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[REVIEW] 2019 BMW 330i xDrive M Sport

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The iconic BMW 3-series has long been a benchmark for sports-sedan greatness. When you look at the history of the 3-Series as a whole, it’s easy to see how the model got to where it is today and why it is still regarded as the benchmark of the compact sport sedan class.

40 years on, this all new G20 3-Series doesn’t offer up any surprises. With the Bavarian having more rivals than ever thanks to new global players in the game, both electric and gasoline powered, this seventh-generation 3 Series has to do more and be more to be competitive.

After all, the 3 Series is central to what BMW is all about. It is the epitome of the company’s highly successful and brilliant “Ultimate Driving Machine” marketing campaign.

So the question is, with almost all of its components being entirely different from the last, has it raised the bar?

Exterior design

One of the aims for the 3 Series designers was, ‘don’t make it look like a 5 Series’.

The new car is comfortable yet sporty, respectable and yet smart. Through decades of careful evolution, the BMW 3 Series has become a standard to which everything else similar is inevitably measured again.

The all-new Bimmer is bigger than before, but the extensive use of lightweight materials help it weigh even less. Overall, the body is almost 8 cm longer, stretching the use of the classification “compact”. The front track is up by 4 cm.

There is greater use of aluminium, particularly with the hood, front fenders, suspension and drivetrain. Overall, the weight savings are more than 110 pounds despite the growth in the car’s length and width as well as the improvements. made in torsional rigidity.

The car’s new CLAR platform, underpinning a host of BMWs from this car to the X5, is purported to be lighter and 25 percent stiffer than the previous generation F30’s 3 Series’ architecture. The car is solid and quiet, and it quickly attenuates big hits before they can send a shake through the structure.

The 3 Series’ unmistakable front end is more prominent than ever, while other exterior details such as the obligatory Hofmeister kink are subtly evolved. Gone are the circular “angel eye” daytime running lights and in place are more modern looking LED accents.

The new coachwork has very taut metal along the sides with subtle but sharp creases. Presumably because it’s more slippery and also because of pedestrian protection regulations, the hood is held low over the front wheels.

Interestingly, the G20 is also one of the few recent BMWs without the air curtain outlets behind the front fenders. Apparently in this car, they would have made no difference as the shape was already slippery enough.

Driving Impressions

A new generation of the BMW 3 Series is always a big deal given this sports sedan’s reputation. This model has extra weight on its shoulders given the competition from Mercedes-Benz, Genesis, Audi, and even Tesla.

To compete, for now, BMW continues to offer two smooth and potent gasoline-powered engines. As tested, the 330i features a turbocharged 2.0-liter four-cylinder that makes 255 horsepower and 295 lb-ft of torque The new M340i pairs with a turbocharged 3.0-liter inline-six that produces 385 ponies and 369 lb-ft.

Each engine pairs with an eight-speed automatic transmission and standard xDrive all-wheel-drive in Canada. Due to its low uptake, a manual transmission is currently not offered.

But don’t poo-poo the lesser 330i. Whether you’re driving with one or four passengers, the 2.0-liter engine feels powerful for a car of this type.

It’s a peach of a power plant and has a wonderful character. For a turbocharged four-cylinder, it’s remarkably smooth and blissfully keen to rev out to 6,800rpm. This latest version of the B46 turbo 2.0-litre has been fitted with a lighter crank, improved direct injection, reduced internal friction, and new engine-management programming.

At low revs, the diesel-like clatter that plagued the last-generation 330i has been vastly reduced.

The newly re-tuned eight-speed transmission shows the engine to its very best advantage. There’s no significant torque-converter slip and the changes are super-snappy yet perfectly smooth. It always seems to be in the right gear and shifts at the right RPMs.

A lot of this credit goes to the fact that the transmission is now linked to the GPS satellite navigation system and keeps topography and geography into account. While this technology is not new to BMW, it is the first time that it has been implemented on the 3 Series.

Handling-wise, there are two different suspension setups, with either regular or adaptive dampers. My test vehicle was fitted with the latter. I really liked being able to configure the suspension and steering in different ways with the Sport Individual mode.

Arguably, the overall driving ex­peri­ence isn’t so different from the previous generation 3 Series. However, BMW has improved the steering and handling. In addition to a sportier suspension tune and 19-inch wheels with run-flat Bridgestone Turanza T005 summer rubber, the M Sport bundle also adds the quicker Variable Sport Steering.

