BMW 6-Series 2012

Given that the first examples of BMW’s new 6-Series Convertible will begin arriving in dealerships this spring followed by the Coupe model in the fall, it doesn't come to much of a surprise that tuners have started working on their packages for the Bavarian GT. After the announcements from AC Schnitzer and Hamann Motorsports, it’s time for Prior Design to preview its tune for new 6er.

The German tuner is keeping mum on the details but the teaser images reveal a new bodykit that includes an M-style front bumper with a spoiler lip, hood scoops, front fender air vents, side skirts and a rear bumper that incorporates a diffuser. The blacked out grille kidneys and alloy wheels plus the bespoke exhaust tail pipes round of the visible changes.

There’s no word yet if Prior Design’s tune includes any performance upgrades but the German firm said it will come out with more details soon.

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BMW ALPINA B5 Bi-Turbo

Catering to the needs of those looking for an über fast premium station wagon, longtime BMW tuning house Alpina has developed the B5 Bi-Turbo Touring based on the station wagon version of the latest 5-Series. With 507HP and 700Nm (516 lb-ft) under the hood and up to 1,670 liters of storage space, Alpina's creations is a party animal at the front while keeping it...professional at the back.

The Alpina-prepped bi-turboocharged V8 engine accelerates the Touring from 0-100km/h (62mph) in 4.8 seconds and on to a top speed of 303km/h (188mph). A performance braking system with 375mm discs up front and 345mm at the back ensures that the Touring will come to a halt. Power is transferred to the rear-wheels through a modified version of BMW's 8-speed Sport automatic transmission.
A lowered suspension with sports springs and new 20-inch lightweight alloy wheels wrapped around in Michelin Pilot Super Sports tires size measuring 255/35 ZR20 at the front and 285/30 ZR20 at the rear complete the performance upgrades.
As for the styling updates, the Touring benefits from a discrete aero package with a front apron, roof spoiler and a rear diffuser, while interior mods include a bespoke leather treatment for the sports seats and steering wheel, along with blue ALPINA gauges and unique decorative trims.

Wallpapers BMW ALPINA B5 Bi-Turbo

Wallpapers BMW ALPINA B5 Bi-Turbo

Wallpapers BMW ALPINA B5 Bi-Turbo

Wallpapers BMW ALPINA B5 Bi-Turbo

Wallpapers BMW ALPINA B5 Bi-Turbo

Wallpapers BMW ALPINA B5 Bi-Turbo

Wallpapers BMW ALPINA B5 Bi-Turbo

BMW Confirms 5-Series for China and 2012 1-Series

For the past few months, we’ve been hearing various rumors about BMW’s future plans, but today, the German automaker came out with official details at a press conference in Munich starting with the debut of a plug-in hybrid version of the China market 5-Series at next month’s Shanghai Auto Show. 
“A highlight at the Shanghai Motor Show in mid-April will be the presentation of our New Energy Vehicle, said BMW Chief Executive Dr. Norbert Reithofer. “This model will be our e-car from China for China – a long version of the BMW 5 Series as a plug-in hybrid. This car will benefit from the strength and the excellent reputation of the BMW brand.”
Reithofer confirmed the presentation of the production version of the MINI Coupe, first seen as a concept model at the 2009 Frankfurt Motor Show, and the second generation of the BMW 1 Series, both of which will be launched this year alongside the new M5 sports saloon and the 6-Series models. 

BMW also revealed plans to add a small displacement three-cylinder turbocharged engine to its range, though the Bavarian automaker did not get into any more details.
“We are gradually utilizing the BMW TwinPower Turbo technology in all petrol and diesel engines within our new BMW EfficientDynamics motor range,” said Reithofer. “This innovative engine technology package is based on a modular strategy. This holds true for future 4- and 6-cylinder engines as well as for our anticipated 3-cylinder drive. This modular system will generate significant economies of scale. It will also facilitate the standardization of interfaces and processes.”
Finally, BMW said it will begin assembling the X3 in India alongside the 3-Series, 5-Series and X1 for the local market from the second quarter of the year, while the firm’s new Tiexi plant in China which is scheduled to start production in 2012 will produce among other models, the X1 crossover.

