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smoothshift · 6 years ago

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There aren't a lot of Model 3 reviews from "traditional" car enthusiasts, so I wrote my own via /r/cars

There aren't a lot of Model 3 reviews from "traditional" car enthusiasts, so I wrote my own

While I know the Model 3 has been out for 2 years now, it seems a lot of reviews are from Tesla fans and not so much “traditional” car enthusiasts, so I thought I’d write a review voicing my opinions. That, plus I want my thoughts recorded for my own posterity.

For some time now, I’ve been considering purchasing a Tesla Model 3. I’m generally a more frugal car enthusiast, and spending $39.9k on any other car would be nuts to me, but the Tesla at least on paper offers a lot to like: there’s of course the instant acceleration at any speed, but there’s also the super low CoG, lack of distractions in the cabin (so you can focus on driving!), no warm-up and cool-down procedures, OTA updates that occasionally bring performance and range increases, and no guilt associated with lots of unnecessary driving, which I personally do value. I was also very tempted by Autopilot, since there are times I just don’t care to drive and would be perfectly happy to let the car do the work.

So, to assuage my curiosity, I rented a long-range RWD model for two days from Turo. I spent a couple minutes adjusting settings, drove off, and… instantly hated it. Right off the bat:

I could not for the life of me get the seat into a comfortable position. The seat bottom was bolstered too much and cut into my thigh, the pressure on my back was awful no matter where I put the lumbar support, and the headrest intrudes forwards and doesn’t adjust at all so when sitting upright, your head actually touches the seat before your shoulders do. Try to put your shoulders against the seat too, and you end up sitting like a hunchback. I absolutely hated this, and despite frequently adjusting the seat throughout the two days, I couldn’t make it any better.

The driver’s mirror doesn’t adjust far enough out. I like to follow the recommended method for eliminating blind spots but couldn’t move the mirror far enough to do so.

The turn signal is BMW-style in that it doesn’t stay where you put it, but rather springs up after you press it so it’s impossible to tell what it’s doing by feel alone. Even BMW is reverting on this because it’s so awful. That said, I did eventually get used to it.

The car was dog slow. Punch it, and it accelerated at a Civic pace. I’ve driven Teslas before, so I knew that wasn’t right. I eventually found out the car was in Chill Mode, and I fixed it. BUT, my time spent driving it in Chill Mode made me realize just how much of the enjoyment of this car is dependent on acceleration. Take away the acceleration, and you may as well be driving a slightly quieter Civic.

But after getting to drive the car some more, I found there were definitely a number of things I liked:

Acceleration at most speeds was solid. While this was no P100D, it definitely has good low-end torque, and of course acceleration is uninterrupted by gear changes. I found it started to run out of steam after 60 or so, and there wasn’t much of anything left after 80. Still, great for darting around traffic.

The traction control is the best I’ve ever encountered. While I’m not sure if it’s possible to turn it off, I don’t really care: while you can feel it working, it’s very unobtrusive, and its purpose is more to help put the power down in low-traction situations than to limit power. A huge change from the TC in my Mazdaspeed3, which just cuts engine power at the first sign of wheelspin.

I like the interior overall. The lack of buttons encourages you to focus more on driving (though it does forego something I’ll discuss towards the end), and the touch screen is very responsive with a mostly-intuitive layout. Materials were nice, but nothing special. The dash is soft touch, though it actually looks like hard plastic. The piano-black plastic trim in the center was unsurprisingly already scratched despite the car only having 10k miles, and the 12v outlet was in a place that left me scratching my head, but I enjoyed the clean minimalism overall. I do think wiper and headlight controls should not be in the touchscreen, since they’re safety-related.

Steering had a nice weight to it: in sport mode, it was actually heavier than my MS3, whose weight I already felt was quite good. I did not ever take it out of sport mode.

I could leave the AC on, and not worry about it robbing power from the engine. In my MS3 (and virtually every other gas car) I try not to use AC for this reason alone, but in the Tesla, no problem.

Autopilot in heavy traffic was heavenly. Move to the center lane, engage AP, and let the car do the work. I don’t drive much in heavy traffic, but if I did, it would be difficult to not get this car based on that alone. I found it was unfazed by rain too, which was a nice bonus.

The driving definitely was guilt-free, as I’d hoped. I did a number of unnecessary trips, and was excited to do so. Didn’t need to give the car any time to warm up or cool down, and while of course I used more battery punching it, I had no qualms doing so because a) pollution externalities are minimal, b) cost was minimal, and c) I knew I’d have a “full tank” again the next morning, thus the extra “fuel” used hardly mattered. Except…

…I was planning to charge in my garage using my dryer outlet. Turns out I had the wrong type of outlet, so I charged the first night on 120v, but only gained ~45 miles of range over ~10 hours. So the next day I used a supercharger. Supercharging was great though: spent only about 40 mins there, went from 64 miles to ~250, and it cost $10.80. So about a third what it would cost to gas up my premium-fuel MS3.

