BMW Vision EfficientDynamics X5 and M3 Convertible

By James Foxall

Motor shows & events

05 March 2008 14:20

What’s new on BMW’s Geneva Motor Show stand?

It’s significant that of two debuts on BMW’s stand one is an X5 derivative. The other is the M3 Convertible.

For the first time this model features a folding hard top but it also pioneers BMW’s seven-speed Double Clutch Transmission that will come on all M3s from now on.

The show also marks the debut of BMW Performance, the firm’s in-house accessory line. Shown off on a white 123d with carbon fibre bonnet, mirrors and rear spoiler it’s a lot more tasteful than it sounds as BMW tries to muscle in on Schnitzer and Alpina territory.

But BMW’s main emphasis is on its EfficientDynamics fuel saving technology. And that’s where the Vision EfficientDynamics X5 comes in.

Fitted with a two-litre oil burner BMW claims it’s the world’s first diesel to have more than 100bhp per litre. Performance is further boosted by a 15kW electric motor. And it’s got solar panels on its roof to generate energy used to pre-heat the transmission fluid before starting.

CAR highlight

Hidden at the back of the stand is the beautiful CS Concept from last year’s Shanghai Motor Show. A design to rival the Mercedes CLS a production model will appear once BMW has figured out how to make it visually true to the concept while ensuring it’s an involving drive.

What were they thinking?

With its awkward roof line proving a real challenge to the eye the X6 could be a case of a niche too far.

In a nutshell

Purveyor of the Ultimate Driving Machine is trying to convince people it’s selling the Ultimate Green Machine.

BMW Vision Efficient Dynamics

By Tim Pollard

First official pictures

22 February 2008 00:01

BMW has already scooped CAR’s green award for its Efficient Dynamics eco package being rolled out onto its current range. But at the 2008 Geneva Motor Show, the Bavarians will unveil their vision for the next generation.

Dubbed Vision Efficient Dynamics, it’s an X5 equipped with the latest gizmos to reduce the amount of fuel you put into the tank and the gases pumped out of the exhaust. It’s powered by a twin-turbocharged four-cylinder diesel with a mild hybrid pack and sporting an array of fuel-saving technology.

BMW X5 Vision Efficient Dynamics: an eco angel

The X5 concept showcases BMW’s new eight-speed gearbox and even has roof-mounted solar panels to top up the battery. The company claims it’s enough to make the X5 (only a show idea at this stage, remember) the cleanest large 4x4 in the world, averaging 43.5mpg combined and emitting 172g/km of CO2

It’s not all dull, however. Thanks to the twin-turbo diesel, the X5 develops more than 100bhp per litre and sprints to 62mph in a scant 8.9 seconds. Quoting such performance figures on an eco car does make you wonder how much longer we’ll all trot out acceleration sprint times, though…

BMW Vision Efficient Dynamics: the tech

The familiar 2.0-litre four-cylinder diesel is a classic illustration of downsizing. Usually, full-size SUVs like the X5 use six or eight-cylinder power, but twin-turbocharging allows the engineers to use a much smaller capacity engine without losing the performance expected of a sporty 4x4.

It delivers 201bhp and 295lb ft of twist from just 2000rpm. Here’s where it gets interesting. Under acceleration, the mild hybrid system chips in with a further 155lb ft of torque; the Vision Efficient Dynamcis uses a compact generator mounted directly onto the gearbox.

Don’t waste the brakes!

As on today’s Efficient Dynamics models, the alternator only charges when coasting, meaning it’s not drawing power from the engine under load. Lithium-ion batteries in the boot store the power for the electric motor, and they’re trickle charged by 1.0sq m of solar panels built into the roof. This power is also used to pre-heat the diesel fuel, helping to warm the engine from start-up when it produces the most noxious emissions.

ZF’s new eight-speed gearbox is a production cert for BMW, and is designed to deliver more economical gearchanges, while the new 19-inch wheels on this concept car are designed to be aero friendly. BMW claims the spokes are so efficient at carving the air, it’s said to be worth one horsepower at 100mph. A baffling claim, but one that Munich reckons will do its own small bit to cut emissions.

BMW PAS

By Georg Kacher

Spyshots

13 February 2008 10:35

Thought the BMW X6 crossover was a car too far? Brace yourself for more weirdness from the Bavarians, who are readying a strange 5-series-on-stilts niche model dubbed Progressive Activity Sedan for launch in the middle of 2009.

Caught here by our scoop photographers in Germany, the PAS is based on the engineering architecture of the next-gen 5-series Touring, but with a 60mm taller roofline and a fastback rear end, clearly visible under the black disguise masking the back of this prototype. Has BMW lost the design plot? After the X6 with its cramped accommodation and fussy front end and this year’s 7-series becoming a Lexus LS clone, we’re starting to wonder.

PAS: more design oddness from BMW

The PAS caught here heralds more oddness – and its puzzling model designation echoes a shape that will take some getting used to. It’s a high-roof four-seater, with a pseudo-coupe rear end and a clever, twin-hinged tailgate nestling under that black disguise. You can either open the whole hatchback, or just the rearmost section (like a saloon’s boot).

Although based on the next-gen 5-series, the PAS gets its own front-end design which is, err, different to say the least. And the tall and chunky rear end has disturbing Honda FR-V overtones. Oh dear.

BMW PAS - the ultimate family machine?

Unlike the cramped X6, the new BMW PAS has a vast rear passenger compartment – it’s as roomy as the new 2008 7-series we’ll see this autumn. You can even wear a top hat in the back, according to designers although we’re not sure why you’d want to. The rear bench is fully adjustable, too, and it’s this versatility that underpins the PAS. Think of it as part estate car, part luxury saloon and part people carrier.

It’s best epitomised by that novel tailgate. If you need to stow away XXL items, the entire hatchback swings open like that of the 5-series Touring. But there’s also a conventional trunklid which provides access to a deep and wide boot. While the dual-mode liftgate adds complexity and weight, BMW points out that this is the ultimate draught-free solution to a problem many people have not yet recognised. It’s interesting that VW had prepared a similar system for the stillborn Phaeton replacement proposed by messieurs Pischetsrieder and Günak.

BMW PAS – the stats

Peel away the disguise and you’re left with a slippery shape, said to have a drag coefficient of just 0.31. But it’s a big beast and the PAS tips the scales at around 1900kg. It’s going to need all of BMW’s engine know-how to counter that kind of heft.

According to internal documents seen by CAR Online, the 306bhp PAS 3.0si auto will accelerate in 6.7sec from 0-62mph and average 26.8mpg – impressively fast, but worrying thirsty in this zeitgeist. And it’ll stop from 62mph in an excellent 38metres.

As expected, BMW will offer a variety of options like active steering, dynamic drive, electronically adjustable dampers and adaptive cruise control. What’s missing from this list is xDrive – the PAS will only be built in rear-wheel drive form.

The engine line-up

Four different engines are expected to be available:

• 3.0 turbo six, 306bhp/295lb ft
• 4.0 turbo V8, 408bhp/443lb ft
• 3.0 turbodiesel 245bhp/406lb ft
• 3.0 turbodiesel 300bhp/443lb ft

The sole transmission is a new eight-speed automatic by ZF which can cope with up to 627lb ft of torque. Naturally, it comes with an integrated start-stop function for Efficient Dynamics models.

BMW M3 race car

By Ben Pulman

First official pictures

11 February 2008 09:18

Porsche and Ferrari watch out. BMW is returning to the American Le Mans Series in 2009 with the M3. And it’s going to be quick. Tweaked by BMW Motorsport, the 4.0-litre V8 will produce 485bhp and 368lb ft. By comparison, the road-going M3 makes do with 414bhp and 295lb ft.The rest of the spec is pretty impressive too. Braking is by 380mm discs up front, 322mm at the rear. Weight-wise the M3 has lost 505kg, so it tips the scales at a mere 1150kg. Not bad considering the whopping, endurance-spec 110-litre fuel tank, and most of the body is carbonfibre-reinforced plastic.

Rahal Letterman Racing will run two cars in the 2009 ALMS, while this year is for testing. The team previously ran a Porsche 911 RSR in the 2007 season. At the unveiling of the car at the Chicago Auto Show co-owner of the team Bobby Rahal said: ‘This is a very important day for the future of Rahal Letterman Racing and we are eagerly anticipating playing a lead role in returning BMW to the front of the grid’. BMW incidentally won the first ever ALMS race at Sebring in 1999, with the Prototype-class V12 LMR.

And at least this time BMW will be sticking to the rulebook. In 2001 the company campaigned the E46 M3 GTR in the ALMS GT class. Only the car was running a 4.0-litre V8 - and there was no roadgoing V8 M3. The car caused controversy, and outcry from the Porsche teams, especially as the M3 dominated the entire season.

