Most people would expect the new M3 to contain the familiar inline-six cylinder engine because that is what is used in the older M3 models. However, engineers were unable to produce enough power to impress from it. Because of this problem they decided to turn to the V-8. Using the new engine turned out to be a great idea because it is 33lb. less. These are the engine specifications when using the V-8: 4.0-liters, 414 horsepower, 295 lb-ft, 8400-rpm redline.

Accelerating with the V-8 is not a problem for any drivers. Besides the new engine, engineers decided to add a twin-disc design clutch, something that has not been used in an M3 before. And besides being able to accelerate properly, the vehicle is also able to shift with surprising accuracy.

The riding quality of the M3 is something that people can look forward to. The body motions are controlled well. It may understeer a little, but a move of the foot and everything is back to normal.

Brake feel is excellent, but pedal effort can rise precipitously during sharp curves. The curb weight on the M3 is high creating this problem. Everyone can expect the new model to weigh more then 3,700 lb. when it comes to the states. The M3 has gained almost a half ton in about twenty years.

The list of 3-series parts redesigned and re-engineered for M3 use is staggering, the V-8 car shares surprisingly few parts with those with a six-cylinder under the hood. BMW isn’t known for frivolous modifications, and all of the changes serve a performance purpose. Unfortunately, they seem to also dilute the driving experience. Once a direct, raw, and frenetic monster, the M3 has morphed into a polished and refined grand tourer.

Email This To A Friend or Social Bookmark It!

German carmakers, who are sometimes criticized for their gas-guzzling vehicles, were able to explain the development of their own hybrid engines and showed off emission-control technology. DaimlerChrysler AG’s Mercedes-Benz unit put its BlueTec science on view and demonstrated how a 170-horsepower engine can be powered with about 1½ gallons of diesel fuel per 62 miles. BMW AG and DaimlerChrysler are cooperating on new engine technology by developing hybrid engine components. Thomas Weber, an executive board member with DaimlerChrysler, said the Mercedes-Benz unit is set to launch its first hybrid car in 2009.

“We’ll launch a hybrid model for our Dodge brand in 2008, and the first Mercedes-Benz brand hybrid will come in 2009,” he told reporters, but he did not specify models. BMW also pointed to its involvement with General Motors Corp. and DaimlerChrysler on new, advanced hybrid engines and its own work on hydrogen power, though buyers won’t see that technology any time soon. “BMW has been leading the way regarding efficient diesel engines for many years,” BMW Chief Executive Norbert Reithofer said.

Diesel engines produce less CO2 emissions, but contribute more nitrates, which are harmful to the environment. Hybrid engines, which derive their power from an electric motor and gas-power transmission, produce less CO2 and less nitrates. As it moves to combat global warming, the European Union has set a goal of 130 grams of CO2 per kilometer per vehicle by 2012, down from around 163 grams per kilometer on average now. Porsche AG CEO Wendelin Wiedeking said that while he realized the automotive industry had a responsibility to reduce CO2 emissions, he said Porsches will not be powered by diesel engines.

The company has teamed up with Volkswagen AG to develop hybrid engines and plans to launch a hybrid-version of the Porsche Cayenne model by the end of this decade, with the aim of reducing fuel consumption by some 30 percent to around 2.4 gallons per 62 miles. General Motors Corp., meanwhile, unveiled a new 2.9-liter V-6 turbo-diesel engine that boasts new injection and combustion technology aimed at reducing emissions without hampering performance. The 250-horsepower engine will be mainly sold in Europe and is scheduled to be in the new Cadillac CTS starting in 2009.

“We expect the V-6 diesel to be highly competitive in the European luxury segment,” said Jim Taylor, Cadillac general manager. “With its excellent low-end torque and its high power output, it is a great fit with Cadillac’s performance-oriented brand character.” The compact dual overhead cam, four-valve V-6 engine belongs to a new GM family of diesel engines, featuring a closed-loop combustion control system designed to meet future emissions standards.

GM CEO Rick Wagoner said the push for better, cleaner fuels and power is accelerating. “We’re going to move to ethanol. We’re going to see more hybrids,” he said. “Eventually, we’re going to see fuel cells.” Fuel-cell vehicles run on the power produced when oxygen in the air combines with hydrogen that’s stored in the fuel tank, producing only harmless water vapor.

BMW is keen on fuel cells, too, citing hydrogen as the best sustainable solution for such power, as are DaimlerChrysler, Ford Motor Co. and truckmaker MAN AG, which last year along with energy companies Shell Hydrogen BV and Total France, announced a joint project to advance the use of hydrogen as a fuel for trucks in Europe. But Japan’s Toyota Motor Corp., viewed as a pioneer because of its Prius hybrid, is still the leader in the field. It showed off its Hybrid X, a four-door, four-seat concept car powered by the Hybrid Synergy Drive that is low to the ground and evocative of something in a Japanese manga comic book.