But unfortunately, while I really liked those positives, there were also a lot of things I really hated:

The aforementioned seat comfort. That alone would be a reason for me to not get the car. It was really bad. That’s why you try before you buy!

Missing features. The two biggest for me were Carplay and ventilated seats. I spoke to a guy at the supercharger who said he just uses “hey Siri” as a substitute. Yeah, that’s not really a substitute. He also seemed unaware ventilated seats were a thing now.

The center screen rebooted on me twice while driving. No idea why; the owner swears she’s never had that happen. To its credit, it didn’t affect drivability, even with AP running the second time, and it resumed navigation when it started back up.

The glass roof. You can’t even really see/enjoy it while driving, but you can certainly feel it. I’m in Texas; while it only got up to 89 degrees, that afternoon sun beating down on my head was unbearably bad, despite the tint. I can’t imagine how it would be on a 110 degree day. And no, there’s no cover for it, so you get the full force of the sun on your head no matter what. And of course no ventilated seats, so my back got quite sweaty. I cranked the AC more than I usually would, but all that meant was my hands were freezing while my head and back were hot and sweaty. I was not a fan (heh). Fortunately there are third party sunshades available, but it seems ridiculous to me that customers of a $40k car should need to provide their own non-integrated solution.

As I said, AP was great in heavy traffic. It was usually okay in free-flowing traffic. But when it wasn’t okay, it really wasn’t okay. Phantom braking, giving up on sweeping curves mid-curve (and reverting to going straight, forcing me to wrestle control), sometimes seeing stopped cars and other times plowing towards them, giving up on perfectly safe lane changes mid-change, waiting 5 full seconds before even beginning a lane change, braking to merge in behind someone when there’s plenty of space up ahead, waiting a while to accelerate again after someone made a right turn in front of me (and then accelerating at a snail’s pace), and so on. In anything besides super-heavy and completely free-flowing traffic, it was often more trouble to use than it was worth. I found myself yelling at the car and wrestling control (sometimes out of desire, sometimes out of necessity) quite often. All that said, I’d rather have some AP than not have it at all, so I can’t complain too much.

I’m a big fan of basic cruise control, but the only cruise this car offers is traffic-aware, which means if you want to just cruise there’s no way to avoid the phantom braking and freakouts when people merge in 200 ft ahead. You also can’t approach a car from behind and manually pass it, because it will have started braking long before you’re anywhere near close enough to require passing. It’s almost as though the car would prefer you to just sit in the free-flowing passing lane, which is obviously not okay.

One-pedal driving took some getting used to, but I did. But while I like the concept, I’m putting this in the negatives section because execution could be way better. The Chevy Bolt has a paddle you can pull to enable regen, which I much prefer as it allows you much finer control while also allowing you to rest your foot and just coast as you would in a gas car. Also, regen alone won’t bring you to a full stop, whereas in other EVs it will.

You definitely feel the weight of this car. I took it on some scenic roads, and while I never really drove beyond 5/10ths, you could still feel the car’s desire to plow ahead when pushed… but at the same time, the low CoG and good TC kept it reasonably planted. It was kind of a weird combination of sensations, and I suspect the overinflated (45 PSI) tires didn’t help.

While steering weight was good, steering feedback was fairly poor. It wasn’t full-on disconnected, but it wasn’t very communicative either.

This is not a practical car cargo-wise. I went shopping and bought four stacking chairs. They’d fit in my MS3 no problem; in this, I really had to finagle them to fit into the rear seat area. This alone is why I was honestly more intrigued by the Model Y, what with it having a hatch instead of a trunk, but since the base model won’t be out for another 2 years, I thought I might just put up with the limitations of a Model 3 until then. Eh.

But all of these pale in comparison to the two biggest drawbacks I found:

“Tesla people.” I don’t want to paint with a big brush, as I’d still consider myself one; but there tend to be two types of people drawn to Teslas: a) car people who like the car for its performance and abilities, because despite my complaints above it’s a solid daily overall; and b) “Tesla people” who came from Camrys and Priuses and have never experienced any other car in the $40k+ range (or even another performance car in general) and thus think Teslas are the greatest cars in the world. They’re people who post memes like this. They’re people who would never even consider any car that isn’t a Tesla, and as a result don’t know or even care what other cars have to offer. The guy at the supercharger who didn’t know ventilated seats were a thing is a “Tesla person.” Same with the owner of the car, who admitted she didn’t care about cars until she bought her Tesla. While obviously this is not a fault of the car, it annoys me because if half the potential market is okay with locking into a single brand of car forever, it discourages other EV competition that’s sorely needed. Plus the smug factor can be annoying, depending on how it’s presented.

