2018 BMW 640i Gran Turismo
BMW seems to on a mission to be all things to all people…or at all least to all luxury car buyers. So, in addition to being early adopters to the luxury SUV game, they’re now trying to fill every niche possible, including ones that only they seem to be competing in. Well, maybe that explains the 6 Series Gran Turismo; let’s see if there is a method to their marketing madness.
It’s hard to classify the 2018 BMW 640i xDrive Gran Turismo. It’s certainly not your typical sedan or hatchback; and don’t confuse it with the 6 Series Gran Coupe either. But, if you remember the 5 Series GT from 2010, think of this 640 GT as its replacement; or perhaps the closest thing to a 5-series wagon that we’re likely to get here in the states.
And like its predecessor, there’s an enormous amount of space inside, thanks to a 120.9-inch wheelbase that’s almost 4-inches longer than a 5 Series sedan.
It’s still a far cry from beautiful, but the design appears much more cohesive than before. The rear remains tall; but in profile, it now looks more like a traditional 5-door hatchback, and less like a truncated wagon.
The aggressive nose, and lots of taut body lines, are all BMW hallmarks, and BMW continues to have some of the coolest headlights out there. Standard wheels are 19s.
You’ll enjoy all of the roominess no matter which seat you find yourself in.
Those up front will also experience the typical BMW sporty cockpit feel; while those in back, will get full-size sedan amounts of legroom and headroom.
Interior design is similar to the 5 Series and just about every other BMW for that matter; high quality materials, large dash-top mounted infotainment screen, iDrive controller, electronic shifter, shift paddles on the wheel, rudimentary manual controls, and great looking wood trim.
And of course available niceties such as a head-up display, soft close doors, 3D surround view, heated seats and steering wheel, panoramic moonroof, and even remote control parking.
Under the power-operated rear hatch is a very wide opening, and 31.0 cubic-ft. of nicely finished space. Folding the seatbacks, ups it to 65.0 cubic-ft. Even though the swoopy roof will cut into cargo height, capacity is directly in between BMW’s X3 and X5 Sports Activity Vehicles, and more than the bulbous looking X6.
Much like the 5 Series, it has the perfect balance of luxury and sportiness. Want to relax and cruise on the highway? It does that with true tranquility and silkiness. Want to whip it around your favorite back road? No problems there either; it stays very flat and responds immediately to every input.
Though our car was aided by the available Dynamic Handling Package, which adds Active Roll Stabilization and Integral Active Steering to the Dynamic Damper Control air suspension. It all works together to make the Gran Turismo’s 4,400-lbs. all but disappear through high speed sweepers.
The experience however was slightly different through our tight cone course. Here, the steering feels over-boosted, and we wished for more feedback from all parts of the car. Yet, grip remained fantastic throughout.
There was traction a-plenty for launching as well; and a launch mode that worked flawlessly, getting us to 60 in just 4.8-seconds.
Power pours on strong, and never lets up; despite a bit of a see-saw weight-transfer effect when the 8-speed automatic transmission triggers a shift. And a healthy bellow from the exhaust accompanied us for the entire 13.3-second trip through the ¼-mile, at which time we were travelling at 105 miles-per-hour.
Making all of this happen, is BMW’s 3.0-liter inline-6 turbo engine; rated at 335-horsepower and 332 lb-ft. of torque. All-wheel-drive is standard.
There’s plenty of whoa to go along with the go. 99-feet was our average stopping distance from 60. We did experience some fade as the runs added up, but there is an awful lot of weight to bring to a stop that quickly.
Government Fuel Economy Ratings are 20-City, 28-Highway, and 23-Combined. Our average on Premium was just about right on, at 23.2 miles-per-gallon. Making for an average Energy Impact Score, with yearly use of 14.3-barrels of oil, and C02 emissions of 6.4-tons.
Things are as simple as it gets when it comes to pricing; just one version of the Gran Turismo, starting at $71,195, to which you can add a host of options, either in package form or a la carte.
Well, if you were looking for a very luxurious ride with plenty of comfort and performance, there were already plenty of BMWs to choose from. Now you can add one more to the list, the 2018 BMW 640i xDrive Gran Turismo. It is the best of BMW sedans, SUVs, and hatchbacks, all rolled into one. We agree that the brand may indeed be slicing the marketing onion super thin, but if that means competing in a class of one, no one does it better than BMW
Specifications
- Engine: 3.0 liter
- Horsepower: 335
- Torque: 332 lb-ft.
