2016 BMW X1
The BMW X1 was a true, early entry into the subcompact luxury crossover segment. But as is often the case, those that quickly follow are able to use your blueprint and improve upon it. Thus a new X1 has now been unleashed on the entry-level luxury loving streets of upscale suburbia. But there’s more new here than meets the eye.
The 2016 BMW X1 may not look all that unique from its predecessor; but it is indeed vastly different, riding on all-new architecture, and a front-wheel-drive based one at that.
Surely blasphemy to the BMW faithful. It’s all about baby steps, folks. BMW has already gotten you addicted to their SUVs, and now they slip in the front-drive architecture.
It doesn’t take a genius to figure out the reasons for that change; to drive costs down thanks to platform sharing with MINI, while bringing interior space up.
And there is indeed more room, especially in the back seat; but don’t expect midsize space here, it still feels smallish.
There’s also a bit more cargo space, climbing from 25.0 to 27.1 cubic-ft.; accessed by a standard power lift gate. Hands free operation is an option making the X1 a much more practical vehicle.
And we do like our practicality, as does BMW; giving us functionality plusses like the 40/20/40 split-folding rear seats that slide and recline; as well as fold almost fully flat to expand the space to 58.7 cubic-ft.
All of the additional space wasn’t really a necessity, but it is much appreciated, making the X1 one of the roomiest in its class; now just about the perfect size for families either starting out or nearing the empty nester phase.
Still, the X1 retains that intimate feel that we love in a BMW, being surrounded by a luxury-clad, competently sporty vehicle. And not only are all materials inside improved, but everything seems more upscale in operation.
Well, everything except the front seats, that is. They are small, narrow, and uncomfortable almost to the point of being a deal breaker. And you definitely want to think twice about seats this light in color if kids are in your foreseeable future.
The X1 is initially available only in a single xDrive28i model. So despite a front-drive type chassis, it comes standard with all-wheel drive. As does an 8-speed automatic transmission and 18-inch wheels. Plenty of add-ons like head-up display and advanced safety features are available.
Though I6 power is offered no more; only a 2.0-liter turbo I4. Still, 228–horsepower and 258 lb-ft. of torque easily puts it among class best.
We tried to make it sweat, but it responded by continuously delivering smooth and buzz-free trips to 60 in 6.3-seconds. It’s quite torquey off the line, with some front wheel spin before the rears kick in to compensate.
Gear changes were quick and firm, accompanied by a nice exhaust rasp throughout the 14.8-second ¼-mile run, which we completed at 94 miles-per-hour.
Even with the shift to a front-drive chassis, handling remains very rear-drive BMW-like. That’s not a big surprise, since this platform already deals out plenty of fun in the MINI Cooper. And, with all-wheel drive standard, it’s almost a guarantee that most buyers will not be able to tell the switch in chassis design.
Though we certainly could sense some additional understeer; body roll was kept well in check.
111–foot average stops from 60 is certainly not bad either, but braking performance was not quite up to the par we had in mind. Stops were inconsistent and the pedal felt soft with a fair amount of travel.
The X1 does appear more SUVish than before, and much better looking overall. But like most of the European crossover entries in this segment, still a little too “wagony” for our tastes.
Most every dimension has increased, except for length; minus-1 overall, while the wheelbase shrinks by 3½-inches to 105.1.
Government Fuel Economy Ratings are 22-City, 32-Highway, and 26-Combined. Our average was just 24.8 miles-per-gallon of Premium. Still, that makes for a better than average Energy Impact Score of 12.7-barrels of annual oil use with 5.7-tons of CO2 emissions.
X1 base pricing is a reasonable $35,795; but you can easily tack on another 10-grand in optional packages.
Oddly enough, going against just about everything BMW stands for, has made the 2016 BMW X1 one of our favorite BMWs; especially if you look at is as a sporty 5-door, not as an entry-level crossover.
It may not be the most capable or comfortable mini-ute on the market, but as you can expect, it’s one of the most fun. BMW has addressed anything we didn’t like before, as well as taken almost everything that we did like about the previous gen X1 and made it better. And most importantly, given us more of it.
Specifications
- Engine: 2.0 liter Turbo I4
- Horsepower: 228
- Torque: 258 lb-ft.
- 0-60 mph: 6.3 seconds
- 1/4 mile: 14.8 seconds @ 94 mph
- EPA: 22 mpg city/ 32 mpg highway
- Energy Impact: 12.7 barrels of oil/yr
- CO2 Emissions: 5.7 tons/yr
- Transmission: 8 spd automatic
2024 Honda Ridgeline TrailSport
It Does Truck-Like Things Better Than Ever
Honda brought something truly unique to the pickup truck scene when their mid-size Ridgeline debuted for 2006. In 2017, it moved towards becoming a little more true truck-like, both in form and capability, now with yet another step in that direction for 2024. So, let’s see if the Ridgeline is really hitting its stride.
