BMW CAR

Cadillac to Debut ATS in 2012 with 4-cyl Engine and ATS-V ‘Performance Version’

noreply@blogger.com (izalkancil) — Fri, 05 Nov 2010 02:52:00 +0000

General Motors has already accomplished milestones by injecting the fastest production sedan, the CTS-V, into the market. With no plans to slow-down anytime soon, Cadillac has plans to debut the new ATS, a smaller car to rival the BMW 3-series.

We have already seen spy photos of GM testing the ATS platform underneath the current CTS’s skin. From the photos it is obvious that the drivetrain sports a shorter wheelbase than that of the CTS and possible one or two of the CTS’s powerplants.
According to various sources, the new ATS will come standard with a 2.0-liter turbocharged 4-cylinder engine with an optional V6. A sedan version of the ATS will start things off for the Fall of 2012 as a 2013 model while a coupe version will follow as a 2014 model. Plans for a convertible are also in the works. One of the highlights of this news to come out of GMInsideNews is the idea of an ATS-V which will be powered by a V8 engine or twin turbo V6. Can we say BMW M3 fighter?
We will be sure to report any updates as we confirm other sources of information about the upcoming Cadillac ATS.

Family Jewels: To celebrate 25 years of the M3, BMW invites us to pummel all four generations at once, including the new GTS.

noreply@blogger.com (izalkancil) — Mon, 20 Sep 2010 12:04:00 +0000

Even as it churns out those . . . things called the X6 and the 5-series Grand Turismo, BMW’s credentials remain intact. Thank the M3, which, after 25 years, remains BMW’s most bewitching product and a shibboleth against anybody who questions whether the Bavarian fun factory has finally lost it.
To mark a quarter-century of M3s and to let journalists drive the new, not-for-U.S.-sale M3 GTS, BMW gathered a trove of coupes and convertibles representing all four generations—including the original moxie-stuffed E30, the six-cylinder E36 and E46, and the current E90-series—at the private, 3.4-mile Ascari Race Resort in Spain.
You could spend a lifetime combing the classifieds and never assemble a dream collection like this. Culled from various departments within the company, including its own BMW Classic collection, every car is a cream puff with fewer than 10,000 miles (although all were wearing modern rubber).
They have soft, wrinkle-free leather, dashboards absent of cracks and fading, engines making something like the advertised horsepower, and suspensions that digest a track without shudders or arthritic clunks. It was as though time had wrinkled and we were attending the press introduction of all four M3 generations at once.
Rare, brash, expensive when new, and often showing scars of high mileage and a hard life when you glimpse a survivor on the street today, the seminal E30 M3 came into being because of a mid-1980s racing technicality. In order to enter a hotter, more competitive 3-series in Group A Touring Car events, BMW was required to build 5000 road-legal copies for sale to the public.

“It was an act to get the company to build 5000 cars without knowing if anybody would buy them,” recalls Thomas Ammerschläger, the former director of engineering and production for BMW’s M GmbH subsidiary.
The Motorsports unit was entering unknown territory. It had opened in 1972 as a separately incorporated subsidiary to manage BMW’s racing exploits. Up to that point, it was most famous for producing 1200-plus-hp Formula 1 engines and the mid-engine M1 (from 1978 to 1981), a haphazard project that involved a misfired development deal with Lamborghini.
But in 1985, then BMW CEO Eberhard von Kuenheim, who lorded over the company’s ascension to its modern form from 1970 to 1993, wanted to expand M’s public persona, so he reorganized the group and staffed it with 400 engineers. Ammerschläger remembers it as a time of singular vision and blitzkrieg strokes.
For example, to turn out the first M3’s 192-hp, 2.3-liter inline-four, with its Bosch Motronic fuel injection and individually throttled intake runners, BMW married the block from a production four-cylinder to a sawed-off cylinder head from the twin-cam, four-valve inline-six of the 635CSi and mid-engine M1. The basic design work was done in just two weeks.
Back then, says the graying, rotund Ammerschläger—who, as a young man, ran defunct German automaker NSU’s racing team and himself raced a rotary-powered Ro80—it was easier to push through new ideas. All you had to do was convince von Kuenheim. Nowadays, “there are more people involved. I’m not sure you could do it.”
As BMW further stretches itself in new directions—there are Chinese-made BMWs, and soon there will be electric mini-BMWs—it is reassuring to know that the company keeps its touchstones visible in the rearview mirror. The older models are quaintly outdated, but these various M3s represent the essence of what we hope BMW never stops trying to be.

The E30’s famously dilated fenders and its rump wing are instant identifiers, while everything about it feels antique and wonderfully analog. The slim, gossamer doors swing with fingertip pressure. There’s a big steering wheel with three straight spokes and a thin rim wrapped in actual rough-out leather, not the fakey-doo Alcantara found in modern cars. The plastic dash controls are knobs, bulky buttons, or old-fashioned sliders, and the big white-on-black dials lack the digital flourishes of later cars. Airbags? Not yet.
Tuned for twist, the S14 four-cylinder makes a catty purr at idle and a lynx-like wail at its 6750-rpm power peak. The E30’s five gears are short and tightly spaced to keep the engine at full meow, so most of Ascari is done in fourth and fifth, and the revs rarely drop below 4000.
By the granitic standards of modern sport suspensions, the E30 is pretty soft. Governed by light steering that answers eagerly to small inputs, the handling is relaxed but neutral. There isn’t enough power to snap it loose from the back, and—at just south of 2900 pounds fully tanked—there isn’t enough mass to overwhelm the front tires.
The E30’s acceleration—0 to 60 mph in 6.9 seconds—could probably be matched by Lance Armstrong on a good day. But the best BMWs are about overall balance and poise, lofty expectations that were created in part by the E30.

Having wildcatted into an unforeseen vein in the market, BMW had enough confidence to grow the M3’s lineup. With the six-cylinder E36, the M3 was turned out as coupe, convertible, and sedan. More choices meant more sales, but the chasm widened between the road car and the racer.
The initial 240-hp U.S.-spec M3 was 42 horsepower weaker than its Euro counterpart with its more exotic engine, and to further hold down costs, BMW clothed the various M3 models in the same exterior sheetmetal as their base 3-seriescounterparts. Compared with the flaring E30, the E36 looks like it has exhaled.
The first six-cylinder M3 is a leap forward in technology (this model introduced SMG—BMW’s first clutchless manual transmission, which wasn’t sold here), but it’s still old enough to feel relatively primeval. The odometer has gone digital, but the new airbag lives in a giant lunchbox in the wheel. Don’t bother looking for traction- or stability-control buttons—they’re still a generation away.
Time passes and speeds rise: The Euro-spec E36 we drove hit 115.6 mph on Ascari’s long straight—to the E30’s 110—the mellifluous turbine underhood heard but barely felt. The E36 feels lower, wider, and much stiffer than its predecessor, with a suspension that is clamped tighter, so cornering limits climb. It’ll pitch sideways far more readily, though the steering is more insulated and a little less organic than the E30’s.
With three body styles and only a modest bump in base price over the E30, plus a slew of variants introduced throughout its life span, the E36 gets credit for being the first to spread the M3 religion far and wide.

The M3 got its special, steroidal fenders back with the E46, but their higher tooling cost spelled the demise (temporary, it would later prove) for the slow-selling M3 sedan.
Compared with its predecessors, the E46 feels thoroughly modern, the march of progress leaving its tracks in the form of a much higher button count. There’s a stability-control button, a sport button for a livelier throttle response, automatic climate control, and optional navigation. An electronic redline indicator cleverly increases along with the engine’s oil temperature.
Despite the increasing luxury, this M3 never lets the froth isolate the driver from the machinery. With 333 horsepower from the 3.2-liter six, the E46 finally offered the same output as the Euro version. Stand on it, and its uniquely kazoo-like engine rip instantly knocks you back a decade as the gray-faced gauges dance.
Wheels were growing and tire sidewalls were shrinking. The 46’s ride is a jaw jangler on busted surfaces, but it has a more neutral, less oversteer-prone feel around Ascari than the E36 and barrels through a slew of corners with friction-free steering and cool composure. Fishtails happen—oh, yes—but they come on more gradually than in the E36 and are easier to ride out.
For many, the E46 is the ultimate M3. It’s bawdier and less refined (and less expensive) than the current V-8 cruiser—and has a proper inline-six, the engine type BMW spent half a century perfecting.

