BMW unveils 7 Series ActiveHybrid

BMW has announced that it will be offering a hybrid version of its 7 Series luxury saloon. 

BMW dubs the first hybrid to be offered by the company 'ActiveHybrid', BMW's technology the next step along its EfficientDynamics path.

Due to be unveiled at the Paris motor show, the hybrid 7 Series uses an electric motor in conjunction with a twin-turbocharged 4.4-litre V8 petrol engine. 

The petrol engine delivers 407bhp and 442lb.ft of torque, while the electric motor offers a more modest 20bhp and 155lb.ft of torque. 

Unlike other hybrids the 7 Series ActiveHybrid isn't expected to be capable of running on pure electric power; instead the electric motor adds boost to the drivetrain when accelerating to reduce fuel consumption. 

The addition of the electric motor should see economy gains of up to 15% over the conventionally-powered 750i upon which the ActiveHybrid is based. 

The BMW 7 Series hybrid will compete head on with Mercedes' recently announced S 400 BlueHybrid and the Lexus LS600h, such choice in the luxury market underlining that even wealthy captains of business and industry have an environmental conscience.

Sales for the new 7 Series ActiveHybrid are expected to start late in 2009.

Paris concept: BMW X1 'SAV'

BMW offers a view into a future X model in Paris with its Concept X1, the new BMW a compact premium SUV that opens up X ownership to a far wider audience.

What's all the fuss about?

BMW's X cars have been a phenomenal success for the company, so it's hardly surprising that BMW is intending to extend the X family even further. This 'concept' model demonstrates just how an entry-level X car would fit into the range. Compact dimensions, smart looks with all the BMW styling hallmarks and X robustness make the BMW X1 one of the most interesting concepts on display in Paris. 

Any new technology?

BMW is remaining pretty tight-lipped about the X1 Concept, but it is certain that any production version would feature BMW's acclaimed xDrive. It is the four-wheel drive system that's responsible for the excellent driving dynamics of all of the existing X cars. Given BMW's current environmental push expect the eventual production model to come with BMW's fuel economy improving EfficientDynamics. The engine line up will largely follow that of the 1 Series hatchback range, so four- rather than six-cylinder engines should make up the majority of the range - with a few exceptions for the flagship models. 

Will it ever see the light of day?

The X1 is a production certainty, BMW saying it will have a model wearing the X1 badge in its showrooms within the next 12 months. Rival 4x4 makers are likely to be shaking at the prospect of that, as BMW is likely to clean up with this new model when it arrives.

BMW 320d Coupe, Style with a conscience

The smooth, four-cylinder turbodiesel engine in the 320d Coupé is the same as that found in the saloon and Touring variants of the ubiquitous 3 Series, but the sleek two-door version seems the least likely to be green. It's difficult not to sound too swooning here, but the 320d Coupé has it all: style, pace, sharp dynamics, good fuel economy (near 60mpg) - and now even lower road tax.

The 320d will find itself in band D next year, making the jump from band C this year and saving £30 by 2010. Mark that as yet another victory for BMW's EfficientDynamics programme (along with the MINI Cooper D). With 139g/km of CO2, the Audi TT TDI is another winner in the sports coupé category with a £10 drop in VED on the cards, and while its performance is similar, it can't match the Beemer for practicality. 

BMW's 2.0-litre diesel unit can also be found in the 1 Series, 5 Series and X3 too, though in the latter it emits more CO2 and doesn't reap the tax benefit of other versions.

A four-door BMW M3

Introduction

Want a BMW M3 but need more than two doors? BMW offers its potent 4.0-litre V8 engined supercar chaser in more sober-suited saloon guise to create the perfect stealth performance car.

What are its rivals?

There are only a handful of cars that you can line up alongside the BMW M3 saloon as genuine direct rivals. The most obvious is the Mercedes-Benz C 63 AMG and the slightly leftfield - and significantly cheaper - Vauxhall VXR8. Both these four-door super saloons feature big capacity V8 engines under their heavily sculpted bonnets and plenty of power. And that is exactly what the M3 offers too. In the BMW you get a 4.0-litre V8 engine with an ample 414bhp on tap, enough to enable it to reach 62mph in just 4.9 seconds and onto an electronically limited 155mph. Audi will return with an M3 rival soon in the form of a new RS4 model, but until then your choice of silly power V8-engined compact saloons is limited to just three.

How does it drive?

The biggest compliment to the M3 saloon is that it drives exactly the same as its coupé relative. Indeed, if anything it's perhaps a bit more enjoyable thanks to its stealthier looks. There's no attention-grabbing carbon fibre roof in the saloon. That might mean the centre of gravity is a touch higher than in the coupé, but if you're sensitive to tiny details like that behind the wheel you should be a manufacturer's test driver or take up motorsport. F1 perhaps.

With 414bhp on tap, the M3 is never anything less than rapid. The V8 engine is a seriously impressive unit. It is high-revving and sounds fantastic when it's reaching for its lofty 8,500rpm redline. Given the headline bhp figure, the 295lb.ft of torque this engine produces seems a bit meagre, but few will find complaint with its low-rev urgency. Learn to drive it in the upper, manic, reaches of its wide spread of revs and the M3 saloon is sensationally fast. The ride - so long as you don't mess around with the damper settings - is firm without being overly compromised and the steering decently weighty if lacking a bit in feel. Like its M5 and M6 relatives there's an M button that can be programmed to your favourite settings for the electronic stability system, throttle sensitivity, M differential and suspension. Take some time to set it to your preferred selections and one press of the button is all it takes to turn the civilised saloon into a far more entertaining, involving driving tool.

What's impressive?

That M button really defines the dual-natured aspect of the M3 saloon. You could take the kids to school in it with everything set to its softest, safest setting then take the back road home or to the office and arrive grinning manically. It's as practical as any 3 Series saloon, which means a decent-sized boot and more useable rear seats than in the coupé. At under £49,000 it's way cheaper than the supercars its performance rivals. 

Wickedly fast when you want it to be, the M3 saloon is a hugely entertaining drive and the engine rewards not just with scintillating performance but also a rousing soundtrack. Being the saloon, this M3 does without the coupé's rather attention-grabbing carbon fibre roof so it's more discreet for those liking their performance cars a touch less obvious. The ride when the dampers are on their softest setting is impressive - though you do have to pay to have the selectable dampers, as they're an option.

What's not?

This is a near £50,000 car, so the omission of kit like Bluetooth communication and a USB connection for MP3 players from the standard equipment list is pretty unforgivable. Space in the back isn't brilliant either, rear legroom tight for passengers and although the boot is a decent size the opening is rather narrow. The interior, even with a smattering of M badging doesn't feel that special given the M3's price tag.

We'd always have the manual gearbox over the self-shifter even if it means sometimes jerky slow-speed progress - the clutch and manual gearbox is only really smooth when you're pushing it hard. Of all the complaints levelled at the M3 though there are two that stand out: to really enjoy it you need to be travelling ridiculously quickly thanks to sky high limits of adhesion, traction and the need to be in the engine's upper rev range. Secondly, it likes a drink. The V8 engine absolutely guzzles down super unleaded fuel. Figure on high teens (mpg) in daily driving and much less if you're prone to exploring those addictive and necessary upper reaches of the sonorous V8's rev range.

Should I buy one?

Of the M3 range the saloon appeals the most thanks to its slightly less overt looks and still sensational performance. We only wish that BMW would offer it as an estate too to join the saloon, cabriolet and coupé models. If you want a fast BMW 3 Series saloon it ticks every box, though many will find the more rounded performance of a 335d saloon far more accessible - and the fuel bills significantly more acceptable.

BMW pays for itself

BMW drivers now have even more reason to wave their car keys about in public. The German maker is working on a revolutionary device that will pay for things like petrol and parking via a tiny chip in the key, linked to the owner's bank account. Petrol pumps and parking meters will be fitted with electronic readers that will take payment automatically when the key is waved in front of them.

The device will save owners time and effort by eliminating the need to queue at petrol stations and find change for parking meters. It could be rolled out further afield, too, with toll booths and train station or airport car parks adopting the system. Public transport users could even adopt it to pay for bus and train journeys.

Raymond Freymann, MD of BMW Group Research and Technology, said: “We are doing research in enhancing the capabilities of the car key into one smart device for access, payment and service that will simplify the lives of BMW car drivers in the future.”

However, it is feared that the system will encourage an increase in car key theft because the system does not require any pin code at present - although BMW claims keys can be 'cancelled' quickly in the same way a stolen credit card can. The key has already been given the thumbs up by the German Federal Office of Information Security - which means it should keep users' bank details as safe as a credit card does. 

The clever new key, which was co-developed with Dutch firm NXP Semiconductors, was revealed at a Paris trade show, and looks just like the current 7 Series key with two small antennas on top. It works “in a very similar way to the Oyster card used on public transport in London,” according to an NXP spokesman.

Most frugal BMW yet goes on sale

BMW's venerable EfficientDynamics programme is allowing the German maker to sink to new lows for 2009, as it unveils the 116d. The newcomer emits less CO2 than any car that's ever worn the blue and white propeller.

