Archive for the 'BMW Review' Category
There’s no easy way to design and build a new F1 car, but the road to Valencia has been longer for the Sauber team than its competition. The team quite nearly missed the chance to race this year after BMW withdrew its support and a subsequent deal to sell the team fell through. But team founder and namesake Peter Sauber managed to get the funds together to buy his team back, and after narrowly acquiring a spot on the 2010 grid, this is the first fruit: the Sauber C29.
Technically, the team still bears the BMW Sauber moniker, but it’s not the Bavarian automaker’s engine under the cowling: it’s Ferrari‘s. The name game is simply a formality. Having run Maranello’s engines for years in the pre-BMW era under the Petronas brand, both Ferrari and Sauber are used to the arrangement.
Petronas is also gone, migrating to the rival Mercedes GP team (and not, as might have been assumed, to the Malaysian-backed Lotus team). As you can see, the C29 – the third car to make its debut during the Valencia test session – was unveiled with no sponsor branding whatsoever. Rumor has it that both drivers – 38-year-old veteran McLaren test driver Pedro de la Rosa and 23-year-old rookie Kamui Kobayashi (who impressed in his debut for Toyota last season) – have brought sponsorship along with them, Kobayashi in particular linked to Panasonic, which sponsored Toyota’s cars until the Japanese automaker’s withdrawal last season.
According to Auto Motor und Sport, BMW will add two new small cars to slot below the current 1 Series by 2014. One of those vehicles has already been publicly confirmed by the automaker, the Megacity, an urban commuter BMW is developing as a dedicated electric car. The powertrain technology will be an evolution of what was shown a few weeks ago in the ActiveE concept at the Detroit Auto Show.
The other vehicle is more speculative at this point, but will likely be powered by an internal combustion engine and is reportedly intended to compete with the new Audi A1 in the premium B segment. This car will probably use a range of new three cylinder engines and may even get a hybrid version. The platform is still up in the air, but BMW is reportedly developing a small front-wheel drive platform in-house or opt to purchase an existing platform from another company if the development proves too expensive.
This either proves the point that BMWs are expensive enough for now or the company is trying to aggressively hold the line on pricing for existing models. 2011 pricing and equipment for the complete BMW North American model range has been released, and the company is adding a revised Value Package and keeping prices the same. New models, such as the 2011 5 Series with which we scooted about in Portugal, will see some attendant bottom-line juggling, but the base MSRP for your dream 3 Series remains the same, even if you choose the updated coupe and convertible models.
The biggest news is that the single-turbo N55 is muscling the twin-huffer N54 out of some Bayerische engine bays. 135s, 335s, 535s, the 535i Gran Turismo and X6 xDrive35i all get the new single-turbo N55 between the fenders. The N54 still appears in the Z4, new 335is and the 740i, as well as some others.
There’s new package deals going on as well. 1 and 3 Series vehicles get a new Value Package, building on the popularity of the no-cost iPod interface and leather seat upgrade BMW has been offering. The 335 model misses out, however, as this is a 128-, 135- or 328-only affair. Don’t fret, as there’s a new Convenience Package, too. Costing between $1,000 and $2,350, the Convenience Package is different depending on the car, but it’s again a 1 and 3 Series upgrade. The package includes an alarm system, Comfort Access, some flavor of PDC, sunshades and, sometimes, xenon headlamps.
According to an unnamed “senior BMW authority out of Munich” speaking with InsideLine, the German automaker will indeed build a production version of the Vision EfficientDynamics concept that debuted last year at the Frankfurt Motor Show. BMW is reportedly planning for a model run of between 5,000 and 10,000 units in 2013. We’ll get to the details in a moment, but here’s the best news: “That name that the marketing people forced on us [is] going to change for sure.” Phew.
Apparently, BMW has no plans to ditch the radical plug-in hybrid powertrain, which put out 356 horsepower and a stonkin’ 590 pound-feet of torque in the concept. That means we’ll get something similar to the turbocharged three-cylinder diesel range extender and twin electric motors powered by a lithium polymer battery pack that was featured in Frankfurt. Sounds great so far, and BMW claims the performance will be even better than the 4.8-second 0 to 60 run quoted for the concept.