You can buy three new M3 coupes for what the special-edition GTS costs once its German price—136,800 euros—is converted to dollars ($182,122 at this writing). Should we shed tears because U.S. government regs—the bumpers are too low, the carbon-fiber seats don’t have airbags, the standard roll cage violates rules, and so on—are keeping out the 150 units BMW plans to build?
Maybe. The GTS is the ultimate track toy for M3 fanboys. New in 2008, the E90-series introduced unprecedented comfort and sophistication. The GTS chucks some of that for more speed. Displacement is stroked from 4.0 liters to 4.4, horsepower climbs from 414 to 444, and curb weight drops by 154 pounds. The quarter-windows and backlight are rendered in featherweight polycarbonate instead of glass, the back seats are gone, and the air conditioning and the radio say auf Wiedersehen (you can put both back in as options). The seven-speed, M-DCT twin-clutch automated manual is the only transmission offered.
Though the power-to-pounds ratio changes only modestly compared with the base E92’s, the GTS has wondrous abilities. It feels much lighter than it is, charging like the Budweiser Clydesdales after breaking free of the wagon. The Brembo brakes are as strong as gravitational force. The fully adjustable suspension—front camber can be altered significantly, too—keeps the body utterly flat during race maneuvers.
BMW is adamant that the GTS isn’t a race car. But from the driver’s seat, all it seems to lack is a racing number on the door. Kind of like the original E30.

2011 BMW 535i sedan

noreply@blogger.com (izalkancil) — Mon, 30 Aug 2010 12:33:00 +0000

2011 BMW 535i sedan: Keeping with tradition

For all its popularity, ownership of a BMW still resembles membership in a club.
How many other car manufacturers hew so consistently to their history and traditions, so much so that their owners have even developed their own distinctive language and nomenclature?
BMW owners refer familiarly to the "dual kidney grille" that adorns the front end of every BMW, as well as the "Hofmeister kink." For non-initiates, that's the forward bend in the base of the c-pillar that dates from a 1961 model and is named after former design director Wilhelm Hofmeister.
(There is also the "Bangle butt," but that's another story).
BMW may occasionally miss the mark when it strays from its core models (the $100,000 X6 springs to mind) but almost never with its bread-and-butter sedans. And no car is more representative of the BMW brand than the 5-series four-door. Built since 1972, it is now in its sixth generation. More than five million 5-series cars have been sold. With the all-new 2011 model, BMW's tradition and values remain intact.
BMW junked the distinctive but chunky look of the 5's predecessor and adopted a shortened version of the design of its popular 7-series, on which the 5 is based. The effect is to make the car look more sophisticated and elegant, but also less sporty.
The new 5 is 1.5 inches longer than the 2010 model, but the wheelbase has been stretched in excess of three inches, a more than reasonable trade off. With the extra length and additional equipment comes some extra weight. Acceleration, from zero to 60 miles per hour is a tick slower at 5.7 seconds but plenty fast for most purposes.
Fuel economy improves, despite the extra poundage. The 2011 with manual transmission gets 19 miles per gallon city/28 highway for a combined mpg of 22 versus 20 mpg for a 2010 car with a manual shifter.
The 5's interior has received few changes. The familiar controls are in their familiar places: the shifter that clicks into gear rather than clunks, the easier-to-use iDrive dial, the steering- wheel-mounted cruise and communication controls.
The overall effect, combined with the restraint and impersonality of the trim, is one of efficiency at the expense of warmth and personality. BMW should sneak its designers over to Ingolstadt to see how Audi infuses some style into its instrument panels.
Equipped with the 3.0 liter turbocharged six-cylinder engine, my test car carried a base sticker price of a very reasonable $49,600. But when the bill for all the options, including the Milano Beige Metallic paint, came due, the as-tested price leaped to a less reasonable $65,425.
In an age when perfectly adequate after-market navigation devices are available for under $200, the $1,900 that BMW charges for a factory-installed system seems excessive. And for a company that considers seat assembly a core competency, it is surprising that heated and cooled seats aren't part of the $2,200 Sport package.
One option worth the money is the $2,700 Option Handling Package. Keep the suspension set in the comfort mode, and the 5-series feels like any 4,000 lb. sedan: quiet, smooth, and powerful but uninvolving. But when you screw the suspension down two notches to sport, the shift points on the eight-speed transmission become tighter, and the car takes on a wholly different character: aggressive, noisy, and fun to drive.
That's what BMW owners are looking for, and the 2011 5-series delivers. Expect it to generate more applications for membership in the club.

BMW WALLPAPER

noreply@blogger.com (izalkancil) — Sat, 03 Jul 2010 13:22:00 +0000

2011 BMW 335i Coupe

noreply@blogger.com (izalkancil) — Mon, 21 Jun 2010 13:12:00 +0000

DAMASCUS, Md. (MarketWatch) -- Crimson red with a cream beige interior, the subject of this weekend's road test turned heads and induced smiles.

"Now that is one that I would spend my own money for," said our younger-generation parking garage attendant/car buff as he broke into a wide smile. That was not an insignificant comment since he sees virtually all of the test vehicles.
"That is one pretty car," said the man fueling up his SUV next to the BMW here in Damascus.
And so it was throughout the week. Somewhat amazing actually, in that the basic design of the 3-series BMW hasn't changed much in recent times.
In fact the major change in the 2011 model is not visible until you open the hood and see the new turbocharged 3.0 liter six. It develops 300 horsepower at 5,800 rpm with peak torque of 300 lb-ft from 1,200 to 5,000 rpm with a 7,000 rpm red line. Our test car was EPA rated at 19-25 mpg of premium petrol. I got 22 mpg.
BMW claims that the new engine burns cleaner, and produces better gas mileage than the previous turbo six. And it is about 150 pounds lighter; no bad thing since reducing automobile weight is the top goal of designers these days in order to improve gas mileage while enhancing performance.
The maker quotes a zero to 60 time with the 6-speed manual of 5.3 seconds and I have no quibble. There is no real "get acquainted" time needed with this smooth gearbox and lightweight clutch. You become just about instant friends.
Top speed is 130 miles per hour, and that increases to 150 if you check the optional sport package.

On your must-drive list

For years, yours truly has preached to anyone who would listen that there are a handful of cars they ought to drive in their lifetime. Any BMW makes the list. There is simply no other car that hugs the road and induces such confidence that it is up to any sane task and several that border on the insane.
It takes a line in a sharp bend and sticks to the road like the tires were emitting Gorilla Glue. The test car had the standard equipment sport suspension that was as fine a blend of ride comfort and superior handling as you will find anywhere.

BMW's classic interior was a comfortable place for two. Adults should not be relegated to the rear seats, simply due to the lack of room and the wiggles that one must endure to get there, same as most any coupe.
But front luxury touches abound with the standard dark burl walnut wood trim. If that doesn't do it for you, there are two other kinds of wood available along with aluminum trim.
Fit and finish was outstanding. The optional sport seats will lock you into place like that overbearing long lost aunt who hasn't seen you in years. Side support is easily adjustable and probably will give a good indication, over time, of whether your diet is working.

BMW wheel styles

noreply@blogger.com (izalkancil) — Tue, 15 Jun 2010 13:28:00 +0000

The list (with images) of BMW rim styles:

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BMW X1 SUV with Official Details And Mega Galleries Wallpaper

noreply@blogger.com (izalkancil) — Tue, 15 Jun 2010 13:20:00 +0000

The all-new BMW X1 has finally been officially revealed after a plethora of photographs were leaked into the web last night.

Cutting to the chase, the X1 is BMW's new entry-level SUV model slotting right under the X6, X5 and X3. It will arrive at European showrooms this fall rivaling high-end versions of the Toyota RAV4, Honda CR-V and Volkswagen Tiguan compact SUVs while BMW has also confirmed that the X1 will be offered in the States from 2011.

If BMW's latest SUV/SAV looks familiar to you, it's no surprise as the X1 was shown in pre-production form at last year's Paris auto show under the ConceptX1 moniker.

Moving on to the interior, let's just say that if you have sat in an X3, you will feel right at home in the X1 as the only styling feature that is new here is the driver orientated center stack that will be making its return on all future BMWs.

Built on the 3-series platform architecture, the X1 is close in size to the current X3 measuring 4,454mm or 175.3-inches in length, 1,798mm or 70.8-inches in width and 1,545mm or 60.8-inches in height.

That means its roughly 110mm or 4.3-in. shorter, 60 mm or 5.5-in. narrower and 140 mm or 2.4-in. lower that today's X3, which is expected to grow in size when BMW introduces the second generation model.

Back to the X1, the luggage compartment capacity may be increased from 420 lt or14.7 cu ft to a maximum of 1,350 liters or 47.3 cu ft with the rear seats folded.
The X1 will debut in Europe with an initial choice of four engines while for the first time ever in an X-Series model, BMW's crossover will available in rear-wheel drive (bearing the sDrive moniker) and xDrive all-wheel drive configurations.

The range includes a 3.0-liter straight six gasoline engine that produces 258HP launching the X1 from zero to 100km/h (62mph) in 6.8 seconds, and three 2.0-liter four-pot diesel units with outputs of 204HP, 177HP and 143HP that achieve up to 5.2 liter/100km or 45.2mpg US on the European test cycle. Initially, only the 177HP and 143HP diesel models will be offered with the option of rear-wheel drive.

