viernes, 27 de septiembre de 2013
The BMW 1 Series comes back to focus. The first rumor of a 1 Series sedan started back in 2012and over time several reports surface to indicate that BMW is indeed planning a small premium sedan.
The latest report comes from Automotive News which says four-door model is built internally under thename NES (New Entry-Level Sedan) and it makes use of the upcoming front-wheel drive architecture which will be used in many models by BMW, including the second generation X1.
“The NES is integral to our growth plans,” a BMW insider source revealed. “It will be an important pillar in the future 1-series lineup, particularly in the U.S. and China, where sales of small premium-brand are on the rise.”
BMW and its 1 Series Sedan will enter a premium market along with the Mercedes-Benz CLA and Audi A3 Sedan, both vehicles that also use a front-wheel drive setup. The FWD platform (UKL) was recently previewed in the BMW Concept Active Tourer and the same one will be used in the F56 MINI. The platform also provides the ability to use an setup, a successful combination for BMWsedans.
The new MINI will premiere in November at the 2013 Los Angeles Auto Show.
Due to launch in 2017, the BMW 1 Series sedan will precede the third-generation 1-series hatchback, whose current rear-wheel drive will be replaced by front-wheel drive.
The NES is described as being in the strategic planning stage, in which designers and engineers are asked to lay down preliminary guidelines for the new model. The following step will be issuing a new official codename.
Under the hood, the 1 Series Sedan will carry either three- and four-cylinder inline direct-injection petrol and common-rail diesel units. A hybrid version might follow as well.
miércoles, 25 de septiembre de 2013
BMWBLOG Exclusive: 2015 BMW M3/M4 First Taxi
We ride: F80 M3 and F82 M4
Where is M taking its two chief ambassadors this time?
Yes, I intend by “chief ambassador” the M3…and the (now) M4. BMW brought me to the heart of BMW vibrations and set all its latest tech info loose on my brain at their new Driving Academy Center at the old airfield at Maisach outside of Munich. Cones were everywhere mapping out forced obstacle courses, the F80 M3 and F82 M4 just snickering at what was about to happen. Even the Pebble Beach F82 painted Aurum Dust green/yellow was present to join in the sinister proceedings.
I was going to get as close as anyone yet to steering these around a circuit myself. My DTM driver for the few allowed laps was Dirk Werner and he made certain to put all onboard functions on Sport Plus alert mode. But first, I had to be ushered around a few lengthy workshops on tech wizardry in naked white spaces. Very German, very clinical, all meant to starkly juxtapose with the emotions of the great German premium Bimmer bombing run that awaited me outside in the perfect sunshine.
Both Norbert Siegl – M3/M4 Program Manager, Engine – and Albert Biermann – VP, Engineering M – told me first that the weight-loss regimen had been in place for the development from the start, the goal being to meet or beat the weight figure for the E46 M3, i.e. sub-1,500 kg or 3,300-ish pounds. The other point they were eager to press is that these new-gen cars took more inspiration from the racing GT2/4 and GTS street model of the E90/E92/E93 fourth generation. Big boast and I awaited convincing.
The new i division and M have essentially been working together a bit on CFRP innovations, and all admit that M actually led the way on much of what i engineers eventually started to think possible. The roof, roof center bow support, front fascia, rear fascia, trunk liner pieces, and sexy front strut brace are all in CFRP to save weight and add rigidity to the whole. Then bits like the new oil sump to the “S55B30 Variant” (current placeholder name) inline TwinPower Turbo six is in magnesium. I’m already impressed and sort of want to get to it out there with my fast friend Dirk, but there’s a bunch more.
Herr Siegl recounts that the inline-six BiTurbo setup in place of the naturally-aspirated V8 saves nearly 25 pounds right off the bat over the front axle, plus that the new smaller unit can be placed physically further back in the bay. You’ll note that that newly developed TPT assembly (18.1-psi max boost and supplied reportedly by Honeywell) is right down at the bottom and rearward of the S55B30, mated like twins to the exhaust manifold. This just screams as the exhaust gases that get recirculated have just about an inch to travel before getting sucked and spun on their way to power and torque freakdom. The large intercooler now sits atop the engine, not only making the power bulge on the hood actually a necessity, but again screaming efficiency as the air to the intakes stays nice and cool as possible, versus traveling all the way from the formerly front-mounted intercooler and heating up along the way.
