Audi R8

Audi R8 Pros And Cons Plus Overview

A high-tech content, unique mechanical layout, and original style making it an exotic for those seeking more than just raw performance.

Pros
The balance of handling ability, ride comfort, high-tech suspension and transmission, beautiful cockpit, an upscale interior design and materials, plus an easy-to-drive nature.

Cons
Couldn't challage the straight-line pace of a Porsche 911 Turbo or Corvette Z06, plus the lack of factory-supplied customizing features.

New features for Audi R8 2008
The 2008 Audi R8 is the first midengine exotic sports car. Having an aggressive style, an aluminum body structure, a powerful 420-horsepower V8 and all-wheel drive.


2008 Audi R8 Overview

2006 was the year when the Audi R8 first made its appearance, all over the world through road show and events. In 2005 Audi announced.
Having high horse in an era when speed comes cheaper than ever, launching a six figure sports car manufacturers had better conjure something really unique to the eyes of the people. So the midengine was born to be that unique thing and could just be thing very thing they need.

some of the design aspects of the R8 sometimes reminds us of a Porsche, a Corvette or the late Acura NSX, but since the R8 carries a 4.2-liter V8 in its midsection, shoots a killer 420 hp to all four wheels, offers two transmissions and wraps it all in a futuristic aluminum space frame, this clearly shows its attitude. A nice $70-grand-lower price tag ensures the competition will be kept to a minimum.

The R8 is really an undoubtedly fast car. Sixty miles per hour comes up in 4.4 seconds (man thats hot), top speed of 187 mph arrives not much later, and tire grip approaches a full g (just beautiful). Between the bigger differences: having a six-speed manual or "R tronic" transmission (Audi's newest take on the clutchless manual); Audi's Quattro all-wheel drive allows hard driving giving new level of confidence; and perhaps above all, the R8 incorporates Audi's usual concessions to comfort rather than raw performance. Consider its advanced, ride-friendly electromagnetic shock absorbers, for such.


Pricing information,

Body Styles, Trim Levels, and Options
Coming with a two-door, midengine, all-wheel-drive coupe. Standard equipment includes 19-inch wheels, a retractable rear spoiler, automatic climate control, leather-and-Alcantara suede power-adjustable sport seats, LED brake lights and turn signals, aluminum trim, xenon headlights and a seven-speaker CD stereo.

Theres aloso a carbon-fiber "sideblade" exterior styling panels but better hurry its limited, a Bang & Olufsen premium stereo, a navigation system and upgraded napa leather upholstery.


Powertrains and Performance

Using a midmounted 4.2-liter V8 the Audi R8 can make up to 420 hp and 317 pound-feet of torque, beacuse of the direct fuel injection and a high compression ratio.

Power gets sent to all four wheels (56 percent to the rears in normal conditions) through one of two transmissions: a traditional six-speed manual or Audi's six-speed R tronic -- essentially a manual transmission with a single computer-controlled clutch that allows shifting via the lever or steering wheel-mounted paddles.R tronic offers a fully automatic mode as well. In testing, we've found that the manual-shift R8 accelerates from zero to 60 mph in 4.4 seconds and passes the quarter-mile in 12.8 seconds.

Safety
These days safety is a important factor for the 2008 Audi R8 it protects both occupants with seat-mounted side airbags and knee-protecting airbags. Antilock disc brakes, traction control and stability control are all standard.


The Last word for the Audi R8
It is recommended you choose the traditional manual transmission, as Audi's R tronic can occasionally be a bit fussy in day-to-day driving situations due to its delayed shifting reactions. But overall its a beautiful car

Audi R8

Audi R8 Pros And Cons Plus Overview

A high-tech content, unique mechanical layout, and original style making it an exotic for those seeking more than just raw performance.

Pros
The balance of handling ability, ride comfort, high-tech suspension and transmission, beautiful cockpit, an upscale interior design and materials, plus an easy-to-drive nature.

Cons
Couldn't challage the straight-line pace of a Porsche 911 Turbo or Corvette Z06, plus the lack of factory-supplied customizing features.

New features for Audi R8 2008
The 2008 Audi R8 is the first midengine exotic sports car. Having an aggressive style, an aluminum body structure, a powerful 420-horsepower V8 and all-wheel drive.