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BMW Vs Audi and Mercedes with Six M3 Race Cars

BMW's Motorsport division announced today that it will enter six M3 race cars in the DTM (Deutsche Tourenwagen Masters) starting from the 2012 season. The Bavarian company will be represented in the highly competitive championship by three teams, each entering two cars. The chosen teams are long-term partners BMW Team Schnitzer and BMW Team RBM, plus the newcomer Reinhold Motor sport GmbH.
Development of the M3 DTM car has been running at full speed in Munich for the past few months, with the first track tests are scheduled to begin this month. “The concepts presented by BMW Team RBM, BMW Team Schnitzer and Reinhold Motorsport GmbH ultimately convinced us. This is an excellent team line-up for BMW. For us, it is important that all three teams have absolute equal rights. We are looking forward to cooperating over the coming years – and hope to enjoy great success together,” said BMW Motor sport boss Mario Theissen.
No announcement has been made regarding the BMW driving line-up for the DTM. Of the three teams, only Schnitzer was part of BMW's DTM participation in the 80's and early 90's, winning the 1989 title.
BMW was officially involved in the DTM between 1987 and 1992, winning two titles with the M3 E30 in 1987 and 1989, with drivers Eric van de Poele and Roberto Ravaglia respectively. Before that, private team Gubin won the inaugural 1984 DTM season with Volker Strycek behind the wheel of a 635CSi.


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BMW Motorrad Concept 6 - Superior 6 Cylinder Motorcycle

Six-cylinder power units have always had particular appeal, offering not only supreme smoothness and refinement, but also superior power and performance as well as a truly emotional driving – or, in this case, riding – experience. A further point is that the typical sound of a straight-six almost like a turbine is absolutely incomparable, with straight-six power units at BMW having stood for fascinating engine technology in BMW cars for more than seven decades.

Looking at motorcycles, inventive engineers have also tried time and again to offer the enthusiast the thrilling concept of a straight-six power unit. But while a few engines in straight-six configuration have indeed been fitted in motor­cycles both lengthwise and crosswise, the straight-six has never really made a genuine breakthrough neither on production models nor in motorcycle racing.

Depending on the way the engine was fitted, six cylinders in-line inevitably made the engine either very long or very wide, creating disadvantages in terms of the running gear, weight distribution, and the centre of gravity. A further drawback was much higher engine weight usually setting off the benefits of extra engine power.

The BMW Concept 6 now proves that a straight-six, benefiting from the most advanced construction and production technology, may offer not only unique prestige, but also a supreme standard of riding dynamics.

The new BMW straight-six will further expand the K-Series in the foreseeable future. The first model to be introduced will be an innovative and luxurious BMW touring machine. Reflecting the tradition of the BMW K-Series, this will of course be a genuine top-of-the-line product.



Highly compact and dynamic six-cylinder.

The starting point for this dynamic introduction of the straight-six in the new Concept 6 from BMW Motorrad is of course the extremely compact form and configuration of the engine. The power unit is approximately 100 mm or 4" slimmer than all former straight-six production engines and only a bit wider than a large-capacity straight-four with conventional technology.

The reduction in width is achieved in particular by the slightly over-square bore: stroke ratio with relatively long stroke and very small gaps between cylinders. To achieve this very compact configuration with minimum width, the electrical ancillaries and their drive components are positioned behind the crankshaft in the open space above the transmission.

High-tech lightweight construction in all areas serves to make the power unit relatively light from the outset, important components in this context being the two hollow-drilled camshafts and the very light connecting rods. The perfect compensation of masses ensured by the configuration and layout of the engine avoids the need for a balance shaft and its drive elements on the new straight-six, which again means lower weight and enhanced running smoothness.

In its layout, the straight-six featured in the Concept 6 follows the well-known straight-four in the K 1300 model series, again coming with cylinders tilted to the front by 55o. This ensures not only a low centre of gravity, but also very good weight balance as an element essential above all under sporting conditions for precise feeling and clear feedback from the front. A further advantage is that the tilted engine provides extra space for the aerodynamically positioned intake manifold directly above the engine and allows ideal configuration of the frame profiles following the flow of power.

The straight-six featured in the BMW Motorrad Concept 6 comes with dry sump lubrication. Apart from greater reliability even under extreme conditions, dry sump technology serves to keep the crankcase particularly low and flat, with the engine being fitted lower down and masses concentrated around the centre of gravity. Doing without an oil sump, the engine may be positioned far lower than on a conventional layout.

The oil reservoir is provided by an oil tank integrated at the rear of the engine block. This avoids the need for a separate tank, again helping to make the entire power unit more compact and reduce weight to a minimum.



Maximum supremacy in running refinement and performance.

Designed and laid out as a straight-six, the engine also opens up new dimensions in motorcycling in terms of supremacy, power reserves, performance and running refinement.

Output of the new six-cylinder will be in approximately the same range as on BMW’s 1.3-litre straight-four power units. Torque, on the other hand, will be right at the top of the range, even in comparison with the largest motorcycle engines, such superior power and muscle coming inter alia from engine capacity of no less than 1.6 litres.