How can this BiTurbo setup hang on to a redline at 7,500 rpm (7,600 rpm absolute limit), create 424 SAE horsepower and what is likely to be also about 420 pound-feet of torque? And that power maxes at around 7,300 rpm, the torque lasting from about 1,800 rpm through to 5,200 revs. Well, you take the S55 and make it nearly friction-free for one thing. The crankcase is a number of degrees more stable under pressure, the crankshaft is of beefed-up forged steel, an additional return-flow oil pump is installed and a turbocharger suction system also that makes certain all circulated oil gets back to the sump instead of lingering in the turbo. A chief goal here has been to minimize the dethrottling characteristics of the engine by creating as few possible obstacles to the intakes.
Check out a photo or two of the underbody action. The aero downforce and cooling traits of the underbelly have both been enhanced. I noticed particularly the standard locking rear differential and its enormous cooling vanes. This differential needs to work harder than ever as there is now a drift sensor which senses drift and immediately locks things up. This in theory should make constructive controlled oversteer particularly satisfying.
The other key issue under here with Herr Biermann was that now the front and rear (especially rear) axle carriers are now bolted directly to the chassis and not via dense rubber bushings anymore. Hence the added ties to the motorsports world, among other details of course.
I was ready for the outdoors and Dirk now.
I’d already been out here on a similar obstacle course with the little i3, but this day with the M3 and M4 was going to be a little different I assumed. Everything on the cars was set by the racer boys to full Sport Plus and no DSC/DTC etc. Standard wheels are lighter 19-inch forged alloys and the tire set was Michelin Pilot Super Sport – 255/35 ZR19 92Y and 275/35 ZR19 100Y. Brakes on all prototype mules were the optional carbon ceramic set at 15.7 inches front with four-pots and undisclosed diameter rear discs with two-pots. In an interesting sign of something, I figured, every tester was set up with the all-new ZF six-speed manual shifter with twin-plate clutch. If the seat of my pants is to tell anything, this new box is even better for playtime than the outgoing Getrag six.
With widened tracks and lowered chassis hunkering down for the run, we smoked the launch right away and were tearing it up through innocent families of cones. In short order, I felt what the difference was essentially. The rear quarters are simply sensational now and you can absolutely shove this mother around without getting things too easily floaty as they have been up to now. It’s almost eerie in that the power and torque pile on, you should be gracefully dancing in weight transfers, but you’re more ripping and tearing at the tarmac and not budging much from your line. My only worry in all of this as a tad of a purist is that now anyone can drive the M3 or M4 like a DTM racer and pretty much get away with it. It seems like there’s so much more to be stuffed into those tires at every corner thrust. And the absolute new sturdiness at the wider front is also clear thanks to the new strut brace keeping side-to-side wag to a minimum.
And, of course, the exhaust – neither Boysen nor Faurecia this time around – is art. All four pipes are open always, so again there is no inefficient Jekyll-Hyde on/off switch happening, just as there is no typical cylinder deactivation going on in the engine thanks to Double Vanos and Valvetronic acting as a better rheostat-like valve monitoring system instead. So, all remains as smooth as I was hoping in these new cars, but they are striking me as kickass as the V10-powered M5 did when I first drove it. Sincerely.
Would have been really nice to try a ride with the M-DCT seven-speed automated, but no such luck. And the guys wouldn’t confirm or deny yet whether North America might get the manual.
Deliveries start at the beginning of spring 2014 after the world debut for the production versions of the M3 and M4 at the Detroit show in January. Pricing ought to be around $60k for the M3 and around $65k-plus for the M4 coupe.
Will these be the best mid-size Ms ever? That sort of declaration is always up to the owners and aficionados to decide on their own. This is a passionate pair, though.
Engine: 3.0L i6 BiTurbo
Power: 424 HP / 400+ LB-FT
Transmission: 6-speed manual or 7-Speed auto
0-60 mph: 4.0 Seconds (est.)
Top Speed: 155 mph
Drivetrain: Rear-Wheel Drive
Curb Weight: 3,500 LBS (est.)
Base Price: $60,000 M3 sedan; $65,000 M4 coupe (est.)
viernes, 20 de septiembre de 2013
BMW Displays X5 eDrive Concept at Frankfurt
BMW introduced the concept X5 eDrive at he Frankfurt IAA show, as a continuation of BMW’s hybrid offerings. Utilizing the 2014 X5 SAV as its base it differs a bit from previous mild hybrid offerings from BMW in that it is a plug-in hybrid.
