Karen Moyers does not fit the mold, but, then again, maybe she does. My predominantly male adult school class, “Collectible automobiles as a passion” has for years attracted a broad spectrum of “Car Guys.” They display passions spanning the spectrum of collectible car enthusiasm. At first blush, it might seem counter intuitive that Karen, a pert bright eyed senior of retirement age, has been a respected class member for years. Any confusion disappears upon seeing how Karen leavens the class with her quick wit, infectious laugh and abiding love for driving Sally, her 1963 356B Porsche Super 90.

Meet Karen and Sally.

Karen and Sally, A Five-Decade Love Affair

Karen and Sally her 1963 356B Porsche Super 90

Mature and youthful, ready for fun on the open road while possessing a long history of black top adventures: for both Karen and Sally the description fits like a driving glove. Karen bestowed her 1963 356B Porsche Super 90 with the moniker “Sally” twenty years back after seeing Disney’s animated film “Cars.” Smitten with the animated Porsche’s persona, Karen appropriated the female lead’s name for her Porsche 356 automotive alter ego.

Karen’s relationship with Sally dates back to Karen’s marriage to her late husband Bill Moyers. Bill passed in 2015. Bill a Porsche executive and motoring enthusiast had originally purchased the Porsche in 1971. With Karen’s marriage to Bill in 1984 she gained a great husband and fellow motoring enthusiast. The Porsche provided just one more shared passion about which they could bond.

With Sally’s condition being all original save for a repaint in the 1970s, Karen, self confessed as “not the mechanical type,” marvels at how reliable Sally has been. This seems to reflect the more than 60-year old observations of Car and Driver in its October 1963 Review when it wrote “Porsche’s excitement is as much intellectual as visceral; the pride and pleasure of ownership comes not only from its characteristic comfort, controllability and roadability, but also its freedom from temperament. Its dependability can be taken for granted…It’s that kind of car.”

As to specifics, Sally features a lightweight design (roughly 2000 lbs.) matched with a high-revving 1.6-liter air-cooled 4-cylinder flat-four boxster engine. It puts out 90 horsepower and 89 lb.-ft. of torque. Car and Driver clocked its 0 – 60 mph time at 12.8 seconds. Its top speed peaks at roughly 100 mph.

A recent road test published on the Jalopnik website 60-years after the Car and Driver article sums up the 356 Super 90 experience pretty well. It appears to have aged well, like a fine wine. The Jalopnik reviewer states, “It’s pure joy. Unfiltered driving engagement and pleasure beamed straight into my brain. I spend a lot of time laughing and talking encouragingly to the little Super 90. It feels like a partnership or a conversation in a way that even old 911s can’t match with their extra weight and more modern suspension. With a curb weight of just over 2,000 lbs, you don’t feel like you’re trying to cheat physics.” Not unlike Sally, Karen has a life born into a car culture that produced years of driving pleasure.

Karen smiles in reflecting on the influences of her childhood in Harrisburg, Pennsylvania. They begin with her grandfather who owned an Atlantic gas station in nearby Quakertown. She says, “I remember being too young to be of any real help but loved being with my grandfather and feeling very comfortable in that automotive environment.”

Building on her gas station experiences her father introduced his young daughter to the classic car meet at Hershey. Karen fondly recalls saying, “My dad had an MGB. Every time Hershey had their meet, he would take me. I had my introduction to the meet when I was eight years old.” By her teens Karen had been comfortable driving her father’s manual equipped MGB and then later a Triumph TR4. Interestingly while Karen enjoyed full mastery of three-pedal driving, after marrying Bill most of her motoring experience did not involve a steering wheel.

Karen and Bill over their decades of marriage more often than not, hit the road on a Harley motorcycle; their newest Harley having been a late 20^th century Softail Springer. Sitting astride their Harley with Karen reclined against the sissy bar they logged over 100,000 miles together. Let’s be clear. Short day trips do not produce that kind of mileage. Karen’s and Bill’s travels across North America included up and down the Blue Ridge Parkway taking full advantage of the delights offered by the “Tail of the Dragon,” Sturgis, multiple trips to Florida and Daytona, Michigan’s Upper Peninsula, but none better than when they decided they should drive to Wawa, Canada. Why Wawa? Why not Wawa? With all that said, for them, the capper would be exploring the southwest and Route 66 in Sally.

Karen, Bill and Sally on Route 66

Touring the Mother Road had been on their radar for oh so long. And, now, life’s uncertainties had elevated it to the top of the list. Bill’s health had experienced serious challenges. His latest compromised condition included vision problems.

Without a second thought they knew this was something they always wanted to do. Karen says, “We were going to do this trip. We were going to drive. We were not going to let his health stop us. We had never let his cardiac problems bother us in any of our quests. We always believed

Roue 66 Arizona

that’s the way you should live your life.” In this case Bill’s failing vision would necessitate Karen taking on the responsibility of all the driving; ultimately all 6,503 miles of it. “So be it, I took comfort knowing I would have a great navigator,” recalls Karen. In late summer of 2008 Karen, Bill and Sally set out for what would be the best trip of their shared life.

“Sally performed flawlessly,” Karen recalls. The couple did take what turned out to be the needless precaution of working through the Porsche Club of America to make a list of people to call along the travel route if there had been a problem.

After that experience Karen says, “That journey sealed a bond between Sally and me. I gained a greater feel and respect for her. She earned it over those thousands of miles traveled in conditions ranging from cloudless skies with a blazing sun to snow blanketed mountain passes.”

Karen goes on to explain how she developed her feel for Sally. She says, “I really don’t know that much about the engine or things like that,but with miles and miles of experience behind the wheel you kind of know when something’s not right, no matter how slight because your ear picks up an unfamiliar, thus troubling, noise; or you perceive a vibration that seems annoyingly foreign and thus demands your attention. In considering the subsequent 18 years since that Route 66 trip, Karen reflects on Sally’s place in her life saying, “She’s like part of me. She provides a strength, a foundation that archives happy memories while promising opportunities for more to come.

Memories indeed populate our lives, few if any more powerful than those generated by the loss of a dearly beloved spouse. Karen shares a poignant recollection from the days after Bill’s passing. It was a rough period and she was talking to a good friend of Bill’s. Karen says, “He suggested that to help me through this difficult time I should get a picture of Bill and whenever I was taking Sally for a ride place his photo in the passenger seat. It helped. It absolutely helped.”

When asked what she would write if she could send a note to Sally Karen simply states, “Thank you so much.”

As of June 1st, I will be taking some time off from penning Drivin’ News, as I will have the  opportunity to campaign a car in this year’s Mille Miglia. I look forward to returning later this summer.

Shiny and red as a ripe apple and half the width of a Smart Car, it silently split the lane between two SUVs and sailed off down the highway. Witnessing this, friend of Drivin’ News, Dr. Chuck Berg, fueled by a high octane “need to get a better look” took off in determined pursuit. Thanks to a stoplight, Chuck finally caught up to what can best be described as a high performance transportation pod for two. It was then that Chuck would meet the vehicle’s driver and creator Rick Woodbury.