This epiphany was obvious with the 3’s newfound steering feel that provided road-surface information and variable effort. It’s sharp and accurate without feeling nervously direct. Compared to the Audi A4 and the Mercedes-Benz C-Class, it feels far more connected and less deliberately isolated, particularly in comparison to the Audi.

Moreover, it’s the sum of all the parts that makes a BMW a BMW. It’s all matched just so deliciously well. The vehicle’s roll, yaw, steering responses blend together so you can place the car on the road just so.

Yes, in Sport mode the ride is notably taut. But the dampening feels solid but yet never harsh. There is never a sense of fragility even through the harshest bumps thanks to the rigid new structure.

The latest generation xDrive all-wheel-drive operates without fuss or muss. Still rear-wheel biased with respect to the torque split, the system provides excellent traction, allowing the 330i xDrive to complete the 0-100 km/hr run in about 5.6 seconds.

Unlike the higher-end BMWs, the rear differential is open and the system does not have the ability to mechanically torque vector laterally. Presumably this functionality will be saved for the upcoming M3.

Granted, it’s not a sports car, but among normal-peoples’ sedans you won’t find one that’s much more fun than this car.

Interior Gadgets and Comfort

Inside, the 3 has a modernized design complete with excellent materials and impressive build quality. BMW claims the sedan has improved outward visibility and the interior is even quieter than its predecessor.

Whether you’re driving on a canyon road or just down the street, the new 3 Series will feel like a bigger car—because it is. The wheelbase has increased by 1.6 inches, and the overall length grew by 2.9 inches. Up front, the 14-way seats strike a commendable balance of comfort and support.

Second-row passengers will immediately notice the increase in legroom. There’s now also enough headroom to accommodate the average tall passenger, but the driveshaft hump does sacrifices some footroom for a third person in the back. The back seat isn’t huge, but it is comfortable. It’s possible for three adults to sit there without intolerable touching.

The trunk is now bigger and can conveniently be opened or closed hands-free. This is thanks to a new power trunk lid function, borrowed from the 5 and 7 Series sedans.

Sit in the driver’s seat and the first thing you’ll notice is the sizeable 12.3-inch-inch screen located in the instrument cluster. Integrated with the latest iDrive system, the system generally works well.

The attractive looking virtual gauges occupy the outer part of the 10.3-inch display and the centre can be configured to display the GPS navigation map. While I found it attractive, admittedly, the layout is much less configurable than Audi’s virtual cockpit system.

Like other current model BMWs, the 3’s speedometer and rev counter frame the screen symmetrically, like hands cradling binoculars, and really only the map can be permanently displayed between the two.

A larger 10.3-inch iDrive touchscreen sits atop the centre of the dashboard and controls navigation, vehicle settings, phone, wireless Apple CarPlay, and my car’s optional Harman/Kardon audio system.

While there is a bit of a learning curve for current BMW owners used to the previous generation iDrive layout, the new menu structure is for the most part very logical. There are attractive and high-end looking graphics, fonts, and menu designs, and there are more customizations than ever before.

I’m very impressed that BMW took the time to match the colour of the actual car with a colour matched version of the virtual car in the onboard systems. It’s a small touch but a nice one that is just damn cool and speaks to the attention of detail that one can find from the company.

You can interact with the infotainment system by touching the screen or by turning and pushing the iDrive controller next to the shifter. Gesture control, optionally available, allows you to adjust the volume and more by just twirling one’s finger in the air near the screen.

The system can now be programmed to accept custom gestures too, so you can virtually select your favour tasks with literally a snap or poke of your fingers.

The plastic around the air vents and centre console has a nice design that looks polished for a modern BMW.  The knurled knobs look and feel expensive.

At night, you’ll enjoy playing with the ambient lighting and choosing between a handful of colours.

Perhaps as a step towards preparing its customers for autonomous vehicles and the extension of the car as a living room, BMW has introduced a couple of interesting new features in the iDrive system.

Called “Caring Car’, this feature basically allows the vehicle to help you either revitalize or relax. In it you get two choices: Vitalize and Relax.

The 3-minute Vitalize program will open the windows, the moonroof, raise the music volume and lower the AC temperature to get you hyped again. It will even vary the fan speed every few seconds to simulate a breeze.

