The Next BMW 3 SeriesHere's the best news about the new 3 Series: If these spy photos are correct, BMW hasn't made the new one look too much like the 5 and 7 Series. Look at the trunk. There's no Bangle Butt back there. And the flanks aren't interrupted by any self-conscious surfacing either. In other words, this new 3 looks nearly as clean as the current one and that's no bad thing.
Due to go on display at the 2005 Frankfurt Auto Show and then hit showrooms soon after, the new 3 appears to be slightly larger than the current one, particularly in width and height, and the wheel base seems to have stretched a bit to force the wheels to the corners of the car. That all should result in a larger interior. Also note how the rear doors only barely have to cut in on the rear wheel wells, which should improve ingress and egress to the rear seat.
The car's tall hood isn't particularly elegant, but is a necessary design feature to meet Europe's new regulations to protect pedestrians in case of collision with a car. Also under the tape lurks headlights that look a bit too much for our comfort like those on the 5.
The 3 Series sedan will likely go on sale in early 2006, with a station wagon version soon afterward. Powerplants are likely to remain BMW's spectacular straight-sixes. There will be no two-door coupe wearing the 3 name, as all two-doors at BMW now wear even-numbered names-it'll be the 4 Series. A new M4 to replace the current M3 is unlikely before 2007, and with any luck an M3 sedan will appear then too.
Team RTR and SCC At Sears Point The Speed World Challenge Series is so much fun the organizers decided to run two Touring division races in one weekend at California's Infineon Raceway. One race went well for the SCC-sponsored TeamRTR Nissan Sentra SE-R Spec V, and the other didn't.
"The elevation changes and the tight and twisty nature of the Infineon circuit," reports driver P.D. Cunningham, "didn't play into the hands of the front-drive cars." That point was driven home by BMWs finishing first and second in the first race on Saturday and sweeping the first six positions in the second race on Sunday. The track clearly favored six-cylinder and rear-drive cars, which have the advantage of additional torque from a similar displacement of engine.
TeamRTR still had a decent race on Saturday, finishing third and putting Cunningham on the podium for the third straight time. "We had a nice and steady run," said Cunningham, "and that was good. We got on the podium." Cunningham had moved into third after running fifth most of the race. Then the third- and fourth-place BMWs smacked each other right out of the race. An impressive run in the context of a shunt during Friday's practice nearly caved in the entire right side of the Sentra, which led to the team pulling an all-nighter applying repairs.
Sunday's race was anything but nice and steady, however, as an engine oil leak brought Cunningham's race to a premature end. The DNF dropped Cunningham back from fourth to sixth in the Driver's points chase for the year.
Immediately after the Infineon races, the SCCA announced new restrictions on the BMWs to equalize competition. The sanctioning body added 100 pounds to the 325i E46's base weight and lopped 500 rpm off their maximum engine speeds starting with the late-July race at Portland. Beyond that, starting with the seventh-round race at Mosport the BMWs may not have more than 48 percent of their weight on the rear wheels after a full session. "We're happy to have a sporting chance again," said Nissan's Cunningham of the changes.
Meanwhile, the SCCA also announced it will allow turbocharged and supercharged vehicles to compete in Touring Car next year. That opens the door for such machines as the Subaru WRX, Chevrolet Cobalt SS Supercharged, Saturn ION Red Line and Dodge Neon SRT-4. The big question about this open-door policy is whether the SCCA can administer it effectively to keep competition keen. After all, it's already a tough chore to balance out front- and rear-drive chassis and four- and six-cylinder engines. "The turbocharging will just add another element to that," added Cunningham.
At least it should make for a more diverse competition next year. And there's never anything wrong with that.
Just Driven: 2005 ToyotaTacoma X-RunnerToyota audaciously claims the target vehicle for the dynamics of the X-Runner version of its all-new 2005 Tacoma compact pickup is the Nissan 350Z. Either Toyota's management team is so busy doing swan dives into swimming pools full of cash that they're not paying attention to what the marketing people are selling, or the X-Runner could really be that good.
Underneath the Tacoma is an all-new chassis that grabs much of its front suspension design from the Prado family of SUVs (4Runner, Lexus GX470). For a truck it's a thoroughly conventional package consisting of a ladder frame with A-arms up front damped by coil springs and shocks, and that classic suspension of yesteryear, a solid rear axle on leaf springs in the back. Leaf springs are great for trucks since they handle loads well and package efficiently, but no one has seriously used them on a performance vehicle since the 1981 Pontiac Trans Am.
The brakes are discs in front and drums in the rear controlled by a standard ABS system and actuated using Brake Assist and Electronic Braking Distribution systems. The steering is rack-and-pinion.
The new Tacoma will be offered in 18 different configurations ranging from a regular cab 4x2 stripper with a short bed and 2.7-liter four, to a double cab 4x4 with a long bed and V6-and they're all bigger than any previous small Toyota pickup.
All Tacomas get a new composite plastic bed within steel rear fenders. The plastic is tough enough so a bedliner is no longer necessary, and the integrated tie-down rail system includes four adjustable cleats. It's a very flexible and accommodating bed that's made only better by an integrated 115-volt/400-watt power socket.
But the Tacoma that's arrogant enough to take on the 350Z is the new X-Runner, which comes only as an extended Access Cab 4x2 powered by Toyota's 4.0-liter, DOHC, 24-valve, VVT-i V6 knocking out a healthy 245 hp and backed by a new six-speed manual transmission. A five-speed automatic will be available in other Tacomas, but the X-Runner is manual only.
Featuring a stiffening X-brace between its frame rails (hence the name), the X-Runner's suspension is an inch lower than that of other Tacoma 4x2s and gets stiffer springs, specific shocks, a rear anti-roll bar to go with the front, and special valving on the power assist for the steering. The biggest performance additions are 255/45R-18 Bridgestone Potenza tires on appropriate wheels. Toyota claims the suspension mods and grippy tires will sustain later loads in excess of 0.9 g on a skidpad, while the big engine will produce 0-to-60 mph acceleration in less than 7 seconds.
From the outside the V6 makes a good growl, but inside the X-Runner there's barely a trace of noise. The engine has plenty of low-end torque, but doesn't rush for its modest 5500-rpm redline because, well, this is a truck. Still the six-speed shifts well, and it's easy to build plenty of speed using this package.
The X-Runner's lowered and stiffer suspension makes for flat cornering and some thunderclaps going over particular road pimples. The steering is slow, but it feels fine and turn-in is quick. No, it doesn't feel like a 350Z, but it feels really good for a truck. And it's a lot easier to throw an engine block into the back of an X-Runner than it is to get one into a Z-car.