It also sups less fuel per mile, making it even more efficient than the current World Green Car of the Year, the BMW 118d, it's very own brother. The stats are thus: 64.2mpg, 118g/km, 116bhp and 192lb.ft of torque. The 2.0-litre diesel engine will propel the car to 62mph from standstill in 10.2 seconds and go on to a not-so-green 125mph, all the while wearing a tax disc worth just £35.

Set to hit showrooms in March this year, the 116d will cost £17,605 for the three-door model, with a £530 premium for an extra pair of doors. A newly-announced 'Sport' trim level is also available on the new car, which adds among other things bigger alloys, sport seats and front fog lights.

BMW Z4 Open

ON THE ROAD

Performance 
Power comes from a four-cylinder 2.0-litre engine producing 150bhp, or one of four six-cylinder engines. There's a 2.5-litre unit which is offered with 177 and 218bhp outputs, a 265bhp 3.0-litre motor, or the flagship 343bhp unit from the M3 for the Z4 M model. All pull well, so the choice is between brisk, outright fast and positively brutal.  

Ride & handling 
The Z4's excellent body control and ample grip put it right up with the best-handling cars in this class. Quick, informative steering adds to the fun, while the stiff body resists shudder over poor surfaces well. The trade-off for the Z4's taut feel is a firm ride, with the optional Sports suspension being particularly unforgiving. 

Refinement 
The six-cylinder engines in the Z4 are superbly refined, with an appealing snarl under hard acceleration. There is some wind noise when you have the roof up, but it's not a problem, and wind deflectors prevent too much disturbance with it down.

OWNERSHIP

Buying & owning 
The Z4 is competitively priced when compared with rivals such as the Mercedes SLK and Porsche Boxster, and the smaller engines in the range make it more accessible. The six-cylinder versions aren't cheap to run, but the Z4 holds its value well.  

Quality & reliability 
The Z4's classy-looking cabin is well built from first-class materials and looks as though it will stand the test of time, while the engines shouldn't give any problems. 

Safety & security 

All Z4s come with aids to guard against an accident happening - electronic stability system curbs unruly behaviour through corners. Twin front and side airbags are standard, while metal hoops behind the seats protect occupants if the car should roll. Like any soft-top, the fabric roof is more vulnerable than a hard-top to thieves; all models have an alarm and immobiliser fitted to help deter them.

IN THE CABIN

Behind the wheel 
The Z4 has a low-slung driving position that provides a sporty feel. The simple dash layout is aimed at ease of use and works well, while the seats provide plenty of support and the steering wheel adjusts for both height and reach. Full electronic seat adjustment is available in the 3.0-litre model. The top drops in just 10sec at the touch of a button. The glass rear screen gives much better visibility than a plastic window.  

Space & practicality 
The Z4 seats two people only, but there's decent room for both occupants. That said, the door trim can impinge on the driver’s leg space. At the rear, there is a reasonably practical boot that is able to accommodate enough luggage for you to enjoy a weekend away. 

Equipment 
All models are well equipped, with air-conditioning, a CD player, alloy wheels and an electric roof standard across the range. However, the roof in SE-trimmed cars and above is fully electric, whereas the standard car has a manual retainer clip. Sport trim brings leather upholstery, larger alloy wheels and stiffer suspension.

BMW 5 Series - women's view

BMWs latest 5 Series still rules the roost in the executive sector and its as appealing for women as for men, says June Neary

Youd have expected the BMW 5 Series to have been toppled from its throne in the executive sector by now. Yet it continues to rule the roost the more so with the introduction of the latest generation version. And that styling? Well, its growing on me, I have to say. Burkhard Goschel, the Munich companys head of research and development said that "the days of lookalike BMWs are over from now on each volume model will display its own unmistakable personality." I wouldnt argue with him on that one. This is in contrast to Audi and Mercedes whose models appear increasingly homogeneous. Though its all a bit teutonic for me, I cant help being attracted by its continuing blend of speed, handling and sheer quality.

As usual with 5 Series models, theres a two-way choice of bodystyles saloon and Touring estate. Measuring 4.48m in length, the 535d 5 Series Touring model I tried is a good deal longer than the car it replaced as well as marginally wider and higher. Theres 3cm more shoulder room and 4. 

5cms of additional rear passenger knee room as a result with increased headroom for all occupants. Whats more, load capacity has been raised to 535 litres with the 60/40 split folding rear seats in place and a hefty 1,650 litres with the seats folded down an increase of 125 litres over the old car. The latest model features a split bootlid with the rear window opening separately for the easy loading of small items. Customers can also opt for a fully automatic tailgate operation with a press on the key fob opening the hatch and simultaneously retracting the boot load cover. 

Neat. Theres a lockable floor panel that conceals a 35-litre area for the spare wheel and tyre, but if run-flat tyres are chosen, this is converted to additional storage space for valuables. I liked the little touches too. The way for example, that there's no need to move the seat cushion, lift out the rear head restraints or fiddle with the rear seatbelts when folding down the rear seat. The way that the retractable luggage cover slots in behind the front seats when you're not using it. And of course that natty back screen, which opens separately, so that you can throw in a coat or a sports bag without lifting the rear tailgate. The tailgate itself is easy to use too; when closing, you can let it fall gently onto the latch and watch an electric motor click it into place. One clever option is a rear floor which slides two feet out of the car on beautifully engineered roller bearings, takes up to 170lbs of cargo, then slides in again. 

The controversial iDrive control system is carried into this car from the larger 7 Series. However, this version is notably easier to use than the 7-series system and is backed up by more conventional knobs and switches on the fascia. There are also programmable favourites buttons to make key features more accessible. The fiddly electronic handbrake system used by its big brother has also been replaced, in this instance by a conventional manual one. 

A wide range of engines are available in the mainstream line up, the 190bhp 523i, the 218bhp 525i, the 272bhp 530i, the 306bhp 540i and the 367bhp 550i. Then theres the 177bhp 520d, the 197bhp 525d, the 235bhp 530d and the 286bhp 535d. That only leaves the mind-boggling M5 with its 507bhp V10 engine. Read the figures and weep in abject terror 520Nm of torque, 0-62mph in 4. 

7s, 0-124mph in 15s and a derestricted 205mph top speed. That is some car. In the 535d I was driving, sixty is just 6.4s away en route to a maximum of around 155mph. 

Yet fuel consumption is excellent (expect to average around 35mpg). These are figures good enough to make you wonder why people pay the considerable premium to own the larger-petrol engined variants. Each to his own company bank account.

It depends on how you look at it. BMW is asking a lot of money but then, youll get much of it back when you come to sell. Amongst the opposition, Audis A6 is slightly cheaper while Mercedes E-class will cost you slightly more.

The 5 Series will always find room in my drive. The price tag is self-indulgent, yes, but you get what you pay for. It was ever thus.

BMW 5 Series Range : FIVE STAR TREATMENT

Just as the E60 generation of the 5 Series starts to get a bit easier on the eye, BMW has gone and updated it. Andy Enright reports

Hindsight is a perk not afforded to road testers. When BMWs E60 generation 5 Series was launched in 2003, and Ill level with you here, most of us thought it was way too radical to succeed. It looked like nothing else on sale and many commentators thought that the flame-surfaced styling and jarring lines just flat didnt work. Fast forward three years and its hard to think of another executive car that looks better. 

The Audi A6 and the Mercedes E-Class certainly dont rival the 5 Series in the styling department. Perhaps Chris Bangle, the man behind this design language, was right. He certainly took the flack well from a largely conservative press.

It turns out we were wrong to scoff at his penmanship. After a faltering start, 5 Series sales lit the burners and took off, 2006 marking a record year with 19,600 cars sold. Recently, theres been a visual tweak to the range, improvements to the engines and the introduction of a Touring version of the M5 to keep things ticking over. In most classes of car, the gap between the best and the next best isnt actually that great. 

Not here. If youre a serious driver, the BMW 5 Series takes all of its key rivals out back and gives them a good shoeing. Mercedes E-Class? Too soft. Audi A6? Too big and too vague. 

Jaguar S-TYPE? Poor consistency of control weights. Lexus GS? Next! Taken in isolation, any of these cars would seem like a good steer. Drive one back to back with a 5 Series and you see where the expertise lies in the chassis development, where BMW has leaned on its competition heritage, where those weeks pounding round the Nurburgring have paid dividends. BMW has introduced a regenerative braking system that uses the engine deceleration under braking to charge the battery. 

This means that the alternator has less to do in normal driving conditions which, in turn, means a reduction in fuel consumption and emissions of around 7 per cent. All nine engines in the 5 Series range have been revised to offer better power and economy, while a revised six-speed auto box has also been introduced. Buyers of 550i, 540i, 530i, 535d and 530d models can opt for the Automatic Sports Transmission which has wheel-mounted paddles for even sharper changes.

"Despite its high-tech touches, theres something refreshingly old-school about the BMW 5 Series"

The once radical shape of the 5 Series has now matured nicely into a discreet but smart piece of design. In a bid to keep things fresh, BMW has made a few small changes to the latest car. At the front, the headlights and indicators are now clear glass while the kidney grille sits flush with the bumper. The air duct in the rear valance has been revised while the side sill gets an additional contour line and horizontal LEDs are used in the rear light cluster. 

