BMW - M5

A consonant and an odd number: M5. Simple enough, yet these two digits hold enough power to make just about any red-blooded car enthusiast mess himself. The previous generation M5 with its superb V8 and six speed manual transmission was, simply put, the ultimate sports sedan in the world. With its balance of refined luxury and its ability to embarrass the owners of some exotic sports cars, the M5 has definitely earned its place in the automotive hall of fame. If you were BMW, how would you go about replacing this modern legend?

A European Diary : 2004 Paris Motor Show
Last Updated: Aug 16th, 2006 - 11:01:00

Paris2004: V10 Powered BMW M5By Mike CervantesOct 17, 2004, 22:07
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BMW M5. Courtesy: BMW AGA consonant and an odd number: M5. Simple enough, yet these two digits hold enough power to make just about any red-blooded car enthusiast mess himself. The previous generation M5 with its superb V8 and six speed manual transmission was, simply put, the ultimate sports sedan in the world. With its balance of refined luxury and its ability to embarrass the owners of some exotic sports cars, the M5 has definitely earned its place in the automotive hall of fame. If you were BMW, how would you go about replacing this modern legend?

With a big old V10, that’s how! You also get controversial American designer Chris Bangle’s team to add a bit of lipstick to an already debate-provoking design. But screw what it looks like, let’s talk power. The new M5, according to the company, is the most powerful production vehicle in the BMW lineup. Considering this is a family of vehicles that don’t exactly have any problems in the power department, to be at the top of this gene pool is quite a feat. How much so, you ask? Think 507hp and 384 ft-lbs of torque out of this 5.0L beast with an 8,250rpm redline. That’s an increase in performance by over 25%, not to mention that this V10 tops the oh-so-wonderful 100hp per liter mark.
Lets talk nuts and bolts for a moment. The V10 features two banks of five cylinders arranged at a 90 degree angle with a crankshaft drive optimized for lower vibration and improved comfort. Because of the stress owners are expected to place on this engine, BMW went with a bedplate design for the crankcase – a first for any of the company’s production V engines. Grey-cast iron inserts are integrated into the aluminum bedplate to improve acoustics and ensure high oil flow. The high-strength crankshaft is supported by six bearings. BMW’s bi-VANOS variable valve timing system keeps emissions in check despite the engines high performance tuning. Each cylinder has its own throttle, the control of which is electronic and cylinder bank specific.
The exhaust system is made of seamless stainless steel with a dual-flow design all the way to the mufflers, where they exit out through M-trademark four tailpipes. In the United States, the M5 is expected to meet LEV2 emissions standards. Ionic current technology is used by the engine management unit to detect engine knock, misfiring, and combustion misses. Essentially, the system uses the spark plug as an actuator for the ignition and as a sensor for monitoring the combustion process.
Replacing the previous M5’s six-speed manual will be an all-new seven-speed (the world’s first) sequential gearbox, aka SMG. Considering the V10’s high-revving nature, the short-spaced shift times should allow the driver to wring the most out of this sedan’s 8,250rpm redline. This being an SMG transmission, an automatic-shift feature will be available for those times when you’re sitting on the 10 freeway, crawling your way into Los Angeles (which Southern Californians know is, basically, every day). As good as the SMG may be, you can imagine some diehards are lamenting the loss of a true manual transmission. However, when this beast goes from 0-62mph in 4.7 seconds (according to BMW), who really gives a damn? The 124mph mark is reached in a very quick 15 seconds while the top speed is an electronically-limited 155mph. BMW boasts the M5 could top out at 205mph if it wasn’t for the damn computer. Paging big, angry mob: Bill Gates needs you in room 5. Thanks.
As is all the rage these days, the new M5 has been tested on (and designed with input from what was learned on) the north loop of the legendary Nurburgring race track in Germany. The results are lap times of around 8 minutes. It should be noted that all M vehicles have been tested here, not just recent ones. Note to Cadillac, this one’s for you. Though this is essentially a 5-series on crack, no one will be able to say that this is just your ordinary 525i. All of the handling systems and electronic assistants have either been exclusively designed for the M5, or substantially redesigned from their more plebian roots.
For starters, there’s an exclusive variable, torque-sensing differential lock for optimum traction, especially coming out of corners. BMW’s Dynamic Stability Control (DSC) comes with two selectable driving styles: one similar to the typical 5-series, and the M Dynamic Mode that allows for sporting maneuvers while still standing by to save your sorry ass should things get a little out of control. Of course, DSC can also be deactivated at the press of a button. Likewise, the M5’s Electronic Damper Control (EDC) allows the driver to select three levels of electronic suspension tuning (comfort, normal, sport) – no longer does buying a sports car mean a constant kidney pounding ride. Unless, of course, you like that kind of stuff. The large brakes and twin-piston sliding calipers (similar to those in the 7-series) are expected to bring the M5 from 62mph to 0 in under 36 meters.
Exclusive M5 design details include revised front, rear, and side treatments along with the M-typical new side mirrors, quad exhaust tips, and large wheels. Like the M3, the M5 now sports “gills” incorporated into the front side fenders. The interior features new leather colors, a new steering wheel, new center instrument panel treatments, and new gauges. In the end, it’s going to come down to whether or not you like Bangle’s style – no amount of M dress-up is going to save the 5-Series’ design if you hate it already. Likewise, if you love it, this will likely only make you even more infatuated.
Whatever you think about Chris Bangle, iDrive, and the rest of the “new” BMW lineup, the M5 is still a force to be reckoned with. To some, it may not have that classically aggressive look of past, but it’s certainly got the balls to back up its unique looks. I started this article writing about a letter and a number. I’ll end it with another letter and two more numbers. V10. That’s all that matters.
Credit by By Mike Cervantes

BMW - M3

Profit before tax up by 12.0% before exceptional gain
Pre-tax profit up by 57.7% to euro 1.296 billionEarnings and sales volume outlook for full year confirmed Munich. The BMW Group has started 2006 with record quarterly earnings. The number of cars sold in the first three months also represented a new high. As forecast, the BMW Group is thus heading for the best year in its corporate history: "We are well on our way to achieving our target of a group profit before tax of 4 billion euros", stated Helmut Panke, the Chairman of the Board of Management of BMW AG, on Wednesday in Munich. "We also expect earnings to increase in 2006 at an operating level excluding the exceptional gain from the exchangeable bond on Rolls-Royce plc shares". In volume terms, the BMW Group as previously reported aims to achieve a new sales volume record.
In addition to the sharp increase in sales volume, the first quarter was also affected by external factors and a one-off gain of euro 375 million on the settlement of the exchangeable bond on Rolls-Royce plc shares. Group revenues rose to euro 11,618 million (first quarter 2005: euro 10,357 million), an increase of 12.2%. Adverse currency effects and high raw material prices in the first three months continued to have a negative impact on earnings; these adverse factors were compensated, however, to a large degree by on-going efficiency improvements.
Profit before tax increased by 57.7% to euro 1,296 million (first quarter 2005: euro 822 million). Excluding the gain on the partial settlement of the exchangeable bond on Rolls-Royce plc shares, the pre-tax profit rose by 12.0% to euro 921 million, and was thus also well ahead of the previous year's result at an operating level.
The profit after tax rose by 80.6% to euro 948 million (first quarter 2005: euro 525 million). The gain on the settlement of the exchangeable bond on Rolls-Royce plc shares (reported in the Reconciliations segment) had a more pronounced impact at this level since there was no tax impact. Earnings per share of common and preferred stock increased to euro 1.44 (first quarter 2005: euro 0.78).
As a result of the jump in earnings, the pre-tax return on sales increased from 7.9% to 11.2%. Excluding the one-off gain, the return on sales remained stable at 7.9%. Cash flow continued to grow dynamically, rising by 25.5% to euro 1,631 million (first quarter 2005: euro 1,300 million). Operating cash flow was up by 9.4% to euro 1,221 million (first quarter 2005: euro 1,116 million).
Currency effects and high raw material prices will continue to have an impact on business development in the current year, however to a lesser degree than in the previous year. This negative effect is partly attributable to the fact that less favourable currency hedge rates are in place than in the previous year; the effect will be felt mainly in the first half of 2006. The BMW Group will counter this development by means of continuous efficiency and productivity improvements. The targeted sales volume record and improvements in the product mix will also make a positive contribution to earnings. "In terms of operating results, the current year, excluding the one-off gain, will therefore be the best year in the company's history to date", underlined Dr. Panke.
"We will continue our profitable growth course in the coming years and generate above-average returns compared to the industry as a whole", continued Dr. Panke.
Number of jobs virtually unchanged
The BMW Group had a worldwide workforce of 106,179 employees at the end of the first quarter 2006, 0.1% more than one year earlier (106,033 employees). Compared to 31 December 2005 (105,798 employees), the workforce increased by 0.4%.

