All in all, this was a wonderful, lengthy, fun, and sometimes frustrating adventure, but one I hope to do again in the next few years!
BHPian Zhukov555 recently shared this with other enthusiasts.
In mid 2022 I decided that since I’m turning 40 next year, I’m a die hard car guy, and I’ve never owned a “fancy” or really fast car, I would buy one. The criteria were simple enough. The car should be special, from a performance related brand, with a 0-60 time in about 4 seconds and seating for 4. I do need my primary vehicle to be somewhat practical. My current daily driver is a 2015 Volkswagen Passat TDI, and I have a 2006 Mazda Miata that I keep exclusively for track-days. My wife has a 2021 Audi A4, which is a comfortable and surprisingly fast car, but not exciting enough for me.
With this in mind, I embarked on a test drive and shopping journey that took about six months. I enjoy shopping around for everything, which is why I wasn’t in any hurry to complete the purchase. I even test drove cars that were outside my initial criteria just for the fun of it. I’ve always wondered what this or that car is like to drive. So it began.
2018 Mercedes E300
As I slid into the iconic E class, I was wowed by the extravagant interior. Even though from photos I had the impression it was over the top and ostentatious, I felt like the execution is fantastic and in person the materials and design make more sense. You sit up quite high in the car, and the driving feel is less isolated than I was expecting. The engine has a satisfying growl, and while not fast, does display an earnest urgency that I found endearing. For me, character in a car is worth more than any performance numbers. The upgraded sound system is one of the best I’ve ever heard and truly made me feel like I was at an outdoor concert. I will add that I’ve been partial to E classes ever since I was a kid and have always wanted one ever since they started selling W124s in India in the nineties.
2017 BMW 540i
Though I like simpler interiors, the piano black finish of the bimmer’s center console looked cheap to me compared to the textured not-shiny wood finish on the Mercedes. The steering was vaguer than the Mercedes, and input responses felt slower. Most damningly, even though the engine has much more power, it felt like I was piloting a car in a simulator. I felt no engagement when I mashed the throttle, as if the drama was occurring very far away. Not what I expected from a BMW, though I do know that modern BMWs have different priorities. An immediate disqualifier for me, I felt no connection with the car, to the point where I considered discounting this generation of 5 series entirely. My previous, more extensive experience driving a 2012 ish 535i was much more engaging and exciting. I like the F10 interior more as well.
19/11/2022
I arrived at CarMax for my appointment hoping to snag a test drive in a 2018 BMW M550i, a car that has piqued my curiosity. Something about the fact that it’s one less than an M5 seems dignified and grown up. How much power do you need anyway? While waiting for a salesperson, I roamed around the outdoor parking lot and found the M550, but also saw an E53 AMG convertible nearby, as well as a 2016 CLA45 AMG. Once the salesman was free, he told me that that M550i wasn’t available (this was my second attempt), and nor was the E53, so I decided to test drive the CLA45 and a 2018 Audi S4 they had.
CLA45 AMG
I’ve driven a few fast cars before. Notably an Audi R8, 997 911 Turbo, and a Ferrari 430 at exotic car track events. I’ve also gotten rides in a large variety of cars at track days, including 911s, M3s, Caymans, and many Miatas. However, this was the first time I drove a “special” car with an M, AMG, or RS badge on the road. My expectations were quite high
Before setting off, I set the car into Sport+ mode, not wanting to waste any time. Getting out of the parking lot, the dual clutch transmission was satisfyingly jerky, making me feel like I’m in a true manual. Once I pulled onto a main road, I immediately floored the throttle in second gear and the car just jumped and took off with a booming howl that resonated particularly loudly in the cabin past 4000 rpm. Violent upshifts were accompanied by a rifle crack from the exhaust. Now this is what a car should make you feel like! This is exactly what I’m looking for, I thought. A car that lets you know it’s there and working hard, a feeling of connectedness to the machinery.