Nothing about this car really evokes emotion. Some may find it odd that I even care, but this is actually the #1 thing I care about when test driving a potential new car. I want to feel emotionally connected to the car, between driving it, staring at it, or even just daydreaming about it. So why couldn’t I connect with the Tesla? I think the biggest part of it is the lack of analog experience. As humans, we are intuitively attuned to analog, physical, even visceral experiences, even when those experiences are imperfect. It’s why playing with your dog, or having sex with a human you love, are so much more satisfying that interacting with a perfectly obedient dog on a screen or watching a perfect 10 in a porno. In many cars, you get this experience in a number of ways: Exhaust note. Turbo spool. Craftsmanship. Manual transmission. Oversteer. Road feedback. Engine rumble. And in the Tesla, with its relative lack of driver engagement, you just don’t get that same experience. In fact, a good chunk of Tesla’s MO is about actively hiding that experience, what with the focus on self-driving and even a lack of physical buttons. I get that a lot of people want this, for the same reasons most people would prefer an Apple Watch to a Patek, and that’s fine, but it’s not what I want as an enthusiast. The other reason I couldn’t connect is it’s not a very “special” car. There’s no story behind it. “We needed a mass-market electric car, so we built one” is a good reason for the car to exist, but it’s not a story. Sometimes a story will come with time: many people look back on their first cars with rose-tinted glasses not because of the cars themselves, but because of the memories made in those cars. But other stories already occurred, or are still unfolding, and when you buy the car now, you’re buying into that story. It’s part of the reason BMWs with racing pedigree are so popular. It’s why people shopping at Whole Foods pay extra to read a blurb about the farmer who provided their locally-sourced organic free-range ethically-killed gluten-free vegan broccoli whereas the shopper at Walmart only buys based on price. In actuality, the two broccolis likely aren’t all that different from each other, but the Whole Foods one is “special,” and that matters on an emotional level. The Model 3 is not a special car.

Final thoughts: I think what I’d like most of all is for another manufacturer to produce a real, actual, viable competitor to the Model 3. Looking at everything available now and even in the next two years, I’m just not seeing anything. $39.9k gets you a Model 3 with 240 miles of range, acceleration close to that of my MS3, OTA updates, and AP, for better or worse. Every other EV right now is either slower, lower range, more expensive, lacks any sort of AP, lacks OTA, or even several of the above. And the EVs coming out don’t appear to fare much better: the ones most discussed are more competitive with the Model S (which debuted in 2012!) than the 3, and even there they often fall short at least on paper. And none of them have Tesla’s two biggest not-so-secret weapons: superchargers and gigafactories. While public chargers exist, superchargers are still a huge advantage due to a) public perception and b) the fact that most public chargers suck. Often they are too expensive, there are too few, they’re too slow, they’re full, they’re blocked, or they’re broken. Car manufacturers understandably want to just produce the cars and leave the infrastructure up to others, but that’s a tough sell. Even if you charge at home 99% of the time, the lack of reliable public infrastructure really hurts adoption. I know I personally would not consider a Bolt (the most viable currently-available non-Tesla EV) in part because of it. And of course, the gigafactories are a huge advantage due to the cost savings enabled by vertical integration. I don’t see Tesla losing either of these advantages any time soon, and other manufacturers will struggle to compete as a result. But I really hope they do, as we really need competition to eliminate the long list of negatives above.

Conclusion: I rented this Tesla Model 3 for the purposes of determining, once and for all, whether I want to order one or not. And now, I can honestly say… I’m more conflicted than ever. Despite the huge list of glaring negatives above, this car is a fine daily driver. And daily driving is most of what I do—I have to actually travel a bit to get to twisties, so I don’t go frequently, and while I’d like to go to a track someday, I wouldn’t want to beat my daily up on it anyways. So by that metric, AP + a bit of low-end power should be key to making the best daily in the world, right? And yet, I just can’t see this being my only car. I suspect I would miss 80% of what I love about cars, and be hot and uncomfortable the rest of the time. But a pillow + aftermarket sunshade + a headrest mod can fix all that, right? And I’d probably come to love the car eventually as I write my own story, surely?? Truth is, I have no idea, and have learned nothing.

#reddit #autonews #auto #cars

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eddiejpoplar · 6 years ago

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TEST DRIVE: 2019 BMW 330i – Coming Back With A Vengeance

“It has to beat everybody in the segment in driving dynamics because all the Australian, UK and American journalists say ‘ooh the E46 CSL was the last real 3 Series’,” said BMW development chief Klaus Frohlich recently to a group of media. “I do not want to hear that s[..] anymore,” was apparently what the BMW R&D boss has added.