The ambient lighting colour is also adjusted, and the system can play a preset BMW-provided soundtrack (or your own favourite song). The way I see it, it’s meant to keep you going if you get tired on a long stretch.

Relax mode is basically the opposite and warms up the car (at 23 degrees!) and changes the ambient lighting to a soothing orange/red. It too has its own dedicated soundtrack.


Final Verdict

Overall the G20 3 Series is a polished, accomplished all-rounder for many users. However, trouble is looming ahead with cheaper electric cars. In particular, the Tesla 3 already starting to eat into 3 Series sales thanks to its competitive price point, perceived high level of technology, and arguably lower operating costs.

With new competition in the segment, it’s difficult for the Bavarian to stand out like it did for decades. BMW will have to keep on innovating to keep its target demographic interested and happy.

With the 2019 330i, BMW tried hard to bring the car back to the top of the sport sedan list and it succeeds for the most part. The new 3 Series is dynamic, sporty, and—yes—fun.

Once again, it sets a new dynamic benchmark for the compact luxury sports sedan market as well as featuring the very latest of BMW’s tech, and a promising, if not yet complete, range of engines and transmissions.

The car’s low body roll and good grip make you want to go back to the twisty roads for more, or perhaps even take the longer way home on your daily commute.

If any model presents an open goal to get back to basics, it’s a new 3 Series, the BMW that still defines the brand. The 3 Series never really stopped being a good driver’s car and this one continues to be better than ever.

Andrew is a proud car and tech geek who has worked in Surrey for over the last 10 years. He comes from a communications/marketing background and has worked for automotive-related companies such as Edmunds.com, BenzWorld.org since 1999. From track driving, to rally driving to autocross, he has done it all! When he’s not reading about the latest automotive news, he can be found outdoors snapping pictures at various events around town.

Automobiles

North Surrey Sport & Ice Complex Hosts Official Grand Opening

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Surrey, BC – The North Surrey Sport and Ice Complex marked its official grand opening today, with a community event attracting over 500 guests to the state-of-the-art facility in the Bridgeview community. The celebration included free skating and rentals, access to the fitness centre, family entertainment and an artist talk with Katzie Nation artist Trenton Pierre.

“The North Surrey area of our city has long been underserved when it comes to having recreational facilities and programs close at hand,” said Mayor Doug McCallum. “With the opening of this new complex, that all changes and I invite everyone to take the opportunity to visit and make full use of this state-of-the-art facility. This new complex is also an illustration of how Surrey is combining thoughtful and advanced design to ensure that our spaces provide accessibility for all ages and ability levels. The City of Surrey is continually pressing forward as one of Canada’s most accessible and livable cities, offering recreational opportunities for everyone.”

The North Surrey Sport & Ice Complex features three sheets of ice, spectatorship opportunities for large-scale events, a state-of-the-art fitness studio and weight room, outdoor activity areas, multi-purpose room programming, rentals and food services. First Nation artist Trenton Pierre’s public artwork, Guardian Spirits, wraps the building exterior, which is mirrored inside the facility from the windows of the modern fitness studio.

Accessibility features include:

  • Level access to the ice from dry surface, built to para ice hockey standards
  • Players boxes and penalty boxes made of clear lexan, instead of regular puck board, allowing para ice hockey players a clear view from their sledges
  • Removable benches in the players boxes, allowing for para ice hockey players to remain in their sledges when off the ice
  • Universal hook heights and depths of benches in dressing rooms
  • Fully accessible change rooms, referee rooms, sound room, multi-purpose and fitness studios
  • Fully accessible washrooms
  • Vehicle drop-off area accommodates side-loading vans

Utilizing the three sheets of ice, large-scale spectatorship seating capacity and meeting rooms at the new facility, Surrey will host Olympic Gold Medalist Hayley Wickenheiser’s WickFest Tournament from January 30 to February 2, 2020. This is the tournament’s second year in Surrey, which has now expanded from hosting 800 young female athletes to 1500, as a result of North Surrey Sport and Ice Complex’s increased capacity for ice and meeting space.

Click here for a message from Hayley Wickenheiser about WickFest 2020 at the North Surrey Sport and Ice Complex.

