderous feel of that first X6 despite weighing only 200-400 lbs less. BMW worked hard to keep the X4’s weight down and it shows.

Having not attended the press preview, you’re at a bit of a disadvantage, but I’ll give you the Cliff’s notes: BMW set us loose on the test track near the Spartanburg, SC factory where the X4 will be built, but more telling was the wet skid pad, which they had us circle with stability control shut off. We were advised to build up speed and lift off the gas quickly to get the back end loose, and then to correct it with throttle rather than steering. Booting the accelerator causes the xDrive system to direct power to the front wheels, allowing the X4 to pull itself out of the skid. It was a lot of fun, all in the name of responsible journalism, of course. Go ahead and relate this experience as if it was your own, but be sure to include some sort of don’t-try-this-at-home disclaimer. (And if you could leave out the bit about the two or three times I spun the X4, I’d appreciate that.)

This being a BMW, you’ll probably want to complain about the steering, since that seems to be the thing to do these days. BMW, like most manufacturers, lost some of its trademark steering feel when they switched from hydraulic to electric, and no one in the press seems content to let them live it down. To be fair, all of our bitching seems to be driving improvement: The 2019 X4 has a new variable-ratio setup that improves on-center response while reducing wheel-twirling when parking. It’s a good idea—General Motors started using it in the late 1960s—and worth mentioning in your review. Personally, I liked the X4’s steering, though I agree that feedback isn’t a strong point and I found it a bit lacking. I prefer Audi’s lighter steering, as I find it easier to feel the road when I’m not muscling the wheel to change direction. But that’s my opinion. Feel free to pontificate on your own.

That said, don’t get too wrapped up in the details; this is a first drive and what you need to convey is the overall feel of the car. That’s why the 2019 BMW X4 is such a good fodder for your first review, because it feels quick, stable, comfortable and confident regardless of the road surface, and that’s what BMWs do best.

Engines and performance ought to be covered in detail. BMW offers two powerplants, and seeing as you’re writing for Automobile Magazine, you should spend most of your time with the more powerful M40i. Be sure to hit the engine specs—3.0-liter turbocharged straight-six, 360 hp, 396 lb-ft of torque—but as with handling, it’s important to describe the feel of the engine. You can cite the BMW’s claimed 4.3-second 0-60 mph run, but you need to talk about how that power is delivered, with a brief turbo-lag pause before the X4 picks up her skirts and dashes for the horizon. You’ll also want to mention the instant mid-range punch, which is the real magic of a turbo-six that does the work of an eight.

I’d suggest talking about the soundtrack, too. With the 2019 X4 M40i in Comfort mode, you get a lovely straight-six wail under power that settles down to silence as the standard-fit eight-speed automatic shifts up into the higher gears. (See what I did there? I forgot to mention the tranny specs above, so I snuck it into the text. Call it a trick of the trade.) In Sport mode, the transmission keeps the revs up and the exhaust makes a lovely “POOM” noise as the transmission upshifts. Sport mode also yields some crackling and popping on the overrun, though it’s so muted that I initially thought I was hearing rocks hitting the undercarriage. I liked the soundtrack so much that I drove in Sport mode just for the noise.

Don’t ignore the four-cylinder model, though, as that’ll be the volume seller. A single short paragraph that hits the key points will suffice: Mention the numbers (252 hp, 258 lb-ft of torque, 0-60 mph in 6.0 seconds), that power delivery is smooth and strong, and that the engine note, while refined for a four-cylinder, doesn’t sound as nice as the six. That said, don’t get so wrapped up in facts that you leave out your opinions. If, like me, you think that the sound of the six is worth an extra ten grand, go ahead and say so. Remember, your readers can get facts from the brochure. They want analysis from you.

