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2009 BMW Alpina B7 - Great looking car

2009-03-02T23:53:00.000-08:00

Geneva Motor Show will host many world premieres this year. From the BMW 5 Series GT, to Alpina B6 GT3 and of course, the BMW Alpina B7. For a quite some time we have been following the spy photos of several B7 prototypes being driven around in Germany, and while some of them were sporting very little camouflage, it was still not good enough for us.

But to our surprise, a leaked photo made its way onto the web today, regardless if it was an intentional marketing leak or someone broke some rules, we’re happy to finally see the new B7. But what do you know about the Alpina B7 so far? Powered by a V8 4.4 liter twin-turbo engine, Alpina managed to squeeze out 507 horsepower and an impressive 516 lb-ft of torque. Official numbers show the B7 running from 0 to 60 mph in 4.7 seconds.

The speed limit has also been raised to 173 mph, so that should keep the B7 owners entertained on the german Autobahn. Since the Geneva show is just a few days away, stay tuned on BMWBLOG for more information.

BMW Group at the Geneva Motor Show

2009-03-02T23:50:00.000-08:00

Official BMW Release: Introducing progressive new models offering that Sheer Driving Pleasure so typical of the brand and at the same time allowing conscientious use of natural resources, BMW is making a signiﬁ cant statement at the 79th International Geneva Motor Show 2009.

The range of technologies upgraded to production standard as part of the BMW Efﬁ cientDynamics development strategy is indeed greater than ever before, helping to reduce both fuel consumption and emissions and enhance the driving experience to an even higher level. At the same time the public in Geneva will have the opportunity to experience a wide range of technical innovations and new features in BMW’s current model portfolio at the Motor Show from 5–15 March 2009.

The 2009 Geneva Motor Show marks the European debut of the new BMW Z4. As a modern interpretation of the classic roadster, this unique car combines its dynamic driving potential not only with sporting and elegant lines as well as supreme driving comfort, but also with the impressive economy of its six-cylinder power units.

The new BMW 730Ld also making its public debut in Geneva sets a new standard for efﬁ ciency in the luxury class. Yet a further highlight is the BMW Concept 7 Series ActiveHybrid offering an outlook at the ﬁ rst hybrid model based on the BMW 7 Series, which will reach production level in the course of 2009.

A further outstanding achievement in the context of BMW EfﬁcientDynamics is the development of particularly fuel-efﬁ cient diesel engines reducing emissions to a minimum. The most fuel-efﬁ cient and lowest-emission model within BMW’s portfolio presented in Geneva is the new BMW 116d powered by a 85 kW/115 hp four-cylinder diesel engine and consuming an average of just 4.4 litres/100 kilometres, equal to 64.2 mpg imp, in the EU test cycle. The CO2 emission rating of the new BMW 116d is equally impressive at 118 grams per kilometre.

Offering optional BMW BluePerformance technology, the BMW 330d is the only car in the premium segment to already fulﬁ l the EU6 emission standard today.

BMW cutting spec levels of 3 Series cars in the UK

2009-03-02T23:49:00.001-08:00

BMW is taking some measure to overcome the current economic situation which is affecting their sales and profits. We have just learned that in order to avoid raising prices due to poor exchange rates, BMW will instead “de-spec” the cars, starting first with their best seller: the 3 Series models.

For example, the BMW 320d Coupe with an M Sport package, will see many standard features going away starting this month. The power steering will be hydraulic, the electric power steering introduced as part of the EfficientDynamics program, is still an option but at extra charge . Cruise control will no longer be standard on the Sedan or Wagon models, for now the Coupe and Convertible will have it.

The E90 sedan will have run-flat tires on all models, except the ES(special edition). The basic 16″ wheels will use the standard tire.

Some of the things that we can’t live without here in the US, the electric seats will suffer some modifications as well. The semi-electric seats on the 320 SE Coupe will be deleted as standard specification, but will still be available on the M Sport car. The higher-end model, 325 SE, will no longer get the full electric seats with memory as standard. Your only way around this, is to order the M Sport Package.

To prevent any major complaints and keeping their buyers happy, until March 31st, BMW will give out for free the Metallic paint option, which usually ads another 580 pounds to the price. But more exciting, the M Sport Package on the Coupe it will be free as well until the end of this month, which means a discount of 2570 pounds.

So, if you live in the UK, I will contact your dealer immediately and find out more information and what options you have left.

2011 BMW 5 Series (codenamed F10) - Leaked photo

2009-03-02T23:45:00.001-08:00

A few days ago we talked about the official appearance of BMW 5-Series GT (Gran Turismo). Now we have a leaked photo with next generation BMW 5 Series codenamed F10 and we don’t know if the car will look same as in the photo.

In a article about the next generation BMW 5 Series’ front bumper that we posted it a few months ago, we said: “This is the only picture that leaked from BMW and it is surely the genuine front bumper of the new 5 Series.” - Yes, now we can see that in this leaked photo, the 2011 BMW 5 Series has same front bumper.

2011 BMW 5 Series will give a new interior design and new exterior changes such as the use of panels of lightweight aluminum body, a revised front suspension uses control and a slight increase in wheelbase.
This car borrows elements from BMW CS Concept and will have a V8 twin-turbo engine that is found on BMW X6 and will be possible to be available the V6 twin-turbo engine found on 335i and 135i.

The car will be equipped with a 8-speed automatic transmission, will also have Park Distance Control and a video system around the view.

Next generation BMW 5-Series codenamed F10 will be unveiled at Geneva Show in March and also we will post photos and new details about it next days.

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BMW M3 Convertible

2009-03-02T23:42:00.000-08:00

The BMW M3 model family is being upgraded by yet another fascinating player: the new BMW M3 Convertible, which makes its North American debut today at the 2008 New York International Auto Show. The vehicle is the third body version of BMW's high-performance sports car following the coupe and sedan, offering new possibilities to experience uncompromising driving dynamics. Sharing its siblings high-revving 414-horsepower V8 and balanced chassis designed to be "faster than its engine," the motorsports arm of the German automaker, BMW M GmbH, will offer the most powerful, best performing series production M3 to the North American market.

The all-new 2008 M3 Convertible, arriving in spring 2008, will feature the first V8 in a series-production BMW M3 (along with its coupe and sedan counterparts). It will also feature driver-adjustable settings for crucial dynamic controls encompassing engine response, steering, damping and stability (with an available steering-wheel-mounted "MDrive" button to store the preferences) and a sport oriented interior which can be optimized to the driver's desires including the comprehensive entertainment/navigation system operated through BMW's latest iDrive controller.

Racing provided the reason for the original M3's 1986 creation as the company had to produce road-going homologation versions of its 3 Series Coupe to enter the motorsports version in the German Touring Car Championship. Popularity, proven by strong sales demands, provided the impetus to continue developing the M3, making it both a better performer and more inviting road car as it evolved along with the underlying 3 Series, the company's most popular, upon which it is based.

In 1988 North Americans received their first taste of the high-rpm, naturally aspirated 2.3-liter four-cylinder M3 Coupe's 192-hp and thus was born a legend on this side of the Atlantic. The next generation arrived in 1995 with a 3.0-liter (and later, 3.2-liter) 240-hp inline-six powerplant. In 1997 the first M3 Sedan joined the family and the first M3 Convertible followed shortly thereafter. The most-recent version, available from 2001-2006 as either a coupe or convertible, again was offered with six-cylinder power, this time providing 333 hp from its 3.2 liters. This vehicle was BMW's first use of SMG (Sequential Manual Gearbox) for the U.S. market.

Lightweight, efficient V8 at the heart of the BMW M3 Convertible

The move to eight cylinders in the fourth generation BMW M3 provides a powerplant offering the seemingly disparate characteristics of more power, increased efficiency and reduced weight when compared with the previous six-cylinder M3 engine. Displacing 3,999 cubic centimeters (4.0 liters), the new light-alloy engine produces 414 hp at 8,300 rpm and 295 pounds-feet of torque at 3,900 rpm with 85 percent of the maximum torque available consistently through 6,500 rpm. This power output represents a 24 percent increase over the six-cylinder from the last generation M3 and it comes with a seven percent weight saving. Compression ratio is dialed in to 12.0:1 and redline is set at 8,400 rpm.

The V8 engine of the new BMW M3 Convertible boasts the company's variable double-VANOS camshaft management. Offering extremely fast and responsive valve timing, this technology reduces charge cycle losses and improves the output, torque and response of the engine, with a positive influence on fuel economy and emission management.

A separate throttle butterfly for each cylinder - eight in this instance - is a feature adapted from BMW M's racing heritage and provides immediate reaction to the gas pedal at all times. Two stepper motors operate the four throttle butterflies on each row of cylinders, giving the engine a particularly sensitive response at low speeds together with an immediate reaction whenever the driver presses down the accelerator for extra power and performance.

A volume flow-controlled, pendulum-slide cell pump supplies the engine with lubricating oil, delivering the quantity required by the engine. Wet sump oil lubrication, optimized for dynamic performance, ensures consistent oil supply to the high-rpm engine at all times, particularly in extreme braking maneuvers. The system features two oil sumps-a small oil sump in front of the front axle subframe and a large oil sump behind it.

A new, comprehensive electronic management system coordinates all engine functions with optimum efficiency and maximizes operational integration with the clutch, gearbox, steering and brakes. In addition, the engine control unit performs a wide range of on-board diagnosis functions and masterminds the ancillary engine units.

A highlight of the engine management system is the use of ion-current technology to determine engine knock as well as misfire and poor combustion events within the cylinders. Contrary to conventional methods, this monitoring and control function is performed precisely where the phenomena occurs-within the combustion chambers. The spark plug in each cylinder senses and controls the risk of knocking, at the same time monitoring the correct ignition and recognizing any misfiring. In other words, the spark plug acts as an actuator for the ignition and as a sensor monitoring the combustion process, and is therefore able to distinguish between a misfire and poor combustion. This dual function of the spark plugs facilitates the diagnostic procedures required in service and maintenance.

And the increased performance with better economy comes from the lightweight engine. At 445 pounds, it is seven percent or 33 pounds lighter than the previous model's Inline-6. Lightweight components do not stop with the alloy engine block. The crankcase is made of a special aluminum-silicon alloy eliminating the need for cylinder liners. Despite the need to resist high combustion pressures and engine speeds-this is the "fastest" production engine ever produced by BMW as it can reach 8,400 rpm-the engineers managed to keep the compact and rigid crankshaft weight down to 44 pounds.

Manual transmission, twin-disc clutch and Variable M Differential Lock

Power from the BMW M3 Convertible's V8 is transmitted to the rear wheels through a close-ratio six-speed manual gearbox. The performance parameters of the M3 dictated heat management as a key design factor for both the transmission and clutch. The transmission features integrated temperature-dependent oil cooling management, while internal ventilation maximizes heat dissipation for the twin-disc clutch.

The new final drive comes with a Variable M Differential Lock generating up to 100 percent locking action with fully variable action whenever required, ensuring optimum traction on all road surfaces. Responding to differences in speed between the right and left rear wheel, the Variable M Differential Lock also offers ideal support further enhancing the positive features and characteristics of rear-wheel drive.

Optional M double-clutch transmission with Drivelogic

In addition to the traditional 6-speed manual transmission, the new M3 convertible premieres a new 7-speed double clutch transmission specially designed for a high-rpm engine. The M double-clutch transmission with Drivelogic (M DCT Drivelogic) shifts gears without the slightest interruption in the flow of power. As a result, M DCT Drivelogic is able to extract the most performance possible from the car while also providing a smooth comfortable shift from one gear to the next.

The process of shifting gears is basically the same as on BMW's proven Sequential M Gearbox, meaning that even when shifting gears manually there is no need for a clutch paddle and the driver may keep the gas pedal on the floor during the shift process.

The Drivelogic control offers 11 different shift programs to suit the needs of individual drivers. Drivelogic offers 5 programs that allow for automatic operation of the transmission as well as 6 manual programs. Manual operation can be performed via a new sports shift lever exclusive to the BMW M3 or via paddles on the steering wheel (pulling the right-hand paddle to shift up, the left paddle to shift down).