2008 Audi R8 Overview

2006 was the year when the Audi R8 first made its appearance, all over the world through road show and events. In 2005 Audi announced.
Having high horse in an era when speed comes cheaper than ever, launching a six figure sports car manufacturers had better conjure something really unique to the eyes of the people. So the midengine was born to be that unique thing and could just be thing very thing they need.

some of the design aspects of the R8 sometimes reminds us of a Porsche, a Corvette or the late Acura NSX, but since the R8 carries a 4.2-liter V8 in its midsection, shoots a killer 420 hp to all four wheels, offers two transmissions and wraps it all in a futuristic aluminum space frame, this clearly shows its attitude. A nice $70-grand-lower price tag ensures the competition will be kept to a minimum.

The R8 is really an undoubtedly fast car. Sixty miles per hour comes up in 4.4 seconds (man thats hot), top speed of 187 mph arrives not much later, and tire grip approaches a full g (just beautiful). Between the bigger differences: having a six-speed manual or "R tronic" transmission (Audi's newest take on the clutchless manual); Audi's Quattro all-wheel drive allows hard driving giving new level of confidence; and perhaps above all, the R8 incorporates Audi's usual concessions to comfort rather than raw performance. Consider its advanced, ride-friendly electromagnetic shock absorbers, for such.


Pricing information,

Body Styles, Trim Levels, and Options
Coming with a two-door, midengine, all-wheel-drive coupe. Standard equipment includes 19-inch wheels, a retractable rear spoiler, automatic climate control, leather-and-Alcantara suede power-adjustable sport seats, LED brake lights and turn signals, aluminum trim, xenon headlights and a seven-speaker CD stereo.

Theres aloso a carbon-fiber "sideblade" exterior styling panels but better hurry its limited, a Bang & Olufsen premium stereo, a navigation system and upgraded napa leather upholstery.


Powertrains and Performance

Using a midmounted 4.2-liter V8 the Audi R8 can make up to 420 hp and 317 pound-feet of torque, beacuse of the direct fuel injection and a high compression ratio.

Power gets sent to all four wheels (56 percent to the rears in normal conditions) through one of two transmissions: a traditional six-speed manual or Audi's six-speed R tronic -- essentially a manual transmission with a single computer-controlled clutch that allows shifting via the lever or steering wheel-mounted paddles.R tronic offers a fully automatic mode as well. In testing, we've found that the manual-shift R8 accelerates from zero to 60 mph in 4.4 seconds and passes the quarter-mile in 12.8 seconds.

Safety
These days safety is a important factor for the 2008 Audi R8 it protects both occupants with seat-mounted side airbags and knee-protecting airbags. Antilock disc brakes, traction control and stability control are all standard.


The Last word for the Audi R8
It is recommended you choose the traditional manual transmission, as Audi's R tronic can occasionally be a bit fussy in day-to-day driving situations due to its delayed shifting reactions. But overall its a beautiful car

Citroen C2

Car Citroen C2

Performance

The Citroen C2 comes with three petrol engines and one diesel to choose from. The 1.1 petrol with 61bhp is perky enough it but soon runs of acceleration puff. The larger 75bhp, 1.4-litre gives greater flexibility through the gears and is more suited to faster, motorway driving. The 1.4 HDi turbo diesel is refined, with lots of torque at low speeds. The 1.6-litre fitted to the VTR and VTS only, with 110 and 125bhp respectively, gives plenty of power for such a little car. Throttle response is sharp and the car squeals forwards with eagerness. The VTR can only be had with a five-speed SensoDrive sequential transmission with paddles.

Driving

Based on a shortened C3 chassis the C2 copes reasonably well with bumps in the road, although larger potholes can be felt in the cabin. Thanks to excellent grip the C2 is fun through the corners and has very little body roll, but the electric steering can feel limp at high speeds.

Space

The C2's front space is generous, but its rear legroom can be limited for taller adults. However, on higher specification models the two individual rear seats slide backwards and forwards to provide more space for passengers - or boot. The tailgate is split, aiding access.

