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Showing posts with label BMW. Show all posts
Showing posts with label BMW. Show all posts

Bmw 135i

Bmw 135i
BMW’s EfficientDynamics philosophy continues with the 2011 135i Coupe and Convertible models which feature the company’s latest twin-scroll turbocharged 3.0-liter inline six cylinder engine. Both models will feature the 7-speed Double-Clutch Transmission (DCT) as an option.The new six-cylinder (N55 designation) develops maximum output of 300 hp at 5,800 rpm, with peak torque of 300 lb-ft available all the way from 1,200–5,000 rpm. This is the same level of performance as the current 3.0-liter twin-turbo six-cylinder but with the innovation of twin-scroll technology and the integration of VALVETRONIC throttle-less intake technology, this new engine promises even better throttle response and even more fuel efficiency. Thanks to VALVETRONIC, VANOS, and the twin-scroll turbocharger housing, peak torque is reached 100rpm earlier than with the previous engine, and engine boost response is improved across the entire engine speed range.In order to enhance the sporting character of the optional 7-speed Double-Clutch Transmission, the shift paddles now feature dedicated paddles for upshifting and down shifting. The driver now pulls the right paddle for upshifts and the left for down shifts. Manual shifts may also be accomplished via the console mounted e-shifter.Harman Kardon Surround Sound System replaces HiFi System Professional as the upgrade sound system option.The 2011 BMW 135i Coupe and Convertible will go on sale in the United States as 2011 models in Spring 2010.
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Bmw 525d

Bmw 525d
From entry-level 520d to flagship 507bhp M5, the BMW 5-Series never fails to impress – dynamically at least. In terms of styling, it’s a different matter. The kindest thing we can say is that the design has grown on us over time, although the bodywork remains clumsy and heavy-handed.Exactly the same criticism can be levelled at the driving environment. With its tall, slabby console and bulky binnacles, it’s the least attractive layout here. Worse still is the interior’s lack of stowage – there’s no handily accessible compartments on the transmission tunnel console.As a result, the BMW’s cockpit isn’t as welcom­ing as that in any opponent here. That’s a shame, because the driver is very well catered for. The seat is very comfortable and also the most supportive on test, with a spot-on position.Occupants in the back have plenty to be happy about, too, thanks to the well shaped, high-backed rear seats. And the 520-litre boot is generous.The engine is the best here for keen drivers – smooth and cultured, with minimal turbo lag and consistent power delivery across the rev range. But the 525d doesn’t perform any better than its riv­als, and the springy clutch action of the otherwise good six-speed manual box is hard work in traffic.BMW now seems to be getting to grips with run-flat tyres. The ride still isn’t as smooth as the Merc’s, but most ripples, ruts and ridges are dealt with well. The car’s sporty image means firm suspension, yet the handling makes this worthwhile. The 5 really enjoys being thrown into corners, and has the best steering feedback and body control.
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Bmw 635

Bmw 635
BMW is a company with a long tradition of participation in motorsports. In the 1970’s, the CS and CSi version of the BMW 3-series had found success as lightweight racers on several different circuits. In the 1980’s, BMW wanted to continue the performance concept with a slightly larger coupe that would be a good fit between their midsize sedan, the 5-series, and their large car, the 7-series. The E24 chassis was born, and with it the 6-series sedans. One of the most powerful versions of this vehicle was the 1989 BMW 635 CSi.
The BMW 635 was visually quite distinctive. The front of the car jutted out over the bumper, giving the grille and headlights a reverse rake and lending the vehicle the nickname of ‘the shark’. The car’s rear deck sloped down to a flat trunk offset by a horizontal lip wing. The car also shared the same circular quad headlights that had been a BMW trademark for decades. The big coupe was powered by the 3.5 liter M30 engine, which in the 635 CSi produced 215 horsepower and 232 lb-feet of torque – quite impressive by the standards of the day. The 635 CSi found direct competition in the Porsche 928, which was powered by a 300 horsepower V8. This gave it superior performance to the BMW, but the lack of anything more than vestigial rear seating put it behind the 6-series in terms of interior comfort. Leather seats, dual-zone climate control and a well-developed suspension helped make the ride of the 635 CSi a fine balance between sport and performance.
This is not to say that the 635 CSi was a slouch in the performance department. The coupe could reach 60 miles per hour in 8.4 seconds and had a top speed of 135 miles per hour. A trailing arm rear suspension kept the car stable during high-speed cornering, despite the significant 3300 lb weight of the car. The 635 CSi could be had with a 4-speed automatic or 5-speed manual transmission. The BMW 635 CSi continued on the tradition of the 3-series on the race track, winning the 24 hours of Spa-Francrochamps and several European Championship races during the campaign of Schnitzer Team BMW. The driver was Gerhard Berger, who would go on to become BMW’s Director of Motorsport.
1989 was the final year for the 635 CSi, and it was considered the best year from an aesthetics perspective, at least in North America. American crash regulations had historically been stricter than those found in Europe, and as a result many of the European cars that had been imported had also been refitted with ugly steel bumpers which stuck out like a sore thumb in the front and the rear. For 1989, BMW was able to fit the 6-series with reinforced bumpers that also molded into the lines of the vehicle, greatly improving the overall look.
When production ended in April in 1989, BMW decided that the next iteration of their coupe would be much larger, with an emphasis on luxury instead of sport. The 8-series would take its place in the BMW model lineup, but it would have a much shorter run than the 6-series, as buyers were disenfranchised with the lackluster performance offered at such a high price tag. The 8-series was even heavier than the 6, and despite being equipped with a V8 and an optional V12 engine, there was no mistaking it for a serious performance vehicle. BMW put the coupe out of its misery after only a few years of production, waiting until the mid-2000’s to re-introduce a large coupe. This time, they used the 6-series moniker again and found much greater success.
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Bmw 650i