2008 BMW M3

Gerhard Richter is reading our minds: How can the new, fourth-generation BMW M3 get close to matching the outgoing model? BMW’s M division boss has lived and breathed this car for three years and knows it better than anyone. He’s convinced it’s a step forward.

“It’s different in a number of areas, but all the intrinsic M3 qualities remain,” he assures us. “I don’t think you’ll be disappointed.”

With that, he whips the door shut and guides us up the driveway of the Spanish resort in Marbella where BMW is launching the car. “Let’s talk later,” Richter says with a smile.

The 2008 M3 boasts twice the cylinder count and double the power of the first-generation model, but the M3’s appeal has always been its responsiveness, the way its individual components all mesh. Now it seems the engine is taking over. Or is it?

The new M3 was always going to get a V8. “We decided early in development that the only way to move forward was to go with a bigger engine. The inline-six is still great, but it is at its limit from an engineering standpoint. There’s just no way we can wring any more out of it without reliability becoming a big issue,” Richter says.

The 4.0-liter V8 is based on the same 90-degree architecture as the M5’s V10 and produces 414 hp (SAE) at 8300 rpm, 81 hp more than its predecessor, retaining the car’s reputation for delivering more than 100 hp per liter. Torque has risen 33 lb-ft to 295 lb-ft at a high 3900 rpm.

This is one of the most advanced road-car engines ever: double Vanos variable camshaft control, individual throttle butterflies for each cylinder, equal-length stainless-steel exhaust and force-regulated oil supply governed by the most powerful engine-management system BMW has developed—the so-called MS S60. A button located by the driver’s thigh on the center console offers two different engine maps. Normal mode feels strong, until you dial up the sport mode, with more aggressive engine mapping and throttle response. We leave it in sport all day. BMW’s new brake-energy regeneration system tops it all off. It uses an alternator that is disconnected when the engine is under load, with energy flowing to the battery only under braking to keep efficiency high and power focused on acceleration.

Just about everything about the new engine is dedicated to speed, and the car is fast. When you gun it from a standing start with the ESP system deactivated, it will spin its rear wheels in first, second and third. BMW says it will hit 62 mph in less than 4.8 seconds.

The M3’s in-gear performance raises eyebrows. In fourth gear, the car accelerates from 50 to 75 mph in just 4.9 seconds, a hair-raising performance that shames many mid-engined supercars, this in a four-seat coupe weighing 3700 pounds. Top speed is once again limited to 155 mph, but with a 3.846:1 final drive channeling the rear wheels, BMW claims the M3 will reach 200 mph without electronic intervention.

The six-speed manual gearbox’s action is slick. The manual is likely to be the only option at launch, ahead of the introduction of a new seven-speed double-clutch box.

Although peak torque doesn’t arrive until you’ve used up almost half of the revs, the M3 is hardly sluggish down low. There’s genuine shove from 2000 rpm, the advanced electronics altering the intake system, fuel-injection mixture and valve timing to help give it some bottom-end savagery.

Before we even have a chance to sample the brilliant new V8 racing up to its 8500-rpm redline, the M3’s aggressive looks heighten our senses. Okay, so it shares its shape to a large extent with the latest 3 Series coupe, but the styling changes made by M division chief designer Ulf Weidhase give the new coupe a menacing appearance.

Charging up the road, the M3 feels viceless—taut body control, a firm but controlled ride and a level of grip matched only by a handful of front-engined cars. You can carry big speed into open sweepers and rely on the terrific damping and generous traction created by the M-differential to retain your chosen line.

For all this, though, the M3 is not quite as tactile in its actions as the car it replaces. The speed-sensitive rack-and-pinion steering, which also offers normal and sport modes, is light for a car boasting such performance, giving the impression of being a tad vague. Sport mode reduces the amount of assist throughout the speed range
(without changing the steering ratio à la BMW’s active steering) to provide more steering feel. Still, we’d like a bit more weight. It is only a small factor, but it does detract from the overall driving experience.
You are also aware of the car’s larger dimensions. It never feels quite as wieldy as before when you press hard. It’s not all that much bigger, but it gives the feeling that the M3 has moved up in size. Call it middle-age flab, if you like.
To help make the most of its electronic systems, the M3 receives MDrive, seen previously in the M5. Accessed via a steering-wheel button, it allows you to program your preferred chassis settings, store them and retrieve them; the settings appear on the iDrive monitor. At start-up, the M3 defaults to standard mode, but with a press of the MDrive button, you can sharpen the steering, stiffen the damping and set the ESP to function at a higher threshold. You might not use it every day, but it’s a nice touch for when you want to play.
Driving the M3 has always been a compelling experience, and that feeling remains. The new engine is potent yet doesn’t dominate proceedings in the one-dimensional way we’d feared. That’s because the chassis is well up to the job. It devours corners with clinical efficiency. In making it do so, however, BMW has had to trade off some of the M3’s renowned sensitivity.
Credit by GREG KABLE

BMW's M3 adds power and pistons

The engine in the 2008 BMW M3 puts the longstanding inline six-cylinder to rest and replaces it with a lightweight 4.0-liter V8. Like the V10 in the M5, the new engine displaces 500 cc per cylinder, comes from the same Landshut, Germany, foundry that builds BMW's F1 motors, has a crankcase made of an aluminum silicon alloy, and iron-coated pistons that run in the uncoated honed cylinder bores.
[ILLUSTRATION OMITTED]
At 445 lb., the 4.0-liter engine is 33-lb. lighter than the 3.2-liter inline six it replaces. The six developed 343 hp (107 hp/liter); the new motor produces a stout 420 hp (105 hp/liter) right out of the box. It's doubtful that any power increase will come from spinning the engine faster as it already has a maximum engine speed of 8,300 rpm, and produces 295 lb-ft of torque--251 lb-ft is available from 2,000 rpm and 85% of maximum torque is available over a 6,500 rpm range--at a reasonable 3,900 rpm.
The double-VANOS camshaft timing system has been revised to work with normal oil pressure, even at the 8,300 rpm rev limit. That oil is supplied via twin oil pumps capable of keeping the wet-sump engine lubricated at 1.4 g, with a separate re-flow pump that pulls oil from the front pump and pumps it to the larger pump at the rear, when necessary. Meanwhile, air enters the engine through eight electronically controlled throttle butterflies. These are located very close to the intake valves, and sit at the bottom of a composite intake manifold. Finally, the stainless steel exhaust manifolds are hydroformed, which gives them walls just 0.65 mm to 1.0 mm thick.
credit by Christopher A. Sawyer

First Drive: 2008 BMW M3

This is it. The car the BMW faithful have been waiting for. The 4.0-liter V-8 up front barks as the tach needle zings around the dial -- 6000, 7000, 8000 rpm. I grab fourth just before the 8400 rpm redline -- no, that's not a typo -- and turn into the fast right-hander.

