Reviews by Mike

REVIEWS IN THIS THREAD:

BMW M5 - Post 22
BMW M8 Comp vs Alpina B8 - Post 21
BMW E30 Touring vs CTS-V Wagon - Post 20
Porsche 356 vs ND Miata - Post 19
AMG GT 55 - Post 15
Lexus LC 500 - Post 10
Toyota GT Corolla - Post 8 :
Mercedes EQE SUV - Post 7
Lexus IS 500 - Post 6
BMW 1M vs CTS-V Wagon - Post 2


Hi M3post,

I’m starting a single thread to share my car reviews and test drives. (Props to DRLane for the idea.)

Who am I? I’m Mike/414bhp, a driving enthusiast with a love for sporty cars with excellent steering feedback. I owned an E90 M3 for six years, but have since moved on to a CTS-V wagon and AMG GT S coupe.

As a hobby, I’ve been blogging car reviews on Mike's Steering Column for years. But it’s lonely on the blog—I never hear back from readers—so I’ve taken to cross posting on car forums. Forums like shorter posts than blogs, so I trim down my reviews when reposting them here.

I hope you enjoy some of my writing or pictures, and I’d love to hear your thoughts on what I drove!

Best,
Mike

Hi!

I had a chance to do a back-to-back drive with the BMW 1M and CTS-V wagon. These two cars aren't super comparable, but they do both fit the rare, stick shift, semi-precious, never depreciated, enthusiast-gold category. They also both seem to trade for about $60k.

So, which is the best? Obviously, it depends on how you want to use the car.

For my daily life, the CTS-V wagon is better. It has a much smoother ride thanks to the magnetic ride suspension, it's easier to load with people and goods, and I love ogling it in parking lots.

The 1M is also a great daily if you like the sports coupe form factor. The drivetrain is tractable in town, you can haul lots of groceries or a few people in the back seats, and while it's got a firm ride, the incredibly supportive and comfy seats keep your back happy.

In the canyons, the 1M is a little animal. It has one of the best—most grippy and responsive—front ends of any FR car I've driven. It is a true joy to huck through the corners!

There is so much steering feel and feedback, too. I love steering feel, and after driving the 1M, I can't see myself buying an M2, as I'd be foregoing that beautiful feedback.

The CTS-V wagon holds its own in the canyons thanks to its incredible shocks, feelsome steering (it's just as good as the 1M’s), and monstrous torque. Matting the throttle in the CTS-V releases an avalanche of supercharged V8 fury. The torque is everywhere and all encompassing. (Though admittedly less impressive now that EVs have made torque commonplace.) The CTS-V has surprising balance and rewarding handling, but the 4400-pound wagon feels ponderous if you drive it back-to-back with the 3300-pound 1M.

My biggest complaint with the 1M is that the N54 engine just isn't as special as the chassis. The 1M makes good use of the twin-turbo torque, but there is lag and the sound and throttle response aren't as thrilling as the S65 or even the B58. With a knockout engine, the 1M would be my perfect sports coupe.

The CTS-V’s engine isn't perfect either. It's slow revving, coarse near its 6200 rpm redline, and shamefully thirsty. But the 6.2L supercharged V8 does make the big-muscle character for the wagon.

Ultimately, the CTS-V wagon is my favorite of the pair, mostly because I want an engaging family car rather than a hair-on-fire sports coupe. Nevertheless, the day sparked my love for the 1M and I completely get the community’s infatuation with the littlest M!

Best,
Mike

(As always, the lengthy review of the two cars is on my blog.)

Reserved...

That sounds like a fair & practical review of both these cars..
I remember sitting at my BMW dealer back in 2011 ordering a 328i when the sales advisor told me that they have an allocation available for the 1M, but as I was considering moving from a 3 series to 5 series for more comfort/space, never gave it a second thought.. who knew!
The N54 engine itself is reliable but parts bolting to it just keep breaking down, I’ve had 2 N54 based 335is & both kept needing repairs. While N55 is more reliable, the N54 for has more character but still doesn’t feel special as you mentioned!