Meet Rick Woodbury and his creation, the Tango high performance commuter electric microcar.

The Tango Electric Microcar – Little Tykes Cozy Coupe reborn as a Dodge Demon

While faster from 0 to 60 mph than a 2026 911 Carrera, Rick Woodbury’s Tango also protects occupants with a chrome-moly steel roll cage construction that exceeds FIA (Fédération Internationale de l’Automobile) racecar standards. Not bad work for a man who quit high school to live in Mexico, retreated to a Zen Monastery, worked as the Sales Manager at Beverly Hills Porsche Audi, raced Porsches in IMPSA and SCCA events, worked as an electrical engineer for Northface garments, spent all his spare time in machine shops, considers himself a master fabricator and, oh yes, an accomplished ice dancer. In so many ways Rick Woodbury’s unique creation, the Tango electric microcar, not unlike his life, defies categorization. In the case of the Tango this confusion has proven to be both a blessing and a curse.

Rick Woodbury and the Tango

The Tango idea sprouted during conversations with his young son. A very passionate Rick says, “By the time my son was in 5^th grade around 1998 we had enjoyed many discussions about the future of highway travel.” Dating back to when he worked with Porsche Rick would be exasperated by commuting to work behind the wheel of a 911 and poking along in freeway traffic at 10 mph. Rick says, “It would drive me nuts. And I thought, you know, we need narrow cars just for commuting.” He envisioned a future with highways hosting a plenitude of narrow cars providing more efficient use of road space for expedited commuting. How narrow? Rick says, “You have to get a car less than 40 inches wide to solve the traffic problem. You know, it’s just an absolute fixed line that you can’t change. It has to be that, or you have to change the infrastructure and that’s not going to happen.” Rick felt a width of thirty nine inches would work just fine. He observed that nearly 90% of the cars driven by his fellow commuters had a single occupant. To Rick it seemed really stupid to waste a whole lane for a single person. He surmised that with narrow commuter cars a single lane could carry twice the people. Rick says, “There’s 140 million workers in the US or at least there were at that time with 107 million of them being single occupant drivers. And how is the government trying to address this? They want to stick us in public transit.” Rick has strong feelings about that idea saying, “Stick us all in public transit? I don’t think so. You know, it’s not happening. People want to go where they want to go, when they want to go.” With the inspiration to revolutionize the driver commuting experience Rick began his pursuit of a solution. As to why the Tango name, Rick’s tenure as an ice dancer found him to be a big fan of that particular passionate Argentinean dance. Tango actually provides a quite catchy name. Hey, it sure beats Gremlin.

George Clooney and his Tango

Subsequent to his narrow commuter car epiphany, Rick dedicated his life and $50,000 of his own money to making the Tango a reality. To get it on the road in his home state of Washington he registered the Tango as a home built car. Rick says, “Back then in the state of Washington you just had to abide by eight pages of regulations. It was pretty simple to register the car at that time. Later on that would change.” Then, for the next three decades he has worked diligently to refine his concept. By 2005 with the Tango employing an Odyssey lead-acid battery Rick made his first sale, to actor George Clooney. Rick says, “Clooney drove it for a couple of years. Though his Tango had all blacked out windows it still drew throngs of gawkers even without people realizing that it had George Clooney at the wheel.” Having the Tango zipping around the film community generated a great deal of publicity. Rick says, “It increased awareness significantly. It helped us a lot.” Unfortunately Clooney’s Tango driving stopped when he departed Warner Brothers and, with that, eliminated his need to commute.” After the first sale to Clooney in 2005, late 2006 witnessed the Tango leap forward with Google founders Sergey Brin and Larry Page purchasing Tangos and promoting the use of lithium batteries to power Rick’s commuter pocket rocket.

Before reviewing the rocky path the Tango has faced in achieving acceptance much less success it makes sense to review its present day specifications. The Tango body, constructed from lightweight, high-strength carbon fiber, can accommodate two adults seated in a tandem, “I” formation. It weighs in at a robust 3,326 pounds with a width of 39 inches, a length of 102 inches (8 ft. 6 inches) and a height of 61 inches.

12.2 second 1/4 mile

The awesome power driving this commuter mini-beast comes courtesy of 2 Advanced DC heavy duty DC electric motors with each one driving a rear wheel. The two motors together produce a combined starting torque of 3000 ft.-lbs. With an 8000 rpm redline the Tango’s 600kW output translates into 805 horsepower. The Tango turns 12.2 seconds in the 1/4-mile  at 106 mph. Steering is rack and pinion. Front suspension features unequal length A-arms with coil-over shocks while the rear suspension offers a trailing arm design with coli-over shocks. Front and rear disc brakes employ Mazda Miata calipers. While the Tango equips both passenger positions with four aircraft style seat harnesses, it must be noted that the present Tango lacks numerous requisite safety features required to meet crash test standards. Its status as a kit car allows some leeway to excuse the absence of such features as a supplemental restraint system and an energy management structure that provides for the redirection and diffusion of the force of an impact. The Tango also lacks ABS braking. That said government agencies and private companies have taken a look at the Tango and walked away impressed but still walked away. While numerous global transportation experts have been awed by the tango many, at the same time, find it difficult to categorize.

Tango two-seater

One limiting factor that deserves to be addressed rears its very expensive head when the topic of production cost surfaces. Costs involved in hand building one Tango today top out at $420,000. That said, as Rick wants no interference with the production of his Tango dream, he rejects investors seeking involvement. He, thus, currently relies primarily on self funding. Over the years prices charged to Clooney, Brin, Page and others range in the area of $120,000 to the latest lithium ion powered unit with a 300-mile range costing $300,000. These prices clearly do not conform to Rick’s vision of an affordable dedicated commuter car.

What then is his vision? Would he consider looking for funding from some angel and create his own factory? Rick says, “That’s preferable, but I am 76. I’m getting up there. I may not be able to pull that off. I’ll have to see how it goes, but I will strive to guide the company forward to revolutionize the world of Transportation. When asked about the ideal environment to test the feasibility of the Tango, Rick ever the optimist says, “I think you can take any crowded city like San Francisco or anywhere in the Los Angeles area. There you have people spending literally hours commuting with half their time consumed creeping along because of the traffic congestion.”

Rick says. “Let’s say it is a government project. I would suggest they focus on select zip codes. A person living in one such zip code could rent a Tango for an affordable rate per month. I see the Tango being a no frills highly mobile form of transportation; something really bullet proof. The Tango commuter car would not be something to show off.” Reflecting on that comment he laughs as he says, “Though the Tango can back in between two full size parked cars.” He believes the Tango delivers a higher level of mobility than public transportation. He says, “It just gets people where they want to go. At some point an autonomous driving feature including autonomous driving lane splitting would be available. That’s my idea for the future.” He concedes that for the Tango concept to make a difference it would need a lot of people in Tangos. Rick says, “To do that the Tango solution has to be affordable. Right now, the car costs four hundred and twenty thousand dollars each to build. That’s not affordable to anybody. Not even billionaires want to pay that much. This does not mean interest from government and business has not been expressed.