In its gearshift characteristics, the new M double-clutch transmission with Drivelogic is ideally matched to the fast-revving V8 engine in the new BMW M3. M DCT Drivelogic will make its debut as an option initially on the 2008 M3 Convertible and will be available as an option on the M3 Coupe and Sedan soon afterwards.

Engineering a chassis which is "faster than the engine"

Providing sure-footed responsive handling for a high-performance, powerful and luxurious convertible, while keeping mass under control, presented numerous challenges for the BMW M3's engineers. The result is a new, aluminum chassis developed specifically for this model. The design begins with placing components in such a way as to create a 50/50 front/rear weight balance.

Virtually all of the front-end components are aluminum, including the front struts, swivel bearings, central subframe and an additional thrust panel below the engine serving to maximize lateral stiffness of the entire front section.

From the rear axle subframe through the transverse arms and track arms, to the wheel mounts re-configured in their kinematics and stiffness, to the mounting points for the longitudinal arms and the aluminum dampers, virtually every detail on the five-arm rear axle is made of aluminum and is new for this model. These weight-reduction measures and materials help reduce weight by approximately 5.5 pounds when compared to the previous M3.

Both the front and rear axles feature hollow anti-roll bars optimized for their function and weight. Incorporating two additional longitudinal reinforcement bars, axle kinematics are perfectly tailored to the overall character of the car. The result, in terms of both stability and weight, conforms to the balanced performance concept of the BMW M3 Convertible.

Compound brake system

A suitably powerful braking system for a car with this much performance was specifically developed for the new M3. The internally-vented, cross-drilled cast iron discs measure 14.2 inches in diameter at the front and 13.8 inches in the rear. Featuring large compound disc brakes and electronic anti-lock, stopping power for the new BMW M3 is strong, precise and consistent. They are connected to a floating aluminum hub by cast-in stainless-steel pins. This configuration reduces the thermal loads on the discs, thus increasing their performance and service life. An electrically-driven pump provides the system's vacuum power.

Service - and safety - is enhanced thanks to an integrated wear indicator which, through a dash display, allows the driver to monitor the condition of the brake linings. Brake service can thus be administered when necessary without guesswork.

Standard M-style light-alloy spoked wheels measure 18 x 8.5 inches with 245/40 low-profile tires at the front and 18 x 9.5 with 265/40 tires at the rear, can be supplemented by optional 19-inch versions in comparable widths and design.

Servotronic steering with the option of two manually adjustable control maps

Rear-wheel drive keeps the rack-and-pinion steering of the BMW M3 Convertible free of drive forces. A further enhancement is hydraulic Servotronic power assistance controlling steering forces as a function of road speed. When MDrive is ordered, there is also a choice of two different control maps activated through the MDrive programming menu.

In Sport mode the BMW M3 provides direct and immediate response with a relatively high steering effort. In the Normal mode, power assistance is comfort-oriented and requires less steering effort.

Latest-generation of Dynamic Stability Control

The electronic Dynamic Stability Control (DSC) monitors driving conditions and intervenes through the application of brakes and reduced engine power to stabilize the BMW M3 and help avoid major over- or under-steer situations.

In addition to engine controls and the ABS, other systems integrated in the DSC are Automatic Stability Control (ASC), which prevents the wheels from spinning on surfaces with reduced traction; the Start-Off Assistant, which prevents the car from rolling back when setting off on a grade, as well as Cornering Brake Control (CBC), which prevents the car from spinning or swerving out of control when applying the brakes in a bend.

The latest version of DSC includes additional functions for even greater driving safety. Whenever the driver is likely to apply the brakes in full within the next few seconds, the system builds up pressure in the hydraulic brake circuit and pre-loads the brake pads to ensure an immediate response. The Brake Drying feature removes water film from the discs in wet conditions, thus reducing the chance of water interfering with the initial braking process.

Electronic Damper Control recognizing the driver's style of motoring

The optional Electronic Damper Control (EDC) allows the driver to tailor the vehicle's chassis dynamics to his or her preference through one of three modes: Sport, Normal and Comfort.

The response of all dynamic driving systems is carefully tailored to the power and performance of the new BMW M3, with electronic intervention of the various systems naturally taking the dynamics of the car into account. Indeed, the driver even has the option to individually configure specific parameters, thus adjusting the response of the car to his personal preferences.

The result of these many improvements to the chassis and suspension produced clear results on the race track with the new BMW M3 significantly outperforming the lap times of previous generations on the Nordschleife of Nьrburgring, where all BMW M Cars are put through their paces for their ultimate test.

Optional MDrive personalizes the driving characteristics of the new BMW M3

The M3 provides several standard and optional driver-controlled systems to tailor the driving characteristics to a driver's personal preferences.

As standard equipment, the driver can choose, with conveniently located buttons:
* The Power button: Changes the throttle response from either comfort oriented to direct/sporting.
* DSC Button: DSC may be switched off. As a default, the DSC will turn on again during the next start-up sequence.
* EDC Button (Optional): The Electronic Damping Control is adjustable offering Sport, Normal and Comfort modes.

In addition to center console mount buttons, the above systems can be preprogrammed into the vehicle key - so that the car pre-selects your favorite driver settings when you start the car.

The new M3 will also be available for the first time with the steering wheel mounted MDrive button that made its first appearance in the M5. MDrive is included as part of the optional Technology Package which also includes Electronic Damping Control, the BMW Navigation System with Real Time Traffic Data and the Comfort Access system that allows keyless operation of the vehicle.

In addition to allowing the programming of the driver selectable settings listed above, MDrive includes the M Dynamic Mode function for the DSC system, which allows for some wheel slip for very active driving while still maintaining much of the benefit of DSC and the selection of two different control maps (Sport and Normal) for the Servotronic steering activated through the MDrive programming menu. In Sport mode the BMW M3 provides direct and immediate response with a relatively high steering effort. In the Normal mode, power assistance is comfort-oriented and requires less steering effort.

A push of the MDrive button will instantaneously activate the driver-selected configuration, turning the M3 into his or her personalized Ultimate Driving Machine. The settings are stored through menus shown on the dash-mounted screen and controlled by the iDrive (located in the center console).

Brand-new in technology and design differentiates the M3 Convertible

The fourth generation BMW M3 Convertible differs greatly in looks as well as technical features from the latest 3 Series Convertible upon which it was developed. Apart from the car's unique design as well as its drivetrain and suspension technology, conceived from the start for supreme performance, lightweight technology came right at the top of the brief given to the engineers at BMW M. And the car's power-to-weight ratio of 9.4 pounds per horesepower shows how well this goal was achieved.

While the open-air BMW M3 is naturally based on the latest, fourth generation of the "regular" BMW 3 Series Convertible, the new model differs from the standard version fundamentally in terms of both looks and technical features. To begin with, the technical foundation for the new BMW M3 Convertible is provided by the BMW M3 Coupe, unique design as well as drivetrain and suspension technology created for supreme performance coming right at the top in the brief given to the engineers at BMW M.

Apart from the load-bearing body structure, only the doors, the retractable hardtop, the luggage compartment lid, the windows and the rear lights come from the "standard" open-air version of the BMW 3 Series. The range of brand-new body components, therefore, is virtually the same as in the BMW M3 Coupe.

Athletic, sporting stance separates new BMW M3 Convertible from the pack

Front to back, the design of the new BMW M3 Convertible evokes a purposeful, sporting message in a package engineered, as are racing vehicles, for structural rigidity at the lightest most efficient weight thanks to the use of the most modern components and computer-aided design. The front end, clearly a BMW based on the double-kidney shaped grill, flat headlight units with standard Xenon headlamps, boasts three large air intakes below the grill. Since the structure and configuration is determined to primarily feed air into the engine compartment, the BMW M3 Convertible, like BMW M cars in general, intentionally forgoes fog lamps featured on 3 Series models.

The "face" of the new BMW M3 also includes a power dome - flanked by an air intake on each side - in the middle of the hood which, though longer, and thanks to its aluminum composition is also lighter, than that of the 3 Series Convertible, blends harmoniously with the overall design.

The two front side panels boast a special sign of distinction characteristic of a BMW M Car and referred to by the designers as "gills," which incorporate the tri-color (blue/purple/red M3) logo. Rear-view mirrors developed for the new BMW M3 fulfill an important aerodynamic function helping reduce air resistance. Further down the side-line, the pronounced side-sills, give the BMW M3 a light and sporting look.

The new BMW M3 Convertible looks muscular from behind, its design taking up the particular look of the car's front end. A discreet lip spoiler on the trunklid optimizes the car's streamlining and reduces lift on the rear axle. In its contours, the split diffuser beneath the rear bumper takes up the shape of the air intakes at the front of the car as the air guide and the dual tailpipes move towards the centerline of the car, visually contracting the rear end at the lower center point. A further feature is the circular shape of the four straight tailpipes in typical BMW M style.

The four metallic paints reserved for BMW M cars (Melbourne Red, Jerez Black, Interlagos Blue and Silverstone) highlight the body, contours and proportions of the four-door with particular intensity. In addition to these unique hues, the BMW M3 Convertible is also available in Alpine White, Jet Black or Sparkling Graphite.

Interior design oriented an active driving experience with luxury

The interior of the BMW M3 has always been a place designed for performance driving, but without compromising the comfort of the driver and the passengers. The new BMW M3 Convertible continues this tradition with the latest innovations. The four seats are surrounded by powerful contours and flowing lines highlighting in particular the concave and convex surfaces. The horizontal lines dominating the area around the dashboard as well as the harmonious surfaces of the side linings give the interior a dynamic note.

The cockpit control area tapers out between the front seats into a newly designed center console which discreetly "swings" towards the driver. Finished in black leather, the console harmoniously continues the instrument surrounds and the control area in terms of both color and shape, comprising three function switches (Power, DSC, and optional EDC) for activating and deactivating the electronic driving programs on the side facing the driver.

Apart from the clear design and optimum ergonomic arrangement of all controls and instruments, the choice of colors inside the new BMW M3 Convertible helps the driver concentrate on driving. Regardless of the upholstery and trim color, the footwells, parcel shelf, headliner, A-pillar trim and the upper part of the instrument panel are all finished in Anthracite. This uniform, dark color scheme around the windshield helps the driver focus on driving.

There is no question as to the heritage of the vehicle upon opening the door of the new BMW M3 thanks to the M car logo in the door sills. The unique nature of the vehicle carries to the dash where the dual circular instruments typical of BMW - the speedometer and fuel gauge as well as the tachometer and oil temperature display - are in specific M style. A feature typical of BMW M cars is the variable warning zone on the tachometer that informs the driver of the recommended engine speed depending on the engine oil temperature. The borderline between the yellow pre-warning zone and the red warning zone moves up as a function of increasing oil temperature to the maximum limit of 8,400 rpm. The digital displays presenting the time, the outside temperature and odometer, as well as the various warning lights, are positioned between the two circular instruments.

The M3's leather steering wheel, with its thumb contours resting firmly in the driver's hands, provides an optimum grip for precise movement of the steering wheel. The spokes within the steering wheel incorporate the remote control buttons for the audio system and mobile phone, as well as the optional MDrive button. An additional auxiliary button may be programmed through the optional BMW iDrive system.

As an option, both the front seats are available with backrest-width adjustment, while the rear seats may be equipped with folding seatbacks which provides the 12.25 cubic foot luggage compartment even greater capacity.

A premium AM/FM/single-disc CD audio system comes standard with an auxiliary input jack. Individual entertainment options include SIRIUS satellite radio, HD radio and a USB-enabled port for control of an Apple iPod or iPhone media player. These three options can be bundled together in the Technology Package, should one choose to have them all together.

For vehicles equipped with Navigation, the comprehensive information and entertainment systems are controlled by the refined BMW iDrive. Selecting the Navigation/iDrive option also brings the performance-oriented, steering-wheel-spoke-mounted Mdrive button.

Safety begins with the body structure and continues inside

Occupant safety begins with the design of the new BMW M3 Convertible's body structure. Together with defined deformation zones, the use of high-strength steel ensures smooth and direct transmission of forces in a collision and optimum absorption of loads acting on the car. The space available for deformation is also used to avoid any damage to the passenger cell and keep damage to the body itself to a minimum, even in a severe collision.