The nose pushes gently. Feather the gas momentarily to get the bespoke Michelin Pilot Sport tires up front to bite, then back on the go pedal. Hard. The rear end starts to drift, but that's okay -- your backside feels hardwired into this thing, and you know within a quarter inch how far it's going to step out. Sliding... sliding... There! The tail brushes past the cones on the outside of the track before the red coupe straightens up for the short chute into a tight right hairpin.
Mash the brakes. The track-spec pads -- available over the parts counter at your friendly BMW dealer -- grab the massive vented and cross-drilled rotors front and rear. There's some momentary chatter from the ABS, but it stops like a cat on Velcro as you grab second gear. Then it's off the brakes as I dive for the apex, getting on the gas early to bring the tail around. The stability control -- in track mode -- wags an electronic finger, but gets the car straight and aimed at the next turn in point with minimal loss of momentum.

It's quick and precise; beautifully balanced and brilliantly responsive; deeply confident and inspiringly competent when you ask it the big questions. Yep, the new BMW M3 is everything the BMW faithful have been waiting for -- and then some. But ironically, it's the "then some" bit that might have a few of those faithful scratching their heads.
You see, at first acquaintance the new M3 appears to have -- whisper it, now -- gone soft. It feels remarkably refined as it loafs along the freeway in sixth gear, even with the optional 19-inch wheel/tire combo fitted to our tester. And although that screaming V-8 develops more than 100 horsepower per liter, it's a pussycat around town, pulling cleanly from as little as 1500 rpm. The four-cylinder E30 that founded the M3 dynasty 22 years ago was as rowdy and rambunctious as a punk rocker in a ripped T-shirt; by comparison this fourth generation version is as smooth and suave as a banker in a Brioni suit and $1000 wingtips.
Credit By Angus MacKenzie

2008 BMW M3

This is it. The car the BMW faithful have been waiting for. The 4.0-liter V-8 up front barks as the tach needle zings around the dial -- 6000, 7000, 8000 rpm. I grab fourth just before the 8400 rpm redline -- no, that's not a typo -- and turn into the fast right-hander.

The nose pushes gently. Feather the gas momentarily to get the bespoke Michelin Pilot Sport tires up front to bite, then back on the go pedal. Hard. The rear end starts to drift, but that's okay -- your backside feels hardwired into this thing, and you know within a quarter inch how far it's going to step out. Sliding... sliding... There! The tail brushes past the cones on the outside of the track before the red coupe straightens up for the short chute into a tight right hairpin.
Mash the brakes. The track-spec pads -- available over the parts counter at your friendly BMW dealer -- grab the massive vented and cross-drilled rotors front and rear. There's some momentary chatter from the ABS, but it stops like a cat on Velcro as you grab second gear. Then it's off the brakes as I dive for the apex, getting on the gas early to bring the tail around. The stability control -- in track mode -- wags an electronic finger, but gets the car straight and aimed at the next turn in point with minimal loss of momentum.

It's quick and precise; beautifully balanced and brilliantly responsive; deeply confident and inspiringly competent when you ask it the big questions. Yep, the new BMW M3 is everything the BMW faithful have been waiting for -- and then some. But ironically, it's the "then some" bit that might have a few of those faithful scratching their heads.
You see, at first acquaintance the new M3 appears to have -- whisper it, now -- gone soft. It feels remarkably refined as it loafs along the freeway in sixth gear, even with the optional 19-inch wheel/tire combo fitted to our tester. And although that screaming V-8 develops more than 100 horsepower per liter, it's a pussycat around town, pulling cleanly from as little as 1500 rpm. The four-cylinder E30 that founded the M3 dynasty 22 years ago was as rowdy and rambunctious as a punk rocker in a ripped T-shirt; by comparison this fourth generation version is as smooth and suave as a banker in a Brioni suit and $1000 wingtips.
credit by Angus MacKenzie

BMW 2002 High-Performance Lighting

BMW 2002 High-Performance Lighting
Most articles on special lighting gear appearing in BMWCCA publications deal with creating a rolling blowtorch. Such systems are costly, vulnerable and impractical 90% of the time. The most effective improvement in night vision is the conversion from sealed-beam to quartz-iodine headlight units.
In standard sealed-beam lights, a tungsten steel filament is vacuum-sealed in a molded glass reflector/lens combination. The reflector portion is surface silvered prior to installation of the filament. The vacuum seal reduces internal heat, extending filament life and preventing the shell from cracking or melting. As the filament burns, it sheds small, heat-blackened particles. These particles have a positive electrostatic charge and are immediately drawn to the negatively-charged reflector (and, to a lesser extent, the lens). Headlight efficiency progressively drops and the filament wears thin. By the time the filament quits from malnutrition, the darkened reflector and lens have robbed the unit of 70% of its initial output.
The quartz lamp has. neither quartz filament, lens nor reflector. The tiny envelope surrounding the stainless alloy filament is made of optical-grade quartz. Because the melting point of quartz is many times that of glass, and because the high-strength filament can produce far more heat (and, therefore, brightness) than the tungsten filament, total light output can be dramatically increased.
The quartz bulb (itself a sealed beam) is filled with an iodide gas. The iodide ionizes the particles cast off from the filament and reverses polarity from positive to negative. These particles are therefore repelled by the reflector and attracted back to the filament, where they continue to burn. The end result is a life expectancy approximately three times that of a sealed beam. In that time, the quartz lamp unit will lose but 5%-10% of its original brilliance. Bromine and halogen gases are sometimes used rather than iodine, but iodine has proven to be reliable, relatively low in cost and capable of providing long filament life.
Better construction comes with the superior luminance and durability of the quartz unit. Accurately-formed metal reflectors have super-brilliant reflective surfaces. Bulbs are located with high accuracy and held in place by elaborate tensioning devices. Lenses are molded of lead crystal that which costs a king’s ransom as stemware and fluted with exceptional precision.
The lens designer working with quartz lighting has more freedom than one restricted to tungsten lights. To obtain maximum efficiency from the low relative output of a sealed beam, the light must be concentrated in a narrow block pattern and aimed directly at the road but a short distance in front of the car. The result is excellent brightness in those two blobs of light. Precious little light is cast ahead and to the side, however. The quartz headlight has been designed to provide a wide sweep with extra right-side intensity and a center-to-upper-right sweep. The effect of immediate road-surface illumination is not as noticeable, but side vision is improved drastically and quartz headlights reflect back what is on the road, not the asphalt itself.

Seven-inch options

Plug-in a single-bulb light employing dual filaments through a single reflector. They are commonly called H4 because of use of the H4 quartz lamp configuration. Wire-in: a twin-bulb package employing separate reflectors for the H1 (low beam) and H3 (high beam) lamp designs. The only available twin-bulb unit at this time is the Marchal “Amplilux.” Bosch has a light employing two H1 bulbs, but it is presently available only in Porsche recessed mounting buckets. Robert Bosch Corporation has not said whether this light will become available for other applications.
Cutaway drawings of the H4 and Amplilux lights are shown in Figures 1a and 1b, respectively. Both could be called “The Paradox,” for operation is the reverse of what would be anticipated. The low beam is actuated by the upper filament (or bulb in the Amplilux) and employs the upper portion of the reflector. Conversely, high beam uses the lower filament (or bulb) and exits from the lower portion.
In both the H4 and Amplilux, a series of shields are employed to precisely control the shape of the beam. These baffles vary in design and placement according to the theories of different manufacturers.
Another paradox is that the horizontal spread of the light is controlled by vertical fluting. This employs the technique of refraction the bending of light rays as they pass through media of different density.
The high beams in both H4 and Amplilux units are unencumbered by the shields. The H4 emits light from the entire reflector area. The Amplilux concentrates its high beam through the secondary reflector and a non-dispersant, clear lens. When the high beam is selected, the filament or bulb for the low beam is extinguished. This is a disadvantage in the Amplilux, as the spread beam is eliminated for the narrow beam piercing the blackness. The Amplilux only may be wired to maintain low beam operation when the high beam is selected. This will be explained further on.
credit by Nelson Barnes

Why not M1?

