Author Archive for ADL Guest

Separated On The Draft Table? Mercedes GLK & Toyota Highlander

Ed. note: Hardy sent us an email recently with the below comments on the GLK. With his nod, we’ve reposted his words here to highlight a less than glamorous similarity between Mercedes’ GLK (featured in Sex & The City) and the humble Highlander.

by Hardy Drackett ::: img HD for ADLX ::: 2010 Mercedes GLK

THE 2010 Mercedes-Benz GLK has always reminded me of the original Subaru Forrester because of it’s hard edges.

I never realized until seeing them next to each other how similar the GLK is to the previous generation Toyota Highlander in terms of proportions and silhouette.

MINI by Rolls-Royce? Splendid!

• Jim takes exception to others taking exception re: the Rolls-Royce MINI concept
• Scheme hearkens back to older days
• Would make for perfect Black Friday purchase

By Jim Mahoney

THE rumor is circulating again.

Perhaps it began in Oxford or maybe the Black Forest – Rolls-Royce will join John Cooper as a supplier of bespoke options for Mini.

The confused reaction from blogosphere commentators initially indicates that they just don’t understand. The fusion between maximum luxury and minute sport seems too far a conceptual leap for most.

But the Rolls modified MINI isn’t about them. It’s about us and our dream to weave a car in the manner of our choosing.

Today configuring a car is not reviewing lists of options in an attempt create a vehicle that fits a personal definition of our needs, but a slog through packages where we’re forced to buy several options when we’re only interested in one.

Where each check of a box, increases the price and the car gets further and further from the vehicle that we desired.

There are a few manufacturers that allow customization; the Porsche Exclusive program is close to concept of designing your personal car and MINI offers a wide range of choices.

Of course these programs are mostly about choosing colors and materials with the odd hard part; even when configuring a Rolls or a Bentley.

For the concept of a truly bespoke automobile died quietly in the 1950s, killed off first by the move to unit body construction and later by vehicle safety standards.

Once, purchasing a custom auto meant selecting your preferred chassis and powertrain; Rolls, Bentley, Bugatti, Alfa Romeo and having it sent to your coach builder; Park Ward, Mulliner, Zagato, Weinberger, where you worked with the designer to construct what was truly your car.

Today this so rarely happens that it becomes a major automotive event. James Glickenhaus’s commission of Pininfarina, to build the P4/5 atop an Enzo chassis or Henrik Fisker’s modification of Mercedes SLs and BMW 6 Series are examples that recently received coverage.

But a Rolls optioned MINI!

The mind giggles at the thought of sitting with the MINI sales guy and beaming in via teleconference to the Rolls Royce bespoke representative to configure our Cooper S…

Of course it won’t be like that.

At best there will be a range of choices available in many colors. Selections that will be heavy on Connelly leather and Wilton carpets with the odd pieces in wood or machined aluminum.

But surely we’ll know that our Mini was plucked from the line in Oxford, placed on a truck and transported to Goodwood where the finest craftsmen in England will finish our Mini.

No, that won’t happen either.

The parts will  likely come to Oxford not our MINI to Goodwood. Or worse, we can pick up the Genuine Rolls-Royce components from Greg the parts guy at the MINI center to be installed by Steve, the certified MINI interior specialists.

Wake up Walter.

The New “GT” by BMW & Porsche

BMW’s PAS.

By Hardy Drackett | IMG BMW NA, Porsche NA

ARRIVING later this fall, Porsche and BMW showrooms will be the first place to get a glimpse of a new vehicular niche.

Not quite sedans, not really wagons either, and with a lower roofline than SUVs, Porsche is starting the party with the long-rumored Panamera, and BMW is answering back with the 5 Series Gran Turismo. Interestingly, these automakers have come from opposite directions to reach the same conclusion.

Porsche is using the Panamera to expand its portfolio, while BMW has positioned the 5GT as the replacement for an existing model.

And true to each marque, Stuttgart and Munich have produced similar machines with different personalities.

I don’t usually buy into marketing jargon, but if you put aside images of front-engine Ferraris with luggage belted in place under the rear window, the GT moniker BMW has chosen seems apt to describe this niche segment.

After all, Gran Turismo, or “grand touring” has historically been used to connote sports cars that emphasize comfort over flat-out performance, and are able to make long-distance, high-speed journeys in style while carrying a reasonable amount of luggage. So don’t be surprised if you see one or two of these new models at the next Gumball Rally.

