The Truth About Cars » sports http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Mon, 27 Jul 2015 22:00:49 +0000 en-US hourly 1 http://wordpress.org/?v=4.2.2 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars » sports http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com 2015 Lexus RC F Review (with Video) – Is F Greater than M? http://www.thetruthaboutcars.com/2015/07/2015-lexus-rc-f-review-video-f-greater-m/ http://www.thetruthaboutcars.com/2015/07/2015-lexus-rc-f-review-video-f-greater-m/#comments Mon, 20 Jul 2015 13:00:01 +0000 http://www.thetruthaboutcars.com/?p=1111321 The last Lexus coupé-only model to grace luxury Japanese dealer lots was the 1991-2000 Lexus SC 300/SC 400. Since then Lexus has tried to satisfy luxury coupé and convertible shoppers simultaneously with the hardtop SC and IS convertibles since 2001. That is until the folks in Japan decided to change their strategy to compete more directly with BMW, […]

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2015 Lexus RC F Exterior

The last Lexus coupé-only model to grace luxury Japanese dealer lots was the 1991-2000 Lexus SC 300/SC 400. Since then Lexus has tried to satisfy luxury coupé and convertible shoppers simultaneously with the hardtop SC and IS convertibles since 2001.

That is until the folks in Japan decided to change their strategy to compete more directly with BMW, Mercedes and Audi in every segment. The result is the development of the RC.

Perhaps because Lexus decided against a 2-coupé strategy, as utilized by BMW and Mercedes, the RC is mix mash between the compact IS and the mid-sized GS — with a little bit of Lexus IS C tossed in for good measure.

In theory, the new coupé was also to serve as the basis for an all-new convertible. Unfortunately, the dealer network revolted and demanded another change in course, redirecting efforts into a 3-row crossover. As a result, the all-new RC is sold alongside the aging Lexus IS C convertible, a situation that’s unlikely to change for the foreseeable future. Fortunately for enthusiasts, Lexus developed their M4-fighter at the same time as the more pedestrian RC 350, otherwise the very-blue 467-horsepower RC F you see above may have met the same fate as the moribund convertible.

Exterior
Lexus’ last M fighter, the IS F, was as unassuming as the RC F is bold. The Lexus ES says, “I’m on my way to the mall,” while the front end of RC F says, “I’m on my way to an anger management intervention.” Base RC 350 coupés have a grille that’s bigger and angrier than Lexus has ever used before. For the RC F, the visual impact gets downright ferocious.

Something struck me as odd when I first set eyes on the RC F a few months back in New Orleans: I’m not a fan of the front end on the IS, largely because the daytime running lamp is divorced from the headlamp. In the RC F, this theme actually works. The difference is the rest of the IS’ form is mainstream and the headlamps themselves look like any other lamp module, making the swoosh seem out of place. For the RC, Lexus reshaped everything, giving the design a more three dimensional feel with concave headlamps. The look works, especially with the optional tri-beam LED headlamp modules (a $1,160 option) fitted to our tester. The only thing missing from this nose are the tiny LED fog lamps you find in the RC F-Sport. At the launch event I attended, Lexus claimed their desire for “no-compromise cooling” meant the fog lamps were left on the cutting room floor.

Now to identify the competition. The RC F obviously has the BMW M4 in its sights and Lexus features an Audi RS 5 in a few commercials, but there are two other players: the new Cadillac ATS-V and the current Mercedes C63 AMG coupé. (The new C63 Coupé should be out in 2016 as a 2017 model, but my local dealer still has three 2015 models on the lot.)

Cadillac’s ATS sedan appears small when stacked against the BMW 3-Series and Lexus IS, but the coupé segment is different and all the entries are but a hair apart. The largest variation at work here is the wheelbase. The Lexus has the shortest span at 107.5 inches and the M4 the longest at 110.7 inches. This helps accentuate the M4’s low and long profile. The other main difference is curb weight. Thanks to standard Quattro, the RS 5 is the heaviest at 4,009 pounds and the M4 is the lightest at 3,530. Curb weight is crucial in a performance vehicle and that’s a sizeable variation. The RC F weighs in second heaviest at 3,958 (or about the same weight as a Jaguar XJ). The Merc is a cupcake lighter and the Caddy straddles the middle at 3,700 pounds.