Build Quality

The C2's interior is well built and feels solid. However, the VTR's lurid-colour seats and translucent gear knob may not to be to everyone's tastes. Plus, slam the door and it can sound slightly tinny. No worries with the engines though, since they've proved to be durable in other models.

Equipment

All models have remote control central locking. The basic L is just that, basic, with no CD-player and has to make do with manual window winders. The SX adds air-conditioning and front electric windows, and the VTR and VTS have alloys and cruise control. The 1.1 L and 1.4 Furio are all available with an automatic gearbox and it's standard fitment on the VTR.

Safety Car

Twin front and side airbags are standard throughout the range, as is ABS. Traction control is fitted on the VTS but it's only an option for the VTR. The C2 scored well in EuroNCAP's crash tests with a four-star overall rating, and it was awarded three out of five stars for child safety.

Owning

With low insurance, inexpensive servicing and good carbon dioxide emissions the C2 is cheap to run, especially the HDi that has a mpg figure of nearly 70. Residual prices aren't that great except for the two VT versions that have a strong following

Value

Expect the C2's already low list prices to be improved by Citroen's common discounts. The fast VTR isn't cheap at £11,500 but you do receive a lot of kit (and fun) for your money.

Verdict

An easy-to-drive supermini that's as fun behind the wheel as it is to look at. It's well priced and cheap to run, but it's not the most practical of cars having only three doors and a tiny boot. We can't help but like it though.

www.topgear.com

Citroen C2

Car Citroen C2

Performance

The Citroen C2 comes with three petrol engines and one diesel to choose from. The 1.1 petrol with 61bhp is perky enough it but soon runs of acceleration puff. The larger 75bhp, 1.4-litre gives greater flexibility through the gears and is more suited to faster, motorway driving. The 1.4 HDi turbo diesel is refined, with lots of torque at low speeds. The 1.6-litre fitted to the VTR and VTS only, with 110 and 125bhp respectively, gives plenty of power for such a little car. Throttle response is sharp and the car squeals forwards with eagerness. The VTR can only be had with a five-speed SensoDrive sequential transmission with paddles.

Driving

Based on a shortened C3 chassis the C2 copes reasonably well with bumps in the road, although larger potholes can be felt in the cabin. Thanks to excellent grip the C2 is fun through the corners and has very little body roll, but the electric steering can feel limp at high speeds.

Space

The C2's front space is generous, but its rear legroom can be limited for taller adults. However, on higher specification models the two individual rear seats slide backwards and forwards to provide more space for passengers - or boot. The tailgate is split, aiding access.

Build Quality

The C2's interior is well built and feels solid. However, the VTR's lurid-colour seats and translucent gear knob may not to be to everyone's tastes. Plus, slam the door and it can sound slightly tinny. No worries with the engines though, since they've proved to be durable in other models.

Equipment

All models have remote control central locking. The basic L is just that, basic, with no CD-player and has to make do with manual window winders. The SX adds air-conditioning and front electric windows, and the VTR and VTS have alloys and cruise control. The 1.1 L and 1.4 Furio are all available with an automatic gearbox and it's standard fitment on the VTR.

Safety Car

Twin front and side airbags are standard throughout the range, as is ABS. Traction control is fitted on the VTS but it's only an option for the VTR. The C2 scored well in EuroNCAP's crash tests with a four-star overall rating, and it was awarded three out of five stars for child safety.

Owning

With low insurance, inexpensive servicing and good carbon dioxide emissions the C2 is cheap to run, especially the HDi that has a mpg figure of nearly 70. Residual prices aren't that great except for the two VT versions that have a strong following

Value

Expect the C2's already low list prices to be improved by Citroen's common discounts. The fast VTR isn't cheap at £11,500 but you do receive a lot of kit (and fun) for your money.

Verdict

An easy-to-drive supermini that's as fun behind the wheel as it is to look at. It's well priced and cheap to run, but it's not the most practical of cars having only three doors and a tiny boot. We can't help but like it though.

www.topgear.com

2008 BMW X6 xDrive50i

by John Matras

Modelers have a name for it: kit-bashing. It’s when parts from different model kits are combined to make something new. That’s exactly what BMW did to create the X6. Sorta.