BMW is also expected to enhance the X1's range with a 2.0-liter four-banger gasoline engine offered with various outputs as well as with more sDrive variants.

Engine variants:

BMW X1 xDrive28i:

Straight-six gasoline engine with composite magnesium/aluminium crankcase, VALVETRONIC and dual-VANOS
Capacity: 2,996 cc, max output: 258 hp at 6,600 rpm
Max torque: 310 Nm /228lb-ft from 2,600 – 3,000 rpm
Acceleration 0–100 km/h: 6.8 sec
Top speed: 205 km/h (127 mph)
(230 km/h or 143 mph with optional high-speed set-up)
Average fuel consumption to the EU standard: 9.4 ltr/100 km (equal to 30.0mpg US)
CO2 emissions to the EU standard: 219 g/km
Emission standard: EU5.

BMW X1 xDrive23d:

Four-cylinder diesel engine with all-aluminium crankcase,
BMW TwinPower Turbo and common rail direct fuel injection
Capacity: 1,995 cc, max output: 204 hp at 4,400 rpm
Max torque: 400 Nm/295 lb-ft from 2,000 – 2,250 rpm
Acceleration 0–100 km/h: 7.3 sec
Top speed: 205 km/h (127 mph)
(223 km/h or 138 mph with optional high-speed set-up)
Average fuel consumption to the EU standard: 6.3 ltr/100 km (equal to 44.8mpg US)
CO2 emissions to the EU standard: 167 g/km
Emission standard: EU5.

BMW X1 xDrive20d:

Four-cylinder diesel engine with all-aluminium crankcase, turbocharger with variable intake geometry and common-rail direct fuel injection
Capacity: 1,995 cc, max output177 hp at 4,000 rpm
Max torque: 350 Nm/258 lb-ft from 1,750 – 3,000 rpm
Acceleration 0–100 km/h: 8.4 sec
Top speed: 205 km/h (127 mph)
(213 km/h or 132 mph with optional high-speed set-up)
Average fuel consumption to the EU standard: 5.8 ltr/100 km (equal to 51.4mpg US)
CO2 emissions to the EU standard: 153 g/km
Emission standard: EU5.

BMW X1 sDrive20d:

Four-cylinder diesel engine with all-aluminium crankcase, turbocharger with variable intake geometry and common-rail direct fuel injection
Capacity: 1,995 cc, max output: 177 hp at 4,000 rpm
Max torque: 350 Nm/258 lb-ft from 1,750 – 3,000 rpm
Acceleration 0–100 km/h: 8.1 sec
Top speed: 205 km/h (127 mph)
(218 km/h or 135 mph with optional high-speed set-up)
Average fuel consumption to the EU standard: 5.3 ltr/100 km (equal to 53.3mpg US)
CO2 emissions to the EU standard: 139 g/km
Emission standard: EU5.

BMW X1 xDrive18d:

Four-cylinder diesel engine with all-aluminium crankcase, turbocharger with variable intake geometry and common-rail direct fuel injection
Capacity: 1,995 cc, max output: 105 kW/143 hp at 4,000 rpm
Max torque: 320 Nm/236 lb-ft from 1,750 – 3,000 rpm
Acceleration 0–100 km/h: 10.1 sec
Top speed: 195 km/h (121 mph)
Average fuel consumption to the EU standard: 5.7 ltr/100 km (equal to 49.6mpg US)
CO2 emissions to the EU standard: 150 g/km
Emission standard: EU5.

BMW X1 sDrive18d:

Four-cylinder diesel engine with all-aluminium crankcase, turbocharger with variable intake geometry and common-rail direct fuel injection
Capacity: 1,995 cc, max output: 105 kW/143 hp at 4,000 rpm
Max torque: 320 Nm/236 lb-ft from 1,750 – 3,000 rpm
Acceleration 0–100 km/h: 9.6 sec
Top speed: 200 km/h (124 mph)
Average fuel consumption to the EU standard: 5.2 ltr/100 Km (equal to 54.3mpg US)
CO2 emissions to the EU standard: 136 g/km
Emission standard: EU5.

Bavarian Cops Testing BMW X3 Police Car

noreply@blogger.com (izalkancil) — Tue, 15 Jun 2010 13:15:00 +0000

The Bavarian State Police has begun testing a prototype version of the BMW X3 fitted with all the necessary equipment to patrol the German highways. The all-wheel drive X3 police car is powered by a 218HP turbocharged six-cylinder diesel engine and comes equipped with more LED lights than a Las Vegas Christmas tree show. You can check out the rest of the pictures right after the jump.

BMW X3 xDrive20i

noreply@blogger.com (izalkancil) — Tue, 15 Jun 2010 13:13:00 +0000

2008 BMW X3 xDrive20i

Maximum speed (km / h) - 198
Acceleration 0-100 km / h (s) - 11.5
Acceleration 0-1000 m (s) - 32.7
Urban consumption (l/100 km) - 12.6
Extra consumption (l/100 km) - 6.9
Average consumption (l/100 km) - 9
CO 2 emissions (g / km) - 215
RT - 14.75%

2008 BMW X3 xDrive20i

Size, weight, capacity

Body Type - All Terrain
Number of doors - 5
Length / width / height (mm) - 4569 / 1853 / 1674
Wheelbase / Front track - rear (mm) - 2795 / 1538 - 1556
Coefficient Cx - Surface Front (m2) - Factor of resistance - 0.35 - 2.5 - 0.88
Weight (kg) - 1730
Fuel Tank Capacity (l) - 67
Volume boot / Seated shot (l) - 480 / 1560
Number of seats - five

2008 BMW X3 xDrive20i

Motor

Fuel - Gasoline
Maximum power HP - kW / rpm - 150 - 110 / 6200
Maximum torque Nm / rpm - 200 / 3750
Location - Front longitudinal
Number of cylinders - 4
Material block / butt - aluminum / aluminum
Bore x stroke (mm) - 84 x 90
Displacement (cm3) - 1995
Compression ratio - 10.5
Distribution - 4 valves per cylinder. Two camshafts in the cylinder head. Variable Distribution

2008 BMW X3 xDrive20i

Transmission

Traction - overall
Gearbox - Manual six-speed
Developments (km / ha 1000 rpm):
1st - 7.1
2nd - 12.3
3rd - 18.5
4th - 25
5th - 30.8
6th - 36.2

2008 BMW X3 xDrive20i

Chassis
Front suspension - Independent. McPherson type. Helical spring. Stabilizer bar.
Rear Suspension - Independent. Deformable parallelogram. Helical spring. Stabilizer bar.
Front brakes (mm diameter) - ventilated disc (325 mm)
Rear brakes (mm diameter) - ventilated disc (320 mm)
Tires - 235/55 R17
Wheels - 8.0 x 17

2011 BMW X5 xDrive35d Diesel – New York Auto Show

noreply@blogger.com (izalkancil) — Tue, 15 Jun 2010 13:11:00 +0000

2011 BMW X5 xDrive35d diesel have reached its 3.0-liter 6-cylinder engine with turbo technology TwinPower 26 miles per gallon on the highway (no, BMW did not provide a number of city) while meeting low emissions requirements in all 50 states and generating 265 hp.

The xDrive35d diesel, which began a year ago, but has been for about one third of revenue X5, through its Powertrain unchanged for 2011. Conclusin : Performance and Efficiency: Turbo compressor. Engine: 3.0L in line 6 double overhead camshaft (16.5: 1 compression, four valves per cylinder).

BMW: BMW X5 4.6is - FULL power

noreply@blogger.com (izalkancil) — Tue, 15 Jun 2010 13:09:00 +0000

BMW X5 4.6is: entering Dimension X with Full Power.

At the 2001 Geneva Motor Show BMW is going to present the X5 4.6is, the new high-performance version of the X5 Sports Activity Vehicle, to be seen for the first time in Europe. Starting in autumn 2001, the white-and-blue marque will be giving the "aficionado" of supreme power and performance the opportunity to enjoy sports motoring in a very special dimension - in dimension X. For maximum output of almost 350 bhp is now at the driver's command in his unique, commanding position in the X5's cockpit.

More X5 all the way: extra displacement, extra power, extra torque

Already a genuine sports activity muscle machine with its existing top-of-the-range engine (4.4 litres/286 bhp), the X5 will be available in future with an even more powerful engine churning out maximum output of approximately 255 kW/347 bhp.

The 4.6 litres of this V8 power unit available exclusively in the X5 4.6is develop up to 480 Nm or 354 lb-ft maximum torque, accelerating this all-wheel-drive SAV to 100 km/h in approximately 6.5 seconds.

Top speed of the X5 4.6is will be in excess of 240 km/h or almost 150 mph. In technical terms this new high-performance power unit has been derived from BMW's well-known 4.4-litre V8, the increase in power and torque resulting both from the greater size of the engine and the revised charge cycle components as well as the modified engine management.