Masatami Takimoto, the executive in charge of research and development for the world’s second-biggest car maker by sales, said the company is looking at a range of more efficient gas and diesel engines, hybrid technologies, fuel cells and electric power. Even its luxury unit, Lexus, expects to sell 45,000 Lexus 450h hybrids this year.

Email This To A Friend or Social Bookmark It!

Though the body panels on this prototype probably have some small German village wondering what happened to all of its trash cans, there is much we can deduce about the successor to the limited production Z8, thought by many to be one of the most beautiful cars in BMW’s illustrious history.

For starters, obviously, this is a two-seat convertible. But rumor is that a folding hardtop will be an option, and we have on relatively good authority that the Z9 will be offered as a curvy coupe, too (the better to go after the Ferrari 599GTB with, we surmise). We imagine both cars will share the B-pillarless windows, which include the trademark “Hoffmeister Kink” in the C-pillar area. It appears that the vehicle is a bit less than 180 inches in length, while weight estimates put it in the same league as the Chevrolet Corvette.

The long nose further suggests that, like the Z8, the engine will be front-mid-mounted, with rear-wheel drive. The portholes on the side indicate that it will be yet another vehicle to feature trendy fender vents, although at least BMW can claim to have been doing them ever since the legendary late-50s 507 roadster (the car which itself provided the inspiration for the Z8 and thus the Z9).

As for what’s lurking beneath what’s certain to be a more lovingly sculpted hood than the one we see here, we estimate that base Euro-market models could get the 335i’s turbocharged, 300-hp 3.0-liter inline-six, while U.S. models would get the upcoming M3’s V-8 delivering over 400 horsepower to start, with the M5/M6’s splendid 5.0-liter 500-hp V-10 and possibly a 6.3-liter V-12 with more than 600 horsepower available as upgrades. BMW’s SMG is certain to be offered, but whether BMW will give us a traditional manual transmission is unclear at this point.

It has been suggested that BMW would like to build some 15,000 units per year of the new Z9, making it far less exclusive than the Z8, which only tallied 5703 sales in the short time it was on the market. We think that’s a bit ambitious, particularly considering that the competitive set will have swollen by the time the Z9 hits, probably in about two years, to include the Audi R8, Lexus LF-A, and possibly the new Acura NSX and mid-engine Mercedes-Benz Gullwing. Thus, we don’t think BMW could get away with charging much more than $100K for the base models, but we wouldn’t be surprised to see V-12 versions approach $200K.

Email This To A Friend or Social Bookmark It!

The 3-series will sink its top into the trunk in 22 seconds, with the conversion back into a coupe taking just a second longer. With the top up, the trunk will hold 12.4 cubic feet; top stowed, the 3-series will still take on 8.8 cubes of cargo. The BMW’s closest rival is the Volvo C70, which also features a folding hardtop and a vestigial back seat. The Volvo’s trunk will swallow just a touch more with the top up, but holds less than the BMW with the top down. The rest of the current crop of hardtop convertibles are tighter in the trunk both as coupes and convertibles.

We get two 3-series cabrio verisons in the U.S., both powered by a 3.0-liter inline-six connected to either a six-speed manual or automatic: the 328i and twin-turbo 335i with 230 and 300 horsepower, respectively. In Europe, it’s available as a 330d diesel, 335i twin-turbo inline six, 330i and 325i naturally-aspirated inline sixes, or 320i inline-four.  With prices for the coupes on our shores beginning at $36,000, don’t expect to find a 3-series cabrio for much less than $40,000.

Email This To A Friend or Social Bookmark It!

BMW predicts that the mid-size SUV market will double by 2016. And the cheapest X car will be pitched at the largest sector of the market, targeting young families, active singles and empty nesters. Those punters want vehicles with a higher seating position, decent safety, extra space and a premium interior, but they are not obsessed with status-through-size and high-performance engines. Like its competitors, the X1 won’t be a hardcore mud-wrestler but a tall, pumped up estate, which majors on visibility and versatility.

The X1 is part 1-series, part new X3. The large wheels and beefed up suspension come from the X3, but the body structure, drivetrains and electronics are familiar from the 1-series. There’s a big benefit from the mostly car-based DNA: the X1’s target weight is 1535kg, more than 200kg lighter than an X3 2.0i.