For more information, visit surrey.ca/arenas

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[REVIEW] 2020 Nissan Armada Platinum

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Nissan has had a storied history when it comes to building four wheel drive vehicles. The company’s first such vehicle started with the Japanese domestic market-only 4W60, which had overall styling similar to the Willys Jeep.

In 1958, the first use of the “Patrol” nomenclature appeared with the Nissan 4W65 Patrol. The four wheel drive vehicle had a “Nissan” badge on the grille and “Patrol” badges flanked the sides of the bonnet.

Fast forward over 61 years and the iconic “Nissan Patrol” lives on as the “Nissan Armada” in North America, having been launched in its current second generation in 2017.


Known for its durability, reliability, premium design, safety, comfort features and unmatched all-terrain performance, the Armada remains the flagship of Nissan’s extensive 4×4 and crossover lineup.

Engineered from the wheels up to tackle the most demanding driving conditions on the planet, over the years, the Nissan Armada has more than earned its reputation, providing the same outstanding level of comfort cruising on the Trans Canada Highway, or negotiating rocky mountain terrain.

It is interesting that Nissan Canada has decided to continue to bring the Armada here despite the fact that it is almost identical to its much more expensive twin, the Infiniti QX80. This platform sharing has both its positives and negatives.


Updates to styling and cabin technology…just not in Canada just yet.

In late September 2019, Nissan unveiled the new 2020 Nissan Patrol in the Middle East, its largest market, with a facelifted model and upgraded infotainment system.

These changes have not carried over yet into the 2020 Nissan Armada, which remains unchanged since the 2017 model year. This is not necessarily a bad thing as Nissan’s V-motion grille and strong angular front still look surprisingly bold and in line with the rest of the company’s products.


The Armada may not be the most popular large SUV on the Canadian market, but Nissan’s reputation for quality, the vehicle’s attractive bold exterior and serene interior are underrated compared with more mainstream vehicles such as the Toyota Sequoia, Chevy Tahoe, GMC Yukon, and the Ford Expedition.


Inside, the Armada’s classy outer shell, its cabin is extremely well insulated from outside noise.

Material quality is almost indistinguishable from its QX80 twin, a boon for owners.

My top-of-the-range Platinum model added top grain leather surfaces and a lot of chrome surfaces among other things.


Unfortunately, some of the glossy wood trim looked as dated as the infotainment system.

Apple CarPlay and Android Auto connectivity are not yet available, nor is a colour driver’s info display in the gauge cluster.

If you’re a hater of touchscreens but a lover of hard buttons to control the climate control and infotainment systems, you won’t be disappointed as there are plenty.

Pushing some of these control buttons will also reveal the thunderous 13-speaker Bose audio system.


My three-row Armada Platinum test vehicle easily accommodated seven passengers with its second row captain chairs and massive centre console. The chairs folded easily and quickly with a handle that springs the seat forward.


Third row seats are power folding on the Platinum model, controlled via buttons in the cargo area or on the third row’s armrests. Just don’t plan on doing this action if you’re in a rush as the motors move at a snail’s pace, if not slower.

Nonetheless, when you’re back in either the second or third row, you’ll find competitive amounts of legroom and cargo space.

My vehicle was also equipped with the rear-entertainment system option with wireless headphones, sure to be a hit for whomever is occupying the rear seats on long road trips (or for wary parents sitting up front).


Active safety systems

The 2020 Nissan Armada also stands out for its extensive suite of advanced safety and security technologies.

In addition to the Nissan Intelligent Mobility technologies already available, the Armada is also equipped with Nissan’s latest Intelligent Emergency Braking system with pedestrian detection, Intelligent Cruise Control, and an Intelligent Forward Collision Warning system.

Like its more expensive Infiniti counterparts, just a push of the steering wheel button activates the majority of the systems whether or not you actually have a cruise control speed set. One could conceivably drive the vehicle with just one pedal in stop-and-go traffic, making the day-to-day driving tremendously more relaxing.

New from the 2019 model year onwards is Nissan’s Rear Seat reminder feature. Also found in other Nissan vehicles, Nissan’s system detects if a rear door was opened or closed before the car was started, but then wasn’t re-opened again after the vehicle was put in park and turned off. The system notifies the driver with display notifications in the instrument panel of the car.

If the driver still fails to open the rear door, the car will then emit subtle but distinctive chirps of the car horn.