Shifting gears in sporting style - either manually or fully automatic.

To translate this new dimension of power and performance into the right kind of driving pleasure on the road, BMW's engineers have modified the five-speed automatic transmission with Steptronic, inter alia by adding an all-new program to emphasize the sporting character of the car even in the conventional D mode. And the driver wishing to experience this supreme power in even greater style has the choice of the new S mode, an uncompromising sports gearshift program for dynamic performance at all times. Drivers wishing to shift gears themselves, in turn, can opt for Steptronic transmission management now even more sporting and dynamic in the X5 4.6is, shifting gears manually in superior style.

Outstanding suspension features.

Just how good the suspension of the BMW X5 is in practice is shown clearly by the X5 Le Mans concept car presented at the Geneva Motor Show in spring 2000: Without requiring any significant changes or modifications, the largely standard suspension of the X5 is able to handle the 700 bhp of the V12 LMR power unit, conveying even this kind of power safely to the road even under extreme racing conditions. So it is fair to say that the X5 4.6is also offers a perfect match of power and suspension qualities thanks to the outstanding concept of the X5 ensuring safe motoring even in fast bends, with the electronic control systems only intervening very late, if at all. Sporting and dynamic from the outset, the suspension is never-theless equipped with BMW's DSC III stability system, in order to cope with extreme situations.

Low centre of gravity for extra safety.

The excellent on-road features of the X5 4.6is are attributed, not least, to the centre of gravity particularly low for a vehicle of this kind. As on the "standard" X5, the drive shaft for the front wheels on the X5 4.6is also runs through the oil sump in order to keep the engine as low as possible. The low centre of gravity of the entire vehicle ensured in this way minimises the risk of toppling over in an abrupt steering manoeuvre.

Power under control both on and offroad.

Despite its driving features, reminiscent of a sports car, the X5 4.6is remains a fully fledged offroader. Maximum torque increased by 40 Nm over the 4.4i to a new, staggering 480 Nm, or 354 lb-ft, gives this offroader ample power reserves also on rough tracks, when climbing steep gradients, or when towing a trailer, the X5 4.6is, therefore, performing all of these tasks with ease. Like the 3.0i and 4.4i, the X5 4.6is also comes with BMW's ADB-X electronic differential lock integrated in the electronic Dynamic Stability Control (DSC). The same applies to the ABS brake system with Cornering Brake Control (CBC), the ASC-X modified for all-wheel drive, and the Dynamic Brake Control (DBC) intervening whenever you apply the brakes fully. Last but certainly not least in this context, the X5 4.6is also comes with Hill Descent Control (HDC) reducing speed when driving downhill in rough terrain to a constant 5-10 km/h.

Design: superiority and understatement all in one.

The X5 4.6is shows the observer at first sight that it leads into the future of the top segment in the sports activity market. But it bears out this superiority in discreet style, without any particular fuss or exaggerated demonstration of muscle. BMW's designers have revised the impressive appearance of the X5 very carefully for the new vehicle, expressing the superior performance of the X5 4.6is through understatement and the accentuation of all appropriate details. This superior style is borne out by the 20-inch wheels featured as standard on the X5 4.6is as a special development for this model.

Tyre dimensions are 275/40 at the front and 315/35 at the rear, these extra-wide tyres fitting conveniently into the flared wheel arches. From the front this high-performance version of the X5 demonstrates its outstanding power and performance at first sight, the front air dam finished in body colour accentuating the lower air scoops. Special features at the side are the "wind splitters" carried over from motorsport in the interest of optimum streamlining.

And, finally, xenon headlights featured as standard give the "face" of the X5 4.6is a particularly determined, consistent look. The rear air dam, also finished in body colour, gives the entire rear section a particularly powerful appearance, framing the two oval tailpipes finished in chrome and again featuring wind splitters at the side. Exclusive exterior colours from the BMW Individual Collection will also underline the very special position of this car in the market.

Inside, the X5 4.6is again shows the driver quite clearly that this is a very special driving machine. Featuring new colours and materials, the interior comes in a very special, exclusive style. The sports seats featured as standard come in black soft nappa, combined with centrepieces, in sporting, exclusive "online" Alcantara in black/silver. The trim strips in the instrument panel, on the sports steering wheel and in the centre console, finally, are finished in cosmos black. Other exclusive combinations of colours and materials will be offered upon the market introduction of the X5 4.6is in autumn 2001.

2011 BMW X5 Review

noreply@blogger.com (izalkancil) — Tue, 15 Jun 2010 13:07:00 +0000

Miami, Florida—When you’re a manufacturer like BMW, one of your biggest competitors is yourself. Meaning, you’re in the business of producing some of the best vehicles in their respective segments, so every new model introduced must, by necessity, be an improvement over something that is already among the class leaders.

The BMW X5 has definitely been among the very best “sports-SUVs” on the market since its debut in 1999, combining an unabashedly muscular appearance with impressive driving dynamics and a fair degree of comfort thrown in for good measure. The 2011 version, recently unveiled at the 2010 New York Auto Show, continues the theme.

For the new model year, the X5 has undergone only minor changes in appearance and the average onlooker would be hard pressed to tell the 2011 version apart from its predecessor.

At the front, the BMW gains a new fascia with repositioned fog lamps and larger side air intakes. The optional Xenon headlamps feature the company’s trademark LED corona rings. The front skid plate is painted matte silver. And more of the fascia/front bumper pieces are painted in matching body colour as opposed to flat black.

To the rear, the catalogue of changes is similar. The reshaped rear bumper surrounds two new trapezoidal-shaped tailpipes. The redesigned taillights now incorporate LED light banks. The skid plate is painted—you guessed it—matte silver. And the rear fascia has traded in some black covering with body colour paint.

The net effect is subtle, yet effective: The BMW X5, in this writer’s opinion, has always been one of the more aggressive-looking sports-SUVs around and the 2011 version has added refinement without sacrificing on any of the attitude.

Inside the passenger cabin, the new X5 is a direct carryover from last year’s edition. In terms of quality, the X5 strikes a reasonable balance between function and flash—it isn’t the most luxurious SUV in this segment, but it offers all the creature comforts you’d expect.

Two aspects of the BMW X5 that somehow manage to surprise and delight me every time I drive this SUV are the steering wheel and the seats. The steering wheel is hefty but sporty; it makes you want to grab on tight and carve corners with reckless abandon.

The seats are really supreme; they grip the driver for the entire length of the body, providing the support to tackle those corners without having to hang on to said steering wheel for dear life. Also: Why is it that every manufacturer in the world doesn’t have a mechanism to extend the seat bottom to accommodate people with longer upper legs?

The xDrive35i is an SUV, so it makes sense that functionality is built right in. The cabin features a number of storage compartments—door pockets, armrest, glove box, centre console—as well as a 60/40-split rear seat that folds flat to create more storage capacity. The cargo area includes a rail system for tying down loose items.

A variety of options packages are available for the X5, depending on the market. These packages include such features as a panoramic moonroof, power-adjustable steering column, roof rails, heated/ventilated front seats, larger wheels, third-row seating and various M Sport items.

Under the skin, the changes are more significant. While the European market gets any number of versions, most of the world will have to make do with just four X5s: a 6-cylinder diesel, a 6-cylinder petrol engine, an 8-cylinder petrol engine and the mighty X5 M, with a twin-turbo petrol engine pounding out 555 horsepower.

While the X5 M and the xDrive35d remain unchanged for the new model year, there are significant differences to both the other “common” models: the xDrive50i (formerly xDrive48i) and the xDrive35i (replacing the xDrive30i).

Whereas the X5 xDrive48i featured a 4.8-litre petrol V8, the XDrive50i boasts a 4.4-litre twin-turbo petrol V8, which debuted in the X6 in 2008. Horsepower is up (from 350 hp to 400), torque is up (from 350 lb-ft to 450) and acceleration is boosted (0-100 km/h in 5.6 seconds, close to a one-second improvement).

As for the new X5 xDrive35i, it features a 3.0-litre twin-turbo inline 6-cylinder petrol engine; this powerplant, shared with many others in the BMW range, offers significant advantages over the old one. With 300 horsepower (up 40 makers) and 300 lb-ft of torque (an improvement of 75 lb-ft), this X5 is expected to hit 100 km/h in just 6.8 seconds, nearly 1.5 seconds faster than the xDrive30i.

When you combine these figures with the fact that the xDrive35i will likely offer at least a 10% gain in fuel efficiency over the xDrive50i, this makes the 6-cylinder twin-turbo all the more appealing. For the international press event, the only version available to test was the former, but given the nature of the roads, there was no real opportunity for high speeds anyway.

In driving around the Miami area on a combination of city streets and freeways, this X5 proved more than speedy enough to deal with all the requirements of everyday commuting—merging with fast-moving traffic, accelerating away from stoplights—and engaging enough to get the blood pumping just a little bit.