Just three road-going M3 GTRs are ever thought to have been built, with the race-spec 450bhp 4.0-litre V8 detuned to 350bhp. For a while BMW almost didn’t acknowledge the existence of the GTR, but with the latest M3 gaining V8 power the old racer has been welcomed back into the Bavarian family.

BMW and Merc to join forces

By Georg Kacher

Industry news

08 February 2008 13:03

CAR Online today reveals the extent to which BMW and Mercedes are plotting to cooperate on future models. In a wide-ranging plan, the two German premium marques could join forces to take on the might of Audi, with its backing and economies of scale of the whole Volkswagen group and, increasingly, Porsche.

BMW chairman Norbert Reithofer and his counterpart at Daimler, Dieter Zetsche, are coming to the conclusion that the two brands – for so long, fierce rivals – should work together rather than fight against each other. They’re already working together on hybrid SUVs (together with GM), and now the bosses are evaluating further, more far-reaching cooperation projects.

CAR’s Georg Kacher lifts the lid on the secret talks. Both brands know they must streamline products and processes – a relatively straightforward task compared with protecting the core individual brand values. With plenty of inside information provided by both parties, we have determined five areas where collaboration would be of mutual benefit.

1. BMW-Mercedes joint products

BMW needs a partner for Mini and Mercedes is looking for assistance on the next A/B-class. Why not work together? End result: bigger volumes, shared R&D expenditure and reduced purchasing costs. Trouble is, the Mini and A/B-class are not really compatible in size, character and engineering layout. That’s why Mercedes has talked to Fiat, GM, Ford, Hyundai, PSA and others about a possible joint venture. But in an ideal world, Mercedes would prefer to team up with a premium player, like BMW.

The Bavarians has already struck an engine deal with Peugeot, and it too is actively looking for partners on the third-generation Mini. By tying the smallest Mercs and BMWs, they could keep the front-wheel drive layout, but there are factions within Mercedes who want to develop the next A/B-class alongside the next 1-series. Why? Because today’s front-drive mini-MPVs have been financially (zero profits), demographically (average age 55+) and strategically (no component sharing) disastrous.

Switching the next A- and B-class to RWD could at a stroke make them seem more premium, potentially more profitable and dynamically much more appealing to younger buyers. What this approach requires most of all is time - time for the engineering chiefs to convince the bean counters, time to develop a sufficiently flexible new vehicle concept and time to prepare a historically polarised audience.

2 New brands for BMW and Mercedes

While BMW is mooting a fourth brand, Mercedes already has one. It’s called Smart. The micro car company has over time lost a whopping €3.5 billion, and axed four models (Formore SUV, Roadster, Coupé, Forfour) in just two years. But the positioning and the brand values are still up-to-date – Smart equals young, green, alternative, stylish, cosmopolitan, compact.

It could thus function quite well as an umbrella for those vehicle concepts which are neither fully compatible with neither BMW nor Mini. For instance, Munich has a secret project for a new congestion-busting city bike, the Clever trike codeveloped with several systems suppliers, the follow-up to the E1 electric car and the reincarnation of the Isetta bubble car. Conceived as a low- and zero-emissions vehicle, the Isetta would from 2012 also be offered in the US where BMW needs such a clean-air product to meet future legal requirements.

Although the smart Fortwo is not exactly the ultimate driving machine, the next-generation could, with a litte help from BMW, become exactly that. Worried about a loss of brand identity caused by an Isetta sister model? Check out existing pairings like A3/Golf or Chrysler 300C/E-class, then think again. Another factor encouraging such co-designs is that OEMs and suppliers can only apply a limited number of innovations (about 300 between now and 2015) to reach very similar goals. More so than ever, the art of branding is therefore essential to create different characters that comply with the same missions.

3. Can BMW and Mercedes share more engine tech?

Do BMW and Mercedes really need two different V12 engines? The 760i and the Rolls-Royce Phantom demonstrate that one V12 can serve two almost antagonistic purposes. Surely, the same could be achieved for the next 760i and the next S600/Maybach. While we’re at it, we would like to choose a similar approach for the V8 diesel which BMW will drop because sales have fallen to under 2000 units per year. Together with Mercedes-Benz, higher combined volumes could easily fund the mandatory evolution process.

And V8 petrol engines are another areas ripe for consolidation. General trends like direct-injection, sequential turbocharging, downsizing and downshifting (ie a V8 instead of a V10/V12) are sweeping the industry, and the two premium brands are investigating pooling resources more efficiently. Admittedly, there is zero overlap as far as the V6s and straight sixes are concerned, but four-cylinders again promise significant potential, probably with with PSA.

Brand-specific USPs like Efficient Dynamics or Valvetronic would of course be off-limits for the cooperation partners, but there is no reason why they couldn’t share the base engine. Consider for instance the three high-end 2.0-litre diesels offered by Audi, BMW and Mercedes. All three versions deliver 204bhp and 295lb ft. So much for zero differentiation...

4. Sharing other technology

Comand, MMI and iDrive - three different means to reach the same goal. Bluetec and AdBlu - two different names for the same solution. Imagine what parallel development has cost, and continues to cost, in areas like hybrid propulsion where BMW and Mercedes are already pooling their resources to create a European premium alternative to the h models from Lexus.

And that´s only the beginning. Next, the Germans need to join forces to develop the fuel cell. Here, M-B has an advantage it could share in exchange for BMW’s extensive hydrogen know-how. The two brands could feed the same fuel-cell with different raw energies, which would keep their halos intact and work for our environment.

5. Sharing more modules

One logical modular partnership concerns transmissions, perhaps in conjunction with ZF. After all, BMW and Merc both need the same hardware: precise low-friction lightweight manual gearboxes, efficient eight-speed automatics, low-loss dual-clutch boxes with seven, eight or nine forward ratios. Out of the same parts shelf for both brands? Why not, providing there is enough scope for fine tuning.

Even more costly than transmissions and even less relevant to the end user are electronic architectures like CAN-BUS circuits which could be shared freely by BMW and Merc. Other modules are new driver assistance systems, air suspension applications, flexible seating concepts, electro-mechanical brakes, thermo management, common software standards like Autosar and of course critical energy savers like supercaps or lithium ion batteries.

Modules are core elements of a technology and product partnership which in an ideal world will lead to an assembly and distribution partnership. Too much control, too little freedom for individual thoughts and trends? True, there are many within BMW and Mercedes who are categorically against any kind of far-reaching cooperation, fearing the loss of the competitive edge which is seen as the key driving force behind brand excellence.

But this thought process may soon be in need of a revision. After all, a deal between the two German premium giants is not about personal vanities of the breach of copyright. It’s about survival of the fittest. And fit one must be when your rivals are high-rollers like Audi/VW/Porsche and Toyota/Lexus.

BMW M3 Convertible

By Stephen Dobie

First official pictures

18 January 2008 15:08

The M3 family has swelled further with BMW’s announcement of the new convertible version - and a twin-clutch gearbox. This is the first M3 with a folding metal hardtop, and the first with BMW's new transmission.

It's a new seven-speed gearbox called M DCT gearbox – a double-clutch affair (like VW's seven-speed DSG) allowing near-instant changes, with little drop in power. The new transmission works with BMW’s Drivelogic, offering 11 different settings including Launch Control. Expect it as an option to be added across the M3 range when the convertible arrives in summer 2008.

Styling changes

The M3 cab is distinguished from regular 3-series drop-tops by the powerdome on the bonnet and enlarged front air intakes; other telltale signs are the M-division gills on the side and fast M3 door mirrors. Beefed-up alloys are borrowed from the coupe, the carbon roof is not (for obvious reasons).

BMW claims the new convertible is 50 percent stronger than its predecessor, with less flex but added weight. The M3 Convertible weighs 135kg more than the coupe.

The performance from the M3's 414bhp V8 suffers from the extra heft, but the 4.0-litre still pulls the car to 62mph in 5.3 seconds - not exactly slow. Top speed remains a limited 155mph. The M-differential also makes an appearance, potentially making this one of the most entertaining open-tops to sling around.

As with other M3s, Regenerative Braking will be part of the package, although it's not some sort of fancy hybrid. All M3s only charge the alternator when on the overrun, so when you lift off the throttle the energy isn't waisted, although with a combined 21.9mpg and 309g/km emissions, owners won’t be buying this one for its green credentials.

The car will be shown to the public at Geneva and is expected to make it to the UK, one of the M division’s strongest markets, nicely in time for summer. Expect to pay round £55,000. And fear not, the air-conditioning adjusts when you open the roof, so you can stay warm, even if the British weather is anything but.