Wiggling the steering rewarded me with immediate response, even though I wan’t able to gauge how much steering feedback there is with the simple test drive cycle. No matter, a bunch of manual upshifts and downshifts, and as many full throttle bursts I could squeeze into the 20 minutes I had with the car had me grinning from ear to ear and calculating monthly payments on the sticker.
Even though the CLA45 is technically a competitor to the M2, CLA45 pricing seems to be consistently lower, reflecting the popularity of the M2 vs the CLA45. I’ve never liked the look of the first generation CLA45 myself, but driving the thing was a life affirming experience that has allowed me to zero in on exactly the kind of car I want. Loud, fast, and angry. I’ll focus on luxury when I’m 50.
S4
The adrenaline started wearing off soon after I got out of the little AMG and stepped into the S4. I thought that I’d have to drive very gently in the CLA45 if I expect my wife to travel with me. I don’t think she’d tolerate the noise, harsh shifts and ride for too long. Maybe something more grown up but still fast is the right fit. Being familiar with my wife’s B9 post-facelift A4, I immediately put the pre-facelift B9 S4 into Dynamic and Sport and got to it. Right off the bat, the biggest difference I noticed vs our A4 is the much louder engine note. The 2.0 in the A4, while quite powerful, is only really audible above three to four thousand RPM, and it never gets loud at all, remaining a distance, gentle moan. The S4’s 3.0-liter turbo made its presence felt immediately and crescendoed in a roar at the redline. This car has more character, even though generally it just feels like a faster, louder A4. The S4 has a ZF 8 speed instead of the A4’s dual clutch, but it seemed to shift about as well. In any case, the A4’s shifts are fast but not aggressive, much like my DSG-equipped Dieselgate VW Passat.
The S4 definitely feels sportier, helped by the seemingly smaller steering wheel which has a flat bottom. It is faster than the A4, but didn’t feel quite as explosive as the CLA45 AMG, even though all three cars are within a second of each other from 0 to 60 mph. Perhaps it’s the sensation of speed that matters more than the acceleration itself. My track focused Mazda Miata feels fast going even 30mph, with its Ohlins coilovers and race seats that have virtually no cushion.
As I ended the drive, I did feel like I could live with the S4 if I had to. It would satisfy most of my requirements. It’s loud and fast, when necessary, but also luxurious and quiet for longer drives. I can take it to the track if I want and it’ll probably acquit itself well enough amongst the usual crowd of Caymans, 911s, Corvettes, Mustangs, BMWs, and Miatas. It didn’t wow me though, and left me thinking whether I need to buy a sensible car for a 40-year-old, or can I make do with something built without compromise in mind.
26/11/2022
Today’s test driving session was reserved for BMWs. An old friend of ours was visiting during the Thanksgiving holidays, and he has been interested in buying an M340i. I tried to find a post LCI M340i to look at before he came, but there are precious few available at dealerships across the country. A 2020 model would have to do for the test drive. I think you can get an idea about the new interior changes by looking at any of the other refreshed models with the iPad-stapled-to-the-dash design (I’m not a fan).
M340i
A salesperson at the BMW dealership brought the M340i up to the front and gave us the keys. I got in the driver’s seat first and turned on the vehicle, which rewarded us with a vigorous start up warble. I know that most of these newer cars have synthesized sound in the cabin. The engine note here is definitely a big part of the car’s intended experience and is always with you. The dash and controls are perfectly acceptable for me and are not something I’m focusing on in my car search anyway.
I put the car into Sport Plus and got going on the same test cycle as the previous cars. After gingerly coaxing the car along for a couple of stop lights, I mashed the throttle and was rewarded by the expected quick downshift, a refined howl, and immediat, neck snapping acceleration. Did I mention that this car is loud? Like the CLA45 it’s almost deafening past 4000 rpm. Despite that the car has a very polished feel that seems to be the norm with newer performance cars. None of the rawness of the C45.