Naturally, some of the Vision’s more outlandish exterior bits will go the way of the Dodo, but IL reports BMW’s target of weight is still under 3,000 pounds, meaning that high-tech composites and construction techniques are a veritable lock. Price for this next-gen eco-friendly supercar?
BMW has officially announced changes for its 2011 BMW X6, and the big news is that the German automaker will swap out its twin-turbo N54 inline-six in this sport utility for the new twin-scroll single turbo N55 mill, just like it did in the new 5 Series. The move continues BMW’s drive toward simplifying its engine options while at the same time providing X6 owners with stronger acceleration and increased efficiency. BMW claims the N55 matches the twin-scroll N54′s power numbers while also cutting weight from the engine bay. And since this bubbly crossover weighs in at a rotund 4,900 pounds, we’re thinking every pound lost is a good thing.
The twin-scroll inline-six will produce 306 horsepower and 295 pound-feet of torque in the X6, six more ponies and five fewer lb-ft than the outgoing twin turbo model. Both the X6 35i and X6 50i will also receive ZF’s eight speed automatic transmission for the 2011 model year. The eight forward gears will even further improve efficiency while also deliver smoother shifts.
Well, even though the new 7-Series has only just been launched, BMW will offer a hybrid version next year. For now, there’s the 740d – the most powerful diesel 7-Series ever.
Under the bonnet is an even more muscular version of the 3.0-litre six-cylinder twin-turbo oil-burner that powers the 730d, which will make its way into the new 5-Series, too. It produces 61bhp more, at 306bhp, and delivers a massive 600Nm of torque – a 60Nm advantage.
Hooked up to a slick-shifting six-speed auto, the unit propels the newcomer from 0-62mph in 6.3 seconds – a second faster than the 730d – and 155mph. Drivers won’t be penalised at the pumps, though. In fact, as the 740d returns 40.9mpg and emits 181g/km of CO2, it’s even more efficient than the current 730d – although a revised version of the latter is due in September.
How does the model perform on the road? Well, it’s absolutely storming. The enormous torque output means response is instantaneous and supercar-fast between 50mph-75mph.
It’s easy to find yourself travelling at very high speeds, partly because there’s so little wind or engine noise, while the blend of comfort and a range of around 600 miles makes this a supreme long-distance car.
The way the 740d tackles corners is just as impressive. As with all 7-Series, it has Dynamic Drive Control. This gives the option of Comfort, Normal, Sport and Sport + modes, which alter the responsiveness of the steering, suspension and traction control. It means you can make the car boulevard-smooth one minute, sports-car-firm the next.
As you’d expect, all this comes at a price. The 740d will cost over £58,000 – around £5,000 more than the 730d. The latter is fast enough for most, but if you have the funds, the new car is a wonderful all-rounder.
BMW is an expert at filling niches that buyers probably never even thought existed. Witness vehicles such as the 5-series Gran Turismo, the upcoming Mini SUV, and the smallest member of the X family, the X1.
This new BMW baby ute is 175.4 inches long, 70.8 inches wide, and 60.8 inches high. That makes it 2.8 inches shorter than a 3-series wagon and 4.5 inches shorter than an X3. Although this may suggest it’s based on the 1-series, the X1 is actually closely related to the 3-series wagon, down to axles, powertrains, and identical all-wheel-drive systems.
The X1 is not a serious off-roader—there are no differential locks, for instance. It’s more of an on-road driving machine with forest-exploration capability. In everyday driving, the AWD system delivers 60 percent of the engine torque to the rear axle and 40 percent to the front, but the multidisc clutch pack is able to apportion torque to whichever axle needs it for traction.
At a glance, the X1 looks very similar to the bigger X3. The main differentiation is its giant BMW kidney grille and more steeply raked windshield and liftgate. Inside, the X1’s décor and layout mimic those of the 3-series. Surprisingly, in view of the vehicle’s compact dimensions, there’s plenty of room out back for a couple of adults. The fifth passenger’s space is compromised by the way the center console runs back into that rider’s seating area. The cargo area varies between 15 cubic feet with the rear seats slid all the way back—there’s another 3 cubic feet available if they’re slid forward—to 48 cubic feet with the seats folded flat.