The electronic restraint systems are tailored to the ultra-strong structure of the body. Six airbags as well as the belt latch tensioners and belt force limiters are activated by the car's central safety electronics as a function of the type and severity of a collision. Sensors located in the center of the car within the B-pillars and in the doors "tell" the safety electronics which component will offer the occupants optimum protection, with the "proper" restraint systems being activated in the event of a collision.

The driver and front passenger are protected by frontal and side airbags housed in the seat backrests. These four airbags are activated in two stages, depending on the severity of the impact. Through its size alone, the curtain head airbag protects the car's occupants on both the front and the outer rear seats. And the risk of leg injury in a head-on collision, finally, is reduced on the driver's side by defined deformation of the footrest.

The BMW M3 Convertible also comes with a rollover sensor system permanently monitoring vertical and horizontal movement of the car. At the same time a central computer evaluates data on current driving conditions, so that when the roof is open rollbars positioned behind the headrests are activated and move up immediately whenever the system registers the risk of a rollover. The belt latch tensioners for the front seats and the head/thorax airbags are activated at the same time, and as a further precaution for the event of a rollover the A-pillars and the windscreen frame are even stronger and more stable than usual.

BMW Ultimate ServiceTM:

Providing owners with incredible value and peace of mind

The BMW M3 Convertible will feature BMW Ultimate ServiceTM, a suite of services that includes the BMW Maintenance Program (formerly called Full Maintenance), Roadside Assistance and the New Vehicle Limited Warranty. BMW AssistTM with TeleService is part of the optional Premium Package or can be ordered separately as a stand-along option.

BMW Ultimate ServiceTM includes:

The BMW Maintenance Program is the only no-cost maintenance program in the industry that covers wear and tear items like brake pads and rotors for four years or 50,000 miles, whichever comes first. BMW owners pay nothing for all scheduled inspections, oil changes, brake pads, wiper blade inserts and other wear-and-tear items.

BMW Roadside Assistance is one of the industry's most comprehensive plans available. Not only is it no-charge for the first four years, but there is no mileage limit. BMW drivers enjoy the assurance of on-the-road help 24 hours a day, seven days a week, anywhere in the United States, Canada and Puerto Rico. This includes everything from flat tire changes, emergency gasoline and lock-out assistance, to towing, alternative transportation and even trip-interruption benefits. This service also includes valuable trip routing advice.

BMW New Vehicle Limited Warranty: All 2008 BMW passenger vehicles are covered by BMW's excellent Limited Warranty, which includes:
• New-vehicle warranty - four-year/50,000-mile coverage of the vehicle.
• Rust-perforation warranty - 12-year/unlimited-mileage coverage.

BMW AssistTM provides the driver with services that enhance on-the-road security and convenience, for added peace of mind. It is a part of the optional Premium package and can also be ordered separately as a stand-alone option. BMW is the only vehicle manufacturer that offers this service for four years at no additional cost. Most other manufacturers cover only the first year of service.

The in-vehicle equipment for BMW AssistTM includes GPS technology and hands-free communication functions accessed via buttons in the overhead or center console. Vehicle occupants may request emergency or other services simply by pressing a button; the BMW AssistTM system then transmits the location and vehicle information to the BMW AssistTM response center. A response specialist will then speak with the occupants to coordinate dispatch, notify emergency contacts on file, and link BMW Roadside Assistance or emergency services as needed and requested. A severe accident automatically activates the BMW AssistTM call as well. The BMW AssistTM Safety Plan also includes Remote Door Unlock and Stolen Vehicle Recovery services, which can save the owner time and money.

TeleService automatically notifies the BMW center when a vehicle will need service. This feature allows the Service Advisor to proactively set up a customer appointment and have the needed parts ready.

BMW AssistTM subscribers can also enroll in the BMW AssistTM Convenience Plan (available at an additional cost of $199 per year) to avail themselves to many BMW AssistTM Concierge services, from travel planning to dining reservations, shopping assistance and event tickets, as well as receive directions, and traffic and weather information. A selected destination and its phone number can be sent directly to the on-board navigation system and Bluetooth®-linked mobile phone, after a push of the new Concierge button. The Convenience Plan also includes Critical Calling, a new service that connects the driver in case their mobile phone is not in the vehicle or its battery is discharged. After pushing the SOS button, a BMW AssistTM response specialist will link the driver to his requested party for up to five minutes and for up to four events per year.

As before, the BMW AssistTM system includes Bluetooth® hands-free phone connectivity with hands-free phonebook access and dialing by name or number via the steering wheel controls. Use of this feature requires a customer-provided compatible Bluetooth® mobile phone.

Performance with a conscience

BMW strives to produce its motor vehicles and other products with the utmost attention to environmental compatibility and protection. Integrated into the design and development of BMW automobiles are such criteria as resource efficiency and emission control in production; environmentally responsible selection of materials; recyclability during production and within the vehicle; elimination of CFCs and hazardous materials in production; and continuing research into environmentally friendly automotive power sources. Tangible results of these efforts include the recycling of bumper cladding into other vehicle components; water-based paint color coats and powder clear coats; near-future availability of hydrogen-powered models; and various design and engineering elements that help make BMWs easier to dismantle at the end of their service life.

BMW Concept CS

2009-03-02T23:40:00.001-08:00

BMW, Germany’s leading manufacturer of premium automobiles, will give the Big Apple and the rest of America a glimpse into the future of luxury vehicle design and performance with the North American debut of its Concept CS at the 2008 New York International Auto Show in Manhattan on March 19. The Concept CS is BMW’s vision of a unique four-door car that combines the exclusivity of a genuine luxury Gran Turismo with the thrill of a high-performance sports car -- offering a driving experience unlike any other.

Inside and out, the BMW Concept CS provides a new definition of powerful and expressive design, utilizing materials of the highest quality while combining stylish luxury with the most uncompromising ambience, full of class and value.

Through its design alone, the BMW Concept CS underlines the proven track record of the BMW brand in developing the most sporting and dynamic cars offering ample space for more than two occupants. The most spectacular rendition of this heritage is the BMW M5, which established a brand-new segment in the world of driving more than two decades ago and is acknowledged as the benchmark in high-performance sedan driving.

BMW is using the skills, knowledge and competence it has developed throughout its history to combine sporting performance and sophisticated luxury in an unprecedented new concept. Furthermore, the Concept CS is just the latest example of BMW’s successful strategy of consistently carrying-over the sporting four-door into the luxury performance segment.

Exterior design: where qualities typical of BMW all come together.
More than any other sedan in the past, the body design of the BMW Concept CS lends itself to optimum performance. The low-slung, dynamically stretched silhouette; the long engine compartment lid; and the stylish lines and contours accentuating rear-wheel drive technology simply perfect for sports driving, all set clear standards for supreme dynamics in a new dimension of outstanding vehicles. Through its luxurious presence, stylish elegance and challenging dynamism, the BMW Concept CS offers truly unique design language with highly individual aesthetic features never seen before.

The BMW Concept CS embodies the core values of the BMW brand, achieving superior dynamics and sophisticated elegance as a result of the authentic style and design of the car. The BMW Concept CS is a trendsetting vehicle leading into a new category of values typical and characteristic of the BMW brand.

Design culture and dynamics of the highest standard.
Offering a synthesis of features unique to the BMW brand, the BMW Concept CS introduces new, tempting attributes in a particularly demanding segment of the market. This unique model combines the qualities of a luxury sedan and a high-performance sports car, raising the bar to a new, unprecedented level. As a result, the BMW Concept CS adds an unparalleled touch of sporting dynamism to the conventional culture of a sedan, offering the driver and passengers the complete dynamic experience of such unique power on four full-sized single seats.

While the conventional sedan focuses primarily on driving comfort, the BMW Concept CS sends out a clear message of active, dynamic driving. With the generous feeling of space in this four-door being supplemented by a sporting and low seating position enjoyed not only by the driver and front passenger, but also by the rear passengers on their own single seats, it is a message that reaches all of the car’s occupants. For this reason alone, the BMW Concept CS is the ultimate vision of a sports car for the ambitious driver, while simultaneously offering passengers the same experience of sporting performance and luxurious pleasure.

Individual style.
The innovative, unique driving experience offered by the BMW Concept CS is appropriately reflected by all the car’s interior features, the design of the interior and through the perfect interaction of the various technical innovations. The ambience of the interior is indeed just as unique as the character and body design of this one-off sporting four-seater, offering all the occupants a brand-new experience of aesthetic style and design.

The innovative design and finish of both the surfaces and controls are further accentuated by the use of top-quality materials. Unnecessary opulence is replaced by highly focused luxury, together with an exemplary standard of detail and elegance. The precision that has gone into the development and production of all the vehicle’s components is apparent at very first sight, fully expressing BMW’s dedication to supreme performance in every respect.

Style and unique aesthetics of BMW.
Measuring 200.8 inches in length, the BMW Concept CS is dominated by dynamically flowing lines. From the BMW kidney grille standing out powerfully to the front, the eyes of the beholder move back along the low-slung and sleek engine compartment lid, subsequently meandering along the side-line and roof-line, all the way to the deliberately short rear-end with its clear-cut air flow spoiler.

The dynamically stretched silhouette of the car proudly boasts a wide range of features typical of such a particularly sporting, avant-garde automobile. All of these features augment the vehicle’s excellent aerodynamics as well as a low center of gravity, helping to promote superior agility on the road. And at the same time, the carefully modeled transitions between the body sections are a clear symbol of the car’s nimble character and performance, despite its size.

Four doors with a unique, sporting and low body line.
The sporting, low-slung silhouette of the car is further accentuated by a body height of just 53.5 inches. An important additional feature is the gentle taper of the roof-line at the rear, serving again to smoothly stretch the proportions of the entire car.

As seen from the side, the car’s reinterpreted contour line serves to emphasize the technical concept of rear-wheel drive, a crucial component of dynamic performance on the road. Subdividing the silhouette of the car into various sections, the contour line stretches from the beginning of the A-pillar in a gentle, rising movement all the way up above the front door, gradually petering out beneath the rear side window. Then the contour line starts again in the lower section of the rear door, first running parallel to the wheel cut-out in a powerful arch. From there the rear contour line is continued as a straight line also rising slightly up to the rear end of the car.

The roof-line, which tapers out gently to the rear, also provides a brand-new effect when looking at the car from the side, adding a touch never seen before on a sedan. The striking contour of the C-pillar, in turn, provides an additional visual highlight of attractive clarity. The transition of the C-pillar into the rear section of the car tapers out at a lower angle than the steeper rear window, rising up from its base point. This creates a unique expression of classic notchback design highly individualized and varying according to your angle of vision. At the bottom, the C-pillar offers a new, enhanced interpretation of the reverse line sweeping to the front, known by tradition as the “Hofmeister kick.” And last but not least, a gentle and extremely attractive light-edge stands out above the side window precisely where the C-pillar merges into the roof-line.

Characteristic front-end design consistently enhanced.
The front-end design of the BMW Concept CS is a particularly striking example of the consistent enhancement of BMW’s design language. Here the BMW kidney grille stands out as a powerful element typical of the BMW brand and naturally a famous icon of body design, giving the car its unique look and emphasizing the flow of air into the engine. Indeed, the kidney grille is not only the central element of the front end, but it is also the dominating element in the design of the entire front end.

Through its dimensions alone, as well as its slightly inclined position, the kidney grille establishes a clear link to classic BMW sports cars. All further elements at the front of the car are angled in the direction of travel and designed as a genuine sculpture around the kidney grille, with all directly adjacent surfaces being modeled in a concave design.

Significant functional features add further meaning to this special look of the car, with the BMW kidney grille serving as the primary supply of air to the engine. The two recesses in the front side panels, in turn, help to cool the brakes on the car. And since a power unit befitting the dynamic character of such a sports sedan will likely require an ample flow of cooling air, the need for an extra-large kidney grille is apparent.

Applying the philosophy that “form follows function,” the contours on the engine compartment, so typical of a BMW, have developed into a genuine sign of distinction born out of technical needs and requirements. As a further design highlight, the powerdome on the BMW Concept CS, extends over the power unit as a particularly large, almost awe-inspiring design feature.