The engine’s power and performance characteristics are equally impressive, offering 130 Nm or 96 lb-ft of torque from just 2,000 rpm and at the same time revving up almost to 9,000 rpm – a dynamic potential quite unparalleled in the tourer segment. This alone qualifies the engine of the Concept 6 as the ideal power unit for a wide range of different motorcycles.



Environmental compatibility and all-round economy re-defined.

The Concept 6 shows the absolute supremacy of its six-cylinder drive system also in ecological and economic terms. Fuel consumption of this six-cylinder naturally equipped with a fully controlled catalytic converter is lower than on a comparable four-cylinder under normal touring conditions. The use of E-gas technology (ride-by-wire) then offers further potentials for enhanced fuel economy and riding dynamics throughout a wide range of different riding modes and conditions. And last but not least in this context, the straight-six power unit featured in the Concept 6 offers long inspection intervals through the use of cup tappets controlling the engine valves.



Dynamic and powerful design in Café Racer style.

Supremacy and dynamism are also borne out clearly by the thrilling design of the Concept 6 and, as usual, this project from BMW Motorrad is more than “just” the attempt to develop a motorcycle of a kind never seen before.

Working on Concept 6, the designers at BMW Motorrad have therefore focused yet again on technical function and quality and, in particular, the emotional element bringing together man and machine. Their rule, quite simply, is that a motorcycle must not only follow the laws of functionality, but also arouse emotion in all its facets. In a nutshell, therefore, the machine must be simply thrilling.

Precisely this is why the design of the Concept 6 focuses in particular on the powerful straight-six engine as the heart of the machine. Conceived as a mixture of classic and modern styling elements in motorcycle construction, the Concept 6, with its long front end and short rear, takes up the design language of the legendary Café Racer. Powerful and muscular, the body elements extend around the power unit finished in a special platinum colour, presenting the engine almost adoringly from every angle.

Smooth and soft lines ensure fully organic integration of the power unit within the machine, while at the same time they create a powerful, exciting and dynamic contrast to the sharply contoured front and rear ends.

The so-called Split Face, a well-known design element of the latest models from BMW Motorrad, extends smoothly from the front of the fairing all along the top of the fuel tank made of carbon-fibre, again confirming the high technological standard of the Concept 6 and forming an exciting contrast to the outer shell in aluminium with its white layers. The division into three sections created by the Split Face is further accentuated at the front by the LED headlight integrated longitudinally in the machine in its rod shape and by the slender LED rear light extending far up into the seat hump.

The powerful and supreme character of the Concept 6 is also underscored by the six-chamber exhaust system complete with sidepipes and the strong presence of the intake ducts again finished in platinum look. Aerodynamic components such as the twin-tipped engine spoiler and the air guide elements derived from the design of the new S 1000 RR Supersports, on the other hand, bridge the gap between functional and clearly visible technology, on the one hand, and the soft and smooth design of other body elements, on the other.



Innovative suspension technology and equipment

The suspension of the BMW Motorrad Concept 6 is built around a light-alloy bridge frame as well as Duolever and lightweight Paralever arms holding and guiding the wheels front and rear. Seventeen-inch HP forged wheels as well as the extra-large brake system with its six-piston fixed callipers emphasise the sporting look of the new machine and its high level of technology.

The outstanding supremacy of the Concept 6 and its drivetrain is also reflected by details such as the instrument panel intentionally kept in minimalist design but nevertheless completely equipped with all the instruments and gauges required. While a digital display performs its usual function of clearly presenting road speed, there is intentionally no rev counter on account of the supreme flow of power at all speeds. So instead of a conventional rev counter, a LED display shows the rider at all times how much torque is readily available whenever required.

BMW 750Li - learning to love iDrive

We wrote in the spring of 2002 that the all-new iDrive system in the 2002 BMW 7-Series was a “Sherlock Holmes mystery” decipherable by only the most computer-savvy people.

And we opined that the typical over-50 customer was probably too technology-challenged and would be forced into hours of reading the manual to access the many available features on the new car.

To say that iDrive arrived before its time is not we feel an exaggeration. Operating the joystick-driven iDrive took concentration away from the actual driving. You think texting is too distracting to be allowed in a vehicle, spend some time with the first edition of iDrive.

Bugs were many and we have talked to more than one person who drove loaner cars more than their 7-Series while waiting for their BMW to emerge from the shop. One person we know gave up on the 7 after six months and purchased another luxury brand.

