2013 BMW X1

2013 BMW X1

Episode 3219
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

BMW’s approach to sport utility vehicles, or sports activity vehicles as they like to call them, has been pretty consistent.  And that’s to give buyers the room of a utility, but with much of the performance that you expect in a BMW.  Well, now they’ve taken that formula even farther… or should we say, smaller, with the all-new X1.

The 2013 BMW X1 Sports Activity Vehicle is not actually an all-new vehicle; at least not in Europe where it has been on sale for a couple of years. But, this sub-compact crossover is fresh for us in the U.S. Built with a mix of both 1 and 3 Series parts, you might think it is directly aimed at luxury crossover buyers looking for everyday utility in an ever smaller package. But, there’s more to the X1 than that.

 At 176.5 inches, the X1’s length is about 6½ inches shorter than an X3. But, it’s also about the same as the 3-Series Sport Sedan of a decade ago. At 60.8 inches it is also more car-like in height; taking some 9 inches off the X3. Plus, it’s the first BMW SAV available in rear-drive as well as all-wheel.

 So, one might consider the X1 more of a compact 5-door hatchback, or sport wagon, than crossover, and even a plausible alternative to the ever growing 3-Series.

 Except for one thing. The X1 is very un-sporty car looking. It’s an awkward two box shape with a long hood leading to a rather bulbous greenhouse. So, BMW’s Sports Activity Vehicle moniker still fits best.

 The X1 is all BMW though; with kidney grilles, 17-inch alloy wheels with run-flat tires, rising character lines, and sporty flared wheel arches, all portraying brand heritage. 

 For the full BMW effect, opt for the M Sport package and get upgraded suspension bits behind 18 or 19-inch double spoke wheels. 

Engines are familiar BMW fare, with our xDrive28i packing the 2.0-liter TwinPower turbo I4.  It provides more than adequate motivation with 240-horsepower and 260 lb-ft. of torque. But, its “rough around the edges feel” again befits a crossover more than a 3 Series.

It’s connected to an 8-speed automatic that includes both Sport and Eco-Pro modes, as well as automatic stop/start.

All aimed at better Government Fuel Economy Ratings fuel of course which with xDrive are 22-City, 33-Highway, and 26-Combined which is a decent boost over the X3.

Still, it makes for a better than average Energy Impact Score, inhaling 12.7-barrels of oil a year while exhaling 5.3 tons of CO2. 

For more power, upgrade to the xDrive35i with the X3’s 300-horsepower inline-6. 

If one does go the xDrive all-wheel-drive route, they’ll find its multi-plate clutch just as eager to help out with dry road handling as it does winter traction. Particularly when you add Performance Control from the M Sport Package. 

We used all available traction in our xDrive28i to depart the starting line on our way to 60 in 6.4-seconds. Down the strip power felt strong and shifts brisk, helping us eclipse the quarter mile in 14.9-seconds and 91 miles-per-hour, accompanied by a very inspiring, and yes, sporty exhaust note.

Handling was plenty inspirational as well; our xDrive’s hydraulic steering delivered tidy turn-ins, obedient exits, and much more feel than the electric steering fitted to the rear driver.

On braking, stops were smooth and consistent, averaging a decent 120-feet, but there was a lot of pedal vibration that gave us an uneasy feeling.

So, overall performance is about what you expect from any BMW, though if you’ve spent much time in an older 3-Series, it still comes up a little short. 

Also consistent with other BMWs is the peaceful feel inside the X1’s cabin. We’re fans of the overall layout and fit and finish is excellent.  Up front you’ll find plenty of room; but in the rear, not so much.

Seat up cargo capacity is again more sedan-like than crossover at 14.8 cubic-ft.; an adequate 47.7 cubic-ft. with seat backs folded.  

The X1’s ride quality is classic BMW, feeling both more lively and quicker to respond than the slightly larger X3. It’s also much easier to maneuver in tight spaces. 

For even more help, an optional Driver Assistance Package comes with both Park Distance Control and Rear-view Camera. 

Pricing starts at $31,545 for the rear-drive sDrive28i, while the all-wheel drive xDrive28i starts at $33,245.  But, adding options can quickly send you into the mid-40’s. 

We very much enjoyed our time in the 2013 BMW X1. It is a well done effort, bringing back much of the driving joy of smaller 3 Series of yore, while still being elastic enough when it comes to daily needs. That’s a niche that no other near-term subcompact ute is likely to hit.

But, does a really small luxury crossover make sense in America? The X1 is indeed a risk for BMW and other prestige brands entering the same arena. But, as they say, you gotta to play to win.

Specifications

  • Engine: 2.0-liter TwinPower turbo I4
  • Horsepower: 240
  • Torque: 260 lb-ft.
  • 0-60 mph: 6.4 seconds
  • 1/4 mile: 14.9-seconds @ 91 mph
  • 60-0 mph: 120 ft
  • EPA: 22 mpg city / 33 mpg highway
  • Energy Impact: 12.7 barrels of oil/yr
  • CO2 Emissions: 5.3 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW
2024 Ford Mustang Dark Horse Roebling

2024 Ford Mustang Dark Horse

Not Just a One-Trick Pony

Episode 4328
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The Mustang name alone is about as nostalgic as it gets, but it seems like whenever Ford ups Mustang’s performance ante, they double down with throwback names like “Boss” and “Mach 1.” But now they’ve actually come up with something all-new for the seventh-gen pony car. It’s the Mustang Dark Horse… and around the race track, it’s anything but stealthy!