Rick actually met with Caltrans (California Department of Transportation) in 2001. Recalling the meeting Rick says, “I gave them a test drive in the first Tangos and they said, we’re not going to build the lanes until you build the cars and you’re not going to build the cars until we have the lanes so you know we’re not going anywhere with this. That was 25 years ago. Undeterred, Rick soldiered on buoyed by his observation that motorcycles can be seen cruising legally as a group side by side. His belief in the Tango concept remained unwavering.

XPrize competition

The year 2008 witnessed the announcement of the Progressive Automotive X-Prize. Launched by the XPrize Foundation and sponsored by Progressive Insurance its intent was to inspire the creation of safe, affordable, and “super-fuel efficient” vehicles capable of achieving at least 100 MPGe (Miles per gallon of gasoline equivalent). Winners would share in a $10,000,000 pool of prize money. Rick entered the Tango.

The competition concluded in September 2010 with three winning teams sharing the prize purse. The Tango did not win. Rick with no bitterness says, “We did not win the $2.5 million purse for our special category of tandem seating.  An electric enclosed motorcycle with training wheels that extend when stopped called the Zero Tracer won the purse and then promptly went out of business. We ran air conditioning as it was 106 degrees that day, so we came up just short of the 100 MPGe that was required. Some of the competitors used ice blocks instead of A/C to keep the cabin under 95° which was the requirement. Seems like cheating, but the organizers approved it. One final comment in referring to practicality, Rick says, “The winner vehicle in my category was so unstable it fell over on its side when parked on a slope by the oval test track. That would have seemed to be worthy of disqualification, as these cars were supposed to be functional for daily use. I mean how many people would it take to upright an enclosed motorcycle weighing over 1,000 pounds in a San Francisco intersection? And so it goes. The Tango checked so many boxes; they just were not all on the judges’ sheet.

Rick Woodbury’s thoughtful Tango EV microcar concept may be a very fast, highly maneuverable and effective solution to a question no longer of much interest to the institutions in a position to promote it. His home state of California made it clear to him of its desire to be rid of cars all together.

The ingenuity and dedication demonstrated in Rick’s passionate desire to reduce traffic congestion suffers from the absence of a location supporting the necessary critical mass of refined Tangos necessary to realize its advantages; not unlike having an iPhone in a landline world but no cell service.

Brought by restorer extraordinaire Bruce Amster to Redline Restoration, this visual echo of mid 20^th century sports car design called to mind other striking Pininfarina creations. However, despite common design cues, no other car looked exactly like this one and for good reason, none existed.

In 1948 Italy, with the war in the past and the future in question, Pininfarina in collaboration with Lancia had created a strikingly forward thinking sports car design called the Lancia Aprilia Spider 2 Posti Pininfarina Special. Completed, it would honor a renowned Italian cyclist Gino Bartali whose war-time heroism and post-war patriotism made him a most deserving owner.

Who was Gino Bartali?

Pininfarina’s One of One Tribute to an Unsung WWII Hero

Lancia Aprilia Spider 2 Posti Pininfarina Special and Gino Bartali

Squirreled away in a decrepit garage deep in one of Detroit’s lesser neighborhoods it would seem to be the last place to find a mid 20^th century Pininfarina designed one-of-one Italian sports car. This once sleek pewter metallic Postwar Italian stunner had traveled a long distance over many years to find itself ingloriously stashed in a forgotten corner of a tired inner cityscape. Then, after its decades long journey into oblivion it had been unearthed by seasoned classic car collector Bruce Amster. Now, like the Phoenix, it would one day rise to the heady heights of the awards ramp at Pebble Beach. However, an even more interesting story would be that of the man for whom Pininfarina had created this classic car, famed Italian cyclist and WWII hero Gino Bartali.

For the Italian nation in the 1930s cycling reached its peak of popularity. It served as Italy’s most popular spectator sport until the 1950s. It was a mass cultural phenomenon that unified the country, shaped the national identity of its citizens, and up to WWII became a central tool for fascist propaganda under Benito Mussolini. Cycling stood above all other sports as did baseball in America. For Italians cyclist Gino Bartali towered as their Babe Ruth maybe with a little Charles Lindbergh mixed in.

A devout Roman Catholic and ardent anti-fascist, Bartali, born into poverty achieved legendary status with his cycling exploits. Described as tough, feisty, outgoing with a gravelly voice, broken nose and reputation as an aggressive cyclist, Bartali though only 5 ft 7 inches tall carried the nickname “Ironman”. He competed across Europe in hundreds of races from the 1930s till the 1950s. He won the Tour de France twice (1938 and 1948) and the Italian Giro d’Italia three times (1936, 1937 and 1946). Yet while a legendary athlete, Bartali’s two greatest accomplishments, achieved while cycling but not racing, resulted from selfless acts of courage, strength and moral fortitude. The first, unheralded till after his passing in 2000 at the age of 85, saved over eight hundred Jews from Nazi death camps. The second, claimed by many of his fellow Italians, averted an Italian civil war and communist coup that preserved Italy as a free nation.

Conscripted into the Italian army at the start of WWII as a bicycle messenger, Bartali’s duties as a messenger together with his rigorous training regimen made him a common sight on local roads. With Italy’s surrender in 1943 and the subsequent Nazi occupation, nearly 10,000 Jews suffered deportation to Nazi death camps. In this darkest hour Bartali’s familiar cycling presence over long distances would facilitate saving the lives of hundreds of Jewish men, women and children.

Based on research conducted by Yad Vashem, the World Holocaust Remembrance Center, Bartali, in 1943, responded to a request by the Archbishop of Florence, Cardinal Elia Dalla Costa to volunteer his cycling skills. The Archbishop in collaboration with Rabbi Nathan Cassuto established a clandestine network to hide Jews in convents and monasteries while producing forged documents to help them escape. Bartali’a role called for him to transport the counterfeit identity documents to points comprising the underground network bounded by Florence, Assisi and Genoa, an area of considerable size. He also would pick up money from a Swiss bank account in Genoa for distribution to Jews hiding in Florence. Bartali employing equal measures of courage, brazen ingenuity and chutzpa (Yiddish for audacity) would hide the documents in the frame and handlebars of his bicycle. Never taking the shortest route, to better avoid checkpoints, his clandestine rides, and he took many, could exceed 200 kilometers. When stopped and searched at German checkpoints, the famous Bartali would warn the guards not to touch the bicycle as he had it set just right to deliver optimum performance. However, as the war progressed the frequent sighting of a cyclist training for races that no longer occurred began to raise questions. In July of 1944 Bartali found himself being interrogated at the infamous Villa Triste (Sorrow House) in Florence where fascist officials practiced forced imprisonment and torture. With luck and possibly God on his side, one of Bartali’s interrogators happened to be his army CO who promptly vouched for the cyclist’s innocence. Not to be satisfied with his good works as the conduit by which Jews could escape the Nazis, he, at the same time, hid a Jewish family in his home until the allies entered Florence.