But perhaps what has finally solidified our conclusion that iDrive was released too soon, was a recent 2,500-mile trip in a 2010 750Li.

For those who have heard the iDrive horror stories (many written by us), and have been “put off” of a BMW purchase, fear no more. We say head to your nearest BMW store and let a salesman give you an iDrive test drive. You will be impressed and amazed. We are.

The infamous iDrive multipurpose knob is still there, but surrounding the knob on the center console are several clearly marked menu select buttons that take you right to the radio, navigation and other features. You simply use the knob for scrolling and selecting.
The newest version is the epitome of advanced technology for the masses. It is what the first version was not — user friendly. We can’t attest to reliability, but in eight days and more than 2,500 miles the car and its interfaces performed flawlessly.

We must add a quick disclaimer here. There are so many high-tech features available aside from the obvious that it will require an occasional reading of the owner’s manual to become informed as to what they are and how to access them.

But, the bottom line is that for daily driving such things as the audio pre-sets and the climate control system can be operated from the center console like most cars.

Gaining entry to audio controls, for example, is as simple as pushing the button marked “radio.” Same for selecting the navigation system. From there, grab the joystick and BMW takes you through the myriad of features in an orderly and easy to decipher manner.

We were delighted to learn that a BMW 7-Series was coming our way for the trip, but at the same time we were petrified at the thought of programming the navigation system.
We would have much preferred a Lexus or an Acura.

That was then. Now we say without exaggeration that we have never encountered a navigation system as easy to operate as the one found in the BMW. No matter your destination, it never takes longer than 60 seconds to program. And once programmed, the system is as accurate and instructive as any we’ve encountered.

Our BMW came with a head-up display (as good and as readable as some jets we’ve been in), and BMW has put driving instructions on the windshield along with speed and cruise control information. There was never need to look down at the navigation screen. Turns were displayed seven miles out and clear follow-up instructions were issued by the navigation voice within a mile of the turn.

If you drive a lot and use navigation, we recommend the $1,300 head-up display and we also recommend the $2,400 active cruise control. Again, we have not encountered a better system. We literally drove 200 interstate miles without ever using the accelerator or brake with cruise engaged.

But unquestionably more important than any of these high-tech driving aids is the actual driving experience. You won’t be disappointed.

The 7-Series has the athletic character of a 3-Series and the performance of a muscle car. Its ride can be changed with the push of a button from plush to sporty. And it will stop with the best of them.

Both the 750i and the stretched 750Li come with a 4.4-liter twin-turbocharged V-8 that makes 400 horsepower and 450 pound-feet of torque. The engine is strong and silent with power sent through a six-speed automatic transmission. It provides quick performance measured from 0-to-60 mph in 5.2 seconds and with a quarter-mile time of 13.5 seconds reaching 104 mph. The nearly 5,000-pound 750Li can be stopped from 60 in about 115 feet.

We moved ahead of oncoming traffic with ease. We quickly and safely eradicated ourselves from a couple of traffic snarls and we never had to fear safely passing in close quarters.

There is a downside, measured at 14 mpg city and 21 mpg highway with premium gas. True to the EPA estimate, we averaged exactly 21 mpg for 2,500 miles. While we gloomily forked over big bucks for gas, we assume that for most people who own this car filling the tank will be of little concern.

While driving was amazingly stress-free, the passenger compartment was equally rewarding for our riders. It is one of the better places to spend seven or eight hours a day on the road.

One rear-seat passenger enjoyed a movie on DVD watching on a screen mounted to the front seatback and listening through headphones. If so desired, a second passenger good have watched a different movie on the other screen, the DVDs playing through a six-disc changer located under the glovebox. That’s a $2,200 option.

The seats in all four corners were magnificent. The rear seats are molded like buckets for comfort, and leg room in the stretched L version was ample. We rode a third person in back for a couple of short jaunts, but as big as the 750Li is, it best used as a four-passenger vehicle.

This very enticing luxury comes with a rather hefty price. The standard 750i carries a base of $82,125 including destination charge and a $1,000 gas guzzler tax. The slightly larger Li starts at $86,025. Be advised, however, that there are numerous pricey options that will gain your attention. Pick and choose wisely. Our test car came with numerous extras, some we enjoyed and others we could have done without including the automatic trunk opener for $1,700. The bottom line was $110,170.

There’s an old adage – “you get what you pay for,” so if you can afford it – get it!

BMW 750Li - High Tech Galore

A rolling laboratory of high-tech gadgetry, the BMW 750i and 750Li are crammed full of cutting-edge safety and passenger-comfort features. Traditionally the 7 Series is where BMW engineers and product planners have let their imaginations run wild; the current crop of 750s reap the rewards of this loss of restraint.