2015 Lexus RC F Interior-008

Interior
Although the RC is a hybrid of the IS and GS, the interior is pure IS — which I found a little disappointing. Instead of the upright dash and large wide-screen infotainment screen you find in the GS 350, we get a multi-tired dash and a small LCD with narrow proportions. As with the IS, I find the interior somewhat jarring, mainly because of the enormous airbag bump on the passenger side.

The RC F suffers from the same problem as every other entry in this segment: an interior designed for a car half the price. This isn’t unusual. In fact, the RC borrows its interior from the IS 250 while the M4 leverages the basics from the 320i. Also similar to the competition, you won’t find real cow in the base RC F. Lexus insists the NuLuxe pleather seating is a premium feature as it’s bonded to the seat’s foam and won’t “pucker” or “wrinkle” like leather. However you slice it, it still won’t faux anyone.

2015 Lexus RC F LCD Gauges-002

The only major change to the IS interior for coupé duty is a rearrangement of the cupholders and the incorporation of Lexus’ new infotainment controller. F models get a different partial LCD instrument cluster versus the RC 350 with a small fixed speedometer on the right and everything else replicated by the disco dash. In terms of overall parts quality and design, I found the ATS, RC and M4 to all be quite comparable while the aging RS 5 is still the most pleasing to my eye. Narrowing the ranking, I put the M4 above the ATS and the RC F last. If the ATS had the LCD cluster we see in the CTS, it would take top honors, and the RC F is last because the large expanse of injection molded dashboard can’t compete with the extra touches we get in the rest.

I found the front seats to be comfortable and on par with the Audi RS 5 and a notch above the old C63’s narrow seat backs. As we have come to expect from BMW recently, the M4’s front seats are excellent and offer more adjustability than we find in the RC. Unexpectedly, Cadillac has taken a page from BMW’s playbook and offers your choice of 16- or 18-way adjustable seats with more range of motion than you find in the Audi or Lexus.

2015 Lexus RC F Interior Enform Navigation-001

Infotainment
Since the RC shares its dashboard with the IS sedan, the coupé also adopts the small LCD infotainment screen of its four-door sibling. U.S.-bound models get a standard 7-inch LCD screen perched high on the dash. Unfortunately, the distance from the driver and the large plastic bezel conspire to make the screen look smaller than it is. The problem is further compounded by the screen measuring smaller than the competition. As with the IS sedan, the standard display audio system is the only way you can escape the infamous Lexus Remote Touch system. Thankfully, the base system is well featured with HD Radio, SiriusXM, CD player, iPod/Bluetooth integration and weather/traffic displays.

I find myself very conflicted about the Lexus Enform navigation and infotainment system. When coupled with a touchscreen — as in the Lexus GX 460 — I find the system easy to use and intuitive. Admittedly, the software lacks some of the polish of BMW’s iDrive, but it is still one of my favorites. Sadly, in most Lexus vehicles, the touchscreen has been swapped for a joystick-like device which transforms the system from easy to use to frustration itself. For 2015, Lexus is trying something new: a track pad in the RC and NX. The laptop-like unit works essentially the same as the former joystick and offers haptic feedback in addition to some limited pinch and scroll gestures. HD Radio support and traffic information via HD radio are standard, so you don’t need an XM subscription to get a color-coded map. If you can get beyond the input method, the system proved reliable and moderately intuitive. Overall, however, I rank this system below BMW’s iDrive, Audi’s MMI, Infiniti’s new two-screen setup, and even Mercedes’ aging COMAND system. On the flip side, Lexus is one of the few manufacturers to offer complete voice command of your USB/iDevice a la MyLincoln Touch and the luxury automaker continues to expand the number of smartphone integrated app features. New for 2015 is an OnStar-like app that gives you all the standard “did I lock my car” telematics features in addition to alerting you if the car is speeding (handy if Johnny Jr. drives your RC F to school), exceeding a geo-boundary or violating curfew.

2015 Lexus RC F Engine 5.0L V8

Drivetrain
This segment is split in two camps. On the left we have the turbocharged, six-cylinder engines from Cadillac and BMW, and on the right we have the naturally aspirated V-8s from Lexus and Audi. (Next year is likely to bring a unicorn to this segment: a twin-turbo V-8 from Mercedes.)