The steering is heavy just like other BMWs these days. Personally, I think heaviness for the sake of heaviness is unnecessary, especially with electronic steering. It is entirely possible to have light and highly communicative steering like my 2006 Miata. It’s tough to get a sense for feedback on a short test drive like this, so I’ll defer to the car journalists here. Responsiveness is great, however. The car twitched back and forth immediately and without much roll as I wiggled the steering. There is definitely a good feeling of control.
The ride is noticeable stiff in Sport Plus, but sufficiently comfortable in Comfort, a range that I think is necessary for the kind of car I want. Something I can drive regularly and long distance, while still being able to take for the occasional track day.
In general, this is a not-unreasonably priced fast sedan for the keen driver who needs a bit of comfort and sophistication. I didn’t get a raw racecar feeling from this car even in its angriest modes, and that’s fine. It didn’t light my hair on fire, but I think I’d be perfectly happy with this car, while feeling a twinge of regret that it’s not a “full fat” M car. However, I don’t think I’m mature enough for that yet. I do want a “full fat” M or AMG or RS car.
F80 M3
Which is why we went to have a look at a 2018 M3 with the competition package right after the M340i. By the time we reached this dealership, which specializes in used luxury cars, it had been raining a bit, creating less than ideal conditions for full throttle test bursts. We soldiered on however and got into the M3. This particular dealership also had an M550i and a W205 C63 on hand, but the salesperson wanted us to pick a car.
The car was already on when we walked by it and were greeted with a raw sounding idle from the exhaust pipes. Poor-sound-quality black metal to the M340i’s highly produced melodic death metal. As we got in it was clear that this car is older than the M340i, with the previous generation interior. I do like the small and unobtrusive screen though.
Following the regular drill, I put everything into Sport Plus and set off. Immediately outside the dealership we stopped at a red light. As it went green, I gently touched the throttle because of the rainy weather. Not gently enough: the wheels immediately began spinning and the car squirmed while trying to get moving. That was unexpected at these low speeds! That reset my risk assessment for this test drive, and I took it easy for a bit until we got on the freeway, which had begun to dry out. After the initial wheelspin, a feeling of uneasiness never left me. The car felt high strung, like a race car. I did several full throttle bursts on the freeway and while the M3 isn’t much faster than the M340i, everything seems to be turned up a notch in feel. It isn’t louder, but the exhaust notes sound raw. The suspension is stiffer. The car feels twitchier and nervous. All of these are good things. A true sports car should feel like you need to take it to a racetrack on a daily basis to keep it from getting bored and snapping at pedestrians.
I swapped the driver’s seat with my friend and the ride back was on narrow roads off the freeway. I’m sure I could get used to this as a daily driver, but it’s a night and day experience compared to the M340i. I need to decide whether I want a car that challenges me or one that just lets me go fast without worrying too much about what’s happening underneath.
This is easily the best car I’ve driven so far in these tests. This is the one to beat. It has 4 doors for when you need them. I think my wife would be ok driving it with the DCT and everything set to Comfort, except in inclement weather. Thankfully it doesn’t snow in DC all that much, but it does rain and roads can get icy.
3/12/2022
After the M3 test drive, my excitement level had increased exponentially. Over the week before this day, I contacted half a dozen dealerships to ask for test drives in the following cars: M2, C63 AMG W204/W205, F90 M5, Z4M, and W212/W213 E63 AMG. The W213 E63 AMG is way out of my budget, starting at around 85,000 for 2018 or 2019 model sedans. However, a friend of mine who is an expert on luxury performance cars has been trying to convince me that the W213 E63 wagon is the only car I should be looking at, no matter the price. So I agreed to drive a W213, thinking the sedan is close enough to the wagon for test drives. What’s the harm, I thought. I’m not going to buy it, but I’ll get an idea of what these things are like…
M2 Comp
The first specimen for the day’s lab tests was a 2019 M2 Competition with 85,000 miles. Definitely a high mileage car that I wouldn’t consider buying, but I just wanted a test drive at this point. The weather was even worse than the last weekend. It had been raining all morning and the roads didn’t look very confidence inspiring. Nevertheless, I persisted.