In 1948 during one of the mountain stages on his way to winning the Tour de France, French fans pelted him with rocks, snowballs and calls of “Dirty fascist.” He never responded by revealing his heroism. Only upon his death did details of his courageous exploits come to light. In 2010 the World Holocaust Remembrance Center honored Bartali by declaring him “Righteous Among the Nations.” And then there is the matter of preventing an Italian civil war and saving the nation.

Bartali’s role in preventing an Italian civil war and saving the nation again finds a parallel in the lore of American icon Babe Ruth. In this case the fabled story of Babe Ruth’s “Called shot” comes to mind. The story takes place in the 1932 World Series. In that game “The Babe” being mercilessly heckled by the opposing Chicago Cubs pointed to the centerfield bleachers and promptly hit the next pitch for a home run into the centerfield bleachers. Though still debated, it stands firmly anchored as baseball lore.

In the case of Bartali, he has been credited with preventing a communist led civil war by way of his historic and courageous come from behind victory in the 1948 Tour de France. His electrifying victory during a period of mounting political conflict and unrest in Italy had distracted and unified a fractured nation. It released the mounting pressure for insurrection and with that the threat to civil order subsided. Like the Babe’s “Called shot,” Bartali’s role as “savior of Italy” though questioned by some, stands as a truth. Now, let’s return to the future and a flatbed truck gaining undesired attention as it winches a sad memory of Gino Bartali’s one-of-one Lancia Aprilia Spider out of a ramshackled garage in a trashed Detroit neighborhood.

No prima donna he, Bruce Amster while a da Vinci of classic car restoration is not above driving a flatbed to Detroit to rescue a long abandoned rolling treasure he had discovered.

In recalling the experience Amster says, “The car had been left in the, now, rundown garage for decades and not in a good area. Much of the neighborhood had been abandoned or leveled. Backing in, I succeeded in snaking the flatbed through an overgrown back yard. Now, as I’m winching the car out of the garage. People start appearing out of nowhere. Junkies start peppering me with questions like ‘What’s in there?” “What’s that?’ I start talking fast explaining that it’s just an old car that I’m picking up for scrap.” Laughing, he says, “I strapped that load down with the speed of a NASCAR pit crew and headed out of town with my precious barn find.”

In 1948, years before Giovanni Battista “Pinin” Farina changed his name to, simply, Pininfarina, he, together with Lancia, created a beautiful forward thinking cabriolet called the Lancia Aprilia Spider 2 posti Pininfarina Speciale (Try saying that without taking a breath). Displayed at the Paris Salon of 1948, he had produced the beauty as a special order for Italian cycling hero Gino Bartali. Combining beauty and performance the sculpted curved lines emphasized the cabriolet’s graceful character. Technologically, its bespoke light weight aluminum construction, four-wheel independent suspension, Aluminum overhead cam V4 engine and a platform chassis that paved the way for the wider application of unibody construction positioned this Lancia as a forerunner in the coming age of sports cars.

Owned by Bartali into the early 1950s when his need for a larger vehicle necessitated its sale. As best as can be figured, it first went to a dealer in Italy. The 1960’s saw it purchased by iconic classic car broker Ed Jurist at his Vintage Car Store in Nyack, New York. Amster says, “From then until I picked it up for my present client in the early 2000s it had been in the old owner’s hands. During that 30-year period the old owner tried to do the restoration work himself as he apparently couldn’t find a qualified mechanic who would take the project on.” Sadly he could not get it done before he died.

In the late 1990s with the old owner’s death the car and the house in Detroit where it was stored passed into his estate. Over the next number of years both house and car deteriorated. Finally, with resolution of the estate in 2000, Amster flatbedded the car back to Redline Restoration and a waiting buyer. Once at Redline, Amster had the opportunity to probe the mysteries of the unique sports car that he would be commissioned to restore in 2001. Recounting a very pleasing discover, Amster says, “The car had maintained much of its originality. In researching the car, broker Ed Jurist back in the 1960s must have realized he had gotten something special. For that time, he had gotten good money for it.” Amster found the doors of the car especially fascinating. He says, “This car basically was unique in many ways; One being how the doors were built. They were spring-loaded. So you pushed a button and the door would open up for you.”

Bartali Lancia at Pebble Beach 2021

Aware that this Lancia held a unique and significant place in automotive history, the new owner directed Amster to restore the Bartali Lancia to concours standards, which Amster did. The completed restoration rolled out of Redline in 2003. It would not be until eighteen years later that the same owner would decide to show the car at Pebble Beach. August of 2021 saw the Bartali Lancia depart from Redline for California. Widely considered the most prestigious car show in the world, Pebble Beach stands as the pinnacle Concours d’Elegance competition. There on Sunday August 15, 2021 the Bartali Lancia took an amazing 2^nd place in its class.

Once again the Bartali name held its head high. Even Babe Ruth never took a trophy at Pebble Beach.

My 2008 BMW X3 “Refresh or Replace” “Drivin’ News” post garnered significant feedback sympathetic to and supportive of my decision to refresh. An appreciable number of people shared that they too had lately mulled the same question. Some had already made the commitment to refresh. Maybe not surprisingly, I found those seriously considering undertaking this fairly costly preservation effort bore many similarities and shared concerns. For me, reader comments drew attention to an evolution in the character of car enthusiasm that I found quite telling.

Let’s see if you agree.

My 2008 BMW X3 Refresh, Going all in on another 50,000 miles

Valentines Day present. Just got my X3 Refresh back

Defining a Refresh demands focusing on functional excellence as compared to aesthetic perfection when applied to a long time daily driver. It is not a restoration. When successfully executed it does not target attracting huzzahs from admiring Concours judges. It does reward an owner’s investment in a long held daily driver by providing additional years delivering the driving experience that earned the owner’s loyalty in the first place. My experience has identified three requisites necessary for a vehicle to merit consideration for a Refresh: Good bones, an owner with a comprehensive knowledge of the car and a marque astute shop to entrust with the work.

The quality of the car being considered for a Refresh ranks first and foremost. Good bones, proper treatment, regular maintenance and a proven track record over its driving history all determine if a vehicle merits the investment. Good bones displayed in a car bear similarities to the desirable qualities bred in a horse. Over time, the quality of materials, construction integrity and design of a specific make and model imparts a reputation; sometimes good, sometimes not so good.

Step one demands knowing if the car deserves the love and money a Refresh will demand of its owner. Other than the general attributes that history has shown the car to possess, the specific vehicle’s track record means everything. Thus, long time ownership by the present owner ranks very high. Only he or she will know how the car has been treated; how it has been maintained and all or at least a considerable portion of its driving history. In my opinion, a serious accident in a car’s past disqualifies it for consideration as a Refresh. Contemplating a Refresh on a car that you just purchased introduces too many questions, any of which could produce an answer that would disqualify the car.