Elegant, luxurious and athletic, the 7 Series contains no compromises. It is exactly what a sporty luxury sedan should be. Whether it's the $83,825 regular-wheelbase 750i or the $86,180 long-wheelbase 750Li like my test BMW, the driving is exhilarating and the passenger experience unsurpassed.

When you count among your peers the Mercedes S-Class, Audi A8 and Jaguar XJ, you must deliver on expectations and the 750s do just that. From the dynamic lines of the sleek exterior to the near-perfect seats, this sedan oozes class and defines premium.

Other than its 5.5 inch longer wheelbase (as well as its correspondingly stretched overall length) and self-leveling suspension, the 750Li is virtually the same as the 750i. All of that overall-length gain is invested into the 750Li's rear-seat legroom that totals a whopping 44.3 inches.

A 4.4-liter turbocharged V8 delivers 400 horsepower to the rear wheels by way of a driver-shiftable six-speed automatic transmission. An extra $3,000 will add all-wheel drive to either of the 750s. Such AWD versions include “xDrive” in their nomenclature and badging. Acceleration is blistering, particularly for a sedan of this size and heft. Getting to 60 miles per hour from a standstill takes just over five seconds. There is a bit of turbo hesitation when you goose the accelerator, but it's not annoying and certainly doesn't seem to dampen the get up and go.

Fuel economy is better than should be expected for a big sedan capable of sub-six-second acceleration. You won't see Sierra Club members hugging it; but fuel economy is relative and, relatively speaking, mileage for the 750s isn't awful. Yet the base prices listed earlier include a $1,000 Gas Guzzler Tax. The EPA estimates that the 750i will get 15 mpg in the city and 22 mpg on the highway; while the 750Li will achieve 14 mpg city and 20 mpg highway.

With a four-wheel independent suspension engineered and tuned for spot-on handling, the ride may be a little stiffer than you might want from a luxury sedan. This is one of those areas where BMW could have compromised, but instead choose to keep the 750s faithful to BMW handling traditions. A double-wishbone layout in front and a multi-link setup in the rear are the suspension's key components.

Drivers have the power to program vehicle responses through the Driving Dynamics Control system. Offering four different settings, it adjusts throttle response, shift pattern, shock absorber damping and power-steering assist. Drivers can choose the setting that best suits their driving style or current mood.

Antilock brakes on all four corners reel in forward progress. In addition to the traction control, stability control, electronic brakeforce distribution and emergency braking assist found on an array of cars, the 750s have BMW's brake drying and emergency braking preparation features.

Entering the cavernous interior, it is difficult to ignore the yards of leather often interrupted with real wood accents and some occasional brightwork. Beefy side bolsters and generous bottom cushions that can be adjusted to increase knee support highlight the 14-way power-adjustable front bucket seats. Both are heatable and also offer power-adjustable lumbar support. You won't hear any complaints from passengers riding in the backseat. This is particularly true in the longer 750Li, in which passengers feel as though they are being whisked to an international summit. “Don't spare the horses, James.”

Adjusting the expanse of gadgets in the 7 Series requires a lot of driver input. BMW solved the problem of too many buttons, switches and knobs on the instrument panel by introducing its iDrive computer interface on the 7 Series nearly a decade ago. Exceedingly difficult to operate when first introduced, it has evolved over the years to the much more user-friendly version found in today's 7 Series. There are still some buttons for the often-made adjustments, such as volume and tuning for the 10-speaker 7.1 surround sound system, but the newer, more simplified iDrive retains control of less-accessed systems through a round knob on the center console.

Standard features include a hard drive-based navigation system, iPod/USB connection, HD radio, full power accessories, tilt-telescoping steering wheel with redundant audio controls, keyless ignition, four-zone climate control, 2-person memory system for driver's seat, steering wheel, climate control and exterior mirrors, eight airbags, and Xenon adaptive headlamps with cornering lights.

The $1,700 Convenience Package adds soft-close automatic doors, keyless entry and automatic power trunklid operation. Another $2,600 will get you optional Night Vision with Pedestrian Detection; while ponying up another $1,750 adds Integral Active Steering that turns all four wheels during slow-speed maneuvering

One of the ultimate reward-yourself sedans, the 7 Series is more than just a status statement; it satisfies in every regard.