The 8-speed automatic transmission—also shared with other BMW models including the latest 5 Series—is slick and suitably entertaining; shifts can be conducted manually via the stubby shifter in the centre console. With eight separate cogs, the X5 can transform from a stoplight demon to a fuel-efficient cruising machine in seconds.

The X5 also now includes regenerative brakes that charge the battery when the vehicles is coasting or decelerating, something that is predicted to boost fuel efficiency by 1-2% over time. The brake feel on the BMW is perfectly fine, perhaps at least partly due to the manufacturer’s work in Formula One racing. Although they never managed to get KERS working for their F1 cars, they no doubt learned a lot about designing brakes that make even some brand new hybrids seem like a bowl of mush by comparison.

The drive route included a very mild off-road adventure through the Everglades. This experience did highlight two things. First, that the X5 is so solid, it remains completely undisturbed and rattle-free when confronted with all manner of bumps, ruts and rocks in the road. (Seriously, this thing feels like a tank under the skin.) Second: Even though it’s clearly more of an on-road adventurer, this SUV can manage water crossings deep enough to dampen the upper wheel wells.

In other news, the options list now includes an adaptive cruise control system that automatically keeps a safe distance. The system can bring the X5 to a complete stop and start it again once the car ahead has begun to move. (I abhor technology that takes the responsibility for driving out of the driver’s hands, but there you go.) Also available are side-view cameras mounted at the front and a rear-view camera with a top-down view to aid parallel parking.

While the SUV segment isn’t my personal favourite, the 2011 BMW xDrive35i has enough “ultimate driving machine” about it to create it a fairly compelling proposition. The new engine and transmission offer a great balance between outright speed, all-around versatility and (anticipated) improved fuel efficiency. The X5 rides well, handles sharply and offers some great comfort features. And the mild facelift has made an attractive SUV even more so.

Pricing for the 2011 BMW X5 model range is expected to be announced shortly

Schnitzer BMW X6 M Wallpaper

noreply@blogger.com (izalkancil) — Tue, 15 Jun 2010 13:05:00 +0000

Schnitzer BMW X6 M Wallpaper

Schnitzer BMW X6 M Wallpaper

Famous BMW tuner AC Schnitzer has toyed around with the BMW X6 M. Simply called the X6 M by Schnitzer.

Among the changes made to the already imposing X6 is the additon of carbon fibre engine styling, front spoiler, rear roof spoiler, rear wing, rear diffuser and design elements for the front skirt and chromed front grille. Optional bonnet vents with chromed centre webs are also available. The X6’s bonnet top made from carbon fibre with a plexiglas “panoramic window” so people can gawk at your engine. “Sports Trim” tailpipes complete the changes.

The standard X6 M is already 1.98 metres wide but Falcon wheel arches add an extra 40 mm on each side. You will have an option of 20, 22 or 23-inch rims to match them. Forged alloys are also available. Inside, the instrument panel conversion – 360 km/h speedo and rev counter with AC logos, white dials, red pointers and red lighting – is the highlight. The carbon trim and the AC Schnitzer steering wheel spokes in new “black Exclusiv” design and the silver bits are all in aluminium.

BMW X6 Falcon By AC Schnizter's

noreply@blogger.com (izalkancil) — Tue, 15 Jun 2010 13:02:00 +0000

The BMW X6 Falcon itself or AC Schnitzer's official press release that attempts to make some sort of connection between the vehicle and the predatory bird.

The German tuner seems to have lost contact with reality and taste. Now that we've probably offended more or less 0.2% of our readers that found the BMW X6 Falcon extremely sensual, let's see AC Schnitzer's proposal in detail. Aside from the two-tone paint job, the Falcon features a wide bodykit and 22-inch alloys available in black or silver finish.

AC Schnizter package also includes a sport suspension kit as well as power upgrades for the X5 30d and 35d. By tuning the ECU the German firm has managed to boost performance on both six-cylinder diesel models, with the 30d developing an additional 35HP for a total of 272HP and the 35d 310HP instead of 286HP.

PRESS RELEASE:

AC Schnitzer Presents New Addition to Falcon Territory

Falcons are becoming increasingly common in town. Now a particularly imposing variant of the agile predator is conquering the road valleys with its broad wings: the Falcon based on the X6 by AC Schnitzer.

It follows the styling features of the X5 version of the same name, already successfully launched. Other identifying marks are the striking wing extensions of PU-RIM, a high quality plastic which is far more flexible and robust than for example GRP laminate or deep-drawn materials such as ABS. The dimensions of the X6 in the attractive lengthways format are 70 mm wider at the front axle and 80 mm wider at the rear.

In other respects too the Falcon is perfectly adapted to its habitat. Instead of sweeping through the sky, it swept around the North Loop of the Nürburgring in numerous laps until the chassis developers and Engineering Director Manfred Wollgarten were totally satisfied with the setup of the new AC Schnitzer springs.

Now the X6 remains firmly on the ground even at speeds which a normal falcon only achieves in a nosedive. And of course, on every corner. Downforce instead of lift, was the motto in the design of the impressive plumage, styled by Chief Designer Michele Viandante.

The aerodynamics package includes a front skirt with diagonal air inlets, and repositioned fog lamps. The submarining protection has been removed in favour of a dynamically contoured spoiler edge. The Falcon rear now wears a solid skirt with edge frame. In contrast to the original, all components are painted in body colour throughout, so that the body appears drawn further down and hence more dominant.

Instead of the submarining protection also originally fitted here, AC Schnitzer has opted for a rear diffuser and completed the effect with a new rear spoiler. While birds generally sing in high keys, the bass engine note of the Falcon is more suggestive of a big cat.

The twin-flow exhaust system in AC Schnitzer Racing Design however has an excellent resonance section. A lot of noise about nothing? On the contrary: thanks to the Control Unit, AC Schnitzer takes the series diesel engines, already excellent as standard, of types 30d and 35d to 200 kW / 272 HP instead of 173 kW / 235 HP, and 228 kW / 310 HP instead of 210 kW / 286 HP respectively.

Perfect handling with corresponding Look and Feel is achieved with the "EVO" 3-spoke sports airbag steering wheel. Instead of the falconer's rings, the "legs" of the Falcon are decorated with the multipiece AC Schnitzer alloy wheels Type Vll. With black or silver paint and a dense sequence of spokes, the 22" rim perfectly complements the challenging appearance.

The alternating spread angle of the web pairs gives a refined look. Decorated and equipped in this way, the AC Schnitzer Falcon really has no natural enemies out there.

G-POWER's Modded BMW X5M and X6M Make 600HP

noreply@blogger.com (izalkancil) — Tue, 15 Jun 2010 13:00:00 +0000

BMW's M-badged cars are supposed to be the crème de la crème of each model series, that hasn't stopped G-Power from offering bimmer buyers more power and exclusivity. Their latest accomplishment is a sport package with aerodynamic and performance enhancements for the X5 M and X6 M.

The German tuner has upgraded the 4.4-liter V8 turbocharged engine found in both M models with a reprogrammed ECU resulting in a modest boost in output to 600 horsepower at 6,000 rpm and 700Nm or 516 pound-feet of torque from 2,000 rpm.

Along with the removal of the speed limiter, the two modified SUVs / SAVs / Crossovers (make your pick) are now propelled to a top speed in excess of 300km/h (187mph), with 0 to 100km/h (62mph) acceleration coming in 4.5 seconds and to 200km/h (124mph) in just 16.2 seconds.

There's also a new suspension kit that lower's the ride height of both models by around 30mm.

G-Power was never about subtle aero mods, and the company makes no exception with the X5 M and X6 M. Both models feature a different front bumper with extra large air-inlets on each corner along with a new bonnet made of Kevlar hybrid or full carbon and side skirts.

The rear is marked by a new apron, a diffuser that houses the stainless steel exhaust pipes, a roof spoiler, and in the case of the X6 M, a boot wing also.
G-Power has designed two separate sets of 23-inch alloy wheels that are shod in 315/25 ZR23 high-performance Michelin tires for the X5 M and X6 M.

The company also enhances the interior of the two M models with numerous parts such as a new sports steering wheel, a speedometer in G-POWER design and carbon-fiber covers for the side linings, central console and the dashboard.
G-Power said that €6,990 (plus assembly) will buy you the aero kit, €8,865.55 the new alloy wheels and tires, €3,021 the full stainless steel end muffler and €4,701.68 V8 engine power upgrade.

Vorsteiner BMW X6M

noreply@blogger.com (izalkancil) — Tue, 15 Jun 2010 12:58:00 +0000

Vorsteiner is the latest aftermarket manufacturer to take on the X6 - in this case, the M version - and its awfulness. Their attempt makes the tumorous X6 stand out from the rest of its freakish kind, but only just.

The omni-carbon VRS Aero Package comes together like this: front splitter, vented hood (40% lighter than stock), roof spoiler, deck lid spoiler, and a swoopy rear diffuser.