BMW X6 show debut

By Gavin Green
First official pictures
14 January 2008 01:34
Affluent German makers now try the shotgun rather than the sniper’s approach to new model sectors – fire enough speculative models out into the market, and some are sure to hit the target. We’ve had sports activity vehicles, urban activity vehicles and just about every other type of crazy crossover as carefully focused as a blunderbuss. Now BMW invents yet another niche – the sports activity coupé.
What exactly does that mean?
It’s summed up by the new X6, unveiled today in Detroit. BMW says it mixes the driving brio of a sports car with the practicality of an SUV: X5 meets 3-series coupé. With its new ‘Dynamic Performance Control’ – a clever rear diff that apportions torque side-to-side to improve traction and handling – and new top-end twin-turbo 408bhp V8, it may well be the world’s sportiest 4x4.
But that’s about as meaningless as the world’s roomiest coupé (or the world’s sportiest semi-articulated lorry). If you want a sports car, don’t buy a vehicle that’s closer in dimensions to a Ford Transit than a Ferrari.
So how practical is the X6?
Not very. It has four seats only – not very clever in a two-ton-plus vehicle with a bigger footprint than an X5 – and rear seat room is absurdly cramped for a car so long and tall. What’s more, although it’s a four-door (and not a proper coupé), the back seat is awkward to climb into (or out of).
Carrying versatility is less than many smaller hatchbacks. The backrests fold down increasing boot space – and that’s it for seating gymnastics. You sit lower than in an X5 – ‘to increase the sporty feel’. Yet the weight, wheelbase, fascia and diesel engines (the big sellers in Europe) are the same as in the X5.
So, contrary to the goal, this crossover seems to marry the practicality of a 3-series coupé with the performance of an X5. The X6 comes to a UK school run near you in May, priced from £41,955.
They say: Invents a whole new category of SUVWe say: Sports futility vehicle CAR verdict: 2/5

G-Power Hurricane

By Tim Pollard
First official pictures
02 January 2008 11:49
M5 not powerful enough for you? German tuner G-Power has announced a frankly ludicrous supercharged version of the fast BMW. The Hurricane is an apt name for the blown Beamer – it produces a scarcely credible 720bhp and has been certified at 211mph.
G-Power uses two belt-driven compressors for each bank of the 5.0-litre V10; using two smaller superchargers keeps the weight down and makes them more efficient – each uses 0.5 bar of boost pressure. And it’s not just a bolt-on-and-leave-the-rest-alone job. The German tuners have also fitted new forged pistons, a new intercooler, bigger oil cooler and revised engine mapping.
Peak power lands, with considerable force, at 7500rpm while maximum torque of 516lb ft arrives at a heady 7200rpm. Sounds worryingly peaky, but G-Power claims the Hurricane out-pulls the M5’s maximum thrust by 3800rpm.
End result? The two-tonne saloon scampers to 62mph in 4.2 seconds (half a second faster than the regular M5) and by 124mph the gap has stretched to five seconds. G-Power has a barrage of performance claims, and says the Hurrican will keep on accelerating all the way to 211mph.
The sort of people who’ll buy the maxed-out M5 will love the styling accoutrements. There’s a new front apron (crafted from carbonfibre upon request), rear diffuser and spoilers to channel air to the correct places, while 21-inch wheels wear chunky 30-section Dunlop high-speed rubber and house bigger, six-piston brakes.
All this excess carries a price, of course. The finished item costs a faintly ridiculous £178,000, or you can convert an existing car for £66,000. Which is the same as the M5 costs in the first place…
We’d dispute G-Power’s claim that the Hurricane is the most powerful street-legal BMW on sale. Californian tuner Currency Motors produces a twin-turbocharged M5 that develops 800bhp. Just goes to show you can have too much of a good thing.

BMW X6

By Phil McNamara
First official pictures
16 December 2007 00:01
These are the first official pictures of the BMW X6, one of 2008’s most intriguing cars. It’s a 4x4 with a coupé body, seriously high performance engines including a 407bhp twin-tubocharged V8 and a trick diff to give it a flavour of the M division’s finest. The X6 is based on the X5's chassis and shares its wheelbase, but its around 20mm lower and has a wider track, to enhance its dynamic ability.
So this is the car the Porsche Cayenne should have been...
It’s certainly the sportiest SUV so far. While the front end is X5 Xeroxed (aside from the aggressive lower bumper with vast air intakes), get to the windscreen pillars and the two cars go on divergent paths. That’s downwards, in the case of the X6. The roofline tumbles to a slimmer boot, with a wedgy tail. There’s a spoiler atop the rear screen, which is more sports car than SUV – and a clear nod to the X6’s performance bias. The standard wheel measures 19inches in diameter.
How spacious is the X6?
With the X6 being a sports activity coupé (according to BMW-speak), this is a four-seater, like the 3- or 6-series coupés. BMW claims rear headroom is ‘unusually generous for a coupé’ but that means it’s quite tight for an SUV. Although the roof tapers dramatically, compromising vertical boot space compared with a traditional SUV’s, there’s still more capacity than in a 7-series behind the rear seats, which also fold flat to swallow 1450 litres of junk. The dashboard is nigh on identical to the X5’s: the few changes include knee pads on the transmission tunnel and different trims and flourishes.

Enough of boot space – tell me the exciting numbers…
The X6 xDrive 50i, as the top model at launch is concisely named, is the world’s first petrol V8 with twin turbos mounted in the V. The 4.4-litre unit, which also features direct injection, generates 407bhp at 5500rpm and peak torque of 442lb ft from a subterranean 1750rpm. BMW has taken the winning formula from the 335i’s brilliant blown straight six and applied it to its V8, so expect a delicious blast of torque from the merest toe wiggle. The 50i charges from 0-60mph in 5.4sec, just half a second slower than the M3. Staggering. Top speed is 155mph, but drive like an angel and you’ll be getting 22.6mpg and emitting 299g of CO2 every kilometre.
And the other engines?
The 35i runs the 3.0-litre blown six already mentioned. With 306bhp and 295lb ft, the 35i is up there with the quickest hot hatches, despatching the 62mph benchmark in 6.7sec and topping out at 149mph. It consumes 25.9mpg and emits 262g/km of CO2.
The European market will be more interested in the two diesel options, both using the 3.0-litre straight six block. The 35d has variable twin turbocharging, to yield 286bhp and 427lb ft. 0-62mph takes 6.9sec, top speed is 146mph. But fuel consumption should nudge into the 30s (the claimed figure is 34mpg) and 220g/km of CO2.
The base engine is the single turbocharged 30d, with 235bhp and 383lb ft. Its green credentials are little better than the 35d’s, with 34.4mpg and 217g/km of CO2. The 35d takes 8.0secs to hit 62mph and peaks at 130mph on the autobahn.
The X6 utilises fuel saving features from BMW’s Efficient Dynamics programme, so brake energy is harnessed to recharge the battery and the air conditioning compressor is disconnected whenever air-con is off. BMW will top this with a hybrid X6, which will be on sale in 2009.

What about the transmission?
The X6 is equipped with BMW’s xDrive 4x4 system. Torque continuously flows between the front and rear axles depending on driving conditions, to optimise traction, although it is typically split 40:60 front:rear.
The new development for the X6 is Dynamic Performance Control, a rear-mounted diff which also shuffles torque between the left and right wheels. The diff is claimed to dial out understeer or oversteer during hard cornering, creating the sportiest-handling SUV yet claims BMW. With the Dynamic Performance Control diff keeping things tidy, the engineers have increased the threshold at which stability control has to kick in, which should also make for a more dynamic drive. The system also manages wheelspin, by channeling torque to the wheel with the most grip.
All engines are coupled to a six-speed automatic transmission, operated by paddles mounted behind the steering wheel.
What else do I need to know?
Adaptive Drive – which varies the ride comfort by adjusting the anti-rollbars and damper settings – will be optional. BMW claims its FlexRay system, which captures data from more vehicle sensors more quickly than rival systems, will provide the right balance between comfort and sporting settings, depending on the conditions and how the vehicle is being driven.
Naturally, front, side and curtain airbags are standard and the front seats have active head restraints, to reduce whiplash.
The X6 will land in UK showrooms by autumn 2007. The 3.0-litre diesel will start the range at £41,955, while BMW has yet to announce a price for the X6 xDrive 50i.

