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.

BMW M Sport for 1- and 3-series

By Tim Pollard
First official pictures
16 February 2007 09:03
M Sport models for the BMW 3-series Coupe and Convertible
A new flagship has arrived for the 3-series two-door range - and it gives some pointers to how this summer's new M3 could shape up. The Coupe and Convertible's beefy M Sport styling kit is available with any engine spec and comprises 18-inch M-design alloys (19s are an option), a new spoiler and aero pack, plus 15mm-lowered sports suspension. This is no minority choice, either. More than three-quarters of BMW's six-cylinder coupes are ordered in M Sport trim. Buyers clearly love the M look, but without the expense of trading up to the real McCoy.
What do I get inside?
The M Sport trim bungs in a load of extra equipment, too. Figure-hugging sports seats are trimmed in cloth and Alcantara, the door sills gain M badging, as does the gearlever. Brushed aluminium dash trim and M steering wheel complete the interior upgrade. Prices start at £28,330 for a 320i M Sport Coupe, while the new folding hard-top Convertible can be had in M trim from £32,255.
And what's this? A BMW 1-series M Sport?
We've already seen the M trim on the One, but BM has now rustled up an M Sport Limited Edition of the 130i: all come with carbon black metallic paint, 18-inch alloys styled on the WTCC wheel design and unique lemon leather interior. Only 160 will be sold in the UK, costing £30,270. Meanwhile, the new three-door 1-series range has been priced from £17,785. And BMW has raised prices elsewhere in its range by an average of 1.4 percent (although some popular models like the twin-turbo 535d jump by more than 4 percent).

BMW M5 manual mess-up

By Chris chilton
Industry news
27 January 2007 01:34
North American customers were delighted when BMW bowed to their demands for a full three-pedal manual version of the current V10 M5 super saloon, but aren’t quiet so enamoured with the finished product.
The issue is not with the gearbox itself – BMW successfully replaced the European model’s seven-speed SMG box with the old-shape M5’s six-speed manual – but with the compromises that were needed to get there. Without the benefit of computer control for the opening and closing of the clutch plates, M division’s engineers couldn’t eliminate axle tramp under hard take-offs.
The only solution was to make it impossible to fully switch out the DSC stability system, although you can still employ the half-way house M Dynamic mode which is probably enough for all but the most crazed sideways obsessives. But punters in the US aren’t happy at what they see as a compromised M car. Which must be incredibly frustrating for M boss Gerhard Richter, who never believed a manual box was right for the car and was only bowing to commercial and boardroom pressure.
BMW has no plans to bring the manual M5 to Europe. And it doesn't sound like we should be too upset.

BMW 1-series

By Tim Pollard
First official pictures
15 January 2007 11:53
What's this? A BMW 1-series facelift?
Sort of. The 1-series has only been available as a five-door since its launch in 2004 - until now. The three-door was unveiled today and packs in longer, coupe-style frameless doors, but you won't exactly mistake it for anything other than a 1-series. That said, the whole range of Ones has been gently massaged, with a fleet of new engines and a mild facelift. There's a larger kidney grille, a reprofiled front spoiler and a darker headlamp cover on all 1-series. Of rather more interest is what's under the bonnet - including some pretty radical new environmental technology.
New engines? What do they do?
BMW has unveiled some pretty interesting new technology on the revised 1-series. All manual models (except the 130i) now switch off automatically at a standstill when the driver selects neutral; the engine restarts instantly the moment the driver presses the clutch pedal. And the company's new Brake Energy Regeneration system is seen for the first time. It disengages the alternator when battery recharging isn't needed; traditional alternators are constantly pulling power from the engine. It also harnesses energy wasted on the over-run to charge the battery. New direct-injection engines are also introduced to the 1-series range - in some cases, managing economy improvements of up to 24%. The new engines are: 118i, 143bhp (+14bhp), 47.9mpg (-24%) 120i, 170bhp (+20bhp), 44.1mpg (-17%) 118d, 143bhp (+21bhp), 60.1mpg (-19%) 120d, 177bhp (+14bhp), 57.6mpg (-16%)