Power comes from four and sixpot petrol and diesels, feeding power to all four wheels. Expect six-speed manual ‘boxes and an optional six-speed auto mated to the 180bhp and 231bhp diesels and the 3.0-litre six petrol.

The chassis will get its fair share of safety acronyms. Stability control, HDC hill descent control and DBC dynamic brake force distribution will all feature. Other gizmos will include CBC cornering brake control, TSC trailer stability control and DTC (dynamic traction control). Active steering and Dynamic Drive (adjustable anti-roll bars) are likely options, but air suspension won’t figure.

The smallest X model will measure around 4350mm, a little shorter than the Freelander peer group. At 1680mm, the roofline is some 250mm taller than a 1-series’.

BMW’s product planners currently have the X1 down as a four-seater. The rear seats will slide back and forth and fold flat, and this flexibility should enable the accommodation of an optional, fifth jump seat. The cabin should be light and airy, thanks to three different roof modules: full length tinted glass; twin sunroofs; or a targa roof with removable elements.

While crossover concept cars keep experimenting with two doors or rear suicide doors, expect to access the BMW via four front-hinged doors. This configuration offers optimum side impact protection and is less expensive to assemble than other, more exotic concepts.

BMW may well outsource production to the Magna-Steyr factory near Graz, where the X3 is currently built. To make room for the new arrival, the X3 Mk2 would have to move from Austria to Spartanburg or Regensburg. The product planners expect to shift around 100,000 X1s a year.

Expect the X1 to cost from around £23,000 in the UK. That estimate is based on an internal document which states that the base model will be priced at less than €30,000, which makes it around €3500 less expensive than an entry-level X3 and €7000 Euros cheaper than the four-wheel drive 325ix Touring sold in mainland Europe. Naturally it’s costlier than a comparable 1-series – but the €5000 includes a €2500 extra charge for four-wheel drive.

Email This To A Friend or Social Bookmark It!

And here it is. Background: The 2006 330i helped the 3-series make its 15th consecutive appearance on the Car and Driver 10Best Cars list. Its classic inline-six, a BMW powertrain mainstay since 1924, was re-engineered from top to bottom, with heavy emphasis on weight reduction, including extensive use of magnesium, a new valvetrain, new everything. The result was a dramatic uptick in output: 255 horsepower, 220 pound-feet of torque, from a 3.0-liter engine that was 22 pounds lighter than its predecessor. It lowered the 330i’s 0-to-60 mph time to 5.6 seconds.

Impressive. Or at least it was. Because the 330i sedan is about to disappear from BMW’s North American lineup, to be replaced by the 335i. And, as good as it was, the 330i seems just a little tame compared to the 335i.

The secret is under the hood, which shelters a twin-turbo version of the 3.0-liter inline six. With both turbos generating max boost—about 8.5 psi—the six twirls up a robust 300 horsepower and 300 pound-feet of torque.

Paired with the standard six-speed transmission, this is sufficient to propel the 3616-pound 335i to 60 mph in 4.8 seconds, with essentially no turbo lag—the tiny hesitation between the time the driver punches the throttle and the onset of full boost. That’s a tenth quicker to 60 mph than was the slightly lighter 335i coupe, an advantage the sedan held through the quarter-mile (13.5 seconds at 106 mph).

There’s no question that the 335i sedan carries forward the class-leading dynamic standards established by the 330i—smooth ride quality, right-now responses, laser-precise steering, powerful, fade-free braking—amplified by a superb new engine that generates big horsepower and, arguably more significant, an abundance of torque delivered over a curve that’s as high and flat as a mountain mesa.

BMWs don’t come cheap, and the 335i sedan is no exception. On the other hand, it starts at $39,395, which is $1900 cheaper than the less-practical coupe. And you could look at it this way: the 335i delivers performance comparable to a current M3, with a lower pricetag, the added convenience of four doors and a more civilized persona that’s easier to live with day in, day out.

2007 BMW 335i Sedan – Specs

Vehicle type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
Price as tested: $44,445 (base price: $39,395)
Engine type: twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection
Displacement: 182 cu in, 2979cc
Power (SAE net): 300 bhp @ 5800 rpm
Torque (SAE net): 300 lb-ft @ 1400 rpm

Transmission: 6-speed manual
Wheelbase: 108.7 in
Length/width/height: 178.2/71.5/55.9 in
Curb weight: 3616 lb

Zero to 60 mph: 4.8 sec
Zero to 100 mph: 11.8 sec
Zero to 140 mph: 26.1 sec
Street start, 5–60 mph: 5.6 sec
Standing ¼-mile: 13.5 sec @ 106 mph
Top speed (governor limited): 145 mph
Braking, 70–0 mph: 157 ft
Roadholding, 300-ft-dia skidpad: 0.89 g
EPA fuel economy, city/highway: 19/28 mpg (C/D est)

Email This To A Friend or Social Bookmark It!