The engine compartment lid is supported at either side by headlight units merging flush into the design of the car and resting flat on the side panels, extending far back into the front wings—with the slender space above the extra-large wheel arches accentuating the agility and accordingly, the athletic performance of the car.

Innovative headlight technology.
The BMW Concept CS offers particularly innovative technology within its dynamic, low-slung headlight units, which generate a powerful and consistent light beam. Innovative reverse-projection LEDs (Light Emitting Diodes) bundle their light on a reflection area from where the beam is conveyed smoothly, consistently and with utmost precision to the road ahead. This provides a particularly homogenous area of illumination without the slightest dazzling effect, since the oncoming motorist does not look directly at the projectors.

The short front overhang of the body creates yet another sign confirming the sporting concept of the car, showing the connoisseur clearly that the engine may be placed behind the front wheel suspension. Obviously, such arrangement of the engine serves once again to make the car particularly agile and dynamic on the road.

The extra-large wheel arches offer space for big 21-inch wheels – again exceptional proportions alluding to an extremely high standard of steering precision and tracking stability. The rear wheel arches are powerfully chiseled to perfection even more than the wheel arches at the front, with the car growing wider towards the rear end, again symbolizing the transmission of power to the rear wheels so typical of BMW.

Dynamic roof-line guiding your eyes – and the air flowing by.
The sculptural design language of the BMW Concept CS body allows unique interplay between concave and convex surfaces, reflecting and guiding the light on and around the car in exactly the right way. For example, the exterior mirrors—through their design alone—blend harmoniously with the side-view, repeating the overall look and lines of the car. The door handles are integrated into the flanks of the BMW Concept CS even more discreetly. Housed within a chrome-bar running to the rear at the height of the contour line, the door handles are controlled by sensors, moving out only when really needed.

Yet another innovation in the design of this sedan is the centerpiece along the roof line of the BMW Concept CS, which is slightly drawn in at the rear. This exceptional contour design, visible only from behind, but nevertheless unusually powerful in its look, optimizes the flow of air in and around the roof area. This aerodynamic feature enhances the overall sporting impression of the car and simultaneously serves as yet another example of sculptural design and perfection.

Sculptural design for truly unique style.
Given all these features, the BMW Concept CS is a modern counterpart to the conventional notchback design of a “regular” four-door. Indeed, never before on a sedan have the individual body sections merged so smoothly into one another, creating a low-slung and stretched appearance. Additional light effects around the C-pillar enhance the impression of all-round visual perfection from every angle when admiring the transitions. These features alone exemplify BMW’s philosophy to express supreme design culture through perfect precision and style in every respect.

The much lower flow of the C-pillars, compared with the position of the rear window, again serves to emphasize the flowing transitions from one body section to the next. Viewed from the side, the entire car has the lightness of a coupe, but with only a slight change of perspective the same vehicle can be appreciated for capturing all the
style of a classic four-door. The rear end is dominated by various design features that emphasize both the wide track and the aerodynamically optimized rear look of the car.

Moving up at the rear, the two tailpipe rings are integrated into the rear air dam. At night, the BMW Concept CS is characterized by slender rear lights emitting a homogeneous, low-slung and therefore strikingly harmonious lighting effect.

With its design language absolutely authentic and convincing to the last detail, the BMW Concept CS offers all the exhilaration of a new design culture. Therefore, the impact of this sporting four-door is not only a result from individual highlights, but also from the overall look of the car—accentuating its complete character so convincingly. The car’s dynamic potential is indeed expressed both by its proportions and lines, symbolizing both power and a dynamic, forward-moving urge. And last but certainly not least, the BMW Concept CS boasts a particularly sophisticated elegance through the great care and diligence applied in turning innovative design culture into reality.

The interior: an outstanding driving experience on all four seats.
The interior of the BMW Concept CS also offers dynamism of a completely new standard resulting from the combination of exclusive elegance and sophisticated refinement. In designing the interior, the innovative technique of layering the individual surfaces and components provides an unprecedented combination of function and style. The appropriate use of joints and seams, together with layered surfaces, creates new options in the arrangement of functional elements for both ventilation and illumination. And at the same time, the layering concept offers new possibilities to clearly express the class and value of the materials used, as well as highlight the precise design of the car’s interior through contrasting colors and the structure of different materials.

Featuring height-adjustable collar elements directly integrated in the seats, the four full-sized sports seats meet all the needs of personalized entertainment and communication, thus raising the experience of quality within the interior to an unprecedented standard.

Interaction of innovative design and exclusive materials, together with the use of a highly expressive color scheme, gives the interior of the BMW Concept CS a unique touch of luxury based not on simple opulence, but rather on perfect quality.

The design of the interior accentuates the truly outstanding driving experience in a unique ambience. An unprecedented flair of exclusivity and individual style is created by implementing a brand-new concept for subdividing the cockpit into various sections, as well as unparalleled standards in the choice of materials and in the quality of finish. Additionally, the dedication to maintaining the interior’s sportiness can be seen in the arrangement and finish of the four single sports seats, and the design of the controls and instruments.

An invitation to active motoring.
The driver-oriented cockpit immediately shows the motorist that he or she is in control of everything happening at the wheel. As with the arrangement of all the controls and instruments, the design and layout of the cockpit is an invitation to active driving. A clear example of this straightforward philosophy can be seen in the short distance between the steering wheel and the shift lever, while in their design, the sports seats combine a touch of lightness with the sporting elegance of the finest leather. The low-slung seating position and the clear structure of the instruments evoke the wish to really experience and savor the dynamic potential of this unique car.

Lots of space, lots of support: sports seats also at the rear.
The BMW Concept CS presents the vision of an automobile proudly offering all its qualities to the driver. The unique thrill of riding in the car is obviously felt most by the driver, however the sheer driving pleasure offered in the process is also shared among all the occupants. Just like the front-seat passenger, passengers seated in the rear will also appreciate and cherish the sporting and active driving experience offered by the BMW Concept CS—via rear sports seats. And thanks to the single seat concept, elbow freedom on the rear seats is just as good as on the front passenger’s seat. The center console flows back smoothly all the way to the rear, serving as a comfortable armrest, while at the same time offering additional storage space. In all, the passengers sitting at the rear enjoy a brand-new, truly innovative ambience unmatched by the conventional style of a “regular” four-door model.

Cultivating the flow of joints and seams: layering the interior design.
The combination of features previously regarded as incompatible within the BMW Concept CS represents a complete departure from conventional standards. Indeed, the BMW Concept CS opens up a new era in many areas, providing the unique combination of sporting performance and stylish elegance also coming out clearly in the design of the interior.

The BMW Concept CS represents a new milestone in refined interior design, applying an innovative layering technique developed by BMW to provide unprecedented interplay of the various interior elements. Instead of large surfaces and connections with their transitions—which are typically characterized by a change in materials and colors—the layering technique distinguishes the various surfaces flowing into one another, with clearly defined seams taking on a functional role, for example in the arrangement of light sources and venting nozzles. The result is a very refined effect of light and shade making a significant contribution to the exclusive overall look and impression of the interior.

In contrast to the design of the body, which incorporates flowing lines, generous surfaces and harmonious interplay of concave and convex elements in order to capitalize on light effects, the layering concept of the interior design mainly uses shade effects and changes in structure. Wherever individual surfaces in the structure of the cockpit do not meet on the same level, there are separate zones that keep away from the direct flow of light – while providing the right space for the inconspicuous arrangement of various functions. The recesses and superimposed surfaces provided in this way offer appropriate space for ambient illumination as well as the arrangement of air vents. Dazzle-free interior lighting and discreet shade effects upgrade the entire flair
of the interior and create a kind of light, hovering effect.

This layering philosophy is continued in the design of the instruments themselves, with the displays in the instrument cluster presenting various functions and information on different optical levels. This again creates the impression of superimposed surfaces serving to: first, clearly structure the information offered; and second, to generate an impression of three-dimensionality.

Color design rich in contrasts, high-quality materials.
Utilizing powerful color contrasts to generate a dynamic ambience full of vitality reflecting the dynamic driving experience, BMW’s designers have created unmistakable highlights through the choice of materials and colors for the BMW Concept CS interior. High quality, refined leather in sophisticated brown forms a powerful contrast to surfaces in elegant off-white. Finished in matte tan, this leather is indeed to be admired not only on the seats, but also on the instrument panel, the upper doorsills and the outer edges of the roof lining. Around the armrests and in the door panels themselves, this change in colors accentuates the dynamic lines of the interior created by the design and shape of individual elements.

As a further innovative highlight, the roof lining in the BMW Concept CS is accentuated not only through a contrasting color scheme, but also by finishing the outer flanks of the roof lining in leather as well. Ambient light bands stretching out along the entire length between the windshield and rear window, add yet a further touch of luxury inside the car.

Drawing cues from the exterior design, the flowing structure of the interior surfaces shows special care and diligence in the transitions from one section to another. As an example, the leather trim on the center console and the door entry area extends far down into the footwells.

The leather trim on the dashboard continues in a slender band extending harmoniously into the door linings. The dashboard also uses a newly developed metal structure literally “embracing” the various surface elements. This material—particularly attractive in its structure, cool color and feel—surrounds the circular instruments in the cockpit, together with the other features and elements.

Yet another innovation is the use of high-tech ceramics for the controls and instruments. And as a symbol of solidity and value, the BMW iDrive Controller is also made of a special ceramic material.

Unparalleled and typical of BMW: the BMW Concept CS.
The unique flair pampering both the driver and his passengers within the BMW Concept CS is an equally clear expression of a new culture in body design. Both outside and inside, the BMW Concept CS conveys the same message, telling the world that the experience of driving a sedan now comes in an entirely new rendition. With the presentation of this new concept car, BMW is not only entering a brand-new segment of the market for the first time, but is also setting the milestone with a brand-new type of car. The four-door luxury Gran Turismo enters a new dimension of driving in new style and with new features.

A new experience of dynamics and ambience; exemplary quality in design and finish; extreme precision in the dimensions of the car; and concentrated luxury within the interior – these are the features that characterize the BMW Concept CS. And at the same time all this bears clear testimony to the superior know-how and competence of BMW’s engineers and designers in creating such truly emotional automobiles.

The sum total of such qualities in the BMW Concept CS can be created only on a sound foundation of firmly defined values: innovative power, sporting performance, aesthetic design, an open frame of mind and full awareness of quality. For decades, BMW has consistently applied these values in the development of outstanding sedans and dynamic sports cars. And now these values are concentrated even more than before in an unprecedented manner in the BMW Concept CS.

European BMW 118d Advanced Diesel named 2008 World Green Car at the 2008 New York International Auto Show

2009-03-02T23:38:00.001-08:00

Jury of Nearly 50 Distinguished Automotive Journalists Recognize Emissions, Fuel Consumption and Power Plant Technology of BMW's 118d as Best in the World

Woodcliff Lake, NJ - March 20, 2008... The selection committee for the 2008 World Car Awards announced today that the European BMW 118d Advanced Diesel was named the 2008 World Green Car. Tom Purves, President and CEO of BMWNA, accepted the honor on behalf of BMW at the award reception, which was held this morning at the 2008 New York International Auto Show.

"We are honored to receive the 2008 World Green Car Award for the BMW 118d," said Mr. Purves. "As a company we have been committed to reducing fuel consumption and emissions of our vehicles, while at the same time improving performance. This commitment is the driving force of our Efficient Dynamics platform and the philosophy behind BMW's vehicle designs and development of technologies such as the Advanced Diesel implemented in the 118d. This honor will inspire BMW's continuing efforts to reduce its carbon footprint." The BMW 118d is a four-door hatchback powered by a 1.8-liter, four-cylinder diesel engine and is not a model that is available in the U.S.

A jury of nearly 50 distinguished automotive journalists selected the BMW 118d as top choice from a list of three finalists that also included the Smart ForTwo CDI and Volkswagen Passat 1.9 TDI. To be eligible for the 2008 World Green Car award, vehicles had to be available in at least one major market during 2007. The vehicle or the green technology could be in production or an experimental prototype with potential near-future application, provided that it was released for individual or press fleet evaluations in quantities of ten or more during 2007. Tailpipe emissions, fuel consumption and use of a major advanced power plant technology (beyond engine componentry), aimed specifically at increasing the vehicle's environmental responsibility, were all taken into consideration.