Starting the M2 Comp was a satisfying enough experience, but honestly by this point I was getting jaded with exhaust notes and general vehicular boisterousness. There was an annoying crackle from the front speakers, but I tried not to get distracted by it. I noticed that the seat bolsters were too wide for me; I would definitely be thrown around at a track, but the seats were comfortable enough otherwise.
Setting off in Sport (not Plus because of the weather), I immediately noticed the harsh ride, and a blank where M cars usually have an adaptive suspension button. The intent is clear. This car never really met my 4 door practical car criteria, but I had to test one (for science). Once I got on a highway, I decided to try a throttle burst at about 40 mph. About 75% throttle resulted in the expected swift downshifts, but immediately the rear came unstuck, and I had to apply steering input to keep it in a straight line. I took it easy with the power for the rest of the drive, I would definitely have to test one of these again in better weather. The short wheelbase made itself apparent, the car feels like it’s ready to change direction immediately, as if dynamic instability is built-in like a fighter plane.
I tried the three gearshift speed settings: there is a noticeable difference between the smoothest and the harshest, with the latter creating a satisfying jerk on upshifts. There isn’t much exhaust drama with this car unlike the M340i. I think this is fine, it adds to the no nonsense appeal this car exudes. Steering response was flat, and I noticed little to no roll when changing directions. This car is clearly a focused driving machine, suited more to the racetrack or canyons than anything else.
The M2 is a fabulous thing, definitely a car I’d want if I were regularly taking it to the track. I think I’ll have to remove it from the running for my purposes though. I want a car that I can comfortably drive to New York (4 hours) and also take to track days once in a while. I know I’m asking a lot and I’m not really prepared to spend the kind of money necessary to buy a car like this new. Definitely good problems to have.
2013 C63 AMG
The salesperson asked me if there was anything else he could do to make my visit more productive. I pointed at the W204 C63 Coupe lurking nearby and said I’d like a stab at it. He mentioned that it had six owners and that made a previous buyer drop out of a sale. This was fine with me, I only wanted to get an idea of what it’s like to drive the M156 6.2 liter V8 equipped car.
Starting it was a bit of a hassle. The first couple of times I pressed the Start Stop button, nothing really happened. The third time I heard the engine turn over once. A couple of tries later it finally started to crank and reluctantly roared to life. The battery was probably not in the best shape. I know this is not important, but I’m not a seasoned used car buyer and also not a mechanic, so these kinds of things leave an impression.
The car definitely feels old, and it is at nine years. The low-pitched grumble of the exhaust is quite welcome, but the picture that started to form in my mind is that of an old rhino being forced to wake from a long slumber and fend off some predators (do they have predators?). Responsiveness in general is definitely a touch below some of the high energy cars I drove before. Shifts are not particularly quick with the 7-speed auto. Getting the car onto the highway allowed me to get on the throttle a bit, and there is a lot of power available. Acceleration is smooth and strong. The engine sounds glorious near its stratospheric 7200 rpm redline.
I will admit that I’m going into this with some bias. My strongest memory of a W204 C63 is from a track day where I had one in front of me in my Miata and it was struggling mightily to keep me behind it. In fairness it was at pretty twisty circuit (Motorsports Ranch Houston), and I don’t know if the driver had the same experience there as I did.
A good example will definitely hold its value, being one of the last massive V8 engines. I didn’t think it’s for me though. I just didn’t want this old a car. The E92 M3 was also on my list, but we’d have to see how I feel about it when I get my hands on one.
I wrapped up at this dealership and headed on to the second one for the day. I had planned visits at four different locations but wound up only having time for two.
W213 E63S AMG 4MATIC+
Now, the current generation E63 AMG is a monster of a car. I knew this going in. It is also quite expensive, being newish. I have also always had a soft spot for E classes, and that made be consider the W212 E63 AMG (next) as part of my list. I agreed to test drive it after much persistence from my friend. No harm right? I definitely can’t afford one of these anyway. They are in the $80-90,000 range for a 3-4 year old car with under 50,000 miles.