BimmerMan33 wrote

That sounds like a fair & practical review of both these cars..
I remember sitting at my BMW dealer back in 2011 ordering a 328i when the sales advisor told me that they have an allocation available for the 1M, but as I was considering moving from a 3 series to 5 series for more comfort/space, never gave it a second thought.. who knew!
The N54 engine itself is reliable but parts bolting to it just keep breaking down, I’ve had 2 N54 based 335is & both kept needing repairs. While N55 is more reliable, the N54 for has more character but still doesn’t feel special as you mentioned!

Yeah, it took until the B58 for me to really love a non-M turbo I6 from BMW.

Crazy to think you would have saved money in the long run on the 1M over the 328i.

Hi M3Post,

I recently had a chance to test drive the Lexus IS 500. I've been intrigued with the IS 500 ever since it was announced, since it is the latest—and last?—way to get a high-revving NA V8 in a sports sedan. The IS 500 formula is pretty close to that of the E90 M3 I owned for 6 years, so I hoped that the IS 500 would be the second coming of the E90 M3, without the BMW wallet lightening maintenance issues.

In my drive I was very impressed with the 5.0L V8. It sounds amazing, pulls with increasing vigor as the revs grow, and should undoubtedly make the IS 500 coveted by enthusiasts long into the future.

But I should have believed Lexus's marketing material and the car mag reviews: the IS 500 is not a next-gen IS F to do battle with the M3. Instead, it targets the comfort/performance balance of a BMW M340i, which is to say it blends in more comfort at the expense of raw performance.

I felt this in a few ways on my drive.

First, the throttle response is muted in all but Sport+ mode. I want this big NA mill to jump every time my right foot twitches, but its response is more relaxed. I'm guessing this is a tuning choice by Lexus, as the same V8 in the LC 500 is more razor’s edged.

By the numbers a 472 hp V8 should be torturing the rear tires at every throttle stomp, but that is just not so, as this is a high revving NA engine and the torque is thinner at low rpm. The IS 500 feels hooked up on dry pavement.

Second is the handling. The IS 500’s chassis is well controlled and its steering reacts with unhurried confidence, but the handling seems tuned for a mountain highway rather than a race track (and especially not an autocross). The steering feels is muted, which may be appropriate for a Lexus, but is disappointing for a sports sedan.

The third and final thing that kills the king sports-sedan vibes is the transmission. The 8-speed auto can feel dull and slurred, and it generally detracts from the exceptional engine. Left in automatic for a commute it would be great, but when paddle shifted with sporting intentions, it is a letdown.

Looking past my desire for a remake of the E90 M3, the IS 500 is still a beautiful, well-crafted sedan with a gem of an engine. I can see the IS 500 being a great daily driver for someone who loves amazing engines, though I'd expect them to have a more focused sports car for their weekend racing exploits.

Best,
Mike

(More thoughts on the IS 500 on my blog.)

Hi guys and gals,

I had my first substantial taste of a Mercedes EQ product (my full review is here), specifically the EQE 350 4Matic SUV, which I found surprisingly likable. I've been looking down on the EQ lineup because the styling doesn't excite me and the reviews have been so bad, but my week with the EQE SUV turns that around.

Essentially, the EQE SUV has the comfort, practicality, ease of use, and high build quality that I want from a Mercedes and a family EV. It also does the Mercedes thing of looking bland from the outside but downright gaudy from the inside, which works well with buyers who like their luxury toys but don't want to flash them in your face.

The most dazzling aspect of the EQE is its crazy ambient cabin lighting. It has multi-color themes like Malibu Sunset, which fill the cabin with a warm glow and glint off the metal air vents.

But I was most impressed by how well the EQE SUV worked for urban family life. It does the obvious midsize SUV things—carrying children and cargo—but also is more maneuverable than our tiny Tesla Model 3 in a supermarket parking lot. The 10-degrees of rear steer really shrinks the EQE!