Why not M1?
The M1 name is reserved for the original M-car, the Giugiaro-bodied result of a joint effort between BMW and Lamborghini to develop a production race car and build enough of them for homologation. The mid-engine car is powered by an advanced for its time, 277-horsepower, 3.5-liter twin-cam inline-six. Only 456 cars were made. Because of the car's special place in BMW's history, the M1 designation is not seen as a viable name for an ultimate 1 Series.
By Kirill Ougarov

BMW Concept 1 Series tii

BMW Concept 1 Series tii: Performance preview or appearance package?
As soon as the 1 Series was announced, the question everyone began to ask was, "When is the M model coming?" But the 1 Series may never wear an M badge. Many a Bimmerphile would consider it sacrilege to name it M1 -- the legendary mid-engine homologation racer of the late '70s. So BMW went back a few more years into its history to help name the BMW Concept 1 Series tii.

Unveiled at the 2007 Tokyo motor show, Concept 1 Series tii bears the same designation as the performance variant of the now venerable BMW 2002, which roamed the streets in the early 1970s. The car is a glimpse into the future of what a production performance 1 Series model may be like -- at least on the surface.
The emphasis of the tii concept is on agility. Weight savings are numerous - the hood, mirror caps, airdam covers, trunklid spoiler, and rear bumper inlay are all of carbon-fiber reinforced plastic. All four brake calipers are painted blue, as is one bolt on each of the four wheels and the tow hook. A racing stripe runs the length of the entire car, starting off white on the black carbon-fiber hood and then turning black on the white roof and trunklid. A tii decal is on both bumpers, with the front decal being mirror imaged. The anti-glare strip at the top of the windshield also sports a tii logo.

The interior boasts copious amounts of Alcantara, which covers the steering wheel, most of the upper dashboard, shift knob, and part of the door panels. The sport bucket seats are wrapped in leather with Alcantara upholstered insets. The sport-style rear seats are upholstered in a similar material mix. The stitching in the leather of the front seats is blue, as is the driver's seatbelt and the base of the shift knob.
A nifty touch is the mixed color gauge faces. The speedometer is primarily black and the tachometer white, which gives the tach the advantage of instantly grabbing the eye -- handy on the track where engine rpms are far more important than the indicated speed and fractions of a second.
Conspicuously absent, however, are changes to the business end of things, making the Concept tii little more than a club-racer trim package of sorts for the 135 rather than a true performance model. If the concept comes to production life, it's hoped BMW will spice up the production model with stiffer springs and maybe more boost to the 3.0-liter twin-turbocharged unit, rather than with just a carbon-fiber body kit and an Alcantara dashboard.
Credit By Kirill Ougarov

BMW 1 Series Coupe ( part III )

High safety standards exceed international requirements

No less than six airbags come standard within the new BMW 1 Series Coupe for optimum protection of the car's occupants. The advanced frontal airbags are activated in stages in relation to impact severity while the side airbags integrated into the sides of the front seat backrests reduce the risk of injury at chest and hip levels in side impact situations. HPS (Head Protection System) side curtain airbags fitted in the roof lining protect both the occupants on the front seats and the passengers at the rear. The new BMW 1 Series Coupe also comes with crash-optimized seats with specially padded headrests and backrests significantly reducing the risk of injury in an impact from the rear. All seats within the 1 Series Coupe are fitted with three-point inertia-reel seat belts and headrests, with the front seat belts fastened on the frames of the driver's and front passenger's seats, keeping the belt in an optimum position around the occupant's hips regardless of seat height or for-aft seat adjustment. Also, the driver's pedals move back automatically with a predetermined amount of deformation in the event of a frontal collision so that the risk of driver foot injury is reduced. And last but not least, the rear seats come standard with LATCH attachments for child seats.

M-inspired performance for the 135i Coupe

The 135i Coupe offers more performance and a striking look thanks to M-inspired components. Features include an Aero kit for additional downforce at speed, better brake cooling and enhanced aesthetics while the Sports Suspension offers higher traction and reduced body roll with 18-inch wheels and performance tires. The Sports Suspension also includes with a high-performance brake system incorporating six-piston fixed calipers on the front and two-piston fixed calipers at the rear.

BMW Ultimate ServiceTM:

Providing owners with incredible value and peace of mind

The BMW 1 Series Coupe will feature BMW Ultimate ServiceTM, a suite of services that includes the BMW Maintenance Program (formerly called Full Maintenance), Roadside Assistance and the New Vehicle Limited Warranty. BMW AssistTM with TeleService is part of the optional Premium Package or can be ordered separately as a stand-along option.

BMW Ultimate ServiceTM includes:

The BMW Maintenance Program is the only no-cost maintenance program in the industry that covers wear and tear items like brake pads and rotors for 4 years or 50,000 miles, whichever comes first. BMW owners pay nothing for all scheduled inspections, oil changes, brake pads, wiper blade inserts and other wear-and-tear items.

BMW Roadside Assistance is one of the industry's most comprehensive plans available. Not only is it no-charge for the first 4 years, but there is no mileage limit. BMW drivers enjoy the assurance of on-the-road help 24 hours a day, 7 days a week, anywhere in the United States, Canada and Puerto Rico. This includes everything from flat tire changes, emergency gasoline and lock-out assistance, to towing, alternative transportation and even trip-interruption benefits. This service also includes valuable trip routing advice.

BMW New Vehicle Limited Warranty: All 2008 BMW passenger vehicles are covered by BMW's excellent Limited Warranty, which includes:
• New-vehicle warranty – 4-year/50,000-mile coverage of the vehicle.
• Rust-perforation warranty – 12-year/unlimited-mileage coverage.

BMW AssistTM provides the driver with services that enhance on-the-road security and convenience, for added peace of mind. It is a part of the optional Premium package and can also be ordered separately as a stand-alone option. BMW is the only vehicle manufacturer that offers this service for 4 years at no additional cost. Most other manufacturers cover only the first year of service.

The in-vehicle equipment for BMW AssistTM includes GPS technology and hands-free communication functions accessed via buttons in the overhead or center console. Vehicle occupants may request emergency or other services simply by pressing a button; the BMW AssistTM system then transmits the location and vehicle information to the BMW AssistTM Response Center. A response specialist will then speak with the occupants to coordinate dispatch, notify emergency contacts on file, and link BMW Roadside Assistance or emergency services as needed and requested. A severe accident automatically activates the BMW AssistTM call as well. The BMW AssistTM Safety Plan also includes Remote Door Unlock and Stolen Vehicle Recovery services, which can save the owner time and money.

TeleService automatically notifies the BMW center when a vehicle will need service. This feature allows the Service Advisor to proactively set up a customer appointment and have the needed parts ready.

BMW AssistTM subscribers can also enroll in the BMW AssistTM Convenience Plan (available at an additional cost of $199 per year) to avail themselves to many BMW AssistTM Concierge services, from travel planning to dining reservations, shopping assistance and event tickets, as well as receive directions, and traffic and weather information. A selected destination and its phone number can be sent directly to the on-board navigation system and Bluetooth®–linked mobile phone, after a push of the new Concierge button. The Convenience Plan also includes Critical Calling, a new service that connects the driver in case their mobile phone is not in the vehicle or its battery is discharged. After pushing the SOS button, a BMW AssistTM response specialist will link the driver to his requested party for up to five minutes and for up to four events per year.

As before, the BMW AssistTM system includes Bluetooth® hands-free phone connectivity with hands-free phonebook access and dialing by name or number via the steering wheel controls. Use of this feature requires a customer-provided compatible Bluetooth® mobile phone.