For 2024, it’s all about making this Honda Ridgeline better than ever. There are styling tweaks outside, along with tech and functional improvements inside, but the biggest news is the Ridgeline has now joined Honda’s TrailSport family of off-road inspired vehicles. This more-true-trucklike, second-gen Ridgeline been around since 2017, receiving periodic updates over the years; but joining the TrailSport family is the biggest leap yet.
Primarily, the TrailSport transformation includes General Grabber all-terrain tires, mounted on new Pewter Gray 18-inch wheels, steel underbody protection, and retuning the strut front, and multi-link rear suspension for added wheel articulation. And while we always appreciate the additional traction of off-road tires, the Ridgeline’s standard i-VTM4 all-wheel drive, with Intelligent Traction Management and snow, sand, and mud settings, was already quite capable of handling all but the most extreme off-roading, ground clearance of just 7.6 inches being it’s only real hinderance.
A 3.5-liter V6 remains under the hood as it has since the Ridgeline debuted for 2006; the current version outputs 280 horsepower and 262 lb-ft of torque, plenty enough muscle to handle its 5,000-lbs. towing capacity. A nine-speed automatic transmission with paddle shifters and bevy of push and pull buttons on the console replaced the six-speed automatic back in 2020.
In addition to adding TrailSport capability, a big focus for this update was making it more user-friendly inside, starting with the central touchscreen growing from 8 to 9 inches. It also gets faster processing speeds, menus have been simplified, and the native navigation system is improved with better graphics. It’s accompanied by a new digital instrument cluster, along with an upgraded center console with more storage space. Unique TrailSport touches include heavy duty floormats, leather-trimmed seats, orange stitching throughout the cabin, and orange ambient lighting.
The Ridgeline continues to offer things available nowhere else in the pickup truck market.
Exterior styling doesn’t exactly shout “macho big rig coming your way,” but the more vertical face and larger grille that arrived for 2021, along with this year’s added TrailSport elements, do continue to toughen up the Ridgeline’s image. The 5’4” bed remains highly functional with no large wheel well intrusions, multiple tie-downs points, lighting and even speakers. And of course, the Ridgeline continues to offer things available nowhere else in the pickup truck market, like the dual-action tailgate, and large, lockable, drainable, underbed storage. Not to mention being able to drive around in true car-like comfort, something we took full advantage of on our way to our Mason Dixon Dragway test track.
There was great grip off the line, with full power arriving smoothly but quickly, helping us to get to 60 in 7.0 seconds flat, a tenth quicker than the last Ridgeline we tested. That power delivery stayed fairly consistent the whole way down the track, barely interrupted by the nine-speed automatic’s smooth shifting. Our best quarter-mile run was 15.5 seconds at 90 mph.
The revised suspension and knobbier tires didn’t really seem to add or detract from handling prowess, as it felt as solid, nimble, and car-like as it always has through our cone course. Perhaps a little less stiff than before, but good feedback, tight steering, and minimal body roll for a pickup, made for a very confidence inspiring experience. In our braking test, we stopped in a respectable average of 123 feet from 60, with only moderate amounts of nosedive and good feel through the pedal.
There is, however, a slight reduction in Government Fuel Economy Ratings with the all-terrain tires; 18-City, 23-Highway, and 20-Combined, our average, right on, at 20.4 mpg of Regular. That’s a slightly below average Energy Impact Score of 14.9 barrels of yearly oil use, with CO2 emissions of 7.4 tons.
TrailSport pricing falls in line just under the Ridgeline’s top Black Edition trim with a starting price of $46,375, about five grand over a base Ridgeline Sport.
So, whether you consider the Honda Ridgeline to be a “real” truck or not, this ruggedly smooth 2024 TrailSport does truck-like things better than ever. And we’re not just talking about the slight upgrade in off-road performance, we’re talking about a flexible bed to help you get chores done, and the ability to tow or haul with comfort and flexibility other trucks can only wish for. It’s why the Ridgeline brings more first-time buyers to Honda than any other vehicle, and why it continues to be a great choice in the growing midsize truck realm.
Specifications
- Engine: 3.5-liter V6
- Transmission: 9-speed automatic
- Horsepower: 280
- Torque: 262 lb-ft
- EPA: 18 City | 23 Highway | 20 Combined
- 0-60 mph: 7.0 seconds
- 1/4 Mile: 15.5 seconds at 90 mph
- 60-0 Braking (avg): 123 feet
- MW Fuel Economy: 20.4 mpg (Regular)
- Max Towing Capacity: 5,000-lbs