When the car goes on sale in the U.S. in early 2011, the initial model offering will be the X1 xDrive30i, powered by a 260-hp version of BMW’s familiar 3.0-liter inline-six also found in the X3 and the X5. A 2.0-liter, four-cylinder twin-turbo diesel may or may not make it to these shores. In Europe, the inline-six is mated only to a six-speed automatic transmission.
Specifications
VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 5-door hatchback
ESTIMATED BASE PRICE: $36,000
ENGINE TYPE: DOHC 24-valve inline-6, aluminum-and-magnesium block and aluminum head, port fuel injection
Displacement: 183 cu in, 2996cc
Power (SAE net): 260 bhp @ 6600 rpm
Torque (SAE net): 225 lb-ft @ 2750 rpm
TRANSMISSION: 6-speed automatic with manumatic shifting
DIMENSIONS:
Wheelbase: 108.7 in Length: 175.4 in Width: 70.8 in Height: 60.8 in Curb weight: 3750 lb
PERFORMANCE (MFR’S EST):
Zero to 62 mph: 6.8 sec
Top speed (governor limited): 127 mph
FUEL ECONOMY (C/D EST):
EPA city/highway driving: 18/25 mpg
The X1 definitely wants to be the sports car in the compact-SUV segment. The Servotronic steering system is tuned comparably to the 3-series’ helm and feels much more responsive than the X3’s. The optional Sport package lowers the ride height by 0.8 inch and comes with 18-inch wheels and tires in place of the standard 17-inchers. Despite this, it’s more comfortable than the X3 and exhibits better body control in taking corners. Harsh impacts cause fewer tremors than in the X3.
Exactly what the X1’s niche is, though, we’re not quite sure: the sporty member of the really small and expensive cute-ute category, perhaps? When it goes on sale, it will be in a class of three, joined by the Land Rover LRX and the Audi Q3, and it will likely start at about $36,000.
Here is this great review of BMW X6 M from the folks at Cars Guide.
The super-sized X5 and X6 M are SUVs, but that doesn’t stop them making a sub-six second sprint to 100km/h, hitting a top speed held back to 250km/h, and flaunting the sort of macho body bits that always move an M machine away from the BMW mainstream.
Cranking up to 240km/h down the back straight at Road Atlanta raceway, in a racer red X6 M, was the cement-solid proof that the oddly-styled SUV works better with an M makeover. We’ll have to wait for the X5 with M, but it promises similar stuff.
The X6 is still quirky, and compromised in the cabin, but the selfishness of a driver-focussed update reflects the original thinking behind what BMW calls its sports activity vehicle. And you don’t notice that there are only four seats, or that the rear window view is like peeking out of a letterbox, or that the body could have come from Korea.
Like every M machine, once you floor the throttle in the X6 M — and unleash a twin-turbo V8 that makes a romping 408 kiloWatts — the rest of the deal goes out the door.
The Xers have been given the M treatment because so many potential owners want to go all the way. Particularly in America, where the X5 and X6 are built.
But in Australia the demand for M cars has always been high and only one, the M5 wagon, is not sold Down Under.
The sporty SUVs will be priced north of $180,000 and supplies will be very limited, with around 150 in 2010 spread between the X5 and X6.
The big change for the M conversion is a tweaked 4.4-litre twin-turbo engine that tucks the fans inside the bank of the vee, together with the catalytic convertors. It’s an incredibly complicated and compact conversion which almost eliminates lag and delivers instant access to 680 Newton-metes of torque from 1500 revs.
The Xers are the only fully-auto M cars but the six-speed self-shifter has been tweaked for sports performance, complete with launch control, and they also have intelligent all-wheel drive, servotronic steering, active dampers, bigger brakes and 20-inch alloys that are up two inches from a regular X6.
The body bits include a giant front spoiler with huge cooling holes, side skirts and a rear diffuser that leaves the four-pipe exhaust exposed in M style.
Inside, there is a head-up display, M leather seats and wheel and the M-specific instruments.
DRIVING
There was only one X5 M at the global press preview in Atlanta, Georgia and it was not for driving. It looks nice in bold blue, but that is all I can say.