BMW 3-series Convertible

By Ben Oliver
Motor shows & events
09 January 2007 06:04
A folding hard-top? On a BMW?
Yep - BMW has followed arch-rival Mercedes' lead and developed its first folding tin-top for the new 3-series Convertible. It goes on sale in the UK in March priced from £33,030 for the 325i (although cheaper versions will follow), but it made its show debut here in Detroit. BMW’s sales and marketing boss Dr Michael Ganal announced that in 2006 BMW sold a record 1.36 million cars, that it expects yet another record year in 2007, beating the forecast of 1.4 million sales originally set for 2008. He said the company expects to make a pre-tax profit of £2.7 billion for 2006, with the final figure confirmed in March.

BMW M5 Touring, 5-series facelift

By Tim Pollard
First official pictures
09 January 2007 01:03
BMW M5 Touring? This must be the fastest estate in the world?
It certainly is. There are some big numbers all beginning with '5' on this car: 500bhp, from a 5.0-litre V10 - and now squeezed into a 500-litre-boot-toting Touring body. There are few faster ways of transporting your family clutter. Lower the rear seats, and there's a cavernous 1650 litres of bootspace. The M5 Touring is surely the most sensible product to emerge from BMW's legendary M division: the tailgate rises automatic and air suspension keeps the car at the correct height regardless of the load.
It hasn't gone too sensible, has it?
Fear not. This is an M5, after all. That race-derived V10 spins all the way to 8250rpm and musters 383lb ft of twist. It all adds up to some serious performance, dispatching the 0-62mph dash in 4.8 seconds. Top speed is pegged back to 155mph, and the 19mpg appetite isn't exactly sensible, either. All the usual M5 chassis mods are included on the Touring. An M differential lock and electronic damper control are standard, and you can only order one transmission: the seven-speed SMG gearbox, with 11 different shift patterns and speeds depending on driving style.

Does it still look like an M5?
Judge for yourself. Strangely, BMW has chosen to issue photographs during the Detroit Motor Show - but the car isn't at the US exhibition. These shots reveal a discrete performance wagon, with classic M cues: quad exhausts and subtle badging at the rear, the M gills on the wings and a deeper front air dam. The M5 Touring has been announced at the same time as a facelift for the entire 5-series range. Read on to see the full story.
So BMW has facelifted the 5-series as well?
You bet. It hasn't messed with the exterior styling too much, but the nose of the car is subtly different, with newly moulded headlamps and a different kidney grille. The rear lights are new, and the indicators are new, sparkly LED items. But the main news is inside the cabin and under the bonnet. The controversial iDrive controller now gets eight favourite buttons and there's a pistol-grip gearstick on automatic models.

By Tim Pollard
First official pictures
09 January 2007 01:03
New BMW engines? Tell me more...
Every engine is tweaked and has superior economy. All straight-six engines get new high-pressure direct-injection, with the following results: 550i, 4.8-litre V8, 367bhp 540i, 4.0-litre V8 306bhp 530i, 3.0-litre straight six, 272bhp 525i, 3.0-litre straight six, 218bhp 523i, 2.5-litre straight six, 190bhp 535d, 3.0-litre straight six, twin-turbo, 286bhp 530d, 3.0-litre straight six, turbo, 235bhp 525d, 3.0-litre straight six, turbo, 197bhp 520d, 2.0-litre four-cylinder, turbo, 163bhp
How different is the 5-series inside?
There's a new two-tone finish to the door trim and the window and mirror controls are newly housed in the armrest. The iDrive controller has moved position and BMW has worked hard to make it easier to use. Computer-nerds will love the new gearlever on auto models; it's more like a joystick than a traditional stick - just like on the new X5.