BMW Concept 1-series tii and M3 saloon

By Steve Moody
First official pictures
24 October 2007 02:47
Two World Debuts at Tokyo: Are BMW turning Japanese?
With the vast proliferation of BMW models, there just aren’t enough motor shows to go round, so Tokyo was treated to the unusual sight of two world debuts from the Germans: the outwardly sensible (but mental behind its closed four doors) M3 and the mental-in-every-way Concept 1 Series tii. The Concept 1 Series tii, BMW executives were extremely keen to point out, is a design study intended to highlight the new coupe’s links to great road and racing BMWs of the past, such as the 2002 tii of the 60s and 70s and the brilliant 3.0 CSL of the 70s. So designers have taken lots of cues from those cars, Max Powering their own standard car before it has even gone on sale. Now that’s keen. However, as with all design studies, if there were certain elements of the car that show visitors really loved, they may well find them sneaking onto options lists...
So what should we be imploring BMW to offer us?
Best start with the exterior. Most obvious are the carbon components such as the bonnet, the mirror caps, and the inlays for the front air intakes at the side. These changes make the car a ‘lot’ lighter than a standard 135i apparently, but there aren’t any figures for weight, or performance enhancement. Shame. The there are the air guidance strips extending along the outer edges of the bonnet to give the car more stability at speed, just like the mid-1970s 3.0 CSL batmobile. A chest wig for cars, but ace nonetheless. The concept also gets a specially designed front air dam, sidesills and rear air dam for improved aerodynamics, while special gurney flaps on the boot generate additional downforce on the rear axle. The inlay in the rear bumper is made of carbon-fibre-reinforced plastic, with a diffuser split by two bars to ensure a controlled flow of air also along the lower part of the car, reducing air swirl at the rear to a minimum, so BMW says. And in case you’ve not noticed, some racy stripes, too.

And what's it like inside then?
It's Alcantara World in here. The dash, steering wheel, gearknob and Recaro seats all get the Alcantara treatment, while the dash, transmission tunnel, door handle and steering wheel inlays are a rather fetching white which doesn’t look half as bad as it sounds. There is also a white face of the rev counter with red indicators. It’s a car that is so in your face it’s halfway up your nostrils, but as a study of what a loud BMW could look like, it’s a success. More please.
And talking of in your face, here’s the ‘sensible’ M3...
Yes, the M3 for those who rather not make a fuss. For pretty much the last decade we’ve had to shoehorn bodies into the back of two-door M3s but with the new model – and no doubt casting a keen eye over sales of all those RS4 and C63 saloons – BMW has decided the world needs a slightly more practical M3 after all. There will definitely be a convertible, too, but executives at Tokyo were adopting an inscrutable countenance at any mention of the Touring. We can't help thinking that the success of Audi’s hot Avants, the strategy must change - especially with the Touring version of the M5. Apart from the obvious door count change, most of the M3 recipe stays the same. So that means the 4.0-litre V8 with 414bhp peak power at 8300rpm like the coupe. Torque is 295lb ft like the coupe while BMW claims 22.8mpg, like the coupe. Everything else that really matters is present and correct. So you get the M-differential, switchable engine mapping, electronic dampers and switchable steering, like the coupe. Oh, and intriguingly, the front end is also like the coupe's. Looks a lot better, doesn't it?

And what's it like inside then?
It's Alcantara World in here. The dash, steering wheel, gearknob and Recaro seats all get the Alcantara treatment, while the dash, transmission tunnel, door handle and steering wheel inlays are a rather fetching white which doesn’t look half as bad as it sounds. There is also a white face of the rev counter with red indicators. It’s a car that is so in your face it’s halfway up your nostrils, but as a study of what a loud BMW could look like, it’s a success. More please.
And talking of in your face, here’s the ‘sensible’ M3...
Yes, the M3 for those who rather not make a fuss. For pretty much the last decade we’ve had to shoehorn bodies into the back of two-door M3s but with the new model – and no doubt casting a keen eye over sales of all those RS4 and C63 saloons – BMW has decided the world needs a slightly more practical M3 after all. There will definitely be a convertible, too, but executives at Tokyo were adopting an inscrutable countenance at any mention of the Touring. We can't help thinking that the success of Audi’s hot Avants, the strategy must change - especially with the Touring version of the M5. Apart from the obvious door count change, most of the M3 recipe stays the same. So that means the 4.0-litre V8 with 414bhp peak power at 8300rpm like the coupe. Torque is 295lb ft like the coupe while BMW claims 22.8mpg, like the coupe. Everything else that really matters is present and correct. So you get the M-differential, switchable engine mapping, electronic dampers and switchable steering, like the coupe. Oh, and intriguingly, the front end is also like the coupe's. Looks a lot better, doesn't it? And what's it like inside then?
It's Alcantara World in here. The dash, steering wheel, gearknob and Recaro seats all get the Alcantara treatment, while the dash, transmission tunnel, door handle and steering wheel inlays are a rather fetching white which doesn’t look half as bad as it sounds. There is also a white face of the rev counter with red indicators. It’s a car that is so in your face it’s halfway up your nostrils, but as a study of what a loud BMW could look like, it’s a success. More please.
And talking of in your face, here’s the ‘sensible’ M3...
Yes, the M3 for those who rather not make a fuss. For pretty much the last decade we’ve had to shoehorn bodies into the back of two-door M3s but with the new model – and no doubt casting a keen eye over sales of all those RS4 and C63 saloons – BMW has decided the world needs a slightly more practical M3 after all. There will definitely be a convertible, too, but executives at Tokyo were adopting an inscrutable countenance at any mention of the Touring. We can't help thinking that the success of Audi’s hot Avants, the strategy must change - especially with the Touring version of the M5. Apart from the obvious door count change, most of the M3 recipe stays the same. So that means the 4.0-litre V8 with 414bhp peak power at 8300rpm like the coupe. Torque is 295lb ft like the coupe while BMW claims 22.8mpg, like the coupe. Everything else that really matters is present and correct. So you get the M-differential, switchable engine mapping, electronic dampers and switchable steering, like the coupe. Oh, and intriguingly, the front end is also like the coupe's. Looks a lot better, doesn't it?

Anything else different?
Apart from the hardly useable ‘fifth’ seat, the four-door is slightly heavier. At 1680kg, it’s a barely noticeable 25kg heavier, which when you consider it’s got two extra doors and a steel roof makes you wonder what the fuss about the weight-saving carbon lid of the coupe is all about. The 0-62mph time leaps by a tenth of second as result, to 4.9 seconds. Yes the roof is steel, and executives say it is merely because the type of buyer looking for the extra doors is less likely to want such a flashy frippery. It doesn’t have anything to with bodyshell stiffness because of the extra holes cut out, they claim. The other difference is the price. In Germany, the saloon will be €1900 cheaper than the coupe, so expect that to equate to £1200 in the UK, or just over £49,000.

BMW M3 saloon revealed

By Ben Pulman
First official pictures
07 October 2007 12:01
I don’t know what to say…
Say thank you. It’s been nearly ten years since the last four-door M3 so it’s strange to see BMW’s most famous M-car with four doors again. However, we best get used to seeing this shape on our roads because BMW hopes to sell over 100,000 E92 M3s. And it’ll no doubt succeed too: there’s also a convertible model coming, and if you actually need a reason to buy this car then the 4.0-litre V8 that’ll be found in all M3s is an absolute peach. The M3 saloon will still have its work cut out for it though, as the new C63 AMG is one of Mercedes’ best ever cars, and after the success of the last RS4, the next hot A4 should be a cracker.
So what should I know about the M3 saloon?
Let’s start with that engine. It’s basically four-fifths of the M5’s V10. With individual throttles butterflies it’s one of the most advanced engines on the planet. And with 414bhp it also has one of the highest specific outputs per litre of any road car. That peak power also arrives at 8300rpm. Torque is 295b ft while BMW claims the new four-door will do 22.8mpg, exactly the same as the coupe. All this and that V8 is actually 15kg lighter than the old straight six. There is however a slight weight penalty compared to the coupe – 1680kg to the two-door's 1655g – and so the 0-62mph time is up a tenth of a second to 4.9 seconds. The M3 is (slightly) green though, as it comes with brake regeneration technology.

How come it looks just like the M3 coupe at the front?
BMW wanted to make a link between all its M3s, so that’s why the saloon gets the coupe’s snout. That means you get gaping grilles and intakes, a ‘power bulge’ and bonnet vents, plus those distinctive side ‘gills’. And to our eyes most of these pictures make the M3 saloon look very much like the M5, especially in this colour, which is no bad thing. The other parts shared with the M3 coupe, apart from that engine, are all the bits that make the two-door so special. That means you get the M-differential allowing for some tail-out action, plus switchable engine mapping. You can also pay more for the EDC electronic dampers and switchable steering.
I’m not sure about those rear lights though…
And you probably haven’t been sure about them since the 3-series was launched. Those rear lights, along with doors, roof, and windows are the only carry-over parts from the regular saloon. That’s right, there’s no carbonfibre roof on the saloon, sadly. So on this M3 saloon you get new forged aluminium suspension, those beautifully blistered wheelarches, quad exhausts and a rear diffuser. However, what you still get from the regular saloon are five seats, though how usable the fifth seat is depends on the size of your friends and family. Nevertheless, those two extra doors mean carrying others is now an awful lot easier and the slightly more refined and relaxed demeanour of the V8 M3 is probably best suited to the four-door.

