2015 BMW 428i xDrive Convertible Review

Posted: 14 Oct 2014 05:00 PM PDT

Sami Haj-Assaad Oct. 15, 2014 Photos by Sami Haj-Assaad

Should modern cars really try to juggle so many different traits? It seems so many vehicles are offered with practical features, luxury accommodations and sporty handling, making them very compromised.

FAST FACTS

Engine: 2.0L turbo four-cylinder makes 240 hp, 255 lb-ft of torque.

Transmission: Eight-speed automatic transmission.

Fuel Economy: 21 MPG city, 33 MPG highway, 25 MPG Avg.

Price: Starts at $49,700, comes to $65,225 as tested.

The BMW 428i seems to suffer from the fate of this circus act, emerging as a decent car, but one that doesn't quite live up to its potential as an Ultimate Driving Machine. Outfitted with all-wheel drive and all the luxury trimmings, this convertible seems to be just capable of managing daily driver duties and strays further from BMW's personality of delivering fun-to-drive premium cars.

Roof Lost, Weight Gained

The slick-looking 4 Series loses little in the transformation to a hard-top convertible. Rather, the car gains weight and tips the scales to an eye-popping 4,160 lbs. That makes the convertible a little more than 500 lbs. heavier than its all-wheel-drive coupe counterpart. To put that in perspective, our 428i tester is just 20 lbs. shy of of a diesel-powered 5 Series.

Where some hardtop convertibles tend to get a little frumpy in terms of exterior design in order to accommodate the motors and space for the roof mechanism, the 4 Series manages to retain its sleek profile.

Compared to the 3 Series Convertible it follows, the 4 Series features a longer wheelbase, wider track and lower ride height. It looks sporty and has a lower center of gravity compared to the outgoing model.

Interior Adjustments

Inside, BMW doesn't stray too far from its design formula. Our tester featured red leather upholstery. Adjustable seats and bolsters allow you to quickly find your comfort zone, although I would be happier if they could sit lower in the car. The iDrive screen and rear-view mirror sit together too closely and impede your forward view. On the other hand, the lack of a B-pillar between the side windows helps make up the difference.

Ergonomically, there are no complaints about BMW's design, although there are a few hard plastics to be found around the cabin. We noted some panel gaps, like those by the inner door-handles, that hint that BMW may be slipping when it comes to build quality.

The rear seats can accommodate children or smaller adults, while a foldable wind deflector can be placed back there when there are no passengers to reduce buffeting. The deflector is big, folds in half and is a bit of a handful to remove it when the top is up. There's little space inside the car to fold it up and an extra set of hands to help is recommended in this situation.

The trunk is also pretty small with just 7.8 cubic feet with the top down and 13 with the top up. In the real world, this means that your groceries may get treated to a first-class upgrade to the rear-seats from the coach-like trunk. The rear seats fold down 40/20/40 to accommodate slightly larger items.

Our tester features a number of high-tech additions and comfort features, including neck warmers that blow hot air onto your neck as part of the cold weather package.

Slow and Steady, yet Refined and Efficient

Yes, you read that right - this 428i xDrive drop-top falls short of delivering the good sensations that past BMW coupes have been known for. Blame the added weight of the roof and the all-wheel drive system, as it just doesn't feel particularly agile or sporty. Additionally, there's not much feedback from the electric power steering setup, which gives the car a fairly lifeless feel. A little bit of extra steering heft can be added by activating the Sport, or Sport Plus driving modes, but that doesn't inject the steering with any more feedback. Further detracting from the tight feeling of the car is the soft suspension, which seems more in character with the brands bigger sedans, than its coupes.

However, the powertrain is hard to criticize; particularly if you like a smooth revving turbocharged engine and a fuel efficient eight-speed transmission. While the 240-hp, 2.0-liter four-cylinder engine is a little underpowered in such a heavy car, the motor still feels smooth and refined. BMW claims the car will reach 60 MPH in a respectable 6.2 seconds. In reality, the car isn't particularly exciting, even with the more immediate throttle response programmed into the Sport and Sport Plus modes. Those looking for something more exciting may want to opt for the 435i version that uses a 300-hp turbocharged inline six.

Mated to these engines is an eight-speed transmission that has to be one of the best we've ever tested. It doles out smooth shifts when driven delicately and snaps the car into each gear when driven hard. It's quick and responsive to your driving style. Furthermore, it fires off some very satisfying rev-matched downshifts in S mode.

Through a week of testing, this eight-speed managed to help the car consistently deliver roughly 35 MPG on the highway, better than the cars 33-MPG rating. Otherwise you can expect to average around 25 MPG. If you're looking for more, there's also an "Eco Pro" mode that will dial back the throttle response and HVAC settings to maximize fuel efficiency. A start-stop system is also standard, though it is particularly abrupt.

