Base price: $33,875
Engine: 3.0-liter in-line six with Valvetronic, 230-horsepower, 200 lb-ft
Transmission: Six-speed automatic
Length x width x height: 171.7 x 68.8 x 55.6 in
Wheelbase: 104.7 in
Curb weight: 3494 lb
Fuel economy (EPA city/hwy): 18/28 mpg
Safety features: ABS, traction control, Electronic Stability Control, front and side airbags, tire pressure monitoring system
Major standard features: Power windows, doors, and mirrors, AM/FM/CD/MP3 audio system, keyless entry with alarm, alloy wheels, auto climate control, tilt/telescope wheel, power leather seats, power cloth convertible, rain-sensing wipers
Warranty: Four years/50,000 miles

How small is too small? That’s the question American automakers and auto buyers alike are asking these days. The bigger the better, or so goes the traditional way of reasoning, and nowhere is that more true than in the luxury market, where a driver’s personal success was long measured by the sheetmetal inch.

Rising fuel prices, concerns about global warming, and general social trends have begun to shift our way of thinking, as they already have our motoring cousins abroad. The original Baby Benz, and later the Mini and Audi A3, have begun to reshape our perceptions of luxury. And now comes BMW’s redefining 1-Series coupe and cabriolet.

Of all the major luxury brands, perhaps no nameplate is more suited to downsizing than the Bavarian marque. True, BMW’s big 7-Series rivals the best of the breed, but the heart and soul of the brand is its compact 3-Series. And the 3-er itself is heir to the legendary 2002, upon which the new 1-Series is modeled.

Pulling power
Since it’s not that much smaller and not a lot lighter, the 1-Series really needs some pulling power. The European version we got to drive was equipped with a 3.0-liter in-line six with Valvetronic variable valve timing that makes 218-horsepower and 199 pound-feet of torque. It’s a peppy package that delivers plenty of acceleration, right off the line, launching from 0-100 km/h (62 mph) in 6.8 seconds.

Our 125i felt very well connected to the road. Steering was precise and predictable. But as much as we liked the enhanced EPS technology, it was not quite BMW. There’s a subtle, seat-of-the-pants difference that remains unmistakably obvious, even if only in the most aggressive turns. So, we’re glad to see the maker stay with hydraulic power assist for the U.S. versions of the 1-Series.

BMW cars

The 635d has a straight-six twin-turbo 3.0-litre turbodiesel that’s hard to fault. It offers even more torque than the V10 M6, and there’s no arguing with 0-60mph in a mighty 5.7 seconds. On the road, it feels extremely fast, especially in kickdown. However, it’s the effortless nature with which it gains speed that really impresses, while the engine remains unruffled even when pushed hard. Through corners, the BMW continues to impress. There’s lots of grip, the steering has good feedback and it remains composed. However, this involvement does lead to a firm ride and a surprising amount of road noise. It’s not comfortable enough to be a true GT.

The diesel 6-Series is a take on the two-door, 2+2 luxury coupe that BMW expects to account for three-quarters of UK sales. It’s a significant car alright. It was launched in 2007, along with a facelift for the entire 6-Series range. Now the controversy over the car’s styling has worn off, it’s easy to appreciate what an aggressive, distinctive-looking machine it is. This visual impact is likely to appeal to younger buyers. The 635d is available in both coupe and convertible guise, with a choice of two trims – standard and Sport, the latter offering more focused suspension, larger wheels and delectable sports seats. There currently isn’t a premium two-door diesel rival, but Mercedes offers the four-door coupe CLS in diesel guise, and there are also oil-burning versions of the cheaper Audi A5. No Jaguar XK diesel yet, though.

Like all BMW models, build quality is immaculate, but there are grips. There’s a lack of stowage, and the iDrive control system is fiddly – though eight programmable buttons do make things easier. The 635d is well suited to accommodating two people as well – the cabin is spacious up front and the electrically adjustable, figure-hugging seats of the Sport model offer excellent support and comfort. However, the two-door body means access to the rear is tricky, and the seats themselves are cramped. The BMW is also expensive, as are options – so it’s a good job retained values are rated at well over 50 per cent. It’s also economical, as you would expect from a diesel. Even during testing, it averaged over 30mpg, with 37mpg potential on a cruise.

[source:AutoExpress]

Used BMW car

It’s a blend of the portly convertible we drove last year, and the edgy, electric V-8-powered GT BMW dropped on us last fall in the Spanish countryside. BMW’s confirmed an M3 Convertible will join its lineup in Europe in the near future, and while preparations to bring the car to the U.S. aren’t complete, technical details of the new convertible have made their way on the Interwebs.

The M3 Convertible starts with the M-essentials, shared with the coupe and sedan sportscars already available from BMW. The powertrain for the new vehicle will be based around BMW’s 4.0-liter, which develops 420 hp in European spec, along with 295 pound-feet of torque. It’s a light-alloy block manufactured alongside BMW’s Formula One engines and weighs 445 pounds, 33 pounds less than the six-cylinder engine in the previous-generation M3. European-spec engines also feature regenerative braking.

Outfitted with a six-speed manual gearbox, the M3 Convertible should dash to 60 mph in less than 5.3 seconds; the stock M3 coupe delivers the same scoot in less than 4.8 seconds. Both coupe and convertible (and coordinating sedan) are limited to 155 mph.