So what happens if I want something a little harder?
Well you probably won’t want the M3 convertible which is the next M-car that’s coming. You’ll want the CSL then, which won't arrive until 2009, and hopefully with BMW’s long-awaited twin-clutch transmission. Sadly, BMW hasn’t yet signed off a Touring version which is a shame, especially when Audi and Mercedes have very credible alternatives. There are no obvious technical innovations to differentiate the saloon from the coupe, but then again we expect the saloon to be pretty damn good to start with. There are no pictures of the interior yet but expect it to look all but identical to the coupe's (above).

BMW 1-series Convertible

By Ben Pulman
First official pictures
30 September 2007 12:01
A 1-series Convertible? Seems like a logical step…
Indeed it does. BMW is gradually filling every niche with every possible model combination. So after three- and five-door hatches, and a coupe, here’s the convertible version of the 1-series. It’s the same formula that BMW has used with the 3-series to such success, and the Bavarians are banking on the Coupe and Convertible to spearhead the launch of the 1-series range in the USA.
So tell me about the roof?
Of course it’s electric, and BMW claims it’s the first premium convertible in this sector. Audi’s A3 cabriolet will be here soon, but it won't arrive until 2008. The 1-series' fabric roof opens and closes in 22 seconds, and can operate at low speeds. For posing value of course. The car will still seat four, but those two poor souls in the back will be very short on leg space. BMW is also claiming a world first with the roof design. As an option, you can elect for an anthracite roof with ‘interwoven shiny fibres’. Basically it's a sparkly roof, or in BMW speak it ‘produces charming reflections in sunlight’. Sounds more like a dodgy sweater your auntie knits for you.

By Ben Pulman
First official pictures
30 September 2007 12:01
A 1-series Convertible? Seems like a logical step…
Indeed it does. BMW is gradually filling every niche with every possible model combination. So after three- and five-door hatches, and a coupe, here’s the convertible version of the 1-series. It’s the same formula that BMW has used with the 3-series to such success, and the Bavarians are banking on the Coupe and Convertible to spearhead the launch of the 1-series range in the USA.
So tell me about the roof?
Of course it’s electric, and BMW claims it’s the first premium convertible in this sector. Audi’s A3 cabriolet will be here soon, but it won't arrive until 2008. The 1-series' fabric roof opens and closes in 22 seconds, and can operate at low speeds. For posing value of course. The car will still seat four, but those two poor souls in the back will be very short on leg space. BMW is also claiming a world first with the roof design. As an option, you can elect for an anthracite roof with ‘interwoven shiny fibres’. Basically it's a sparkly roof, or in BMW speak it ‘produces charming reflections in sunlight’. Sounds more like a dodgy sweater your auntie knits for you.

By Ben Pulman
First official pictures
30 September 2007 12:01
A 1-series Convertible? Seems like a logical step…
Indeed it does. BMW is gradually filling every niche with every possible model combination. So after three- and five-door hatches, and a coupe, here’s the convertible version of the 1-series. It’s the same formula that BMW has used with the 3-series to such success, and the Bavarians are banking on the Coupe and Convertible to spearhead the launch of the 1-series range in the USA.
So tell me about the roof?
Of course it’s electric, and BMW claims it’s the first premium convertible in this sector. Audi’s A3 cabriolet will be here soon, but it won't arrive until 2008. The 1-series' fabric roof opens and closes in 22 seconds, and can operate at low speeds. For posing value of course. The car will still seat four, but those two poor souls in the back will be very short on leg space. BMW is also claiming a world first with the roof design. As an option, you can elect for an anthracite roof with ‘interwoven shiny fibres’. Basically it's a sparkly roof, or in BMW speak it ‘produces charming reflections in sunlight’. Sounds more like a dodgy sweater your auntie knits for you.

By Ben Pulman
First official pictures
30 September 2007 12:01
A 1-series Convertible? Seems like a logical step…
Indeed it does. BMW is gradually filling every niche with every possible model combination. So after three- and five-door hatches, and a coupe, here’s the convertible version of the 1-series. It’s the same formula that BMW has used with the 3-series to such success, and the Bavarians are banking on the Coupe and Convertible to spearhead the launch of the 1-series range in the USA.
So tell me about the roof?
Of course it’s electric, and BMW claims it’s the first premium convertible in this sector. Audi’s A3 cabriolet will be here soon, but it won't arrive until 2008. The 1-series' fabric roof opens and closes in 22 seconds, and can operate at low speeds. For posing value of course. The car will still seat four, but those two poor souls in the back will be very short on leg space. BMW is also claiming a world first with the roof design. As an option, you can elect for an anthracite roof with ‘interwoven shiny fibres’. Basically it's a sparkly roof, or in BMW speak it ‘produces charming reflections in sunlight’. Sounds more like a dodgy sweater your auntie knits for you.

Propulsion?
Pretty much as per the Coupe. Four petrol engines from 1.8 to 3.0 litres are available, plus a 2.0-litre diesel. That 3.0-litre is badged as a 135i because it’s the twin-turbo unit. That means 302bhp and 295lb ft from 1300-5000rpm. The 135i also comes with the M Sports pack as standard. Every cabrio comes with BMW's Efficient Dynamics technology. However, only the four-cylinder cars get the full package of stop/start, gearshift indicator, electronic power steering, active aerodynamics, and brake regeneration on some models. The six-cylinder models do without auto stop/start.
Anything else?
The convertible looks unbelievably similar to the CS1 concept (above). How good it actually looks will only be decided when we see it in the metal though the marketing bumf claims the car ‘embodies modern elegance in its appearance’… Hmm. What else is of interest? For a fee BMW will give you special leather to reflect the sun’s rays. Luggage space is 280 litres with the roof up, or 240 with it folded away, so travel light in the latest One. No words on prices yet but expect a 120d to start at just over £23,000 rising to just shy of £35,000 for a 135i. Not cheap but with the twin-turbo engine don't forget this is a junior M3 in all but name.

Does BMW never stop?
Nope. This is the fourth model in the 1-series line-up, and there’ll be a fifth One by 2012. Earlier this week the Bavarians announced their full model line-up for the next five years and it’ll include an X1, alongside brand new models from Rolls-Royce, BMW and Mini. Whether such investment in new products will result in increased profits is another matter. If anything BMW’s are likely to take a further hit before the seeds they sow now start to bear fruit.

Alpina's M car baiting line-up

By Ben Pulman
First official pictures
19 September 2007 04:20
You mean BMW Alpina?
We do, because the Buchloe-based manufacturer has to feature the blue and white propeller badge on all its cars. Although Alpina is considered a manufacturer in its own right, that’s just how the deal with BMW works. And the self-proclaimed ‘manufacturer of exclusive automobiles’ unveiled three new cars at Frankfurt. There were more powerful versions of the B5 and B6, plus a new B3 cabrio.
B6, eh? You mean they make vitamins?
Nope, those are Alpina’s model designations: you may not have even heard of them before as Alpina doesn’t advertise. So B3 is a 3-series and the cabrio unveiled at Frankfurt featured the 3.0-litre twin-turbo straight six from the 335i. Add in a few Alpina tweaks and power is up to a still relatively unstressed 355bhp (from 306bhp). However it’s the 369lb ft from 3800-5000rpm that makes this car an M3-baiter. That V8 Three only has 295lb ft. And you can get the B3 as an auto too. If wind in your hair motoring isn’t your thing then try the saloon, which has beaten the M3 saloon to the market. Unfortunately neither Alpina nor BMW looks set to build a Touring estate version of their hot 3-series.

What about these other Bs? How about a B2?
Nope, but a B5 S and B6 S were unveiled at Frankfurt. The ‘S’ designation means that these cars have had tweaks to their supercharged 4.4-litre V8s. Power is up from 493bhp to 523bhp. Torque has also climbed a few points to 535lb ft, just to keep the M5 honest. Expect such tweaks to reach the B7 soon.
Alpina call themselves a ‘manufacture of exclusive automobiles’? Bit cocky…
Not a bit of it. Just 1400 or so cars are built each year, and that makes them more exclusive than Ferrari, Aston Martin, or the likes of AMG. At Frankfurt the Alpina stand was between Porsche and Rolls-Royce to give you some idea of their status. And you get the best of both worlds at Alpina. The main assembly of the cars occurs on BMW’s regular production lines, before they’re finished by hand at Alpina’s HQ.

