Alpina XD3 Biturbo review

The shape of the Alpina XD3 Biturbo may be familiar, but this BMW X3-based model is the first SUV in Alpina’s history. That in itself is significant enough, but the fact that the XD3 is also the fastest-accelerating diesel-engined SUV you can buy makes it something of a landmark vehicle.

The stats are deeply impressive. In Alpina spec, BMW’s already stonking twin-turbo 3.0-litre diesel gets a 36bhp power boost to 345bhp and an extra 52lb ft of torque at 516lb ft, largely thanks to optimised air intake and exhaust flows. That’s enough to propel the 1910kg XD3 from 0-62mph in an eye-watering 4.9sec – a level of acceleration that you’d need a Porsche Cayenne Turbo to beat.

The XD3’s performance is every bit as urgent as those figures suggest. Mated to a recalibrated ZF eight-speed automatic transmission, the uprated engine revs relatively enthusiastically for a big diesel and produces an encouragingly throaty growl in the upper half of its rev range, but it’s the relentless torque that dominates the way the XD3 goes down the road. In short, it goes like stink.There’s a small penalty to pay in terms of fuel economy and emissions compared with the standard X3 xDrive35d, but the XD3’s 41.5mpg combined and 180g/km of CO2 remain on a par with the class best, notably the 309bhp bi-turbo Audi SQ5.

As always, it’s the work Alpina has done on the chassis side that is the key difference between one of its products and the BMW equivalent, but in this case the incremental gains seem greater than on recent 3-series or5-series-based offerings and make the XD3 feel genuinely sporting by SUV standards.

With a standard spec that includes electronically controlled adaptive dampers, four-mode Drive Performance Control and a variable-ratio sports steering rack, the XD3’s suspension tune has been judged to perfection: firm, but not too firm. Handling is agile and sweetly balanced and body control is exemplary, yet there’s still some compliance in the ride at low speeds, in Comfort mode at least. Sport mode can get a bit jiggly on UK roads, but overall the XD3 rides better than the Cayenne, for example.

None of the Alpina tweaks detract from the fundamental usability and practicality of the X3, either. The cabin is roomy and comfortable, the load bay is huge and the already high-quality materials are taken up another notch with Alpina’s remodelling, which on the XD3 includes optional Alcantara trim with contrasting stitching for the doors, fascia and entire top of the centre console. Alpina’s trademark shift buttons on the back of the steering wheel are less satisfying to operate than paddles, though.

Given the high standard set by BMW in the first place, especially on the 3-series, it’s sometimes hard to see where Alpina can make much of a difference, but in this case they’ve excelled themselves. The XD3 feels like a significant step forward compared with the standard X3, making it one of the most exciting, most complete SUVs on the market. 

Alpina B3 Biturbo review

The Alpina B3 isn’t an M-car. Yes, it’s a powerful new BMW 3-series, yes, it’s exclusive, yes, it’s fast and yes, it’s on the reassuringly expensive side. But if you know Alpina, you’ll know it does things differently.

Within the automotive world, the relationship between Alpina and BMW is a rare and precious one. BMW, global player though it is, doesn’t just tolerate the independent company Alpina – registered as a manufacturer in its own right 30 years ago – but genuinely enjoys its relationship with it, to the extent that a high-performance Alpina will usually arrive long before an M division version of the same model.


Prefer traditional Alpina blue or green paint? We like ‘em both, but they’re a pricey option.

This time, the engine modifications run quite deep; BMW doesn’t offer such a twin-turbocharged six at the moment. It takes the number of Alpina models currently offered to an impressive seven, adding up to a total volume of around 2000 units a year, and they can be serviced at any BMW dealer.

Such is the case here with the B3 Biturbo, a 404bhp variant of the latest F30/F31 3-series in the finest Alpina form: with a twin-turbo straight six engine, automatic gearbox and subtle modifications to chassis and design.

Alpina has been fettling the BMW 3-series for almost as long as there has been one to fettle. The earliest cars, based on the original E21 and badged A1/3, were delivered to Buchloe for tuning post-build.

By 1978, the firm was introducing models developed and partially built in-house, including the legendary six-cylinder B6 2.8 — a car that actually pre-dated BMW’s own M20-powered 3-series. By 2007, and the introduction of the 3.0-litre B3 Biturbo, Alpina had sold nearly 6000 examples of its successors.