Inside, the door panels and window switches have been redesigned and theres now eight freely programmable favourites buttons on the dashboard so that drivers dont have to use the infernal iDrive control system quite so much. Theres also an optional Lane Departure warning system offered. The 5 Series remains a big but not bulky car. The saloon gets decent space up front with slightly below average rear leg room and a 520-litre boot. 

Measuring 4.48m in length, the Touring estate features a 535-litre load capacity with the 60/40 split folding rear seats in place and a hefty 1,650 litres with the seats folded down. Theres also a split bootlid with the rear window opening separately for the easy loading of small items. Customers can also opt for a fully-automatic tailgate operation with a press on the key fob opening the hatch and simultaneously retracting the boot load cover. 

The basic model line up doesnt look a whole lot different these days but there are subtle improvements right across the range. Power outputs have been teased upwards, examples being the 523i that now makes 190bhp (up 13bhp on its predecessor), the 535d which is now good for 286bhp (up 14bhp), the 525d thats now packing 197bhp (up a hefty 20bhp) and the 520d that now offers 177bhp (up from 163bhp). Prices start at just under £28,000 for the 520d SE and head north in the mainstream range to just over £50,000 for the 550i M Sport Touring. Mainstream isnt enough for some customers, however, and theyll want the M treatment. 

The M5 saloon is still for sale but its now augmented by the 507bhp M5 Touring estate, priced at £68,495. This model can even be specified with the BMW Individual High End Audio system that features sixteen speakers which handle the eardrum-perforating 825 watt capacity. As youd expect with such a varied model range, cost of ownership is really what you make of it. Nobody buys a 4. 

8-litre eight-cylinder BMW 550i and expects it to be inexpensive to run but economy has improved across the board with even this 367bhp behemoth averaging 25.9mpg (up by two per cent). Opt for something like a 525d and youre buying a car that knocks on the door of 200bhp, will average over 45mpg and depreciates only marginally slower than gold bullion. The big petrol-engined (non-M) 5 Series models suffer heavier depreciation than the diesels. 

Try 52 per cent after three years for the 535d versus 39 per cent for the 540i. One thing to watch for is the temptation to blow big money on options, skewing these figures somewhat. The dynamic appeal of the 5 Series is, however, reflected in the insurance valuations and even a relatively modest 523i gets saddled with a Group 17 rating, two groups higher than a broadly comparable Saab 9-5. Opt for an M5 and youre looking at Group 20 insurance commensurate with its supercar-slaying performance. 

At 167 pence per mile, the ability to hunt down Ferraris and Lamborghinis while seating five, nevertheless represents rather good value. The 5 Series remains a very good car, quite rightly the go-to choice in this market sector for the keen driver. There are still factors that will put some off. The styling doesnt suit the more conservative palate, the iDrive infotainment system is infuriatingly obstreperous and the appeal of the BMW is a little macho for some. 

Look beyond these issues and theres a very complete car with a model range that offers true breadth and depth. Aside from the jaw-dropping M5, its the diesel models which draw most plaudits and the 535d is, and I dont use this term lightly, a work of genius. Even the entry-level diesel, the 520d, has enough about it to set that brilliant chassis alive. Despite its high-tech touches, theres something refreshingly old-school about the BMW 5 Series. 

Maybe its the reliance on the classic front engine, rear drive layout or the reliance on driving enjoyment selling the car. Whatever it is, we like it.

BMW 5 Series Gran Turismo, On sale sooner than you think

BMW isn't afraid of inventing new niches and that's exactly what this Geneva-bound concept will do. Part saloon, part hatchback, part SUV and part estate BMW refers to this 5 Series proportioned machine as the Progressive Activity Sedan. There's no denying it's got something of the look of BMW's existing genre-defying X6 about it, without the lofty ride height. 

Quite who the 5 Series Gran Turismo Concept is aimed at is anyone's guess, though if you've more than two children then it's not for you, as it only offers seating for four. The variable boot is accessed by one of two means, the two-piece tailgate offering either a full hatchback opening or a saloon-like bootlid - much like Skoda's Twindoor opening on its Superb. Production cars will feature BMW's latest engine line-up, including its acclaimed six-cylinder turbodiesels. Certain to be rear-wheel drive only in the UK, BMW's XDrive four-wheel drive system is likely on the continent when this concept turns into reality.

BMW 1 Series Convertible

ON THE ROAD

Performance 
The engine range majors on petrol power. The 118i and 120i have 2.0-litre units, with 141 and 168bhp respectively. The 125i and 135i have 3.0-litre six-cylinder engines, but where the 125i has 215bhp, the 135i’s twin turbochargers give a blistering 302bhp. The two smallest petrol versions are sluggish, but the others pull strongly. Initially, the only diesel option is the 175bhp 120d.  

Ride & handling 
In the conversion from coupe to convertible the 1 Series has lost a little sharpness, but few drop-tops at this price are as much fun to drive. Crucially, the body is stiff, so the steering remains precise and informative and the handling is grippy and well balanced. The ride is well controlled and generally comfortable, but the run-flat tyres thump over sharp bumps.

Refinement 

The 1 Series has a folding fabric roof, whereas many of its rivals have a metal one. It’s impressively refined nonetheless. There’s some wind noise at speed, but road and suspension noise are subdued and the engines are particularly smooth and quiet. The major controls work with well oiled precision and the Auto Start-Stop system on four-cylinder models is seamless.

OWNERSHIP

Buying & owning 
Prices are high for such a compact car, but BMW convertibles hold their value well. Fuel economy and CO2 emissions are competitive across the range, but six-cylinder models won’t be cheap to run. The 120d, on the other hand, makes lots of financial sense, with average fuel economy of 55.4mpg and CO2 emissions of just 134g km.  

Quality & reliability 
Inside, familiar BMW architecture confronts the driver. The clearly marked instruments and tactile buttons, stalks and switches all have the same quality feel of more expensive models from BMW's portfolio. Some of the plastics aren’t as appealing as its pricier models, but the overall ambience is classy and BMW’s recent reliability record is good. 

Safety & security 

Like every BMW, the 1 Series has stability control and the latest electronic braking aids as standard. The Convertible has front airbags and side airbags that cover the body and heads of those inside. Metal bars pop up from behind the back seats to give protection if the car starts to roll. Deadlocks help to deter thieves, but the fabric roof is more vulnerable than a metal one.

IN THE CABIN

Behind the wheel 
The 1 Series’ driver’s seat is a good place to be, with a simple dash and an excellent driving position. Even the lankiest driver will be able to get comfy, thanks to a wide range of steering wheel and seating adjustment. If you don't specify electrically adjustable seats, however, you'll need to pull on levers and shift your weight to adjust their height and angle.  

Space & practicality 
There’s plenty of space up front, but BMW’s claim that the 1 Series Convertible is a genuine four-seater is optimistic; rear legroom is tight and the steep backrest angle makes even short journeys uncomfortable. The roof folds down electrically in 22 seconds and, with it stowed, the 260-litre boot is big enough to hold your luggage for a weekend away. When it’s up, you can push the container that holds it out of the way to gain an extra 45 litres of space. 

Equipment 
The 1 Series isn’t short on kit. Entry-level ES versions have four electric windows, air-conditioning, alloy wheels, an MP3 input socket and automatic headlights and wipers. SE trim adds niceties like front fog lights, climate control, rear parking sensors and a multifunction steering wheel. M Sport trim includes a bodykit, larger alloys and lowered suspension.

BMW X3 2.0d

Previously untouchable in the premium compact SUV segment, the BMW X3 now finds itself with some impressive competition. Audi has the Q5 and coming over the hill, looking like a monster, is Mercedes’ GLK. Both are based on newer platforms than the X3 and offer serious, credible alternatives. Can BMW’s baby premium 4x4 still match up?
Isn’t the BMW X3 starting to feel a bit old now?

Would you believe the X3 only dates to 2004? Evolution has, however, left this BMW behind. Unlock or start the car and you immediately notice you’re using a metal key. Climb aboard and there’s no iDrive – though some may see that as a blessing – while all the main dials and switchgear are shared with the Z4 and look dated. 

Room in the back is a little tight but the seats are firm and comfortable and the boot big. Granted it’s not up to BMW’s latest standards, but it’s still a premium cabin.
What about on the road?

The X3 is very much the Mini-Me X5. Firm, driver-focused ride; car-like handling; commanding driving position. And in 2.0-litre turbodiesel form, it’s the real-world compromise with 174bhp, 258lb ft and 42.2mpg. 

We’ve been hugely impressed with this engine in the 320d saloon, where it's punchy, hugely refined, frugal. But here it doesn’t translate quite so well. At 1825kg, the X3 weighs 230kg more than its 3-series Touring counterpart, so the engine labours and thrashes much more noticeably under load and feels blunted too. 

Drive it after experiencing most diesels and you’ll still come away hugely impressed and it is good – but the X3 doesn’t showcase this powerplant at its best.