I enjoyed the E300 I drove earlier and loved the interior, so I went in with high expectations. Sliding into the cockpit, it took me a minute to figure out the modes and gear selector operation. A salesperson came with me so that made it easier. He said they “don’t usually allow test drives for these cars” and were making an exception for me (right).
I’m not sure if I’m going to do this review justice, because I was overwhelmed with a lot of sensory input as I set off, and might not have remembered some of the details. There are a lot of lights and displays in front of you, including a heads up display which I find distracting. But most of all I was overwhelmed with the driving experience right from the start. I was not able to drive the car fast at all, but once I got out of the parking lot, I gave it something like 25% throttle and the response was definitely immediate. However the feeling of lightness the car has is what astonished me. This car weighs over two tonnes but somehow feels light like a Miata. It is very comfortable, and luxurious, but once you mash the throttle, as I did for a second, the car transforms from a luxury cruiser to a fire breathing dragon trying to snap your neck with instantaneous acceleration. Things happen very quickly in this car if you want them to. But it doesn’t feel edgy or nervous or particularly racy when driven gently. I guess that’s the kind of thing that costs money, having the best of both worlds.
After a few minutes into the test drive I was convinced that this is easily the best car I’ve driven so far and its not even close. It’s not easy to put into words, but I was wowed by the effortlessness with which the E63 appears to cover the entire spectrum of car behavior, from complete luxury to blistering all-weather racetrack performance (see Car and Driver’s Lightning Lap chart). This will not be an easy act to follow. I couldn’t help but start thinking about where the extra money might come from. No harm indeed!
W212 E63S AMG 4MATIC
With a sigh I got into the car I had originally come here to see, the older E63 AMG. Equipped with a 5.5 liter force-fed V8 instead of the newer 4.0 liter one, this W212 E class has a classic design that I’ve admired since it first came out in 2009. The interior is also has a dignified, less flamboyant appearance. Except for the phone number pad, which I thought was ridiculous even a decade ago, I don’t think the interior has aged all that much. The infotainment system looks quaint, like an old radio, rather than outdated. This might all just be bias, I was never going to dislike this car. I should have driven it before the previous one though.
The test drive was great! The car feels light, the steering is responsive, acceleration is strong as expected. Shifts are definitely much slower, but again that is expected with this older transmission. Attempting to shift manually only made me remember the lightning fast shifts of the W213. This might be the second best car I’ve driven so far, I liked it that much, but it was just overshadowed today.
As I completed the test cycle, I was trying to convince myself that I could be happy with a W212. Sure the W213 is great, but so are many cars I can’t afford. The W212 is a very respectable enthusiast car with blistering performance, all wheel drive, monstrous power, and comfort when necessary. You can see the W213’s DNA in this car.
I left the dealership somewhat dejected, telling myself to take a step back and really understand what I’m looking for. Phrases like “we only live once” and “I’ll regret it if I compromise” were doing the rounds between various centers of my brain. I would have to think about this as I continue the test drives.
E92 M3 DCT
I had been looking for an E9x M3 for quite a while and eventually found on with very high miles (110,000) available for a test drive from a dealership that seemed to mostly have older, less glamorous cars. When it pulled up, it didn’t look like it had lived the cushiest life, but as long as it was mechanically ok, it would serve for the purposes of my test drive.
By now quite familiar with the BMW DCT system, I quickly put it into the most appropriate (angriest) modes and set off. This dealership is quite close to the one where I test drove the C63 and M2 Comp, so the test circuit is basically around the same highway. The sound of the S65 V8 is pretty industrial at lower revs, and the car felt nothing special as I got it out onto the highway.
I think this M3 is best summed up in the following fashion:
- 1000rpm – ok it moves.
- 2000rpm – ok its going, but is something wrong with it?
- 3000rpm – ok now I feel something.