The floor model seen here rolls on on-piece V-102 23-inchers wrapped in Michelin rubber. All pieces will be available this summer.

BMW AC SCHNITZER,BMW X6,BMW M3,BMW X5 SUV,BMW M3 SERIES COUPE

noreply@blogger.com (izalkancil) — Tue, 15 Jun 2010 12:52:00 +0000

BMW Z10 Review

noreply@blogger.com (izalkancil) — Tue, 15 Jun 2010 12:49:00 +0000

Supercars. The very word has become a bit played out, and words like "hypercar" or even "ultracar" are being used to try to inject some feeling of the mind-blowing performance of the upper echelon of modern high-end sports cars. But a few carmakers are beginning to realize that all-out performance isn't the only goal worth pursuing.

Audi's R8, for example, or Porsche's 911 Carrera exhibit a more sensible balance toward peformance and luxury than, say a Lamborghini Murcielago or even a Dodge Viper SRT10. With 420 horsepower from a naturally aspirated V-8 engine, the R8 is a mid-engined sports car with good, but not amazing, power, it handles brilliantly, and it doesn't break the bank. It's balanced.

So talk of the BMW Z10 sporting a 3.0-liter twin-turbocharged in-line six-cylinder engine makes a very enticing sort of sense. The latest rumors of the car, which pitch it as a mid-engined sports car with 450 horsepower and about 350 pound-feet of torque, also make it plain that it has no pretensions of chasing down the wildest and wickedest in the supercar arena.

That's a perspective that shows a longer view of things, with the days of completely unrestrained works of automotive engineering stretching toward dusk. Gordon Murray, legendary engineer and designer of the McLaren F1, recently voiced his thoughts on the matter, concluding that the future of the high-performance car must also be a green one.

So the Z10's rumored relatively lightweight design goal--considering modern safety requirements--at 3,300 pounds, making use of aluminum, carbon fiber and other composites, makes a lot of sense. As does the choice of a small-displacement, forced-induction engine. The dual-clutch transmission is almost de rigeuer for any sporting vehicle these days, but also lends more efficiency than a standard automatic.

Taken in light of the upcoming Vision EfficientDynamics concept as well, the Z10 design parameters could end up being even greener, though integrating a large amount of EfficientDynamics technology, particularly cutting-edge features, could prove too costly for production. BMW is thought to be targeting a similar price point to the standard Audi R8, at around $110,000.

The Z10's aesthetic design cues are likely to borrow from the M1 Homage concept (pictured), as well as from the Vision EfficientDynamics concept coming to Frankfurt next week, though it will also doubtless be grounded firmly in BMW's latest corporate face as well. An aggressive "face", with a strong kidney grille, slanted headlights, big air ducts and strong character lines along the sides will reflect the car's performance-focused nature.

BMW Z4 sDrive35is Mille Miglia

noreply@blogger.com (izalkancil) — Tue, 15 Jun 2010 12:37:00 +0000

BMW Z4 sDrive35is Mille Miglia Wallpaper

It was the year 1940 when the BMW 328 built by BMW's racing division won first, third, fifth and sixth places at Mille Miglia race in Italy.

To honor this anniversary, BMW Group's Italian arm has created a special edition version of the firm's hardtop roadster called the Z4 sDrive35is Mille Miglia, of which only 99 examples will be sold in Italy.

Based on the standard Z4 sDrive35is that's powered by a twin-turbocharged 3.0-liter straight-six with 340HP, the Mille Miglia edition comes equipped with an M Sports aerodynamics package and 19-inch alloy wheels in a dark chrome shade, while the body is finished in a matte silver color called 'Polaris'.

Other exterior highlights include the 'Mille Miglia' badges and the matte black kidney grilles.

Inside, the most noticeable feature of the Z4 sDrive35is Mille Miglia are the sports seats covered in Alcantara and leather with contrasting red stitching. The car also gets an M Sport steering wheel, unique floor mats, 'Mille Miglia' badges and special decorative trim.

2010 BMW Z4 sDrive35is Mille Miglia Limited Edition

The 2010 edition of the Mille Miglia is particularly important because BMW is celebrating the 70th anniversary of the historic victory of the House at the Brescia Mille Miglia. And what better way to celebrate than launching a special edition Z4? Called the Z4 sDrive35is Limited Edition Mille Miglia (yes, it is an annoyingly long name), this special edition will be limited to only 99 units.

The BMW Z4 sDrive35is Limited Edition Mille Miglia will be painted in a Polaris Metallic matte finish with a black front grill. It will be offered with an M aerodynamic kit, ‘Mille Miglia’ badges, and 19-inch wheels finished in Dark Chrome.

The interior will get leather and Alcantara with red stitching and M sports steering wheel with the same red stitching.

Under the hood the same engine will be utilized as in the sDrive35is: 3.0-liter 6-cylinder twin turbo engine that delivers a total of 340 hp and 450 Nm of torque. The top speed is still limited to 155 mph.

2010 BMW Z4 GT3

The BMW Z4 GT3, which was officially launched and completed its first test drives at the start of March, is already enjoying great popularity among BMW Motorsport customers. The first cars have been delivered to private BMW teams, who will prepare them for use in various national and international championships.

“The feedback on the BMW Z4 GT3 is extremely positive,” says BMW Motorsport Director Mario Theissen. “This sports car rounds off our product range, and offers drivers and teams the opportunity to compete in championships in accordance with the GT3 regulations – such as the FIA GT3 European Championship, the International GT Open or the ADAC GT Masters – as well as at 24-hour endurance races.” In addition, the BMW M3 GT2, the BMW 320si WTCC, which complies with Super2000 regulations, and the close-to-production BMW M3 GT4 are also available to customer teams from all over the world at BMW Motorsport Distribution.

The production model of the BMW Z4 is already impressive: with its elongated bonnet, flared wheel arches, long wheel base and narrow projections, the car boasts an unmistakable appearance. The two-seater provided BMW Motorsport engineers with a good basis for developing a close-to-production GT3 racing car.

The largest difference between production and racing car can be found under the bonnet: while the production version of the BMW Z4 is driven by a six-cylinder engine, the GT3 car is powered by a 4.0-litre eight-cylinder engine similar to the unit used in the BMW M3 GT2. This powerful heart produces over 480 bhp. Its excellent performance characteristics and good torque curve make the base engine from the production version of the BMW M3 predestined for use in motorsport.

The fitting of the V8 engine had a considerable influence on the development of the BMW Z4 GT3. Initially, design-space examinations were performed using CATIA V5 design software, in order to place the engine in the ideal position and meet racing specifications. The engineers then added all the other components.

When it comes to electronics, the private teams can look forward to innovative BMW solutions, which have already been tried and tested on the BMW M3 GT2: the modern ECU408 takes over the engine management, while the Power400 electronic control unit is responsible for controlling all the actuators. The power is transmitted through a six-speed, sequential gearbox with “Quick Shift” function.

Rims with central locking and safety clip are also included in delivery. In addition, the BMW Z4 GT3 also offers driver assistance systems such as racing ABS and traction control, which have been adopted from other cars in the customer racing range, and then further developed and modified for use in the GT3 car.

The front axle of the BMW Z4 GT3 is a completely new design, based on a series concept. It is equipped with a tubular stabiliser bar with adjustable blades. The rear axle is designed as a longitudinal link axle, as with the series version of the BMW Z4. The steel body of the car comes from the BMW Plant in Regensburg. A safety cell made of extremely rigid, precision steel tubing is then welded into the body. The engine block of the V8 engine is produced in the BMW foundry in Landshut. The BMW Plant in Dingolfing contributes the rear axle differential and drive shaft, among other things.

During the development, BMW Motorsport engineers worked hand in hand in other areas with their colleagues from series production. This allowed them to access calculations from the field of computational fluid dynamics (CFD) when designing the car’s aerodynamics. Furthermore, tests were also carried out in the wind tunnel and on the BMW Group’s test benches.

Front and rear wings, bonnet, roof, fender and many other components are made of carbon fibre reinforced plastics (CFRP). Using this lightweight, torsion-resistant material contributed significantly to reducing the weight of the BMW Z4 GT3 to 1,200 kilograms.

As with all cars in the BMW customer racing range, the emphasis was also put on cost-efficiency when developing the BMW Z4 GT3. As a result, the car offers a very good cost/performance ratio and gives private teams the opportunity to participate in affordable motorsport at the highest level.

The BMW Z4 GT3 is available as a racing car at a cost of 298,000 Euros (plus VAT).

BMW Motorsport Ushers in New Z4 GT3 Racer with M3-Sourced 480HP V8

Finally, a Z4 with the M3's V8 engine? Well, yes and no. See, while the Z4 GT3 does indeed get a tweaked version of the M3's V8, it isn't a street-legal model like the M3 GTS but a thoroughbred racing car that has been developed for private teams by the Bavarian firm's Motorsport division. Now that we've cleared that up, let's see what the Z4 GT3 is all about.