What else should I know about Alpina?
Alpina has been making full road cars for 29 years and each model takes about four years to develop because the company is so small. That’s why there’s no Alpina Mini as way back when no one predicted a £25k hatch would sell… By the way, the blue and gold stitching inside is gorgeous. And thankfully those graphics are optional. Apparently take up in Britain and Germany is near zero. In Japan they're a must. In gold…

BMW Concept X6

By Phil McNamara
First official pictures
11 September 2007 08:00
BMW X6: the lowdown
No, X6 is not a typo but the third X model in the BMW’s 4x4 range. BMW kicked off the Frankfurt show today (Tuesday 11 September) by unveiling two coupes spun off existing models. The 1-series coupe is a two-door notchback version of the baby BMW, but the X6 – an X5 SUV with a melted rear end – was the show-stopper. The X6 has much in common with its sibling: a four-wheel drive chassis, front end and five door layout, but get to the A-pillars and things get pretty rakish. There are major changes under the skin, too: the X6 introduces BMW’s petrol-electric hybrid powertrain. For now, the X6 and its eco-drivetrain are officially concepts, but the car is headed for production in 2008 and the drivetrain will follow in ‘09. Expect X6 prices to start north of £35,000.
BMW X6: extreme looks
Munich claims that the X6 is the world’s first Sports Activity Coupe, although suits from Infiniti and Mazda might swing by BMW’s show stand to debate that. What’s indisputable is that the X6 is the most extreme crossover SUV to date. While the structure and wheelbase is shared with the X5, the A-pillars are more raked and the roof drops away like a black ski run. The shoulder line is angled upwards, creating a tapered glasshouse which ends in BMW’s traditional Hofmeister kink. There are wraparound rear lamps merging with a muscular rear haunches, and 21-inch wheels. It certainly looks wedgy and powerful, but you’ll pay for it by compromising the X5’s spacious rear bench and boot space. Indeed, the X6 is only a four-seater – although the car’s 6ft 4in designer Adrian Van Hooydonk claims he can sit comfortably in the back.

BMW X6: eco powertrain
BMW didn’t just unveil the X6 design concept; this ActiveHybrid version also took a bow. The company was being elusive on technical details, not officially acknowledging which combustion engine the hybrid system complemented for instance. Under development in a joint-venture with DaimlerBenz and GM, the system features two electric motors, a high performance battery, a two-range transmission and three planetary gearsets melding the systems together. BMW claims its system will be more usable than rivals’, because its continuously variable transmission features a two-mode active transmission. While existing hybrids’ CVTs can roar frustratingly but take ages to deliver any shove, BMW claims its system optimises power delivery from the engine and motors across the X6’s entire speed range. The result is plentiful grunt on demand and more feedback to the driver, and reasonable economy gains – up 20 percent – over a comparably-sized SUV.
BMW X6: under the skin
More than 50 percent of X6 componentry is shared with the X5. That means continuously variable four-wheel drive, and high performance six- and eight-cylinder engines. It’s also the reason why BMW can take the risk on such a flash, niche vehicle. With its 21-inch wheels, bling exterior and pursuit of performance over practicality, the green brigade will loathe it. Good job the hybrid version will be there to make a green statement. Just don’t bank on it being congestion charge-exempt….

BMW 635d

By Ben Whitworth
First official pictures
02 July 2007 11:08
A diesel GT. Are they mad?
Nope, quite brilliant. BMW has dropped is superb 3.0-litre biturbo diesel into 6-series coupe and convertible to steal a lead on its Jag XK and Maserati GranTurismo rivals to create the first 21st Century diesel-powered grand tourer. The new 635d (coupe, £53,910, convertible £59,600) also ushers in a mid-life refresh for the three-year old 6-series range with subtle changes to the car’s rear, indicators and cabin.
Is it quick?
Oh yes. The 635d gets the same twin-turbo diesel as the 335d and 535d models. The straight six gets a new six-speed paddle-shifter and rockets the 635d to 60mph in just 6.3seconds and onto a 155mph limited max speed, while sipping a gallon every 40.9miles and posting an 183g/km CO2 figure. The existing six and eight cylinder petrol models now enjoy BMW’s Efficient Dynamics package to cut consumption and lower emissions. In the 635d it’s arguably the most compelling package yet for this award-winning engine– a powerful and refined cruiser that can travel 600miles on a tank and with its massive turbo-enhanced torque, obliterate pretty much any car in its path.

What are the other changes you mentioned?
You’ll need to be real 6-series fan to tell the new car from the old. The biggest clue is at the back where a prominent lip houses the third brake light and acts an air spoiler too. The front and rear indicators have been fiddled with as have the air intakes, there’s a choice of new alloy wheels and paint options, while in the cabin gets some updated switches and controls for the climate control, a tweaked iDrive and sun-reflective leather for the convertible. It’s a subtle makeover, but understandable given that BMW has shifted 75,500 6-series around the world.

BMW 1-series Coupe

By Ben Whitworth
First official pictures
02 July 2007 10:50
So, is this the 1 that I want?
You betcha. When it arrives at the end of November, the 1-series Coupe - re-engineered from the ground up, powered a twin turbo engines and packing plenty of energy-saving technology – will install itself at the top of the 1-series tree. Initially here will be three models, the 120d, 124d and the range-topping 135i, available in BMW’s two familiar spec levels, SE and M Sport. Prices kick off at around £22,500 for the 12d Coupe in SE trim – about a grand more than the five-door model, rising up to around £26,000 for the 123d and onto a £32,000 for the M Sport-only 135i. BMW’s gawky 1-series has racked up 390,000 sales since it’s launch three years ago, and now that the Coupe will also be sold in America, BMW is hoping to boost that figure to over half a million, helped by the upcoming convertible version which arrives in the autumn. The 135i Coupe will be an answered prayer for many buyers blanching at the thought of handing over £50,000 for the new M3. At £33,000 is not cheap for a small coupe, but there’s arguably little else out there that delivers that kind of performance, dynamism and feel-good factor.
It’s an odd-looking creature, isn’t it…
The 135i Coupe may not be the best looking car – Bangle’s oddly incongruous mix of curve and line still takes some squinting to grow accustomed to – but there's something fabulously desireable about its compact, squat stance. It's a striking bit of metal, hunkered down on big chunky 18inch Motorsport alloys with its standard body kit. BMW rather coyly call this a 2+2 rather than a full four seater. In truth, rear passenger accommodation is not that tight – it’s ideal for parents with young children, but swallowing four six-footers calls for some serious acts of contortionism. But forget the still-not-sure looks and check out the engine bay. Squeezed into the 135i’s nose is BMW’s 3.0-litre twin-turbo straight engine, the company’s most powerful six-cylinder engine on offer. It’s the same engine that’s installed in the 3-series and earlier this year picked up a gong for best engine of the year. In the 1-series line-up, it will be exclusive to the coupe.

So it’ll be a mover, then...
The direct injection 135i promises to be blindingly quick with 306bhp at 5800rpm and 295lb ft of torque that arrives at 1300rpm and doesn't taper off until 5000rpm. It will rocket to 60mph in 5.3seconds, needs electronic minders to limit it 155mph and like the 335i, is expected to deliver fiercesome mid-range acceleration. Economy will hover around 30.7mpg and it has a CO2 rating of 220g/km. It also promises to be a scalpel sharp drive. Dr Dieter Konik, head of vehicle dynamics on the 135i project completely overhauled the 135i to put the driver first. “We achieved a perfect fifty-fifty weight distribution by having a heavier rear end and using lighter metals up front,” he told CAR. “We also introduced new spring and dampers, redesigned the front anti-roll bar for sharper turn-in and widened the rear track by 20mm. And we worked hard on the electric steering to heighten feel and response, improved the brakes and recalibrated the traction and stability controls, so the driver can have a lot more …” he opposite locks an imaginary steering wheel “… fun.” Both 135i and 123d get a version of BMW Motorsport’s electronically controlled limited slip diff.
What’s this 123d? Sounds like a car you’d find on Sesame Street.
Don’t snigger. While the twin-turbo straight six will get the knickers of most Beemer fans in a twist, the clever money will go on BMW’s new 123d. This new 2.0-litre twin-turbo diesel with variable geometry technology develops 204bhp at a high-revving 4400rpm and a huge 295lb ft at 2000rpm. That’s the same amount of torque as the 335i. Like BMW’s six-cylinder biturbo diesel, the biturbo diesel fourpot uses a smaller more responsive blower at low engine revs and a larger more powerful charger for higher revs. The result is a run to 60mph in seven seconds dead and a 148mph max speed, while still returning 54mpg on the combined cycle and posting a meagre CO2 rating of 138g/km. The engine range is rounded up by the familiar 2.0-litre 177bhp/258lb ft turbo diesel already found in the three and five door 1-series. In the 120d, it returns 58.8mpgand 128g/km, touches 60mph in 7.6seconds and maxes out at 141mph. Both diesel get particulate filters as standard, and there’s a choice of six-speed manuals or automatics for all three engines - on the 120d from the start and on the twin turbo engines later on in the year.

Anything else I need to know?
Yes. The 1-series coupe will also be the first model in the BMS family to tick every box in its Efficient Dynamics. So –deep breath – you get energy-saving powered steering, water pump and climate control that work on demand, auto-stop start on the manual transmission versions and regenerative braking that decouples the alternator under power but recharged the battery when braking or slowing. BMW’s thinking on this is clear – better to have a smaller incremental savings on a vast number of cars than just one or two ultra-economical but slow-selling cars with limited outright appeal. The 135i will be a very tasty car, but that’s as tasty as it will get. BMW has categorically ruled out a hotter Motorsport version, probably because it would pose a badging problem (the M1 holds a very special place in Munich’s heart) and it would also step on the toes of the M3.