So clearly, BMW had some big plans for its seventh-generation 3 Series, the bread and butter of the company, and the one that put BMW on the map 40 years ago. Over the last few months, I’ve had the chance to see the car in person at the Paris and LA Auto Shows, but now it was time to drive the car to see if the new G20 3 Series can live up to the expectations.

My review of the M340i xDrive just went live, but it was the 330i with M Sport Package that I had the opportunity to drive more and over longer distances. To do so, I flew into Faro, Portugal, the sunny and beautiful city in the most southern point in Europe, a place not only filled with great weather and scenery, but also with some great driving roads.

EXTERIOR DESIGN

Without going into full details on the exterior design, here are some of the highlights for those of you that see the G20 3 Series for the first time. There are elements of classic BMW styling still remaining in the new G20 3 Series, such as the Hofmeister Kink, the classic Kidney Grilles and the dual halo headlights. However, it’s more of an evolution of BMW’s classic design language, and that’s expected. We won’t see a lot of differentiators between models until the next BMW design language arrives in the next 2-3 years. In the back, you’re getting the traditional “L-shaped” headlights, with a lot more graphics inside the light, and elongated around the back.

Without an M Sport package, the lower front bumper and air intake feature some design quirks, like the little sideways “T” shaped trim pieces that surround the foglights. If you spec the M Sport package on the BMW 330i, it ditches those little “T” shapes for more traditional front air intakes. Compared to the criticized mesh grille of the M340i, the non-M Performance Automobile models retain the traditional vertical slats.

INTERIOR DESIGN

I’ve said it before, but I will repeat myself – this is where the real story is with the new G20 family. Its interior design has been often criticized, and it was tough to argue against that even if you were a die-hard BMW fan. The 3 Series needed to close the gap against its competitors by offering a premium experience inside the cabin. The interior follows the same design language brought forward by the BMW X5, X7 and 8 Series, which have already received plenty of compliments for their luxurious cabins. So it gets a sort of waterfall effect from the new iDrive screen down to the center console, almost all of it trimmed either aluminum or wood, depending on what the customer chooses. It’s a sharp and stylish design, far better looking than the current F30’s.

And yes, you’re still getting some weird combo of aluminum/chrome buttons with plastic ones, but usually that has to do more with costs and model probability than BMW’s ability to design a high-end cabin.

On top of the climate controls sits the new iDrive screen, which features the same all-new graphics and capabilities as the new X5 and 8 Series. It’s sharp looking and gives the 3 Series a very high-tech feel, especially when combined with the new digital instrument panel, dubbed BMW Live Cockpit. Those two screens are the largest ever offered in a 3 Series and their functionalities offer endless possibilities of customization.

There is clearly a combination of clean surfaces and much more reduced lines than previous models, which in times of simplicity and minimalism, I found it to be very refreshing. The driver-oriented dashboard remains true to BWM design, while a combination of touch, voice and pushes can activate and operate many of the new tech inside and outside the car. The Start/Stop has moved from the dashboard to the center console and the handbrake is now an electronic one.

Gimmicks or not, things like “Hey, BMW” Personal Intelligent Assistant, Apple CarPlay and Gesture Control are just some of the things that show BMW’s commitment to a new type of customer who prioritizes tech over other aspects of their cars.

There’s also 10 mm more legroom in the rear, but as expected, it still might be a bit tight for tall people – I measure in at 6″3.

DRIVETRAIN, SUSPENSION AND STEERING

In the end, this is still a BMW 3 Series, which means that it has to live up to the “Ultimate Driving Machine” slogan. And being an engineering-driven company, the handling and driving dynamics were high up on the list. As I mentioned in my M340i review, the chassis is 25 percent more rigid and about 50 percent more rigid at the shock absorbers. The regular suspension includes hydraulic dampers so it’s firmer and the spring rates are 20 percent stiffer. With the lift dampers, the suspension reduces body roll and helps out with imperfect surfaces and the added vibrations. The overall stiffness of the car is continuously adjusted, so when going over larger bumps the car continues to feel planted and grippy.

The 330i test car came with the optional M Sport Suspension (available for both RWD and xDrive models), which includes more rigid bearings, additional body struts, firmer springs and anti-roll bars, increased wheel camber and a 10mm drop in ride height. Adaptive dampers are now only available with the M Sport suspension.

During a workshop, BMW engineers said the difference between the standard and optional suspension in the G20 3 Series is twice as as great as with the F30 models.