The steering is direct if a little artificial, and the seats comfortable. But is it really necessary to have such driver-focused handling for a 4x4? The Nissan Qashqai strikes a better balance here, being far more compliant over bumps – as does the Volkswagen Touareg. Even the bigger Touareg 2.5-litre diesel costs just £305 more.
Is the new Audi Q5 or Mercedes GLK better than the X3?

Match the three up and while the X3 instantly appears as the OAP, it’s still decent to drive, plus that badge carries a lot of cachet. Add in BMW’s Efficient Dynamics tech (decoupling alternator and active aero, but no stop/start in this auto guise) and the X3 will best both rivals. 

Be it a manual (43.5mpg and 172g/km CO2) or auto (42.2 and 178), the older BMW beats the only four-cylinder diesel GLK 220 CDI (a paltry 40.9mpg). The 2.0-litre Audi Q5 manages 42.1mpg and puffs out 175g/km in manual form – the seven-speed DSG will be available later.

But do buyers of these German 4x4s care about a few paltry grams or gallons? Both the Audi and Merc are bigger, brasher and flashier. That’s what counts in this market.
Verdict

The X3 is still a good package, but drive it back-to-back with the 3-series saloon and Touring and you soon question what exactly the X3 offers that the 320d doesn’t. And if you really need a 4x4, some rivals do the genre more justice.

BMW 750iL (2009) review

This is the BMW 7-series for people who think a 740i is a bit slack. And also for people who think the 740i is a bit too short. If you happen to be a chauffeur or a chauffeur’s employer the prospect of 140 extra millimetres of legroom in the back is no doubt deal-breakingly exciting, but for the rest of us there isn’t very much wrong with the standard 5072mm version. We’ll wager you wouldn’t get out of the latter after a long journey whinging about cramp.

And those extra millimetres don’t come cheap, either. The 750i already retails at a gulp-inducing £65,045, but if you play the long game you’ll be scratching around for an extra £2885 – that’s £20.61 per millimetre. 
What about this twin-turbo engine in the BMW 750iL – as good as they say?

Oh yes, it’s a corker, and the packaging is simply amazing. They’ve shoehorned both the turbos and the catalyst into the gap between the two banks of cylinders, making the whole lump much more compact. Obviously this is of limited value in an engine bay the size of Aberystwyth, but it will have a big impact on future models. And there’s a second purpose – the shape of the engine makes for more efficient breathing, leading to better performance.
So, is it quick?

The 62mph mark comes up in 5.2secs, so in that respect it’s got the Mercedes S500 and Audi A8 4.2FSI licked, and your chauffeur will top out at a limited 155mph on your autobahn commute. But the real meat of the engine is in its creamy mid-range, where the 442lb ft of torque keeps pumping all the way through the real-world driving zone, from 1750rpm on towards the 4500rpm mark. It never feels short of urge, despite the 2055kg it’s hauling (which is 35kg more than the short-arse version, incidentally).
It does sound a bit like there’s a ‘but’ coming…

Indeed. It all rather falls apart at the hands of the awful throttle and odd gearing. The fast pedal is so unforgiving you simply can’t modulate it, which gives rise to shockingly lumpy take-offs that will set the VIPs’ jewellery rattling. The first squeeze isn’t enough to get you off the line, so you press harder, and then break through suddenly to the floor like a skater arriving unexpectedly on a patch of thin ice. 


The six-speed auto box has been hailed by its makers as allowing for ‘quicker, more precise changes’, but I’m afraid it doesn’t feel like it. You spend far too long in what is surely too low a gear, and then seemingly morph into sixth once the revs have stacked up. Flick the lever into sequential and swap the cogs yourself and things are much improved, but surely, for a limousine, that’s not the show in town.
So, it’s not a sporty car, but does it handle?

Yes it does. The rear-wheels hook up with grand assurance, even when your skater’s right boot is flailing, and get within half a mile of an apex and you’re reminded what it is BMW can do – the barge feels balletic.
So, you like it, basically?

I do, despite the absurd over-egging of the electronics pudding, which continues to heap gadget upon gadget without any discernible improvement in your life. The reversing camera is always misted up, the windscreen takes an age to clear, iDrive is as maddening as ever and the electric handbrake is nowhere near as intuitive as Audi’s version of the same. But the steering is really tidy, the ride more svelte than any Beemer since runflats barged in, and the cabin is magically comfy.
And those looks?

It’s a little conservative perhaps, and lacks presence on the road, but after the screwed-up paper look of its predecessor this has to be a compliment. The 7-series has never needed to shout. This one whispers discreetly. Rather like a good chauffeur. 
Verdict

BMW's new Seven drives brilliantly, but potential customers are much more likely to be put off by the car's idiosyncrasies than be inspired to throw this 750iL into a bend. Best enjoyed from the back then.

BMW M5 (2011): the spy photo

CAR has just bagged spy photos of the new BMW M5 out on test in Germany with its predecessor. The next-generation hot 5-series will not use the current 5.0-litre V10, which can only survive in production until 2011 because of ever-tightening emissions regs. In its place, the new M5 will use a twin-turbo V8 tuned to produce more power than today's hot-shot Five.

The new BMW M5: the lowdown

The new 5-series is due in 2009, pointing to an M-powered version the following year. And the new M5 won't mess with a winning formula; it will still mix executive comfort with supercar-slaying performance.

How so? Well, the new twin-turbo 4.4-litre V8 is said to send around 540bhp to the rear wheels. It's the same engine seen in the X6, but with attention lavished on it by the experts at M Power's experts in their HQ in Garching near Munich.

Farewell the characterful V10, then...

Expect a slightly different character from the high-revving, naturally aspirated 5.0-litre V10 in today's E60 M5. With twin-turbo punch, the new M5 will have razor-sharp responses irrespective of where the tacho needle is pointing. But will it have character and excitement galore too? Here's hoping...
How do you know this is the new BMW M5?

Our sources confirm this is the M-powered Five. Which makes sense – it's clearly out on test alongside the current E60 M5 at the (cliched, but tried-and-tested) Nurburgring and the prototype sports quad exhausts, which are an M-car giveaway. Plus the size of the rims, those huge brake discs and the low ride height all point to this being the new M5.

While the regular 5-series models will gain plenty of Efficient Dynamics goodies to trim consumption and emissions, it's unclear at this stage if the BMW M5 will gain such green know-how. 

And what about the M5's gearbox?

Direct injection is likely, and the seven-speed twin-clutch box is the most likely transmission option. Today's E60 M5 does have a manual option, but only in North America. The way the market's going – with buyers flocking to paddle shifts in most territories – it seems that a semi-auto is more likely. We won't miss the jerky SMG automated manual one bit...

BMW M6 Convertible CAR review

What's this, an even more expensive BMW M6?

It certainly is. At £86,400 the convertible costs nearly £5k more than the regular M6 coupe. Yes, it’s a premium price, but BMW has done the sums and knows there is a customer base, typically 45-year-old males doing rather well for themselves. The UK’s 2006 allocation of 80 cars has already sold out, 150 cars will follow for 2007. Standard equipment on both coupe and convertible remains much the same with the howling V10, 7-speed auto, 19in wheels and same suspension – albeit with tweaked software to take account of an extra 220kg. Blame the weight penalty on losing the roof (the M6’s gorgeous carbon roof) and stiffening the bodyshell to compensate. 
An extra 220kg? That can’t do much for driving dynamics.

You’d be surprised. The convertible feels incredibly rigid, and there’s no evidence of scuttle shake, the one-time downfall of roofless BMWs. In fact, the rear-view mirror remains reassuringly wobble-free, even over poorly surfaced roads though the 19in wheels do clunk about at low speeds. Pile on the mph, and the M6 convertible feels incredibly sure-footed with only hooligan tactics unsticking it. The brakes, not always a BMW forté, take horrendous levels of abuse before fade sets in. The steering feels unnaturally light around town, but does provide a decent amount of resistance at higher speeds.
What’s the interior like?

Largely fantastic. The seats are both comfy and supportive, the ergonomics pretty much (see below) spot on and the leather work is first class – BMW has even developed leather that absorbs less heat than regular hide. Wind noise is impressively suppressed with the roof up and, with it down, you have to reach highly illegal speeds (watch them rack up on the head-up display) before buffeting becomes a problem. Clever stuff. However, the illuminated gearknob is hilariously tacky, and the gearlever surround looks very low rent. It’s not the easiest car to place on the road, either, which was especially apparent over parts of our narrow, twisty hill route. You sit quite low and the A-pillars swoop a long way forwards, creating a sizeable blind spot. 
Verdict

It’s hard not to be completely overwhelmed by this car. It looks fantastic, it’s amazingly crafted and the V10’s performance is out of this world, effortlessly shrugging off the convertible’s extra weight. It even handles. The problem is not with the M6 Convertible itself, but with how it fits into the grand scheme of things. We’d argue that such an aggressively sporting engine and transmission is at odds with the boulevard-cruising ambience of such a high-end convertible. Our advice? Either stick with the M6 coupe, or save nearly £30k and buy a 650Ci convertible.
Does the extra weight blunt performance?