BMW X5 M Sport

By Ben Whitworth
First official pictures
05 June 2007 10:37
Wait! Let me guess - a fast X5?
You're very good. Yes, BMW’s X5 range has a new flagship model – the tough-looking 4.8i M Sport. The £53,440 SUV gets a not-so-subtle Motorsport upgrade including an M Sport body kit and steering wheel, lightweight 19-inch alloys, uprated suspension, grippier leather-wrapped sports seats, high-gloss roof rails and matt aluminium exterior trim. Bigger 20-inch alloys are a further option as is bamboo and poplar internal trim. The Sport model is a big seller in the UK – nine out of 10 buyers of the outgoing X5 opted for an M Sport model – but diesel fans, who account for 90 percent of X5 sales, will have to wait until October for the 3.0d M Sport model to arrive. Expect a £43,600 price tag. Read our first drive of the new BMW X5 here.
It looks the part...
And it goes some too. The M Sport is powered by BMW’s 4799cc V8. Fitted with Bi-Vanos and Valvetronic, the high-revving unit pushes out 355bhp at 6300rpm and a 350lb ft at 3500rpm – enough to rocket the 2245kg all-wheel-drive X5 to 60mph in 6.5 seconds and onto a 150mph top speed. The popularity of the M Sport line-up is central to BMW’s decision to create even more radical sports cross-overs like the recently announced SFC space functional concept to take on the Mercedes R-class and the upcoming Range Rover Sport rival, the X6 four-seater.

BMW Hydrogen 7-series

By Ben Whitworth
Motoring issues
04 June 2007 07:01
BMW is upping its green credentials with the delivery of a fleet of hydrogen-powered 7-series that will go on chauffeur duty throughout the UK this summer.
The eight production-ready Hydrogen 7 luxo-barges are produced on the same production line as the standard 7-series in Munich and meet all current safety and crash regulations. They form part of a 100-strong fleet of liquid hydrogen–powered 7-series models that spearhead BMW’s CleanEnergy programme, and in the UK will be used at high-profile events around the country to underline their environmental profile.
A hydrogen filling station has been developed in Wembley to support BMW’s plans. The dual-fuel Beemers are fitted with an 8kg hydrogen tank that stores the liquid hydrogen at around 4bar and a consistent temperature of –250°C. They run a 260hp 12-cylinder engine that will touch 62mph in 9.5 seconds and top out at 143mph while producing nothing more than water vapour as a by-product. A full tank equates to a range of around 125miles. And when you’re low on hydrogen, a quick toggle of a steering wheel-mounted button switches the engine to unleaded to boost range by a further 300miles.
BMW hopes that by solving the chicken-or-the-egg debate – do manufacturers produce hydrogen-ready cars first and wait for energy suppliers to respond, or should fuel suppliers take the first step and set up a hydrogen infrastructure? – it will catalyse the development of a hydrogen highway, the fuelling and infrastructure requirements that make hydrogen a viable fuel for the consumer.
Hydrogen may clean at the exhaust pipe but it’s a hugely volatile and corrosive gas, and its production is a hugely energy-intensive process. Which means a dirty great big power station is never far away… So is hydrogen the real way forward or an environmental blind alley? Are biofuels based on CO2-absorbing crops more viable or will fuel cells rule? Let us know where you stand on this key green issue. Click the Add Comment button below and start typing…

BMW wins engine of year

By Ben Whitworth
Industry news
09 May 2007 05:51
BMW’s twin turbo 3.0-litre engine – the mighty 306bhp straight six from the 335i - has taken top honours at the 2007 International Engine of the Year Awards, the engineering equivalent of the Oscars.
This is an unprecedented third year in a row that BMW has clinched the title of International Engine of the Year Award – in 2006 it was the M6’s V10 that took the title, and the M5’s V10 claimed gold in 2005. Other winners, judged by the panel of 62 motoring journalists from 30 countries across the globe, included Porsche for its biturbo 3.6-litre flat six (unbelievably, the first time Zuffenhausen has won an IEYA award), Toyota for the Prius’ 1.5-litre hybrid unit, and Volkswagen’s TSI twincharger 1.4-litre unit.
Here’s the full list of winners: International Engine of the Year 2007 - BMW 3-litre Twin-Turbo (335i) Best New Engine of 2007 - BMW 3-litre Twin-Turbo (335i) Best Fuel Economy - Toyota 1.5-litre Hybrid Synergy Drive (Prius) Best Performance Engine - BMW 5-litre V10 (M5, M6)Sub 1-litre - Toyota 1-litre (Aygo, Yaris, Peugeot 107, Citroën C1) 1-litre to 1.4-litre - Volkswagen 1.4-litre TSI Twincharger (Golf, Touran, Jetta) 1.4-litre to 1.8-litre - BMW-PSA 1.6-litre Turbo (MINI, Peugeot 207)1.8-litre to 2-litre - Volkswagen 2-litre Turbo (Golf, Audi A3, A6, SEAT Leon, Skoda Octavia) 2-litre to 2.5-litre - BMW 2.5-litre (325, 525, X3, Z4) 2.5-litre to 3-litre - BMW 3-litre Twin-Turbo (335i) 3-litre to 4-litre Porsche 3.6-litre Turbo (911) Above 4-litre - BMW 5-litre V10 (M5, M6

BMW prices M3

By Tim Pollard
Industry news
25 April 2007 09:30
The new M3 will cost £50,625, BMW announced today. That's a hefty £8k more than before and brings the new coupe closer than ever to a basic Porsche 911 Carrera which is just under £60k.
Deliveries in Europe begin in September and there is already a waiting list several months long. The new M3's price puts it a £50 whisker below the Audi RS4, another V8 super-saloon. The M3 has a 414bhp V8 and the official performance claims put the 0-62mph dash at 4.8sec.
It's not all power and speed, either; BM is keen to point out that the bigger V8 is actually 15kg lighter than the outgoing 3.2-litre straight six, while fuel economy is 8 percent better. It'll still gobble a gallon of fuel every 23 miles on average, though.

BMW Concept CS

By Jack Carfrae
First official pictures
19 April 2007 07:42
BMW Concept CS - a landmark BMW concept
This is the very latest offering from Munich's design studios - and it points to a bold new design future post-flame surfacing. The landmark Concept CS show car is a luxury four-door GT primed to kickstart a new look for future BMWs.
BMW Concept CS: the lowdown
The unveiling of the Concept CS marks a revolutionary shift for the marque. BMWs of late have had controversial styling, much to the distaste of many. But there's not even a hint of the awkward angles of the current 7-series or the lumpy, Mitsubishi Carisma-like rear of the 3-series here. The CS has a crisp, fresh look. This four-seater coupe looks attractive, particularly next to the current BMW range. The new form language, smoother surfaces and a dose of elegance work a treat; and the angled, shark-nose grille is striking to our eyes, evoking the first-gen 6-series among others.

It's a welcome step forward for BMW, then?
That's true. It really is monumentally different. The language of the body and the lines are so much smoother. The classic kidney grille has ballooned to huge proportions; BMW claims this is to ensure of a plentiful supply of cold air to the engine, and is not simply a styling gimmick. The arches wrap around the deep-dished, 21-inch, multi-spoke alloys. The designers say that future BMs will have much attention paid to integrated arches, rather than the brashly flared items on some rival designs (eg current Fords).
The CS is a bit out of the blue. Where has it sprung from?
The Concept CS is BMW's contribution to the Shanghai Motor Show, which is currently in full swing in the far east. Adrian von Hooydonk, head honcho at BMW's design house, told CAR Online at the show that the shark-nose look of the Concept CS is something that customers can relate to from BMWs of old. He hinted that it would spread to future production cars.

OK, it's definitely something special on the outside, what about the interior?
The cabin will be as sleek and slinky as the exterior of the car. Front passengers will be firmly tucked in to the curvy sports seats and surrounded by a high centre console, while BMW has paid much attention to raising the previously dour ambience of their dark interiors. Clever surface treatments, different kinds of leather and double-dial pods all add to the fresher, more exciting cabin. BMW is making great play over the joints of the dashboard, hiding air vents and lights in the gaps between panels.
Sounds plush
That you can be sure of. The Concept CS is without doubt a bit of a showcase for BMW and it's reasonable to assume that the designers will push the boat out with the mod cons and luxuries for the show car. It's a hefty beast, too. At 5.1 metres long, it's longer even than the 7-series, as well as wider and sporting a longer wheelbase. So there's plenty of space for the four passengers.