Now in its fifth year, the annual World Car awards have become one of the most prestigious and credible programs of their type in the world. The awards were inaugurated in 2003, and officially launched in January 2004, to reflect the reality of the global marketplace, as well as to recognize and reward automotive excellence on a global scale. The awards are intended to complement, not compete, with existing national and regional Car of the Year programs.

The awards are administered by a non-profit association, under the guidance of a Steering Committee of pre-eminent automotive journalists from Asia, Europe, and North America. There is no affiliation with, nor are the awards in any way influenced by any publication, auto show, automaker, or other commercial enterprise.

The New BMW M5 - BMW unveils the Fourth Generation of The Quintessential Performance Sedan

2009-03-02T23:36:00.001-08:00

It has been 20 years since the launch of the first BMW M5. After three generations, more the 35,000 sales and countless attempts by competitors to emulate its performance and success, the BMW M5 still makes its position as the benchmark. Each successive generation has extended the bounds of both performance and luxury. The last generation M5, the most successful ever, significantly pushed the performance envelope with the first V8 from BMW M, mated to a six-speed transmission.

The all-new fourth generation M5 pushes that envelope even further with the first V10 engine to power a production sedan. The new V10 produces 507 horsepower and 383 lb-ft of torque by European measure. This new engine is mated to a seven-speed SMG transmission. With this new powertrain the M5 offers the best power-to-weight ratio in its class. In the tradition of BMW M, the chassis has been engineered to keep up with the power while the exterior treatment is subtle, yet distinctive.

First high-revving engine to be featured in a production sedan
This is the first application of a V10 engine in a regular production sedan, if it's possible to call any product from BMW M "regular." It once again sets the benchmark in its class. This engine was engineered to rev, with a redline of 8,250. With 25 percent more power than the previous M5's V8, this new engine offers 100 horsepower per liter of displacement, pure race car territory. The 90o V10 is designed for maximum stiffness and minimum vibration.

The new V10 features double-VANOS variable valve timing. Each cylinder has its own electronically controlled throttle butterfly. The new MS S65 engine management system uses the most powerful processors currently approved for use in automobiles. It has been designed specifically to deal with the V10's high output and high revs as well as the comprehensive controls that are required.

Seven-speed SMG gearbox features Drivelogic
The driver of the new M5 is able to maximize the potential of the new V10 engine with a seven-speed SMG gearbox. Like other BMW SMG gearboxes shifts can be made from either the lever on the center console or the paddles on the steering wheel. Compared to the previous SMG, gear changes happen 20 percent faster with this latest generation SMG, making for smooth, crisp shifts.

With Drivelogic, at the driver's disposal are eleven program options. This enables the SMG's shift characteristics to be tailored to suit the driving situation and the mood. Six of these programs can be selected in the sequential manual gearbox mode (S mode). These programs adjust shifting speed and style because, in the S mode, the driver does all the shifting. In the Drive (D mode) the transmission shifts automatically, depending on which of the five programs is selected, the driving situation, the road speed and the position of the accelerator pedal.

Taken together the drivetrain of the new M5 provides truly awe inspiring performance. From rest 60 miles per hour will be reached in well under five seconds. The rush of acceleration never lets up until the electronically limited top speed of 155 miles per hour. The top speed may be limited but with the speedometer reaching all the way to 205 mph, the mind conjures intriguing possibilities.

The perfect blend of ride comfort and agility
The M5 has long been known for handling that matches its performance, carefully blended with impressive ride comfort. More than just a "tuned" 5 Series suspension, the aluminum suspension on the M5 has been engineered to match its performance. The suspension is mated to 19-inch wheels with performance tires. Keeping power on the road is critical, so the M5 features the Variable M differential lock. By constantly monitoring and comparing the speed of the rear wheels, the Variable M differential lock can ensure that power gets to the drive wheel with the most traction even in extreme driving situations. Its benefits are particularly apparent when accelerating out of a corner.

The Dynamic Stability Control system in the M5 has been designed to suit its performance. Of course, the DSC can be deactivated at the push of a button. The M5's DSC also offers the choice of two driving dynamics programs. One allows DSC to function the way it always has. At the touch of a button, the M Dynamic Mode is engaged which lets DSC facilitate more spirited driving.

To ensure that this level of handling does not compromise ride quality, the new M5 features Electronic Damping Control, with three program modes (comfort, normal, sport). EDC constantly adjusts the suspension to suit the driving conditions.

To complement its performance potential, the M5 is equipped with generously sized high performance brakes with perforated compound brake discs. The aluminum twin-piston brake calipers have been designed for minimum unsprung weight and maximum stiffness. They will haul the new M5 to a stop from 62 mph (100 km/h) in under 120 feet and from 124 mph (200 km/h) in just under 460 feet.

Styling is subtle but purposeful
In the tradition of BMW M, the exterior styling of the new M5 follows the "wolf in sheep's clothing" philosophy. The casual observer may not, at first glance, recognize the M5's performance potential. The less casual observer instantly will. The modified front spoiler and rear apron are instant giveaways. So too are the modified side sills. The wheel arches are more prominent in order to house the generous wheel and tire package. Following BMW M's recent traditions, the new M5 has more aerodynamic exterior mirrors, four tailpipes and exclusive wheels. Similar to the latest M3, the M5 features exclusive gills incorporated into the front fenders.

The exclusive leather interior features sports seats. Other styling touches, from the instrument cluster to the center console and the steering wheel are all unique to the M5. Even the optional head-up display is M-specific.

BMW can now be integrated with your Iphone

2009-03-02T23:33:00.000-08:00

BMW is now happy and satisfied to announce that people who own BMW current models can now integrate their Apple Iphones and have a fun filled drive. Recollecting the past, vehicle manufacturing giant BMW was the first to announce integration of Apple iPod into BMW vehicles. So it is yet another surprise for us that our Iphone can be integrated too. This new feature allows the owners to have fun filled music control while they drive.

If you own a BMW series that supports Bluetooth hands free calling, then you can use I phone completely in many ways. Drivers can easily make calls and search through their address book by simply accessing the steering wheel which multi is functioning. Some series even have voice control system to access their phone. It is a real treat for those drive BMW series along with I phone. Enjoy your drive in BMW new series with your latest gadgets.

BMW Builds a Shape-Shifting Car Out of Cloth

2009-03-02T23:12:00.000-08:00

Concept cars give automotive designers a chance to let their imaginations run wild, often with outlandish results. But even by that measure, BMW has come up with something as strange as it is innovative -- a shape-shifting car covered with fabric.

Instead of steel, aluminum or even carbon fiber, the GINA Light Visionary Model has a body of seamless fabric stretched over a movable metal frame that allows the driver to change its shape at will. The car -- which actually runs and drives -- is a styling design headed straight for the BMW Museum in Munich and so it will never see production, but building a practical car wasn't the point.

Chris Bangle, head of design for BMW, says GINA allowed his team to "challenge existing principles and conventional processes."

"It is in the nature of such visions that they do not necessarily claim to be suitable for series production," company officials said in unveiling the car Tuesday. "Rather, they are intended to steer creativity and research into new directions."

Giving Bangle and his team that latitude to design so radical a car "helps to tap into formerly inconceivable, innovative potential" to push the boundaries of appearance and materials as well as functions and the manufacturing process, BMW says.

Bangle and is team actually built GINA -- which stands for "Geometry and functions In 'N' Adaptions" -- six years ago, but BMW kept it under, er, wraps until Tuesday. It's built on the Z8 chassis and has a 4.4-liter V8 and six-speed automatic transmission. BMW says the fabric skin - polyurethane-coated Lycra - is resilient, durable and water resistant. It's stretched over an aluminum frame controlled by electric and hydraulic actuators that allow the owner to change the body shape. Want a big spoiler on the back? Wider fenders? No problem. "The drastic reinterpretation of familiar functionality and structure means that drivers have a completely new experience when they handle their car," BMW says.

GINA has just four panels - the front hood, two sides and the rear deck. The doors open in jack-knife fashion and are completely smooth when closed; access to the engine is through a slit in the hood. BMW says the shape of the body can be changed without slackening or damaging the fabric. The fabric is opaque translucent so the taillights shine through, and small motors pull the fabric back to reveal the headlights.

The interior is equally innovative. The steering wheel and gauges swing into place and the headrest rises from the seat once the driver is seated, making it easier to get in and out of the car.

BMW says GINA is built on a space frame that provides all the safety of a conventional car, but we suspect people - not to mention BMW's lawyers and government regulators - wouldn't embrace fabric bodies. Still, the company says GINA could influence the design of future Beemers.

BMW unveils 7 Series ActiveHybrid

2009-02-26T03:47:00.000-08:00

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'

2009-02-26T03:45:00.000-08:00

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

2009-02-26T03:44:00.002-08:00

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

2009-02-26T03:44:00.001-08:00

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

2009-02-26T03:35:00.000-08:00

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

2009-02-26T03:33:00.000-08:00

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

2009-02-26T01:54:00.000-08:00

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

2009-02-26T01:50:00.000-08:00

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

2009-02-26T01:49:00.000-08:00

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

2009-02-26T01:48:00.001-08:00

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

2009-02-26T01:36:00.000-08:00

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

2009-02-25T01:26:00.000-08:00

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

2009-02-25T01:21:00.000-08:00

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

2009-02-25T01:20:00.001-08:00

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

2009-02-25T01:15:00.000-08:00

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

2009-02-25T01:12:00.000-08:00

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)

2009-02-25T01:08:00.000-08:00

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

2009-02-25T01:04:00.000-08:00

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

2009-02-25T01:02:00.001-08:00

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

2009-02-25T00:56:00.000-08:00

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

2009-02-24T23:02:00.000-08:00

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

2009-02-24T02:32:00.000-08:00

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.

2009-02-24T01:39:00.000-08:00

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.

2009-02-24T01:36:00.001-08:00

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.

2009-02-24T01:21:00.001-08:00

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

2009-02-24T01:12:00.000-08:00

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.

Manufacturer's History

2009-02-24T01:10:00.000-08:00

BMW is an acronym for Bayerische Motoren Werke AG -- or, in English, Bavarian Motor Works. Whatever you call it, the German-based company is one of the world's most respected automakers, renowned for crafting luxury cars and SUVs that offer superior levels of driving enjoyment.

Founded in Munich, the company began in the early 1910s as an aircraft manufacturer. BMW's current logo, designed to represent white propeller blades against a blue sky, reflects these origins; its blue-and-white color scheme also references Bavaria's blue-and-white checkered flag.

It wasn't until 1928 that production began on the first BMW automobile, the Dixi. The car proved tremendously popular, and its success helped the manufacturer weather the Depression. BMW's best-known pre-World War II vehicle was the Type 328 roadster, a supple two-seater that racked up over 120 victories on the motorsport circuit between 1936 and 1940. Postwar BMW cars maintained this tradition, winning several racing, rallying and hill climb victories.

The early 1950s saw the launch of the BMW 501, a roomy, voluptuous sedan that was resplendent with all of the hopefulness of that era. It was soon followed by the 502 which was powered by the world's first light-alloy V8, foreshadowing BMW's ongoing commitment to developing new technology. The best-selling BMW of that decade was the Isetta, a petite two-seat "microcar" typically powered by a 12- or 13-horsepower engine. The mid-'50s also saw the debut of the limited production and breathtakingly beautiful 507 sports car which had an alloy body and used the 502's V8 for propulsion. In the 1960s, BMW sales strengthened significantly, thanks in part to the immense popularity of the 1500, a sporty family sedan.

By the 1970s, BMW was establishing itself as a full-fledged car company. It was a pioneer for many emerging technologies, including turbocharging and advanced vehicle electronics. This was also the period when BMW of North America was established and consumers, who coveted both sports and luxury cars, became loyal "Bimmer" owners. The '70s also saw the birth of BMW's three-tier sport sedan range consisting of the 3 Series, 5 Series and 7 Series cars and the creation of its performance M division.

