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When I was younger, brand meant something; Mercedes Benzes were solid but stolid, Jags were distincitive but rough around the edges and everywhere else, Porsches were built to be driven in anger, and BMW baked near magic balance between ride and handling into every product it sold.

But today, in an age of mergers and acquisitions, marketing and accounting rather than engineering – call the shots. In a spectacular display of vanity, no one was content doing what they do best and has suffered for their hubristic attempt at winning over ‘crossover’ buyers. Lexus comfort has gone out the window in an attempt to be more like BMW, BMW and Porsche chassis are literally ruined by the big wheels dictated by a stylist’s pen. Meanwhile Jaguar and Mercedes Benz have recently quietly focused their attention on the details that make the difference between competent and competitive.

I never thought I’d live to see the day when Jaguars and Benzes key to the road more fluidly than a Porsche or BMW but as you read this comparison you’ll see my point.

Don’t trust brand, trust the feel of the final product.

Well at least not until you’ve read this…

According to my sources, BMW is discontinuing the 325i and 330i sedans and replacing them with 328i and 335i models. Read the rest of this entry »

One of Lotus Cars founder Colin Chapman’s mottos was to “Simplify and add lightness.”  The new Jaguar XK ia a perfect example of why: the touch screen navigation interface and paddle shiftable automatic transmission are refreshingly simple to use and the lightweight aluminum body yields an unmatched balance between ride and handling and increases efficiency.

In a day when many cars have become needlessly heavy and complex, the XK is a breath of fresh air.

Both models share the same six-speed manual transmission, but the clutch is altogether lighter and smoother in the 3.0si. It makes for easier stop-start progress and is less wearing on the left leg over long distances. And whereas the Z4 M has hydraulically-assisted power steering, tuned for maximum feedback, the 3.0si is considerably less physical to steer. It has the same Servotronic electrically-assisted set-up as the Z4 roadster; not the most communicative for racing or track day use, but requiring less effort and arm-wrestling during normal road use. Most marked, though, is the difference in the suspension tunings. As with most BMWs, the 3.0si Coupe is tautly-sprung – and super-rigid in its structure – but it’s much less of a boneshaker than the Z4 M. The M, even on relatively well-surfaced roads, is unforgiving and – after an hour or so – somewhat unrelenting. Sitting so low to the ground, it’s a spine-jarrer. (3.0Si Sport models add the M alloys, seats, steering wheel and suspension, though this seems somehow to miss the point). ...the Z4 3.0si Coupe actually feels, in real-life conditions, hardly any slower than the Z4 M. It develops its peak torque of 232lb-ft at a low-down 2,750rpm, giving tons of pulling power low- and mid-range, whereas the Z4 M’s 269lbft doesn’t come into its own until 4,900 rpm: for most overtaking manoeuvres, or simply storming on down an empty country road, there’s very little in it. And while the Z4 M has nearly 80bhp more, which doesn’t peak until 7,900rpm, is fair play on a track, the 3.0si’s 6,600rpm peak is more like it for road driving, unless you’re prepared to seriously assault your eardrums on a regular basis. In the lesser-powered car’s favour, too, is its lighter engine: it feels less nose-heavy and more predictable on high-speed cornering… – 4Car

Commentary: I’ve said it before and I’ll say it again – if BMW gave the Z4 coupe the M version’s M variable differential, hydraulic steering and conventional tires, it would be the ultimate 2 seater in BMW’s lineup…

don’t dismiss the exterior remodelling as purely cosmetic: improvements to aerodynamics have led to fuel consumption gains of up to 6% compared to the outgoing 3s… Aided by new wheel/tyre combinations, noise intrusion into the cabin is down, thanks also to more insulation under the bonnet, a quieter fan, better cabin sound-proofing, increased chassis rigidity and reduced vibration from the suspension. – 4Car

This quote explains why I wouldn’t expect to see VW’s highly stressed TSI engine in the US market anytime soon (as well as perhaps why no one else has attempted to bring it to market):

Dr Hermann Middendorf, head of engine development for the Volkswagen Group… would only shrug at suggestions that [the turbocharged and supercharged 1.4L TSI engine] will actually find a home in the GTI… Volkswagen may well be worried that buyers could be put off by the engine’s diminutive size. ... the cars using… versions of the powerplant… won’t be badged as 1.4s. The engine is also more unrefined than the GTI’s 2.0-litre, especially at low engine speeds, which could also act against it. A drop in refinement is the main reason you won’t find it in any models from sister company Audi. It will stick with smoother, larger-capacity engines that better reflect its more upmarket status. – What Car?