BMW 3-series convertible

By Phil McNamara
First official pictures
24 October 2006 10:03
BMW 3-series convertible: the lowdown
Here's the car BMW said it wouldn't develop: a 3-series convertible with a folding hard-top. Although condemned by the R&D team for being too heavy, raising the centre of gravity and sapping dynamic ability, BMW has been forced to listen to the market and introduce a glass and steel-roofed cabrio. With a large boot and easy access for luggage, the 3-series convertible promises to be practical, and the extra glass compared with a fabric cabrio should make it airy too. Sun reflective leather is a claimed world first, too. But despite 'near 50:50 weight distribution', will the roof compromise BMW's ultimate driving machine mantra? The 3-series convertible goes on UK sale in March. Two six-cylinder petrol engines will be available at launch: the naturally aspirated 2.5- and the 3.0-litre twin-turbo. The 325i will cost £33,030, the 335i £37,895.
Plenty of performance
Until we drive it, we won't know if folding roof has impaired the 3-series coupe's decent dynamics. But one thing's for sure: the 335i won't disappoint in a straight line. The flagship model – until the V8-powered M3 arrives – runs BMW's new twin turbocharged 3.0-litre, tested by CAR Online in the 335i coupe. Delivering 306bhp and 295lb ft of torque, the blown petrol six despatches the 0-62mph sprint in 5.8sec. That's just 0.3sec slower than the lighter 335i coupe. Top speed is electronically reined in to 155mph. The other launch engine is the 2.5-litre naturally aspirated six, yielding 218bhp and 200lb ft. The 0-62mph dash takes 7.6sec, fuel consumption is a claimed 35.8mpg on the combined cycle and v-max is 152mph. Both engines are mated to a standard six-speed manual, with a six-speed auto, with quicker shifts than before and paddleshift manual over-ride, optional.

More engines to come
But the engine choice won't end there. Two more petrol units will flesh out the range in April 2007: the 170bhp 2.0-litre four and the 272bhp 3.0-litre six. BMW has also confirmed one diesel-powered cabrio, running the 231bhp 3.0-litre six. Expect more engines to follow later. We've driven the twin-turbocharged 3.0-litre diesel in the 335d coupe, but BMW isn't currently planning to sell the grunty unit – which kicks out 286bhp and a monstrous 427lb ft – in the convertible. You'll have to make do with a 197bhp 325d or a 163bhp 320d, both due in late 2007/early 2008. Then there's the M3, which follows with a 400bhp V8 and M differential for smoking, sideways action.
Raising the roof
While the next-generation Mercedes CLK and Audi cabriolet – to be badged A5 – will keep their fabric roofs, BMW is breaking new ground with its mid-size cabrio. The three piece roof mimics the coupe's lines pretty faithfully, and BMW appears to have avoided the fat arse-syndrome which afflicts so many coupe-cabrios. The roof stows in 22secs, at the click of a button on the remote if you've ticked that option box.

Practical too
BMW claims that the roof folds up compactly, to avoid impinging on boot space. Roof up, the boot swallows 350 litres of luggage, just 60 litres less than the coupe. With the roof folded away, boot capacity drops to 210. A number of features boost practicality. Press a button and an electric motor lifts the stowed roof, allowing access to the boot without having to raise the top. Unusually, the rear seats also fold flat, so that you can carry longer loads.
Glass vs fabric
BMW says the hard-top has been introduced to boost security and to improve visibility. With the larger rear and side glass, visibility is improved by 38 percent, compared with the old fabric roof 3-series.

Sun-reflective seats
BMW is claiming a world first with the introduction of sun-reflective leather upholstery, which can keep the seats up to 20degC cooler than untreated leather. Thanks to special pigments in the material, the seats won't get red hot even if you leave the roof down in the sun. Unfortunately, they are not anti-bird dropping resistant, however...
How fast, punchy and thirsty?

Hot turbo engines for BMW's 3-Series

By Angus Fitton
Industry news
11 August 2006 10:36
Three new six-cylinder engines are joining the BMW 3-Series range.
Top of the pile – until the V8 M3 arrives – is the 335d, which runs the twin-turbo 3.0-litre diesel engine offered in the 5-series. An explosive 428lb ft of torque (that's more than the V10 M5) and 286bhp means it can surge to 62mph in only 6.2sec. But there's economy to match the high performance: combined fuel consumption is 37.7mpg. The straight six petrol is adopted from the new 3-Series Coupe. Badged 335i, it employs two small turbochargers to reduce lag and generate 306bhp. It's the fastest new shape 3-Series saloon yet, with 62mph coming up in only 5.6sec and an electronically limited 155mph. At the opposite end of the scale is the new 325d, a single turbocharged diesel that kicks out 197bhp and returns an impressive 44.1mpg. Prices are set to start at £27,310 for the 325d saloon, £30,940 for the 335i saloon and £32,995 for the 335d. The Touring models command a premium of around £1100. Deliveries of all three are due in mid-October.