Performance with a conscience
BMW strives to produce its motor vehicles and other products with the utmost attention to environmental compatibility and protection. Integrated into the design and development of BMW automobiles are such criteria as resource efficiency and emission control in production; environmentally responsible selection of materials; recyclability during production and within the vehicle; elimination of CFCs and hazardous materials in production; and continuing research into environmentally friendly automotive power sources. Tangible results of these efforts include the recycling of bumper cladding into other vehicle components; water-based paint color coats and powder clear coats; near-future availability of hydrogen-powered models; and various design and engineering elements that help make BMWs easier to dismantle at the end of their service life.
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BMW 1 Series Coupe ( part II )

Luxurious interior appointments with today's technology
The innovative interior design incorporates high-quality and sophisticated trim elements with luxurious upholstery and color choices. A 60/40 split rear seat is standard. The control console for the entertainment and air conditioning functions is integrated smoothly and harmoniously into the dashboard through its soft radii and flowing surfaces. The controller featured in the iDrive system with the optional Navigation system is integrated in the center console, again following BMW's characteristic philosophy. Galvanized pearl gloss surfaces adorn the interior door handles, the glove compartment handle, the radio's rotary knobs, the knobs of the automatic air conditioning system, the iDrive Controller, and the ornamental trim strips featured on the sports steering wheel. The BMW 1 Series Coupe is available with a choice of two upholstery options-sporty and comfortable Leatherette or rich Boston Leather. Boston Leather upholstery adds further style to the high-quality impression of the interior. And as a practical feature, map pockets are integrated in the lower part of the doors. The optional Sport Package includes sports buckets seats with enhanced side support and are finished in highly distinctive leatherette materials or Boston leather.
Enhanced iDrive and integration of an external MP3 player
BMW's iDrive is included with the optional navigation system. It enables the driver to control all secondary and comfort functions such as communication, air conditioning, entertainment and navigation functions easily and conveniently. This latest version of iDrive is equipped with six Programmable Memory Keys that allow the driver to program functions that are used particularly often such as navigation destinations, radio stations or specific telephone numbers. Touch-sensative sensors on these buttons preview the function on the iDrive screen before the button is depressed. This allows the driver to choose the stored function safely and conveniently, keeping his or her eyes on the road in the process. A wide choice of audio and communication are also available, never before seen in the compact performance market. These features include SIRIUS satellite radio, HD radio, Premium Sound system and Bluetooth interface. For simple and straightforward connection of an MP3 player, an Auxiliary input jack is standard, and a USB port for direct control of an Apple iPod or iPhone media player is available as an option.
High-tech suspension with newly-developed differentialIn typical
BMW style, the new BMW 1 Series Coupe transmits the power of the engine to the rear wheels. This design concept and configuration – engine at the front, drive wheels at the rear – guarantees optimum traction, good weight distribution front-to-rear, excellent directional stability, and predictable handling. The new 1 Series Coupe has a sophisticated suspension system with an aluminium double-pivot front suspension and a five-link fully independent rear suspension in lightweight steel. BMW's Dynamic Stability Control (DSC) also includes a Dynamic Traction Control (DTC) function that provides electronic intervention to prevent loss of vehicle control, but at a higher threshold before activation. This allows the driver to experience more spirited driving on dry roads and offers more flexibility when driving in more challenging conditions such as in the snow. If the driver desires, both DSC and DTC can be disabled entirely. Active Steering, a variable ratio steering system exclusive to BMW, is available as an option. The DSC system on the 135i Coupe is designed specifically for performance-oriented driving. For instance, the accelerator pedal has a quicker response rate and electronic rear brake management is used to simulate a differential lock for stronger acceleration in turns. The rear differential on the 1 Series comes from a new generation of final drives optimized for running smoothness. Featuring double-helical ball bearings for the first time, the differential runs at an even lower operating temperature reached more quickly than before thanks to the reduction of fluid required in the differential. The front suspension on the BMW 1 Series is also built to a standard quite unique to its competitive group. The double-pivot spring and strut front suspension with its anti-roll bar, is made largely of aluminium and offers an optimum combination of stiffness and low weight. The very stable track control arms and thrust rods, as well as exact wheel guidance, make an important contribution to the car's driving dynamics.
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BMW 1 Series Coupe

The new BMW 1 Series Coupe
Woodcliff Lake, NJ – June 30, 2007, 6PM EDT... BMW will introduce a modern and authentic performance coupe that draws inspiration from its iconic 2002 models of some 40 years ago. The next BMW legend, the 1 Series Coupe, represents the core BMW philosophies of pure performance and premium design. By combining sporty rear-wheel-drive dynamics, agile handling, powerful engines and seating for four, the 1 Series Coupe will reinvent the niche that the legendary BMW 2002 created. On sale in the spring of 2008, the 1 Series Coupe
will be available in two versions; the 128i and the 135i. Powered by a 3.0-liter, 230 horsepower inline 6-cyinder engine that generates 200 lb-ft of torque, the 128i Coupe will feature Valvetronic valvetrain management and aluminum/magnesium contruction-core elements of BMW's EfficientDynamics. The powerful 135i Coupe features BMW's twin-turbocharged 3.0-liter inline six-cylinder engine that produces 300 horsepower and an incredible 300 lb-ft of torque from as low as 1,400 rpm. With its direct piezo gasoline injectors, twin low-mass turbochargers and air-to-air intercooling, optimum performance and economy is achieved with no loss in engine response. For the 135i Coupe,
acceleration from 0-62 mph is accomplished in 5.3 seconds and top speed is electronically limited to 155 mph. Both engines feature on-demand engine coolant pumps that improve fuel economy and reduce parasitic losses for increased output.
Handsome looks with sporting intentions
The new 1 Series Coupe combines unique, dynamic and unmistakable design elements with a powerful and muscular body. The greenhouse with its characteristic "Hofmeister kink" is moved rearward and offers a particularly nimble look with its long hood. The short overhangs, longwheelbase and large frameless doors sit on a body with a striking shoulder line for a modern interpretation of BMW's characteristic look. On the 135i Coupe, an M Aerodynamic Kit is standard. The 1 Series boasts aggressive rear end styling. The trunklid has an integrated spoiler chiselled into the rear end of the car to accentuate the short rear section. On the 135i, an additional lip spoiler provides greater downforce on the rear end at high speeds.

The individual sections within the L-shaped rear taillights give the vehicle a lower, sportier look. Horizontal lights integrated in the rear light clusters offer a homogeneous lighting effect with the help of light-emitting diodes (LEDs). This light design, as found on other BMW models, makes the BMW 1 Series Coupe stand out at night. Also, the Adaptive Brakelights operating in two stages in relation to brake application force are yet another feature typical of BMW, with the additional benefit of extra safety on the road. The standard Adaptive Xenon headlights (optional on the 128i) complete with integrated Cornering Lights make driving in the dark safer than ever. The daytime headlight function in typical BMW
style with two corona rings on each headlight unit enhances the perception of the car under normal and "murky" light conditions.
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BMW Concept 1 Series tii : Character - Exterior - Interior