Topless and Expensive

Top down motoring is top-notch. It's quiet and comfortable with little cowl-shake or jiggle. It takes just 20 seconds to drop the roof and the operation can be done in motion up to 11 MPH.

With the top up, the car is fairly quiet for a convertible, though small nuances like rain-drops on the roof did sound amplified.

Speaking of rain, the xDrive all-wheel drive system was flawless on slick roads, offering plenty of grip. BMW says the rear-biased system can dial out understeer and over steer by sending power to the appropriate axle.

Starting at $49,700 including delivery, the 4 Series convertible is about $7,000 more than the coupe. Our all-wheel drive tester left the factory almost fully loaded save the active handling and technology packages. Even without those, it still stickers at $65,225. It's not cheap, but the car is available with some excellent features, including heads up display, automatic high-beam headlights, parking assists and cameras.

The Verdict:

It's an adequate convertible for everyday use, but it falls short of BMW's reputation for building exciting performance cars. With good fuel economy, a soft suspension, all-wheel drive and a long list of convenience features, the 428i convertible isn't an "Ultimate Driving Machine," but at least it's comfortable.

LOVE IT

Transmission
Easy on gas
Quick conversion for a hardtop

LEAVE IT

Feels heavy and sluggish
Questionable interior quality
Expensive

2011 Mazda RX-8 vs 2015 Subaru BRZ Series.Blue

Posted: 13 Oct 2014 05:00 PM PDT

The Ultimate Quest for Chassis Balance and Four Seats

2011 Mazda RX-8 vs 2015 Subaru BRZ Series.Blue

Mike Schlee Oct. 14, 2014 Photos by Luke Vandezande

Balance is a big deal for sports cars. One of the easiest ways to properly balance a car is to set the engine and transmission as close to the middle of the vehicle as possible. Since mid-engine cars can be costly and come with a myriad of compromises, most manufactures tackle the issue by installing a small engine ahead of the driver, but as far back from the front axle as possible.

Over the past two decades two cars have taken this idea to the extreme. In 2004 Mazda finally followed up the iconic RX-7 sports car with the RX-8. Like any model using the RX designation, the RX-8 was rotary powered, using a 1.3-liter twin-rotary engine making 232 hp and 159 lb-ft. of torque. Rotaries are tiny engines and Mazda was able to install the 13b so low and far back in the engine compartment that it was almost between the driver and front passenger's foot wells.

Discontinued after the 2011 model year, the RX-8 has been spiritually succeeded by a joint venture from Subaru and Toyota. Although the FR-S and BRZ do not use a rotary engine, they use the next most compact engine design: a four-cylinder boxer. By being horizontally opposed, the 200 hp 2.0-liter engine with 151 lb-ft. of torque has been set very low in the FR-S/BRZ chassis and as far back as possible.

Old-ish vs New

So who did it better? Well, there is only one way to find out – a comparison test. Thankfully, our local Mazda press fleet still has a pristine 2011 Mazda RX-8 Grand Touring on fleet available for special requests. With fewer than 10,000 miles on the odometer and having been meticulously maintained, it arrived at our office in better condition than a lot of newer press cars.

Next we grabbed a 2015 Subaru BRZ, but not just any BRZ. The RX-8 always had a bit of luxurious edge to it when it came to the interior so we decided to splurge and grab the special edition BRZ Series.Blue. Limited to just 1,000 cars for the 2015 model year, the Series.Blue is available in blue or white and comes equipped with an STI skirt package, red painted brake calipers, black STI wheels, a frameless rear-view mirror, fake carbon fiber dash panel, red illuminated STI engine start/stop button and various blue trim and stitching bits throughout the interior.

Different Takes on the Same Mission

Both cars are equipped with a standard six-speed manual transmission that sends power to the rear wheels. The gearing in the RX-8 is noticeably shorter to make the most of the insane 9,000-RPM redline. With a rotary engine already being a fuel chugging hog, I guess Mazda decided there was no use in trying to compensate for its unquenchable thirst by installing taller gearing. This led to official RX-8 fuel ratings in 2011 that made Corvette owners laugh: 16 MPG city and 22 MPG highway. The BRZ is a Prius by comparison with ratings of 22 MPG city and 30 MPG highway.

There may not be anything short of an electric motor that delivers power as smoothly as a rotary engine. Making that distinct Renesis whirl, the Mazda sounds better than the Subaru when you step hard on the gas with the majority of the mechanical symphony emitting from the exhaust. Thanks to a sound tube connected to the Subaru's intake, the BRZ sounds aggressive in its own right, but still features that trademark boxer-engine utilitarian thrash.

Sending power to the rear wheels, the shift mechanism in the BRZ is more direct with solid engagement and a stiffer feel. Managing Editor Luke Vandezande prefers this setup compared to my preference, the RX-8's, which offers shorter throws and a softer but less precise engagement.