BMW X5

By Phil McNamara
First official pictures
08 August 2006 01:20
The lowdown
This is the face of the all-new X5, a car that redefines the sports SUV claims BMW. More power and performance, a slippery shape, a new chassis honed for dynamic driving and gadgets galore make up the recipe. Seven seats are now optional, as BMW seeks to match the layouts of the Mercedes GL, Volvo XC90 and Land Rover Discovery. The new car is due on sale in the UK in April 2007, having hit the USA first before the end of 2006. Launch engines are 3.0-litre petrol and diesel sixes, and a 4.8-litre V8. Prices will start at £39,505, rising to £50k for the V8.
Design: handsome shape, edgy details
Armchair critics tend to laud the original X5 as the last great looking BMW, before the 2001 7-series controversially ushered in a new era of Munich designs. They tend to overlook the fact that design boss Chris Bangle led the teams that styled BOTH cars. And the X5 MkII looks to have successfully fused both eras. It retains the original's handsome simplicity and hewn from rock-robustness. But the details are funkier. Scalpel blade headlamps, supercar-style aero vents in the front valance, more crisply creased wheelarches leap out from the front. A word of warning, though. The X5 is the first SUV to be equipped with unyielding run-flat rubber, on those 18- to 20-inch rims. Run-flats may offer a 90-mile range with a puncture, but tend to have a negative impact on ride quality.

Design: muscular but aerodynamic rear
It's a similar story at the rear – instantly recognisable as an X5, but with fresh dynamism. Those wide, oval pipes mark out the 4.8i; six-cylinder cars have a round exhaust on each side. There's a pronounced lip beneath the rear screen, flowing into L-shaped lamps. The roof spoiler and flat undertray are designed to smooth air flow over the car: indeed, BMW is claiming the slipperiest SUV on sale, with a 0.33 drag factor. Naturally this improves top speed, and cuts fuel consumption.
Under the bonnet
BMW is delivering the Holy Grail with the new X5 engines: more power, but reduced fuel consumption and fewer emissions. The 3.0-litre diesel uses the latest common rail fuel injection system to squirt precise amounts of fuel directly into the cylinders. A new development is an all-alumnimium crankcase, which saves a handy 25kg. Meanwhile, both petrol engines are equipped with variable valve timing and lift, helping them to maximise performance or economy depending on how you are driving. How does this translate into performance figures? The 272bhp 3.0-litre petrol six despatches 0-62mph in 8.1sec. The 4.8-litre V8 cuts that benchmark sprint to 6.5sec, with the 3.0-litre diesel taking 8.3sec. Top speed is restricted to 130mph across the board, although this is pushed up to a 150mph maximum if the dynamic suspension pack is fitted. Transmission to all four wheels is via a six-speed automatic 'box, claimed to cut shift times in half compared with the outgoing slusher. For full details – including MPG and CO2 figures – check out the table on page 10 of this story.