The BMW Concept 1 Series tii.
Description in Brief.
Character:
• Design study based on the BMW 1 Series Coupe with an uncompromising focus on motorsport.
• BMW Concept 1 Series tii as a young interpretation of classic BMW brand values. Implementation of specific requirements for motorsport ensured through the design of the car. • Design study following the tradition of BMW’s compact, light and extremely sporting coupes. The characteristic features of models particularly successful in motorsport have gone straight into BMW Concept 1 Series tii.
• BMW Concept 1 Series tii underlines the extremely sporting potential and the youthful, temperamental character of the BMW 1 Series. The design study raises the focus on pure driving pleasure already associated with the BMW 1 Series Coupe to an even higher standard. • As the fifth concept car presented by BMW in 2007 alone, BMW Concept 1 Series tii clearly demonstrates the exceptional bandwidth covered by the world’s leading manufacturer of premium cars. Following the BMW M3 Concept Car, the BMW Concept CS and the BMW Concept X6/BMW Concept X6 ActiveHybrid, BMW Concept 1 Series tii stands out as a unique symbol of maximum driving pleasure also in the compact segment.
Exterior:
• Through its unique, completely different design, BMW Concept 1 Series tii clearly emphasises its outstanding potential in driving dynamics.
• Optimised aerodynamics on the body with individual, distinctive design of the front air dam, side-sills and rear air dam. Special gurney flaps generating additional downforce on the rear axle.
• Further enhancement of agility and efficiency through consistent lightweight engineering using carbon components inter alia on the engine compartment lid, the mirror caps, and the inlays for the front air intakes at the side. Significant reduction of weight versus series production cars.
• Sporting, accentuated, contrasting and, at the same time, typical BMW colour scheme on the exterior and interior. The body colour Alpine White is combined with the very dark carbon structure of the CFP elements, with further highlights added in Blue.
• BMW Concept 1 Series tii takes up striking features of former motorsport models in many of its details: fins along the engine compartment lid to optimise the flow of air, contrasting colour scheme on the engine compartment lid, decal strips on the roof of the car and the rear lid in contrasting colour, visible, open towing fixture.
Interior:
• Authentic interpretation of specific motorsport standards through the concept of the interior design as well as colours and material design.
• Sports bucket seats with integrated headrests and side airbags, three-spoke sports steering wheel and gearshift knob with alcantara cover, model-specific door linings, door closing handles and armrest on the driver’s side.
• The contrasting colour scheme (Black, White, Blue) and the various functions and features derived from motorsport also characterise the interior of BMW Concept 1 Series tii.
• The white rev counter highlights this instrument of particular significance in motorsport, the sports steering wheel with its white spokes and trim taking up the exterior colour scheme.
• Use of dark alcantara on the door linings and the instrument panel prevents reflections and accentuates the driver-oriented design and configuration of the cockpit. Alcantara on the seats, the steering wheel rim and the gearshift knob optimises side support and, respectively, the driver’s grip.
• The newly developed structure tissue for the footwell accentuates the sporting and functional character of the interior.
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BMW Concept 1 Series tii

From the side, the profile of the new BMW 1 Series Coupe is retained, but the Concept 1 Series tii features extensively remodelled side sills and a uniquely-designed 18-inch five-spoke alloy wheel finished in dark chrome. From the rear, the aerodynamic enhancements continue with a carbon-fibre boot-mounted gurney-flap rear spoiler to deliver enhanced rear down force. Weight is further reduced with the rear bumper insert also made from lightweight carbon-fibre material.

The car’s exterior colours and motorsport orientation continue inside the car. Supportive bucket seats give the highest levels of lateral support while the three-spoke sports steering wheel is covered in Alcantara with body-colour white inserts. The roof lining, door linings and instrument panel are also covered in Alcantara. Ahead of the steering wheel, the instrument binnacle also reflects the motorsport intentions of the car with a white rev-counter with red needles dominating the driver’s view. There is no current information available on the drivetrain of the BMW Concept 1 Series tii or any plans to develop it for series production.

The new BMW M3 Saloon Alongside the reveal of the Concept 1 Series tii, the new BMW M3 makes its public debut at the Tokyo Motorshow. Like the M3 Coupe, the engine in the new M3 Saloon develops 420hp at 8,300rpm, 400Nm of torque at 3,900rpm and red-lines at 8,400rpm. To emphasise the real-world drivability of the engine, 85 per cent of torque is available over an engine range of 6,500rpm, starting at 1,750rpm. Power is transferred to the road by BMW M’s six-speed manual gearbox and variable M differential. This conveys up to 100 per cent of available power to the wheel with most grip. The M3 Saloon accelerates from zero to 62mph in 4.9 seconds, being only 0.1 seconds slower than the Coupe, before going onto a limited top speed of 155mph. BMW’s EfficientDynamics programme, however, ensures that these supercar levels of performance do not compromise economy with the car delivering 22.8mpg on the combined cycle.

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Bmw M3 CSL

M3 CSL (E46)
BMW made a limited run (less than 1,400 units) of the M3 CSL (E46) machines between June and December of 2003. The CSL (Coupe Sport Lightweight) received an aggressive weight reduction campaign, more power (up to 360 hp), and sharper handling characteristics than the standard BMW M3, courtesy of semi-slick racing tires. From the exterior, the CSL is distinguished from its standard sibling with a different wheel design, larger integrated rear spoiler and a large air intake hole on the left side of the front bumper. Weight loss was achieved through use of a carbon-fiber roof, carbon-fiber trunk lid, lighter exhaust manifold, thinner rear glass, carbon fiber interior door panels and console, lightweight racing seats, and the removal of side air bags. Several other features available in a regular BMW M3 as standard such as air conditioning and radio were also deleted, although these options could be added at the request of the owner. SMG II sequential manual gearbox was made standard. Owing to the small production run and the complications of clearing DOT and [United States Environmental Protection AgencyEPA]] standards for the North American market, BMW never exported the CSL to the United States, although some parts from it were later made available on the regular BMW M3 as part of an optional Competition Package.
While the CSL was comparable in performance to theFerrari's 360 at half the price, this version of the BMW M3 is often criticized as being too racing-oriented and significantly pricier than the standard model. Focusing on weight loss, the CSL became less of the "everyday car" that the BMW M3 is known for. Another criticism was the unavailability of a manual gearbox.
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Bmw M3 E92

BMW launched the E92 M3 on September 8th 2007 in the UK. Looking similar to the Bmw 335i E92 but with a new front air dam, quad exhaust pipes, an aggressive hood bulge, an M6 style carbon fibre-reinforced roof and vents on the front quarter panels reminiscent of the E46 M3.[2] The Bmw E92 M3 is powered by the S65, a 4.0 L V8 engine, instead of the S54 inline-6 engine as used in the last generation Bmw E46 M3. While the Bmw E92 M3 resembles the regular Bmw E92 3 series, almost all the body panels are unique to the Bmw M3. The engine produces 414 SAE hp (420 PS, 309 kW) at 8,300 rpm, and peak torque is 295 lb-ft (400 Nm) at 3,900 rpm, which represents a power increase of 22% over the Bmw E46 M3.[3] The new V8 weighs 33 lbs (15 kg) less than the outgoing six cylinder for a total weight of 445 lbs (202 kg). The styling follows the trend of slightly more aggressive M cars as started by the Bmw E60 M5. A six-speed manual transmission will be standard, which is a reworked version of the outgoing model's six-speed gearbox fitted with a lower 3.86:1 final drive. While an SMG transmission was initially expected to be available as an option later, BMW is said to be planning the introduction of an all-new double-clutch gearbox, titled DCT, a year after the release of the Bmw E92 M3. It is predicted to be sold in the United States starting in the middle of 2008.[4]
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BMW 1

BMW has unveiled its hottest 1 Series model yet, but the German car maker says no decision has been made to build an M-version even quicker than its 135i Coupe.
Pictures and details of the new 1 Series Coupe have been released ahead of the car's public debut scheduled for September's Frankfurt motor show. The range includes the twin-turbocharged, 3.0-litre six-cylinder petrol engine from the 3 Series, which was recently voted International Engine of the Year.
The two-plus-two-seater 1 Series is a natural rival for the Audi TT (V6) and Nissan 350Z, although its styling is more two-door sedan than tailor-made coupe. It will launch in Europe with a range of engines, but BMW Australia is ignoring a 120d and new twin-turbocharged 123d diesels and importing only the range-topping 135i for about March 2008.
The 135i delivers exactly the same outputs as the 335i range, with 225kW of power and 400Nm of torque. According to BMW's performance claims, the 135i will accelerate from standstill to 100km/h in 5.3 seconds.
That's not only 0.8sec faster than the current flagship 1 Series, the $63,200,195kW 130i Sport five-door hatch, but also a tenth faster than a Porsche Cayman S.
In-gear performance is also superior. The 135i accelerates in fifth gear from 80-120km/h in six seconds, compared with 5.8sec for the 130i and 6.6sec for the Cayman S. Top speed is 250km/h, and fuel consumption based on the EU standard is 9.2 litres per 100km.
As expected, the Coupe is based on the rear-drive 1 Series hatch but increases in length by 121mm (to 4360mm) in the transition to a two-door with a proper boot. The Coupe sits 13mm lower, and is the same width, as the five-door.
The 1560kg Coupe rides on the same front double-pivot tiebar strut and rear multilink suspension, although the 135i also features electronic management designed to mimic a limited-slip diff for optimising rear traction.
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BMW 1