F buyers get a reworked 5.0L V-8 from the discontinued IS F. Based on the 4.6L V-8 found in the LS 460, the 5.0L version has some significant changes in addition to the displacement bump. We get the usual bevy of performance tweaks, such as titanium valves, a fuel surge tank and high-lift cams. We also get something unusual on a performance vehicle: the ability to operate on the Atkinson cycle. (Technically, a modified Otto cycle.) Unlike most engines, however, this V-8 can switch between Otto and Atkinson cycles, depending on what is needed at the time. This is accomplished by swapping the variable valve timing system found on the old 5.0L design with a new electronically controlled unit on the intake side, allowing a greater deal of control over both valve lift and duration. When efficiency is needed, the intake valve stays open part way into the compression cycle, effectively making the compression stroke “shorter” than the expansion stroke, improving efficiency. According to the engineers, the advantage to employing this fuel-sipping tech is that switching back to max-burn mode takes less time than cylinder deactivation and it can be done across a broader range of engine RPMs. The advantage to the consumer is the solution is 100 percent transparent; cylinder deactivation systems can change the exhaust note and decrease engine smoothness. Thanks to these modifications, the RC F produces more power than the hybrid implementation of this engine present in the LS 600hL while still delivering a 2 mpg bump in the EPA highway score of 25 mpg. The RC F achieves 19 mpg on the combined cycle.

Sending power to the rear is an eight-speed automatic made by Aisin. For those into trivia, this is a variant of the first production eight-speed automatic (in the Lexus LS) for automotive use and was introduced a year before the ZF eight-speed that’s sucked all the air out of the room. For F-duty, Lexus beefs up the internals and allows the torque converter lockup clutch to engage in gears 2-8. (Lexus calls this SPort Direct Shift, or SPDS, but it the same concept used in many modern automatics like Mazda’s SKYACTIV six-speed.) Aft of the transmission is a standard Torsen limited-slip rear differential or an optional electronically controlled, torque-vectoring rear axle as part of the performance package.

2015 Lexus RC F Exterior-007

Drive
Every coupé in this segment handles incredibly well, zips to 60 in the blink of an eye, and stops on a dime compared to your average compact luxury sedan. In truth, the difference out on the road — aside from the raw numbers when it comes to 0-60 times and road holding — is down to personal preference and how your priorities stack up against the facets of the car’s road personality.

Let’s start with the big dog, the artist formerly known as the M3 coupé. At just over 3,500 pounds, the M4 is light for this segment. Despite making 10-percent less power than the Lexus, the BMW is faster to 60 because it is nearly 15-percent lighter and turbocharged. Thanks to less mass, the torque curve flattening effects of the German hairdryer, and the quick-shifting dual clutch transmission, the Bimmer will run to 60 half a second faster than the Lexus — if you can find the traction.

2015 Lexus RC F Exterior Headlamp LED

On the downside, this is not the E92 M3 you’re longing for. The steering feel in the Lexus is a hair more precise and, overall, it’s an easier car to drive hard. I’ll leave the track day diaries to Jack Baruth, but when pitted back to back, there is something artificial about the Lexus torque-vectoring rear axle. Unquestionably, it allows the rear of the RC F to rotate in ways the standard Torsen diff can’t (I had the opportunity to test a few cars at NOLA recently), but the feeling isn’t as satisfying as the M4, despite the M4 having a torque-vectoring rear end as well.

That said, the RC F is just as quick around most tracks; I chalk that up to how easy it is to pilot and the programming of the eight-speed auto that aggressively downshifts based on your braking Gs. Back out on the paved road, the transmission’s shift logic lost its charm. When you’re on your favorite mountain highway having a little fun, you look like a dweeb while the transmission hangs onto 2nd gear as you cautiously pass a pack of cyclists. It also means that real-world passing maneuvers take considerably less time in the M4 as the DCT is far less reluctant to downshift. On the flip side, the ride on the RC F is more livable, is likely to be more reliable, and my insurance guy tells me it’d cost me a lower premium, too.