More recently, the company has been expanding its reach worldwide. It opened its first U.S. manufacturing plant in the latter half of the 1990s and has expanded its brand empire to include Mini and Rolls-Royce. BMW also continues to build motorcycles, something it has done since the 1920s.

The automaker's famous advertising slogan describes each of its vehicles as "the ultimate driving machine," and it's not mere hyperbole. Over the past couple of decades, BMWs have become the standard for performance and luxury in most of the "over $30,000" segments. With family-friendly wagons, crisp sedans, distinctive coupes, nimble sports cars and spacious SUVs offered, BMW's model roster is diverse. But its luxury vehicles all share a common characteristic: the ability to make drivers feel gloriously connected to the road.

BMW M3. All-new M3 coupe and sedan get V8 power.

2009-02-24T01:06:00.000-08:00

BMW has come a long way in the past 50 years, from the low point in the winter of 1959 when its fortunes were so bad that it was nearly sold to Mercedes-Benz, to becoming a world powerhouse of motorcycles, high-performance cars, luxury sedans and SUVS. Like Mercedes-Benz with its AMG in-house racing and high-performance specialists, BMW has created its M division, primarily responsible for motorsports, but also for high-performance cars, including the M3 version of the 3 Series, the M5 version of the 5 Series, and the M6 version of the 6 Series (no M7 yet, and no high-performance versions of their SUVs, but it's only a matter of time). The M3 is the one with the longest history and the most affordability, so it has become extremely popular over the last four generations of the 3 Series.

Every generation of BMW 3 Series, for the past four generations, has offered the enthusiast driver an M3, something rare and special at the top of the lineup, something that the cognoscenti will recognize and appreciate every time it goes by, and something that is quicker, faster, flatter and flashier than the regular 3 Series, for the owner's maximum driving and bragging enjoyment.

Every one of the previous generations was powered by a modified version of the famous BMW inline six-cylinder engine, but this new generation has broken with that long tradition to become the first V8-powered M3 in BMW history.

For now, the BMW M3 in the North American lineup comes as the coupe and the less-expensive sedan, but if history is any indicator, these will soon be followed by a convertible version, the same model flow as the last two generations of M3. The first car to arrive, the M3 coupe, will be replete, including every available safety feature from ABS to stability control, traction control, six air bags, and run-flat high-performance tires.

The M3 also packs a tremendous amount of electronic wallop, with dynamic stability control having new interconnected control features, electronic damper control for the shock absorber settings, iDrive for the radio, navigation and telephone as well as two different power steering modes, normal and sport, that can be selected through iDrive.

2008 BMW X6 - сrossover coupe a new kind of car.

2009-02-24T01:01:00.000-08:00

The crossover SUV market has grown by leaps and bounds over the past couple of years. Along the way, a few vehicles have tipped the scales more toward car than SUV. The Infiniti EX35 comes to mind. Now, BMW is pushing the crossover idea further than ever by introducing the world's first crossover coupe. BMW calls it a Sports Activity Coupe.

The 2008 BMW X6 is a high-riding, four-passenger, four-door coupe, a combination of sports car and SUV. The X6 is offered in two twin-turbocharged models, with inline-6 or V8 power. Both engines provide ample power for everyday use and even for towing. The V8 makes the X6 a hot rod, but we recommend the inline-6 because it has plenty of pep and is more fuel efficient. Shifter paddles on the steering wheel add to the sporty character of the X6.

We found the X6 handles well on the road and on the track. It's better than any SUV but not as good as BMW's own sporty coupes and sport roadsters. It corners with little body lean, but the stiff suspension makes the ride somewhat harsh, especially with the Sport Package and optional 20-inch wheels. We recommend buyers test these options before they buy.

Inside, the X6's ambience is upscale, with lots of leather and soft-touch surfaces. BMW's iDrive control system is standard. It can complicate some interior controls, but programmable buttons are provided to ease control of some of your favorite functions.

Front-seat passengers have plenty of room, though visibility to the rear is restricted by a small, flat rear window. Two rear-seat occupants should be comfortable, too, provided they're not tall.

The rear hatch lifts up and the rear seat folds down to give the X6 a nice amount of cargo storage space. It's on par with other hatchbacks but isn't as good as an SUV. Also, the liftover is higher, so you'll have to lift cargo higher when loading.

It's hard to pigeonhole the X6. It rides high, so it doesn't handle as well as a sport coupe, and it doesn't have the cargo and people carrying capacity of an SUV. But overall it's a fine vehicle. Pricing is high, especially for the V8 model, so we'd recommend the six-cylinder model for anyone considering this vehicle.

BMW 335d Test Drive

2009-02-24T00:42:00.001-08:00

The common perception of a diesel engine and the common perception of a BMW 3-Series are completely incompatible. Most car shoppers seem hooked on the idea that a diesel engine is a noisy, clattering and dirty device, while most also recognize the BMW 3-Series as the total opposite.

Surprise! The German automaker's just added a diesel-powered 3-Series to their North American lineup. Interested shoppers unfamiliar with the capabilities of modern diesel power may be in for a shock. Of course, environmentally-minded performance enthusiasts have been celebrating the impending arrival of the 335d since it was announced last year.

The 3-Series Sedan has undergone a mild makeover for 2009 with several visual revisions and tweaks to interior trim and controls. Fans will notice a different set of bumpers, slightly widened rear stance, and added chrome within the cockpit.

BMW's second-generation iDrive system is also on board. iDrive assigns a slew of vehicle functions to a single control knob and industry-leading 22-centimetre display screen. It allows easy, centralized access to numerous operations with a more user user-friendly and intuitive approach than ever.

Of course, the big news here is what's under the hood: namely an award-winning three-litre twin-turbo diesel engine. The powerplant, also available in the automaker's X5 'Sport Activity Vehicle', puts 265 horsepower and a potent 425 lb.-ft of torque to work for drivers.

Opting for the diesel engine is an environmentally responsible solution- but it doesn't mean taking a hit in the performance department. The engine fires up eagerly and idles as smoothly and quietly as a comparable 323i or 328i gasoline model. Pushed, it lacks the sweet, high-revving wail of other 3-Series powerplants, though the massive low-end torque, authoritative sound and liquid-smooth, head-planting thrust more than compensate. Gears can be switched by clicking on a set of steering-wheel mounted shift paddles too - just like a race car.

Feats of performance aside, 335d cruises comfortably and silently when drivers prefer to relax. There's a lovely split personality at work here- the car coming off as equal parts sports sedan, responsible green machine and premium luxury model. Add in legendary steering and braking reflexes, and you'll undoubtedly find the 335d incredibly fun to drive, as well as very reasonable to refuel.

New 'ultra low sulfur' diesel is now available at about half of North America's fueling stations. Automakers, in turn, are rushing vehicles here which burn it as an alternative to gasoline. End result, cars like the 335d consume it about 30 percent more slowly than gasoline, with no performance or refinement penalties. After all, cake is always best if you can eat it.

The 335d comes solely as a sedan with six-speed automatic gearbox, and is available for test-drives at BMW dealers now.

Justin Pritchard is an Ontario-based automotive journalist and automotive consultant to News Canada. His work can be seen in various Canadian newspapers, magazines and websites - and he also hosts a weekly TV and web car review segment.

2008 BMW X5 - sport over utility.

2009-02-24T00:16:00.000-08:00

Overview

The BMW X5 puts emphasis on the sport half of the sport-utility equation. While it offers more utility than ever, it comes up short in cargo-passenger flexibility compared to many luxury SUVs. As opposed to hauling acres of equipment and gear, the X5 provides the essential equipment enthusiast drivers expect when they want to enjoy the art of driving as much as they're able.

Indeed, BMW shuns the SUV tag entirely, describing the X5 with it own copyrighted label: Sport Activity Vehicle, or SAV. This may be a tacit acknowledgement that the X5 can't tow or carry as much stuff as some of its competitors, or it may simply highlight the X5's strength. That strength is its ability to get down the road in the step-on-the gas, shove-through-corners fashion of a genuine sport sedan.

BMW focused on improving utility for 2007, when a redesign stretched the X5 by seven full inches and delivered a substantial increase in rear seat legroom. For 2008, X5 upgrades have re-focused on sport. Both the six-cylinder and V8 engines are new, with a revised six-speed automatic transmission.

The V8 in the BMW X5 4.8i increases in displacement, while the 3.0-liter inline six is an all-new design, with a substantial increase in power. These are BMW engines, which means plenty of usable torque and turbine-like smoothest. The 4.8i might be the chest-beater, but the BMW X5 3.0si still delivers the kind of response we expect in a sport sedan, and it shouldn't leave owners pining for the V8.

The X5 is styled in obvious BMW fashion, only taller, with traditional Bimmer cues like the twin-kidney grille and dual-beam headlight clusters. Like it or not, its look and badges are often enough to get the X5 one of the high-profile valet spots at a trendy club.

Inside, the X5 offers plenty of room for five, with a nice, rich finish and nearly all the bells and whistles one expects in a high-line luxury sedan. The back seat is more than roomy enough for two adults, three in a pinch, and there's enough cargo space in back for a two-day family outing.

The X5 can expand to seven-passenger capacity with an optional third-row seat. Of course, that third seat won't look particularly inviting to anyone asked to ride in it, and it pretty much wrecks the cargo space.

With all seats lowered for maximum cargo capacity, the X5 offers less space than virtually every competitor, from Acura to Volvo. It's not a class leader in fuel economy, either.

Sport in the X5 context does not mean off-roading. Its all-wheel-drive system was developed for slippery roads and sporty driving characteristics, rather than sand dunes or steep, rutted hillsides. Yet It can tow a substantial 6,000 pounds, and the all-wheel-drive can be a great friend in a blizzard.

The X5 gets high marks for safety. It performs well in both government and insurance industry crash tests, and it has been designated one of the Top Safety Picks by the Insurance Institute for Highway Safety. Besides the full complement of front, side and head protection airbags, the X5 offers some of the most advanced active safety systems available. These include anti-lock brakes that periodically sweep the discs dry in rainstorms and electronic stability control that works with the all-wheel drive system and even to steering to manage skids.

Still, the X5's calling card is its driving dynamics. It's not quite as refined or holistic as BMW's best sedans, but the comparison is generally on the mark. Think of the X5 as a 5 Series sedan with more headroom and a bit more cargo space.

Model Lineup

The BMW X5 comes in two variations, distinguished primarily by engine type, both with all-wheel drive. For 2008, both models get an upgrade in standard equipment, new engines and a six-speed automatic transmission.

The BMW X5 3.0si ($46,200) is powered by a 3.0-liter inline six-cylinder engine delivering 260 horsepower. It comes well equipped, with a 12-speaker, single-CD stereo, niceties such as a choice of wood trim, rain-sensing wipers, power tilt/telescoping steering wheel, driver's seat memory and, for 2008, a power sunroof. The standard upholstery is BMW's Leatherette vinyl, and the wheels measure 18 inches in diameter.

The BMW X5 4.8i ($54,800) is powered by a V8 with 350 horsepower. The 4.8i model comes standard with leather upholstery.

The Sport Package ($3,700) adds Active Roll Stabilization and Electronic Damping Control suspension, 19-inch wheels, heavily bolstered sport seats and Shadowline exterior trim. Other option groups include the Premium Package ($2850 for the 3.0si, $1,850 for the 4.8i), which adds front-seat power lumbar support, Ambiance Lighting, auto-dimming interior and exterior mirrors, a digital compass, power-fold exterior mirrors, Bluetooth phone interface, BMW Assist with a 4-year subscription and leather seating for the 3.0si.

The Technology Package ($2,600) includes Park Distance Control, Rearview camera and a navigation system with voice command and Real Time Traffic information. The Cold Weather Package ($900) adds retractable headlight washers, heated steering wheel, heated front seats and a ski bag with rear-seat pass-through, while the Rear Climate Package ($900) adds four-zone climate control, manual rear sunshades and privacy glass.