The X5 eDrive utilizes the N20 four cylinder, direct-injected, turbocharged gasoline engine and a 70kW electric motor and battery pack for motivation. This differs from the existing 5er in that the X5 eDrive makes do with two less cylinders and nearly doubles the power of the electric motor.
BMW was sparse with the details of the gasoline engine, electric motor, battery pack arrangement, but it isn’t unreasonable to believe that it is similar to the layout of the 5er hybrid. If so it would utilize an electric motor in the nose of the transmission, rather than a torque converter, and the. There was no specific indication of the capacity of the battery pack but it is possible that it is a bit more than 5 kWh and probably less than 10 kWh.
BMW specifies a 30 km range (about 19 miles) on pure electric power alone, enough to get back and forth from shopping in an urban environment for example. And it can run in strictly electric mode at speeds up to 75 MPH. However, your range will diminish accordingly.
To manage battery capacity BMW has created three drive modes for the X5 eDrive, Intelligent Hybrid, Pure Electric, and Save Battery. It is the Save Battery mode that highlights how BMW expects the vehicle to be used. Going into Save Battery mode restricts the use of battery capacity – allowing for a reserve to complete a journey in pure electric mode inside a city core for example.
One aspect of the design cues caught our attention, BMW is using what they call iBlue accents on the X5 eDrive. Expect to see more i-branding on BMW’s hybrid offerings in the future.
viernes, 13 de septiembre de 2013
Video: BMW Press Conference at 2013 Frankfurt Auto Show
The highlight for BMW at the IAA this year will be the BMW i premieres: the pure electric BMW i3 and the plug-in sports car, the BMW i8. But the other world premieres were also prominently displayed and were also part of BMW’s biggest press conference to date.
While with every auto show we have become accustomed to the typical BMW press conference held at the official stand, this year’s event has taken by surprise. BMW has rented an additional large hall at the Frankfurt Messe where hundreds of journalists, and not only, gathered to see an hour long press conference that has delivered on its promises.
Along with all the new models presented, we also had the chance to see the winning M3 DTM car and its champion, Bruno Spengler who made a spectacular entrance.
As in 2011, the BMW Group and its BMW, MINI and Rolls-Royce brands are found under one roof with more than 10,000 m2 of space in Hall 11, and also for the first time the three press conference were combined into one, showing the synergy between the brands.
A great show that will be hard to top it off, but we’re hoping to be proven wrong.
Here is the entire video:
miércoles, 11 de septiembre de 2013
2013 Frankfurt Auto Show: BMW X5 Plug-In Hybrid
The new BMW X5 plug-in hybrid makes its debut today at the 2013 Show. The BMW X5 eDrive Concept uses a combination of a combustion engine couple with an electric motor that can provide driving autonomy.
The BMW eDrive system consists of a four-cylinder combustion engine with BMW TwinPower Turbo technology and an electric motor. The 70 kW/95 hp motor sources its energy from a high-voltage lithium-ion battery. It can be charged from any domestic power socket and has sufficient capacity to enable the car to travel up to 30 kilometers (19 miles) solely on, generating zero local emissions in the process.
The high-voltage battery developed for the BMW Concept X5 eDrive is mounted in a particularly crash-safe position underneath the load area, whose capacity remains virtually unchanged as a result. There is a choice of three driving modes, depending on requirements and situation – the intelligent drive option for an optimum balance between sportiness and efficiency; pure electric and therefore emission-free driving; or Save Battery mode to maintain the current battery charge.
The kidney grille slats,bars and the inlay in the rear bumper – all in the BMW i developed for the BMW i brand – present an appealing contrast to the Silverflake metallic exterior paintwork. The BMW Concept X5 eDrive also comes with specially designed roof rails, a connector for the charging cable that lights up during charging, and 21-inch light- in an exclusive, aerodynamically optimized design.
BMW has yet to announce if the X5 eDrive concept will translate into ain the near future.
Engine: Four-cylinder turbocharged
eMotor: 70 kW/95 hp
eDrive Range: 3o km (19 miles)
CO2: emissions of under 90 grams per kilometer
Top Speed (electric mode): 120 km/h ) (75 mph)
Fuel Consumption: 3.8 liters per 100 kilometers (74.3 mpg imp)
100 km/h (62 mph): under 7.0 seconds
Color: Silverflake metallic exterior
Driving Modes: intelligent hybrid drive option for an optimum balance between sportiness and; pure electric and therefore emission-free driving; or Save Battery mode to maintain the current battery charge.