Sheer Driving pleasure now also to be found in the compact class: (The BMW 1 Series 5-door hatchback model will not be offered in the US. The availability and introduction timing of future 1 Series variants in the US has not been determined.)Munich. In the autumn of 2004 BMW will unveil for the very first time a compact class automobile - the BMW 1 Series with five doors and a length of 4.23 metres, making this new model series precisely 24 centimetres shorter than a 3 Series saloon. The typical BMW drive concept, powerful engines, high-grade equipment and the experience of sheer driving fun offer a new and unique alternative in this particular market segment.Right from the very first glance there is no doubt that this new five-door sports-hatch is a BMW through and through: The long wheelbase with a short front overhang, the lower roof line with the typical C-pillar kink and the characteristic front end with the "kidney" grille and double headlamps give the 1 Series a face that stands out in a crowd. The practical hatch opens to reveal a variable luggage compartment that offers the driver and passengers 330 to 1150 litres of storage space for even larger items of sports equipment for a variety of leisure activities.Unique agility and steering precision.Whether loaded or not, the 1 Series is always sheer pleasure to drive: The seating position offering long-distance driving comfort and the exemplary, clearly structured cockpit provide the driver with perfect ergonomics during his "driving experience". After starting the engine at the push of a button, one immediately senses that typical driving pleasure only a BMW can induce. Thanks to its agility and steering precision unique in the compact class, the BMW 1 Series not only ensures sporty but smooth handling of winding country roads, but also facilitates effortless urban driving pleasure. This is because - like all other BMW automobiles - the 1 Series has a front-mounted engine and rear wheel drive. Even in the tightest of bends there is no torque steer to be felt, the rear wheels having optimal traction when transferring the engine's power onto the tarmac.Moreover, this concept offers an ideal balance of weight between the technically elaborate aluminium front axle and the five-link rear suspension. Together all of these characteristics facilitate further advantages such as optimal traction even when fully loaded and on hills. The drive and suspension concept is further enhanced by a particularly stiff body and excellent aerodynamics with a drag coefficient of just 0.29.
On the whole no other vehicle in the compact class offers such a distinctively harmonious symbiosis of sporty driving characteristics and suitability for long-distance travel as the BMW 1 Series.Four engine variants from 115 to 163 bhp.When the car is launched customers will have an immediate choice of four four-cylinder engines. The models 116i (85 kW / 115 bhp) und 120i (110 kW / 150 bhp) feature further developed and refined BMW petrol engines. The two diesel versions, the 118d (90 kW / 122 bhp) and the120d (120 kW / 163 bhp) are equipped with high-torque diesel engines. Needless to say, all BMW 1 Series cars meet with EU4 emission standards. A smooth-shifting manual six-speed gearbox (five-speed on the 116i) or, optionally, a comfortable six-speed automatic deliver power to large-size 16-inch wheels with emergency running properties, thereby contributing to the most dynamic performance available in this segment. Furthermore, the BMW 1 Series is one of the most economical in its class.Active and passive safety at the highest level.Robust, large disc brakes provide supreme stopping power in any situation. By means of two-stage brake light clusters the BMW 1 Series indicates to vehicles behind whether the brakes are being applied normally or hard. And the extensive range of standard safety equipment, which includes DSC Dynamic Stability Control, DBC Dynamic Brake Control, Electronic Differential Lock as well as a complete airbag system comprising head airbags for all seats, complies with the most stringent safety requirements. These safety features and an exemplary protective body structure are the best prerequisites for achieving five stars in the Euro NCAP crash test.Equipment options normally associated with more luxurious classes.In addition to the wide range of basic equipment, there are a myriad of possibilities to individualize the BMW 1 Series with optional equipment available in the usual high BMW quality. Many of these have previously only been seen in higher vehicle segments. These include: Convenient keyless access, Bluetooth mobile interface, sports seats with backrest width adjustment, acoustic PDC Park Distance Control at the front and the rear, Bi-Xenon headlights and a choice of high-performance audio and navigation systems, which can also be operated centrally or by voice control utilizing the BMW state-of-the-art iDrive operating concept.With its unique concept, the BMW 1 Series is intended to target customers who have always appreciated the practical aspects of previously available compact vehicles but have, until now, searched in vain for an automobile that takes into consideration their increased demands in terms of driving pleasure and individuality. Whilst fully meeting these customer requirements, the BMW 1 Series offers in addition high-quality product substance wrapped up in a modern and attractive design.
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BMW 6-Series: Introduction

BMW 6-Series: Introduction
The BMW 650i returns for 2007 all but unchanged from 2006. It delivers excellent performance, brilliant handling and that arrow-like stability that defines BMW. Available in coupe and convertible body styles, the BMW 650i is a premium grand touring car. It comes with a 360-hp V8 and a choice of three transmissions. Changes to the 650i for 2007 are few, mostly limited to creature comforts, including an iPod interface, optional Pearl leather upholstery and other leather accents. New also is a tire pressure monitor that warns the driver when a tire begins to lose air.
The BMW M6 Coupe, introduced late in the 2006 model year, returns for 2007. The M6 boasts a 500-hp V10, seven-speed sequential gearbox, M-tuned suspension and electronic stability control, special wheels, Z-rated tires, and distinctive interior and exterior styling.
New for 2007 is the M6 Convertible, a first in the long and storied history of 6 Series BMWs. Like the 650i Convertible, the M6 Convertible is identical to its coupe counterpart, other than the one-button, powered folding top.
For 2007, the M6 gets a tire pressure monitor. Late-model 2007 M6s will be available with a six-speed manual transmission as a no-cost alternative to the standard seven-speed Sequential Manual Gearbox. The SMG substitutes an electronically operated clutch for the regular clutch pedal, and we don't love it. We recommend getting the six-speed manual.
Both coupes and convertibles have a back seat that can fit small people in a pinch, but are really intended to move two people and their belongings in high comfort, style and safety. The 650i is more luxurious than the Z4, and delivers higher performance, more agility and sportier styling than the 5 Series sports sedans.
The M6 sacrifices some of the Grand Touring comforts of the 650i in favor of a more aggressive handling package and stratospheric acceleration performance. At the same time, the M6, and especially its sequential manual transmission, takes the marque in a direction purists find distressing, increasingly transferring control of the car from its driver to its super-sophisticated electronics.
More generally, and more generously, BMW's corporate design themes, panned by many in recent years, seem to fit better on the long, low 6 Series. And an intricate top design blesses the convertible with the same, nicely integrated, fastback-like profile as the coupe.
credit by TOM LANKARD