2015 Lexus RC F Exterior-022

Audi’s RS 5 is seriously spendy ($8,500 more than the RC F) and it is the oldest car in the group now that Mercedes has sent the C63 out to pasture. Like most Audis, the RS 5 has a weight balance “problem” because the engine and part of the transmission hang out ahead of the front axle. The resulting 59/41 (F/R) weight distribution is the most skewed of the bunch (identical to a Honda Accord Sport or Mazda6), but thanks to Audi’s engineering it hides it fairly well — though push the RS 5 in the corners and you get more plow and less feeling from the front axle. Although I find the RS 5 the best looking option, the heavy curb weight, standard AWD, electric power steering, weight balance and high price tag make the RS 5 a dynamic choice only on an ice circuit.

Then we have the ATS-V which, aside from the surprisingly cheap looking instrument cluster, is my choice. A few years ago, the mainline auto press would have scoffed at Cadillac putting a turbocharged six-cylinder engine under the hood of a BMW M fighter — except that’s exactly what BMW has done. Cadillac, for their part, kicked it up a notch further. The larger displacement V-6 approaches the RC F’s horsepower figure at 464, but crushes the segment with 445 lb-ft of torque at just 3,500 rpm. With the new GM 8L90 automatic transmission and a curb weight that’s 200 lbs heavier than the BMW, the Cadillac is slower off the line — by a slim 1/10th of a second. GM also offers a six-speed manual in the ATS if you prefer to row your own, and get to 60 slower. As good as the Lexus eight-speed is, GM’s new slushbox is better. The shifts are faster and crisper and the shift logic is more country-road appropriate than the DCT in the M4. The 8L90 will hold gears in Sport mode like the rest, but it’s more willing to up-shift after you’ve passed the slow poke.

2015 Lexus RC F Exterior-013

As a package, the ATS is more willing to turn in and it feels more nimble than the BMW or the Lexus. The transmission isn’t as sharp as BMW’s dual-clutch box, but it is more livable for a daily driver in stop and go traffic. As with the ATS sedan, the steering feel and general dynamics are superior, but it lacks the polish you get with the German. Where the ATS really scores is value. When priced similarly to our $74,000 Lexus tester, the Cadillac offers more comfortable seats, a heads-up display, adaptive suspension, the best automatic in the group, and an overall style that splits the difference between the more sedate Germans and the over-the-top Lexus.

Lexus’ latest performance vehicle is the finest example of what Lexus does best: incremental changes. The RC F is the sum of everything Lexus has learned over the years about competing in the luxury market and, lately, the performance luxury market. The “Lexus way” is to continually improve while taking the “safe route” with a naturally aspirated engine and a proven traditional automatic. Unfortunately, playing it safe is what puts both the M4 and the RC F tied in second place. Although each vehicle has its pros and cons, they balance out on my tally sheet. While the M4 is faster and more direct, BMW is also playing it safe with conservative styling and road feel that isn’t as direct as the Cadillac. It’s hard to go wrong with the 2015 RC F, but the Cadillac ATS-V is a new instrument cluster away from perfection.

Lexus provided the vehicle, insurance and one tank of gas for this review

Specifications as tested

0-30: 2.2 Seconds

0-60: 4.6 Seconds

1/4 Mile: 12.5 @ 115 MPH

Average Economy: 20.8 MPG

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2015 BMW M235i Review (With Video) http://www.thetruthaboutcars.com/2015/06/2015-bmw-m235i-review-video/ http://www.thetruthaboutcars.com/2015/06/2015-bmw-m235i-review-video/#comments Mon, 01 Jun 2015 11:00:44 +0000 http://www.thetruthaboutcars.com/?p=1076194 We’ve talked about BMW’s portfolio expanding faster than an American on a midwest diet before, but I’m going to do it again because it’s the key to understanding the 2-series in general and the M235i in particular. The M235i is not an M2, it is not a 235i M Sport, and it is more than […]

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2015 BMW M235i Exterior1

We’ve talked about BMW’s portfolio expanding faster than an American on a midwest diet before, but I’m going to do it again because it’s the key to understanding the 2-series in general and the M235i in particular.

The M235i is not an M2, it is not a 235i M Sport, and it is more than the former 135is. Are you confused yet? The M235i is the first of BMW’s “M Performance” vehicles which are not to be confused with “M Sport.”