But even as a daily driver, the concept makes sense: combine the driving dynamics of a sedan with some extra cargo space, while avoiding the stigma of being a wagon (not cool) or SUV (gas guzzler).

2010 PORSCHE PANAMERA

Porsche takes a lot of guff whenever it adds a vehicle to its fleet that isn’t a Carrera or a limited-edition supercar.

Think back to 1996 when Porsche introduced the Boxster. 911 purists hated the idea of a Porsche for the masses. But it won respect for it’s fun-to-drive factor and sales soared. Porsche pushed the envelope further in 2002 with the debut of the Cayenne.

Brand loyalists were outraged by the paradox of a Porsche SUV. It was -ahem- unsightly, but Porsche earned credibility for delivering the world’s best-performing SUV, and the Cayenne quickly became their top seller in North America.

Now, with “roadster” and “SUV” crossed off its to-do list, Porsche is out for a third win with the Panamera. Like the Cayenne, no one seems to think the Panamera’s design deserves a spot at MoMA. But enthusiasts can’t ignore the facts: these cars are quick.

All variants use Porsche’s double-clutch transmission, which keeps the next cog on standby and changes gears with virtually no interruption of momentum. Bury the go pedal and the Turbo will hit 60 miles per hour in 3.8 seconds. If it’s any indication of interest, Porsche dealers have waiting lists and aftermarket tuners 9ff and Gemballa have mods at the ready.

After the long wait, it seems clear that the Panamera will be well received by Cayenne drivers who’ve grown wary of the SUV image, 911 drivers that want more room, and first time customers who have been holding out for just such an offering from Porsche.

To avoid any criticisms that the new addition will dilute the Porsche brand, the U.S. will get the Panamera in three potent flavors; the 400 horsepower S and 4S, and the 500 horsepower Turbo. Good news for purists, who may have a point when they say the $45,000 base Cayenne, which limps to 60 miles per hour in 7.5 seconds, is a little too close to Touareg territory.

2010 BMW 5 SERIES GRAN TURISMO

When rumors about the Panamera surfaced, designers at Bayerische Motoren Werke took notice. And so began a project to create a “Progressive Activity Sedan.” Objective: create a vehicle whose passengers could enjoy the rear legroom of a 7 Series, the headroom of an X5, and a ride height somewhere in between, for a commanding view of the road and ease of entry and exit.

So where does a Progressive Activity Sedan fit into BMW’s ever-growing model lineup? When BMW hits us with the 550i GT, we’ll wave auf vidersen to the 535i xDrive Sport Wagon. Which may not go over so well with wagon loyalists. Market research shows that 5 Series wagon buyers are the wealthiest and most traditional of all BMW customers. They’re still driving wagons because they bucked the SUV trend.

Love it or hate it, the 5GT design is for a more modern customer. Four can travel comfortably, thanks to reclining bucket seats in the rear. But don’t ask anyone to sit between them for a long ride.

And don’t plan on an optional third row bench. The fastback silhouette doesn’t allow room. But it does conceal a slick new tailgate design – you can open the whole thing, or just the bottom half to keep drafts from disturbing the rear passengers.

The 550i GT will have a healthy 400 horses on tap, thanks to the twin turbo V8 found in the X6 and 750Li. And a 535i GT with a modest 300 horsepower turbo six is slated to appear in the spring of 2010. But true to its 7 Series underpinnings, no M version has been confirmed, and there’s been no mention of xDrive, meaning Porsche’s Turbo will outgun BMW at the top of the spectrum.

Bottom line: this is not your mother’s station wagon. But these days, your mother is a very small slice of the Bavarian Pie. And BMW is willing to risk losing a few old customers to Volvo (they still make wagons, right?) to gain a piece of the action in this new segment.

So who exactly are these cars for? A pretty small crowd. Both manufacturers estimate a worldwide demand of only about 20,000 units per year. The takers will likely be early adopters who want performance and practicality in a new package.

And the competition will be watching closely.

Audi has already hinted at an A7, and it’s a good bet that Mercedes is contemplating breeding its CLS and R Classes. There’s even talk of hyper-exotics that would top out the segment, including the Aston Martin Rapide and Lamborghini Estoque.

So if their grand tourers catch on, you can bet that Porsche and BMW won’t be the only show in town for long.