BMW refers to the new 2008 BMW X6 as a Sport Activity Coupé (note the accent), much as it calls the X3 and X5, despite being sport utes, Sport Activity Vehicles. Compared to the body-on-frame construction typical of SUV’s when the X5 arrived, giving the X5 its own classification just seemed like the right thing to do. Besides, BMW simply couldn’t produce anything so prosaic as an SUV. What would the world be coming to?

What the world came to is the new BMW X6.

The BMW X6 is based on the X5’s SAV platform, shares the same suspension but with a slightly wider track. BMW describes the front suspension as a “double track control arm configuration applying the double joint principle for dynamic lateral acceleration, superior tracking stability and minimization of those forces acting on the steering wheel.” That’s hard to argue with.

The rear set up is a multilink arrangement designed to isolate suspension forces from the drivetrain while maintaining correct camber for optimum roadholding. If that’s a little too complex without a picture, it’s sufficient to say that BMW designed and built the suspension. It does exactly what it’s supposed to do.

Mud slinging? The chassis is sufficiently similar that the X6’s ground clearance is identical to the X5’s at 212mm (8.3 inches). The 115 inch wheelbase of the X5 was also unchanged for the X6, so the SAC has similar off-road capabilities as the SAV. The X6 has a longer nose so therefore has a shallower approach angle but a shorter rump, thereby actually having a steeper departure angle than its more offroad-oriented sibling.

Not that many a BMW X6 will be venturing offroad, but they could if asked.

Anyway, it would look odd to see a coupe in the outback, and that brings us back to the kit-bashing. Although the flanks of the X6 resemble those of the X5, the coupe has been given bigger wheel flares and a stronger shoulder line. The hood is more sharply creased and has a steeper slope, the kidneys are wider and ventilation is increased by large openings under the headlamps and another opening under the center front bumper. Overall the X6 has an aggressive face.

The side windows have significant tumblehome—the lean inward a lot—and it wouldn’t be a BMW without the “Hoffmeister kick,” the forward angle at the bottom of the rear side (“C”) pillar. The profile shows what makes BMW call the X6 a coupe. The roofline is what used to be called a fastback, the rear window sharply tilted forward.

Rear view From behind, the BMW X6 looks like nothing else on the road. The rear deck, such that it is, is high and very short, and a spoiler is contoured into the trunk lid. The rear end was styled to emphasize horizontal lines which, with the X6’s wide stance, emphasize a theme of width. Good thing, too, because otherwise the rear end would be blunt and stubby-looking as a Pontiac Aztec’s.

The initial impression is a vehicle that’s not long enough for its height, like it parked in front of a funhouse mirror. It has an odd way of, if not looking pretty, having a bulldog kind of appearance that is somehow endearing nonetheless.

It’s typical BMW inside, with a typical BMW instrument panel and controls, BMW dash and BMW seats, though BMW added pads on the side of the center console for the driver and passenger to brace their shins. It’s one of those why-didn’t-anyone-think-of-that-before things.

There’s not a bench in the back but a pair of individual buckets with a mini-console between them. Headroom is surprisingly good but duck getting in. The rear door opening isn’t very tall and it curves down towards the back.

At 20 cubic feet, the trunk is surprisingly roomy and lowering the rear seatbacks increases cargo room to 51 cubic feet. The X6 is a hatchback so it’s easy to get stuff in and with sliding tracks, easy to tie it down. The roofline that slopes on the outside also slopes on the inside, however, so plan the shapes of your cargo accordingly.

Of course, if maximizing cargo is the goal, we recommend shopping elsewhere. On the other hand, the X6 is just fine if another kind hauling is on the menu. Worldwide, BMW offers four engines in the X6, two diesel and two gas. No diesel for the U.S., however, at least for now. The choices in the States are the BMW xDrive35i, powered by the twin-turbo 3.0-liter inline six as used in the 3-Series and 1-Series, and the xDrive50i, powered by a twin-turbo V-8.

Down in the valley The 4.4-liter V-8 is new and, to our knowledge, something completely new to production engines. The two turbochargers lie side-by-side inside the vee, each one feeding the four cylinders on its side of the engine. And because there’s still more wasted space in there—and because it puts them closer to where the air is hotter—BMW puts the catalytic converters in the vee as well. The engine has piezo direct injection, the injectors placed right next to the spark plug, which BMW claims not only improves power and economy but “engine acoustics” as well.