BMW 6 Driving Impressions II

As mentioned, three transmissions are available. We recommend choosing the six-speed Steptronic automatic unless you're a serious enthusiast, in which case we recommend the six-speed manual. We did not care for the six-speed sequential manual gearbox, or SMG. The Steptronic automatic is smooth in normal driving and very responsive for spirited driving. In fact, a 645Ci with the automatic is nearly as quick as a well-driven 645Ci with the manual. As with all BMW automatics, it offers a Sport mode setting that moves shift points to higher revs for increased response; the manual Steptronic mode enables the driver to shift manually, imparting some of the sportiness of a manual. We found little need to shift into the manual mode, however, because it always selected the right gear automatically. The manual gearbox is smooth and precise, easy to shift, with easy clutch pedal effort; it's lighter than the six-speed used in the BMW M3. The SMG is the same transmission yet it operates the clutch electronically, eliminating the clutch pedal. Though I like the SMG in the M3, I found the 645Ci's SMG shifted too slowly and took some of the enjoyment out of driving it.
The 645Ci offers a nice balance of ride and handling. Though taut, it doesn't beat up your passenger on rippled highways. The springs and shocks are firmer than on the 545i, but not as firm as those on the 545i sport package, which are quite firm; and the 6 Series cars ride lower than the 5 Series. On a mountain road it's absolutely joyful. Handling is precise, with a superb self-centering feel to the steering. It goes around high-speed turns like it's on rails. It can be driven very hard into tight corners. The suspension is tuned to minimize undesirable behavior when lifting off the gas while cornering, braking hard, or accelerating hard. Active Roll Stabilization dramatically reduces body roll in cornering. Under hard cornering, the anti-roll bars are twisted by little hydraulic motors, so the 645Ci motors around turns with little leaning. In addition to increasing driver confidence, the system improves handling over bumps, increases cornering capability, and improves steering response.
Drive the 645Ci past the limit of the tires and the Dynamic Stability Control and other active safety systems kick in, allowing the car to motor around the corner without undue drama. The DSC system prevents the car from skidding into understeer or oversteer, making it easier for the driver to maintain control. Simply aim the 645Ci where you want to go and it'll go there. And if it snows, press the DTC button to turn on the traction control system. The brakes are excellent, with big, lightweight discs and calipers, and ABS, electronic brake proportioning and dynamic brake control.
The 6 Series cars come standard with high-performance run-flat tires, aggressive 245/45VR18. The coupes and convertibles we drove were equipped with 19-inch wheels, part of the optional Sport Package, and they rode well. The Sport Package also includes active steering, which improves high-speed stability and makes it easier to steer in parking lots.

BMW 6 Driving Impressions I

The BMW 6 Series is smooth and precise. Always poised, it is easy to drive smoothly and quickly. The ride is taut but not harsh. The engine is silky smooth and tractable for easy going around town or in stop-and-go traffic. Yet you're rewarded with immediate response whenever you press down on the accelerator. This car immediately becomes and extension of the driver, smoothly and flawlessly executing his or her wishes. It's easy to modulate the brakes and throttle and the steering is very precise, all making for a smooth driving experience.
BMW's 4.4-liter V8 delivers 325 horsepower and 330 pound-feet of torque to the coupe and convertible. The 3,781-pound coupe with the manual or SMG can accelerate from 0 to 60 mph is 5.5 seconds, according to BMW. The convertible is heavier and about a half-second slower. The 32-valve V8 benefits from Valvetronic variable valve timing and variable lift; breathing is controlled entirely by the valves. There is no traditional throttle, so that pedal on the right is more accurately called an accelerator pedal. It's a fascinating engine for engineers and car buffs with technological marvels such as its Double VANOS steplessly variable intake manifold. But the bottom line is that there's lots of power throughout the rev range, so the 645Ci responds quickly and precisely in any situation. It's also an efficient powerplant, so energy is not wasted but is instead channeled into fuel-efficient power. The engine sounds great, emitting a guttural roar under hard acceleration through its nicely tuned exhaust system.

BMW 6 Specs Brakes, Steering, Suspension & Tires

Technical Specs: Brakes, Steering, Suspension & Tires
Brakes (Front) Disc
Brakes (Rear) Disc
Driveline RearWheel Drive
Driveline (Opt) N/A
Steering Rack & Pinion
Steering Diameter Left 37.4
Steering Diameter Right 37.4
Suspension (Front) Independent
Suspension (Rear) Independent
Tire Type PassengerTire Width 245
Tire Aspect Ratio 45
Tire Construction Radial
Tire Wheel Diameter 18

BMW 6 Specs:Engine

Technical Specs: Engine

• Standard Engine 4.8L V8
• Standard Transmission 6 Speed Manual
  Cylinders 8
• Horsepower @ RPM 360@6300
• Fuel Economy Cty/Hwy 17 / 24
• Combined Fuel Economy 19
• EPA Class Sub-Compact
• Number of Valves 32
• Torque @ RPM 360@3400 (foot-lbs)
• Fuel Type/System Gas Engine / Electronic Fuel Injected
• Turbo (yes/no) No
• Overdrive Transmission Yes
• Battery Output N/A

• Compression 10.5
• Displacement 4799 / 293
• Bore X Stroke 3.66x3.48
• Cruising Range 333
• Final Drive Gear Ratio Opt N/A
• Power To Weight Ratio N/A
• Final Drive Ratio Not Listed
• Valves Configuration Dual Overhead Cam/Twin Overhead Cam
• Supercharged No
• Electric HorsePower RPM N/A
• Electric Torque Feet Per Pound N/A (foot-lbs)
• Electric Torque RPM N/A (foot-lbs)
• Electric HorsePower BHP N/A

BMW 6 SERIES COUPE

The luxury coupe which worldwide gained popularity with profile elegant style of the BMW 6 series, name of 6 series revived after approximately 14 years. The new 6 series which becomes second generation, with Tokyo motor show of 2003 fall the Japanese debut. But wide the first generation you transfer proportion low, you give elegant and the wild silhouette which conform to the design policy of the recent years BMW when, it starts from 7 series shoot the preponderant existence impression. The body uses properly to the section the material which such as aluminum and steel and resin is optimum, “intelligence. Light/write weight. You adopt technology and” actualizing substantial light weight conversion. In addition to large output unit loading of 4.4 liters V8DOHC, by all aluminum make shear sea and the fact that suspension is adopted, performance of the preponderant running is shown. As for the transmission which is combined in the Japanese specification 2 types. In addition to 6 speeds AT, BMW individual 6 fast sequential. Manual. The transmission (SMG) from it is possible to choose. When debutting it was the line-up only of 645Ci, but photographic fog me of the open model, furthermore 630i of 3 liter direct 6 engine loading is added to November of the same year to 2004 February.

BMW 7 Specs

2006 BMW 7-Series Performance Features
• 5,972 cc 6 liters V 12 front engine with 89 mm bore, 80 mm stroke, 11.3 compression ratio, double overhead cam, variable valve timing/camshaft and four valves per cylinder
• Premium unleaded fuel 91
• Fuel economy EPA highway (mpg): 23 and EPA city (mpg): 15

• Gasoline direct injection fuel system
• 23.2 gallon main premium unleaded fuel tank
• Power: 327 kW , 438 HP SAE @ 6,000 rpm; 444 ft lb , 602 Nm @ 3,950 rpm
2006 BMW 7-Series Handling & Braking Features
• Four-wheel ABS
• Brake assist system
• Cornering brake control
• Four disc brakes including four ventilated discs
• Electronic brake distribution
• Electronic hand brake
• Electronic traction control via ABS & engine management
• Immobilizer
• Adjustable anti-roll bar responsive suspension
• Fullsize alloy rim internal spare wheel
• Stability control
• Strut front suspension independent with stabilizer bar and coil springs , multi-link rear suspension independent with stabilizer bar and air springs
• Automatic rear suspension levelling2006 BMW 7-Series Exterior Features
• Body color front and rear bumpers • Chrome/bright trim • Coefficient of drag: 0.29 • Day time running lights • Driver power heated partial-painted door mirrors with automatic operation , passenger power heated partial-painted door mirrors with automatic and automatic operation • External dimensions: overall length (inches): 198.4, overall width (inches): 74.9, overall height (inches): 58.7, wheelbase (inches): 117.7, front track (inches): 62.1, rear track (inches): 62.8 and curb to curb turning circle (feet): 39.7 • Electric foldable mirrors • Front fog lights • High pressure headlight cleaners • Projector beam lens Bi-Xenon headlights • Heat reflective glass • Luxury trim alloy on gearknob, wood/woodgrain on doors and wood & leather on dashboard • Metallic paint • Fixed rear window with defogger • Glass electric front sunroof • Tinted glass on cabin • Weights: curb weight (lbs) 4,762 • Windshield wipers with automatic intermittent wipe and rain sensor