Options that are standalone include a premium sound system with 16 speakers and a six-CD changer ($1,800), Active Ventilated 20-way front seats with a massage feature for the driver ($2,100), rear-seat DVD entertainment system ($1,800), ultra-soft Nappa leather ($1,000), Comfort Access keyless starting ($1,000), satellite radio ($595), iPod and USB adaptor ($400), and HD radio ($350). A powered Automatic Tailgate ($500) is offered for the first time in 2008.

The Insurance Institute for Highway Safety (IIHS) has designated the 2008 X5 a Top Safety Pick, and it performs better than many SUVs in the insurance industry's crash tests. Standard safety features include front airbags with two-stage activation, side-impact airbags built into the front seats, and curtain-style airbags providing head protection for outboard passengers front and rear. The X5 also comes standard with the full array of active safety features, including electronic stability control and advanced anti-lock brakes with a pre-loading and water-sweeping feature. The 2008 models come standard with run-flat tires, which allow operation at 50 mph for up to 90 miles when completely flat.

V10-Powered BMW Z4

2009-02-23T08:31:00.000-08:00

With the arrival of the new BMW Z4 looming on the horizon, this previous-gen Z4 packs a little something extra to grab your attention.: the 5.0-liter V10 from the BMW M5.

A lot of you were enraged when we referred to the 2009 BMW Z4 as a hairdresser’s car. Today we bring you the non-hairdresser version of the Z4 and it’s not the M Roadster.

OK, we lie, it was an M Roadster at one point, but the owner wasn’t content with the paltry 343 HP inline six it was packaged with from the factory. No, they needed more -– much more. The six was ripped out and replaced by what some call a technical marvel or possibly just the 2005 Engine of the Year — the 5.0-liter V10 from the BMW M5 / M6.

It appears the M5’s donor V10 fits perfectly under the hood of the Z4 and it likely packs quite the wallop when the go pedal is stomped. But when you decide to go, it’s not the stock 507-hp that you’ll be feeling, but a Hartge-tuned 551-hp instead. All this power is routed through a six-speed manual gearbox allowing this non-hairdresser’s Z4 to rocket to 60 much faster than the stock M5’s 4.7 seconds.

The Z4 appears mostly stock from the exterior with the exception of a set 20-inch Hartge wheels – a true sleeper indeed. The asking price for this little beast is a non-carpocalypse friendly 97,900 Euros which rounds out to roughly $140,000 U.S. For that money, you could almost buy five standard M Roadsters to strut your pretty self in, but we’d rather have just this one so we could lay to rest the hairdresser debate once and for all.

America v Germany: 1st Place - 2008 BMW 335i

2009-02-23T08:29:00.001-08:00

If you like to drive like your hair’s on fire, deciding between the athletic American 2008 Chevrolet Corvette hardtop coupe and the Bavarian corner carver 2008 BMW 335i is a bit like choosing between cocaine and cocaine. If you’re a more sensible motorist, it’s like choosing between A.H. Hirsch 16 Year Old Reserve Pot Stilled Sour Mash Straight Bourbon Whiskey and Schloss Rüdesheim VSOP brandy. in either case, the question is a matter of taste and price. Hence this test: which performance car offers the better buzz for $40k?

In recent years, BMW designers have suffered from the automotive equivalent of Body Dysmorphic Disorder, in which individuals become preoccupied with imagined or minor defects in appearance. Victims often resort to eating disorders. In this case, BMW turned to compulsive cosmetic surgery, pulling and tightening the sheet metal, and nipping and tucking away curves. Many BMW models look like they’ve had more work than Joan Rivers – with even scarier results. And don’t forget the gluteal implants (a.k.a. the Bangle butt).

Fortunately for the 335i, BMW has dialed back somewhat on the severity of the car’s look. The eyes (headlights) don’t look as overworked, the sides less scalloped, and the bulging trunk less Bangley. The overall comportment is now conservatively sleek and muscular without the distractions.

Compared to the Corvette, the cockpit of the 335i is an over-engineered fussy affair. I wish BMW’s automobilingenieure would have spent more time studying how to make it easier getting in and out of the car, rather than on the creepy mechanical arm that hands you the seat belt. Ingress and egress is much more difficult than the Vette’s. Front seats and steering wheel adjust 1,001 ways, yet I was never quite able to get the seating position exactly where I wanted it. And the tiny back seats? They’re not Mustang bad. How’s that for a compliment.

Much of the tester’s interior was a cream beige– which most buyers should should avoid. With only 14K miles on the odometer, the car was already fouled by smudges that stand out on the light-colored upholstery. The 335i’s instrumentation is classically European, which is a good thing, as are the tiny cup holders, which is a bad thing (unless you are on a diet – or only drink Red Bull).

The door-mounted power window controls are too far out of reach. I know I’m being picky, but BMW need only to take a ride in any Honda to find window controls that lie conveniently where the hand naturally rests. Can’t we expect as much from Germany’s vaunted engineers?

Once you’ve finally lost patience fiddling with the seat controls, you press the start button to animate the 3.0-liter dual overhead cam, 24-valve inline turbocharged engine. At idle, neither ‘Vette nor 335i telegraph their performance potential. But the BMW is a far smoother mill. Tooling around town under 3,000 rpm, you wouldn’t guess you were driving anything other than a vanilla four-cylinder Honda Accord. Give the go-pedal a kick, the turbo spools-up, and I’ll see your zoom-zoom and raise you zoom-zoom-zoom-zoom-zoom-zoom– all the way up to the car’s 7,000 rpm redline.

After driving the Corvette for three hours, the 335i’s dearth of horsepower is a major letdown. The fact is that the BMW has 136 fewer ponies to play with and weighs nearly 300 lbs more. This is more a testament to the ‘Vette’s strength rather than the Bimmer’s deficiency. Once the turbochargers catch their breath, the 335i hunts triple digits like a lonely cougar chases young himbos.

Ride quality is fully on par with the Corvette, which is a compliment for cars that offer this level of handling performance. And nimble it is. (Feel the force I do.) Despite its extra heft, the 335i weaves its way through corners with exceptional confidence and ease. The only demerit I would offer: the rear end gets hoppy under hard acceleration on anything less than a glassy smooth surface.

So how does this add up to a win over the ‘Vette? If you like to feel that the world is watching your every move or if you worship at the altar of Hippoi Athanatoi, the ‘Vette is the clear and unequivocal favorite. But the Corvette is frustrating to drive around town. A driver dare not do more than tickle the accelerator for fear of alerting the state police. The car requires a closed track to fulfill the full measure of its creation. The restraint required is maddening.

Conversely, with the 335i, BMW offers an elegant performance package that can be freely enjoyed with unrestrained abandon on surface streets and highways. In the real world, agility trumps epic grip. Day in and day out, the BMW 335i is simply more fun to drive.

2009 BMW X5 xDrive 35d

2009-02-23T08:26:00.001-08:00

They say the longer the job title, the smaller the job. In the automotive world, the longer the model name, the more hype, money and technology involved. For those of you new to this game, the BMW X5 xDrive 35d is BMW’s biggest SUV with all wheel-drive and a diesel engine. (No, it’s not a 3.5-liter powerplant, but alphanumerics outpaced pedantry a long time ago.) No matter what you call it, I’m an unabashed fan of the modern diesel-powered vehicle. With diesel more expensive that gas, and an intimate understanding of the overarching importance of depreciation, it’s not diesel’s fuel-efficiency that flicks my wick. I enjoy the beefy, progressive power delivery. The X5 xDrive 35d may be a belated entry into the diesel SUV market, but it’s no slacker underfoot.

BMW makes the world’s best straight six cylinder engines. This 3.0-liter oil burner builds on that reputation. Packing 265 horsepower and a thundering 425 pound feet of torque, the 35d motivates the 5,225 pound X5 from rest to 60 miles per hour in less than seven seconds– whilst delivering 26 miles per gallon on the highway. Using Detroit’s favorite mpg calculation, the 22.5 gallon tank could take you nearly 600 miles between fill ups. And you might even get chuckgoolsbee to provide some cheap, homebrewed biofuel.

The 35d’s oil burner’s blessed with a brace of blowers, and comes complete with all the usual BMW jiggery pokery (e.g. an aluminum engine block and third-generation piezo common rail direct injection). After an initial flat spot, the big ass Bimmer’s thrust arrives without a hiccup across the [admittedly short] rev range. In fact, the diesel engine is more lag-less (less lagged?) than the world-beating 3.0-liter twin turbo gas engine offered in the X6, while delivering 24 percent better fuel economy than the normally aspirated xDrive 30i.

In case I didn’t make myself clear: this is one sweetheart of an engine. BMW only offers it in the 3-Series sedan and the X5. Neither would be my vehicle of choice; the 3-Series sedan is too small and the X5 is too porky.

That said, the X5 xDrive 35d handles better than any 2.6 ton machine ought. As long as you deploy the word “relatively,” you could even say it’s fun to drive. Though grabby, the brakes are endlessly capable, lending confidence in all situations. The transmission lever is incredibly obnoxious from an aesthetic POV, but it works with admirable intuitiveness. The steering is weighty and confident at speed, but too heavy at parking lot velocities.

Most of the 35d’s operating controls felt unduly stiff, imparting a feeling of durability without the usual oil-dampened grace. The 35d’s doors closed with an impressive thunk, but the two piece clam shell trunk lid made a “ping” sound that suggested that Stuttgart is a long, long away from Spartenberg. The motors powering the electrically adjustable steering wheel were noisy and slow in their operation. Don’t get me started on the quality and comfort of the seats. The cows which donated their hides to the X5 must have led a horrible life, ate sandpaper or mated with lizards. In terms of comfort and support, even a boozed-up bum would find a park bench a better bet.

The 35d’s outward visibility is panoramic; why then are the blind spots so prominent? In addition, the 35d feels overly wide; narrow city streets are a genuine bother. Despite the vehicle’s girth, the use of interior space was no better than average.

I invited my wife to join me in evaluating the diesel X5, since she is more of the target for this kind of vehicle than I. On first blush, she felt the step in height was too high and complained that the side panels nicked her in the shins (the 35d’s optional running boards would have only exacerbated this situation). Next she complained about those hard, flat seats. To my surprise, she also objected to the large glass area, which made her feel exposed and vulnerable. When she felt the stiff steering at low speed and heard the sound of the diesel engine, she was convinced Lexus had a better alternative.

Admittedly, there is a bit more diesel clatter at idle than I would have expected. Worse, compared with the RX400 she covets, the X5 diesel is less fuel efficient (particularly in city driving) and diesel fuel is dearer. So much for the coveted female audience.

Again, I reckon BMW put this superb engine in the wrong car. TTAC’s own, Alex Dykes has written-up the many fine Euro-wagon options available here in America. We just need to wake up and remember our station wagon roots; the first time I kissed a girl was in the third seat of a gigantic Oldsmobile station wagon facing the wrong way for the entire world to see. I miss the wagon days and I don’t need a crossover to make me feel like a real man. A BMW xDrive 35d 5-Series Wagon would stretch the boundaries of mnemonics, but it would stand a better chance in the diesel-aversive U.S. market.

2009-02-23T08:21:00.000-08:00

In 2003, BMW brought the 6-Series back after a 14-year hiatus. Some felt it didn't pay homage to the classic 635CSi. Now, Racer X has come to the rescue with their BMW RZ-M6 concept.

Racer X Designs, of KC-427 and RZ Formula fame, have decided to try their hand at restyling the current BMW M6 coupe to fall more in line with the classic BMW 635CSi. Although these are just renderings, they show an aggressive restyling treatment to the front and rear fascias as well as a 55mm wider track to allow for more aggressive rubber. The obvious inspiration for the schnoz comes from the recent BMW M1 Homage Concept, but we see a little 2010 Chevy Camaro in there too.

Racer X is currently looking for a partner to bring their BMW RZ-M6 concept to life, so if you've got tons of cash or are a BMW fanatic that's willing to refinance your home, please get in touch with these guys because we'd love to see this car in the flesh.

2009 BMW 3 Series Road Test Review

2009-02-23T08:14:00.001-08:00

Hearing that the 2009 BMW 335d runs on diesel won't bring a smile to the typical American's face. On the contrary, it's likely to elicit an expression of distaste. In this country, the word "diesel" evokes images of big-rig smokestacks belching out ominous black clouds, or slug-slow, sulfur-spewing Mercedes 240Ds simultaneously clogging the fast lane and the atmosphere. The prevailing attitude is that diesel-happy Europe can have these presumably primitive, polluting power plants — we're doing just fine with good old gasoline, thank you very much.