Sweating the Details

Eager to rev, the RX-8 feels like it has a greater power advantage the numbers suggest. Yes, I just wrote that the rotary powered car feels like the torquier offering here. But the RX-8 needs the extra power since it has a significant weight disadvantage. Tipping the scales at 3,065 lbs., the RX-8 is nearly 300 lbs. heavier than the BRZ.

Aside from extra power, the RX-8 wears slightly larger tires, measuring 225/45R18 compared to the BRZ's 215/45R17. With the rotary engine being so small, Mazda was able to really set it far back in the RX-8's chassis to accomplish a 52/48 front to rear weight distribution compared to the Subaru's 53/47.

Fun to Drive²

Specs and stats are fun and all, but it's on the road where a car shows its true handling prowess. Both the RX-8 and the BRZ are something special. Perfectly weighted steering, an eagerness to change direction and the way the balanced chassis communicates to the driver put both vehicles near the top of affordable drivers cars.

With the high-revving engine, the RX-8 is a blast to roll onto the throttle through corners and tip-toe on the edge or rear-wheel adhesion. The BRZ in contrast is ridiculous fun to throw from side to side through tight S-bends. The higher riding RX-8 is more prone to body roll, but it also has a far softer, more compliant ride. The RX-8 also has brakes that left me feeling more confident about stopping.

Compare Specs

		vs
Vehicle	2011 Mazda RX-8	Advantage	2015 Subaru BRZ Series.Blue
Engine	1.3 L Rotary X2	-	2.0 L Boxer-4
Horsepower	232 hp	RX-8	200 hp
Max. Torque	159 lb-ft	RX-8	151 lb-ft
Transmission	6-Speed Manual	-	6-Speed Manual
Fuel Economy	16 MPG city / 22 MPG hwy	BRZ	22 MPG city / 33 MPG hwy
Weight	3,065 lbs.	BRZ	2,776 lbs.
Rear Legroom	33.2"	RX-8	29.9"
Rear Cargo Capacity	7.6 cu. Ft.	RX-8	6.9 cu. Ft.
Starting Price	$27,590*	BRZ	$26,490
As Tested Price	$33,055*	BRZ	$30,285
*2011 Pricing

Comfort vs Sophisticated

If you are over six feet tall and are interested in an RX-8, get one without the optional sunroof. At just over the six-foot mark, my head was constantly rubbing against the headliner, threatening to eliminate what little hair is left on my head. The BRZ offers much more headroom thanks to a lower seating position and the omission of the sunroof. Both cars have all the primary controls set in the proper places for optimal driver control. Although the RX-8 has a more comfortable front seat, the BRZ buckets offer better lateral support.

At 175.6 inches long, the RX-8 is a fair bit bigger than the 166.7-inch BRZ. It's no surprise then that the trunk is larger and the back seat is actually semi usable in the Mazda. Oh and don't forget about those rear-swinging half doors on the RX-8 "coupe."

Price and Reliability

In 2011, the RX-8 started at a price of $27,590 after destination charges. Our 2011 RX-8 Grand Touring would have set you back $33,055. That is nearly $3,000 more than the 2015 Subaru BRZ Series.Blue that lists for $30,285. But it's nearly impossible to find a new Mazda RX-8 these days so expect to pay in the high-teens to low twenties for a great condition, low mileage example. That undercuts the BRZ's entry price of $26,490, but depending on purchase date and whether the previous owner bought an extended protection plan, the RX-8 will probably be outside its factory warranty.

And that brings me to reliability. Although the BRZ's run so far hasn't been without a few issues, they are nothing compared to the RX-8's. Blown engines, grenade transmission, worn-out catalytic converters and coil packs offering a shorter lifespan than that of a house fly were just some of the problems plaguing the rotary sports car. As a former owner of a 2004 model, I know all of these issues first hand. But in fairness, by 2011 most of the reliability issues associated with RX-8 had been addressed by Mazda. Still, buyers beware.

The Verdict

And that brings us back to the question of which one is better. After a few days of driving, Luke and I were divided. He preferred the raw eagerness of the BRZ while I appreciated the fun and sophistication of the RX-8. But as a former owner, I know how problematic these used sports cars can be, so I have to agree with Luke and recommend the Subaru BRZ. For the mechanically inclined who want something completely different though, the RX-8 is a terrific vehicle and may well be the last rotary sports car ever produced.

2011 Mazda RX-8 Grand Touring

LOVE IT

Steering feel
Quick revving engine
Comfortable ride
Handling

LEAVE IT

Fuel economy
Reliability
Lack of headroom
No longer produced

2015 Subaru BRZ Series.Blue

LOVE IT

Steering feel
Supportive seats
Fuel economy
Handling

LEAVE IT

Tall gearing
Less practical
Choppy ride

Car Reviews

Thursday, 16 October 2014