Chassis: the ultimate driving SUV?
That cornering shot should speak volumes: BMW is pretty confident about the new X5's dynamic ability. The computer-controlled xDrive system shifts torque between axles and individual wheels, to boost traction and dial out understeer. The customary split is 38:62 for a rear-drive bias on road, but up to 100 percent of torque can be sent to either axle, in the event of slip. The big new development is adpative drive, part of the optional dynamic pack. Hydraulic anti-roll bars are engaged during hard driving to reduce lean. Don't expect a ramrod straight ride, though: the system is designed to allow progressive lean, to ensure drivers don't feel they are invincible and take on a corner even faster than the X5 – and physics – will permit. Electronic damper control is also fitted, to optimise the damping for a comfy or taut ride depending on conditions. Active steering – introduced on the 5-series – makes its debut on an X-model, and surely this is its raison d'etre. While the jury has been out on saloon car applications, active steering makes perfect sense on a big SUV. With an extra set of gears around the steering column to add to or reduce your inputs, active steering can wind on opposite lock in a motorway crosswind or cut the handshuffle during low speed manoeuvring. Although the MkII is around 165mm longer than the original, its turning circle has not made a commensurate increase, so long as Active Steering is fitted. The X5 is also fitted with dynamic stability control-plus, with active brake features. They are primed to bite harder if the driver comes off the throttle early, indicating an emergency, which reduces stopping distances. In the wet, the pads are periodically applied to stop moisture building up. And if the sensors detect fade, extra effort is applied to ensure optimum performance is maintained. Finally, hill start assist holds the X5 on a gradient, as your foot travels from brake to accelerator. Like most passenger cars, the X5 has a monocoque chassis, to ensure sharp handling and decent refinement on road. Conversely, BMW is making no claims whatsoever about the X5's off-road potential. That's Jeep or Land Rover territory.
The cockpit
Here's the sleek dashboard, which looks like a super-sized version of the Z4's. The architecture – with its high-set iDrive screen nicely in the line of vision, central air vents and controls within a handspan of the wheel – is remiscent of the roadster's dash. The screen shows the navigation map, or images from the optional rear view camera. Front and rear parking sensors are standard. One other option is head-up display. This projects a digital speedo, navigation arrows and warning messages onto the screen, just above the steering wheel. All very jet age. If you're playing spot the handbrake, wave the white flag now. It's activated by an electronic toggle, just south of the gear lever. The iDrive rotary dial, for scrolling through menus on the screen, also makes its X5 debut. It's complemented by eight buttons to control key functions such as the stereo and climate control, helping you keep your eyes on the road. And check out that beautiful, swan neck gearlever, crowned by a 'P' button which engages the automatic's park mode.

X5 + 2 seating
The X5 comes as standard with five seats, although those wishing to protect their resale values should stump up around £1000 for the third row of perches. BMW hesitates to call it a seven seater: it's a five-seater with two occasional seats for adults, although small children won't find the back benches too torturous. The middle row of seats slides fore and aft to boost access and legroom as and when necessary. To accommodate the three rows, the X5 grows in size. Wheelbase stretches from 2820mm to around 2930mm, while overall length is 4830mm. It's the same height as the MkI but a little wider at 1930mm. The fuel tank also grows from 75 to 93 litres, so you may not be on first name terms at the BP garage anymore.
The ultimate load-lugging BMW
The new X5 is the most practical BMW in history. With all seven seats in place, the 200-litre cargo bay is shamed by a Ford Fiesta's. But fold the rear pair and you create 620 litres – up 155 on today's capacity. Drop both rows and there's a whopping 1750 litre load bay.

What next?
A couple more engines are under discussion. The latest version of the twin turbo, 3.5-litre diesel is in the pipeline, with 286bhp and 428lb ft of torque. BMW must also respond to the 514bhp Porsche Cayenne Turbo S and Mercedes' 503bhp ML63 AMG. The answer could be a rumoured twin-turbo V8, with north of 400bhp and 443lb ft. Could such a car wear the M badge? That territory could be reserved for the sportier X6, a four-seat, four-wheel drive coupe that's due in 2008.
How fast, thirsty and dirty?

BMW axes B-class rival

By Georg Kacher
Industry news
07 August 2006 09:26
BMW has put on ice plans for a mini-MPV based on the 3-series, to rival the Mercedes B-class. Instead, it will focus on a bigger, Mercedes R-class challenger, due in 2009.
'Originally, we looked at two different space-functional concepts: one was based on the 3-series, the other one on the 5-series,' said a source. 'The bigger car worked out well, but the smaller one didn't - it was too cramped and ill-proportioned.'
The proposed BMW – codenamed V3 – was due to use 3-series running gear and six-cylinder engines (see CAR magazine, February 2005). But it will be the V5 which leads BMW's push into the people carrier market. This car is about the length of a 5-series Touring but much taller, although a sporty silhouette disguises its height. Expect power from six- and eight-pot engines, sending power to all four wheels.