2017 Ford F-Series Super Duty

The Ford GT’s golden-anniversary class win at the 24 Hours of Le Mans endurance race may be Dearborn’s highlight in 2016, but an arguably bigger effort has been brewing as Ford prepares to release the 2017 F-series Super Duty later this year. Heavy-duty trucks are big business, like supercars, and trade on equally big numbers. Witness the latest Super Duty’s 925 lb-ft of torque from its optional diesel engine and a maximum towing capacity of 32,500 pounds, both of which currently backstop the all-important “class-leading” title. While the segment’s continual one-upmanship among Ford, General Motors, and Ram usually ensures that no player can claim that mantle for long, the first all-new Super Duty in 18 years also is one smart and impressive beast.

Lighter, Stronger, Better

The buildup to the 2017 Super Duty started nearly a year ago with Ford’s release of preliminary details, followed by trickles of pricing and equipment info for F-250 andF-350 models, along with their immense towing and hauling ratings. Our first real-world experience, however, took us to Denver, Colorado, where Ford schooled us in the tech that went into updating virtually every facet of its big rigs, including a stronger frame, new aluminum bodywork, and a bevy of clever, real-world engineering solutions. These commanding vehicles tower over most humans—and lesser pickups—with fortified underpinnings that wouldn’t look out of place on a Peterbilt. Depending on the model, overall dimensions remain much as before, save for a few extra inches of wheelbase and overall length.

The Super Duty’s bold and purposeful design more closely resembles the latest F-150 than did last year’s model. For the first time, the big trucks offer regular, extended, and full crew cabs comparable to their light-duty brethren, which translates to about 4.0, 6.0, and 3.0 inches of additional length, respectively, versus the already cavernous cabs of the outgoing trucks. Most of the Super Duty’s stretch job translates into increased storage space and generous amounts of rear legroom on four-door trucks. The biggest adjustment for traditionalists may be the fender badges, which now render model designations vertically instead of horizontally. All of the primary body panels are now made of high-strength aluminum yet are more robust than those on the F-150. Although the switch to aluminum from steel reduces mass by as much as 350 pounds, some of the weight saved has been offset by a stiffer frame, stronger axles and suspension components, added features, and bigger fuel tanks—now as large as 48 gallons on some versions. We’ll have to wait to get a new Super Duty on our scales to confirm the true extent of Ford’s diet.

The Powerhouse

Our first drive on the open road in a near-$80,000 F-250 Platinum crew cab was somewhat surreal, so refined was the truck’s behavior. The Super Duty’s optional, turbocharged 6.7-liter PowerStroke diesel V-8 ($8595) makes up 60 percent of sales and is even more eerily quiet than before. Revised with fresh control software, a new fuel-injection pump and injectors, and a larger turbo, it now produces 440 horsepower at 2800 rpm and 925 lb-ft of torque at 1800 rpm; Ford’s TorqShift six-speed automatic with updated tuning is the only transmission choice. Some compression-ignition clatter remains, but it stays in the background, and you can carry on a casual conversation without shouting while standing next to the engine bay with the truck running. Those harboring 18-wheeler fantasies with old-school diesel-engine growls should visit a Ram dealer.

The PowerStroke’s power builds lazily before coming on in a hearty surge of thrust. (Ford electronically limits the torque in first, second, and third gears to prevent overloading the traction-control system.) Shifts from the automatic gearbox are appropriately firm yet nicely modulated to keep the boost flowing and the engine pulling. Along with the engine brake (which now has automatic and full-on settings), activating the tow/haul function on the column shifter sharpens the transmission’s programming to maximize towing power, as well as downshifting and holding gears longer to better manage loads while descending hills. A diesel F-350 4x4 crew-cab dualie we drove felt only slightly taxed by a 10,000-pound horse trailer, and even a similar F-450 dragging a 15-ton gooseneck flatbed could accelerate up a decent grade with ease.

Unburdened, the F-250 Platinum felt as swift as some family sedans but with the bonus of a seemingly endless amount of grunt available at any speed. A truck like the one we drove should be just as quick at the test track as the current hot rods in the diesel heavy-duty class: the smaller, lighter Chevrolet Silverado 2500 HD andGMC Sierra 2500 HD, which sprint to 60 mph in just over seven seconds. While we had minimal exposure to Ford’s standard 6.2-liter V-8, it’s a capable engine with 385 ponies and 430 lb-ft, well suited to the lighter—and off-road—side of the big truck’s duty cycle. General fuel economy should improve slightly for both engines, but the EPA doesn’t require fuel-economy testing for vehicles with a GVWR over 8500 pounds, and real-world returns vary widely depending on a truck’s configuration and usage. Regardless, these are still thirsty rigs.

