Porsche is hard at work testing the 992-generation 911 Turbo, recently taking a prototype to the snowy landscapes of Sweden. This particular 992 Turbo prototype appears to be wearing its production-spec body, providing us with a clear look of what Porsche鈥檚 design team have in store for us. The most significant styling changes are even wider fenders, a fixed rear wing, squared quad exhaust pipes and Mission E-inspired taillights. We鈥檝e know about Porsche testing the latest-generation Turbo for almost 12 months and speculation as to power output remains rife. The twin-turbocharged six-cylinder engine powering the new Turbo will deliver in excess of 600 hp. In Turbo S guise, that figure will likely jump to around 620 hp, if not slightly more. Thanks to this bump in performance, the 992 Turbo promises to be even quicker than its predecessor from a standstill, potentially hitting 100 km/h in as little as 2.5 seconds. Entry-level variants of the next-gen Porsche 911 aren鈥檛 expected to land in dealerships until 2019. Consequently, Porsche owners shouldn鈥檛 expect to receive their new Turbo models before the 2020 model year. Based on what we鈥檝e seen, however, we think the wait will be worth it.
Compared to the low bar that was the previous-generation X4, the 2019 model is certainly an improvement. It鈥檚 longer, wider, and slightly lower, with a stiffer chassis, lower curb weight, and a more aerodynamic shape. The designers also did a better job of integrating the fastback roofline with the new X3鈥檚 front end. Although the old version looked cobbled together, the redesigned model has a much more cohesive exterior design. Inside, the X4鈥檚 cabin looks like it was pulled straight out of the X3, with only a few accommodations made for the sloping roof. Considering how cheap the first-gen X4鈥檚 interior felt, that鈥檚 a good thing. BMW used significantly nicer materials this time around that, when paired with the cabin鈥檚 more modern design, make the X4 feel much more luxurious. That said, the interior isn鈥檛 quite up to the standard set by the X4鈥檚 most direct competitor, the Mercedes-Benz GLC Coupe. The standard 10.3-inch touchscreen isn鈥檛 integrated into the center console like the screen in the last-gen X4, but because it鈥檚 mounted higher on the dash, the new system is easier to see and more intuitive to use. Navigation comes standard, as do sports seats and a panoramic moonroof.
The multi-color head-up display is 75 percent wider than before and projects an impressive amount of information into the driver鈥檚 line of sight. Several safety features including forward collision warning and automatic emergency braking come standard, but buyers have to pay extra for adaptive cruise control, lane keep assist, and even blind-spot monitoring. Considering the X4鈥檚 coupe-like roofline, the designers also deserve credit for giving rear passengers more room than you鈥檇 expect. There鈥檚 one more much-appreciated inch of legroom than before and enough headroom to accommodate most passengers. With the rear seats down, the 18.5-cubic-foot trunk opens up to offer 50.5 cubic feet of cargo room. That鈥檚 not quite as much as the GLC Coupe has, but it鈥檚 a small improvement over the outgoing model. Under the hood, buyers get their choice of two engines. 51,445 X4 xDrive30i uses a twin-turbocharged 2.0-liter I-4 good for 248 hp and 258 lb-ft of torque.
61,445 X4 M40i, and you get a turbocharged 3.0-liter inline-six that makes 355 hp and 365 lb-ft. Both engines send their power to all four wheels via an eight-speed automatic transmission. The 2.0-liter doesn鈥檛 feel especially quick, but it should be more than adequate in daily driving situations. Even though it鈥檚 the base model, the X4 xDrive30i will also hold its own on a winding back road. It鈥檚 no sports car, but with a standard M Sport suspension, it鈥檚 competent enough in the corners. Anyone with cornering on their mind, however, will want the X4 M40i. That extra 100-ish horsepower makes it significantly quicker than the four-cylinder model, hitting 60 mph in a claimed 4.6 seconds. Add in the larger brakes, adaptive suspension, and the optional M Sport differential, and you have a surprisingly enjoyable corner carver. The crackling sports exhaust is just a bonus. The brake pedal is less firm than I鈥檇 prefer, but the brakes themselves are strong, and the tires have plenty of grip. The paddle shifters deliver quick shifts, but the transmission programming is also smart enough that you can usually leave it to its own devices.
Inflate the adjustable bolsters, and the seats do a good job of holding you in place, too. And although it initially wants to understeer, if you really push it, you can even hang the tail out for a well-controlled power slide. The X4 M40i wouldn鈥檛 be my first choice for track duty, but it offers the kind of hop-in-and-go fun that would make errands more enjoyable and a quick trip to the mountains exciting. When you need a quiet, comfortable commuter, Comfort mode is a button press away. No matter how sporty and well-rounded it is, some people will still dismiss the X4 as just an uglier, less practical X3. That鈥檚 fine. The X4 isn鈥檛 for them. But the fact that something isn鈥檛 for everyone doesn鈥檛 mean it isn鈥檛 for anyone. Buyers who like the X4鈥檚 styling should enjoy the driving experience, too, and those who don鈥檛 can still buy the X3.
Comments
Post a Comment