Here’s how BMW’s new four-tier system works:

Things start with M Sport which is a “looks fast/handles well” package, then we get “is” which adds a dollop of performance, followed by the new M Performance where we put M in front of a three digit model number (M235i) denoting increased power, improved handling, improved braking and suspension tweaks, before going full-on-M.

In theory, the full treatment includes body modifications like wheel well enlargements, carbon fiber bits and a dual-clutch transmission. If you’re not totally confused yet, continue reading.

OK, so we have an M that’s not an M, but there’s more you should know. The only “35” version of the 2-Series is the M235i. While the other sport variants exist in BMW’s lineup, they don’t all exist in the same model, so there is no 235i M Sport and no 235is. The other thing to know is the 2-Series is very closely related to the current generation BMW 3-Series and 4-Series, sharing crash structures, large portions of the engine bay, suspension design themes and even interior components. In some ways you could even say BMW now has two different coupé and two different convertible versions of the 3-Series. That last part is important because the M235i weighs 3,535 pounds, just 100 pounds less than the 435i. More amazing is the four-door 335i is just 60 pounds heavier.

2015 BMW M235i Exterior-005

The Competition
The 2-Series lacks natural competition, but this time it’s not part of BMW’s diabolical plan. By shrinking the 3-Series and removing two doors, the 2-Series is the only RWD entry in a sea of European front drivers. While that’s not too much of a problem if you are buying a car for weekend wine tasting, it is a big differentiator when we’re talking performance metal. Therefore, I put the CLA45 AMG, Audi S3 and Euro-only RS3 in a different category. The forthcoming Mercedes C-Class coupé will compete with the 4-Series and the Porsche Cayman and Cayman S lack rear seats. If you want a small RWD luxury coupé with a back seat, this is it.

If you don’t like my re-categorization of the CLA45, ponder this: it’s the same size as the Volvo S60 Polestar, delivers similar horsepower and is based on a FWD vehicle just like the Volvo. Would you stick the S60 in the M235i mash-up? I thought not.

2015 BMW M235i Exterior.CR2-003

Exterior
Although related to the 335i and weighing about the same, the M235i is notably more compact. At 175.9 inches long, our tester was nearly eight inches shorter than a 3-Series sedan or 4-Series coupé. Think of the 2-Series as the modern 318i. The lower, wider, longer look of the 2-Series certainly looks more elegant and refined than the older 1-Series, but I always thought the cartoonish proportions of the 1 were part of the charm.

Like the 318i, the 2-Series is the discount entry point for traditional BMW shoppers. We have the familiar kidney grille up front and the classic BMW side profile with a long hood and a perky trunk. The biggest clue to the 228i’s low starting price is out back where we get one-piece tail lamps that are part of the body instead of the split design where half of the lamp is on the trunk. This design change reduces costs while simultaneously reducing the dimensions of the trunk opening.

2015 BMW M235i Interior-001

Interior
At $32,100, the 2-Series is one of the least expensive BMWs in the USA, so you shouldn’t be surprised that it also has one of the least luxurious BMW interiors. That said, the 2-Series’ interior is closer to the 4-Series than you’d think in overall materials quality and fit-and-finish despite being $8,200 less expensive. (What does that say about the 4-Seires?) Compared to your average mass market vehicle around $30,000, the 2-Series’ interior looks better put together, but the luxury move toward pleather in base models still strikes me as a false economy.

M235i models get BMW’s comfortable sport seats as standard with power adjustable side bolsters, 4-way lumbar and a manually extending thigh cushion for both the driver and front passenger. Taller drivers will want to consider deleting the sunroof as seat comfort is epic but headroom is limited. Surprisingly, there’s almost as much space in the back seat as you’ll find in the 4-Series despite the wheelbase shrinking a few inches vs its bigger cousin. In fact, the 435i’s spec sheet claims just 7/10ths of an inch more room. Although the size difference between the 2 and the 4 can be explained by the smaller trunk, it’s only about one cube smaller leaving me to wonder where the eight-inch-stretch goes.

If the 2 and 4 are similarly sized inside, why get the 4? It’s all about features. BMW doesn’t offer heads up displays, blind spot monitoring, lane keeping systems or radar cruise control on the M235i for any price. 2-Series models also lack the range of color and trim options and the optional all-around camera you find on the 4. Also, while BMW describes the leather the same way on both models, the leather on a dealer provided 428i felt softer.