Polish My Wagon

Along with its mile-high seating position and copious amounts of sound insulation, the F-250’s on-road ambiance is surprisingly serene, which allowed us to better focus on the optional massage feature from the Platinum’s plush leather seats. Ride quality on smooth mountain roads was quite good for a truck sporting live axles, one that can haul literal tons in its pickup bed (certain F-350s have a max payload of 7630 pounds). There’s some bounciness and head toss over bumps, but the revised coil-spring front and leaf-spring rear suspensions quickly smooth out jolts from uneven surfaces. Load a long-wheelbase F-250’s bed with a few hundred pounds and it does an admirable impression of a really tall SUV. Along with beefier axles and linkages, the new Super Duty’s massive, fully boxed frame—95 percent of which is made of high-strength steel—provides the structural integrity of a bridge abutment, even when bounding over off-road obstacles and crossing frame-twisting ditches.

The Super Duty’s sheer size and overall refinement diminish its sensation of speed, often resulting in velocities much greater than expected. Fortunately, a firm brake pedal and massive vented disc brakes (14.3 inches in diameter both front and rear) shed even loaded-down momentum with confidence. Simple physics plays a major role when placing a truck this large on the road and in curves, but the stiffer frame permits a greater sense of composure and stability in turns. And any advantage in front-end feel attributable to GM’s exclusive independent front suspension on four-wheel-drive trucks is greatly diminished by Ford’s new variable-ratio setup for the hydraulically assisted steering system, which was fitted to every Super Duty we drove on the street (it’s a $685 option on XLT trims and above, standard on the Platinum). Steering responses felt precise and direct, with some actual road feel transmitted through the steering wheel. More important, low-speed maneuverability is greatly improved, requiring fewer twirls of the wheel to position the truck on a tight trail, wind through a narrow parking lot, or reverse a 30-foot enclosed trailer. The system increases the steering ratio at higher speeds for greater stability, and it does so even further when the tow/haul mode is activated so as not to upset a heavy load.

Back Me Up

A host of available safety and convenience features includes full LED lighting, lane-departure warning, and adaptive cruise control that can automatically brake to maintain following distance with traffic ahead even when the truck is fully loaded. Blind-spot monitoring also is offered and doesn’t activate erroneously when towing trailers up to 33 feet long. Because towing is of such importance, at least to marketing claims, Ford redesigned the Super Duty’s conventional hitch to handle its maximum of 21,000 pounds without needing a fussy, weight-distributing attachment. What’s more, its Russian-nesting-doll setup of sleeves allows it to receive 2.0-, 2.5-, and 3.0-inch ball mounts, making virtually any receiver hitch a plug-and-play job.

Other smart touches include available LED spotlights in the mirrors, bed, and tailgate, as well as up to six cameras scattered about the exterior—seven if you include the optional rearview trailer-camera module. In trucks so equipped, the Super Duty driver can scan the exterior from almost every angle via the 8.0-inch central touchscreen, which—along with the remote tailgate release and highly adjustable exterior mirrors—allows for solo hookups to most trailers. While the Super Duty’s hydraulic-assist steering isn’t compatible with the F-150’s secondary trailer-reversing knob, the big trucks do feature a clever guidance system that overlays a virtual steering wheel on the rearview-camera image and recommends inputs for dead-straight backing of the trailer.

The Mobile Office

The Super Duty’s updated interior is functional above all else, with lots of storage options, simple ergonomics, and large buttons and knobs easily operated while wearing gloves. All of the trucks we drove were higher-trim models, topped by the Platinum and its faux metallic and wood accents, plentiful soft-touch surfaces, and leather upholstery. You definitely won’t mistake it for the cabin of an $80,000 Mercedes-Benz, but the execution is attractive, comfortable, and feels solidly made. A newly optional 8.0-inch color display in the instrument cluster provides a plethora of gauge options and information readouts within a simplified menu layout. We particularly like the addition of Ford’s Sync 3 interface; the convertible two-into-four cupholders in the center console; multiple 110-volt power outlets with up to 400 watts of juice; and a central storage compartment large enough for laptops or a full case of refreshing beverages. For those whose work takes them into sloppy environs, Ford also now offers on all trims a premium rubber floor covering for easy cleanup. As in the F-150, the crew cab brings ample rear-seat space and a completely flat floor, which can be optioned with a full-width, locking storage compartment that collapses when not needed.