Hardly. BMW claims near identical performance figures, the convertible storming to 62mph in 4.8sec (compared to the coupe’s 4.6sec) and both cars being prematurely stopped at 155mph by the electronic limiter. With 500bhp on tap, the extra weight slows the convertible like a light breeze slows a cheetah. For all but the supercar-driving elite, either M6 will completely re-align your perception of speed.
Does such a highly strung V10 suit a convertible?

Herein lies the quandary. We’d stick to the coupe for driving thrills, but would plump for a convertible that traded manic revs for lazier torque. It does sound amazing with the roof off, though. At idle the V10 clatters like a bowling ball in a tumble drier, but under acceleration the sound is one of delicately balanced components, rampant induction snorts on down changes and some pleasingly cacophonous claps of thunder on the overrun. The 5.0-litre spins relentlessly to the wrong side of 8000rpm before the incredible 7-speed auto sends an explosive charge (passengers nearly lift out of their seat, such is the force of the shift on a full-bore change) to the rear wheels. Amazing, but not necessarily what you’d bargain for in a grand tourer.

BMW 635d CAR review

A 635d? Hmm, potentially an interesting combo…

Indeed. Mating the excellent twin-turbo 3.0-litre diesel to BMW’s mildly-facelifted 6-Series Coupe and Cabriolet, creating (they say) the world’s first diesel GT 2+2, is something we’ve been anticipating with intrigue. The 282bhp unit has the same power as an ‘80s M 635 CSi, yet the 427lb ft of torque is over 10 percent up on the current M6. Oh, and it’s delivered between 1750 rather than 6100rpm. And 95 percent is yours at 1500rpm, too. As such, BMW promises near-instantaneous throttle response from the sequential turbo set-up, aided by a quick-fire auto (no semi-auto nonsense here). It’s also the world’s first 40.9mpg luxo-sports car. 
You’ve sold me on the figures but, as a petrolhead, I’m still to be convinced…

Try this. Cruise at 60mph, then tweak the throttle. Just a tweak, that’s all. Feel that? Instant response, linear as you like, with shove like no other 6 in normal use. With 62mph taking 6.3 seconds, this is a fast car – but all that torque means it’s real-world fast. It makes a mockery of all the flurried downchanges you need in an M6, and yet the other failing fast diesels can suffer – runaway, uncontrollable surge – is also metered. It’s like a very powerful petrol turbo (with similar response), and pretty additive to boot. Other than at tickover and near 4,000rpm, it doesn’t even sound dieselly: the straight-six vocals are throbby, bassy and very smooth.
It all sounds like diesel’s where it’s at…

BMW certainly thinks so. From the circa-2700 6-Series they sell each year in the UK, the 635d is quickly going to take around 60 percent of volumes; not bad, given that it’s starting from zero. That BMW is first to this sector and is already claiming such numbers suggests that others will have to soon follow. How appealing would a Jaguar XK with the 2.7 V6 or 3.6 V8 diesels be? Or a Mercedes SL 320 CDI? A 4.2 V8 TDI Audi R8 wouldn’t be without merit, either. Shame none are here, yet… 

Verdict

Diesel gives the 6-Series the focus it’s needed, and is both a quicker and more satisfying car than the M6 in the real world, if you don’t fancy giving Senna-qualifying-at-Monaco commitment levels. It sounds nice and barely clatters either, while snappy throttle response and linear delivery puts paid to those diesel downers, too. All this and 600 miles per tank? Suddenly the 6-Series seems a one-car range to us. And once BMW starts fitting its EfficientDynamics technology to six cylinder cars it'll be even better, too.

So the ‘DIESEL’ inscription on the fuel gauge doesn’t spoil the big coop, then?

If anything, it enhances it. The 6 has always been about brawn rather than Porsche-style delicacy; revving the petrol six has thus generally felt slightly disingenuous (though, courtesy of direct injection, a power boost to 272bhp means there may be slightly less need to do so now). The somewhat aloof and twirly steering of our Sport test car accentuated this, as did a leaden ride. No, the 635d encourages a classic, accurately measured ‘fast out’ style – don’t worry about the ‘slow in’ bit, such is the grip from the massive 19”s, but revel in how you can lean on the rear with a bold throttle input and surge towards the horizon like someone’s lit a fuse. 

What else have they done to the 6? 

The launch of the diesel coincides with a mild facelift, but you’ll have to look hard. Headlights now have 5-Series-style LED running lights, there are new bumpers front and rear and the controversial bootlid has been recontoured. You still look at it and think Ssangyong Rodius, though. Inside, the equally controversial iDrive has another software update for simplicity and style’s sake, and there are detail changes to the centre console, but the most obvious change is that new gearlever. Standard to all 635d, the ‘Sports’ automatic comes with steering wheel paddles too, and offers speedy changes of a perceptiveness almost unheard of from a conventional six-speeder – and that’s in standard mode, never mind Sport (which also makes the throttle and Servotronic steering action, err, sportier). Other tech such as night vision, steering-shaking lane departure warning and active cruise control complete the updates.

BMW 6-series (2011)

Has BMW become too timid? The next 6-series will follow the cautious evolution of the 7-series and our exclusive spy photos of the new 6-series Convertible prove that it's business as usual at Munich. 

It wasn't always going to be that way. BMW was at one point toying with seven different concepts: a four-seater coupé and cabriolet, a coupé-cabrio with retractable hard top, a slightly more compact two-seater Mercedes SL rival, a pillarless four-door coupé with rear suicide doors, a four-door four-seater Z6 coupé like the CS show car, and a three-door shooting brake. 

However, CAR has seen the latest cycle plan – and the only survivors are project numbers F12 and F13. That means a cautious but classic 2+2 coupé and soft-top derivative. Clever marketing or missed opportunity? Time will tell.

BMW 6-series: the inside story

Today's 6-series, which was facelifted 2007, is a solid success in the market place. At about 20,000 units per year, it eclipses the Mercedes SL and isn't far behind the segment leader, Porsche's 911. 

It's a big money spinner, too. The two-door sports car is basically a redesigned and repositioned 5-series and the product planners will do anything it takes to protect those fat profit margins. Which is why the new 6-series, revealed today as an early engineering prototype, won't usher in a culture shock design with Timothy Leary cutlines and Henry Moore surfaces. 

The new Six: what's new

Just like the new 7-series, the next 6-series is a gently reheated evolution of the first-generation styling philosophy. There will be no rabbit hatch bootlid, no crying-eyes headlamps, no jaw-dropping bumpers. To fix the slightly odd proportions, BMW designers will shorten the overhangs and extend the wheelbase by 80mm. 

Munich's designers will also shorten the nose by 40mm – no mean feat in view of the more stringent pedestrian protection regulations now throttling car stylists. The roofline will be lowered slightly, and the overall effect will – on the finished production car – produce a sportier and more aggressive stance.
A new BMW... I'm expecting hybrids!

You won't be disappointed. Fans of alternative propulsion will see a mild hybrid complete with active transmission (that's an electric motor sandwiched between engine and gearbox), supercaps (high-performance energy storage elements) and brake energy recuperation. Not frugal enough? Then sack off the new-fangled eco tech and plump for the 635d powered by the latest torque-basher, the 300bhp 3.0-litre turbodiesel.

Three petrol engines earmarked for F12/F13 are:

• Turbocharged 306bhp straight six
• New twin-turbo 408bhp V8
• The 507bhp V10 implanted into the M6

Thanks to the new twin-clutch gearbox, there will no longer be a manual option. 

Could there be a four-wheel drive Six? We used to rule it out, but Merc is readying 4wd versions of the new E-class Coupe and next-gen CL, so BMW could follow suit. 

BMW 6-series: the gadgets

Another new BMW, another slew of weight-gaining laziness enhancers. We're talking about heated head restraints, a power-operated wind deflector, active cruise control with brake-to-stop mode, VDC (variable damping control, which also includes adjustable springs), DPC (dynamic performance control, active rear differential) and TLC (tactile lane control via intermittent vibrations in the steering wheel). 

Not enough for you? Then how about improved night vision, an enhanced head-up display and an engine sound programming kit which lets you dial in your favourite throttle and exhaust music – from Bayreuth to the Nürburgring. Seriously.
BMW 6-series (2011): the design story

Although this will be a subtle upgrade, the 6-series v2.0 will have a few design flourishes of note. Expect new split taillights, fresh wraparound headlamp and indicator units, an even wider kidney and the characteristic belt crease which drops from bonnet to rear bumper level. 

The biggest detail improvement over the current car is the absence of ungainly B-posts, insiders claim. As a result, even the 6-series coupé boasts four fully retractable side windows, a feature which adds that coveted boulevard cruiser appeal.

Why have you scooped the new BMW 6-series Convertible first?

Good spot. We hear the convertible will this time be launched about six months before the 6-series coupé. The rationale? To make the most of the spring time sales boom in 2011. 

Sadly, prices for the new model will soar. Today a 650i soft-top currently undercuts the SL500 by £15,000 – but that gap will narrow with the new F12/F13 family. To justify the extra dough, the new Six will come with a more generous standard equipment along with an uprated interior. 