Although the EQE has no sporting intentions whatsoever, I did hustle it on the nearest mountain road. To my surprise, it cut through the corners competently, managing its body motions well and carrying speed through the corners.

At the end of the week my kids loved the EQE SUV so much they suggested I trade my AMG GT S for one. That will not be happening, but I would happily accept another EQE loaner the next time I'm in for service.

Best,
Mike

Well, I had a long drive in the Toyota GR Corolla Core, and I don't get the hype. I'm attributing my meh reaction to the car as a consequence of the day and road. It was a hot day on dry and bumpy roads.

Have you driven the GR Corolla? If you have, I'd truly like to hear how the car impressed you

Here is where the car lost me:

On the roads I tried, the firm suspension maintained grip well, but I felt like a bobblehead in the driver's seat. The ride was very busy!

The car had way more mechanical grip than power in hot/dry conditions. With AWD and front and rear LSDs, no matter how hard I smashed the gas on the way out of corners, the car was tidy and locked down. It didn't matter if the AWD was set to 60:40, 50:50, or 30:70 torque split, the GR Corolla was hooked up, and no tail wag was available. Undoubtedly, I was cautiously driving at 7-tenths, and the car needed 10-tenths to dance. (In a RWD car, I can drive 7-tenths through a corner and still feel the rear tires struggling if I smash the throttle after the apex.)

I'd love to try the GR Corolla on wet or snowy roads or on a track to learn its on-the-limit character.

The steering is precise but doesn't relay much information about the pavement texture or bump impacts. Good road feedback amplifies my sense of connection when driving.

I had a few more disappointments about the GR Corolla, but I'll spare you. (My full thoughts are here on my blog if you are curious.)

It was a frustrating drive because the GR Corolla is built with the motorsports homologation mindset that creates the best-driving cars, and yet I didn't connect with it at all. The engine and turbo are tuned for high-rpm running, the shifter is fluid and fun to use, the AWD system and chassis have a very neutral cornering behavior, and the brakes are stout. The car should be a home run with me, not a foul ball.

If you've driven and loved the GR Corolla, why?

Best,
Mike

I found Jason Cammisa's GR Corolla video review, and he spent about 25% of the video wishing the car could power oversteer. I feel somewhat redeemed! ​.

Hi all!

I got a test drive in the LC 500 convertible, and the experience was top-notch! (Full test-drive review here.)

Although the LC has been in production for seven years, the design is still unique, fresh and eye-catching. The interior is beautiful, too.

But, for me, the LC 500 is all about the 5.0L V8 engine. Being naturally aspirated, it doesn’t make the most horsepower in its class—it spins out 471 hp. However, the sounds from this engine as it races to its 7300 rpm red line are exquisite, and the way it instantly reacts to the go pedal is righteous.

Now, you can get this same motor in the IS 500 for much less money, but for whatever reason, the Lexus V8 is much better in the LC 500. In the LC 500, the throttle response is deliciously precise, and the 10-speed transmission is equally quick-witted. Making the V8 bark on paddle-shift rev matches is a joy.

The LC 500's V8 is the closest thing to a S65 V8 that I've experienced in a new car.

As a convertible, the roofless LC 500 did shimmy over bad roads. The shakes were minor but annoying enough that I’d only consider purchasing an LC 500 coupe.

Otherwise, the suspension and steering were well-tuned for luxurious grand touring. The ride comfort was good, and the steering was muted, like you’d expect from a Lexus. The car could tackle twisty back roads but perhaps is too soft for a track.

I was impressed with the LC 500 and would strongly consider it over the BMW 8-series or Mercedes-AMG SL.

Have you driven one of these beauties? What do you think of them?

Best,
Mike

Really like to get an LC500 coupe, maybe a 2019 or later but these cars are still almost $70K for clean ones..

Thank you for reviewing interesting cars, definitely fun to read!