Bmw 650i
The 650i is considerably less aesthetically offensive than its predecessor; Bimmer’s booted bling for a more brand faithful return to understated elegance. They’ve enhanced the 6-Series’ strongest feature– its front end– by subtle tweaking the lower front bumper. The air intake is significantly wider than previous, and the borders at the bottom emphasize the car’s extra wide stance. Above, new LED lights form “eyebrows” over the headlamps, ditching Dame Edna’s glasses for a more austere look.
The biggest improvement lives where the 650i needed it the most: the rear. The “Bangle butt” rear deck has lost some of its mass and rises less steeply from the body. It’s also been slightly sculpted to bring an element of shape and style to what was once a blunt and hideous tail. As a result, the entire car gains coherence and loses affectation. It’s less stunt and floss and more Stirling Moss.
I’ve always appreciated the 6-Series’ curvilinear dash, which envelops the driver like a good cockpit should. BMW now offers an extended leather package (included with the pearl  effect cow hide) that covers the 650i’s dash and console with phenomenally plush leather. As an interior accent, it makes the world’s best seating material. The chairs still have annoying limitations to their range of adjustments, but the aforementioned leather and new active headrests helps make them incredibly comfortable.
BMW added a lot of bright work for 2008, with chrome accents on the steering wheel and transmission. Combined with Chateau red seats and carpets, the overall effect is twenty first century bordello. The audio system is superb, but the costly, non-adjustable heads-up display is set too low in the windscreen for easy viewing. The 650i's steering wheel is still pleasingly plump with shift paddles like those found in the 335.
I don’t know why BMW felt compelled to ruin a perfectly good shift knob design. The new electronic shifter is no goofier than iDrive, but not less either. Thankfully, BMW has rendered the iDrive multi-function wart superfluous except for navigation. You can now use six buttons (wasn’t eliminating buttons the point of iDrive?) to program functions which the wart made tortuous (e.g. changing the radio station). Plus, you can press the main HVAC controller and get into the same menus as iDrive. Can we skip to the bit where the wart evolves into history?
The 650i driving experience has gone from the ridiculous to the sublime. On the standard setting, the coupe eases away from rest like a limo. Even with the 19” run flats included with the sport package, the 650i’s ride quality is both firm and velvety. Unlike the previous 6– which provided lingering reminders of each and every impact– the refreshed model detects and dismisses road imperfections with casual ease. A new feature called “comfort stop” helps to minimize twitchiness whilst braking. Put it together and the new 6 has finally found its true métier as an interstate-compatible boulevardier.
That said, it still has stones. The “make your passenger’s head bob like a Halloween apple” setting is summoned via sport mode. Push the button and overly aggressive and jerky shifts are yours for as long as you can endure them. The button also summons the full Monty from a 4.8-liter V8 packing 360 ponies and an equal amount of low down grunt, accelerating this 3,800 pound two-door from rest to 60 mph in 5.4 seconds.
Equipped with the optional active steering system, the 650i’s helm is still somewhat remote, but a lot less clinically detached. Turn-in is more predictable, adhesion limits are high and the learning curve for carving the curves is a lot less steep. That said, one quick bend and you’ll know this heavyweight is meant for long distance love rather than a teenage nervous breakdown. The 650i’s exhaust note signals the car’s sporting character (or lack thereof); it’s authoritative from outside the car and muted and refined from within.
In short, the 2008 BMW 650i is a thoroughly modern GT, and you’d be hard-pressed to find a better one. There is nothing under $100k which compares, except perhaps the Jaguar XK coupe, which offers less performance and features. The 650i is not just better than been, it’s been transformed into a truly desirable ride. Once again, BMW has proved that evolution trumps expectation
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Bmw 5

Bmw 5
As you can notice, the exterior has only been retouched: changes to front and rear bumper, clear glass front headlights, new rear lights with LED direction indicators, new grille, new air intake in the front. There are also 5 new exterior colors and 6 new designs for the alloy rims.Internally there are new materials and trims, the i-Drive system has been changed (with direct selection keys for some functions) and there’s a new gear lever for the automatic transmission (the same as the new X5).As for the engines, we can expect the 535d to go up to 286 ps, the 525d to 200 ps, while in september 2007 the 520d should go from 163 to 177 ps. On the gasoline front, the 530i should go up to 272 ps, the smallest six-inline engine should be the one on the 523i (190 ps), while the 520i will get the 4 cylinder engine from the 320i (163 ps). The V8 engines on the 540i and 550i will remain unchanged, while the 535i with the 6-inline biturbo engine (306 ps) should be limited to the US market, as will the 528i (233 ps). Sales will start on march 24 2007.
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