- 0-60 mph: 4.8 seconds
- 1/4 mile: 13.3 seconds @ 105 mph
- EPA: 20 mpg city / 28 mpg highway
- Energy Impact: 14.3 barrels of oil/yr
- CO2 Emissions: 6.4 tons/yr
2025 Hyundai Tucson
Hyundai Tidies Up The Tucson
When we last checked in with the Hyundai Tucson compact crossover, it was kick off an all-new 4th generation. That was just 3-years ago, and already we’re circling back, as Hyundai has just applied a multitude of update to ’25 model year Tucsons. Let’s see what that means for Hyundai’s best-seller.
Much like the desert town of Tucson, Arizona, played a central role in the American Wild West, the Hyundai Tucson is a crucial character for the Hyundai brand, occupying territory in the ever-expanding frontier of small SUV sales.
Hyundai long ago staked its claim by delivering more for less, and it’s inside the new Tucson where you’ll see the biggest changes. Starting with the pleasant mix of materials, comfortable seating, and airy feel thanks to the available panoramic sunroof, Hyundai has also totally revamped the dash and center console. Instead of being segmented and curvy, the new dash design is horizontal and open, with the 12.3-inch digital instrument cluster and 12.3-inch infotainment touchscreen combined into a single housing that stretches most of the way across the dash.
While the look is clearly high-tech, we’re actually more thankful for the low-tech updates that include bringing back some actual knobs and buttons. Getting other small details right includes a head-up display and active driving aids that are more helpful than distracting, and some great sounding audio from the available Bose system.
That revamped center console is slimmed down with more of a floating design, enhancing and opening up storage space. The annoying push-button transmission controls are also gone; shifting duties now taking place with a mini steering wheel stalk.
As before, there are a wide variety of powertrain options; from a 187-horsepower naturally-aspirated 2.5-liter I4 to a 268-horsepower plug-in hybrid. Our Limited trimmed Hybrid falls in between, outputting a combined 231 horsepower and 271 lb-ft of torque. That’s a slight bump over last year due to a stronger electric motor. Hyundai is one of the few brands that uses turbo power on the engine side of their hybrid setup, a 1.6-liter turbo-four, and it also is one of the only ones with a true six-speed automatic transmission instead of a CVT. Also, the Tucson’s HTRAC all-wheel-drive setup, which is standard on hybrids, is fully mechanical, so gas mileage is not quite as high as competitors that work with rear wheel electric motors.
The hybrid felt surprisingly peppy off the line, with lots of grip and a quick bolt to 60.
Government Fuel Economy Ratings are 35 across the board for city, highway, and combined; though we averaged just 33 mpg of regular. Still, that’s a much better than average Energy Impact Score, with consumption of 8.5 barrels of oil annually and 4.2 tons of CO2 emissions. An ultra-efficient Blue Hybrid model with less content, smaller wheels, and some aero tweaks does better at 38 mpgs.
Our Limited’s other numbers were pretty favorable at our Mason Dixon test track, too. The Hybrid felt surprisingly peppy off the line, with lots of grip and a quick bolt to 60 in 6.8 seconds. That’s 2 seconds quicker than we got in the base Tucson 3 years ago. Smooth and linear power delivery kept it feeling fast the whole way down the track, with quick and easy shifting in the six-speed automatic. All told, it was a smooth and steady 15.1-second trip to the end of the quarter-mile, finishing at 93 mph.
It proved to be quite nimble in our handling course, too, with virtually no body roll and very neutral behavior. Steering was plenty responsive and traction control intervention minimal. In panic braking runs, the soft pedal kept ABS pulsing to a minimum and initiated stable and fade free stops of a short 104 feet from 60.
Updates for the exterior include new grille, fascias, and wheels; with the unique “through the grille” lighting setup looking like a high-tech set of six-pack abs. Throw in the chiseled body lines and our tester’s Titan Gray paint, and it appears like there’s a little bit of Batman cosplay going on. Even with the Limited’s 19-inch wheels, ride quality is quite good, something that Hyundai made a priority when this gen launched for 2022.
Tucson pricing starts with a front-wheel-drive SE at $30,155; Hybrids start with Blue trim for $34,915, with our Limited Hybrid starting at $42,745.
There’s much to like about the 2025 Hyundai Tucson, it has a great ride, packs a lot of easy-to-use tech, looks cool, and offers plenty of comfort and flexibility; plus, the Hybrid not only delivers elevated fuel economy, but brings a healthy dose of sporty performance along with it. All things that will keep the Tucson’s reputation growing throughout the ute-buying territory.
Specifications
As Tested
- Engine: 1.6-liter I-4 Turbo
- Transmission: 6-speed automatic
- Horsepower: 231
- Torque: 271 lb-ft.
- EPA: 35 City | 35 Combined | 35 Highway
- 0-60 mph: 6.8-seconds
- 1/4 Mile: 15.1 seconds at 93 mph
- Braking, 60-0 (avg): 104 feet
- MW Fuel Economy: 33.0 mpg