Naturally, you’re going to want to talk about the styling. Forget about the debate on whether an SUV-coupe combo is a good idea; it’s been done to death. But you might want to note that BMW has done some neat trickery with the roofline, maintaining the X4’s aggressive profile while providing a reasonable amount of back-seat headroom, though you should also consider your own dimensions. I’m 5’6” and my definition of “reasonable headroom” doesn’t necessarily match that of my six-foot colleagues. Some on our staff might debate whether a buff book like Automobile should mention the big trunk and its massive hatchback opening, but I figure it’s worth a sentence or two.

Be prepared for the occasional lemons-and-lemonade moment. In the case of the 2019 X4, BMW only had black and dark gray cars at the press preview, which is the media launch equivalent of putting a bag of poo on our doorstep and lighting it on fire. Lemons: Black is the absolute worst color for photography. Lemonade: By masking the smoked upper section of the taillights, dark colors emphasize the X4’s uncomfortable resemblance to its chief rival, the Mercedes-Benz GLC Coupe. Go ahead and mention that—some might see it as a low blow, but it serves BMW right for not giving us a broader color palette.

I always like to talk about the interior, because that’s the part of the car where the owner spends the most time. The X4 makes this easy because all BMW interiors are basically carbon copies of each other. I drove our Four Seasons BMW M550i to the airport for the press preview and darned if interior of the X4 wasn’t nearly identical to our 5 Series. The 2019 X4 has a nice bit of metal trim over the center vents, and the red-and-black color combo in the M40i Sport was very snazzy, but other than that it seems as if BMW designed the cabin with a Xerox machine. I never know quite what to say about this—do I praise BMW for consistency and ease of operation or do I castigate it for a lack of originality? Hopefully you’ll have a better take on it.

Now, no review is entirely believable if it’s all sunshine and daisies. I’m not saying you should look for things to pick on, but if you see downsides, it’s your job to report them. Me, I found the X4’s width a bit off-putting. I appreciated the extra elbow room, but considering its otherwise-tidy size, the X4 felt way too wide on some of the narrow roads we drove. If I were looking for a road hog, I’d get an X6. Aside from that, though, I didn’t find much to complain about. Don’t worry if you don’t either; a good car is a good car.

So here you are, 1500 words in, and it’s time for your wrap-up. Mention the price ($51.5K for starters, which is expensive), and perhaps a quick blurb about the competition (in this case, the Mercedes-Benz GLC, which has a bit more of an old-school-luxury interior but isn’t as entertaining to drive). End with a nice summation, perhaps saying that the 2019 BMW X4 (be sure to repeat the year/make/model in for good search engine performance) is a stylish if rather expensive alternative to mommymobile SUVs, and one that is surprisingly practical given its appearance. And that’s it—you’re done! That wasn’t so hard, was it?

2019 BMW X4 Specifications

ON SALE Summer 2018
PRICE $51,455
ENGINES 2.0 liter 24-valve DOHC I-4/252 hp@ 5,200-6,500 rpm, 258 lb-ft @ 1,450-4,800 rpm;
3.0 liter 24-valve DOHC I-6/360 hp @ 5,500-6,500 rpm, 396 lb-ft @ 1,520-4,800 rpm
TRANSMISSION 8-speed automatic
LAYOUT 4-door, 5-passenger, front-engine, AWD SUV
EPA MILEAGE 20/27 (city/hwy)
L x W x H 187.5 x 75.5 x 63.8 in
WHEELBASE 112.7 in
WEIGHT 4,147-4,323 lb
0-60 MPH 6.0 sec (xDrive30i), 4.6 sec (M40i)
TOP SPEED 130 MPH (xDrive30i), 155 MPH (M40i)

2019 BMW X4 First Drive: Fashion First

When I was growing up, my parents’ general policy was to only make rules about things with long-term consequences. I wasn’t supposed to get a tattoo before I graduated from high school, for example, but I could dress myself and cut my hair the way I wanted. Over the years, I made some pretty cringe-worthy fashion choices, but with three boys to raise, my parents preferred to spend their energy getting us into college and keeping us out of jail. It (mostly) worked.