Finally, the third leg to support a successful Refresh, and very possibly the most important, resides in the shop entrusted with the Refresh. The guy who changes your oil or can fix “any car” has no place in the conversation. You must do your homework. If you are looking to get off cheap, it will be the most expensive mistake you could make. You are lucky if a marque specialist already services your car. In my case MotorWorks West has previously worked on my 2003 E46 BMW 330. It features a very professional exclusive BMW facility and enjoys a very positive reputation. For a Refresh, consider the shop you choose as your partner in the project. As well, the shop, too, should view this relationship as more than just another job. It certainly will be more expensive. Finally, thoroughly review the vehicle with the shop owner. This review must include both an under the hood and an up on a lift visual inspection. Before proceeding you should have a written estimate from the shop detailing all aspects of the project. This is when you decide if the Refresh merits the cost. If yes, establish a budget before proceeding. It should include a contingency of maybe 15% for legitimate work not foreseen. Have the shop save all of the old parts removed for your confirmation and inspection. Remember this job will dent your wallet. Know and respect the limit of yours.

With my X3’s Refresh completed Steve Smith owner of MotorWorks West reviewed the final invoice. the absence of any surprises delighted me. To my BMW’s credit the clutch and flywheel, both with 155,000 miles of wear, remained fully functional. However, inspection clearly showed that future failure fast approached. As to the engine Steve provided me the individual cylinder wave form printouts of my compression test. These graphic representations confirmed my engine’s health as did the results of the other diagnostic tests. They supported a decision to proceed with the Refresh. Should the diagnostics have shown serious engine problems, I would not have proceeded. Either way the diagnostics would have been worth the cost in providing evidence supporting a go/no go decision.

Compression test wave form #4 cylinder

To add perspective to the wisdom of refurbishing a long time daily driver, I interviewed five seasoned car enthusiasts and friends of Drivin’ News who have or are considering giving new life to their high mileage daily driver.

Jim El Nabli loves his 2011 BMW X5 with 135,000 miles and recently conducted a major refresh to keep the love alive. Once upon a time an automobile technician, now an attorney and passionate BMW enthusiast, Jim, a multiple BMW owner, has for the past decade, immersed himself in a 100 point restoration of a 1999 BMW Euro-spec E36M he purchased new.

Peter Desbets cannot say good bye to the 2011 Volvo XC60 daily driver with 173,000 miles he has owned since new. He has spent over 40 years as an executive in the automobile industry and president of a media company serving the automobile industry. A dyed in the wool car guy he presently owns a pristine 1986 Porsche 911 Carrera and an eclectic track record of classic car ownership.

Bill Hoover bought his 2015 Volvo XC70 T-6 daily driver new. He describes it saying, “It’s the last of the in-line 6’s with just the right level of technology. A Polestar performance upgrade adds some fun to the experience.” Now, with 100,000 miles recently showing on the clock he looks to do whatever is required to provide another 100,000 miles of high-quality motoring. An auto industry executive in both the United States and Asia he has an SCCA racing history and a significant roll call of classic cars owned now and in the past.

Each of these men champion a perspective that embraces an analog, tactile driving experience left in the dust if not for dead by today’s new car offerings. Possibly the leading edge of a movement, the cohort of individuals rejecting today’s expensive, technology drenched automobiles appears to be growing.

Jim says, “I’m the original owner of my 2011 X5. I bought it brand new. I special ordered it with pretty much every option. It had everything that I want.” Upon hitting 130,000 miles he looked into a new replacement. He ran the numbers to cost out buying an equivalent new X5. Jim says, “I was shocked to find myself looking at a price well into the 90s, maybe even higher, which sounds crazy, but that’s where the prices are today. That’s a huge pill to swallow financially.” He even notes that prices for a used X5 go through the roof as well. Luckily for Jim his X5 enjoys life being owned by a fastidious owner. For the decision on doing a Refresh, Jim’s X5 checked all the boxes. He has owned it since new. It had enjoyed all scheduled services and been maintained to keep it in peak running form. It had good bones. He started on his Refresh by addressing all recognized weak points such as the harmonic balancer.

Jim estimates that the Refresh made great financial sense. He says, “If I can get another hundred thousand miles out of it. I’d be very happy. I think that would have been well worth the cost. When it comes to dollars you can’t look at it as I’m putting in ten thousand, twenty thousand dollars and I’m going to lose that money. You have to amortize that over time so let’s say I hold on to the car now the five years. So, how much am I really spending per year?

A universal concern among all the men interviewed played a significant role in Jim’s decision to refresh. He says, “Complexity towers as a growing concern for automobile longevity. The past 15 years have witnessed a profound reengineering of automobile functions utilizing sophisticated electronics. Jim has an opinion saying, “Cars are far more complicated by the integration of digital technologies and electronics. In my experience electronics don’t last. Today’s cars are so complex that when things go wrong, diagnosis can present a formidable, frustrating and costly challenge.”

Jim acknowledges that his car while considered cutting-edge when new, today, ranks as a dinosaur based on today’s technology. That said, he responds saying, “Dinosaurs did last for 75 million years. I’ll take my chances on my X5 not being wiped out by a meteorite.”

Bill, in describing how he feels when he slides behind the wheel of his 2015 Volvo XC70, says, “There is a comfort factor when I jump into that car in the morning. It feels like an old friend. The feeling brings to mind the old Mastercard tag line, that feeling is priceless.” Bill finds much of that comfort in the smooth robust power delivered by the Polestar tweaked Turbocharged inline 6-cylinder engine putting out 370 horsepower.  With his home in Tucson 200 miles away from a mountain getaway at an altitude of 7200 feet Bill savors his Volvo’s elevation eating performance.

Bill says, “With power to spare, it’s great for my drive up to the mountain house. It’s a car that is reliable. It’s not going to have suspension issues or brake issues. It’s basically going to perform like a new car. Yeah, it’s priceless.” Bill is confident in the longevity inherent in his 2015 Volvo’s bones. He expresses concerns about the product life inherent in today’s maximized low displacement engines and the reliance on sophisticated complex technology, engineering solutions upon which contemporary automobiles rely.

Bill, while accepting some technology such as parking sensors and blind spot warning, lacks any passion about wanting every next new thing that comes along. Actually he comes across as being quite sanguine about all of the latest things absent in the 2015 Volvo XC70 that he loves. To his driving delight one of the newer things his XC70 lacks is EPS (Electronic Power Steering). It does have the old traditional hydraulic power steering which features exceptional driver feedback. EPS on the other hand provides the means for enabling the inclusion of advanced driver-assist features like lane-keeping assist and automatic parking. Bill clearly favors his XC70’s old school hydraulic. He says, “I occasionally drive my partner’s car with EPS. For me it has nowhere near the same road feel as my XC70. It’s too light. It drives me crazy. They have the software dialed in to prevent torque steer. The steering angle also controls the throttle response. I find myself pressing on the accelerator and not going anywhere. It’s like wait a minute, wait a minute. Now, unwind the steering wheel. OK, now we’re going. It frustrates the crap out of me. As for my partner, she sees no problem other than my complaining.”