- 7000rpm – OHMYGOD THIS IS AMAZING
- 8000rpm – *eyes well up* I will never be able to drive another car after this…
This engine is built to be revved out and the car just comes alive in the higher rpms. The wail of the V8 gave me goosebumps and is unlike anything else I’ve driven so far. I truly understood then why car reviewers lamented the passing of high revving naturally aspirated engines in favor of turbos, as they now do with internal combustion engines and electric motors.
The condition of the car with its worn interior made the experience less than perfect, and while the lasting impression will always be the shriek of the V8 at the redline, it confirmed for me that I really do want a newer car. Something like this could only be a track car for me, and I already have one that is far cheaper to run regularly.
Three Golves
I’d never driven a hot VW Golf before, and I wanted to get some experience with them to understand what all the fuss is about. I’ve always liked the way the Mk 7 Golf looks, and you can’t argue with the performance to cost ratio.
At the VW dealership where I had previously purchased by Passat TDI, I found a selection of golves to try out. I first got my hands on a manual Mk 7 Golf R. I’ve always like VW interiors and this was also excellent. Immediately, I didn’t like the throw of the manual transmission. I’m completely spoiled by the perfect shifter on my Miata and this just didn’t feel right. Despite that, the Golf R is clearly a fast car and it pulled well in lower gears and on the highway. It’s very sensible and practical and didn’t set my hair on fire, all as expected. What I didn’t expect though was how much I enjoyed the Mk7 Golf GTi with the dual clutch transmission that I drove right after. It’s an excited playful puppy compared to its more serious, grim older sibling. The DSG was much more fun to use than the manual (shock horror, I guess I’m getting older) and the GTi enjoys being thrown around more than than the R, even if it rolls way more and feels less buttoned down. At that point I seriously started considering a GTi with a stage 1 tune on it. The salesperson helping me owned a Golf R with a stage 1 tune and she said it’s a ton of fun.
I came back on another day to test out a Mk8 GTi with DSG, but for some reason, just like an S3 I drove earlier, this felt completely inert and boring to me. It had none of the rawness of the older GTi. It’s not a slow car, but I just felt too insulated from the experience. This is all of course highly subjective, and generally the Mk8 cars have good reviews.
BMW X3M Competition
Throughout this journey of testing out cars and trying to figure out what I want, my friend had been telling me that an W213 E63 Wagon is the only car I should consider. However, the E63 sedan is a stretch for my budget, which makes the wagon completely out of reach, with good 3–4-year-old examples not selling for much less than $90,000. After a couple of months, this friend suggested I change track and consider the BMW X3M Competition. Theoretically it met all my criteria. 500+ horsepower, a sub 4 second 0-60 time, some level of practicality, a “special” car badge, etc. At first, I completely dismissed it because it’s an SUV, but after some research the idea became very compelling. The primary reason for this is that it’s an M car with an S58 twin turbo six from the current generation M3, that can theoretically tow my Miata to the track, while also doing a track day itself! No other car in my price range can do this with the possible exception of a Macan S, which is completely outclassed in performance by an X3MC.
Running the numbers, US spec X3s are rated to tow 4400lbs for all versions. Euro spec ones are rated to tow 5500lbs, with the difference most likely being because of the different rating rules in the US rather than any capability difference. My Miata weighs about 2600 lbs, and a UHaul rental trailer weighs 2200lbs. That’s heavy for an automotive trailer, but these things are rated to tow any kind of passenger vehicle, not only light track cars. If I’m able to get my hands on a much lower capacity trailer, I could probably find something that weighs around 1500lbs, which puts the load under even the conservative US towing capacity. Promising!
I’ve always liked the look of the F97 X3 (not the X4), so I was pleased with the more aggressive bodywork of the M version. Earlier, I was on the fence about whether M SUVs are “true” M cars. Looking at the design, the bodywork, and of course the engine, I’m convinced that BMW thinks this is a true M car and that’s what matters. While there is practicality, it doesn’t have much more room than a 3 series, and performance is the primary concern here.