The variable-ratio steering rack comes with the M Sport package. The way it works is by having a “slower” steering, so-to-speak, on center, so that small movements of the steering wheel do not create large steering movements. This helps to keep the front end from feeling twitchy or nervous. However, at higher degrees of steering lock off center, the idea is to have small steering wheel movements make big steering movement, in layman’s terms. BMW’s previous variable steering did this but the jump between the two steering ratios was drastic and sudden, making it sometimes unpredictable and sketchy feeling while pushing it hard. Now, the jump is far smoother, using a more progressive change in the gear teeth on the steering rack.

Although still electrically-assisted, BMW engineers assured me prior to the ride that it’s not muted and with a lot more road feedback than in the F30. It’s still lighter, but more precise.

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Under the hood, the 330i used a variation of the B48 2.0-liter turbocharged four-cylinder engine producing 258 horsepower and 295 pound-feet of torque. That’s 7 horses and 37 lb-ft over the outgoing model. Just like the M340i, the ZF eight-speed automatic is in its latest generation pushing the 330i to 62 miles per hour in 5.8 seconds.

DRIVING EXPERIENCE

While the M340i xDrive was all about the track, the G20 330i is happier to be on regular roads. Projected to be one of the best selling 3 Series models, the 330i will find a home in many parts of the world, and I’m already jealous of those that get to have some fun on some curvy roads. Remember that I live in Chicago, where everything is flat. But to compensate for that, BMW handed me a great route to take with plenty of curvy roads and tight hairpins, where I could really push the 330i.

Thanks to the Driving Experience Control, I can tune the car to my needs, so Comfort mode was my preferred choice when driving on highways. The short but quick highway ride also gave me the chance to play around with the “Hey, BMW” Personal Assistant – it really works – and to pay attention to some of the driving characteristics typical to a US city.

The steering feel is in no way from the days of hydraulic systems, but compared to other electrically assisted steerings is more connected to the road, less artificial and reacts effortlessly to sudden lane changes. I feel that with smaller wheels and non-performance tires – the 330i had 19-inch wheels and summer tires (225/40 fronts, 255/35 rears) – the ride quality would have been even better. In Comfort mode, the 330i M Sport also hides the road vibrations a bit, yet it still feels better the one in the outgoing model. And I’m confident to say that F30 owners will notice the difference immediately.

Moving up to Sport, or Sport+ if equipped, the steering gets more substance, with less assistance from the power system, and with more feedback in the hands of the driver. The inputs become more accurate and aggressive, and as always, the Sport modes give the car a slightly different character. The Sport model also brings higher revs and you’re getting a bit more exhaust noise in the cabin, “thanks” to the BMW Active Sound.

IFTTT

#IFTTT #Performance Junk Blogger 6

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jesusvasser · 7 years ago

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Four Seasons 2017 BMW M2 Wrap-Up

Every year, at least one member of our Four Seasons fleet gets the staff frothing. Presently, the Civic Type R fits the bill, but last year that honor went to the now-departed 2017 BMW M2. The car arrived at our Detroit bureau midway through the fall, prompting the near-immediate sourcing of a set of winter tires (Pirelli Winter Sottozero Serie II), which stayed on the M2 for the first five months and 12,000 miles of its Four Seasons stint. But all that new rubber did was allow Team Michigan to enjoy the Long Beach Blue Metallic sports coupe more.

“This M2 is just a blast, even in the snow,” then-road test editor Eric Weiner said. “It rides pretty stiff on these beat-up roads, especially on side streets with uneven surfaces and large patches of built-up ice and snow, but turn off DSC and traction control, and enjoy beautiful and effortless drifting around corners.”

Former videographer Sandon Voelker took the M2 down to Florida while it still wore its winter shoes and made a detour to North Carolina’s famous Tail of the Dragon. “Even on winter tires and temps getting up near 40 degrees, the M2 clung tight to the carving road,” he noted. “The tight on-camber corners are what makes this road unique, and the M2 stuck to every one.”

“The M2 doesn’t just hug the road—it takes it and strangles it.” —Mike Floyd, Editor-In-Chief

Less than two months later, the coupe made its way back down to the Carolinas, this time with Weiner at the wheel and its Michelin Pilot Super Sport summer shoes on. In South Carolina, near BMW’s Spartanburg factory, Weiner and the M2 met up with our resident pro racer, Andy Pilgrim, and a 2011 BMW 1M. BMW threw on a fresh set of Michelins while the M2 was in South Carolina—at that point the original set only had about 4,000 miles on it, but we aren’t the type to say no to a set of fresh rubber.

Unlimited class: BMW only built 740 examples of the famed 1M for the U.S. and just 220 for Canada, but there are no fixed limits for its 365-hp successor.

“I couldn’t disagree more with the people who go on about dead-feeling electric power steering and a disconnected chassis,” Pilgrim declared regarding the M2 after some time in both cars. “This steering has excellent weight, razor-sharp response, and predictable precision. There’s better road feel in the 1M, but that’s it.”