The idea came from Nissan engineers Elsa Foley and Marlene Mendoza who wanted to find a way to remind drivers to check the backseat before leaving the vehicle. It is part of a growing effort by automakers to help tackle the problem of children dying of heat stroke from accidentally being left in vehicles.

Drivetrain and NVH

One engine choice remains, a smooth running 5.6-liter “Eudurance” V8 producing 390 horsepower and 394 lb-ft of torque. Both work through a very civilized seven-speed automatic transmission.

However don’t look for paddle shifters or selectable drive modes, such as with the Ford Expedition, as you won’t find any. Fuel economy was also below average even for a big SUV with me averaging a high 19L/100 kms in mostly city driving.

However, what the Armada lacks in engine options it makes up in acceleration. 0-100 km/hr runs take only 6.1 seconds with the powertrain making hearty exhaust rumbles while doing so.

For comparison, this 0-100 km/hr run is roughly equivalent to what you will find with the Nissan Maxima sedan.

There is a selectable “tow” mode on the transmission which holds the shift points to higher revs, and the Armada is capable of towing a trailer up to 8,500 pounds.

You will have to add an aftermarket trailer brake controller though as there isn’t an option for an integrated OEM unit.

Also unchanged for 2020 is the Armada’s excellent all All-Mode 4X4 system with high and low range. As before, the advanced system lets the driver select various modes which have been designed to handle different on- and off-road conditions.

Nissan’s Hydraulic Body Motion Control ensures a more comfortable ride thanks to the improved suspension and vibration reduction.

Despite what its size suggests, the Armada handles surprisingly well. Sure, its soft suspension has an air of floatiness, but that doesn’t negatively affect the driver’s sense of control. My test car had a very comfy and quiet ride even though it rolled on large 20-inch wheels fitted with softer compound winter tires.

While it is far from sporty, the Armada feels more refined than its GM rivals; those alternatives, however, have much better steering feedback than the Nissan’s slow and imprecise steering rack.

Parting thoughts

The 2020 Nissan Armada has the content and capabilities to deserve some attention for those in the market for a big three-row SUV. These customers will likely be looking for the small choices of SUVs on the market that that can carry a load of cargo and seating for seven or eight while still towing a boat or a trailer.

The Armada’s quality cabin is a nice and quiet place to chew up some highway miles as long as you don’t mind passing up on the latest in driver technology.

Nissan’s solid predicted reliability will also attract those who have been burnt in the past by domestic brands who haven’t fared quite as well in this category.

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[REVIEW] 2020 BMW M340i

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The British statesman Joseph Chamberlain is known for his famous quote, “we are living in most interesting times”. The father of future Prime Minster Neville Chamberlain and future diplomat Austen Chamberlain, Joseph’s speech in 1898 assigned a complex meaning to “live in interesting times” with connotations of opportunity, excitement, anxiety, and danger.

And indeed we are living in most interesting times when it comes to the future of sports sedans. Once Munich’s bread and butter car, the BMW 3 Series invented this category, blending versatility, balance, power, rear-wheel-drive, and most of all fun.

But times they are a changing and the question that will be is whether anyone still cares about such factors. Long a stalwart support of the manual transmission, BMW was one of a diminishing number of car manufacturers that held onto their manual gearboxes.

As consumer preferences evolved though, one by one, BMW started dropping it from their models.

With the arrival of the seven-generation 3 Series, the manual is gone in North America. It’s difficult to blame BMW though. Statistics don’t lie and not only do a lot of great cars not have manual gearboxes anymore, but people simply aren’t buying them anymore.

It’s a bit of a chicken and egg scenario as dealers aren’t willing to take the chance to stock manual transmission cars as they take longer to turn. Therefore, willing customers find themselves having to likely wait months for special ordered manual transmission vehicles, which likely will cost more as dealers are less likely to offer discounts on special ordered rarer vehicles. And so most customers conceded and opt for automatic gearboxes and thus the vicious cycle continues.

Why the “M” in front of “340”?

A couple of years ago, BMW introduced their M Performance line-up of vehicles. While not the full tilt hardcore BMW Motorsport models, M Performance vehicles were still factory designed and spec’ed, offering greater performance than standard BMWs.

Fast forward to present day and the M Performance line-up has proven to be so successful that it has grown to include not only the M550i, but also the X2 M35i, the Z4 M40i, the X5 M50i, etc., and of course the M340i.