Luxury Cars: Safer to Drive; Cheaper to Insure

By Melissa | IMG IIHS via YouTube

WHEN we think of luxury cars, our minds go in two directions. There are the multi-million-dollar exotics like Ferrari and Bugatti that cost almost as much to insure as they do to own, and then there are the luxury cars for the rest of us.

With names like BMW, Acura, Volvo, Audi and Cadillac, these cars have the elite cachet that points to an owner imbued with style and class. As consumers, we buy them because we want the precision steering of German engineering, the cushy seats of an American legend, the purr of a finely-tuned Japanese motor. The last thing on our minds is accident statistics.

These luxury cars are more than just pretty shells wrapped around finely honed technology. In 2005, for example, both BMW and Audi received accolades from Consumer Reports for their safety ratings; they were listed among the safest cars on the road.

For the BMW 330i, the significant features included a panic button alarm, child-safety door locks, and side guard door beams, as well as its complement of airbags, and anti-theft protection devices, while the Audi A4′s safety selling points included a dual-stage, dual threshold airbag system, and an advanced braking system making the car easier to control on rain-slick pavement.

Today, BMW and Audi are still among the top-ranked luxury cars when it comes to the crash test results posted each year by the Insurance Institute for Highway Safety (IIHS), but they’re not alone. The top scorers in the luxury car classes were:

Midsize Luxury Cars:

o 2009 Acura TSX & TL
o 2009 Audi A4
o 2009 Saab 9-3
o 2009 Mercedes C-Class
o 2009 BMW 3-series
o 2010 Lincoln MKZ

Large Luxury Cars:

o 2009 Cadillac CTS
o 2009 Lincoln MKS
o 2009 Acura RL
o 2009 Volvo S80
o 2009 Audi A6
o 2009 Hyundai Genesis

Midsize Luxury SUVs:

o 2009 Acura MDX
o 2009 BMW X5
o 2009 Infiniti EX35
o 2010 Lexus RX
o 2009 BMW X3
o 2009 Mercedes M-class
o 2009 Volvo XC90
o 2009 Audi Q5
o 2009 Acura RDX
o 2009 Lincoln MKX

Aside from their across-the-board rating of “good” in front, side and rear crash tests, these vehicles all had two other things in common. One is that they all come with some kind of side airbags, which were used for the tests – additional airbags are optional on most of these models. The other is that every vehicle includes electronic stability control (ESC) systems as a standard feature.

How Do These Ratings Impact Insurance?

Any time a car gets a good crash test rating from the IIHS, insurers look upon it favorably. Those crash results, when added to other onboard safety features, such as antilock brakes, special headlights for certain weather conditions, airbags, and even anti-theft devices, add up to make your car cost less to insure. This is because the safer a car is to drive the less likely it is to be involved in an accident that ends up in the car being totaled. The average car insurance company would rather pay repairs than a total loss.

In English, this means that Luxury cars with a good array of safety features and excellent crash test ratings, such as those listed above, cost less to insure. Even better, because luxury car owners tend to be upstanding citizens, who have good credit, own their own homes, have good driving records, and have a significant amount of experience behind the wheel, they can qualify for discounts on top of the lower pricing their cars already garner.

Does this mean all luxury cars are safer to drive? Not at all. According the IIHS tables, the 2009 Cadillac SRX, for example, scored poorly in rear-impact crash tests, and the 2009 BMW 5-series received a rating of “Marginal” for side-impact crashes.

As a consumer, when you are shopping for a new car, consider all the data, not just how a car takes corners, or how comfortable the back seat is, but also what the crash test results say. By choosing your next vehicle based on all the facts, you can find a car that is safe to drive, inexpensive to insure, and still incredibly stylish, comfortable, and classy.

2009 BMW Z4: Sports Car Lite

IT’S possible I have this whole post-Bangle BMW business all wrapped up ’round my mental axle, but I don’t think so.

Driving the new Z4 shortly after driving the new 7 leaves me curious as to what the gang in Munich have on their collective minds in terms of their product line and their design language. For the sake of this conversation let’s leave SUV’s aside.

As stated in a previous posting I see little brand cohesiveness in BMW’s product line.

The 1 and the new 7 both share a high beltline that make them look similar if unnecessarily heavy.

The 5 is a mess.

The 6 has supporters and detractors in about equal number.

The 3, oddly enough, is both the most beautiful (read purposeful) and the only one recognizable as being a direct descendant of previous BMW’s.