BMW 335i Convertible - acts like a coupe

Think sexy; think convertible; and you might think BMW.
From the beautiful 1938 327 on up to a sleek 6-Series, these Bavarian babies have always looked great topless. And when you see how the 2010 335i looks as a convertible, its skin pulled tight with sharp-edged design lines, its quad headlights glaring at the world under slightly hooded brows, there’s sexiness and muscle in this low silver beauty. And even more beautiful is the fact that you get a steel hardtop that folds like origami when you want the sun to shine in.

*Bimmer beauty – This 3-Series design dates back to 2007, and starts with trademark twin-kidney grilles at the apex of twin hood edges that draw down the long hood, while two more crisp lines frame a wide central mesh lower air intake. Two more intakes flank it, projector beam fog lights at the outer edges, the short front overhang is inches away flared plastic front fenders framing five-spoke alloy wheels wearing very low-profile Bridgestone 19-inch rubber on bladed 5-spoke alloys. The flat-edged fender flares get an integrated side reflector, while a character line rises along the fender tops, under the windows and aft to the tip of the tail. A crisp line flows off the front fender flare and into the taillight, while another curves up the lower door sill under the gently rounded flanks. The convertible roofline is close to the standard coupe’s, not flowing as smoothly into the short trunk. It still looks great, the car sitting low and wide looking, especially when the top folds under the rear deck. Twin pipes curve out of the shaped rear bumper, the car looking quite at home one day parked with friend’s cars like a Maserati GT, Alfa GT and some 911s. And I love the DRLs, the great corona light rings of all four Xenon headlights that add to the glaring look of the car’s nose.

*BMW boudoir - Inside, BMW keeps it driver-oriented, black padded leather grain vinyl on top and bottom, with a strip of dark burr walnut in between and on the center console and Coral Red leather seats and door inserts. A thick-rimmed, leather-padded steering wheel has stereo, trip computer and hands-free telephone system buttons on the upper spokes, with alloy accents, all manually tilt and telescoping. There’s a steel-rimmed set of orange-lit gauges - 160-mph speedometer with inset gas gauge and 8,000-rpm tach with inset temperature gauge, two digital gauges for trip computer and other displays in between.

The horizontal wood strip hosts center air vents and a start/stop engine button, while a simple-to-use 13-speaker AM-FM-CD/MP3 stereo with superb sound and an auxiliary iPod jack and USB port in the center console complete the entertainment system, although it could have more power when the top is down. There’s a simple dual-zone climate control system under that, while two cupholders slide out of the dash's right side over the decent glove box – usable for cans, while bottles tip a bit. The center console is basic – a rubber-padded storage nook forward of the gearshift, a single shallow cup holder aft, and a padded arm rest with the afore-mentioned storage underneath and even an air vent to keep contents cool. The door map pockets flip out for more room. And there’s warm amber ambient light coming from the upper door panels, neat at night.

The standard 10-way power sport buckets get optional heating and were aggressively bolstered and very supportive, with manual thigh support, power head restraints and power upper side bolsters for cornering grip. They also had integral shoulder belts, so access to the small rear seats was easier, aided by a power slide button high mounted near the front seat head restraints. The center console extends to the rear, with rear air vents and cup holders. But be warned – unless the front seat passenger gives up some room, leg room is almost non-existent back there for more than a kid. And twice with the top down, the flip-down rear seat back, which accesses a storage nook, flipped down from the breeze until clipped back in place. Top up, the 9-cu. ft. trunk is decent in size. But fold the three-piece hardtop down, and there’s room for one suitcase. Good news – we tested the heat reflective leather on the seats by leaving the top down on a Florida spring day, and the seats didn’t scorch our buns when we settled into them.

*Bavarian bravado – The keyless ignition remote key fob means you fire our 5,300-mile-old test car’s 3-liter, 300-hp 24-valve in-line six with a button push and a snarl. BMW's first turbocharged gas engine in decades, and a twin turbo at that, it’s a notch up from the 230-hp 328i’s motor. Combined with a slick-shifting six-speed manual transmission, our 4,001-lb (compared to the 3,572-lb. 335i Coupe due to top motors and support members) screamed to 60-mph in a quick 5.3 second in second gear(vs. 5.2 seconds for the 6-speed auto-box Coupe we tested in "Sport" mode). The engine stays on boost as two turbochargers built up pressure faster than a single, larger turbo. With all that, the 335i averaged 21 mpg on premium.