But I can tell you all about the X6 M after two hours of city and country driving, and a half-dozen fast laps at Road Atlanta. It’s one of the best tracks in the USA and Marcos Ambrose will be there next week, testing his Nascar.
The 6M looks tough and slightly more hunkered, thanks to the bigger wheels and suspension set 10 millimetres lower, and the cabin is just as classy as you expect from an M machine.
But turn the key and there is . . . disappointment. The X6 M is very quiet and you can barely hear the V8. There is no throb.
As we dribble out of town and I feel as if I’m driving a regular X6 5-litre, which is nice but not a favourite.
But then we roll down the freeway on ramp, I finger the M button in the centre of the steering wheel, and the beast is unleashed. The X6 leaps forward, there is a satisfying growl from the tail, and I have to lift sharply to merge with the legal-speed traffic.
I switch back to regular for the rest of the country run and find the ride and handling is terrific — although I hate the artificial heaviness in the steering — the front seats are great, and there is plenty of cosseting luxury. I can almost ignore the looks and cramped back seat . . .
The X6 M is real fun at Road Atlanta and, despite hauling two tonnes, it feels more like a sports car than an SUV. I still have to be careful to brake early-ish and ease into turns, not just jerk on the wheel, but it is composed and swift and feels better than any four-wheel drive wagon including a Porsche Cayenne.
But the X6 is not an M-style machine in the mold of the race-bred M3.
It’s more like an AMG-modified Benz, with a go-fast upgrade that is brutal but not particularly sharp.
Will that matter? Definitely not in the USA and probably not in Australia, because there are always people who are dazzled by an M badge but have never had the chance for something as look-at-me as the X6.
Now in its second generation, the BMW X5 mixes chunky SUV looks with sharp on road handling. It’s pricey when compared to rivals, but its mix of desirability, build quality and driving dynamics still make it a showroom favourite.
Image/Styling
BMW claims that the X5 is a Sports Activity – rather than Utility – Vehicle. This highlights the fact that the German company is targeting the lifestyle market, rather than buyers of hardcore off-roaders. However, the car gets trademark SUV design cues, giving it an imposing road presence. An optional M Sport kit is available and adds bigger wheels, a bodykit and stiffened sports suspension.
Interior/Practicality
Not only is the X5 BMW’s first seven-seater, but also boasts the firm’s largest luggage capacity – 1,750 litres with the rear bench folded flat. While it’s roomier than the old car, it’s still no match for rivals such as the Land Rover Discovery. Furthermore, the optional third row of seats is expensive and offers cramped accommodation. Thankfully, the rest of the cabin is spacious and solidly screwed together.
Engine/Performance
Just three engines are available – two petrol and one diesel. The 3.0-litre oil-burner is available with either 232bhp or 282bhp, with the latter able to sprint from zero to 60mph in just 7 seconds. Petrol fans can choose the 3.0-litre straight six or thirsty 4.8-litre V8 motors. All are strong performers, but the diesels offer the best mix of pace and fuel economy. However, all models fall into the top VED band for road tax.
Driving Experience
The powerful and heavyweight BMW is surprisingly agile in the bends. Permanent four-wheel drive gives excellent traction, while strong brakes provide powerful and fade-free stopping. Keen drivers can specify the even stiffer M Sport suspension, although ride comfort suffers. Wide, low profile tyres and road biased chassis set-up means the X5 has limited off-road ability
Ownership Costs
The X5 is expensive to buy and run. However, strong residuals take the sting out of the high purchase price. You can expect the 3.0-litre diesel to retain around 55 per cent of its value after three years. The oil burner is also the least thirsty, returning 28.9mpg in our hands. Servicing costs are expensive on all models. Even with BMW’s Service Inclusive scheme you can expect to pay around 10 times more for regular maintenance than the owner of a 1-Series.
Safety/Environment
You’ll find all the safety kit you’d expect from a premium off-roader is fitted to the X5. Airbags front and side for the driver and passenger, ABS brakes, Dynamic Stability Control, Hill Descent Control, Dynamic Brake Control and Cornering Brake Control all feature. Its hi-tech electronics even automatically stabilise trailers if they begin to sway! The heads up display is useful but pricey, but the adaptive headlights are well worth the extra outlay.
Our Choice: X5 3.0sd SE