You could be forgiven for thinking the 1 and 7 came from one company. The 5 from another. The 6 from another. The 3 from another. And in the new Z4′s case, from yet another auto firm.

The primary unifying element should have been the classic kidney grilles, but no longer. On some products they look familiar while in others they have become cartoonish. The 7 and the Z4 now sport the new ungainly snout that is rapidly morphing into an old Jaguar grille – just picture a chrome strip instead of paint separating the halves and you’ll see my point.

That said, there is something tying these cars together. Regardless of engine option, given a decent set of summer tires, they are all crazy capable. I have owned a boatload of BMW’s over the years and every one was just plane fun to chuck around. The M’s a little more so, but all were just great.

So along comes the new Z4. Visually it is a giant improvement over its predecessors . Not necessarily a direct descendant, but much nicer. The power retractable hardtop is a winner. The Z4 drives like a dream. So why don’t I have any desire to own one? Even if it were to some day arrive in an M package?

Once again, BMW have given us a Boxster without a 911. If I’m going to buy a BMW roadster, I want it to be the ultimate. Where’s the ultimate in a BMW Boxster?

Now that I am out of short pants I don’t want a Miata, Boxster, 370Z, Z4 or any other sports car lite. I want the real deal; a sports car heavy!

A BMW version of the 911, Vette, Viper, Ferrari, AMG SL, Audi R8, or some other full sized thundering 8 to 12 cylinder pavement-pounder. I am not getting out of my M5 for anything less.

When I see a real sports car in my rearview, I think “let him by or step it up.” I see something like the Z4 in my rearview and I think “cute car.”

That, my friends, is some difference. The Z4 does not look ferociously purposeful in it’s size or intent. It just looks cute. And that’s perfectly fine. As an entry level sports car.

But entry level to what? Where is its big brother? And I am not talking about some retro nonsense like the unlamented Z8. Where Is BMW’s two passenger, no kidding, ultimate, go fast driving machine?

US Car Culture

Henry Ford with Tin Lizzie.

IN the beginning, it was all so simple.

When Henry Ford introduced the Model T, he said that a customer could have a car in any color he wanted, so long as it was black. His assembly line concept made it more efficient and less expensive to build a car. In so doing, Ford made the dream of owning a car a reality for the masses.

And so began our love affair with the automobile.

In chapter two, the Baby Boomers became the first generation of teenagers with enough income to afford their own cars. And these cars were much more than transportation. They were a reflection of a lifestyle. The ability to tune and modify their cars made these vehicles a reflection of their owners’ personalities.

Today, not only are there more choices than ever dotting our automotive landscape, but cars can be customized right on the assembly line. That’s not to say that the customization ends there, but it is certainly evidence that people still use their cars as a means of expression.

Want a humidor built into your glove box? Rolls-Royce will be happy to indulge you.

Seatbelts dyed to match your yellow brake calipers? Porsche can make it happen.

Bang & Olufsen speakers that rise out of the dash for a command performance? Audi says “Encore!”

A car painted to match your wife’s favorite nail polish? Bentley will happily oblige.

Doorsill logos that light up to show your guests what they’re about to experience? Mercedes has you covered. So do BMW and Lexus.

And while all this variance would have Henry Ford rolling in his grave thinking about the efficiencies lost in the production process, the reality is that today’s sophisticated customers expect it. That’s not to say that every customer lays down the big bucks for these options.

But then again, that’s making a statement too, isn’t it?

Just as people in different parts of the United States have different mentalities, accents and attitudes, there are cultural differences that extend all the way down to the automobile.

In sunny California, tinted windows and custom rims are de rigueur while motorists in the frosty northeast prefer all-wheel-drive. And aging Floridians can’t get enough of white sedans with beige interior.

But car culture isn’t just the options one chooses at the dealership. It’s how the automobile is celebrated.

In California, looks count. Case in point: the Pebble Beach Concours d’Elegance.

Every August, collectors and enthusiasts gather to admire classic cars that have been painstakingly prepared and proudly displayed on the 18th hole to be judged on originality, authenticity, and preservation or restoration. Coincidently, many Californians judge one another based on merits of preservation or restoration.

At the other end of the spectrum is the Indianapolis 500. Echoing the timeless values embraced by its Midwestern home, this race has changed little since it was first run in 1911. Each Memorial Day this track plays host to dozens of teams with a time-honored goal: balance speed with endurance and be the first to complete two hundred laps of the famed oval track.