The M340i xDrive actually is the only remaining model in the current 3 Series line-up with six-cylinder gas power. With BMW’s M division still applying the finishing touches to the next-generation M3, this is currently the hottest member of the new G20-generation 3 Series.

This M-tweaked hot halfway house joins the likes of the Mercedes-AMG C43 and the Audi S4, all of which serve as understudies to more established more powerful flagships.

Like BMW, those companies also have had their top engineers applying parts and development from their esteemed performance divisions, making this an interesting time to be a customer.


Beyond the name badge

While the 330i puts out a respectable 255 horsepower and 295 lb-ft of torque from its 2.0-litre turbo four-cylinder engine, the M340i offers up a significant bump in power to 383 horsepower thanks to its new turbocharger and particulate filter among other detailed changes.

The B58 3.0-litre twin-scroll turbocharged inline six-cylinder engine offers up a healthy dose of torque too, 369 lbs-ft to be precise, between 1,600 to 4,500 rpms.


With peak torque tuned to be available throughout such a large portion of the rev range, the M340i always feels eager and ready to go.

Combined with BMW’s tried-and-true ZF-sourced eight-speed automatic gearbox, the vehicle never feels breathless, no matter what the situation.


Paired with xDrive permanent all-wheel-drive, the M340i is the perfect sports sedan for all-round use in Canada, be it sunny, wet, or snowy conditions. According to BMW, the M340i just edges out the Audi S4, Genesis G70 3.3T, and Mercedes-AMG C43 in 0-100 km/hr runs by about 1/10th of a second.


The M Performance badge doesn’t just buy you an uprated engine combo. Improving upon the standard 3 Series’ platform, the M340i gets a standard torque-vectoring rear differential, firmer springs, thicker anti-roll bars, a lower ride height, more wheel camber, and adaptive dampers.

The latter has four levels of dampening stiffness via Eco Pro, Comfort, Sport, and Sport Plus modes to provide what BMW describes as “sporty and authoritative” handling.


What about the tech toys?

The M340i brings along with it seven generations of legacy, and with it, some high expectations. In fact, there seems to be a setting to adjust pretty much every aspect of the car’s behaviour.


Open the driver’s side door and you’re met by a classy-looking cabin with an upmarket air. There are digital gauges, expensive-looking chrome or satin trim bits, and a 10.3 inch infotainment touchscreen.

While it all feels sporty, the cabin doesn’t feel as special as it would’ve in the past. This is in part because Audi’s and Mercedes’ interiors have caught up in recent years.


Ironically, BMW’s brand new virtual cockpit is less configurable than Audi’s, but overall it still displays an impressive range of information, including a full range of driver assistance systems.

My test vehicle was also equipped with BMW’s latest Assisted Driving Assistant system, which provides semi-autonomous driving.


This impressive system allows for hands-free and pedal-free driving at lower traffic speeds (below 60 km/hr) thanks to a variety of radar, camera, and ultrasonic sensors.

There is even an infrared and optical facial recognition camera that is pointed towards the driver to ensure that the appropriate attention is being paid to the road in front.


With the combination of all the aforementioned systems, if the conditions are right, the M340i can even automatically change lanes by the activation of the turn signals when the Assisted Driving Assistant is active.


The G20 3 Series’ centre console and gear lever area now houses the familiar iDrive controller, a wireless phone charging pad, the Driver Experience modes buttons, as well as the engine start/stop button.


The latest iDrive 7.0 operating system is easy to operate and premieres BMW’s new personal assistant activated by saying ‘Hey BMW’. Creatures of tactile habit will rejoice that BMW has still seen fit to include an appropriate number of hard buttons for frequently used functions for the climate controls and infotainment system.

iDrive is now more intuitive (and more feature heavy) than ever, and adjusting the various controls via the iDrive controller or touchscreen soon becomes second nature once you take the time to understand its various menus and submenus.


As before, BMW continues to be the only auto manufacturer that supports wireless Apple Carplay, allowing the system to just work (via WiFi) once you step into the vehicle. Place your phone on the wireless charging mat to keep it juiced up with no cables to fiddle around with.

The instrument screen can be modified to show navigation, active safety programs, G-forces, or be minimised altogether. The head-up display, jacked from the 7 Series, is industry-leading for clarity and quality.


