Our spies caught the next-generation bmw 3-series ahead of its debut later this year. 2019 bmw 3-series at car and driver.. Feast your eyes on the latest spy shots of a prototype for bmw鈥檚 next-generation 3-series, arguably the automaker鈥檚 most important model of the next few years.. A limited-edition 3 series to celebrate a century of bmw, james takes the 2016 bmw 330i 100 year edition for a spin.. The current bmw 1-series hatchback is somewhat of an oddity in the world of compact cars, because it comes with a sporty rear-wheel-drive layout and available inline. 2019 bmw 3-series (artist's rendering) what it is: the next generation of the quintessential compact sports sedan. The bmw f30/f31/f34/f35 series is the sixth generation of the bmw 3 series range of entry-level luxury cars. 2011 as the successor to the e90. Read motor trend鈥檚 bmw 3-series review to get the latest information on models, prices, specs, mpg, fuel economy and photos. The bmw 330e plug-in hybrid is new to the 3 series range for 2016. get 2016 330e test numbers here, with plenty of photos you won't find anywhere else.. The next-generation bmw 1 series hatchback has been photographed testing in europe.. Bmw's 3 series has long been the benchmark against which other compact luxury sedans are measured.
And for those reasons, Porsche's entry-level vehicle is more appealing than ever. The Macan's newfound balance starts with its ride/handling poise. 2,750 air suspension - switched between aggressive and relaxed with ease. Aside from the Macan simply being too large for the roads (it will fit in perfectly on America's wide lanes), it never put a foot wrong. The air-suspension controls body motions well, so that when you apply angle to the tight, direct steering, the Macan feels as poised and dynamic as anything this side of an Alfa Romeo Stelvio Quadrifoglio. But the Macan doesn't take a madman to drive daily. This is down to changes Porsche made to address criticism of the original Macan being too focused on performance. The steel suspension components are now aluminum, reducing unsprung weight by 3.3 pounds. It sounds modest, but any reduction in unsprung weight is a good one. Along with revised suspension geometry and new shock absorber hydraulics, the new Macan鈥檚 suspension readily shrugs off potholes. But even on smoother roads, it feels planted. When the Macan launches in the U.S., it will be with either a turbocharged 2.0-liter four-cylinder or a turbocharged 3.0-liter V6.
And while it's an auto journalist cliche, we liked the less powerful Macan a lot. It doesn't sound all that exciting - there's just 248 horsepower and 273 pound-feet of torque. Opt for the Sport Chrono Package - pro tip: always spring for the Sport Chrono Package - and the 2.0-liter Macan takes 6.1 seconds to get to 60 miles per hour with a modest 142-mph top speed. That's identical to the current base model. But it's intensely likable. As my co-pilot during the drive so eloquently argued, the 3.0-liter Macan S is certainly more powerful, but the 2.0-liter feels like it's giving its all; like it's in its highest state of tune. The Macan S, meanwhile, always feels like it has more to give (which is probably true, considering the inevitable Macan GTS and Macan Turbo will likely use the S' new turbocharged 3.0-liter V6). Low-end torque is impressive in the 2.0-liter, and the exhaust note is throaty for a base model. It's a fun engine to play with, to wind out, and to enjoy. There's a degree of turbo lag, despite the twin-scroll turbocharger and the hot-V configuration.
That said, we experienced this in standing-start, wide-open-throttle situations - at speed, the turbo spools up more readily, giving the Macan S a more engaging character. The 3.0-liter is also the more ear-pleasing engine. Switch the active exhaust to the louder setting (and leave it there), and the result is rich, sonorous exhaust noise that's as smooth as Cool Whip. The turbocharger's whistle dominates the intake noise, but it's easy to tune this out with the radio, in case you want a more au naturel voice. Like the base Macan, the S uses a seven-speed dual-clutch automatic. The computer does a fine job when left in automatic and Normal mode, but the transmission is at its best in Sport or Sport Plus and with a human working the perfectly sized, metal paddle shifters. Mounted to the steering wheel, these two units have a perfect action that feels as sharp and purposeful as the PDK's upshifts.
But focusing exclusively on the Macan's performance misses some of the most substantial improvements to Porsche鈥檚 entry-level model. What the cabin does get is more cohesion. The addition of a larger screen necessitated a new home for the air vents - Porsche flipped them 90 degrees and positioned the twin vents below the larger display. The result is that the 10.9-inch screen feels like a part of the dash, rather than something that an unimaginative designer simply tacked on. The change also allows the eye to move more naturally from the center display to the instrument cluster. The only thing separating the two is a simple, subtle strip of the selected dash inlay and aluminum trim. And once the driver plants their eyes on the twin displays of the mostly digital gauge cluster, they can take a solid grip on a new, 911-derived GT steering wheel. Thick, properly bolstered, and finished in Alcantara suede, this steering wheel has no business being on a crossover, but we're thrilled it鈥檚 there.
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