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Why I love Endurance Racing

This past June was the 48 Hours of the Le Mansburgring. Okay, that’s a rather lame combination of names, but this was a rather special occurrence. In a normal year, the Nurburging 24 Hours on the famed Nordschleife takes place a full month prior to the Le Mans 24 Hours. This year, however, was a little different: The Nurburging marathon was the weekend directly after Le Mans. I can’t remember the last time that happened. Maybe a reader can shed some knowledge on this. Regardless, this was endurance racing heaven two weekends in a row.

So why’s this important? Think about it: many of the top sports car drivers in the world compete in both events. That’s one mega race weekend followed immediately by another. It’s not just the 24 hours of racing (shared with 2 other drivers), but all the practice time and preparation involved as well. Finish Le Mans, and two days later you’re in the Eifel Forest. 8.5 mile track, then over 13 miles. That just sounds overwhelming! Respect is much deserved and due to the drivers and crew members who contested both annual racing extravaganzas.

Now let’s get on to the real reason for writing this, why I love endurance racing. It’s just the best, isn’t it? This is real racing, on the limit, go hard or go home (as Nicki Thiim says) driving for 24 hours straight. Gone are the days of preservation to ensure a car finishes, or sending out the ‘hare’ to entice others to push hard and consequently break down in sacrifice. GT cars have really never been better, either, between variety and durability (they just pound those kerbs). Say what you will about Balance of Performance, but the close racing it has produced cannot be denied. Okay, so BMW didn’t exactly do that well at either event this year, in fact they did rather dismal, but that happens; that’s racing. Some years things just don’t work out.

The Setting

Le Mans and the Nurburgring are two of my favorite tracks in the entire world. There’s this level of mysticism and wonder about them that is nearly unmatched (Spa is just behind, though). It’s almost a wonder that both tracks are allowed to exist even in 2019 still. Each’s legacy is undying, and it’s the passion of motorsport and past triumphs and battles that has guaranteed this. Favorite corner on the Nordschleife? They’re all pretty good actually…many drivers call it the greatest track on the planet for a reason. Playing simulators my whole life, it’s my most often driven track virtually, even. And then there’s Le Mans, with the Mulsanne straight and daunting Porsche Curves that LMP1 can crush at over 150MPH. The long straights make for incredible side by side racing between all classes. Literally dozens and dozens of times this year were there instances of at least 3 GTE cars nose-to-tail and door-to-door blasting down the French motorway at 180MPH. Seeing who had the guts to stay out of the brakes the longest into a 70 MPH chicane never gets old.

This is where an endurance race differs from a shorter sprint race: it just keeps going. And going. And going, yet the racing doesn’t let up. The drivers are pushing, but never forcing 11/10ths, battling as hard in the 3rd hour as they would the last lap. The teams who run into trouble, it’s impossible to not feel empathy for them, even for a rival team to those whose shirt you’re sporting. Oh, the traffic, too. Traffic? I mean the faster car classes somehow maneuvering around the slower cars. That’s why the guys in LMP1 at Le Mans and the full-fat SP9 GT3 class at the ‘Ring are so freaking talented. Coming across cars with half the power and downforce in corners would be scary, right? Actually, it probably is, but the way guys like Alonso, or Buemi, or Vanthoor and Rast just negotiate around them like they’re not even present is bewildering to watch from inside the cockpit.

The Pass

What pass? Kevin Estre on Dirk Mueller for the lead on the Döttinger Höhe Straight. At probably 170 MPH(?) Estre made his move for the lead and dropped 50% of his car into the grass. At over 170. LEGEND. And this was only 5 hours into a 24 hour race, reiterating the point of flat-out all-out for 24 hours. Absolutely fantastic racing.

I’ll miss the big BMW M8 from Le Mans next year. Unless the US-based Rahal IMSA BMW team comes to Le Mans next year, this was the end of BMW at Le Mans for the foreseeable future. Hopefully the Americans come out to play, as it’s a real shame for the WEC series to lose both the factory BMW and Ford teams in GTE. Luckily, IMSA still has a full-force GTE field still. The GT3 racing might be best though when it comes to variety at the ‘Ring and the Blancpain Endurance Series: Porsche, BMW, Mercedes, Aston Martin, Ferrari, Lamborghini, Audi, McLaren, Bentley, Nissan, Glickenhaus, am I missing someone? Astounding number of manufacturers, all going for it at the Green Hell.

I love endurance racing. I remember my first Le Mans in 2005, I tried to stay up the whole race, but kid metabolism defeated me. Each year I’ve done my best to watch as much as possible, missing maybe 30 minutes at most. If you’ve never watched either, I highly encourage you to give both races a watch next year. Make an event out of it, drink beers and barbecue with your mates while watching it. The unbridled enthusiasm in the teams and fans at each race is something else and absolutely bleeds through the tv screen. I hope to be among those same passionate fans one day trackside myself. I’m already ready for the next N24 and LM24. 11 months is too long…

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There’s a New 1-Series, And It’s Front-Wheel-Drive

Tell Me About it

So if you haven’t heard, BMW has just released details on the all-new 1-series. Enthusiasts, prepare to be disappointed, because it’s mostly front-wheel drive. Shocked? You shouldn’t be. There has been talk of the next 1-series being FWD for several years, and now it’s finally here. But honestly, front-wheel drive? Who cares.

What’s That You Say?!?