Mike -

Your blog posts are some of the most truthful, accurate, and well written reviews I've seen. I really appreciate the things you write and have been checking frequently!

I dm'd you on Instagram (same handle as here) at some point. I don't remember what I said, but I am often on there (and I'm sure others are too).

Keep up the great work. Let me just say -- your takes on the Model 3 vs 330i brought me such joy. I'm probably the only other person on here that had the ability to admit the model 3 is a much more athletic and fun car

Thanks man!

BimmerMan33 wrote

Really like to get an LC500 coupe, maybe a 2019 or later but these cars are still almost $70K for clean ones..

Thank you for reviewing interesting cars, definitely fun to read!

Thanks, BimmerMan33! It's always nice to hear feedback, especially when it is nice!

scotthilly wrote

Mike -

Your blog posts are some of the most truthful, accurate, and well written reviews I've seen. I really appreciate the things you write and have been checking frequently!

I dm'd you on Instagram (same handle as here) at some point. I don't remember what I said, but I am often on there (and I'm sure others are too).

Keep up the great work. Let me just say -- your takes on the Model 3 vs 330i brought me such joy. I'm probably the only other person on here that had the ability to admit the model 3 is a much more athletic and fun car

Thanks man!

Thank you scotthilly! I'm glad you like my take on these cars. I feel like there are many valid takes on cars and how they drive. I try to focus on how the car made me feel and if it was an engaging drive, as that's what matters to me the most.

(I had a non-car friend ask me recently about the safety ratings on several cars, and I had nothing to tell him. It's just not high on my priorities unless the safety is abysmal!)

Well, I took a test drive of the 2024 Mercedes-AMG GT 55, and it was both a massive improvement over my 2016 AMG GT S and a big letdown.

(As always, I wrote a couple thousand words comparing the new and old AMG GTs on my blog.)

As you probably know, the new AMG GT 55's refresh added 600 lbs of luxury, technology, and performance hardware. I was afraid that all this new weight would make the car piggish in the corners, but in my test drive, I found that the new car is just as quick and just as capable in the corners as my 2016 AMG GT S.

The V8 is just as ferocious (the GT 55 I tested makes 469 hp) and even sounds better now, thanks to some augmentation via the stereo. The transmission is still on point, and the chassis has banished body roll and improved ride comfort. The car comes standard with rear steer and torque vectoring AWD. I couldn't feel these systems doing their work, but these technologies undoubtedly enabled the 4300-lb GT 55 to cut through the corners.

When it comes to comfort, the GT 55 has massage seats, seat cooling, a much more supple suspension, lane-following cruise control, and great cabin NVH. Very little road noise makes it into the cockpit, but plenty of engine noise is heard.

Also, the new GT's trunk space is astonishing. Supposedly, if you fold down the rear seats you can fit a bike in the trunk with its front wheel off. I completely believe this claim.

Those are some of the ways in which the GT 55 is a massive improvement over the old AMG GT S. And the big letdown?

The old car's raw chassis feedback, tactile steering, and mid-engined dynamics are all gone. My 2016 GT S doesn't feel that far off a Porsche Cayman for how it communicates and leaps into a corner. The new GT 55 dials back the feedback by half and returns to feeling front-engined rather than mid-engined.

So, the new GT 55 is awesome, but it has a different mission in the world than the old GT S. The new car seems built for epic road trips and mind-numbing commutes. People who love sexy sports cars with growling V8s will still be incredibly pleased. But people who want the best steering feel and chassis feedback will no longer pursue AMG GTs.

Best,
Mike

Love it Mike. As someone who isn’t really interested in either, I still enjoyed the read.

Would love your perspective as you’ve driven some (all?).

35k - should I get a lightly used X3M40i, SQ5, F Pace S, or moderately used 2015-2018 Macan GTS? Can’t decide if the higher macan price and awful interior tech and worse mpg and speed is worth the better driving compared to the others.

scotthilly wrote

Love it Mike. As someone who isn’t really interested in either, I still enjoyed the read.