The new 2011 GT will be pitched as a driver's car par excellence, with bespoke instruments, a made-to-measure centre console and the joystick gear selector we know from the X5. Out goes the unloved SMG gearbox, replaced by a new Getrag-developed seven-speed dual-clutch paddleshift transmission.

BMW PAS: the weirdest 5-series yet

BMW will stir up a hornet's nest of controversy in 2009 when it launches the strange, niche-bending 5-series PAS. We don't yet know the full name of Munich's latest model, but we understand it will keep the 5-series badge and add a new moniker – like the Touring tag for BMW's estates.

What does PAS stand for? It's the working title of the new BMW 5-series spin-off and signifies this is the Progressive Activity Sedan. Read into that title what you will: CAR's view is that it mixes the best bits of saloons, estates and MPVs.
BMW PAS: Jack of all trades, master of none?

We're still struggling to see where the PAS fits in to BM's range, but we'll give Munich the benefit of the doubt until we see it. And this car will excel in many areas: those unusual proportions will afford a colossal amount of passenger space, the rear legroom said to exceed that available in the 7-series. Perfect for lanky basketball players, then.

And the PAS will mix in a high degree of practicality in other ways. It will be the first BMW to use a double-hinged boot like the Skoda Superb's, operating in saloon boot or hatchback modes.
How accurate is your artist's impression?

It's very close to the real car, according to those who've seen the PAS. It will identifiably be a part of the new 5-series family – we'll see the saloon and Touring variants in 2010 – so the PAS will be our first glimpse of the new 5-series design. 

Expect a modern look, with 7-series-style, eyebrow-lit headlamps and the latest iteration of BMW's kidney grille. The PAS is a taller, stretched Five with an elevated seating position, placing practicality over exec cool.

So the new BMW PAS is not an MPV?
Nope. BMW cancelled its plans for a 'space functional concept' and instead developed this more moderate PAS. There are elegant frameless doors and a split adjustable rear bench that – when folded – turns the PAS into a bigger load lugger than a 5-series Touring. There's no third row of seats, however, unlike Mercedes' equally strange R-class.

Insiders keep using the words 'space' and 'luxury' when describing the PAS, but we sense BMW has quite a job communicating the exact purpose of this newcomer...

And what's under the bonnet of the PAS?
This car is pure 5-series and highlights of the new range include:

• Longer wheelbase
• Circular daytime running lights
• Latest iDrive-centred interior package
• Joystick gear selector
• Twin-clutch transmissions and full autos
• Ten engines from 218bhp 2.5 six petrol
• Headlined by 408bhp twin-turbo V8

We expect to see many more clues about the PAS at a motor show in spring 2008, probably in concept car form first before the production version arrives next summer. 

We'll finally see if BMW has hit the bullseye with a clever new niche, or whether it's ploughing a lone furrow down a dead end.

BMW 5-series Touring (2010) spyshots

These are the very first picture of the new BMW 5-series Touring. Snapped testing in Germany, the new 5-series estate will boast BMW’s latest Efficient Dynamics technology, Concept CS-inspired looks, an eight-speed automatic gearbox and a further development of the current car’s aluminium and steel platform. 

But the new 5-series Touring will still have a sloping rear end so if you're after a particularly roomy 5-series we'd suggest its sister, Progressive Activity Sedan (PAS) isntead, which BMW insiders claim offers as much interior space as a Rolls-Royce Phantom.
Will it be a good looking BMW 5-series?

Should be. Both the dead-in-the-water Concept CS and new 7-series will influence the new Five's design, so expect a big kidney grille and big flat sides. LED eyebrows should also feature, wrapping around the famous 'angel eye' headlights. 

Size-wise the new 5-series will be around 10mm longer than the existing car, but a shorter front overhang and longer-wheelbase should ensure much more room inside. 
And to help make this new 5-series the ‘ultimate driving machine’ the options list will offer up active steering, lane guidance, a head-up display, adaptive cruise control and dynamic drive. An eight-speed ZF-sourced automatic – that will improve acceleration and reduce emissions – will also be available.  
And the engines?

The engine line-up should look a lot like this:

Diesel:

520d – 2.0-litre 4-cyl turbo
530d – 3.0-litre straight-six turbo
535d – 3.0-litre straight-six twin-turbo

The 525d (3.0-litre single turbo diesel) may be dropped for a 523d using BMW’s twin-turbo 2.0-litre diesel.

Petrol:

525i – 2.5-litre straight-six
530i – 3.0-litre straight-six
535i – 3.0-litre straight-six twin-turbo
550i – 4.4-litre V8 twin-turbo
M5 – 4.4-litre V8 twin-turbo

We’ll see the production version of the PAS at the Frankfurt motor show and the new 5-series within the next 12 months, followed by the Touring in 2010, and an M5 next year as well.

The new platform will also spawn replacements for the next 6-series coupe and cabriolet, though BMW has cancelled plans for other 6-series variants. 

BMW 530d/520d

When faced with the all-new Mercedes E-class, the apparently new Audi A6 and Jaguar’s XF, it’s all too easy to forget about the executive saloon segment’s benchmark, the BMW 5-series. With a replacement due in 2010, we at CAR thought it time to reappraise the Five. Not least because CAR Online wasn’t around when the current 5-series was first launched, so we don't have many reviews on our site. So read on for our 'first' web drive of the latest BMW 530d and 520d.

I think I know the BMW 5-series pretty well, but remind me what it’s about...

The 5-series is what BMW does best. The 1-series isn’t much better than a Golf and the Three is too ubiquitous for more discerning clientele, while the big 7-series is still beaten by the Mercedes S-class around these parts. But the Five stands proud, arguably the best mainstream car BMW makes. 

The current 5-series was originally introduced in 2003 (and the public’s love-hate relationship with the styling seems to have mellowed since then), and we drove the facelifted car in 2007, when BMW’s EfficientDynamics technology was introduced to the range. That means regenerative braking (actually just intelligent charging of the alternator), a gearshift indicator and active aerodynamics – meaning flaps over the air intakes don’t open when the engine’s cold. There's no stop-start technology (or start-stop as BMW calls it) on the current Five though, but the next-gen car will have it.
How does the current car stack up with its engines?

The 530d really is all the car you ever need. Sure, the 535d (really the same 3.0-litre straight six, but with twin turbos to the 530d’s single blower) is faster, but you don’t need that extra grunt. Believe us, 232bhp and 368lb ft is perfectly acceptable. It pushes you along on that wave of torque, and even adds a pleasing (albeit muted) straight six howl. 

Our test car was a manual, so it should do a claimed 44.1mpg and only puff out 170g/km CO2; despite its 1655kg kerbweight, it’ll still hit 62mph in 6.8 seconds. More importantly, it’ll pile on thrust through the mid-range, making overtaking dawdlers a doddle.

The manual shift itself is pretty good, typically BMW with a real mechanical feel, though those used to finger-light Audi shifts might find it a little arthritic. 

Our car was equipped with the M Sport pack, which adds a fancy gearstick and steering wheel, sports seats, 18-in alloys, sports suspension and a bodykit. It’s a £3065 extra, and but although we like the bulging body addendum and seats, we much prefer the standard suspension (it’s firm enough with those run flat tyres) and thinner non-M steering wheel.

And the BMW 520d?

If you didn’t know it already, this is the most popular 5-series – and pretty good it is too. Our car wasn’t optioned-up, so it was strange to sit on cloth seats, but a pleasure to hold the lovely thin wheel. 

With less weight over the front wheels, the 520d is slightly lighter on its feet than the 530d, but both cars share the nicely weighted steering that inspires confidence when you want to leave behind your businessman persona and blast down a back road.

It’s just about quick enough, too. A mere 175bhp and 258lb ft might not sound like much, but it’s enough providing you think ahead and are prepared to use the gearbox. Unfortunately, the four-pot lacks the six-cylinder engine’s howl, but it makes up for it by returning 55.4mpg and emitting only 136g/km. It’s yours for a rather tempting £27,430.
Tell me about the interior

BMWs have never been the biggest cars in their respective classes and the 5-series is no different. But it’s still spacious enough for a big family of four, or there’s always the Touring. Or there’s always the forthcoming PAS quasi MPV we’ll see later this year if you’re feeling brave.

The cabin itself features iDrive, which works okay, but still isn’t wholly intuitive and is nowhere near as good as the latest system in the new 7-series and the facelifted 3-series. For those that can’t stand iDrive, don’t worry; you can still adjust the radio and air-con without delving into its inner brain.

The dashboard is also starting to look a little dated, and with most of the major functions controlled by iDrive, the clean and uncluttered modern look actually appears bare. The Audi A6 is nicer inside, and the new E-class is smarter too.
Verdict

The previous generation 5-series was the best car in the executive class for its entire lifecycle. The current Five has never enjoyed such domination, and has faced tough opposition from Jaguar’s charming XF. Yet as a car to drive and own it’s still number one, despite being blunted by time and ubiquity.

BMW 335d and X5 xDrive 35d

BMW is preparing to put the 'd' back into the United States market. Starting in the fall of 2008, two models will be available with a 3.0-liter biturbo in-line six diesel engine. They'll make their first appearance at the 2008 North American International Auto Show.