You heard me. Who cares if it’s front-wheel drive. It’s not the first BMW that drives the front wheels. The 2016 X1 debuted on a modified Mini platform that was primarily front-wheel drive with AWD optional. And you know what? The car drove great, still does, in fact. The X1 has topped Car and Driver comparison tests even. The X1 spawned the sportier X2, which might be a confused style statement (it does look rather good in the right spec, but lacks any practicality associated with an SUV), but nonetheless is a surprisingly good car to drive with proper BMW DNA inside.

Furthermore, front-wheel drive can be fun. The Ford Fiesta ST is a fabulous driver’s car and it’s “wrong-way-drive.” The Golf GTi remains a perennial favorite, as well. So given that BMW has made a front-wheel drive SUV decent to steer, I’m sure they are more than capable of infusing some pizzazz into a small hatchback.

And also, the 1-series will be cheaper for it, making it more attainable to those who have not been able to afford to get into a Roundel-badged car. before.

It’s Also AWD

Like the X1 and X2, which are FWD to start with, there will be an all-wheel drive option. So yes, if you really don’t want FWD and a dose of torque steer, there is a car for you. However, unlike the Focus RS, I doubt there will be a ‘drift mode.’ See below though for the real B-road hunter though…

An M135i?

Yes. AWD, and over 300 horsepower. Sounds fun, no? I will miss the outgoing M140i and it’s prior, the M135i. Rear-wheel drive, turbocharged six-cylinders (the new 1-series will be 3 and 4-cylinder engines only), and a standard manual transmission. All that, but in a highly practical, attractive hatchback shape. Okay, it was slightly awkward in some angles, just as the Z3 coupe was, but a seriously cool car to those in the know. Seeing an Estoril Blue example in Scotland once warranted a well-deserved 5 minute walk around to indulge in this crazy curiosity from across the pond. The USA only got the coupe version, the 2-series. Why more Americans don’t like hatchbacks and estate cars is beyond me. They’re cool! And Practical!

It’s Not Even Coming Here

Yes, for us in the United States, currently plans do not appear for the new 2020 1-series to be sold in the United States. Why could that be? BMW has hired enough researchers to determine the demand would be too little, surely. America has never embraced the hatchback quite like Europe. Though, why are Golfs, Focuses, and Fiestas so dang popular?

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BMW Just Unveiled Its 2020 X1

Making cars in 2020 is a little bit like Goldilocks when you’re one of the German Big Three. Nothing can be too hot or too cold, so you end up with 32 flavors of car.

That’s actually an understatement if you can believe it, Mercedes and BMW each offer 14 distinct model lines with a bevy of trim levels under each.

Making cars in 2020 is a little bit like Goldilocks when you’re one of the German Big Three. Nothing can be too hot or too cold, so you end up with 32 flavors of car.

That’s actually an understatement if you can believe it, Mercedes and BMW each offer 14 distinct model lines with a bevy of trim levels under each.

The X1 is the inevitable product of this niche obsession, but it’s not the most awkward stepchild of the BMW line. As a compact crossover, the X1 is becoming part of the “new normal.”

It offers car buyers who need a little more provenance than a Toyota C-HR or Subaru Crosstrek an upmarket solution. For 2020, it gets a tidy facelift, new features and alternative power.

Smiles for Miles

In keeping with the design language BMW has used across it’s X brand, the smallish crossover gets a bold and broad new kidney grill design.

The taller grille is not so overwhelming as in the larger X5 and X7 SUVs, and is complimented by a redesigned set of LED headlamps and more defined front fascia with chrome trim and new integrated driving lamps nestled into the front airdam.

The plastic surgery continues out back, where new L-shaped taillights differentiate your new X1 from older models. There are slightly larger exhaust outlets and a revised aero package for the M Sport trim package, which includes side skirts, wheel arch trim and some modest ground effects back on the car’s chin.

For 2020 you’re able to specify your X1 in three new hues, Storm Bay metallic, which is like a fancy grey, Misano Blue metallic and Jucaro Beige. So they haven’t exactly gone bonkers with the MOPAR Plum Crazy Purple paint gun. Wheel selection for the X1 expands to include a new Y-spoke design available in 18 or 19 inch sizes.

On the inside, a larger display helps you keep up with the Jones’s and there’s a now a rich Dakota leather interior that comes matched to dash and door handle trim. Perhaps the most meaningful if not the most exciting change is an updated version of the time-tested ZF eight speed automatic transmission that now ships with the X1.

X1 Goes Earthy

BMW has been no slowpoke when it comes to getting on board the transition to hybrid and electric cars. The Bavarian company plans to offer electric or hybrid options across the model range in the near future and for the X1, that future is 2020.

The X1 xDrive 25Le will hit the world market next year, adding a hybrid to the diesel option that has been available since the crossover’s introduction in international markets.

BMW claims that with electrification, the X1’s hybrid system achieves 141.2 mpg, which is more than you could ever hope to achieve with an oil-burner or traditional gasoline engine, even with the latest and greatest technologies.

An all-electric mode allows the X1 about 30 miles of range on battery alone, which might be helpful for jaunts around town and will be required to make the care salable in parts of Europe where such a mode is required.

It’s not clear yet whether we’ll see the hybrid 25Le come to the US, however with the X1 confidently earning the top selling spot in BMW’s SUV (SAV, XUV, what is this thing?) line, it would be no surprise to see some variant of this powertrain arrive on US shores within a few years time.