The praise for the chassis continued. “The M2 doesn’t just hug the road—it takes it and strangles it,” editor-in-chief Mike Floyd opined. “This car is more than capable of handling any stretch of broken concrete or asphalt in its way, any urban environment. But it excels where you expect it to, on a circuit, your favorite mountain road, and anywhere else a performance car roams with impunity.”

Executive editor Mac Morrison chimed in to say, “The M2 is an easy car to manipulate with the gas pedal, and its quick steering and reasonably lively chassis setup made me happy every time I drove it.”

Enough about the chassis—you get the idea. What about the 3.0-liter turbocharged inline-six under its long hood? With 365 hp and 343 lb-ft of torque—369 lb-ft with overboost—it pulls the M2’s 3,505 pounds along to 60 in just 4.2 seconds.

“Just firing up the 3.0-liter turbocharged straight-six is an aural treat, the quad-port exhaust belching out sensational growls and pops with every roll on the throttle pedal,” Weiner wrote in “Shooting Stars,” his 1M meets M2 feature.

Contributor Marc Noordeloos was less enthusiastic, however. “The M2’s inline-six makes gobs of power, but it’s not the most exciting engine around,” he said. “It’s more of a tool to get the job done than an emotional, visceral powerplant,” he continued after tracking the M2 at Grattan Raceway outside of Grand Rapids, Michigan.

Reactions to the seven-speed dual-clutch automatic, which added $2,900 to the price tag, were not as positive.

“I continue to dislike the BMW shifter setup,” Floyd said. “I get the shift-by-wire thing, but I don’t get why it has to be so clunky to operate.”

Noordeloos wasn’t a fan, either. “You can tell the DCT isn’t the latest and greatest dual-clutch setup,” he said. “The clutch can be quite grabby and jerky from a stop, especially when cold. I also find the auto mode shift points sometimes have a mind of their own. There are times it shifts when you’d hope and other times it hangs on far too long. I end up switching to manual mode 95 percent of the time.”

Still, Noordeloos felt that the DCT matched the M2 well and wasn’t without merit. “The car has so much power that the ultra-fast shifts of the dual-clutch box fit it perfectly,” he said. “I’m a tried and true manual guy, but having driven both, there are some plusses to the DCT versus the manual in the M2.”

Features editor Rory Jurnecka was more firmly in the “just get the stick” camp. “The M2’s dual-clutch gearbox makes traffic a breeze, but it’s not perfect in its operation,” he said. “Especially when cold, the transmission’s response moving away from a stop can be lazy, with longer-than-expected periods of clutch slippage followed by abrupt take-up and the resulting jerk forward. It’s an inconvenience more than a serious issue, but I can’t help but think I’d just save myself the hassle—and the $2,900—and spec the standard manual gearbox.”

Aside from the transmission, the only other gripes anyone made were directed at rattles and creaks that developed over the course of the M2’s stay with us. Not entirely surprising given that it’s a stiffly sprung car that spent plenty of time in urban environments with roads of questionable quality, but it’s still disappointing for a car that rings in at more than $50,000—$57,545 in our tester’s case with the added DCT gearbox, $1,400 Executive package, and $550 paint.

Thanks to BMW’s free maintenance program, the three scheduled service visits we made with the M2 cost a combined $0. That program doesn’t cover replacement of windshields or repair of scratched bumpers, however, which set us back $698.88 and $1,112.69, respectively—both steep fees. The winter Pirellis cost $1,270.14 shipped from Tire Rack, plus $100 for the mounting and installation, and later we parted with another $100 to put the original Michelins back on.

The set of BMW-supplied Michelins would have cost $1,055.72, and we ended up replacing one of those tires when the M2 picked up a flat during a session at Michigan’s Gingerman Raceway. That replacement cost $335.97 ($290.87 for the tire, $45 for installation). A dealer visit for a brake flush ahead of that track day added $139.82. Around $4,800 worth of expenses is a bit steep for one year, but hefty tire bills are often part of the deal when daily driving a proper sports coupe.

Steep gas bills were also no surprise. The M2 is rated at 20/26 mpg; we saw an average of 22.9 mpg over our 26,799 miles with the car. Rarely has a driver’s car been the ride of choice for as many road trips, but that just speaks to how much we loved this one. Morrison summed up succinctly: “It’s a blast to drive, the best driver’s BMW in years, and you don’t have to drive it at insane speeds to get big enjoyment out of it.”