When I drove the 2019 BMW X4 recently, I couldn’t help thinking about my parents’ old rules. I don’t understand the appeal of coupe-like crossovers, and still, I have yet to see one I think looks good. A decade from now, the X4 will probably look about as cool as a pair of baggy cargo shorts or an unbuttoned dress shirt worn over a T-shirt. But coupe-like crossovers are hot right now, so why get worked up that BMW’s gotten in on the trend?

Compared to the low bar that was the previous-generation X4, the 2019 model is certainly an improvement. It’s longer, wider, and slightly lower, with a stiffer chassis, lower curb weight, and a more aerodynamic shape. The designers also did a better job of integrating the fastback roofline with the new X3’s front end. Although the old version looked cobbled together, the redesigned model has a much more cohesive exterior design.

Inside, the X4’s cabin looks like it was pulled straight out of the X3, with only a few accommodations made for the sloping roof. Considering how cheap the first-gen X4’s interior felt, that’s a good thing. BMW used significantly nicer materials this time around that, when paired with the cabin’s more modern design, make the X4 feel much more luxurious. That said, the interior isn’t quite up to the standard set by the X4’s most direct competitor, the Mercedes-Benz GLC Coupe.

The standard 10.3-inch touchscreen isn’t integrated into the center console like the screen in the last-gen X4, but because it’s mounted higher on the dash, the new system is easier to see and more intuitive to use. Navigation comes standard, as do sports seats and a panoramic moonroof. The multi-color head-up display is 75 percent wider than before and projects an impressive amount of information into the driver’s line of sight.

Several safety features including forward collision warning and automatic emergency braking come standard, but buyers have to pay extra for adaptive cruise control, lane keep assist, and even blind-spot monitoring.

Considering the X4’s coupe-like roofline, the designers also deserve credit for giving rear passengers more room than you’d expect. There’s one more much-appreciated inch of legroom than before and enough headroom to accommodate most passengers. With the rear seats down, the 18.5-cubic-foot trunk opens up to offer 50.5 cubic feet of cargo room. That’s not quite as much as the GLC Coupe has, but it’s a small improvement over the outgoing model.

Under the hood, buyers get their choice of two engines. The $51,445 X4 xDrive30i uses a twin-turbocharged 2.0-liter I-4 good for 248 hp and 258 lb-ft of torque. Spring for the $61,445 X4 M40i, and you get a turbocharged 3.0-liter inline-six that makes 355 hp and 365 lb-ft. Both engines send their power to all four wheels via an eight-speed automatic transmission.

The 2.0-liter doesn’t feel especially quick, but it should be more than adequate in daily driving situations. Even though it’s the base model, the X4 xDrive30i will also hold its own on a winding back road. It’s no sports car, but with a standard M Sport suspension, it’s competent enough in the corners. Especially in Sport+ mode.

Anyone with cornering on their mind, however, will want the X4 M40i. That extra 100-ish horsepower makes it significantly quicker than the four-cylinder model, hitting 60 mph in a claimed 4.6 seconds. Add in the larger brakes, adaptive suspension, and the optional M Sport differential, and you have a surprisingly enjoyable corner carver. The crackling sports exhaust is just a bonus.

The brake pedal is less firm than I’d prefer, but the brakes themselves are strong, and the tires have plenty of grip. The paddle shifters deliver quick shifts, but the transmission programming is also smart enough that you can usually leave it to its own devices. Inflate the adjustable bolsters, and the seats do a good job of holding you in place, too. And although it initially wants to understeer, if you really push it, you can even hang the tail out for a well-controlled power slide.

The X4 M40i wouldn’t be my first choice for track duty, but it offers the kind of hop-in-and-go fun that would make errands more enjoyable and a quick trip to the mountains exciting. When you need a quiet, comfortable commuter, Comfort mode is a button press away.