In recent years Peter has casually explored a suitable replacement for his limited edition Cosmic White Metallic 2011 Volvo XC60, but to no avail. In reflecting on his long time daily driver it features a 3.2 liter non-turbo inline 6 cylinder engine with a 6-speed Geartronic transmission and Haldex all-wheel drive. It ranks among the last of Volvo’s non-turbo sixes.

He says, “I like the way it looks. I love the way it drives. Great suspension, it’s all been rebuilt over time. Marvelous seats. It’s an R design. Its 20-inch wheels and stance look great.” But, now with 15 years and 173,000 miles on the clock, Peter finds himself at a crossroads. He says, “I’m the original owner. I’ve had it for 15 years this February. It runs great. All the known quirks have been addressed including oil consumption issues and a leaky windshield. It has been meticulously maintained. Frankly, no real necessity demands a Refresh or Replace decision. All that exists is that nagging 173,000 on the odometer.”

Peter’s first move took him to the new car marketplace. He has a new car in the family, his wife’s Acura. Reflecting on the new Acura he says, “Pricing is ridiculous.” With that in mind he decided to explore CPO (Certified Pre-Owned) used cars. He looked in the $25,000 to $28,000 range. About his CPO search Peter says, “Cars in that range have 80,000 miles to 100,000 miles. I look at that and think has it been serviced properly? Have the brakes been done and when? Have this and that been done.” The idea of leaving a good car that he knows well and jumping into something that he knows little about haunts him. And, then, comes the complexity kicker: Newer cars possess much more sophisticated electronics. He expresses his concern saying, “This is all great. But what will the sophisticated electronic features be like five years down the road?  And if you look at something with a high degree of complex technology what happens seven, eight, nine or ten years down the road. Will that technology be supported? Software changes constantly. What if the software running something in your car is no longer viable like a cell phone that is no longer viable or your laptop can’t be upgraded. What do you do?” After due consideration, Peter’s decision called for keeping his XC60.

Peter says, “It has been so well maintained I don’t see any major investment needed in the foreseeable future. God forbid, the transmission goes. Still, I’ll probably get it fixed and continue to use it. Certainly from a cost of insurance standpoint money savings versus a new car is huge.” Echoing the sentiments expressed by Bill about his beloved XC70, Peter says, “I love my Volvo. Settling into the great Volvo seat, my XC60 fits like a great pair of old sneakers.” Similarities common to each individual’s experience painted a fairly clear image of Refresh minded owners.

Clearly an older group, predominantly but not exclusively male, all gained their driving chops in the late 20th century’s “Golden Age” of the automobile. They cut their motoring teeth when feeling the road qualified as a good thing. All possess confidence in their skill behind the wheel and frequently find high tech driver aides an annoyance or worse a distraction. They know what they like and they like cars designed to enhance the driving experience not dull it.

With 18-years and 155,000 miles on the clock my well maintained 2008 BMW X3 has performed nobly. It owes me nothing. That said, with it being the last BMW SUV with a manual transmission, I wanted more. While it owes me nothing, I have decided I owe it to myself to refresh this excellent ride. If my initial assessment proves valid, I will lay down the money necessary to recondition a sporty and functional vehicle I cannot replace. As I have, now, explained the “why,” the following describes the “what.”

A Winter Rebirth? Deciding Whether to Recondition My Aging Daily Driver

Its bones are quite sound with its solid body, good brakes, fresh tires, new shocks and regular servicing, though I am still on the original clutch after 155,000 miles. My daily driver’s needs reflect traditional flaws endemic to the E83 X3 including valve cover gasket oil leaks, oil filter canister gasket leaks and cooling system plastic part failures. Needless to say, high mileage on the original clutch with the notoriously expensive dual mass flywheel screams for attention. However, simply addressing known problems falls far short of my intentions for this rebirth. I wanted the insight of a specialist with the experience, feel, and passion for the BMW brand. I chose Steve Smith owner of MotorWorks West a BMW-Exclusive specialist in Wyckoff, New Jersey.

Steve, 1-month short of his 32^nd birthday, with a wife and three children stands out as the kind of youthful respected skilled professional that long time car guys fear will be painfully absent in the fast approaching future.

In 2012, with the benefit of a four-year automotive technology apprenticeship program, Steve developed his taste for BMWs while quickly climbing the ladder towards Master Technician at a respected Northern NJ BMW dealership. With his eyes looking ahead to greater things, he built a cash stash by servicing three to four cars a night in his back yard after work.

By 2018 Steve purchased MotorWorks West. His goal focused on creating the ultimate BMW service facility. Steve says, “I resolved that my shop would never be hamstrung by outdated technology. At the outset I invested a ton of money into the latest diagnostic equipment and, today, continue to maintain that edge.”

Steve wants his customers to know and trust the technician working on their car. He promotes clients discussing their car one-on-one with the technician charged with the responsibility of making the repair. He says, “I rely on my customers being happy with their MotorWorks West experience. They should be confident that my technicians are not trying to rip them off.” Steve not only knows what he wants in a technician. He has a clear understanding of who he favors as a customer. Steve wants to build a customer family. In servicing the parents’ BMW he strives to know their children; children who, when old enough to drive, will trust MotorWorks West to service and maintain their BMW. He says, “I don’t try to sell them everything under the Sun.” He points out that me and my X3 are the exception. He says, “You came in wanting everything under the Sun.”

VISUAL INSPECTION

With the bitter January wind howling behind the closing front door, I entered Steve’s well organized and superbly equipped automotive shop featuring a handful of active bays populated with BMWs of varied vintages.

Steve welcomed me with a smile and a meaningful handshake. His office, adorned with BMW racing graphics and models of classic BMWs, left no doubt as to the focus of his considerable technical acumen and passion. With Steve having read my Drivin’ News post “Aging Beloved Daily Driver Quandary: Refresh or Replace” he immediately dove into the challenge at hand. To my pleasant surprise he spent the next few hours conducting a preliminary diagnosis of my X3’s health. He began by scanning for faults. With the codes printed down for reference, he moved on to conduct a thorough visual inspection. Under the hood the engine bay revealed a considerable curtain of oil bleeding down from the valve cover. Engine oil seen pooling around the injectors raised concerns that the oil might have found its way into the cylinder head intake ports. Upon inspection the concern proved proved unwarranted. Moving on to the oil filter canister Steve used a laser pointer to show me where the oil leak had created a condition that would ultimately compromise the serpentine belt. He explained that with the belt shifting noticeably off center on the pulley, little doubt existed that, left unaddressed, the oil weakened belt could shred and be sucked into the front crankshaft seal causing severe damage.

Continuing on, evidence of failing plastic coolant system parts confirmed a need to be addressed. Steve noted that this X3 has a one-piece thermostat built into a plastic housing that frequently goes bad. He indicated that replacement of the radiator loomed in the near future.  He says, “My rule of thumb on this N52 engine is that you do a thermostat and a water pump together and when you do a radiator you do the upper and lower hoses together.”