Alpina's unusual relationship with BMW generally produces some intriguing and, by and large, thoroughly alluring products.

Let’s see if it’s the same this time.

Alpina B3 2007-2013 review

The Alpina B3 S Biturbo is the marque's take on the 335i. The renowned BMW fettlers have tuned the B3 S’s 3.0-litre, twin-turbocharged six-cylinder engine to produce 395bhp, almost 90bhp more than the current 335i, and 398lb ft of torque, a rise of more than 100lb ft. That means that even in convertible form, as driven here and which is some 200kg heavier than the saloon, the B3 S will hit 62mph in 4.9sec and go on to an unrestricted 185mph.

However, comparisons will doubtless be drawn with the M3 as often as with the 335i, and it’s worth noting that while the B3 S is two cylinders and 25bhp down on the V8-engined BMW, it delivers a remarkable 103lb ft more torque – and it isn’t restricted by a speed limiter.

The Alpina B3 S is faster than any current production BMW
Chassis-wise the B3 is way softer than the M3’s, and that’s an entirely deliberate decision on Alpina’s behalf. Apart from Alpina’s own, lighter 19-inch wheels and bespoke Michelin Pilot Sport tyres (235/35 at the front, 265/30 at the rear), the B3 is virtually identical to a 335i Sport in set-up, and is none the worse for that. Notably, the lack of runflats do give the B3 S’s ride a suppleness and civility that’s pretty much unmatched by any 3-series, without any major sacrifice in body control.

The only obvious omission is the absence of any form of limited slip diff from the B3’s spec sheet. The B3’s open item makes for poorer traction on less than perfect surfaces, and rules out the 200-yard power slides you will be able to pull off in the M3 with it’s awesome M-diff. Which, you could argue, is a pity, but it’s perhaps also a good indicator of the greater maturity of the B3’s typical driver.

On the road the B3 feels monumentally quick, even down the shortest straights. And the auto gearbox works perfectly in conjunction with the engine, blipping downshifts smoothly and with just the right number of revs when you shift manually, and picking off gears with similar speed and dexterity on the way up.

If you want to go slowly in it, you can, and the engine and automatic gearbox combo works beautifully in laid-back mode. But the moment you want to summon end-of-the-universe acceleration, all you do is flatten the throttle and go, cheeks all-of-aflap like a proper time traveller.

Criticisms? At nine tenths and above the B3 can feel a tiny bit soft, and vertical surface undulations can cause it to float a little. But the number of occasions on which you are likely to drive your B3 hard enough on a UK road to uncover this minor flaw would be limited in the extreme, and you’d probably lose your licence long before losing your patience with the car’s suspension. We’d also like the option of a manual, and we wish the steering was a little lighter at low speeds for urban use.

And in drop-top form as tested it’s not a light car – but then neither is a regular 3-series convertible.

We’d be very tempted by a B3 S Biturbo, although we’d probably look at the saloon, coupé or estate before we’d buy the heavier drop-top.

If you really must have the ‘ultimate’ 3-series then you’ll probably still buy an M3. But anyone who hankers after the old six-cylinder E46 version’s six-cylinder rasp – and there are plenty of you out there, we know – should give the B3 S a long, hard look.

Porsche 911 Turbo cabriolet first drive review

What is it?

The new cabriolet version of the latest 991 Turbo, and as such it won't be regarded as the purest of 911s by those who profess to "know" their 911s. And to the average Turbo cabrio driver, this won't matter not one iota.

To Porsche, though, everything matters, which is why for the last two generations of 911 - second generation 997 and latest 991 - Weissach's engineers have focused hard on trying to make the open-top model as crisp and precise to drive as the coupé. And never before have they got closer to achieving that goal than with this latest Turbo cabrio.

Mind you, such proximity to perfection does come at a price. In basic form, without any options in place, the Turbo cabrio costs an eye watering £129,223. And as tested - with the must-have Sports Chrono Package installed (we'll come to why in a second) plus a couple of other choice extras - the price gets closer to the £140,000 mark.

What is it like?

Dynamically at least, one of the best resolved, and fastest, open-top supersports cars that money can buy. Power from the turbocharged flat six is a rousing 513bhp with torque oscillating between 486-523lb ft depending whether the over-booster is blowing at full steam or not.