While we don't have any photos of the Z4 racer yet (the standard Z4 sDrive35i is pictured here), BMW Motorsport has revealed numerous details of the car on its dedicated website.

The Z4 GT3 has been designed to compete in international and national championships in accordance with GT3 regulations including the FIA GT3 European Championship, International GT Open and the ADAC GT Masters as well as in 24-hour endurance races.

The hardtop roadster is powered by a specially-prepped version of the M3's 4.0-liter V8 engine producing 480-horsepower which is channeled to the rear wheels through a specific sequential, six-speed gearbox.

Other upgrades include are said to include special alloy wheels with locking and safety clips, as well as a racing ABS system.

BMW Motorsport stated that the Z4 GT3 racer will go on sale for private teams fron the second quarter of 2010 at an estimated price of €298,000 or about US$430,000, not including taxes.

BMW Z4 GT3 Racer with 480HP V8

BMW has delivered the first examples of its Z4 GT3 racer to private teams that will prepare them for use in various national and international championships.
Developed by the Bavarian automaker's Motorsport division, the Z4 GT3 swaps the standard model's straight-six for a 4.0-liter V8 engine with 480HP similar to the unit used in the M3 GT2 racer. The power is transmitted to the rear-wheels through a six-speed, sequential gearbox with "Quick Shift" function.
Aside from various safety and mechanical upgrades including a roll cage and a new front axle design, the Z4 GT3 also gets front and rear wings, bonnet, roof, fender and many other components made of carbon fibre reinforced plastics (CFRP), which helps reduce the car's weight to 1,200 kg or 2,645 lbs.
BMW said that the Z4 GT3 is available at a cost of €298,000 or about US$403,000 at today's exchange rates.

BMW Z4 Roadster Receives the G-POWER Treatment

The Germans at G-Power have released their first take on the second generation BMW Z4 E89 hardtop-roadster. The tuning firm's performance package for the new Z4 includes a power kit for the sDrive 35i's 3.0-liter twin-turbocharged inline six engine along with suspension and wheel/tire upgrades. We suspect that it won't be long before G-Power unleashes a 400HP+ beast based on the Z4 but until then, let's see in detail what the company has prepared for the German roadster starting off with the engine kit.

The Z4 sDrive 35i's twin-turbocharged inline six benefits from the BI-TRONIK performance module that that pushes the factory engine's output from a standard 306HP and 400Nm (295-lbs/ft) of torque to a more satisfying 345HP and 480Nm (354-lbs/ft) of torque. G-Power claims that with this kit, the 345HP Z4 Roadster can accelerate from 0 to 100km/h (62mph) in 4.7 seconds, or half a second faster than the factory model.

G-Power's offerings also include a new coil-over suspension and a more sonorous stainless steel sport rear muffler with four tail pipes. While the tuning firm has not released any type of aero parts (yet), Z4 owners can equip their car with a new set of 20-inch lightweight alloy wheels wrapped in Michelin Pilot Sport rubber (255/30 ZR 20 up front and 295/25 ZR 20 at the rear).

And now for the prices. The cost for the 20 inch alloy wheels along with the Michelin tires is €4,474 while the coil-over suspension is €1,256 and the rear muffler, €1,508. As for the engine kit, prices have been set at €1,978 but unless you know your way around the engine bay, you'll have to pay another €403 to get it installed.

2009 BMW Z4

BMW has lifted the covers on its brand-new 2009 Z4 roadster that will make its world debut at the 2009 North American International Auto Show in Detroit on January 11. By far the most significant change on the new Z4 concerns the replacement of the canvas roof top with a retractable hardtop essentially eliminating the need for a coupe version.

The two-piece lightweight aluminum shell opens and closes at the touch of a button within 20 seconds
Even though BMW's designers retained the current Z4's classic long-bonnet, short-overhang proportions, the car's styling has been smoothed out featuring less fussy details. One element we're not too fond of are the relatively large tail lamps, but we'll have to wait to see the car up close for our final judgment. The new Z4 is slightly larger than its predecessor thus promising to offer more comfort in terms of cabin and luggage space. BMW's new roadster is 5.8" (147mm) longer, 0.4" wider (10mm), and 0.3" (8mm) lower than the outgoing model while its wheelbase has grown 0.1" (2mm) to measure 98.3" (2.497mm).

Inside the styling is evolutionary with the cabin sporting new air-condition and radio controls as well as the latest generation of BMW's iDrive system which is combined with a larger 8.8'' screen. The Bavarian automaker claims that the boot space is 310 litres with the roof up and 180 liters with the top stowed away in the trunk.

The Z4 will be available with three direct-injection inline six-cylinder engines. The range in Europe starts with the awkwardly named sDrive23i, a 204 HP 2.5-liter unit that accelerates the Z4 from 0 to 62mph (100km/h) in 6.6 seconds (7.3 sec for the Sport Automatic) and a top speed of 151mph / 242 km/h (149mph).

The sDrive30i, which will be the entry-level model for the North American market, is equipped with a 255 HP 3.0-liter straight six. This version goes from a standstill to 60 mph in 5.6 seconds or 6.0 sec with the optional sport automatic.
The range flagship is BMW's acclaimed 3.0-litre twin-turbocharged engine that produces 306HP at 5,800rpm. The Z4 sDrive35i powers its way from zero to 62mph in 5.2 seconds (5.1 seconds for a 7-Speed Double Clutch Transmission-equipped car) and on to an electronically-limited top speed of 155mph - 250 km/h.

All Z4 models are equipped with BMW's Efficient Dynamics technology that includes Valvetronic engine management, brake energy regeneration, a gear-change indicator and tires with reduced rolling resistance. BMW has also added to the standard equipment an adaptive three-position Dynamic Drive Control system that allows the driver of the new Z4 to choose the drive characteristics of the car.

BMW 1 Series

noreply@blogger.com (izalkancil) — Fri, 04 Jun 2010 12:58:00 +0000

Ever since BMW announced it would be bringing its 1 Series over to the U.S. in coupe form, there's been a massive amount of interest in the BMW that's shorter and not much wider than any 3 Series prior to the E30 of the late 80s and early 90s.

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Oh it's smaller, all right, but is it really that much smaller and lighter than a 3 Series? And does its price make sense for what you get compared to a 3 Series? With final pricing and specs hitting BMW's revamped consumer site recently, we decided to take a closer look.

The 1 Series has a four inch shorter wheelbase, is 9.4 inches shorter, 1.4 inches narrower, but interestingly, 1.3 inches taller than the current 3 Series. All that accounts to roughly 10 cubic inches less of car, but amounts to only small weight reduction -- the 128 is just 99 pounds lighter than the 328 coupe, with the 135 some 198 pounds lighter than the 335 coupe when comparing manual transmission models.

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The question then is, are the 128 and 135 worth the money when an equivalent 3 Series is just a few trips less to Starbucks per week away? Or would it make more sense to pick up an E46 M3 on the used market? To find out, we turned to BMW's handy (albeit cumbersome) car configurator that now allows you to build your own 1 Series at BMWusa.com.

Base prices, including $775 destination fee, are as follows: the 128 starts at $29,375, the 135 at $35,675. Step up to the 3 Series and the 328 coupe starts at $36,075 with the 335 coupe at $41,575. Metallic paint costs $475, and wood trim runs another $500 on a 128. Leather by itself is a $1,450 option on all four. Then there's the package and equipment list - $3,000+ premium packages, $2,100 navigation system, and $1,275 for an automatic-equipped model, to name a few.

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Eliminated right off the bat is the 328. It's just a hair more expensive than the 135 with about the same amount of standard features, but it's lacking the extra power of the twin-turbo engine. The 335 has the same power, but it comes with the steepest price, and a loaded-up model tops out at $56,270 -- essentially 5 Series money. The 128 is the cheapest, but also the slowest, and lacks a few features standard on the 135 such as the sport suspension and xenon headlights. Add those options to the 128 list and the price gap closes by $2,000.

Our take? A sparsely-optioned 135 would be the best choice for the enthusiast and your best bang for the buck. Our only addition to the option list would be the $1,000 sport pack -- mainly for the sport seats. Skip the navigation (and its pesky iDrive), the power seats, leather and other frills, and you're looking at $37,150, which is about what you'd expect to pay for a previous-generation M3 in good condition with low miles. You could go that route, of course, but then you wouldn't get the twin-turbo. If only the 1 Series were lighter, then it would truly be the spiritual successor to the E30 and the 2002tii to which it has been connected to in the BMW lineage.

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M1 or 135 tii BMW M Boss Finally Confirms High-Performance 1 Series

noreply@blogger.com (izalkancil) — Fri, 04 Jun 2010 12:50:00 +0000

Up until now, no one at BMW had actually confirmed the existence of a high-performance 1 Series and only spy shots hinted at its development. Dr. Kay Segler, president of BMW’s M Division, confirmed the company is planning such a car and also revealed that it won’t use the M1 name of the company’s supercar built between 1978 and 1981.