Would love your perspective as you’ve driven some (all?).

35k - should I get a lightly used X3M40i, SQ5, F Pace S, or moderately used 2015-2018 Macan GTS? Can’t decide if the higher macan price and awful interior tech and worse mpg and speed is worth the better driving compared to the others.

FYI - the first year of Macan GTS production was 2017.

scotthilly wrote

Love it Mike. As someone who isn’t really interested in either, I still enjoyed the read.

Would love your perspective as you’ve driven some (all?).

35k - should I get a lightly used X3M40i, SQ5, F Pace S, or moderately used 2015-2018 Macan GTS? Can’t decide if the higher macan price and awful interior tech and worse mpg and speed is worth the better driving compared to the others.

Hi scotthilly, I've driven the the X3M40i (here) and SQ5 (here), but none of the others. Between the Audi and the BMW, I'd probably take the SQ5 as the suspension so much more comfortable and compliant over for bad roads than the sporty X3. I loved driving the X3, but the flinty ride was too compromised for me.

Hi again,

I have my dad to thank for my infatuation with cars. When I was little, we’d hop in his 1963 Porsche 356 Cabriolet and drive down the Pacific Coast to watch races at Laguna Seca. He still has the 356, and while I’ve driven it multiple times, I’ve never felt truly safe or comfortable behind its wheel.

Well, I drove it for the first time in five years, and decided it deserved a write-up. As usual, I put the full story of the day on my blog here.

The Porsche 356 was as intimidating as I remembered. I felt so vulnerable on the road without modern brakes, power, tires or safety systems.

That said, the little 356 was also highly rewarding; in open-air summer motoring in this antique is a treat! The controls are heavy and clunky, and require careful and deliberate inputs. The flat-four engine makes a better sound than any modern four-banger, and needs careful footwork to keep from stalling. (I felt so proud whenever I got my footwork and shift work right!) The car is downright slow—keeping up with the speed limit can be a challenge in the hills—but the enjoyment of keeping the engine humming, feeling the steering weight build in the corners, and smelling the world around you as it passes by can’t be beat.

Immediately after I drove the 356 I hopped into a friend’s 2021 MX-5 Miata. Mazda puts so much attention into driving pleasure when designing the MX-5 that I thought the Miata might be the modern equivalent to the 356.

Well, the two cars couldn't be more different!

Thanks to the Miata’s modern engine, brakes and chassis, I felt much safer and confident in the Mazda on busy mountain roads. I also found myself blitzing corners and clipping apexes like I’d do on a race track. And yet, the ND Miata didn't give me the buzz and enjoyment that I found in the 356; its steering is muted and its engine hardly sings.

So, while I'm still not comfortable driving the death trap Porsche 356, for a summer cruise it challenges and thrills in ways the Miata can’t match!

Best,
Mike

Well, after my 1963 Porsche 356 drive, I reached out to a friend with a 1994 E30 325i to see if his BMW had many of the good vibes and sounds of the old Porsche with more modern performance. Because his E30 is a wagon, I brought along my CTS-V wagon for a drive on our local back roads.

Before our drive, the CTS-V wagon was "the one" I would never sell. But after a few hours with the E30, I realized that the E30 is more engaging than the CTS-V wagon in town and on twisties, even though it is slower. The BMW is the first car that tempts me to replace the wicked CTS-V.

No, the E30's brakes weren't as good as the Caddy's Brembos, and the I6 engine felt downright anemic next to the CTS-V's supercharged V8, but the BMW sounded twice as good and was coursing with delicious road feel that the Cadillac filtered out. At ~2800 pounds, the E30 was a lightweight treat, with much of the joy of an earlier Miata stretched into a wagon. The CTS-V is amazing, too, but it's sleepy in town, and I'd be doubling the speed limits on the back roads if I exploit its power and grip.