Opening the power steering fluid container should reveal a fluid with a greenish clear color. Mine showed brown. Steve says, “I’m not a big fan of selling power steering flushes but when I see something like that, let’s get out the old. Replace the fluid to try to just make these parts last longer.” He makes clear that normally as a repair shop; he cannot sell all of these recommendations to one person. However, in my case I requested this level of detail.

With the car on a lift Steve commenced to give high grades for body integrity, brakes, tires and suspension components. Moving towards the front he noted two ground cables worthy of replacement before addressing the issue of the clutch. He noted that, sadly, there exists no effective way to check the clutch without significant labor. Considering the cost I pressed the issue. I understood that, with 155,000 miles on the clutch, a replacement with all the associated parts seemed likely in the not too distant future. That said would there be a cost benefit to do it now before it starts slipping. Steve explained that there exists the possibility that doing it now could produce a significant savings. How so? He says, “Your X3 has a wickedly expensive dual mass flywheel. By the time the clutch gives its first indication of slippage, the flywheel is cooked.” A decision needed to be made.

We moved along with findings being quite positive, until. Until Steve froze me with an order delivered with the authoritative tone of a cardiologist calling out a heart patient washing down a bacon and nacho cheddar hoagie with a Slurpee. Turning towards me while holding the tail end of the front drive shaft, Steve said, “You can’t drive this home.” The U-joint shook with the confidence draining sound of a baby’s rattle. Clearly poised to let loose any moment, the weighty arm’s-length drive shaft would have spun like a savage fan blade at engine speed quickly destroying all in its reach. I chose to have it repaired immediately. He would have it replaced by the next day. Having completed the inspection of issues we could observe, we moved on to the testing for problems that could not be seen.

My go/no-go “Refresh” decision would be predicated upon the results of a battery of tests that measured my X3 engine’s conformity to proper operational specifications and functionality. A strong engine rated as a major factor in making my decision.

COMPRESSION TEST

An engine compression test measures the pressure in each cylinder to evaluate overall engine health. It assesses how well each cylinder seals and holds pressure. This indicates overall engine power and efficiency. Steve explains saying, “We conducted our compression test with the engine hot. All of your pressures were in the 220s. It was like a rate of 20 to 22 24 to 25 across the board between all the cylinders.” Interestingly, while old school shops use a pressure gauge, MotorWorks West performs their compression test using a lab scope and pressure transducer that enables in-depth diagnostics without requiring a full engine disassembly. Steve says, “We read the pressure like a wave form. Every time the engine completes one full revolution, unlike an old school pressure gauge that simply shows a final maximum pressure. Our system creates a printout that details individual cylinder pressure on the way up and the way down for each revolution. I want to see each cylinder enjoy a perfectly smooth up and down wave. If an anomaly appears, I know where to look. It’s just like the EKG you get at your doctor’s office.” Steve summed up the results saying, “For this engine the wave forms looked really great.” Yippee, my engine got a clean bill of health.

LEAKDOWN TEST

Reinforcing the findings of the compression test, the leakdown test checked each cylinder’s ability to hold air pressure. Leakage by way of escaping air can indicate internal engine problems such as bad piston rings, leaking valves, or head gasket issues. In the case of my engine, Steve found the leakage fell well within the acceptable range.

SMOKE TEST: INTAKE SYSTEM

The procedure employs a smoke machine that injects a visible vapor into the engine’s intake system. A technician can then visually inspect for escaping smoke that would indicate leaks in intake hoses, vacuum lines and intake manifold. In the case of MotorWorks West, their smoke machine actually displays a digital number. In the case of my engine the system indicated a leak so large that the display could not even achieve a reading. The cause proved to be a massive leak pouring out of a crack in the valve cover; the valve cover already on the list of intended fixes.

SMOKE TEST: DMTL TEST FOR VAPORIZATION SYSTEM

A DMTL (Diagnosis Module Tank Leakage) smoke test specializes in locating small, hard-to-find leaks in the EVAP (Evaporative Emission Control) system, In this case Steve found that the smoke test revealed absolutely no leakage in the evaporation system.

CRANKCASE PRESSURE TEST

A miserable failure! But wait. This test checks for excessive pressure from blowby due to worn piston rings or issues with the crankcase ventilation system such as a clogged PCV valve. Steve using the lab scope and a pressure transducer had hoped to see a smooth up and down wave form with a maximum reading of around 33 millibar (0.48 PSI). Instead of a wave the readout showed a straight line at 50 millibar (0.73 PSI). This amount of vacuum could actually suck crankshaft seals into the engine. Steve assessed that the malfunction could again be attributed to the cracked valve cover already targeted for replacement.

CONCLUSION

Prefacing my final decision, the subject of parts deserves a bit of attention. For this project only OE (Original Equipment) or OEM (Original Equipment Manufacturer) parts would be used. The difference or lack thereof, merits explanation. The fundamental difference between OE and OEM is branding. OE parts bear the part manufacturer’s name such as Bosch. OEM parts carry the vehicle manufacturer’s name such as BMW. Both are the same part though the one with the manufacturer’s name always costs more. In my humble opinion, especially with German car parts, pricing uses the basic formula of 50% above outrageous. Parts for this project would be OEM or OE with OE being the first and cheaper choice.

With the good bones of my car  confirmed and the issues needing to be addressed and agreed upon with MotorWorks West, I have decided to recondition my 2008 X3. I have provided a budget of $12,000 with a 10% contingency. Unlike an aging beloved family dog, for this family member I believe I can buy a longer life .

With about 155,000 miles on my very clean 2008 BMW X3, my quandary appears to be shared as of late by many fellow car owners of a variety of brands. We find ourselves clinging to a long held daily driver with a passion normally saved for the family dog. Unfortunately we see this beloved vehicle getting quite long in the tooth.

I really like my X3. I mean, really. I have enjoyed multiple BMWs for decades. My E83 X3, sturdy and reliable at 18 years of age offers many appealing features no longer available on comparable contemporary BMW X3s or, for that matter, any other new X3 competitors like the M-B GLC, Audi Q5, Lexus Rx or Volvo XC60. As well, it delightfully lacks many features unavoidable in today’s high priced digitally infected offerings.

However unlike Rex the family dog, a treasured daily driver can have its life extended. In my case my goal would be to add another 50,000 miles of high quality driving. Refresh or replace my X3? That is the question explored in this Drivin’ News post.

Aging Beloved Daily Driver Quandary, Refresh or Replace?

The following paragraph comes with apologies to Julie Andrews: Knobs on my radio, buttons on dashes, shifting a 6-speed for lane changing passes, no need for oil of zero weight grade, this is how my favorite car would be made. Sadly none so equipped can be found anymore and that makes me feel so bad.