Charging: domestic power socket, a Wallbox designed to offer stronger currents or a public charging station
lunes, 9 de septiembre de 2013
2014 BMW 428i – Video Review
UK magazine WHATCAR? reviews the new 2013 BMW 428i.
In the U.S., the price for the BMW 428i starts at $46,000. The BMW 428i Coupe is powered by a 2.0 liter inline-four which makes 240 horsepower and 255 lb-ft of torque. From 0 to 60 mph the 428i Coupe is expected to run in 5.6 seconds.
The 4 Series Coupe is offered with pre-defined “Lines” of options, in this case, Modern (in Europe), Luxury, Sport and M Package.
The 4 Series is available with the following exterior paints: Alpine White, Jet Black, Black Sapphire, Estoril Blue, Glacier Silver, Mineral Grey, Midnight Blue, Liquid Blue, Orion Silver, Imperial Blue, Sparkling Brown and Melbourne Red. Inside the car, based on the preferred Line, BMW will offer a variation of colors and trims.
miércoles, 4 de septiembre de 2013
2013 BMW M6 Coupe – BMWBLOG Test Drive
It’s the Coupe of Coupes
The 2013 BMW M6 is the 3rd generation of the 6 series coupe that has gotten the M treatment. This is BMW speak for their Motorsports division and all of the additional performance items that the car brings. By far, the 2013 BMW M6 is the best one yet! Gone is the heavy and thirsty V10, replaced with a lighter, and higher powered 4.4 liter, V8 twin0turbo engine that makes the latest M6 a joy to drive.
The M6 is on the verge of being “out there,” with its 20 inch M light-alloy wheels, carbon fiber roof, quad exhausts and air intakes that can swallow a small village. This is not an understated coupe. Yet, all together, the look works, without the risk becoming boy racer-looking.
Once inside, the interior captivates you, with the sumptuous double stitch leather and simple yet elegant layout, the M6 mixes elegance and performance quite nicely. The thick rimmed steering wheel is perfectly sized, offering the full range of switchgear one expects from a . There is a configurable Head-Up display, which is a nice touch. The high-center infotainment screen is large and offers excellent viewing, regardless of the sun angle. Menu navigation is managed by the BMW iDrive system; one that takes a bit to get used to, but once you’ve fiddled for a few minutes, it does become fairly intuitive to use.
One thing we always enjoy about BMW is the wonderful tactile sensation all the buttons and switchgear offer. For me, BMW is the gold standard in this area. Rear seats are more for occasional use, yet comfortable for small people or kids. Trunk is surprisingly large and well appointed. One novel trick is the backup camera placement. Can’t see it? Maybe it would be a good bar bet with your friends to ask them to tell you where it is. Surprise, it’s hidden behind the roundel emblem. BMW’s iconic emblem does double duty as the manual trunk release in addition to being the electrically operated lens cover. I love it!
Touch the start button and the wonderful sound of the V8 resonates with authority. The transmission is an M double clutch system that also has a launch control feature. There is no doubt, the M6 can put the power to the ground, thanks to the incredible level of technology and engineering that is active yet hidden.
Driving the M6 is an effortless experience, interestingly enough, several times I noticed that when looking at either the speedometer or the information on the head-up display you begin to doubt if the information is really true. Yes, it’s that fast and that effortless. Cornering is amazingly agile, more so considering the size of this coupe. Stopping is as if the earth stopped rotating, thanks to the wondrous technology of the M Carbon ceramic brakes. Acceleration, especially when the “M” Button is used, is nothing short of breathtaking.
Comparables (if there are any) include: Jaguar XKR-S, Aston Martin Vanquish, Maserati Gran Turismo, Mercedes-Benz CL65 AMG and the Cadillac CTS-V Coupe.
Regrettably, my time with the mighty M6 came to an end all too quickly. The toughest part was giving back the key after one week and 500 miles of wonderful driving! As it left my driveway, all I could think of was….The M6 makes anything else on the road seem like beige appliances.
- MSRP: $106,100.00 | MSRP (As Tested): $123,345.00
- Available: Now
- Fuel Economy (Observed): 19.3 MPG
- Engine: 4.4 liter, V8 twin turbo, 560 HP
- Popular Options: Black Merino leather, M Carbon Ceramic Brakes, 20” light alloy wheels,
- Head-up Display.
By Juan Robbin | www.motoringstyle.com