The Super Duty’s plethora of options and configurations means there is a setup for just about any need, with prices increasing slightly across the board. Basic, rear-wheel drive, regular-cab gasoline F-250s and F-350s start at $33,730 and $34,900, respectively, with the big-dog F-450 (diesel, crew cab, and 4x4 only) opening at $55,140. Plan on spending about $50K for a mid-level crew-cab four-by-four, but go crazy with the extras and an F-450 can approach $90,000.

Ford says it put more development into the 2017 F-series Super Duty—more than 12 million test miles—than any other vehicle it’s ever created, which may give the new truck an edge over its crosstown rivals in pretty much every way. Of course,only a comparison test can verify such claims, and those accolades mean little to GM and Ram loyalists who simply don’t want a Super Duty no matter how sophisticated it is. Ram’s heavy-duty trucks are currently closest to Ford’s in terms of ratings (900 lb-ft of torque, 31,210 pounds of towing), and GM has yet to release details on its updated 2017 models with their ram-air hoods. But for now, Ford’s new Super Duty is the ultimate workhorse.

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2017 Nissan Pathfinder

The Pathfinder is one of Nissan’s longest-serving nameplates, having been launched in 1986 as a two-door, off-road-themed sport-utility derived from the brand’s Hardbody pickup. With its switch to a four-door body and then, for 2013, the move to a passenger-car platform (the Altima’s) with a transverse engine and front-wheel drive (all-wheel drive is optional), the Pathfinder pretty well traces the trajectory of the genus sport-utility in America. This once rugged vehicle has evolved into a soft, rounded carpool-mobile, no longer tasked with taming the jungle—as the original version did in its launch ad campaign—but with toting kids to school and sports. Four years into the Pathfinder’s latest iteration, Nissan appears to have had a tinge of regret at turning its SUV into the four-wheeled equivalent of mom jeans and, withthe mid-cycle update for the 2017 model year, attempts to walk it back a bit. But only a bit.

Can You See the Masculinity?

Nissan restyled the Pathfinder’s hood, grille, headlights, and front bumper; it also tweaked the taillights and reshaped the rear bumper, flattening out some curves and ironing in some creases. But even when looking at before-and-after photos side by side, we were hard-pressed to tell the new one from the old. The company, though, seems to think these barely discernible changes make the crossover look “more rugged” and “more masculine.” Uh, okay.

More substantive changes were made beneath the skin. The 3.5-liter V-6 gets direct injection, a revised air intake, new pistons, a low-friction cylinder coating, variable intake-valve timing, and a higher compression ratio. As a result, output increases from 260 horsepower and 240 lb-ft of torque to 284 and 259. As before, the V-6 is teamed with a continuously variable automatic transmission, a technology that Nissan embraces with greater fervor than any other manufacturer. Maybe it’s a result of all that experience, or maybe a CVT is less annoying when hooked to a torquey V-6, but we found the transmission in the Pathfinder to be largely unobtrusive, with simulated ratio changes that help it do a passable impression of a conventional automatic. The V-6’s engine note is still gritty, however, and road noise is prevalent.

Nissan says the extra oomph should trim the zero-to-60-mph time by 0.2 second; we measured 7.5 seconds in our test of a 2016 Pathfinder with all-wheel drive, so figure 7.3 seconds for a similarly fully loaded example of the new model. That would still put it a full second behind the Honda Pilot, but most buyers will find the Pathfinder energetic enough when merging onto freeways or jumping out into traffic. The vehicle’s tow rating is raised from 5000 to 6000 pounds (for all models), while fuel economy stays the same at 20 mpg city and 27 mpg highway for the front-wheel-drive model and 19/26 mpg with all-wheel drive—ratings that are near the top of the class.

Nissan also made some adjustments to the chassis to sharpen responses. Spring rates have been increased by 11 percent up front and 7 percent at the rear, and the steering was given a quicker ratio and retuned for greater buildup of effort as it moves off-center. The revised steering provides a welcome measure of additional heft and responsiveness. While the Pathfinder doesn’t threaten the Mazda CX-9 as the family-size crossover most likely to induce spontaneous bouts of canyon carving, neither does it whine in protest when hustled.