So how much power? BMW says 400 horsepower, but with this engine that’s only part of the story. It’s not reached at a “power peak” but a plateau from 5500 to 6400 rpm. Torque is equally impressive, with 450 lb-ft over a spread from 1750 to 4500 rpm.

Curb weight of 4,700 lbs? How do you say “fuggitaboutit” in German? BMW claims the X6 xDrive50i thunders through the 0-62 mph (0-100 km/h) in 5.4 seconds and has an electronically limited top speed of 155 mph.

All BMW X6 models are equipped with a six-speed automatic transmission that has BMW’s electronic shifter controls that abandon the traditional shift pattern. The shifter can still be used to tip shift by moving the lever to the left, and the X6 also comes standard with paddle shifting.

BMW’s xDrive all-wheel drive system is standard on all models as well. Standard because it’s an integral part of the X6’s handling. In normal driving conditions, xDrive splits torque 40:60 front to rear, but based on various sensors, the xDrive’s “Dynamic Performance Control” (DPC) varies torque transmitted to the rear wheels side-to-side. In an oversteer situation, power is reduced to the outside rear wheel and increased to the inner, reducing the yaw effect. For understeer, the opposite is done.

DPC goes a step father, however, by working on the overrun (when the vehicle is decelerating against engine braking) with a “double planetary gear set and multiple plate clutch operated by an electric motor.” Again, this is able to push the vehicle side to side to help maintain stability while slowing.

By all rights… This whole package comes together much better than it has any right to. Yes, we know that the BMW X6 is heavy and sits high on its wheels, but one would not know that from behind the steering wheel. The power spread from the twin-turbo V-8 gives full acceleration across the board instead of a series of peaks, and ditto the torque. All-wheel drive and the huge 255/50R19 tires on light-weight alloy wheels means no slip on acceleration and the effect of the DPC is, well, we presume its fine-tuning our already deft touch at the wheel.

What we know is that on winding roads through the Appalachians on the North Carolina/South Carolina border, roads that on nav system screen look like a snake on a bender—literally—the big Bimmer clung to fog-dampened asphalt like moonshiner to a fully-loaded Mason jar.

The punch of the V-8 snapped our test BMW X6 xDrive50i out of one corner and towards to the next with no turbo lag. The only way any driver would know there are two turbos under the hood is by reading the fine print. And if the location of those piezo direct injection really do have anything to do with engine acoustics, it’s good stuff. All the right V-8 sounds are present and accounted for.

Our exploration of the BMW X6’s pavement prowess was not limited to the public road. BMW made a Michelin’s South Carolina test track facility available, including a high speed road course test track and a sprinkler (to gross understatement) loop of winding pavement to put the DPC to an extreme test.

On the high speed track the X6 handled like a sports sedan. That’s something written in many road tests, claiming car-like handling for an SUV that’s not really happening. The X6 had us driving fast enough to realize the speed only after later comparing engine speed to gear. The track had enough curves to keep a driver too busy to be looking at the speedometer or, for that matter, the little schematic between the speedo and the tach that shows which wheel is getting more of the torque. The X6 xDrive50i is darn fast on a race track.

On the other hand, on a “wet track” flooded by monster sprinklers, enough so that the windshield wipers could hardly keep up with the water being hosed over the track, the X6 hung on beyond reasonable expectations. Mr. Isaac Newton eventually comes knocking and when he does, the X6’s tires judder and understeers until road speed is slow enough for grip and turn, thanks to the vehicle’s advanced stability program. Good, at least if there’s enough run-off room, but again, that’s faster than unreasonable and the X6 will leave the pavement nose first, which is the safest way to run into anything.

But certainly the X6 xDrive50i lives up to the BMW reputation for handling, hardly a kit of sport-utility—excuse us, sport-activity vehicle and car body. It may have a youthful attitude and be the product of adolescent imagination. But for those with the wherewithal—the X6 xDrive50i starts at $63,775 and goes up from there—the X6 is what can only be described as a hoot, a more mature and upscale version of the Japanese rally-inspired sedans. It may be an answer to a question that was never asked, but then Jeopardy has questions asked for answers given, which is something like the X6.