Though the M1 name won’t be coming back, we don’t yet know exactly what this car will be called. A number of different names are possible -- 135is, given BMW’s current naming scheme, the 1 Series M, as it is being developed by the Motorsport Division, or even the early return of the tii badge. We saw the 1 Series tii Concept in 2007 and reported that the vaunted tii badge would be coming back in 2011, could this car be it?

Whatever the name may be, the car will have some serious performance credentials. Segler revealed to Autocar that it will produce around 350 horsepower and in excess of 310 pound-feet of torque. Power will come from an M-tuned version of BMW’s outgoing N54 twin-turbocharged, 3.0-liter I-6. Autocar reports that it is likely to use BMW’s seven-speed dual-clutch transmission, but we’re hoping a six-speed manual is available as well.

In order to help the more potent 1 Series put the power to the ground, BMW’s M Division is adding an electronically controlled M differential and also reworking the car’s suspension. The 1 Series’ typical suspension layout remains, MacPherson struts in front with a multi-link rear, but with stiffer springs and dampers and a different set of bushings. In addition to helping the car get better traction, the suspension changes should also improve the car’s handling.

In this time and age, even a product from BMW’s M Division couldn’t escape the political pressure to reduce consumption and emissions. BMW’s Efficient Dynamics systems are likely to appear on the car with features such as regenerative braking and possibly even a start-stop system. These features will reportedly keep the high-performance 1 Series’ fuel economy about the same as a regular 135i -- 20 mpg combined in the U.S.

BMW’s high-performance 1 Series will reportedly go on sale in Europe next year. It is likely to make its way to the States sometime next year as well. It will slot in above the 135i and below the M3 coupe with pricing likely to start somewhere in the mid- to high-$40,000 range. Stay tuned for details as the car’s launch gets closer.

BMW X6 Interceptor Met-R From Russia

noreply@blogger.com (izalkancil) — Sun, 30 May 2010 06:05:00 +0000

Russia is not generally cool, but during the last couple years a few tuners have emerged from that country showing a great taste in styling high-end cars! Take this one for example, this special body kit designed Zaur Khalilov and made by Met-R for BMW X6 is arguably the coolest one ever made for this car! It even has a cool name, the Interceptor!

The Interceptor comes with modified bumpers and bonnet as well as new massive wheels. You get spoiler lip and headlight bezels at front, flared arches and side skirts at each sides and a diffuser and a rear wing at the back. Those who like works of Hamann and Lumma will also like this kit as well, but like them it’s too flash and vulgar and… It’s not a Gentleman’s car.

BMW car hire clients can get extra power with new Alpina model

noreply@blogger.com (izalkancil) — Sat, 22 May 2010 14:15:00 +0000

BMW car hire
enthusiasts may be interested in the latest high-performance model from Alpina.

Following its unveiling at the 2010 Geneva Motor Show earlier this year, the B3 S Bi-Turbo is set for release to the UK market.

Motorists will be able to get their hands on the redesigned vehicle from July this year, with deliveries available through Sytner.

Powered by a 3.0-litre V6, the 400bhp machine is easily identifiable thanks to its redesigned front spoiler and new rear diffuser.

According to the manufacturer, the spoiler reduces lift at the front and enables optimal air flow to the high-performance cooling system.

The high-powered vehicle is capable of a top speed of 186mph and is able to race from zero to 62mph in just 4.7 seconds.

Furthermore, the car boasts fuel economy and emissions improvements compared to its predecessor, as it is able to achieve 29.1mpg and carbon dioxide levels of 224g/km.

The Ultimate Niche Machine: BMW Considering X4

noreply@blogger.com (izalkancil) — Thu, 06 May 2010 09:50:00 +0000

You can already buy a BMW 3-Series in sedan, coupe, station wagon and X3 “cute-ute” bodystyles, and for some automakers that might be enough. For niche-crazed BMW though, it’s just the beginning. A 3-Series GT is planned in the mold of the 5-Series GT, as a midway-point between the coupe, sedan and station wagon versions. You know, in case you can’t decide which you want. “This has never existed!” screamed Autobild… back in 2008. Of course, now it does exist in the form of the 5-series GT, which could actually end up replacing the 5-series wagon in the US market. And as the march of the niche vehicles rolls onward, there’s one more segment that the 3-series architecture still hasn’t capitalized on: the jacked-up midway point between coupe and SUV. That’s right babies, the X4.

But don’t blame BMW for considering a baby X6, which will likely resemble a jacked-up, slightly coupe-ier version of the 3er GT. After all, the Bavarians have sold over 80k X6s since launch, or twice the projected volume.That, BMW sources tell Autocar, makes an X4 far more likely to happen:

We haven’t made any firm decision. However, the X6’s success shows there is a continued demand for sporty off-roaders.

Of course, the relatively small difference between the current 1-series and the 3-series makes the niche spacing even more of a tricky task. Seriously, what are the differences between buyers of an X1, a 3er GT, an X4, and a 3er Wagon? Do we need to start making up Venn diagrams of these buyers’ priorities? Or is BMW trying to prove a kind of automotive Zeno’s paradox, in which niches can be infinitely subdivided? Where is the focus?

BMW M Safety Car fleet handed over at Jerez

noreply@blogger.com (izalkancil) — Thu, 06 May 2010 09:47:00 +0000

An exquisite line-up of cars fresh from BMW's M Power division in Munich will be presented to Race Direction in a special ceremony at the Gran Premio bwin de España this weekend.

The Spanish Grand Prix at Jerez is one of the jewels in the MotoGP crown as it is not only one of the most emotional of races from the perspective of fans and riders, but it heralds the start of the all important European season in 2010. A new decade of MotoGP action with the fastest prototype MotoGP bikes evolved over the winter began with the opening round in Qatar three weeks ago, when the reigning champion Valentino Rossi sped to the front to win his 104th Grand Prix in a thrilling race ahead of Jorge Lorenzo and Andrea Dovizioso.
Following this whirlwind Championship is BMW M, who for the 12th year will once more supply the Official Car of MotoGP with an exquisite line-up of cars fresh from BMW's M Power division in Munich. A BMW M6 Coupé V10 will again be at the forefront of all on-track activities for the all important Race Control work, enabling speedy track inspections and intervention at all of the 18 rounds on the 2010 calendar. The equally powerful BMW X6 M will be the second Safety Car as it starts its second year reinforcing BMW's support of MotoGP. Race Director Paul Butler will have a BMW M3 Sedan at his disposal while the Safety Officer and Stewards of the meeting have a BMW M5 Touring and BMW 5 Series GT at hand. The Medical car will be the new BMW X1. The two main Safety Cars - BMW M6 and BMW X6 M - actually went to Japan just before the Icelandic volcanic ash cloud disrupted the world's flight patterns, meaning they have travelled much more than many of the people in the paddock!
These cars will be officially handed over to Race Direction on Saturday at 7pm in a ceremony that will take place on the start line of the Jerez track. All the cars will be present for a spectacular photo shoot. CEO of Dorna, Carmelo Ezpeleta, will get his very own BMW 750i which will be his car for the entire season. This hand over will take place on Saturday at 4.15pm outside the Dorna Offices, with Thomas Schemera, Director Sales & Marketing BMW M handing over the keys.
Some lucky fans will get right up close to the action with some exclusive VIP trips around the service roads as guests of the VIP Village when they get aboard a fleet of X5s. All MotoGP Safety Cars will be liveried in BMW Motorsport colours. Additionally there will be the first view of the new BMW M Service Centre that will be situated in the paddock where the MotoGP Community can get a wealth of information about BMW and the hugely historic, yet technologically leading world that is BMW M.
Astride of every 125cc, all new Moto2 and MotoGP grids will be two bikes with a BMW R1000SS and a BMW HP2 Sport being the last bikes to close the circuit before the race gets the green light and the frenzied action starts. These bikes are centre stage on Friday during a Grand Prix meeting when selected TV journalists get the chance to ride the bikes around the tracks with cameras and microphones fitted for their international programmes.
The BMW M Award will once more provide an added twist to MotoGP qualifying on Saturday afternoons with points being given to each rider after each qualifying session. Come the season finale in Valenica in November, the winner will drive home a brand new M3 Coupe, just as Valentino Rossi did in 2009, but Casey Stoner, Jorge Lorenzo and Dani Pedrosa will all have eyed up the World Champion receiving the keys to one of Munich's finest, so will be making their plans right from the word go to get their sets of M3 keys at the season's close. After Qatar, Stoner has the advantage with 25 points, with Rossi on 20 and Lorenzo on 16. At Jerez last year it was Lorenzo who clinched pole from Dani Pedrosa so expect no different as they battle for home honour