Tech 2.0

No midterm update is complete without new tech features, and the Pathfinder adds adaptive cruise control, which brings with it forward-collision warning and automated emergency braking (all exclusive to the top-spec Platinum). Other new tech items include moving-object detection for Nissan’s 360-degree-view monitor and a motion sensor that opens and closes the liftgate in response to a wave of a foot under the rear bumper (for SL and Platinum models). Blind-spot warning and rear cross-traffic alert were already on hand. Inside, the touchscreen grows an inch, to 8.0 inches, and gets new connectivity features, as well as pinch-to-zoom and swipe functionality. Happily, Nissan (for now) continues to resist the call of auto-industry aesthetes and trend slaves to banish all dashboard buttons and knobs; as a result, the Pathfinder’s audio and climate controls are far easier and less distracting to use than those in some competitors. Similarly, the transmission gear selector is a traditional shift lever rather than silly buttons or some trick electronic joystick, but there are no paddles or other provision for the manual selection of ratios. Behind the shift lever, a simple knob allows one to choose front-wheel drive or (if so equipped) four-wheel drive and four-wheel drive lock, with a button for hill-descent control—the lone items of off-road gear.

As before, the Pathfinder’s third-row seat is standard across all trim levels. It’s strictly for small fry, although access is easy (including the unusual and appreciated ability to slide the second-row seats forward even with a child seat installed). Space in the first two rows is fine, but we found seating comfort somewhat lacking; the seats are unchanged from the 2016 model, and we found them overly firm and felt like we were sitting on them rather than in them. All four trim levels get a bit more sugar for 2017. Besides the larger touchscreen, the base S adds Bluetooth, a rearview camera, SiriusXM satellite radio, and a second USB port. Standard equipment on the SV remains the same, but a new Tech package brings navigation, blind-spot warning, and rear cross-traffic alert to this model. The SL now includes the 360-degree-view monitor and moving-object detection, the motion-activated liftgate, and metallic interior trim. The top Platinum level gets LED headlights and new 20-inch wheels.

The Pathfinder’s greater masculinity is mostly imagined but also perfectly harmless. Sensibly, most of the changes here help this crossover carry out its real mission: ferrying kids from one parental-soul-sucking activity to another. That dream of bushwhacking through the jungle? It died a long time ago.

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2017 Buick LaCrosse

First Drive Review

Not so long ago, a typical Buick buyer was the sort of oldster likely to bend your ear about what it was like to grow up in the Golden Age of Radio. Today, Buick is successfully targeting a generation whose members don’t remember life before the internet. In the seven years leading into 2013—a short time in the car industry, just a single product cycle—the Buick customer’s average age dropped from 64 to 59. But this is not a complete reversal of fortune; Buick still sells plenty of plush sedans to the “there’s no such thing as a free lunch” crowd even as it pushes potato-shaped crossovers on those who believe that “information wants to be free.” Which is why the completely redesigned Buick LaCrosse is actually two very different cars at once.

The Buick of Yesterday

The first is the standard LaCrosse, a large, five-passenger sedan with an ample back seat. A base model starts at just $32,990; a throwback to the black-and-white era, the LaCrosse is available only in those two non-colors without paying an upcharge and is mostly devoid of premium content or options. Kudos to the marketing team for calling out its “seatback map pockets” in the online configurator, which has us wondering: Do those who still use paper maps also use online configurators? An extra $4000 for Preferred trim nets you, ahem, a cargo net, a power-adjustable steering column, satellite radio, and shinier wheels but not the ability to have your LaCrosse with even the most remedial luxury amenities. Leather upholstery and heated seats are restricted to the next-higher trim level, the $39,590 Essence, as are the optional sunroof and the blind-spot and rear cross-traffic alerts. More advanced sensor-based safety equipment such as adaptive cruise control and automated braking are a $1690 option available only on the top Premium trim at $41,990. If you want the nice Buick, you’re not going to get it for the nice price.

The Buick of Tomorrow

But even a LaCrosse Premium needs some help to become that second, better LaCrosse that we prefer. This comes by fitting a $1625 package that includes 20-inch wheels and tires, an adaptive suspension, and GM’s HiPer Strut front suspension. (This package is also available on the Essence model.) Order the 20s and you turn the geriatric Buick into the LaCrosse of the future, a smooth-riding, nice-handling machine that isn’t afraid of twisty roads. If you prefer Jimmy Fallon to Johnny Carson, this is the LaCrosse for you.