And anyway, I need to get back to my Exacto knife and Testors cement.

Philbert J Thrombockle comments: The BMW X6 is a passion purchase, the triumph of desire over practicality. We say, so what. So is a Porsche—any Porsche—but one never hears that complaint about the Porsche 911, high performance two-seater (with imitation rear seats), faster than anyone has a need for and a layout that puts the engine in the worst possible location for a sports car. It’s about desire. Deal with it.

Also, a six-cylinder version of the X6 is available, the 35i. It includes most of the features of the 50i, differing mainly in the engine, the same twin-turbo unit used in BMW’s 135i and 335i models. And it has a base price a smidge more than $10k less. Some say they prefer the smaller engine. Not us. If we were to splurge on such an impractical vehicle such as this, we’d take it all the way. (Assuming the budget would allow, which in our case, well, that’s why the word “moot” was invented).

The interior is a duplicate of just about every other BMW made, which is not a bad thing. Access is restricted by its ride height, just as much as the typical SUV, though the contour of the roofline means ducking when getting in the back seat. Once there, however, headroom is generous.

The BMW X6 has a hatchback and not surprisingly, the slope of its rear window limits it ability to swallow a large rectangular object. Which is like saying you can’t park an elephant in the typical American garage: Well, of course not, and why would you want to?

A distinct peculiarity of the BMW X6, however, is the lack of rear and rear three-quarter vision. The view straight back is a slit and over the driver’s shoulder mostly isn’t. Drivers will need to rely more on side mirrors. It’s a mere inconvenience where passion is involved.

2008 BMW X6 xDrive50i

by John Matras

Modelers have a name for it: kit-bashing. It’s when parts from different model kits are combined to make something new. That’s exactly what BMW did to create the X6. Sorta.

BMW refers to the new 2008 BMW X6 as a Sport Activity Coupé (note the accent), much as it calls the X3 and X5, despite being sport utes, Sport Activity Vehicles. Compared to the body-on-frame construction typical of SUV’s when the X5 arrived, giving the X5 its own classification just seemed like the right thing to do. Besides, BMW simply couldn’t produce anything so prosaic as an SUV. What would the world be coming to?

What the world came to is the new BMW X6.

The BMW X6 is based on the X5’s SAV platform, shares the same suspension but with a slightly wider track. BMW describes the front suspension as a “double track control arm configuration applying the double joint principle for dynamic lateral acceleration, superior tracking stability and minimization of those forces acting on the steering wheel.” That’s hard to argue with.

The rear set up is a multilink arrangement designed to isolate suspension forces from the drivetrain while maintaining correct camber for optimum roadholding. If that’s a little too complex without a picture, it’s sufficient to say that BMW designed and built the suspension. It does exactly what it’s supposed to do.

Mud slinging? The chassis is sufficiently similar that the X6’s ground clearance is identical to the X5’s at 212mm (8.3 inches). The 115 inch wheelbase of the X5 was also unchanged for the X6, so the SAC has similar off-road capabilities as the SAV. The X6 has a longer nose so therefore has a shallower approach angle but a shorter rump, thereby actually having a steeper departure angle than its more offroad-oriented sibling.

Not that many a BMW X6 will be venturing offroad, but they could if asked.

Anyway, it would look odd to see a coupe in the outback, and that brings us back to the kit-bashing. Although the flanks of the X6 resemble those of the X5, the coupe has been given bigger wheel flares and a stronger shoulder line. The hood is more sharply creased and has a steeper slope, the kidneys are wider and ventilation is increased by large openings under the headlamps and another opening under the center front bumper. Overall the X6 has an aggressive face.

The side windows have significant tumblehome—the lean inward a lot—and it wouldn’t be a BMW without the “Hoffmeister kick,” the forward angle at the bottom of the rear side (“C”) pillar. The profile shows what makes BMW call the X6 a coupe. The roofline is what used to be called a fastback, the rear window sharply tilted forward.

Rear view From behind, the BMW X6 looks like nothing else on the road. The rear deck, such that it is, is high and very short, and a spoiler is contoured into the trunk lid. The rear end was styled to emphasize horizontal lines which, with the X6’s wide stance, emphasize a theme of width. Good thing, too, because otherwise the rear end would be blunt and stubby-looking as a Pontiac Aztec’s.