Still the Ultimate Driving Machine?

The M340i is one rapid driving machine with the engine revving eagerly up to 6,800 rpms. To be precise, it’s a full 0.5 seconds faster than the old 340i despite its larger dimensions.


To put this in perspective, the M340i is just 0.3 seconds slower than the outgoing fifth-generation M3, whose twin-turbo 3.0-litre inline six-cylinder punches out a greater 425 hp and 406 ft-lbs of torque.

While there is no more manual transmission gearbox, BMW has equipped the M340i’s eight-speed auto with its own unique ratios and an integrated launch control function.


The exhaust note is nicely tuned, goiing from whisper quiet to throaty, depending on which driver experience mode is selected.

While the M340i never feels as precise as that of a true M-badged car, stability and refinement are clearly amongst the car’s strong suit. Challenging roads are where the car shines, and the directness of its handling reins supreme. Until the M3 arrives later this year, this is the most agile member of the 3 Series family.

The M performance brakes are also well worth the upgrade, firm, confidence inspiring but with a strong initial bite and progressive pedal feel.


While some auto critics have criticized the 3 Series for trying to be all things to all people, to me, it simply feels like it has grown up more to suit the tastes of its audience. Those who want something even more engaging can wait for the M3.

Parting thoughts

Times they are a changing. Perhaps what is the most astounding is that no longer does one need to buy the most expensive BMW in the line-up to get access to 90 per cent of the tech gadgets. You can pretty much have it all on the M340i.


While there might not be heated armrests or built-in fragrance pods, you can still enjoy semi-autonomous driving, BMW’s novel “caring car” relaxation program within the iDrive system, Laser headlights, adaptive dampers, self-parking, and even the ability to use the BMW Connected Drive app to check out what is going around your vehicle remotely via your smartphone.

It’s all there…on a 3 Series!


While the M340i may no longer be the only player in the sports sedan segment and the BMW design language has arguably evolved to be a bit derivative, the M340i still feels polished, confident, and the one of the best combinations of status, performance, tech, luxury and value.

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REVIEW – 2019 Ford Expedition

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The 2019 Ford Expedition is a great choice for those with a small family or perhaps just want a mid-range SUV for camping and other outdoor activities. The 2019 Ford Expedition weighs in at 5,900 pounds and offers you up to 17 mpg in the city and 24 mpg on the highway. It seats up to eight people comfortably and has plenty of storage in the back and even more when the seats are folded down.

Performance

The 2019 Ford Expedition comes with a 3.5L EcoBoost engine that feels the most responsive of any sport utility vehicle on the market today. The direct injection helps maximize the amount of power squeezed out of the EcoBoost engine and it even has twin air-to-air intercooled turbochargers for a boost of power when you need it.

The 3.5L EcoBoost gets up to 375 horsepower and produces a stunning 470 pounds per foot of torque.

The 2019 Ford Expedition also has a best-in-class towing ability with up to 9,300 pounds of towing capacity when the Heavy-Duty Trailer Tow Package is installed.

Trim Levels

The 2019 Ford Expedition for sale at a new car dealership comes in three available trim levels — the XLT, Limited, and Platinum. Each of these trim levels comes with a six-cylinder 3.5L EcoBoost engine with twin air-to-air intercooled turbochargers. The XLT, Limited and Platinum trim levels all seat eight people and all come with a 10-speed automatic transmission. There is also an extended-wheelbase version of the XLT and Limited called the Max.

The XLT is already equipped with 18-inch alloys, running boards, an 8-inch touchscreen, leather-wrapped steering wheel, power-adjustable driver’s seat, and the choice of four-wheel drive. There are four USB ports and a 6-speaker audio system with satellite radio as standard.

Move up to the Limited for 20-inch wheels, parking sensors, heated seats throughout, and an upgraded Bang and Olufsen 12-speaker audio system.

The Platinum builds on the Limited and adds interior wood accents, an improved leather trim, noise cancellation, and the ability to increase horsepower and torque when 93 octane fuel is used.

There is also a variety of small upgrades such as aluminum wheels as opposed to hubcaps that can be chosen on the Limited and Platinum models.

Interior

Every part of the interior is classy and looks immaculate. The tasteful chrome accents and light tan leathers make the 2019 Ford Expedition a pleasure to be in.