Not long ago the 2007 Mercedes-Benz E320 BLUTEC failed to meet emissions standards in California and four other states. These 2008 models will use more advanced urea-injection technology to ensure that they earn the right to be sold nationwide.

While Mercedes didn’t mention which BLUTEC engine(s) will be available when these 2008 models go on sale, the likely candidate is the same 3.0-liter V6 turbodiesel used in the E320 BLUETEC that’s been tweaked to pass muster in California and other states with stricter standards.

There’s also an option in Europe for a more powerful 4.0-liter V8 diesel engine, but Mercedes debuted a GL320 BLUETEC at the 2006 Detroit auto show, so our bet’s on the diesel six.

Email This To A Friend or Social Bookmark It!

The Toledo Blue 3.0is X5 sports a Truffle Brown leather interior with a Dark Grain Poplar wood trim. Due to its significance to BMW, the factory will keep the vehicle and display it in the Zentrum museum as part of the BMW Mobile Tradition Collection.

With the introduction of the X5, BMW opened a new market segment known as the Sports Activity Vehicle and the X5 as the first sports activity vehicle combined the powerful acceleration and exceptional handling of a car with the advanced traction technologies and all-wheel drive of an SUV.

The first X5 sports activity vehicle rolled off the production line on September 1, 1999. The X5 is built exclusively at BMW Manufacturing for distribution to more than 120 markets worldwide. Less than two years after its introduction, the 100,000th X5 milestone was reached on August 23, 2001 and on June 9, 2005, and the 500,000th X5 was produced, just five and a half years after its market introduction. The Spartanburg plant has produced 616,867 of the current generation of X5 Sports Activity Vehicle.

In 2000, the X5 was rated “Best Pick” by the Insurance Institute for Highway Safety, outperforming all other SUVs tested. The X5 not only rated higher than other SUVs, it earned a higher rating than all other vehicles previously tested by the Institute.

BMW Manufacturing Co., a subsidiary of the BMW Group based in Munich, Germany, is the exclusive manufacturer on the Z4 and M Roadster, Z4 and M Coupe and the X5 Sports Activity Vehicle. In addition to the South Carolina manufacturing facility, BMW’s North American subsidiaries include sales, marketing and financial services operations in the United States, Canada and throughout Latin America, and a design firm in California.

Email This To A Friend or Social Bookmark It!

The new two-seater is said to be the centerpiece of a plan devised by the German carmaker’s outgoing chairman, Helmut Panke, to extend what insiders describe as the Z-car lineup. Just as the German carmaker’s X-car lineup was expanded to include the X3 and X5, BMW also sees demand for a Z2 to complement the existing Z4. The Z4 moved upmarket to challenge the Porsche Boxster when it replaced the Z3 back in 2002.

Details remain scarce, but insiders say the new entry-level model would take at least four years to bring to market, suggesting it probably won’t arrive until after the next-generation Z4 arrives in 2009. The Z2 name is likely, considering it was trademarked by the German carmaker as long ago as 2001.

As with the Z4, the new car is likely to share components with the existing 1 Series and 3 Series models to keep costs down and streamline development. That makes it highly likely the Z2 will be built alongside the next-generation Z4 at BMW’s plant in Spartanburg, South Carolina.

Sources say the Z2 was conceived with four-cylinder power only, most likely with normally aspirated 1.8- and 2.0-liter engine choices. Also under consideration is a turbocharged 2.0-liter four-cylinder performance model with up to 300 hp.

The latter engine is already under development. It is expected to appear in a hot version of the 1 Series, as part of a program that will see BMW introduce a range of new turbocharged engines to its lineup in coming years. Transmission choices should include a standard six-speed manual and an optional double-clutch unit with steering wheel-mounted shift paddles.

Email This To A Friend or Social Bookmark It!

Seen testing over a year ago at the Nurburgring, the hot 1-Series has been eagerly awaited by BMW fans looking for a less-expensive hot rod than the M3.

With horsepower from the turbo-six rumored to be anywhere from 306 hp to 330 hp, BMW’s pocket rocket should have no trouble dealing with its competition, which includes the VW Golf R32, Ford Focus ST and Audi A3 3.2 V6 Quattro. The company already produces a race-only version of the 1-Series (the 120d), so perhaps a 135 racecar is in the not-to-distant future?

Apparently ‘M1′ badging was out of the question – BMW didn’t want to dilute the image of the ’70s M1 supercar.

Email This To A Friend or Social Bookmark It!