Bmw 525d
Showing posts with label BMW. Show all posts
Showing posts with label BMW. Show all posts
Monday, August 1, 2011
Bmw 525d
Bmw 525d
Bmw 525d
Saturday, July 16, 2011
BMW M3
BMW M3
BMW M3
For 2011, the BMW M3 coupe and sedan are now available with a Competition package that adds a lowered suspension, 19-inch wheels, a wider track and reprogrammed electronic damping and stability controls. This isn't as hard-core as the previous BMW M3's Competition package, but it should still deliver
that much more handling acumen -- especially for those who track their cars.BMW M3 is a sports car that doesn't look like a sports car. It has too many seats, and one body style has too many doors. It has a usable trunk. You could drive it to Kansas in complete comfort. And yet the 2011 BMW M3 has a 414-horsepower V8. It goes from zero to 60 mph in 4.6 seconds. It stops from 60 so quickly your eyes may find themselves on an outbound journey from their sockets, and it sticks in corners with the tenacity of super glue. The BMW M3 truly is the sports car for people who still need the practicality (and/or anonymity) of a regular old sedan, coupe or convertible.
Of course this wolf in sheep's clothing nature is not new to the BMW M3, which has been kicking other sports cars in the teeth since the 1980s. The car's free-revving engines have always been a big part of that, and this latest BMW M3 is the first (and likely the last) to feature a normally aspirated V8. Essentially the M5's V10 with two cylinders removed, this manic 4.0-liter eight-cylinder sings a glorious wail at full throttle all the way up to its sky-high redline of 8,400 rpm.
BMW M3
The BMW M3 story isn't all about the engine, though. The ultimate "ultimate driving machine" must go around corners, and the BMW M3's brilliantly balanced and capable chassis gets the job done. There's a level of communication and involvement with the BMW M3 that makes you feel in complete control, and it's one that's increasingly being lost in the new world of electric power steering and selectable driver settings.
Indeed, the 2011 BMW M3 still stands as the most well-rounded choice in the hyper performance luxury car class. Audi offers the same body style choices, but its S4 and S5 trade some all-out performance for better civility, though the new RS5 should be a better match. Cadillac's CTS-V (now as a coupe and wagon, too) will outrun the BMW M3 in a straight line but isn't as agile around corners. The story is similar with the sedan-only Mercedes-Benz C63 AMG. Really, you can't go wrong with any of them. But if you really want a sports car that doesn't look like one, the BMW M3 is the only game in town.The 2011 BMW M3 is available in sedan, coupe and convertible body styles. Standard equipment includes 18-inch wheels, a limited-slip rear differential, automatic and adaptive xenon headlights, automatic wipers, an auto-dimming rearview mirror, eight-way power front seats (with manual thigh extender, adjustable side bolsters and four-way lumbar adjustment), leather-cloth upholstery, driver memory functions and a 10-speaker sound system with HD radio and an auxiliary audio jack. The BMW M3 coupe adds a carbon-fiber roof and split-folding rear seat, while the convertible adds a fully powered retractable hardtop and sun-reflective leather.The Cold Weather package adds heated front seats and retractable headlight washers. The Premium package adds power-folding auto-dimming mirrors, BMW Assist telematics, Bluetooth, leather upholstery and different interior trim. The Technology package adds in BMW M3 electronic damping control, M Drive adjustable settings, keyless ignition/entry, the iDrive electronics interface and a navigation system with voice controls and real-time traffic.BMW M3 most of the above items are available as stand-alone options along with 19-inch wheels, a sunroof (deletes carbon-fiber roof on the coupe), rear parking sensors, automatic high beams, power rear sunshade (coupe and sedan), a split-folding rear seat (sedan), satellite radio, an iPod/USB adapter and a 16-speaker premium sound system.The coupe and sedan can be equipped with the Competition package, which adds EDC (electronic damping control), 19-inch wheels with high-performance tires, a lowered suspension and different programming for EDC and stability control.A 4.0-liter V8 powers every 2011 BMW M3, sending 414 hp and 295 pound-feet of torque to the rear wheels. BMW M3 six-speed manual transmission is standard, and a seven-speed dual-clutch automated-manual transmission (M DCT) is optional. The latter offers manual operation via steering-wheel paddles as well as a full automatic mode. All M3s feature a specialized locking rear differential.
BMW M3
We've tested just about every variety of BMW M3. The BMW M3 coupe with traditional manual went from zero to 60 mph in 4.6 seconds, while the sedan with a manual and the convertible with M DCT did it in 4.8 seconds. With either transmission, EPA-estimated fuel economy is 14 mpg city/20 mpg highway and 16 mpg combined. A manual-equipped convertible gets 13 mpg city.Standard safety features for the 2010 BMW M3 include front seat side airbags, full-length side curtain airbags, antilock disc brakes, traction control and stability control. The convertible lacks the side curtains, but the regular front side airbags extend up to head level, and there are also pop-up rollover hoops. Braking is phenomenal -- in our 60-0-mph braking test, the BMW M3 came to a halt in just 100 feet, which is among the shortest distances we've ever recorded.The BMW M3 itself has not been crash-tested, but the 3 Series sedan scored four stars (out of five) for frontal impacts for both driver and passenger in government tests. It garnered a perfect five stars for side impacts for both front and rear occupants. The Insurance Institute for Highway Safety crash tests gave the BMW M3 3 Series sedan "Good" ratings (the highest possible) in both frontal-offset and side-impact crash testing, although the convertible received a second-lowest "Marginal" score.The BMW M3's sport seats are at once outstandingly supportive in hard driving and among the most comfortable we've sat in for long trips. BMW M3 backseat is a bit cramped, however -- expected in the two-door models, but not in the sedan, which trails rivals from Audi and Mercedes in rear headroom. In the coupe, an automatic seatbelt arm delivers front occupants their belts, eliminating the need for torso-twisting maneuvers. TheBMW M3 convertible's heat-reflective leather does a wonderful job of keeping the seats from absorbing too much heat from the sun with the top down.Build and materials quality inside the BMW M3 are excellent. However, the overall design lacks visual interest despite the availability of metallic and wood accents. The current version of iDrive -- mandatory with the optional navigation system -- is the best yet by far, featuring extra physical buttons and a revised menu structure for much more intuitive operation. From the driver's perspective, there's a notable lack of bins and cubbies in which to store cell phones, wallets and the like, especially if the iDrive controller has been equipped, as it replaces the storage nook on the center console.
courtesy by http://www.edmunds.com/bmw/m3/2011/
Thursday, July 14, 2011
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.
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.
Subscribe to:
Posts (Atom)