The 335d and X5 xDrive 35d will be the first BMW diesels sold in the U.S. in well over two decades. The Advanced Diesel with BluePerformance is a version of BMW's diesel in-line six that's already sold in Europe, where diesels account for two-thirds of the company's new vehicle sales. The addition of BluePerformance urea injection allows these models to be sold in all fifty states, even those following California's strict emissions standards.

BluePerformance uses a solution called AdBlue, which is basically urea (yes, that urea) that is injected into the exhaust gas to turn nitrous oxides into nitrogen gas and water vapor. This works with a diesel particulate filter to reduce emissions. The AdBlue solution should only need to be replenished during regular service intervals, and BMW will include free refills in its 4-year/50,000-mile maintenance program. This is the same system that Mercedes-Benz uses in its Bluetec diesels.

But you don't care about any of that, as long as it means you can get a 3-series with 265 hp and - get ready for this - 425 lb-ft of torque.

Wait, 425 lb-ft? As in 130 more than the new M3? Yes, indeed. What's more, two differently sized turbochargers help make that torque available at only 1750 rpm. The smaller of the two spins up first to minimize lag at lower rpm, and the larger turbo comes on at higher engine speeds to keep things going.

The diesel-equipped 3-series has a claimed 0-to-62-mph time of 6.2 seconds - a claim we'd believe, since several Automobile Magazine editors have driven the car in Europe. The 335d is estimated to return fuel economy of 23 mpg in the city and 33 mpg on the highway. The X5 xDrive 35d will take an extra second to reach 62 mph and will consume diesel at a rate of 19 mpg around town and 25 mpg in highway driving.

If these models take hold - and we sincerely hope they do - we expect to see this engine in additional U.S. models. And there's more where that came from, because BMW has a diesel V-8 and three four-cylinders in various models running around the Continent.

For more information on diesels in the U.S. market, take a look at 'Diesels: What's all the clatter about?' in the related links below.

BMW 3 Series Convertible

Competition in the convertible market has reached new heights. No longer is it enough for carmakers to have just a convertible. Now, to be truly a contender in this niche market, they must offer a hardtop convertible, one that replaces the traditional folding fabric top with a retractable hardtop. Witness the Volkswagen Eos, the Volvo C70, and the Chrysler Sebring. 

Always one to avoid being left behind in any competition, BMW stepped up with a new 3 Series Convertible for 2007 that comes with a three-piece, fully automatic, one-button up-and-down hardtop. Each way takes less than a half-minute. When the top's up, the car is as close to a two-door hardtop in ride, handling and interior comfort as is possible with a removable roof. With the top down, it's everything a convertible should be but with almost none of the penalties, like overly blustery, hairdo-destroying wind and vision-blurring cowl shake, commonly associated with open-top cars. 

BMW compensated for the 200-plus pounds added by the top and its supporting mechanicals by raising the energy levels under the hood. The base engine, if there is such a thing in a BMW, is the same displacement, 3.0 liters, as the top engine in the '06 convertible, but with 230 horsepower, five more than that engine. The up-level engine also displaces 3.0-liters but, boosted by dual turbochargers, pumps out 300 horsepower, up 75 from the '06's top engine. At the same time, both of the '07's engines earn higher fuel economy ratings from the EPA than their predecessors, the dual-turbocharged by four miles per gallon on the highway. 

The 2007 BMW 3 Series Convertible comes in two trim designations, both two-door, four-passenger models with the marque's first-ever, retractable hard top supplanting the soft-tops of previous editions. Neither model name relates any longer to engine family. The 328i comes with the normally aspirated engine, while the 335i comes with the turbocharged engine. Standard is a six-speed manual transmission; optional is a six-speed automatic transmission allowing manual gear selection with the Steptronic feature. 

Much of what has allowed BMW to claim to be the ultimate driving machine survives on the new 3 Series Convertible, and, for that matter, on its coupe and sedan siblings. It's a superbly balanced car, and in unadulterated form, sinfully fun to drive. Steering is light when it should be, that is, at low speeds, and with proper resistance and feedback at the elevated speeds the car constantly tempts drivers to explore. Nearly equal front/rear weight distribution leaves the driver in full command of where the car goes and when, with a high-threshold stability control system reassuringly keeping watch should a driver somehow manage to venture beyond the car's almost limitless capabilities. For those extreme times, the brakes, too, stand ever ready to add vital safety margins. 

Sadly, at least for long-time, BMW purists, another field in which BMW feels compelled to stay competitive, if not lead the field, is in using electronics to manage its cars' functions. And the 3 Series Convertible has not been immune to this creeping plague of numbing isolation. For example, some of the electronic assists to the car's brakes are welcome, like systems that keep the discs dry in wet weather, compensate for overheating-related fade and prime the system when a panic stop seems imminent. On the other hand, the system can't seem to leave things well enough alone in normal driving, abruptly adding pressure, for instance, as the car slows to a stop quite independent of how the driver is attempting to feather the pedal to achieve a stable, non-rocking stop. 

There are other features that BMW insists on improving that didn't need improvement, like Active Steering, and a few that have lost some of their excellence, like the manual transmission. But the point is that the 3 Series may well be an endangered species, the s

BMW 7 Series - complicated, but still the Ultimate Driving Machine.

Spend an hour driving the BMW 7 Series sedan and you'll know what the fuss is about. This is a luxury sedan in the truest sense. It's a great way to travel, and it won't take long to be convinced. 

For 2007, there are a few noteworthy changes to the 7 Series line, including the elimination of the 760i, or the short wheelbase model with a V12 engine. A new BMW Individual package adds 20-inch wheels, specially cured, extra-sumptuous leather and a suede-like Alcantara headliner, among other things. Yet the 7 Series remains essentially as it has been since it was introduced five years ago, and its impact has hardly diminished. 

What to like? This big sedan is so smooth that full days at the wheel are never taxing, and it's a great refuge in commuter traffic. It's easy to drive the 7 Series well, even on winding mountain roads, and few luxury sedans can keep up with it at high speeds. Measured by its combination of acceleration, braking, handling and ride quality, it may be the best car in its class, which happens to include some of the best, most expensive cars in the world. The whisper-quiet interior is exceptionally comfortable, with every gizmo you can imagine. The 7 Series is stuffed with the latest technology, including the automotive equivalent of infra-red night-vision goggles and advanced safety features that make it an electronically protected, rolling cocoon. 

There are intrusions, unfortunately, on all the speed and serenity, and some drivers may not like them. Some of that 7 Series technology can feel more like a distraction than an aid. The interface between driver and machine can be complex, and occasionally tiring. While the 7 Series was a landmark in automotive design when it was introduced, it was deemed so for good and bad reasons. You will either like the look or you won't. 

Any of the three 7 Series models, starting with the standard wheelbase, V8-powered 750i, are big, smooth, fast and inspiring. All 7 Series have a responsive six-speed automatic transmission and awesomely powerful brakes. Advanced suspension and well-tuned electronic stability control systems mix magic-carpet ride quality with the ultimate in big-sedan control. 

The 750Li and 760Li (L for long) increase the wheelbase nearly six inches, which means much more legroom in the back seat. If the 438-hp, V12-powered 760Li doesn't stir something inside you, you may as well call a cab. It's one of the quickest, nimblest 2.5-ton vehicles in the world. 

Virtually everything inside is controlled through a single, mouse-like interface called iDrive: entertainment, navigation, climate, and myriad settings managing the car's suspension, lighting, ad infinitum. We find iDrive difficult to operate, distracting and annoying. Despite BMW's efforts to enhance, de-tune or re-package iDrive over the years, we still do not like it. Owners tell us they've learned their way around iDrive and like it.

BMW 3 Series - the quintessential sports sedan.

The BMW 3 Series comprises a range of sedans, coupes, convertibles and wagons, with different engines, a wide variety of options, and a spread of $35,000 from the bottom to the top of the line. Yet from the least expensive 328i sedan to the ultra-high performance M3 (reviewed separately), all 3 Series cars put an emphasis on one thing: Sporty driving dynamics that appeal to enthusiast drivers. 

For 2008, BMW matches its xDrive all-wheel drive system with its 300-horsepower, twin-turbo six-cylinder engine for the first time in the 3 Series, introducing the 335xi sedan and coupe. The 3 Series also offers paddle shifters on the steering wheel with the optional six-speed automatic transmission. And with introduction of the new 1 Series coupe, the 3 Series cars are no longer the smallest in BMW's North American lineup. 

All 3 Series models share mechanical components and similarly compact exterior dimensions. Differences lie in body style or exterior design, though the coupe and convertible have belts for four passengers rather than five. All are a blast to drive. 

BMW sells more manual transmissions in this class than any manufacturer, and that probably says something about the type of drivers choosing the 3. These are rear-drive cars, though all-wheel drive is available, and even the optional automatic transmission is tuned for crisp, sporty shifting. Handling response is sharp and precise, and braking capability is best in class. The base engine in the 328s, BMW's trademark 3.0-liter straight six, is more than powerful enough for brisk acceleration and a sinfully good time. The upgrade twin-turbo six in the 335s is one of the most viscerally satisfying engines in production. 