Any hint of what might be lurking beneath the bonnet?
The show car runs a V10 from the M5 and M6, although this car runs on a bespoke platform. But packing this 500bhp crackerjack motor will guarantee the CS goes as fast as it looks. Production versions could use a variety of six-, eight- and 10-cylinder engines, were such a car to be commissioned. It's still too early to say if BMW will actually build this car, but it is certainly considering a rival to the Porsche Panamera and Aston Rapide.
Hang on a second, is it a saloon, or a coupe?
Good question. You could be forgiven for thinking that the Concept CS was a two-door coupe by the lack of rear door handles. However, take a closer look and you may discover a distinct lack of front door handles as well. In an attempt to maintain the clean lines of the car BMW, has niftily located the door handles on the sill in between the window and the body of the door. So it's a four-door saloon/coupe mix, like Mercedes' CLS. There are only two rear seats but each one is separate, unlike the traditional bench approach, so you can bank on it being just as comfortable for the rear passengers as it is for those in the front.

So what sort of cars will this rival, then?
Well, it's bigger than the CLS and there's not been any BMW like it before. But you can safely say that the CS is aimed squarely at the new Porsche Panamera and forthcoming Aston Martin Rapide, not to mention the Bentley Flying Spur. Execs in a hurry have never had it so good...
So what's the next move for BMW?
Take a good look because this is as good a sign as any of what BMW are up to. The Concept CS may not be bound for production - not immediately anyway - but it's certainly the biggest hint that we're likely to get in the way of appearance for future cars. The future's looking sleeker, sportier and (dare we say it) more beautiful. And it's been a long time since we've been able to say that about a BMW.

BMW M3

By Phil McNamara
First official pictures
06 April 2007 10:51
BMW M3: the lowdown
This is the first look at BMW’s new M3 production car. You’ve seen the concept, you’ve heard the new V8 engine howl on this website, but today (April 7) CAR Online brings you eight pictures of the flagship 3-series coupe. The big news with the fourth-generation M3 is the switch to a 4.0-litre V8 engine, which produces some 80bhp more than the outgoing 3.2-litre six. But the new M3 also gets a carbonfibre roof – a gizmo previously reserved for the higher performance CSL version – to lower the centre of gravity. Other notable features include a new lightweight suspension overhauled to cope with the extra power, MDrive system to customise the damping, steering and engine mapping, and the muscular – but functional – bodykit. Expect the new M3 in UK showrooms in the autumn, with a likely list price around £50,000.
Under the bonnet
That square powerdome in the bonnet, flanked by twin intakes, is designed to draw attention to the M Division’s new V8. The 3999cc unit is designed to offer the best mix of performance and economy. Peak power is 420bhp, with maximum torque of 295lb ft. Some 85 percent of twist action is delivered across a 6500rpm power band, with the V8 revving to a heady 8400rpm. But it’s not just about outright power, but efficiency too. BMW claims a combined fuel consumption of 22.8mpg. And the M3 also recycles energy created during braking, using it to power the on-board electronics. Power is transmitted to the rear wheels via a six-speed manual ‘box, and the variable M differential. This apportions drive across the axle, depending on wheel speed and grip levels. And it should make for awesome sideways action.

Light weight
A host of weight-saving measures enable the M3 to weigh in at 1655kg. The overhauled front and rear suspension are made from aluminium. Using this material for the suspension arms and dampers saves 2.5kg alone compared with regular components. Then there’s the roof, constructed of carbonfibre-reinforced plastic and finished in clear paint so that the dark weave is visible. This shaves around 5kg off the mass. And the new V8 weighs in at 202kg – that’s 15 kilos lighter than the six it replaces. The net result? The M3 only has to lug around 3.8kg for every horsepower the V8 engine generates.
So it’s powerful and light – but how quick is it?
This M3 coupe despatches the 0-62mph sprint in 4.8sec. That’s fractionally quicker than the outgoing model. Top speed is again limited to 155mph. Performance is identical to that of the Audi RS4, which also has a V8 kicking out around 420bhp.

Light weight
A host of weight-saving measures enable the M3 to weigh in at 1655kg. The overhauled front and rear suspension are made from aluminium. Using this material for the suspension arms and dampers saves 2.5kg alone compared with regular components. Then there’s the roof, constructed of carbonfibre-reinforced plastic and finished in clear paint so that the dark weave is visible. This shaves around 5kg off the mass. And the new V8 weighs in at 202kg – that’s 15 kilos lighter than the six it replaces. The net result? The M3 only has to lug around 3.8kg for every horsepower the V8 engine generates.
So it’s powerful and light – but how quick is it?
This M3 coupe despatches the 0-62mph sprint in 4.8sec. That’s fractionally quicker than the outgoing model. Top speed is again limited to 155mph. Performance is identical to that of the Audi RS4, which also has a V8 kicking out around 420bhp.

Customise your M3
Owners will be able to personalise their M3. Like the M5 and M6, the coupe has an MDrive function, allowing the car to be set up according to personal tastes. You can bias the damping to normal, comfort or sport, easily deactivate stability control if you fancy going sideways, change the engine mapping or quicken steering response. Four paint colours will be exclusive to the M3, all named after famous circuits. There’s the Melbourne red pictured here, Silverstone silver, Jerez black or Interlagos blue.
The inside story
Although the dash is familiar, there are numerous touches worthy of an M car. Check out the kickplates, carbonfibre inserts everywhere and the white-on-black dials right in the driver’s eyeline. Key MDrive buttons – to toggle damping, power and stability control – are right by the manual shifter. And you sit behind a classic, black leather M steering wheel, in a figure-hugging bucket seat. Our turn in that place can’t come soon enough.

BMW M3 engine shown

By Ben Barry
Industry news
23 March 2007 01:18
BMW has revealed detailed specs on the all-new 4.0-litre V8 that’s soon to be slotted into the all-new M3.
Power is confirmed at 420bhp with 295lb ft peak torque available from 3000 to 7000rpm. The engine – made at the same foundry as the BMW Sauber F1 team’s V8 and derived from the same architecture as the M5 and M6 V10 – looks set to dispel any fears M purists may have had that the M3 would be transformed into a nose heavy, slow revving behemoth.
In fact, the engine is lighter – by around 10kg – than the award-winning 3.2-litre straight six it replaces and revs even higher, the fireworks not stopping until 8300rpm. To deliver high revs and high capacity, the M division has gone for an oversquare cylinder configuration with a bore of 92mm and a short, rev-friendly stroke of 75.2mm.
Like the original 3.0-litre E36 M3 of 1993, each cylinder displaces 500cc, which should make this unit smoother than its predecessor. BMW has also assured CAR Online that the double VANOS unit (trick variable valve timing that has previously proved trouble prone) will last for the life of the engine.

BMW M3 Concept

By Tim Pollard
Motor shows & events
08 March 2007 02:03
BMW M3 Concept: the lowdown
It's been scooped, spied and speculated about for months - but earlier today the covers finally slid off the new BMW M3... or the concept, at least. Yes, we'll have to wait a bit longer for the final production version, but these photos suggest that the M3 concept will go the same way as its bigger brother, the M5. BMW showed a similar concept of that super-saloon two years ago (even in the same gun-grey hue) and it went into production virtually unchanged. Be in no doubt, officials vow, this show car reveals 'almost exactly' how the new M3 will look when we finally see it in a few weeks' time.
Go on then, talk me through the changes
The M3 concept is based on the new-shape E92 coupe, but toughened up as befits the latest model from Munich's M division. The nose is set off by a deeper front spoiler with extra cooling ducts funneling air to the V8 engine; BMW still hasn't specified mechanical details, but we know it will be an eight-pot derived from the V10. The capacity is somewhere between 4.0 and 4.2 litres, churning out around 420bhp. Sitting atop that large-capacity engine are an unmissable power bulge and scooped-out bonnet air vents; it's unclear at this stage if these will make it to the production version.

It looks pretty mean...
Good news: it looks even better in the metal. Showgoers were universally impressed by the execution of the M3 concept. The gills and sills lend it an aggressive nature, but it's far from tacky. It's the first 3-series derivative that's set our pulses racing, after the dowdy disappointment of the E90 four-door and cautious but slick coupe and convertible. The roof on the M3 is going to be made from carbonfibre, like on the outgoing M3 CSL, to lower the centre of gravity, and it's topped off by a bee-sting aerial on the concept. The rear, meanwhile, is characterised by four chunky tailpipes and a reworked rear valance. Forget that 'M3 Concept Car' number plate; the production version will look damn near identical.
How frustrating - have they not announced any technical details?
Nope. BMW is teasing us with this one. However, CAR Online knows that the M3 will come with the active M differntial, which apportions drive to the wheels with the best traction, and allows for fun handling of the oversteer variety. Eighteen- or 19-inch alloy wheels are fitted, and a choice of six-speed manual or seven-speed SMG semi-auto transmissions will be available. Expect the performance figures to knock on the door of supercar territory; we're talking 60mph in less than 5.0sec and a top speed pegged back to 155mph from what would otherwise head nearer 175mph.