With a double-pivot McPherson strut-type aluminum suspension in front and a 5-link independent rear suspension, plus firmer springs and shocks, the result is a firm but supple ride that was the perfect combination of prima ballerina and sports car. As with most recent BMW 3-Series, there’s taut control of every move and nothing gets ruffled if you hit a bump in mid-turn. The ride was supple, comfortable on almost any road, subtly handling imperfections. It fluidly moves from corner to corner. Toss it into a turn, and it grips with little body roll and near-neutral feel. Dynamic Stability Control helped when we pushed hard, the latest version even tapping brakes in the wet to dry them, pre-loading the pads if the driver quickly lifts of the gas to aid in braking. There’s a three-second hold if you roll off the clutch on a hill, so you don’t roll back while launching. And you can tap in a dynamic setting to allow for some rear wheel slip in curves when you want to play. The power steering had great road feel, the brakes great pedal control and no fade after repeated hard use. As for the top, its three steel pieces drop in less than 25 seconds via the center console switch or by the key fob, making for a slick look that offered livable wind buffeting at speed. It’s nicely finished inside. Top down, there was almost no mirror or scuttle shake, even over bumps.

*BMW bucks – The 328i Convertible and 335i Convertible start at $45,875 and $51,200, respectively. Our options were limited to - $550 silver metallic paint, $500 Comfort Access which lifts the folded trunk out for easier loading; $500 heated front seats; and $400 USB/iPod adapter, for a final price of $54,025. Competition – only the Infiniti G37, VW Eos or Volvo C70 hardtop convertibles really come to mind, the Volvo’s 225-hp engine good for 60-mph in 8 seconds for $39,950 base, but not as sporty a drive. The Eos about $33,000 base with less power and handling prowess, the G37 hardtop drop-top arguably a bit sexier looking, with 325-hp and almost as good a ride and handling, for a base $43,900.

*Bottom line – this is a look that doesn’t get old, that still drives like an athletic machine with beautiful road manners and a silky engine. And with a thief-hating folding steel top for a great look up or down, what’s not to like?





2010 BMW 335i Convertible

Specifications

Vehicle type - two-door, four- passenger turbocharged sports coupe

Base price - $51,200 (as tested: $54,025)

Engine type - aluminum DOHC, 24-valve in-line six with twin turbochargers

Displacement - 3 liters

Horsepower (net) - 300 @ 5,800 rpm

Torque (lb-ft) - 300 @ 1,400-5,000 rpm

Transmission - 6-speed manual

Wheelbase - 108.6 inches

Overall length 180.6 inches

Overall width - 70.2 inches

Height - 54.5 inches

Front headroom - 38 inches

Front legroom - 41.8 inches

Rear headroom - 36.5 inches

Rear legroom – 31.9 inches

Cargo capacity - 9 cu. ft.

Curb weight – 4,001 lbs.

Fuel capacity – 16.1 gallons

Mileage rating - 17 mpg city/26 mpg highway

Last word - A sleek, quick and sure-footed (and practical) convertible that acts like a coupe.

BMW 335i - luxury, performance and efficiency

Improved fuel economy is the key benefit delivered by the new turbocharged in-line six powering BMW's 335i. For a vehicle as nearly flawless as the 3 Series, enhancements are few and far between. That the lead for a review of one of the finest sports sedans on the road is about a 2 mpg improvement in fuel economy, reflects just how terrific this car already was.

Heaping praise on the 335i, or any 3 Series Bimmer for that matter, hardly requires keen insight or years of experience reviewing cars. All an automotive journalist need do really is dig into his bag of superlatives and spread them across the page. For me, reviewing the 3 Series is easier than any other BMW model. It is the purest, least-cluttered-with-unnecessary-technology, most-fun-to-drive BMW.

My latest 3 Series encounter was with a 335i sedan, retailing for $41,975. BMW also builds a coupe and convertible version. A change in the 335i's six cylinder's turbocharger is mostly responsible for the boost in fuel economy, elevating it to an EPA-estimated 19 mpg in the city and 28 mpg on the highway. This is up 2 mpg for both numbers from last year's turbocharged six. Although providing better fuel management, the new 3-liter in-line six delivers the same get-up-and-go as last year's engine. Generating 300 horsepower and a peak torque of 300 lb-ft, it launches this sedan from a standstill to 60 miles per hour in about 5.5 seconds.

My test BMW used the standard six-speed manual transmission to funnel engine output to the rear wheels. A driver-shiftable six-speed automatic is available as a $1,375 option. If my past experience with a BMW automatic tranny is any indication, probably very little in statistical performance is sacrificed when letting the transmission choose shift points. It does, however, dull the fun-to-drive element a bit. There is just something almost spiritual about rolling the shift lever through its gates as you sweep through the turns. It creates a bond of sorts between driver and machine that just doesn't happen when the transmission assumes the task of selecting the appropriate cog.