The initial impression is a vehicle that’s not long enough for its height, like it parked in front of a funhouse mirror. It has an odd way of, if not looking pretty, having a bulldog kind of appearance that is somehow endearing nonetheless.

It’s typical BMW inside, with a typical BMW instrument panel and controls, BMW dash and BMW seats, though BMW added pads on the side of the center console for the driver and passenger to brace their shins. It’s one of those why-didn’t-anyone-think-of-that-before things.

There’s not a bench in the back but a pair of individual buckets with a mini-console between them. Headroom is surprisingly good but duck getting in. The rear door opening isn’t very tall and it curves down towards the back.

At 20 cubic feet, the trunk is surprisingly roomy and lowering the rear seatbacks increases cargo room to 51 cubic feet. The X6 is a hatchback so it’s easy to get stuff in and with sliding tracks, easy to tie it down. The roofline that slopes on the outside also slopes on the inside, however, so plan the shapes of your cargo accordingly.

Of course, if maximizing cargo is the goal, we recommend shopping elsewhere. On the other hand, the X6 is just fine if another kind hauling is on the menu. Worldwide, BMW offers four engines in the X6, two diesel and two gas. No diesel for the U.S., however, at least for now. The choices in the States are the BMW xDrive35i, powered by the twin-turbo 3.0-liter inline six as used in the 3-Series and 1-Series, and the xDrive50i, powered by a twin-turbo V-8.

Down in the valley The 4.4-liter V-8 is new and, to our knowledge, something completely new to production engines. The two turbochargers lie side-by-side inside the vee, each one feeding the four cylinders on its side of the engine. And because there’s still more wasted space in there—and because it puts them closer to where the air is hotter—BMW puts the catalytic converters in the vee as well. The engine has piezo direct injection, the injectors placed right next to the spark plug, which BMW claims not only improves power and economy but “engine acoustics” as well.

So how much power? BMW says 400 horsepower, but with this engine that’s only part of the story. It’s not reached at a “power peak” but a plateau from 5500 to 6400 rpm. Torque is equally impressive, with 450 lb-ft over a spread from 1750 to 4500 rpm.

Curb weight of 4,700 lbs? How do you say “fuggitaboutit” in German? BMW claims the X6 xDrive50i thunders through the 0-62 mph (0-100 km/h) in 5.4 seconds and has an electronically limited top speed of 155 mph.

All BMW X6 models are equipped with a six-speed automatic transmission that has BMW’s electronic shifter controls that abandon the traditional shift pattern. The shifter can still be used to tip shift by moving the lever to the left, and the X6 also comes standard with paddle shifting.

BMW’s xDrive all-wheel drive system is standard on all models as well. Standard because it’s an integral part of the X6’s handling. In normal driving conditions, xDrive splits torque 40:60 front to rear, but based on various sensors, the xDrive’s “Dynamic Performance Control” (DPC) varies torque transmitted to the rear wheels side-to-side. In an oversteer situation, power is reduced to the outside rear wheel and increased to the inner, reducing the yaw effect. For understeer, the opposite is done.

DPC goes a step father, however, by working on the overrun (when the vehicle is decelerating against engine braking) with a “double planetary gear set and multiple plate clutch operated by an electric motor.” Again, this is able to push the vehicle side to side to help maintain stability while slowing.

By all rights… This whole package comes together much better than it has any right to. Yes, we know that the BMW X6 is heavy and sits high on its wheels, but one would not know that from behind the steering wheel. The power spread from the twin-turbo V-8 gives full acceleration across the board instead of a series of peaks, and ditto the torque. All-wheel drive and the huge 255/50R19 tires on light-weight alloy wheels means no slip on acceleration and the effect of the DPC is, well, we presume its fine-tuning our already deft touch at the wheel.

What we know is that on winding roads through the Appalachians on the North Carolina/South Carolina border, roads that on nav system screen look like a snake on a bender—literally—the big Bimmer clung to fog-dampened asphalt like moonshiner to a fully-loaded Mason jar.