The four-door 3 Series sedan is most familiar, and among the most passenger friendly. The Sports Wagon adds substantial cargo space and utility. It's great for couples or families who often bring the dog, though it isn't available with the twin-turbo engine. 

The 328i and 335i Convertibles might be the sexiest 3s, with their fully automatic, one-button folding hardtop. With the top up, the convertible is nearly as solid and quiet as the coupe. The tradeoff, aside from the substantial price increase, is that the convertible seats four and has very little trunk space. 

The two-door 3 Series coupes are the sportiest. The firmer sport suspension, optional with other body styles, comes standard on the coupe, and these are the lightest cars in the line. They seat four, like the convertible, but they'll appeal to those who want sporting capability something like a sports car's but need a reasonable back seat and decent-sized trunk. 

The emphasis on sporty driving shouldn't put anyone off. Even with the firmest suspension, the ride in all 3 Series models remains reasonably supple. There's room inside for young families or four adults for a night out, in well-designed, nicely finished interiors. 

The 3 Series offer gizmos you'd expect in larger, full-on luxury sedans. Those powerful engines are also efficient, and EPA mileage ratings go as high as 28 mpg Highway. Exterior dimensions for all models are relatively compact, making them good cars for crowded city centers. All are distinctively styled and clearly recognizable as BMWs, which should get you a good valet spot, depending on the places you frequent. 

All 3 Series models have a full array of airbags, with good scores in government and insurance-industry crash tests. Available all-wheel-drive adds extra security in foul weather. All models feature the electronic wizardry that has become BMW's stock-in-trade over the last decade, including one of the auto industry's most complex stability-control systems. 

Some competitors offer more room, more power, better mileage or maybe better interiors for less money. But aside from subjective price-value analysis, the noteworthy hitch in the 3 Series is the downside of the electronic gizmos. There are long-time fans who'll tell you that the basic appeal of their favorite Bimmer is getting mucked up with too much annoying stuff. 

With that in mind, the bottom line remains. The 3 Series cars accelerate, turn and stop with remarkable agility and balance, without seriously compromising comfort or common sense. These cars still define sports sedan (or coupe or wagon), and they remain the target for every luxury car brand from Acura to Volvo.

BMW 1 Series - all-new entry-level BMW.

Overview 

BMW already offers more different size and shapes of cars and SUVs than at any time in its history, and the North American debut of the 2008 BMW 1 Series signals another attempt to provide the sporty-minded buyer on a budget a car that he or she will really enjoy driving. 

For its U.S. debut, BMW is adding a two-door coupe to the lineup, which will arrive at BMW dealerships in the first quarter of 2008, and a two-door convertible, which is expected to arrive just in time for summer weather. (The BMW 1 Series has been available in Europe and other markets for more than a year in three-door hatchback and five-door hatchback body styles.) 

The 1 Series is currently offered with two diesel and three gasoline engines in most markets, but initially the U.S. will get only the full-dress, high-performance coupe, the BMW 135i, which offers more than 300 horsepower. This will be followed later on by a slightly less frenetic BMW 128i with a 230-hp inline-6 engine and nearly all of the same amenities as the 135i will have, for about $5000 less. 

The 1 Series is about seven inches shorter overall than the next car up in the lineup, the popular 3 Series. The 1 Series wheelbase is four inches shorter than that of the 3 Series, and it's slightly narrower in width. The 1 Series is meant to be a serious, sporty competitor to all the front-wheel-drive Japanese, Korean, and domestic cars in the entry luxury coupe class. BMW brings its highly developed rear-wheel-drive platform to the fight. 

In many ways, the 1 Series is nothing more or less than a scaled-down coupe version of the 3 Series two-door coupe, with similar looks, similar equipment and similar performance and handling because it uses many of the same components and systems, including the big twin-turbocharged engine that was introduced last year in the 335i, so the 135i is a smaller, lighter package with the same engine for about $4000 less starting money, said to be starting around $35,000. 

The 1 Series convertibles will feature soft tops expected to be of the level of quality of the previous-generation 3 Series, which is to say top quality with three-layer sound insulation. 

Model Lineup 

Initially, the BMW 1 Series lineup is limited to the 135i coupe, but it will soon be followed by a less-expensive, lower-performing 128i coupe. Both the BMW 128i and BMW 135i will be offered in convertible versions, but these will not be available initially. 

The BMW 135i comes with a high-performance 3.0-liter inline-6 with twin turbochargers, with either a six-speed manual or a six-speed automatic transmission with conventional floor shifter and wheel-mounted paddle shifters. 

An AM/FM/CD changer will be standard. An AUX input for MP3 and iPod players will be standard, with a USB port a likely option. 

Options include bi-xenon headlamps, cornering lamps, premium sound systems, a demountable rear rack, and a choice of three interior and upholstery schemes, cloth, leather and cloth, and leather. 

Safety features that come standard on the 135i include six air bags, ABS, electronic stability control, traction control, cornering brake control, and launch control for getting started on slippery surfaces. The 135i comes with run-flat high-performance tires. The brake lights include a panic-braking mode that lights up the entire lens extra bright whenever the brake pedal is stomped hard.

BMW Z4

The soon-to-be-released 2009 BMW Z4 will look familiar to sports car enthusiasts, but striking and fresh as well. The next-generation Z4 will also be better by several key measurements. 

With its next two-seat sports car, expected in showrooms by late March 2009, BMW has in effect combined two models: the previous Z4 roadster, with its folding soft top, and the fixed-roof Z4 coupe. That's because the new model is the first Z4 with a folding hardtop, like that of the competing Mercedes-Benz SLK. The new Z4's two-piece aluminum roof folds at the touch of button and stores itself under the rear deck in 20 seconds. 

If that alone doesn't make the next BMW Z4 better, the new engine/transmission combinations should. All deliver more power than their predecessors, for even quicker acceleration. Yet BMW also predicts better fuel economy across the Z4 line. 

The new Z4 retains its conventional sports car proportions and classic sports car look. That means a long hood, big wheel arches, and short overhangs in front of and behind the wheels. Exterior dimensions are similar, too, with a wheelbase nearly identical to the previous Z4, yet about five more inches in overall length. The new Z4's rear deck looks slightly taller than before, probably to accommodate the folding hardtop, but mostly it's just cleaner in its overall appearance. It has a bit less adornment than its predecessor, with fewer creases, more subtle details and smoother sculpting. 

The same applies inside. The components and gauge cluster are familiar BMW, but the package seems less cluttered. The choice of trim, be it carbon fiber, light wood or traditional walnut, can dramatically change the feeling from sporting to luxurious. With its lined metal roof, the next-generation Z4 should be quieter inside when the top is up. 

The 2009 Z4 has a bit more headroom and shoulder room than its predecessor, and BMW says its designers worked to make climbing in and out easier, especially with the top closed. There appears to be more storage space than before, including a full-width compartment behind the seats. For better or worse, the new Z4 will be the first with BMW's point-and-click iDrive control system. iDrive will come with the optional navigation system. 

Under the hood, this Z4 gets the latest evolution of BMW's trademark straight six-cylinder engine, as seen in the current 3 Series sedans. Both engine choices feature more advanced technology than before, including high-pressure direct fuel injection and lighter, stronger materials that reduce internal friction and improve efficiency. 

The 3.0-liter six in the entry-level 2009 BMW Z4 sDrive30i generates 255 horsepower and 220 lb-ft of torque, which is more power than the upgrade engine in the 2008 Z4. The premium-level 2009 Z4 sDrive35i adds twin turbochargers and delivers 300 hp and 300 lb-ft of torque. That's 45 hp and 80 lb-ft more than its predecessor. 

Both models will come standard with a six-speed manual transmission. The 30i offers a conventional torque-converter automatic with six speeds. The 35i will be available with BMW's dual-clutch, seven-speed sport transmission. This automatic delivers better acceleration and fuel mileage compared to the manual, according to BMW. 

Bottom line with the Z4's new powertrains? BMW reports a 0-60 mph time of 5.6 seconds for the base Z4 30i. That's as quick as the previous Z4 with the upgrade engine. The new Z4 35i hits 60 in as little as 5.0 seconds, a half-second sooner than its predecessor. Top speed for both of the new models is limited to 150 mph, depending on equipment ordered. 

The 2009 BMW Z4 has front and side-impact airbags for both passengers, with fixed roll hoops behind each seat for rollover protection. It also adds two cubic feet of cargo volume, with maximum trunk space expanded to 11 cubic feet. BMW says the Z4's trunk can accommodate two golf bags with the roof closed and one when the roof is open. 

There's a payback for these improvements, to be sure. The Z4's weight increases at least 200 pounds, depending on the model, though BMW expects at least a slight increase in EPA mileage ratings for all variants, thanks to the more efficient engines and transmissions. The 2008 Z4s are rated at 18 MPG City, 25 Highway with manual transmission. 

The more significant cost will be measured by the price. The 2009 Z4 30i's base price should be $7,000-$8,000 higher than the least expensive 2008 model. The new 35i could top its current counterpart by as much as $10,000 before options.