Nimble and athletic, the 335i features the same four-wheel independent suspension architecture as other 3 Series entries. MacPherson struts in front and a multi-link arrangement in the rear provide the core elements of this well-balanced setup. Even in its base form, this suspension delivers dynamic handling. My test 335i had the $2,150 Sport Package. In addition to 18-inch alloy wheels in place of the standard 17-inch ones, sports seats and upgraded steering wheel, it features a sport-tuned suspension. With it, you would be hard-pressed to find a sedan more stable and better planted in the corners than the 335i.

Offering the usual collection of must-have brake-related safety features, the 3 Series builds on its four-wheel antilock brake system with stability control, traction control, electronic brakeforce distribution and emergency braking assist. Additionally the 3 Series has, what BMW calls, emergency braking preparation. Whenever the driver lifts off the accelerator, the brake calipers automatically close to bring the pads into near contact with the rotors in preparation for an emergency stop. In other words, once the accelerator is released and before the brake pedal is engaged, the braking process has already commenced. Moreover, when the windshield wipers are in use, a rain support system automatically wipes moisture off the brake rotors for improved contact.
Inside the cabin attention to safety continues with six airbags and front-seat anti-whiplash protection.

More about the practical aspects of piloting the car than providing a living-room-like setting, the 3 Series interior focuses on business rather than pleasure. Yes, it is comfortable enough; but every element from its heavily bolstered front seats to the economy of its primary gauge cluster screams sports car rather than luxury sedan. With the Sport Package, the front seats are even more pronounced.

Passenger space is a bit below average for the class. Close competitors like the Audi A4 and Cadillac CTS have a smidgen more front/rear leg and head room. At 12 cubic feet, the 3 Series has the same trunk space as the A4 and about a cubic foot less than the CTS. Front-seat occupants in the 3 Series will be quite comfortable, while all but the smallest rear-seat passengers will feel the space a tad confining.

Every 3 Series comes standard with a range of amenities, such as full power accessories, dual-zone automatic climate control, rain-sensing wipers, cruise control, tilt-and telescoping steering wheel with redundant audio controls, cooled storage compartment, heated outboard mirrors, trip computer, and a six-speaker audio system with CD player and audio input jack. To this array the 335i adds a power sunroof and eight-way power front-seat adjustments with driver-side memory.

Covering a fair amount of the cabin, including the seats, is what BMW calls "leatherette." It's an upscale vinyl that does a pretty good job of disguising itself. Upgrading to real leather adds $1,320 to the bottom line. BMW's iDrive computer interface is available only with the $1,910 navigation system. Adding a USB adapter and iPod interface boosts the total by another $400.

Including the BMW 3 Series on so many "best of" lists isn't by accident or conspiracy. A driver's car of the first order, it puts driving excitement ahead of all else. And after all, isn't that what you want in a sporty-luxury sedan?

BMW 5-Series GT 2011

Trussardi, one of Italy’s top design brands mostly known for its leather jackets, jeans, handbags and accessories, is celebrating its centennial anniversary this year with numerous events and special products, one of which includes a cooperation with BMW Italy. The two companies joined forces to design a limited edition version of the 5-Series Gran Turismo with bespoke styling cues.
The design of the 5-Series GT by Trussardi is said to have been inspired by the world of leather and gloves, which characterized the origins of the Italian brand. The emphasis was on new exterior details and a more luxurious interior treatment.
On the outside, Trussardi’s designers tried to polish up –pun intended- BMW’s crossover model with a an exclusive warm metallic brown named ‘Heraldic Brown’ that features three layers of paint. Numerous elements, such as the double kidney grilles and the window line decorations are in the same color as the body, while the strip in the front air intake and the 20-inch alloy wheels are finished in a dark grey matte color. Trussardi’s coat of arms that appears on the front fenders rounds off the exterior changes.
Inside, the 5-Series GT’s seats are covered in a special Glove Beige color, with contrasting stitching that creates a caned motif inspired Trussardi’s glove series, while the company’s logo is embossed on the headrests and the center tunnel.
The 5-Series GT by Trussardi is available with two petrol and two diesel engines, all of which can be equipped with BMW’s all-wheel drive system. The engine range includes a 3.0-liter turbo diesel with 245HP (530d) or 300HP (535d), a 3.0-liter turbocharged petrol with 306HP (535i) and a 4.4-liter V8 turbocharged petrol with 407HP (550i).
BMW said the 5-Series GT by Trussardi will be built by custom order adding that it takes approximately six-weeks to complete each car. Pricing has not yet been announced. 

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