The punch of the V-8 snapped our test BMW X6 xDrive50i out of one corner and towards to the next with no turbo lag. The only way any driver would know there are two turbos under the hood is by reading the fine print. And if the location of those piezo direct injection really do have anything to do with engine acoustics, it’s good stuff. All the right V-8 sounds are present and accounted for.

Our exploration of the BMW X6’s pavement prowess was not limited to the public road. BMW made a Michelin’s South Carolina test track facility available, including a high speed road course test track and a sprinkler (to gross understatement) loop of winding pavement to put the DPC to an extreme test.

On the high speed track the X6 handled like a sports sedan. That’s something written in many road tests, claiming car-like handling for an SUV that’s not really happening. The X6 had us driving fast enough to realize the speed only after later comparing engine speed to gear. The track had enough curves to keep a driver too busy to be looking at the speedometer or, for that matter, the little schematic between the speedo and the tach that shows which wheel is getting more of the torque. The X6 xDrive50i is darn fast on a race track.

On the other hand, on a “wet track” flooded by monster sprinklers, enough so that the windshield wipers could hardly keep up with the water being hosed over the track, the X6 hung on beyond reasonable expectations. Mr. Isaac Newton eventually comes knocking and when he does, the X6’s tires judder and understeers until road speed is slow enough for grip and turn, thanks to the vehicle’s advanced stability program. Good, at least if there’s enough run-off room, but again, that’s faster than unreasonable and the X6 will leave the pavement nose first, which is the safest way to run into anything.

But certainly the X6 xDrive50i lives up to the BMW reputation for handling, hardly a kit of sport-utility—excuse us, sport-activity vehicle and car body. It may have a youthful attitude and be the product of adolescent imagination. But for those with the wherewithal—the X6 xDrive50i starts at $63,775 and goes up from there—the X6 is what can only be described as a hoot, a more mature and upscale version of the Japanese rally-inspired sedans. It may be an answer to a question that was never asked, but then Jeopardy has questions asked for answers given, which is something like the X6.

And anyway, I need to get back to my Exacto knife and Testors cement.

Philbert J Thrombockle comments: The BMW X6 is a passion purchase, the triumph of desire over practicality. We say, so what. So is a Porsche—any Porsche—but one never hears that complaint about the Porsche 911, high performance two-seater (with imitation rear seats), faster than anyone has a need for and a layout that puts the engine in the worst possible location for a sports car. It’s about desire. Deal with it.

Also, a six-cylinder version of the X6 is available, the 35i. It includes most of the features of the 50i, differing mainly in the engine, the same twin-turbo unit used in BMW’s 135i and 335i models. And it has a base price a smidge more than $10k less. Some say they prefer the smaller engine. Not us. If we were to splurge on such an impractical vehicle such as this, we’d take it all the way. (Assuming the budget would allow, which in our case, well, that’s why the word “moot” was invented).

The interior is a duplicate of just about every other BMW made, which is not a bad thing. Access is restricted by its ride height, just as much as the typical SUV, though the contour of the roofline means ducking when getting in the back seat. Once there, however, headroom is generous.

The BMW X6 has a hatchback and not surprisingly, the slope of its rear window limits it ability to swallow a large rectangular object. Which is like saying you can’t park an elephant in the typical American garage: Well, of course not, and why would you want to?

A distinct peculiarity of the BMW X6, however, is the lack of rear and rear three-quarter vision. The view straight back is a slit and over the driver’s shoulder mostly isn’t. Drivers will need to rely more on side mirrors. It’s a mere inconvenience where passion is involved.

Hond City Z Modification

Hond City Z Modification

Car Modification

Car Modification

2008 Chevrolet HHR SS

reviews.carreview.com

Pros

• Handling prowess
• Smooth power delivery
• Utility (63-cubic feet of useful space!)

Cons

• Front performance seat hard to dial in
• Notchy shifter with high effort
• Limited rear visibility

Introduction
Over the past two years, there were two cars that I read about in the car magazines that I eagerly awaited; neither was exotic or expensive, but hopped-up versions of cars you’d see every day commuting to work. More specifically, the MAZDA3 and Chevy HHR. I’ve driven the Mazdaspeed3 and now I had the chance to drive the Chevy HHR SS. I was not disappointed.