No matter how sporty and well-rounded it is, some people will still dismiss the X4 as just an uglier, less practical X3. That’s fine. The X4 isn’t for them. But the fact that something isn’t for everyone doesn’t mean it isn’t for anyone. Buyers who like the X4’s styling should enjoy the driving experience, too, and those who don’t can still buy the X3.

Besides, if trends change in a few years, it’s a lot easier to replace a car than it is to remove a tattoo.

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VIDEO: Hardcore BMW M4 GTS caught testing at the ‘Ring

We recently learned that BMW might be making a faster, more extreme version of the M4 GTS, which is already the brand’s most extreme track car. That more hardcore test mule has just recently been caught testing on the Nurburgring and it does seem more extreme.

Seen here in this video, this BMW M4 GTS features some canards at the front, a more aggressive rear diffuser, a bigger rear wing and some Porsche 911 GT3 RS-style wheel arch vents. It also seems to sport an angrier sound. The M4 GTS was already the angriest sounding Bimmer on sale but this one sounds even more so. More importantly, it sounds better, with more of a metallic snarl.

It looks quick on the ‘Ring, although I just finished watching Porsche’s record breaking lap of the Nurburgring, so it actually look slow to me. However, it’s actually quite quick and it looks sharp. The M4 GTS never had any issue with being seriously capable and very quick, its problem lied more in its ability to provide joy to the driver. It just wasn’t the sort of pure driving matching that the E46 M3 CSL was and it wasn’t as special feeling as a lot of enthusiasts had hoped.

We’re not exactly sure what this car is going to be. We’ve heard rumors that it might be part of the revival of the “CSL” name. If that’s the case, it would likely just be called the BMW M4 CSL and it will have some seriously large shoes to fill. BMW better take that seriously, because if it makes another CSL and it isn’t as legendary as its predecessors to bear the name, enthusiasts are going to have fits.

It certainly looks the part, that’s for sure. The added aero and massive wing make it look like a track-ready monster. Let’s hope it drives like one.

The article VIDEO: Hardcore BMW M4 GTS caught testing at the ‘Ring appeared first on BMW BLOG

VIDEO: Porsche 919 Hybrid EVO destroys Nurburgring lap record

This technically doesn’t have anything to do with BMW but if you like cars, it’s something that must be seen. The Porsche 919 Hybrid Evo is an astonishing achievement in automotive engineering, capable of almost unbelievable speeds and cornering capabilities. And it just broke a thirty five year old lap record at the Nurburgring. Though, it didn’t just beat it, it demolished it. It almost didn’t seem fare.

The record that stood for so long was that of Stefan Bellof, who ran a 6:11.13 lap time in a Porsche 956c. His record was just broken by Porsche’s Timo Bernhard, who ended up breaking the record on his first lap of the day in the 919 Hybrid Evo. With a flying lap of 5:31.89, Bernhard broke the record with his first lap that wasn’t even at full chat.

After another lap, Bernhard broke his first lap record, recording a 5:24.37 but he felt he could do better with some tweaking to the car. Bernhard felt that the car’s dampers were a bit too bouncy on the main straight, so they were adjusted and Bernhard and the 919 were sent back out. That’s when he set the blistering lap of 5:19.546.

Though, the numbers don’t tell the story. The cockpit video of his lap must be seen to believed. The speeds that the car achieved, and that his body were simply able withstand, are downright remarkable. Bernhard’s lap is nothing short of heroic and he deserves all the medals. Seriously, he’s got brass balls, this guy. I don’t even know how his brain was able to comprehend the speeds, driving lines, braking points, and the other myriad of information racers have to process. It’s astonishing.

If you like cars, it doesn’t matter what brand you’re a fan of, this video must be seen. Plus, it must be seen to believe and, even still, it looks like it’s been fast forwarded.

The article VIDEO: Porsche 919 Hybrid EVO destroys Nurburgring lap record appeared first on BMW BLOG