Clearly, diesel could use a makeover for the American market. That's where the 335d comes in. Thanks to a preposterous 425 pound-feet of torque at just 1,750 rpm from its 3.0-liter turbodiesel inline-6, the 335d dusts most sport sedans off the line — yet it's EPA-rated at a belief-beggaring 36 miles per gallon on the highway, yielding a maximum range of nearly 580 miles. As for emissions, the 335d's sophisticated exhaust system injects a pollutant-neutralizing urea mixture into the exhaust stream, yielding air pollution scores roughly on par with gasoline-powered 3 Series sedans. No one will leave the 335d's driver seat without a newfound appreciation for diesel technology; indeed, most will have spent the test-drive giggling uncontrollably at the colossal low-end kick, not to mention the hair-raising baritone roar at full throttle.

In other respects, the 2009 BMW 335d is every bit a 3 Series, which is to say, it's the automotive version of that annoying kid who's good at everything. What the 335d lacks in standard features and affordability, it makes up for with sports-carlike handling and braking, a supple ride and an intimate cabin awash in high-quality materials. Provided you don't blanch at a starting price of almost $45,000 for a compact sedan, the 335d will win you over with its stunning combination of performance, efficiency and refinement. Drive one — we dare you — and just try to keep that anti-diesel frown from turning upside-down.

We like the subtly restyled headlights for '09, and we're glad BMW bid adieu to the old chrome eyebrows above the kidney grilles.

As in most BMW products, the 335d's stereo display becomes illegible when viewed through polarized sunglasses.

The 335d doesn't ride like a sports car, but it sure corners like one. New taillights are a huge improvement.

Performance

The rear-wheel-drive 2009 BMW 335d is propelled by a 3.0-liter twin-turbocharged diesel inline-6 that cranks out 265 horsepower and 425 lb-ft of torque. A six-speed automatic is the only available transmission. Our test car's sport steering wheel had the optional shift paddles, but we rarely used them — the transmission's telepathic shift logic means you can just leave it in Drive and let the car do the rest. We recorded a swift 0-60-mph sprint of 5.9 seconds en route to a quarter-mile time of 14.1 seconds at 99.1 mph.

Eagle-eyed readers will note that the gasoline-powered 335i has consistently returned 0-60 times in the low 5s, along with significantly better quarter-mile performances than the "oil-burning" 335d. As is often the case, though, the numbers don't tell the whole story. While the 335i does provide extraordinary low-end torque for a six-cylinder gasoline engine, it doesn't start making landscape-blurring power until up around 4,000 rpm, whereas the diesel-powered 3 Series delivers a seamless wave of face-flattening thrust from 2,000 rpm on up. As such, the 335d feels like a muscle-bound monster in real-world driving, whether accelerating from stoplights or darting around slow-lane dawdlers.

The complexity of the 335d's diesel engine proved to be a disadvantage on our scales. At a portly 3,804 pounds, our 335d outweighed a 335i we tested recently by more than 150 pounds. Perhaps that explains why it lagged a bit through our slalom course, registering 67.3 mph to that 335i's 68.9. Nonetheless, the weight is distributed as evenly as in any other 3 Series — 51 percent front, 49 percent rear — so the 335d remains balanced and predictable in tight corners, with an athletic grace that belies its heft. Everything just comes together remarkably well when you push this car hard: Body roll is negligible, brake feel and performance are spot-on, and the wonderfully precise steering opens a direct line of communication between the contact patches and your palms. If you're looking for a genuine four-door sports car, the Sport-packaged 335d is a compelling proposition.

Just know that the 2009 BMW 335d won't burn fuel like a sports car. Against EPA estimates of 23 mpg city/36 highway and 27 combined, we averaged 29.6 miles per gallon over 1,517 miles. Our best tank — 33.9 mpg — was recorded during rapid highway transit with three adults in the car. These are remarkable numbers for such a powerful sedan.

Comfort

The 335d's ride quality is marvelously supple given its handling capabilities — there's hardly any impact harshness to speak of. Wind and road noise are nonissues under most circumstances. The driving position is beyond reproach, with excellent sight lines and a dead pedal that's perfectly placed and tall enough to accommodate larger shoe sizes.

Accommodations are hard to fault, at least up front. The Sport package provides a set of power sport seats for front passengers, and they're among the best you'll find in any car, with firmly supportive cushioning and an extraordinary range of adjustments. We missed the power-adjustable lumbar support, however, which can only be had via the pricey Premium package. At least there were power-operated side bolsters on the seatbacks to hold us in place during spirited driving. Rear-seat comfort depends on passenger dimensions — while average-size adults will be perfectly content back there, lankier specimens will find both head- and legroom lacking. In any case, the rear cushion is nicely shaped, and its occupants are treated to their own air vents with limited temperature control.

Function

The traditional analog gauge design is refreshingly clear and simple, though we'd like to see an oil temperature gauge in place of the hokey instant fuel-economy meter. The center stack controls, on the other hand, take some getting used to. This is particularly true of the climate control system, which can only be turned off by tap-tap-tapping the fan-speed "down" button. There is also no "foot defrost" setting — if you want to clear the windshield, your feet are going to be left out in the cold.

Our test car was equipped with the base stereo, and that's fine with us. This is one of the best base stereos in the business — clarity and separation could be better, but low-frequency response from the twin subwoofers is remarkably full and rich, and our ears cried uncle before we could detect any distortion or rattling trim panels. At this lofty price point, though, we'd like to see a CD changer in place of our car's single-CD slot. We were also surprised that Bluetooth wasn't standard, and you'll have to pony up even more if you want a navigation system (and the revised iDrive interface that comes with it).

In our real-world usability tests, the 335d's smallish 12-cubic-foot trunk swallowed our standard suitcase and golf bag without issue, though the narrow trunk opening may impede golf bags containing longer-shafted drivers. Child safety seat installation is feasible, but the small rear door opening can pose a challenge, and the front seatbacks may need to be pulled forward a bit once the seat is in place.

Design/Fit and Finish

While the 3 Series still won't win any beauty contests, its numerous styling updates for 2009 were mostly well-received by our staffers. The new taillights in particular were deemed a notable improvement. Inside, the 2009 BMW 335d continues to feature a traditional dashboard layout that some find uninspired, although we're always impressed with the 3 Series' consistently high materials quality. Fit and finish was superb on our squeak-and-rattle-less tester, with consistent panel gaps and an overall sense of solidity.

Who Should Buy This Vehicle

Those who like the sound of muscle-car acceleration, sports-car handling and economy-car fuel-efficiency in a refined and stylish package.

BMW 335d and X5 xDrive35d

2009-02-23T08:12:00.000-08:00

BMW wants to ensure the warmest possible reception for the 2009 BMW 335d and 2009 BMW X5 xDrive35d, so the company has made it impossible for you to make the number one most aggravating mistake: accidentally refueling your diesel vehicle with gasoline.

In a recent press release, BMW notes that --

The Incorrect Fuelling Protection System fitted to all BMW diesel-powered models is designed to allow only filler nozzles for diesel fuel to enter the filler neck. The filler neck of these models is fitted with a locking system that can only be released by a standardized diesel filler nozzle. An unleaded gasoline nozzle with its smaller diameter cannot make the same connection and its access is blocked.

Apparently, the company isn't just targeting American drivers who may be unaccustomed to using the diesel pump, noting that Germany's automobile association reports an average of 5,000 "misfueling" incidents each year.

Fastest Selling Vehicles Based On Time On Lot

2009-02-23T02:21:00.000-08:00

Cars.com has cobbled together a list of the top ten fastest and slowest selling cars in the US market these days and, shocker, the best selling cars are largely all-new or recently refreshed.
Fastest Selling Vehicles Based On Time On Lot

2010 Mercedes-Benz GLK350: 6 days

2009 Nissan 370Z: 9 days

2009 Toyota Venza: 20 days

2009 Lexus LS 460: 21 days

2009 Ford F-150 crew cab: 23 days

2009 Toyota Highlander: 24 days

2009 Honda Fit: 25 days

2009 BMW X5: 26 days

2009 Mercedes-Benz ML350: 27 days

2009 Ford F-150 extended cab: 28 days

Despite a miserable economy, eroding consumer confidence, financing issues and lingering fears of another gas price spike, the best selling cars are all fairly expensive and skew towards crossovers (with the exception of the Fit), trucks, and SUVs. Not a single hybrid on the list. It's almost as if Americans prefer bigger cars that maybe don't get the best gas mileage. Holy Toledo! Stop the presses! Head over to Cars.com for the top ten biggest sales losers.
The Venza being on the hot list makes us silently weep for humanity.

Bangled BMWs no more - Controversial designer resigns

2009-02-23T02:16:00.000-08:00

The controversial designer who led BMW’s styling department since 1993 has resigned, according to BMW. Chris Bangle was an influential car designer who sought to set the styling of BMW cars apart from others, at a time when other automakers were mimicking BMW’s style.
Some of the first BMWs to use the style Bangle referred to as "flame surfacing," the 2002 BMW Z4 and 745i, were not well received. Bangle’s name started to be used as a verb among automotive critics who said cars they thought looked awkward had been "Bangled," or "hit with the Bangle stick." While the Z4 sold relatively well, the 745i was redesigned to tone down some of the more dramatic details in 2006. The Z4 was updated for 2009 and a new 7 is due for 2010.
Longtime BMW designer Adrian van Hooydonk will take over the department. No word yet on what direction he will take the company’s styling, though future auto shows may provide a glimpse. Bangle said he left to pursue other design opportunities outside the car industry.
Whether you loved or hated Bangle’s designs, there’s no question they were distinctive. Either way, if you’re familiar with Bangle’s BMWs, let us know what you think of them in the comments below.

BMW Diesels Qualify for Tax Credits

2009-02-23T02:07:00.000-08:00

Following in the footsteps of other automakers with diesel vehicles, like Mercedes and Volkswagen, BMW’s two diesel models will qualify for federal income-tax credits.
The 2009 BMW 335d sedan will garner you $900 back on your next return, while the 2009 X5 xDrive35d SUV will net you $1,800. Both vehicles use BMW’s twin-turbo, 3.0-liter inline-six-cylinder diesel engine and qualify for the credits under the Advanced Lean Burn Technology Motor Vehicle tax credit program. The diesel sedan is rated at 23/33 mpg city/highway, and the X5 is rated at 19/25 mpg.
This is all well and good, but keep in mind that the 335d has a base price of $43,900, while the X5 xDrive35d starts at $51,200. We’re not sure that a savings of $900 off those prices will do much to stimulate the economy.

About BMW cars

2009-02-23T01:17:00.000-08:00

History

BMW was founded in 1916, and it originally manufactured aircraft engine and motorcycles. It only began making cars in 1928. Its history is reflected in the current BMW logo, which symbolizes a propeller. When BMW started manufacturing cars, they decided to keep the original logo that symbolized the company's origins.

Significance

The BMW company is a leading player in the world's luxury car market. The company is also seen as an icon of great German innovation. It has a great reputation in making engines, and have spawned a large following.

Types

BMW has different line of cars made for different purposes and target markets, and manufacture sedans and SUVs. The 1 series is a lower-end line that is relatively inexpensive. There is also the 3 series, which is BMW's staple compact car line, first introduced in 1975. Since then, the 3 series has evolved through various generations, and out of all its lines, BMW sells more 3 series worldwide. The 5 series is a mid-size car. The 6 series has a more sporty design and has higher performance. The 7 series is a full-size car and the most expensive of the sedans.

Features

The different series that BMW currently has can be customized in various ways. Customers have the option to buy a coupe, convertible or hatchback in a variety of interior and exterior colors. BMW as a company, although know mostly for it cars, also has affiliations in different industries such as film.

Potential

BMW is known to produce powerhouse automobiles, but lately, they have been considering reducing the impact that their cars have on the environment. Since BMW is a large company with many resources, they have the potential to create a hybrid or a more environment-friendly vehicle.