There was only one X3MC within driving distance, a first-year model with 60,000 miles on it at a Mazda dealership.
As the car starts up, the S58 announces its presence with a raspy bark. Again, I put the car in its most aggressive modes and got going. Immediately, I noticed how harsh the suspension is. This is something that every review of the X3MC has pointed out, so I was wary about it going in. They’re not wrong, there’s barely a difference between Comfort and Sport Plus, and while it’s not too much of a problem on smooth roads, its near intolerable on bumpy ones. I began to think about whether my wife would ride with me in this on longer highway trips.
Suspension aside, the X3MC excelled. Steering and handling is precise and extremely fast, with little to no noticeable roll. The car didn’t feel light on its toes like an E63, it’s more of a heavy brute that pummels the road into submission. The results are similar however: the X3MC is ferociously fast and extremely good at maintaining grip. Of course, I can only imagine what it’s like on a track (for now). Really it had me with the S58. I’ve never been particularly wowed by the S55s noise, but this sounds fantastic at all speeds. I know some of that noise is fake, but whatever. We have to take what we can get.
I returned to the dealership thoroughly impressed with this car. Any misgivings I had about buying an SUV were forgotten. The X3MC is low enough where it almost looks like a wagon anyway, and just the thought of being able to tow my Miata with this car is intoxicating. I ended the drive thinking objectively that this is a very compelling set of characteristics, and I also like the car. A few weeks of soul searching allowed me to settle on this!
2019 Macan GTS
The week before I was due to go to Florida to pick up my X3MC, I wanted to do some last-minute test drives just to convince myself I’m on the right track, so I decided to test drive one of the main competitors, a fast Macan. A previous test drive of a base Macan had convinced me that it’s a great handling sporty car that just needs more power. The base version has a fairly tame 248 hp 2 liter turbo. I pulled up to the magnificent Chantilly VA Porsche dealership in my humble oil burning Passat and took the keys to a red Macan GTS. I love the seating position in the Macan, you feel like you’re in a race car, not an SUV, unlike the X3MC, which is a little more in the middle.
Not having much time to waste, I quickly did some full throttle blasts and fast turns. The GTS isn’t slow, but having driven so many fast cars by now, I wasn’t really impressed. It’s not close in performance to the X3MC while being more expensive. It handles very well, but there isn’t much feedback from the light steering and I never felt all that connected with the car. It’s too refined perhaps, a ballet dancer compared to the pugilistic X3MC. My wife thought the seat bolstering was too much while I thought it wasn’t enough. In general she wasn’t pleased with the test drive, but that had more to do with me trying to squeeze in a lot of throttle bursts and turns into a few minutes. Oh well, at least I checked the box. No one can say I’ve not been diligent. This was the last test drive before I went to pick up my 2020 X3M Comp from Florida.
Buying the X3MC!
After spending a few weeks looking at the various car websites and BMW’s CPO website, I finally found a gray X3M Competition in Florida. It had 39000 miles on it, with 10 months of original warranty and 1 year of additional Certified Preowned warranty. It included the Drivers Assistance package, which I only found on one other car in the US, which had fewer miles and cost about 10k more. This is out of a total of about 8 used 2020 X3M Competitions. Newer years were out of my budget, and I couldn’t even find any newer X3M comps, just regular X3Ms. So after spending the better part of 6 months searching for a car, I decided to pull the trigger. I completed the paperwork remotely and flew into the Boca Raton airport in Florida.
When I arrived at the dealership, I was thrilled to see it sitting ready for delivery in their garage. After a quick test drive to make sure all appeared to be in order, I finished the transaction after duly listening to the extra packages they wanted to sell and declining all of them. I had decided to purchase an extra 2 years of CPO warranty, but from another BMW dealership that has more competitive pricing.
All in all, this was a wonderful, lengthy, fun, and sometimes frustrating adventure, but one I hope to do again in the next few years!
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