We cannot overstate the improvement in handling of the car with the larger wheels and revised suspension. The handling of the Buick that floats along on 235/50R-18 tires might be best described as effortless. Its steering is extremely light, which makes the car feel imprecise, and the softness of the suspension doesn’t help. Buick uses a multilink rear suspension in all LaCrosse models and the structure feels stiff, but the standard tuning allows lots of up-and-down body motion. The HiPer Strut suspension with 20-inch wheels shod with 245/40R-20 tires creates a wholly different experience, especially when the driver pushes the Sport button on the dash, firming up the suspension and switching to a tauter steering program. Body control improved enough that we were able to remove the Sea-Bands that Buick had so generously provided for our drive.

Buick also offers an all-wheel-drive model, but only with Premium trim at a substantial $2200 price increase. We did not have the opportunity to drive that car, although we’re anxious to experience the changes to the LaCrosse’s on-road behavior brought on by its torque-vectoring rear axle that is similar to the setup used in the Cadillac XT5 crossover.

Single Six

All LaCrosse variants are powered by the same 3.6-liter V-6 making 310 horsepower and 282 lb-ft of torque. The six’s output is well matched to the 3700-pound car, with the eight-speed automatic transaxle going about its business almost imperceptibly. Sometimes too much so, as there is no separate shift programming when in Sport mode, although changing gears via the standard steering-wheel-mounted paddles somewhat ameliorates this need. The V-6 design features direct injection, auto stop/start, and active fuel management, which lets the engine switch seamlessly into four-cylinder mode to save fuel. These improvements and a claimed 300-pound weight reduction from last year’s LaCrosse yield a 3-mpg improvement in the EPA combined estimate, which is now 25 mpg.

The powertrain also features a new shifter, shared with the XT5 and promised to soon proliferate throughout the General Motors portfolio. Like other carmakers, GM has reinvented the decades-old PRNDL pattern because electronics that banish the physical linkage between the shifter and the transmission allow it to do so. Putting the LaCrosse into drive requires the lever to be pulled back with an accompanying side-button press, while reverse involves a push up through neutral and to the left. Park has its own button. Adopting such a design is a curious choice, one likely to challenge old and young alike and especially those driving the vehicle for the first time. See Chrysler’s woes with a similar shifter design—and let the confusion and low-speed crashes commence.

Inside and Out

We have no complaints, however, with Buick adopting the de facto standard for infotainment; Apple CarPlay and Android Auto are standard equipment. An 8.0-inch frameless touchscreen dominates the dashboard and runs the smartphone system alongside a version of GM’s modern corporate infotainment software. This is a marked improvement over the older system with seas of inscrutable buttons and tiny, low-resolution screens that still plagues some Buicks. The rest of the interior, too, is hugely improved from the last-generation LaCrosse, with much nicer materials including more soft-touch surfaces and real wood on pricier models.

It’s the outside of the car, however, that is likely to capture the most attention. With a 2.7-inch wheelbase stretch and a 1.6-inch lower roofline, the LaCrosse looks longer and lower even as it maintains its overall length, 197.5 inches. It’s a good-looking car—not great, but undeniably more elegant than its archrival Lexus ES, scarred as that car is with its aggressive and, some might say, inappropriate grille. The LaCrosse, by contrast, is nothing if not fancy. Chrome is served up in abundance, including a horizontal wing on its own new grille, flanking the Buick tri-shield badge.

In a nod to Buick’s heritage, the red, white, and blue colors have been restored to the traditional badge. It’s a perfect illustration of the brand’s refusal to abandon its longtime customers while it courts their children and grandchildren with credible products—like this much-improved LaCrosse.

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2017 BMW Alpina B7 xDrive

First Drive Review

Fast enough was supposed to be 193 mph: That was the top-speed forecast offered when the 2017 BMW Alpina B7 xDrive was launched at the 2016 Geneva auto show. That impressive number has since been revised. During testing on the 7.8-mile circular track in Nardò, Italy, the Michelin Pilot Super Sport tires worked so well that Alpina decided to raise the terminal velocity to a robust 205 mph. That puts the top-of-the-line Alpina-tuned Bimmer comfortably ahead of the competition from Mercedes-AMG, Bentley, and Porsche.