If the Concours is the automotive equivalent of the Miss America Pageant, then the Indy 500 is a heavyweight prizefight. One is a contest of beauty — the other, brawn. And the events themselves have flavors as different as Chardonnay and Bud Light, while participants fiercely compete for the title of Best in Class.

But that’s the beauty of America’s car culture: there’s something for everyone.

2009 BMW 750Li: BMW Owner’s Perspective

FIRST impressions are hard to get past, although this Seven will give you reasons to try.

The appearance of this car did not evoke the “Gee I’d like to have one of those,” response. Instead, I thought, “Christ, this thing is giant.” And it makes up for its size – in ugly.

Size is a large part of this new Seven’s stylistic challenge. And this begs the question: when something, anything is overly large isn’t it the designer’s job to help lighten its appearance? Lend it a little grace?

That just hasn’t happened here.

The high beltline actually makes the sedan’s profile look taller and fatter. Why on Earth would BMW borrow this styling element directly from their least expensive car – the One – and use it on their new flagship?

I wouldn’t mind necessarily, but the aesthetic faux-pas looks lousy on the baby Bimmer, too.

Too big is sometimes just that. And the length of the car consists of a mass of cutlines that do nothing shrink this boat, visually. Even this model’s predecessor, portly though it was, somehow managed to look lighter on its feet.

Look, I know how popular it has been in recent years to pick on BMW styling.

On the other hand, perhaps there’s good reason to do so.

Has BMW now become the least homologous line of cars out there? The One and the Seven now look similar and I’m pretty sure that’s not a good thing.

The Six looks like no other car in the lineup, as is true with the Ugly Five and the beautiful Three.

BMW’s rivals have a smart visual continuity in their lineups which makes any Audi look like an Audi and any Benz look like a Benz. Damned If I can say that about BMW’s family.

Back to the Seven. The interior, while clearly well done, is a bit cold in its presentation. It’s sort of fussy industrial, rather than warmly inviting. There are acres of cow, dark wood and shiny metal. And despite all this luxurious gluttony, the cabin still remains uninviting.

BUT!!

All that mass and all that ugly disappear when you drive this car.

Simply put, it’s got tons of power. Just a few minutes in the twisties and you’re left feeling totally comfortable flinging it into and powering out of every turn. You would not find a stick shift out of place here at all, if BMW offered one.

High praise indeed.

The new 750Li provides a terrific, engaging, driving experience that you would never tire of.

But the car does present us with the automotive equivalent of choosing to marry an ugly partner because they’re great in bed. It’d be a thinking person’s move, but still, as thoughtful individual you’d still have to get past that first impression.

_____________________________

Richard Wolf is a Connecticut based architectural designer and owns an E39 gen. M5. We featured Richard in both our BMW Enthusiast and Lime Rock segments that aired on CPTV. In the past, Richard has owned three 7er’s: two E23 gen. 733i’s and one (magnificent)  E32 gen. 735i.

Generations: BMW E24 & E64 M6

I love California’s car culture.

A trip to the Golden State guarantees sightings of great cars, both old and new, and in pristine condition – thanks to the mild weather and friendly roads.

On a recent trip to California, I parked by two BMW M6s, one a pre-facelift E24, and the other a pre-facelift E64 coupe.

And in the cool silence of the morning, you could swear the cars were whispering to each other, long lost friends reunited and exchanging stories about where the time had gone.

Maybe even sharing a laugh at the expense of a nearby Prius?

The conversation would have flowed easily. Despite being very different cars from a technical standpoint, they share a similar story and context in the automotive world.

Both cars were considered radically styled when they debuted. The controversy over Chris Bangle’s recent 6er design (among others) is not unlike the reaction that met Paul Bracq’s E24 design in the late 1970s.

Looking at the cars side-by-side, the older car looks more purpose built, it’s crisp pleats tailored neatly over the machinery like a bespoke suit. Truly a testament to the design mantra of the day: form follows function.

The newer M6’s body work has been let out a bit, like a pair of pants who’s wearer has gained a few pounds – those few pounds, in this case, being a myriad of electronics and amenities.

The E64’s rounder forms give it the appearance of being a much larger car, despite their similar proportions. And this seems apropos, given that the sheet metal conceals much more.