2015 BMW M235i Interior-005

Infotainment
The 2-Series gets essentially the same infotainment options as the 3-series and 4-series. Like the 3 and 4, basic Bluetooth and USB/iDevice support is standard. For $500 BMW adds the ability to pair two phones at the same time, browse your Bluetooth media library, voice command contacts and music, and use the BMW Mobile Office software. (Calendars, voice memos, emails, tasks, etc.) This “Enhanced USB” package used to be bundled with BMW’s navigation software, but not for 2015. If you want all that functionality and navigation, add that to the $2,150 navigation package that also adds smartphone app integration. The current app suite allows you to Facebook, tweet and stream internet radio from your iPhone to the car’s radio. Although iDrive is the most expensive infotainment system in this small segment, the tasteful high-res graphics, fast interface and superior phone integration also make this the system to beat – if you can afford it.

Because of the 2-Series’ entry-level position in the BMW line-up, the up-level sound system delivers 360-watts and 12-speakers instead of 600-watts and 16 speakers as in the 4-Series.

2015 BMW M235i Engine.CR2-001

Drivetrain
228i models use BMW’s familiar 2.0L turbocharged four-cylinder tuned to 240 horsepower and 255 lb-ft while M235i models get a tweaked version of BMW’s single-turbo inline six. The 320 horsepower is the same as the outgoing 135is while torque bumps up to 330 lb-ft. If you opt for rear wheel drive, both engines are mated to your choice of a 6-speed manual transmission or a ZF 8-speed automatic. Sadly, selecting BMW’s xDrive system nixes the manual.

The availability of xDrive in M Performance models can be seen as a way to placate all-wheel drive fans while keeping “true” M models pure. Purity aside, driving all four wheels is the fastest way to speed with the M235i xDrive scooting to 60 mph 2/10ths faster than the RWD model. Purists will likely want to wait for the M2 which should be tuned to between 360 and 370 ponies.

2015 BMW M235i Exterior.CR2-002

Drive
The M235i offers an interesting dilemma for the driving enthusiast. If you want the fastest model, that’s the one with an automatic transmission and all-wheel drive. The slowest is the rear wheel drive model with the manual. My how times have changed. What hasn’t changed is the most fun is had in the row-it-yourself rear driver. Our tester scooted to 60 in 5.0 seconds, which is a hair behind BMW’s quoted 4.8 seconds, mainly because traction is an issue and I wasn’t as willing to roast the clutch as some. Get the 8-speed auto and the sprint drops to 4.6 seconds. The AWD M235i xDrive will accomplish the task in 4.4. That’s faster than the S3 and, depending on the transmission, a hair faster than Mercedes’ CLA45 AMG. Thanks to the 200 pounds gained compared to the outgoing 135is, the M235i’s extra twist doesn’t compensate and it’ll be a hair slower. Want a Cayman that fast? Be prepared to shell out for a Cayman S, GTS or GT4.

Although the M235i weighs about the same as the 335i and the 435i, BMW manages to make it feel different out on the road. The quick steering rack, slightly shorter wheelbase and tweaked suspension design make the M235i feel more nimble. You’ll notice I said feel. If you put the same rubber on a 435i that our M235i wore, it’d likely post identical skidpad numbers. Anyway you slice it, the old 1M will out-handle the M235i. The combination of electric power steering and BMW’s variable gear ratio steering rack (dubbed Variable Sport Steering) can make the M235i twitchy and a hair lifeless at highway speeds. That said, the RWD M235i has more steering feedback and better poise than the front-heavy CLA45 or S3 can ever hope for. Adding AWD to the M235i doesn’t make it feel like a CLA45 or S3. The CLA45 and S3 have to keep the center coupling locked most of the time in order to avoid FWD dynamics, while the M235i xDrive keeps the power to the rear unless its needed up front.

2015 BMW M235i Shifter

All M235i models get BMW’s adaptive M suspension tuned more towards the daily driver side of things than I expected. Drop the suspension into Sport mode and things firm up, but no mode in this suspension will make it as hard as the M4, something I’m grateful for. While this also means a hair more tip, dive and body roll than a “true M car,” it means the M235i xDrive is a 4.4 second daily driver – rain or shine.