OUR 2017 BMW M2

MILES TO DATE Start/End: 312/27,111 GALLONS OF FUEL 1,169.19 OBSERVED MPG 22.9 mpg FUEL COST TO DATE $3,606.93 AVERAGE COST/GALLON $3.08

MAINTENANCE

3 x Oil Change $0.00

RECALLS and TSBs

None

OUT OF POCKET

Winter tires and installation $1,370.14 front bumper repair $1,112.69 Mount and balance tires $110.00 Summer tire installation $100.00 New summer tire set $1,055.72 Brake flush $139.82 Tire replacement and mounting $335.97 Windshield replacement $698.88

SPECIFICATIONS

AS-TESTED PRICE $57,545 ENGINE 3.0L turbo DOHC 24-valve I-6/365 hp @ 6,500 rpm, 343 lb-ft @ 1,400-5,560 rpm TRANSMISSION 7-speed dual-clutch automatic LAYOUT 2-door, 4-passenger, front-engine, RWD coupe EPA MILEAGE 21/26/23 mpg (city/highway/combined) L x W x H 176.2 x 73.0 x 55.5 in WHEELBASE 106.1 in WEIGHT 3,505 lb 0-60 MPH 4.2 sec TOP SPEED 155 mph

OUR OPTIONS

Long Beach Blue Metallic $550 M dual-clutch transmission $2,900 Executive package $1,400 Park distance control $0 Automatic high-beams $0 Rearview camera $0 Wi-Fi hot spot $0 Heated steering whee $0 Wireless charging $0

IFTTT

#IFTTT #Performance Junk WP Feed 4

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optimisticpoetrypost-blog · 7 years ago

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Pacoima California Cheap car insurance quotes zip 91333

"Pacoima California Cheap car insurance quotes zip 91333

Pacoima California Cheap car insurance quotes zip 91333

BEST ANSWER: Try this site where you can compare quotes: : http://freeinsurancequotes.xyz/index.html?src=tumblr

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Hi, everytime when I make a quote on e.g. (comparethemarket.com or moneysupermarket.com) I get a car insurance around 7000 ponds. Is there any way how I can get cheaper insurance? I'm in UK.""

""My car insurance was voided in the past, and now I can't get a quote anywhere, can anyone help?!?""

When I started learning to drive at 17, I decided to buy my self a cheap car so that I'd be able to get more experience behind the wheel, pass my test quicker and have a car as soon as I passed my test. I was insured on my provisional license with an insurance company which specialised in learner drivers. However, I ended up getting 3 points on my license the week before I passed my test, in what I still think were pretty unfair circumstances. My house doesn't have a drive or a garage and so I had to park my car on the road in front of my house, or on a street round the corner when there were no spaces. As it was my first car I was really excited, and without understanding that I could get in trouble for it, I used to sometimes sit in my car and listen to music with my friends. The week before I passed my test we were sat chatting when a police car came down the road and pulled up behind us. Someone had broken into some allotments nearby and they were questioning us as to if we had seen anything. They searched my car- for tools that could suggest we had done it I presume, and when they found nothing they ran my license and obviously realised I only had a provisional license. I still at this point didn't realise I had done anything wrong, I wasn't driving the car, simply sat in it so I didn't realise I had committed an offence. The police informed me that because the engine was running, I could have been driving or about to drive and on that basis they convicted me for driving without a license. I only got 3 points and a 60 fine due to the fact I wasn't actually driving and at the time I accepted that with relief, I was terrified I'd get a ban or lose my license or get a massively unaffordable fine. I could have appealed but that would have meant going to court and I was only 17 and that terrified me. I declared the points to my insurance company straght away, but due to the nature of the offence my insurance was invalidated and void. I've only just now realised how serious having insurance voided in the past is. I'm supposed to be moving a 5 hours away in a few months for a job, and I have plenty of money saved for car insurance and a car, as without a car, the move is completely unrealistic. Without a car I won't be able to get to work as the hours are unsocial and my job isn't very well connected with public transport at all and so relying on public transport or taxis is simply not an option. I found a car, went to get an insurance quote, and found out that getting insurance is practically impossible when you've had insurance voided in the past. The points don't seem to be a problem, when I tell companies about my points but not about my insurance voided in the past they happily give me a quote. They're expensive, but affordable and it's what I was expecting. However, as soon as I tell them that my insurance was voided in the past they refuse to even give me a quote. I'm completely out of options and I don't know what to do. I need a car, but I can't get insurance as much as I try. I know I was in the wrong, but it seems like the voided insurance is more of a punishment than the points are and surely that isn't right? And the voided insurance will stay with me for the rest of my life, so does that mean that driving will never be an option for me? I'm sorry for the essay, I just really don't know what to do! If anyone's been in a similar situation with voided insurance or know of a company that would insure me then please let me know! Just anything that would help, let me know! Thank you so much in advance and sorry again for the babbling!""

Will my insurance go up if my boyfriend wrecks my car?