Starting at $137,995, the Alpina B7 stands at the top of the 7-series lineup, at leastuntil BMW’s own M760i appears. But the Alpina offers a distinctly different character: The M760i will be powered by an updated version of BMW's twin-turbocharged V-12, while the B7 employs a twin-turbo V-8, based on the 750i's 4.4-liter N63 eight-cylinder. Alpina’s designation for its version of the engine, confusingly, is M3; the car’s name contains the suffix Biturbo in other markets. Alpina—closely allied with Munich but still independent—makes extensive modifications that include upgraded turbochargers, its own intake and intercooler setup, special Mahle pistons, an Alpina dual-mode exhaust, and up to 20 psi of boost, lifting maximum output from 445 to 600 horsepower. Peak torque is rated at 590 lb-ft and available on a plateau that stretches from 3000 to 5000 rpm. Funny coincidence there: The M760i also will be rated at 600 horsepower and 590 lb-ft of torque, but it will come with a 155-mph governor (optionally increased to 190 mph, just enough to top the Mercedes-AMG S63’s 186-mph governor). Alpina says the B7 accelerates to 60 mph in 3.6 seconds, which may be as conservative as the original top-speed forecast; a 2013 Alpina B7 we tested with a mere 560 horsepower ran to 60 mph in 3.8 seconds, and we expect the new model to be about 200 pounds lighter.

In the B7, torque is channeled to all four wheels via the well-proven ZF 8HP eight-speed automatic, albeit reprogrammed for quicker shifting. The BMW xDrive system has been adjusted to deliver a decidedly more rear-biased torque distribution, fitting the dynamic character of this luxury performance sedan. This car is not just about straight-line performance—it’s also about agility and superior cornering. All-wheel steering is included, tuned more aggressively than in the regular 7-series, and the ride height has been lowered, paying dividends in the looks department. The result of these enhancements, and of this fantastic power, is an almost surreal driving experience. The twin-turbocharged V-8 reacts instantly, and its pull is relentless—even as the car nears 200 mph.

Aerodynamic drag builds exponentially with speed, so it takes some time to stack the final dozen mph onto the speedometer. Traffic prevented us from verifying the B7's 205-mph terminal velocity when we drove it on its German home turf. However, we managed to touch an indicated 198 mph on a relatively short stretch of unrestricted Bundesstraße. It is nearly impossible for other drivers to correctly judge the speed of an approaching B7. Extreme caution is advised, and it is good that this two-ton-plus luxobarge is fitted with extremely large brakes that exhibited not a hint of fade during our drive.

Few other large sedans can go this fast or accelerate to such high speeds so quickly. The high-speed stability is virtually unmatched, thanks to the B7's long wheelbase and that all-wheel steering system, which turns the rear wheels in the same direction as the front wheels at higher velocities. As such, directional changes at this speed lose their fear factor. The deeper front fascia and the long rear spoiler, designed specifically for the B7, are said to significantly reduce lift, and the car indeed felt planted at all speeds.

Even though the B7 remains very much an upper-luxury sedan, it delivers a noticeably more sporty driving experience than does the 750i. And that’s true even if you don't exceed legal limits. The Alpina’s exhaust has a far more pronounced growl than the 750i’s. The power steering is nicely weighted; on winding country roads, the B7 seems to shrink to the size of a 5-series. The car shoots out of corners briskly, lets the driver play with a bit of power oversteer, and—if you dare stay on the gas pedal—hurls you toward the horizon with warp-like thrust.

There is plenty on which the eyes can feast, too. Inside, Alpina has enhanced the 7-series cockpit with a number of exclusive accents. The steering wheel is graced by an Alpina logo, and the gears are selected via buttons placed on the back of the steering wheel: Alpina's "Switch-Tronic" is a company exclusive, and we found it works at least as well as the usual paddles (which are available by special request) to keep your hands on the wheel. Alternatively, you can pull back on the console-mounted shifter to upshift and push it forward to downshift, just as in a race car.

One of the most prominent changes to the B7, and an Alpina first, is an instrument cluster with a specific Alpina look. Facilitated by its digital nature, the cluster changes with the driving modes. In Comfort mode, the gauges are entirely blue; the Sport modes add digital speed and selected gear information. Only the Eco Pro mode—yes, it's still there—retains the original BMW design. Choosing Eco Pro feels counterintuitive in such an extremely fast vehicle, even though the European fuel-economy figures—22.6 mpg in the ludicrously optimistic combined driving cycle—suggest superior efficiency. Push hard and it’s easy to consume fuel at twice that rate.