For starters, there’s the engine…

Proof that if the new M6 has put on a few pounds, it’s not all fat. This extra muscle rockets the current-gen M6 from zero to sixty, 2.3 seconds faster than its predecessor (4.5 vs. 6.8 seconds). And as Hans Stuck has showed us on the autobahn, with the top speed limiter removed, the E64 pulls strong to 200 mph.

“Motor” is BMW’s middle name, and when they build a great one they’re quick to find as many applications as possible.

Now, as then, the M6 shares with its M5 brethren. In the 1980s, they shared a modified version of the M1’s engine. Today, the M5 and M6 share a monstrous 5.0-liter V-10.

Happily, the modern M6 occupies the same spot in automotive culture today, as the E24 did two decades ago. Both M6s combine luxury with racetrack credentials, and exist in limited numbers for enthusiasts willing to pay a premium for something more exclusive than a 5.

The E64 is proof that the German GT concept has stood the test of time and been successfully reinvented for modern day.

But perhaps even more impressively, the E24 itself has stood the test of time and enjoys a devout following in enthusiast circles to this day. Drivers have spent thousands of dollars to keep E24s on the road, both during the 6’s absence during the 1990s, and even now that it has been reincarnated.

For all of its classic attributes, it’s easy to see why. And here’s hoping the E64 enjoys the same longevity. But unless BMW botches the E64’s successor, I don’t see it happening.

At the rate that technology is changing in cars, and because leasing has trained drivers to demand the latest and greatest instead of savoring the joy of ownership, it’s hard to imagine the current-gen 6er garnering the same cult status twenty years from now.

For more on the E64 M6, check out ADL’s BMW Enthusiast Segment >>>

Editor’s Note: Hardy Drackett worked for BMW of North America from 2007-2008. Automobiles De Luxe featured Hardy as an E60 5er owner in our BMW Trio segment which aired on CPTV.

Prancing Differently: Ferrari Mondial t

2+2 cabriolet by Ferrari

By Hardy Drackett

HEARING as much about fancy manual transmissions as I have lately – most recently the dual-clutch variants being offered by several German manufacturers, and before that, sequential manual gearboxes -  I thought I’d offer you a look back at a road car that quietly pioneered this technology.

I credit Ferrari for starting the automated manual transmission trend – but not where you might think.  In 1998, Ferrari introduced the F1 transmission on the 355. But five years before the F355 F1 was introduced, Ferrari was testing the waters.

Enter the 1993 Ferrari Mondial t Cabriolet, which could be had with an optional automated clutch, courtesy of French manufacturer Valeo.

When I imagine collaboration between the French and Italians, I envision the result to be beautiful, or delicious, but not an engineering marvel.  So it was with some skepticism that I climbed behind the wheel.

Once seated, everything looked and felt about as expected: prancing horse on the steering wheel, orange and black Veglia gauges, notched stainless-steel shift gate.

My first observation was how much of the car was behind me.  This was no front-engine V-12.  Had Ferrari borrowed a page from Chrysler’s then-popular Cab Forward Design?  I was practically sitting under the windshield, and the pedals were offset slightly to the center of the car to accommodate the front wheel well.

Which immediately led to a second observation: this particular Mondial had no clutch pedal.

As the owner explained, “You shift but the car works the clutch for you.  It senses when you put tension on the shift knob to change gears and disengages the clutch while you shift and match RPMs.  Once the shifter is in the next gear – higher or lower – the clutch hooks up and you’re off.  Starting and stopping is like an automatic.  Hit the brakes, and when the car approaches the stall point, it disengages the clutch.  When you’re ready to go again, hit the gas and the car will take off.”

Counter-intuitive?  You bet.

It took me at least half a dozen gear changes before I stopped reaching for an imaginary clutch pedal and overcame my fear of turning the transmission into a coffee grinder.

But once accustomed to letting the car do the work for me, I was impressed at how well the system worked, and amused by all the technology making it happen.

From a standstill, the Mondial took off flawlessly every time, with aggressiveness in direct proportion to right foot.  Without lurching or slipping the clutch, the Cabriolet was able to do drag strip launches and navigate parking lots with equal finesse.  Gear changes were not of the one-size-fits-all variety.

The Cabriolet seemed almost telepathic, knowing whether a lightning-quick 2-3 shift was required under hard acceleration, or a leisurely smooth 3-4 shift would fit the bill while cruising around town.

Impressive, I thought, considering that modern versions require the driver to adjust settings manually.