My boyfriend recently backed my car into a dumpster and left significant damage on the bumper. He insisted he would pay to get it fixed, but it looks like I'm going to have to make a claim. Do I make a claim on my insurance or does he make one on his? Also, is my insurance going to go up a significant amount?""

Self Employed Health Insurance?

My father just quit his old job, he couldn't work there anymore (Too long commute and we lost a parent, so he had to stay closer home for the family) So now he is self employed. We are trying to find insurance that will cover him, 4 children, vision (we all wear glasses) + dental. Does anyone have any suggestions? (We live in PA)""

UK Cheap Insurance Cars for 17 year old...?

Hello, I am 17 and i have just started to take driving lessons and will soon hope to pass my test here in the UK and then get a car for use to and from college (and if i can gen an apprentice job then to work as well as college one day a week) and some driving for social use (but very very little) and looking for some recommendations for good car for cheap insurance that would not look out of place at college here in the UK. Thanks""

How to get cheaper insurance with an impaired driving/hit and run charges?

I currently have impaired driving/hit and run charges on my drivers license as of august 2010. How can I possibly get cheaper insurance. The cheapest quote I got was 9 grand.. How long is my insurance going to be this bad for??? Help!!!

What health insurance is low cost and fits my description?

Im a 24 year old female, employed, no kids, and not in school anymore. i have no health insurance and i have a lot of health problems but i coudn't afford to get insurance until now. I'm looking for a low cost health insurance with dental care. I've tried looking up different insurance but i dont know what category fits me. I saw theres a student option or something that has to do with ages 18-26 but i dont know what that covers. i have a hard time comprehending the description. Theres one for individuals where you either pay more monthly and get lower deductable or pay less and pay more for deductable. I'm at a total loss. can anyone tell me what is my best option and what insurance should i get?""

Does your home insurance go up when you have a boat?

I want to buy a 21 foot boat and keep it in my back yard when not in use. What costs am I looking at? The boat and trailer need new registration but is that just a one time payment and I'm good to go? thanks

What is the CHEAPEST car insurance for a21 year old?

Im buy a car and i would like to no if anybody no what, would my insurances be""

CA Senior Supplement Insurance?

I've reached the age now lucky I guess, Seniors from California which supplement insurance is best in cost/ benefits PLEASE Help. :)""

SPEEDING TICKET & CAR INSURANCE: QUESTION?

If my dad drives my car and is not on my insurance and he gets a speeding ticket, does MY insurance go up? I heard that since he's the driver, he gets the speeding ticket and it does not affect my insurance. But then I also heard the opposite. WHICH is true? I live in Canada""

Insurance cost for 2.3l fox body mustang 16 year old?

I am 16 and considering purchasing a 2.3l four cylinder mustang. These were made from the mid 80's to early 90's. They have like no power but get good mpg. I am worried that insurance companies would see the word mustang and give me a high rate. BTW my sister is 17 and pays only 50 a month on a family plan for a 1995 suzuki sidekick.

""Is it legal to drive in California without insurance? (insurance on the person, not the car)?""

Hi, my car is insured, but I just got my license today and I am not insured. The car is under my parents' name and my dad told me it was legal to drive without insurance... but I am unsure of whether this is true or not. Can someone please clarify? Thanks in advance, Liz.""

Looking for car insurance?

what do u use? Wat advice can u give me about it? All a Wat insurance do u use? Wat advice can u give me about it?

What is the best car insurance for me?!?

i dont know if i should be on my moms car insurance or get my own, and if i get my own, which one? im a female, 18, and live in New York. and i will probably get a car that is 4+ years old""

Pacoima California Cheap car insurance quotes zip 91333

https://www.linkedin.com/pulse/allstate-insurance-home-quote-arthur-peterson/"

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eddiejpoplar · 7 years ago

Text

Four Seasons 2017 BMW M2 Wrap-Up

“The M2 doesn’t just hug the road—it takes it and strangles it.” —Mike Floyd, Editor-In-Chief

Unlimited class: BMW only built 740 examples of the famed 1M for the U.S. and just 220 for Canada, but there are no fixed limits for its 365-hp successor.

Reactions to the seven-speed dual-clutch automatic, which added $2,900 to the price tag, were not as positive.

“I continue to dislike the BMW shifter setup,” Floyd said. “I get the shift-by-wire thing, but I don’t get why it has to be so clunky to operate.”

OUR 2017 BMW M2

MILES TO DATE Start/End: 312/27,111 GALLONS OF FUEL 1,169.19 OBSERVED MPG 22.9 mpg FUEL COST TO DATE $3,606.93 AVERAGE COST/GALLON $3.08

MAINTENANCE

3 x Oil Change $0.00

RECALLS and TSBs

None

OUT OF POCKET

SPECIFICATIONS

OUR OPTIONS

IFTTT

#IFTTT #Performance Junk Blogger 6

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