Like the 3-Series convertibles, the M3 Convertible offers up a retractable hardtop with a steel frame and a three-piece roof system. The lid flips and stores itself in the trunk in 22 seconds, and is paired with a wind deflector and a specially programmed automatic climate control for open-air driving.

With the extra heft of body stiffening measures and the top mechanism, the M3 Convertible’s put on a few hundred pounds more than the coupe. So the Convertible version of the M3 gets a retuned suspension, along with body reinforcements and a high-performance braking system.

New BMW M3
Used BMW M3

(from Hartge Press Release) HARTGE HUNTER splendour X3 as expertly off-road vehicle

As a successful race driver and team manager on the international stage, Herbert Hartge applies motor sports technology know-how into each of his BMW-based vehicles. The reason a racy all-wheel-drive vehicle is now fully suitable for hunting on even the most challenging terrain situations, lies not only in the fact that hes able to fall back on a wealth of gathered rallye sport experience: Herbert is truly an avid and passionate hunter.

The modified X3 renders his passion. As HUNTER it embodies a fine sleek manner of moving expertly and stylishly over rough and smooth. The necessary ground clearance of 23 cm is provided by longer spring/damper units, additional front spacer blocks and very good all-terrain-pneus (255/55 R 18) which are mounted on HARTGEs CLASSIC 2 light alloy wheels.

The full range of HARTGE performance enhancements naturally extend to the version for the bhp-spoiled hunters society. In the 3.0sd 335hp/246 kW (factory 283 hp/210 kW) blow the mort through the hunting horn. The power-plus is gained through tuning of the electronic control unit (ECU): within technical territories tuner HARTGE is already a famous hunting authority.
Automatic differential locks on both axles ease the HUNTERs ability to stalk through difficult terrain. Stainless steel grating protects and guards the radiator from damage due to thick underbrush or rocks.

Again, this X3 clearly demonstrates its supremacy on off-road terrain. HARTGEs HUNTER enriches the hunting scene as an off-road vehicle, which in contrast to the British Landy or German G-Class cuts a fine figure onroad as well with speeds up to 210 km/h (dependent upon tyre manufacturer).

New Bmw X3 cars

What’s special about it?
In case you haven’t noticed, German’s carmakers aren’t big on the idea of hybrids. Sure, BMW and Mercedes-Benz collaborated with GM on the two-mode hybrid transmission, but what they would really like to sell you is a car like the 2009 BMW 335d. Yes, that “d” stands for diesel and although BMW already sells several diesel models in Europe, only now has emissions technology advanced enough to get the EPA’s seal of approval in all 50 states.

This is a good thing, as the BMW 335d’s twin-turbo 3.0-liter inline-6 generates a healthy 265 horsepower. More impressive is the staggering torque output — 425 pound-feet at just 1,750 rpm. So in other words, the 335d’s inline-6 generates as much torque as Chrysler’s 6.1-liter Hemi V8. It’s enough power to get the 335d from zero to 60 mph in just 6.2 seconds, BMW claims. All that power doesn’t torpedo the 335d’s fuel economy, as BMW claims mileage figures of 23 mpg city and 33 mpg highway.

To assure the required exhaust cleanliness, the 335d features a complicated three-piece emissions system which consists of an oxidation catalyst, a diesel particulate filter and a Selective Catalytic Reduction (SCR) catalyst. It’s the injection of what BMW calls AdBlue (otherwise known as ammonia) within the SCR catalyst that makes this engine cleaner than your average diesel.

Such a system has been the subject of some debate for years, as it introduces yet another fluid that needs refilling. BMW says not to worry, as the 335d’s two urea tanks should provide enough AdBlue to last until a typical oil change is needed. It will be added as a part of BMW’s standard maintenance program, so you’re good for the first 50,000 miles. No word on what happens if you don’t fill the tanks after the free maintenance period is over.

© Source: edmunds
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What’s this? Please, oh please let it be true! Is BMW really thinking about dropping that accursed iDrive?

I sure hope they are … I know what they’re trying to do, what with all the new systems and nav screens and what not, why not just have them all in one spot? Why not just have everything from the radio to the heaters to the trunk warmer all controlled from one central screen and controlled by one big knob?

Because you end up staring and a screen and navigating through page after page after page after page to turn something off, or on or just to make it stop.

That’s why.

Or at least that’s my impression form my limited involvement with The System (and when the hell did things like heater controls end up being A System? I swear, it’s a cable that lets more or less coolant into a heat exchanger, why make it so complex? Why? Why? Why?).

Anyway (and this we call “burying the lede” in journalism), the current rumor making the rounds (and more on tech sites that car sites, and that oughtta tell you something about the state of things right there) is that BMW is going to completely drop the iDrive for a completely new one designed by Apple.

Yes. THAT Apple.

The iPod guys.

This could be very interesting to watch.

(Oh, and just in case you’re wondering, I don’t have anything really for or against BMWs, I’m just against poor design and poor ergonomics or abysmal UI design).

The German tuners all about powerful precision have put together one heckuva package for the BMW M5. They’re calling it the Hurricane and they’re claiming the $130,000+ package (or if you don’t own the M5 already, just buy the package plus an M5 for a mere $352,584) makes the M5 the “fastest and most powerful street-legal BMW.”

It’s hard to argue with those numbers when you’ve got a five-liter V10 engine under the hood with G-Power’s own “EVO II” supercharging system capable of delivering a reported 730 HP and a top speed of 211 MPH. That’s one fast

© Source: jalopnik
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