Recently, MotorWeek awarded the all-new, seventh generation Ford Mustang with two top honors in our Drivers’ Choice Awards: “Best Sport Coupe” and, even more impressive, our 2024 “Best of the Year.” There are lots of reasons for that ultimate decision, from the modernized take on the iconic profile, to Ford’s unwavering support of the V8 engine and manual transmission. but another reason is this, the 2024 Ford Mustang Dark Horse, the first new Mustang livery in decades.

Bred as the next evolution of Mustang performance, the Dark Horse takes that pony car formula and really kicks it up a notch. It roars to life with Ford’s fourth-gen 5.0-liter, naturally-aspirated “Coyote” V8, cranked up to 500 horsepower–14 ponies more than a GT with active exhaust which is, by the way, standard here. This modern “five-oh” cranks out 418 lb-ft of torque, sent to the rear wheels through your choice of transmission: six-speed manual or, in our case, 10-speed automatic. Note that six-speed is the same Tremec used in the last Shelby GT350 and Mustang Mach 1, an upgrade from the GT’s MT-82.

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On track, our drivers certainly would have preferred the six-speed, as the 10-speed felt more reactive than proactive, with automatic downshifts rather unaggressive. Manual mode using wheel mounted paddle shifters does improve things, allowing us to find better footing through all nine corners of Roebling Road Raceway.

However, for acceleration runs, there’s no doubt about it: this 10-speed rips! After a few trips to warm up the tires, we caught grip for a 0-to-60 time of 4.3-seconds. We have no doubt sub-4.0 seconds with this 10-speed is doable in ideal conditions.

But, the 40-degree air temps didn’t slow us down too much, racing down Roebling’s front straight to hit a 12.7-second quarter-mile at 117 miles-per-hour. Talk about warming us up!

And the day’s fun didn’t stop as we wrung out this 5.0-liter V8 to its 7500 rpm redline. Like Coyotes that came before, the Dark Horse’s V8 loves to rev, and with an exhaust note like this you’ll be compelled to oblige. We managed to hit 147 miles-per-hour before pulling back the reins: six-piston front Brembos that made easy work of hard stops. Joined by four-piston calipers clamping on the rear discs, these brakes were remarkable.

We enjoyed interrogating them lap after lap, but it took a lot for the Dark Horse tires to squeal: grippy Pirelli P Zero Trofeo RS rubber; 305’s in front and 315’s in back, both wrapping 19-inch wheels. Those wheels and tires are part of the available Handling pack, as are adjustable top strut mounts and revised chassis tuning. This $5,000 upgrade also adds the performance rear spoiler and Gurney flap– low enough to not limit visibility, but big enough to show you mean business.

And on the topic of appearance, the Dark Horse, despite the name, will stand out from your neighbor’s fresh-off-the-line GT. Available only as a coupe, it wears bespoke “Dark Horse” badging and graphics. The front end is almost evil with large nostrils sending air directly to the dual intakes, bookended by the seventh-gen’s tri-bar headlights. Opting for a bright color will show all these blacked-out elements even more, but we think it’s rather appropriate in this Blue Ember Metallic paint, reserved for Dark Horse Premiums.

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2024 Ford Mustang Dark Horse Engine
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The interior isn’t too far removed from the GT Premium. All models come with two large displays, a 12.4-inch instrument panel and a 13.2-inch infotainment touchscreen, mounted in one continuous housing. The Deep Indigo cloth seats can be swapped for these leather-trimmed RECAROs; quite comfortable on the street and very supportive on the track.

And although that’s where this machine truly shines, the Dark Horse is perfectly capable of gallivanting you around town too, as the standard MagneRide adaptive suspension means great handling in both scenarios.

Government Fuel Economy Ratings are on-par with a GT running on Regular, 14 city, 22 highway and 17 combined.

The Mustang Dark Horse pricing starts at $61,080, stepping up to $65,075 for a Dark Horse Premium. Add all the bells and whistles, and you can easily exceed $70,000.

But that still smacks us as a supercar-style bargain. So, is Dark Horse worthy of a permanent slot on Ford’s high-performance mantle? Or, does it simply live in the shadow of 60 years of Mustang greats?

Well, its name is “Dark Horse.” That’s far from “Black Sheep.” It’s loud, proud, and does everything a 5.0-liter Mustang should, and a lot more. So, our answer is undeniably… yes!

Specifications

As Tested

  • Engine: 5.0-liter NA V8
  • Horsepower: 500
  • 0-60 mph: 4.3 seconds
  • EPA: 14 City | 22 Highway | 17 Combined
  • Transmission: 10-speed automatic
  • Torque: 418 lb-ft.
  • 1/4 Mile: 12.7 seconds at 117 mph
  • Starting Price: $61,080