This is a pickle for me because the E30 I drove was extensively modified (2.5L I6 engine stroked and cammed to 2.8L, suspension modernized for weekend romps, full repaint), and it would be no small task to replicate this top-notch car. Yet, I don't think I'd want to accept any lesser 325i substitutes because this souped-up E30 sounded so good, drove so well, and yet was still borderline slow.

I think I'll continue exploring 1980s and 1990s driver's cars and see if there's anything with a similar soul to the E30 wagon that would fill the shoes of my AMG GT S instead of replacing my CTS-V. That way, the older, potentially less dependable car could be my weekend car rather than my daily.

(More pictures and obscene details on the driving dynamic of the two wagons here.)

A few years ago, I fell in love with BMW’s M850i Coupe and Gran Coupe. These 8 series had the V8 muscle and grumble that I adore, with good handling and incredible comfort. I assumed that the M treatment of the M8 series would be so track-hardened that the car would be spoiled for touring and commuting.

Well, I had a quick drive of the M8 Competition (write-up here), and I’m happy to say I was plain wrong. The M8 has not been turned into a track monster at the expense of daily usability; it is still a pleasure on the road.

Here are a few details: The V8 is the star of the show, with a loud and varied song, entertaining upshift whumps, and gobs of power. Although the M8 weighs over 4200 lbs, it still feels nimble and rewarding in the corners. It communicates road texture through the steering and seat.

The M8 is near the end of its run, so its interior and exterior design are not BMW’s latest, but I’d argue that just makes the M8 more fetching and functional. It avoids the M3’s beaver-teeth grill and keeps more hard-button controls.

I drove the Alpina B8 Gran Coupe on the same day as the M8 (write-up here), and Alpina has a different take on what makes the ultimate 8 series.

In place of the M8’s shouty performance and sporting tautness, Alpina tunes the B8 for a wafting ride, coats the cabin in extra-fine leather, and works harder on keeping outside noises outside. And yet, you still can enjoy the V8’s growls when you dip into the gas.

(The B8 has 612 hp, just 5 hp shy of the M8. I didn’t notice the deficit!)

My favorite thing about the B8 is how special it feels, even at slow speeds. It’s cosseting and luxurious, yet still makes noises to please petrolheads. If I had a soul-crushing LA commute (and the means), I’d daily drive a B8.

But ultimately, it was the M8 that won my heart. The M8 does both raucous fun and comfortable cruising and makes me feel like a superstar driver from behind the wheel!

I got a 20-minute test drive in the new M5, and I came away impressed. (Full review here.)

Yes, the press has been giving the M5 a hell of a time, but I found the car to have a great mix of right-now power, cabin comfort, and chassis tricks. My interest was piqued!

Regarding the controversial powertrain, the hybrid-assist gives the twin-turbo V8 the sharpness of a large-displacement NA engine. The soundtrack is righteous, too, as we get to enjoy V8 sounds.

Yes, the M5 takes a huge weight penalty from the batteries and motors. But, on my quick test drive, the M5 managed its weight well and was hilariously playful on the power. (The trick AWD torque-vectoring was putting the M5 into little drifts.) I'd absolutely love to take the M5 up a mountain road and feel it squiggle out of the switchbacks.

The current generation of BMWs is very tech-forward with the panoramic instrument cluster and iDrive screen, capacitive touch controls, and wiz-bang cabin lighting. To me, this all works quite well with the hybrid drivetrain and sport AWD, which are tech-forward engineering marvels themselves. The M5's modern ethos is sporty computer, so the theatrical power-on and power-off noises, the cabin lighting shows, and the flashy screens are in line with that ethos.

Others have complained about the M5's suspension stiffness. The roads I drove were relatively smooth, so I didn't find the suspension disagreeable. (I was comfortable in the fabulously plush driver's seat.)

After my drive, I started thinking of the M5 as the Splenda Super Sedan. It is a sweet ride, even if the sweetness is synthetic. I'd love to get more drive time in the M5 and try it on a mix of spectacular and terrible roads, to see if the recipe holds up.

Cheers!
Mike