Because BMW has been slowly morphing into the new Mercedes, none of what I have said so far surprised me. What did surprise me was the M235i’s price tag. Priced between $43,100 for a base RWD model with either transmission and $55,825 for a fully loaded AWD model, the BMW seriously undercuts the spendy CLA45 AMG and is just $2,000 more than the slower Audi S3. The Porsche Cayman is almost as different from the M235i as the CLA45 AMG is, but be prepared to spend at least $20,000 more on a Cayman if you want similar performance figures.

2015 BMW M235i Exterior

BMW has created one of the best performance buys around with the M235i. But, if you’re looking for a light, “chuckable” BMW, you will need to keep waiting. The M235i is a hoot, but like most modern BMWs, it’s more grand tourer than sports car.

After a week with the M235i, one thought came to my mind: this is the perfect Mercedes SLK. It’s faster and more fun than an SLK 350, significantly less expensive without feeling that much cheaper, and has a usable back seat. This isn’t the raw and direct coupé BMW enthusiasts are longing for, and that’s exactly why I like it. As much as I appreciated my time with the 6-speed rear wheel drive M235i, I have to admit if my money were on the line I would buy the M235i xDrive. I still think that the myriad of BMW performance trims is insane and confusing, yet I have to wonder what a 500 horsepower M550i xDrive would be like.

BMW provided the vehicle, insurance and one tank of gas for this review

Specifications as tested

0-30: 2.3 Seconds

0-60: 5.0 Seconds

1/4 Mile: 13.8 Seconds @ 106 MPH

2015 BMW M235i Cargo Pass Thru 2015 BMW M235i Engine.CR2 2015 BMW M235i Engine.CR2-001 2015 BMW M235i Engine.CR2-002 2015 BMW M235i Exterior.CR2 2015 BMW M235i Exterior.CR2-001 2015 BMW M235i Exterior.CR2-002 2015 BMW M235i Exterior.CR2-003 2015 BMW M235i Exterior 2015 BMW M235i Exterior-001 2015 BMW M235i Exterior1 2015 BMW M235i Exterior-002 2015 BMW M235i Exterior-003 + 2015 BMW M235i Exterior-005 2015 BMW M235i Gauges 2015 BMW M235i Gauges-001 2015 BMW M235i Interior.CR2-001 2015 BMW M235i Interior 2015 BMW M235i Interior-001 2015 BMW M235i Interior-002 2015 BMW M235i Interior-003 2015 BMW M235i Interior-005 2015 BMW M235i Shifter 2015 BMW M235i Trunk 2015 BMW M235i Trunk-001

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Chevrolet Bowtie Appearing On Manchester United Shirts? http://www.thetruthaboutcars.com/2012/05/chevrolet-bowtie-appearing-on-manchester-united-shirts/ http://www.thetruthaboutcars.com/2012/05/chevrolet-bowtie-appearing-on-manchester-united-shirts/#comments Wed, 30 May 2012 12:45:33 +0000 http://www.thetruthaboutcars.com/?p=446741 We’re often accused of having an anti-GM bias here at TTAC, but this article will reveal another prejudice, considered ugly by some, but one that I firmly believe in. Manchester United can go to hell! There, I said it. I’m a Liverpool supporter and I can’t stand them. In any case, the apparent tie-up between […]

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We’re often accused of having an anti-GM bias here at TTAC, but this article will reveal another prejudice, considered ugly by some, but one that I firmly believe in.

Manchester United can go to hell! There, I said it. I’m a Liverpool supporter and I can’t stand them. In any case, the apparent tie-up between Man U and Chevrolet is a shrewd move for the brand, which is looking to expand its profile in Europe (where Chevrolet sales are up) and Asia (where the club has a strong profile).

Soccer know-nothings tend to buy Manchester United gear since it’s the only club they really know about, and having a Chevrolet logo plastered on Man U’s shirts (European clubs often have sponsor logos on the front) will be a great way to get the Chevrolet name and logo out there. The official announcement will take place on Thursday in Shanghai. Perhaps this is why GM decided to stop their Super Bowl ad campaigns.

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