An obligatory stop at a gas station gave us time to admire the B7's exterior. Beyond the 750i, the B7 is fitted with 20-inch Alpina Classic wheels (21-inch pieces will be available), functional front and rear spoilers, and an impressive four-tip stainless-steel exhaust system. Only the Alpina offers the special colors Alpina Blue and Alpina Green II, as well as the set of silver or gold trim appliqués that have distinguished Alpina models for almost 50 years.

In the B7’s German home market, many Alpina customers skip the decals and the rest of the badging, presenting their Alpinas as nothing more exceptional than a regular BMW. The lowered stance and wheels give it away, of course, but at 205 mph it will pass by so quickly that few will ever know what the heck it was, with or without its identifiers.

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Kia Is Making a Subcompact Crossover Thing, and We Have Spy Photos

Soul food or Soul fighter?

Future Cars

What It Is: A small Kia crossover spied in prototype form, gearing up to take on the likes of Mazda’s CX-3, Honda’s HR-V, and Jeep’s Renegade. Like those offerings, this yet-to-be-named Kia is essentially

a car. More specifically, it’s a hatchback with a slight ride-height endowment and some plastic body cladding, both intended to lure crossover-hungry buyers.

Why It Matters: Sales of small crossovers are raging right now. Even so, this crossover is a the Soul and it’s a

recent six-way small-crossover comparison test, ahead of more SUV-like competitors including the Chevrolet Trax, Honda HR-V, and Fiat 500X.

extremely popular; it’s that tall, funky hatchback thing that’s advertised on TV using human-sized dancing hamsters. The Soul also isn’t quite crossover-y enough, notably with its lack of ride height (real or imagined) and an all-wheel-drive option. If Kia thinks that two-wheel drive or an inadequate resemblance to a vehicle type that itself bears an inadequate resemblance to actual SUVs is somehow holding the Soul back, we don’t. Carlike driving dynamics, a low price, and good fuel economy are a few of the reasons why we like the Soul so much; those qualities powered that model to second place in

bit of a gamble for Kia, which already sells something roughly this size that fits the general description for a crossover. It’s called

We aren’t alone in our appreciation of the Soul—last year marked the model’s best-ever sales year, with more than 147,000 finding American homes. Kia probably figures it can tap some incremental sales with an equal-size vehicle that’s taller and offers AWD, particularly as the subcompact-crossover segment continues to explode. Even so, Kia should do some soul-searching, since the Soul provides at least some evidence that practicality and capability matters more to consumers than exaggerations of same.

Platform: Somewhat ironically, the Soul hatchback could be a platform donor for this crossover. Alternatively, Kia could mine its new Niro hybrid hatchback for the similar-sized crossover.

Whatever architecture is used, the body that sits atop it appears far more rounded than the Soul’s boxy figure. In fact, the general profile is not unlike that of Jeep’s one-size-up Cherokee, and the Kia even apes that rig’s split front-lighting treatment, which places the running lights above the headlights like a pair of floating, LED-lit eyebrows. The look is bold on the Cherokee, but it’s surprising to see Kia, a brand that’s been on a winning design streak of late, so blatantly cribbing the element. From the front fenders back, things look far more down-to-earth. A slice of the all-necessary body cladding can be seen here poking out from beneath the prototype’s camouflage, and the taillights appear to have some LED frippery.

Powertrain: The Kia small crossover should come standard with front-wheel drive and offer all-wheel drive as an option. A traditional automatic is likely to be the only available transmission. So little is known about this crossover that engine speculation is fairly open-ended, particularly given how many different engines Kia builds that could fit. We’d peg the Soul’s larger 164-hp 2.0-liter four-cylinder as a good base-engine candidate, while Kia’s 200-ish-hp turbocharged 1.6-liter four could be offered as the step-up option.

Competition: Chevrolet Trax, Fiat 500X, Honda HR-V, Jeep Renegade, Mazda CX-3.

Estimated Arrival and Price: We don’t anticipate seeing this Kia in showrooms before midway through next year, when it’ll land as a 2018 model. Entry-level pricing should fall toward the upper end of the Soul’s spectrum, or around $20,000.

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