Top down, the Mondial had relaxed sportiness to it.

It seemed purpose-built for a leisurely weekend drive to soak in beautiful surroundings, listen to great music, and enjoy the wind in your hair.

You could call on the V-8’s 300 horses or electronically adjustable suspension for great fun behind the wheel.  But what set the Mondial apart from any other car I’ve driven is the way it invited the driver and passengers to enjoy the driving experience beyond the car.

When I parked the Mondial t that afternoon, I walked away with a profound respect for a car quickly dismissed or ridiculed by most Ferrari aficionados.  I saw it as a practical convertible, fun for the driver and the rest of the family. And purists might say that’s exactly what was wrong with it.

Indeed, while the automated manual transmission lives on, Ferrari has not made a four-seat convertible since.

___________________________________

Editor’s Note: Hardy Drackett worked for BMW of North America from 2007-2008. Automobiles De Luxe featured Hardy as an E60 5er owner in our BMW Trio segment which aired on CPTV.

1988 BMW (E28) 528e: An Owner’s Retrospective

BMW 528e Interior

By Hardy Drackett | IMG by Hardy Drackett

AS a kid, BMW wasn’t really on my radar.

The budding auto enthusiast inside of me was captivated by the proud chrome grills of Rolls Royces, the Pininfarina-penned side gills of Testarossas, and the massive whale-tails of 911s.

In the midst of all the extravagance that epitomized the 1980s, it’s easy to see why I didn’t pay much attention to the chrome-less, leather-less, beige sedan in my aunt’s garage: it failed to capture my interest because I couldn’t identify the “one thing” it did better than any other car.

Fast forward to the summer of 2001. I needed a car to take to college and my aunt was selling her 1988 BMW 528e. At the time I thought of it as an investment in basic transportation…

But during the three years I owned it, I drove the Bimmer from 160,000 to 211,000 miles. What failed to impress me initially – not excelling in one category – soon gave way to me appreciating it as The Ultimate Driving Machine.

That is, a car thoroughly engineered to do all things well.

My favorite thing about the car was its clarity of purpose from a design perspective.

The exterior was a simple three-box form. The flat beltline and large greenhouse were easy to see out of. The strong horizontal lines on the car denoted balance and solidity, while the pointed hood, raked nose and Hoffmeister kink nodded to the car’s sporting character.

The interior was a no-frills driver’s delight. My particular car sported the 5-speed manual transmission. And because the E28 came before the onslaught of vehicle-numbing technology, the car relied on operator inputs instead of algorithms, and rewarded good driving with a sensory experience that’s sadly lacking in newer cars.

Part of what made my 528e amusing to drive was its combination of modest engine and manual transmission.

The “e”, long absent from the BMW lexicon, represented the Greek letter “eta” and stood for efficiency, making it the polar opposite of BMW’s legendary “M”.

So making the eta hustle was fun in that it was challenging. Gear changes, braking, and steering inputs had to be carefully planned to make the most of the car’s momentum.

But the 528e’s personality practically insisted that I heel and toe downshift at every red light, dive it into corners whenever I saw the opportunity, and hammer it through my favorite freeway interchanges – behavior that was only encouraged by the BMW’s reassuring balance and heft, and the sweet sounds the inline-six made on the way to its 5100 RPM crescendo!

For all its accolades, the E28 was not without its idiosyncrasies, most of which could be filed under the header “electronics.” The 5 had plenty of quirky driver-information technology: An onboard trip computer, which could be programmed to require a code before the car would start.

BMW’s service interval indicator, which prescribed maintenance based on driving conditions. And a check control panel above the rear view mirror used to monitor all vital stats. These were impressive features in 2001. It blew me away to find them (working perfectly!) on a car thirteen years old.

I have always been a “Freude am Fahren” kind of guy, which is probably the only reason I forgave the ventilation system and stereo. Warm air on a cold morning? Nein. And the stereo reproduced roughly the same range of sound as a transistor radio.

Did my E28 have its faults?

Sure, but it did so many things well. And the range of its talents – handling, comfort, reliability, efficiency and value – all combined to give the car an endearing personality that put a smile on my face whether I was driving across town or across the country.

Editor’s Note: Hardy Drackett worked for BMW of North America from 2007-2008. Automobiles De Luxe featured Hardy as an E60 5er owner in our BMW Trio segment which aired on CPTV.