Either way, it's enough to send the 1595kg Turbo cabrio to 62mph in 3.4sec and to a top speed of 195mph. Senior levels of performance, in other words, which put the Turbo cabrio on all but equal footing with the coupé in a straight line. And remember, Porsche's excellent dual clutch PDK auto gearbox comes as standard on all Turbos nowadays, so shifting gear has never been faster or more efficient in a Turbo cabrio.

So why is the Sports Chrono Pack such a key element when it costs a further £3092? Because it brings with it Porsche's new "dynamic engine mounts" which help reduce inertia over the rear axle when cornering. In layman's terms, they tighten up the ride and handling a treat and, according to Porsche's own engineers, work especially well in the Turbo cabrio model. You could argue that these engine mounts should be a standard fitment if they really make that much of a difference, but that's another argument altogether, one that Weissach's marketing people will win over their colleagues in engineering 10 times out of 10.

Elsewhere, the Turbo cabrio is predictably impressive. Apart from a slight judder at low speeds over rough roads, it drives pretty much as well as the coupé. And the lack of wind buffeting inside the cabin with the electric buffer raised is also deeply impressive. As is the look of the car with the hood up.

Should I buy one?

Why not, as they say, and if you can afford a Turbo cabrio, you'd be mad not to cough the extra required for the Sports Chrono Pack, especially when the 0-62mph time also drops to 3.2sec thanks to the addition of launch control.

Even the purists might approve of this particular version of Turbo cabrio, so much sharper and better to drive is it than its numerous predecessors. Then again, they might not. And, as ever, the car's owners won't care less, one way or the other.

Porsche 911 Turbo cabriolet

Price £129,223; 0-62mph 3.4sec; Top speed 195mph; Economy29.0mpg combined; CO2 231g/km; Kerb weight 1595kg; Engine3800cc, flat six, turbocharged; Power 513bhp at 6000-6500rpm; Torque486lb ft at 1950-5000rpm (523lb ft on overboost with Sport Plus option, fitted) Gearbox 7-speed dual clutch auto

New Chevrolet Volt points to next Vauxhall Ampera

The second-generation Chevrolet Volt has been spotted testing for the first time in the US.

This heavily camouflaged test mule is our first look at the new model, which reports suggest will go on sale in two years' time with production getting under way at GM's Detroit-Hamtramck assembly plant next summer.

A second-generation Vauxhall Ampera could be spawned from the new car, as well as a new Cadillac ELR, but with the current Ampera only three years old a Vauxhall spokesman told Autocar the brand is "fully committed to the Ampera in its current guise" in the UK.

However, rumours persist that the new Volt's drivetrain could be used by Opel in a more European-friendly car. Opel has reportedly told its German dealers the new model will arrive in either in 2016 or 2017 and will be smaller and more affordable than the current Ampera, and is currently code-named 'BEV'.

Likely to sit on the same platform as the next-generation Chevrolet Cruze, the new Volt features different styling to the current car, adopting a less box-like design at the rear with new tail-light clusters and a more rounded rear bumper. At the front, a new grille features on the redesigned front bumper, which also includes new lower air intakes and vertical LED DRL units. Swept-back headlight clusters can also be seen, alongside new wing mirrors and a steeper windscreen.

The current Volt can manage up to 40 miles running on electric power alone, before its 150bhp 1.4-litre petrol engine starts up to act as a generator. A similar powertrain is likely to feature on the new car.

Previous reports have also suggested GM is working on an entry-level version of the Volt to sit alongside the standard car. The model, priced at around $30,000 in the US (about £17,850), would have a driving range of around 380 miles. At that price, the entry-level Volt would significantly under-cut rivals, including the Toyota Prius plug-in and Honda Accordplug-in hybrids.

GM hopes the new Volt will help to revitalise hybrid sales in the US. Sales of the Volt dropped by two per cent in the US last year to 23,094, despite continued discounts offered by dealers. In the final three months of the year, the car's sales dropped by 15 per cent to just 3,606 units.

General Motors recently announced it would be investing over £267 million across two facilities to boost the production of battery-powered cars. Over £228 million of that will be allocated to the Hamtramck plant, with an extra £38 million sent to its Brownstown battery factory.