I purchased my 2008 X3 in 2017 from the original owner. It had 67,000 miles, a clean Carfax and all service records. It featured BMW’s acclaimed 3.0-liter 260 horsepower N52 naturally aspirated inline-6 coupled to a 6-speed ZF manual transmission. I can attest that my X3 translates the essence of the once renowned BMW driving experience into an SUV. To emphasize that point BMW embraced the descriptor SAV (Sports Activity Vehicle) to highlight the X3’s ability to fuse the practicality, space, and ruggedness of an SUV with the spirited performance, agile handling, and driver-focused feel of its signature sports sedans. BMW’s basing the 2008 X3 architecture on a 3-Series platform confirms that assessment. To quote Edmunds.com, “Given its very athletic personality, calling the 2008 BMW X3 the “3 Series of SUVs” wouldn’t be a stretch.” “Interestingly, of the 17,622 new 2008 X3s sold in America only a very small fraction came with the manual transmission found in mine. Today, locating a clean X3 with a manual transmission ranks as a rare and desirable find.

Considered the last of the legendary naturally aspirated inline-6 engines upon which BMW built its reputation, the N52 in my X3 with its inherently balanced inline-6 configuration, advanced features like Valvetronic, Double VANOS and lightweight magnesium-aluminum block boasts smooth, linear power and superior reliability compared to the more complex B48 turbocharged engine found in newer BMWs.

So, what shakes out when comparing the N52 against BMW’s B48 2.0-liter turbocharged engine introduced in the 2016 BMW X3 and continuing on today? One must consider that the Turbo B48 is quicker, more efficient and far easier to tune to a higher performance level. The downside comes with the complexity that can be associated with forced induction. For me the N52’s smooth, reliable and traditional feel when partnered with the robust ZF 6-speed known for its reliability and precise shifting suits my tastes and needs better. And, Oh yes, my X3 runs well on regular grade gasoline saving roughly one dollar per gallon at fill-up.

Compared to my X3, a new BMW X3 or any in its competitive set would provide for a far more modern vehicle and driving experience in terms of technology and sophistication. However, considering my preference for engagement and the associated simple pleasures enjoyed when behind the wheel when engaged, the character of the new X3 and the like might be off-target for my tastes.

Clearly among the automotive literati and traditional BMW enthusiasts, the 21^st century has found voices expressing considerable concern that BMW has veered from the course set by the brand’s earlier classic models. These voices express a belief that BMW has abandoned its sporting heritage to emphasize an elevated level of luxury and advanced technology in an effort to appeal to a broader consumer base. Indeed such criticisms do resonate with me. Based solely on my driving preferences, the following concerns about the 2025 X3 actually make my 2008 more appealing. Keep in mind the very personal nature of my assessment. BMW by building cars to my tastes would most assuredly bankrupt the brand.

Engagement resides at the heart of the driving experience that defined BMW’s claim to being the Ultimate Driving Machine. Most obviously the new X3 does not come with a manual transmission. Indeed, the new X3’s mandatory electronic 8-speed automatic may shift quicker and smoother than my X3 with me at the controls. However, that absence of the third pedal, for me, succeeds in purging a richly tactile and rewarding enhanced driving experience. Another concern expressed by many focuses on BMW’s Standard electronic power steering (EPS) introduced in the 2014 model year. Though EPS enables seamless integration with driver aids like lane assist, custom steering modes and eliminates the need for hydraulic steering fluid, critics bemoan that it lacks the natural road feel and driver feedback considered a signature feature of the classic Ultimate Driving Machine. Other big problems exist as well.

For my needs the new X3 suffers from the common problem of “biggerness.” Like so many evolving brand models, each generation of X3s has grown. Compared to the 2008 X3 the 2025 X3 has grown 8 inches longer, 3 inches wider and 350 pounds heavier. Moving to the inside of the new X3’s tech-heavy interior one finds a passenger cabin replete with seemingly every application of advanced automotive digital interactive communications technology. While opening myself up to consideration as a borderline Luddite, I say for those who love a total immersion in tech; knock yourself out. For me, I prefer my dashboard to feature an analog interface rather than a sprawling IMAX screen. In scanning the new X3 dashboard, its 14.9-inch center iDrive9 infotainment display features a 12.3-inch fully digital gauge cluster. I find it demands my attention in the event I wish to change my heater setting or turn on the radio. And yes, I know to activate some new X3 functions I can talk to the car with the BMW Intelligent Personal Assistant. I have enough friends thank you. Wow, I am sounding a bit curmudgeonly I must confess. But, hey I just want a car I enjoy driving not a mobile video game.

Tactile friendly latching pushbuttons and knobs feature prominently on my list of dashboard actuators fondly recalled and absent in a new X3. For the latest X3, haptic, capacitance sensing, buttons rule the interface. On the steering wheel and across the center console these touch-sensitive surfaces deprive the driver of the satisfying tactile feedback of an intended action confirmed. While on the subject of cost cutting, road tests and customer feedback offer scathing criticism of the “cheap” and hard plastics employed throughout the interior. To boot, unlike my old X3 the new X3 no longer offers a sunroof that opens.

Other considerations impacting the Refresh or Replace decision include insurance and replacement cost. Presently, insuring my 2008 X3 cost $540 for a 6-month period. I do not have collision or comprehensive with the book value being roughly $2200. Maybe it goes for $5000 retail. With the cost of a low end new X3 30 with sales tax being well over $60,000, my insurance for the 6-month period with comprehensive and collision would be an estimated $2,737. This would make my new X3 insurance 500% of my present insurance or roughly $4,400 more per year. If you have an older car you like and it has good bones it does make you think. And I am thinking enough to move to the next step.

At this point in the Refresh or Replace decision process my honest evaluation of my X3 reveals problems associated with all of the classic 2008 X3 faults including: Valve cover gasket oil leaks, oil filter housing oil leaks and coolant system plastic parts failure. For more professional scrutiny, the next step calls for visiting my longtime trusted and respected BMW specialty shop. Here performance of a few basic tests will indicate the wisdom of pursuing the Refresh. In addition to a thorough visual inspection, a compression test will reveal the presence of any worn piston rings or leaky valves. A leak-down test will pinpoint with pressurized air the exact location of any power sapping engine problem. The compression test is a quick check to see if a cylinder’s compression is low while a leak-down test is more diagnostic, revealing the fault causing the low compression. Finally a smoke test injects smoke into a sealed engine intake system. Any escaping smoke pinpoints leaks from cracks, loose hoses, compromised vacuum lines or faulty gaskets.

So I stand poised at the precipice. With the goal of an additional 50,000 miles of high quality personal driving pleasure do I invest considerable dollars that I will never recoup whether sold or, God forbid, totaled? Clearly plowing money into a car with eighteen years and 155,000 miles on the clock will not address every component subject to failure. That said we are not talking a Chevy Vega here. This is the product of a proud design and manufacturing culture when it boasted products where 200,000 even 300,000 miles did not peg the exceptional performance needle. I am confident my 2008 BMW E83 X3 boasts the bones to be worthy of the effort. That assumes the preliminary inspection supports my confidence.

When they no longer make the car you love, does it make sense to love the car you have got. While the Beatles sang “Can’t buy me love,” applying to hearts, it may not hold true for cars. At least I intend to find out.

STAY TUNED IN THE COMING WEEKS FOR PART TWO “MAKING THE DECISION.”