The 2019 Ford Expedition is loaded with technology for modern times with a Wi-Fi hotspot build in that can connect up to ten devices at a range of 50 feet, a wireless charging station, and an 8.5-inch infotainment system at an easy to reach level.

The seating arrangement benefits from the added dimensions of the body and the 2019 Ford Expedition is roomier than ever before.

Exterior

One thing that Ford has changed about the 2019 Ford Expedition is the seams and contours of the different panels from the quarter panel to the doors. Now the vehicle feels even more seamlessly connected than before. The great line work in the Expedition shows the level of sophistication that modern sport utility vehicles are capable of.

Newly designed front grilles with LED headlamps cut through the snow and fog.

Safety

The 2019 Ford Expedition is one of the safest vehicles on the market in the sport-utility division. There is nothing but great safety technologies between you and the roadway when you’re driving the 2019 Expedition. The NHTSA has given the 2019 Ford Expedition a five-star overall rating.

Features such as Adaptive Cruise Control with Stop and Go make driving a hassle-free experience and help prevent collisions with its many sensors. There is also a Pre-Collision Assist with Pedestrian Detection system that will automatically brake in the event that the driver fails to do so. BLIS, or Blind Spot Information System, is another excellent feature that reduces common accidents by showing drivers what is in their blind spot.

It is hard to choose which color looks best on the 2019 Ford Expedition, but if push comes to shove the Blue Metallic is looking like a very nice choice. There are a host of other colors to choose from such as Stone Gray, Silver Spruce, and Ruby Red.

If you haven’t been won over by the 2019 Ford Expedition yet just take one for a test drive and you will feel what it is like to ride in comfort and class without sacrificing any of the power we have come to expect from a sport utility vehicle.

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Automobiles

Is It Safe to Work Under a Car on Jack Stands?

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Any auto owner needs to access the underside of their vehicle, at least occasionally. However, lying under a heavy object poses risks. Manufacturers of modern ramps, as well as jack stands, guarantee safety. But is there truth in advertising?

Of course, nothing can beat a professional hydraulic system. In general, ramps are regarded as more reliable. Consider some of the top low profile car ramps sold on Amazon. Jack stands, though, will also be safe as long as you follow these basic guidelines.

Precautions

Whatever maintenance you are planning, begin by choosing the surface. Your car must be placed on hard and even ground. Under no circumstances is it possible to perform the work on gravel, dirt, let alone a slope! The same gravity that keeps your automobile steady may cause it to roll back down.

If you think lack of hardness may be compensated by sliding wood under the jack, think again. Another mistake that could prove fatal is propping a vehicle with breeze blocks, bricks and similar items that may crack.

Which Jack is Best?

It may be tempting to go with the device that came with your vehicle. Although it may be suitable for tire changes, relying on it for something more complex is precarious. Therefore, always choose a top-quality support system. Never work under a car which is supported by a single jack!

Base your choice on objective criteria, including the weight limit. Remember that you will not be lifting the entire weight of the vehicle. A two-ton device may be strong enough to raise a car weighing two and a half tons. Ensure a certain safety margin is allowed. Generally, use stands capable of supporting no less than half of the weight.

The second dilemma is the choice between low-entry and high-lift models, which are suitable for low and higher vehicles, respectively. Thirdly, remember that a large jack is heavy, so make sure you can carry it from the storage to the car. It may be best to choose a lighter model provided it can support the required weight.

Additional Precautions

Overall, these tools are less safe and more difficult to use than car ramps, as confirmed by reviews on jonsguide. With the necessary precautions, you can ensure a safe working environment. Here are three important conditions.

  1. Extra Support
    Although a jack is supposed to ensure safe access to the underside, it should not be used on its own. Use additional supports, such as a trolley jack. This will prevent potential damage to the sill, even though a standard jack should fit into the corresponding jacking points.
  2. The Right Points
    Refer to your guides for both the car and the supports to identify safe points. Avoid raising the vehicle by placing the supports under its gearbox, engine or plastic undertray. The perfect locations include chassis rail, subframe, and suspension mounting point.
  3. Chocks
    Chocks provide support regardless of their material. They may be produced from rubber, metal, wood or plastic. Once your transmission is in the park or in gear, place two chocks around the wheel on the side opposite to the one being raised. One of them is put in front and the other one behind, so the wheel is firmly secured.
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