The BMW X1 is an urban crossover, part compact SUV and part estate car. However, the emphasis is clearly on the ‘car’ part in terms of its ride and handling. The exterior design initially struck us as somewhat quirky, but having spent more time with the car, its looks have grown on us to the extent that we now find it quite appealing. Fitted with the optional 18-inch alloy wheels, our X1 xDrive20d looked positively cool.

From the driver’s seat the X1’s height is a little deceptive and the car quickly shrinks around you when stopped at the lights with a Qashqai, Tucson or Sportage driver looking down at you. Never mind though because with Jack Parow’s ‘Cooler As Ekke‘ playing on the excellent sound system, you won’t even bat an eye-lid. The sound system is just one of countless high quality components of the new BMW X1. Other gadgets include BMW’s iDrive infotainment system that includes satellite navigation, park distance control, an in-dash colour display as well as hard drive storage for your music collection.

The interior styling is modern and uncluttered, while still making all functions easily accessible to the driver. As expected, build quality is superb and the X1 has a definite feel of solidity to it. The X1 is luxuriously appointed and includes leather-covered seats, the front are electronically adjustable as an option; leather-covered multi-function steering wheel; automatic dual-zone climate control; a retractable front armrest and of course that 12-speaker sound system we mentioned earlier.

From a driver’s perspective, the elevated seating position gives a good view of the road ahead, while the car still feels wrapped around you – as opposed to a feeling of being perched on top of the car. The interior feels spacious and offers many storage areas for personal items – we like the practical elements, such as elastic bands in the door pockets and the rubber bands on the floor of the boot for securing items. The rear benchseat has space for three and the backrest folds down in a 40/20/40 split. With multiple angles of inclination, the backrest can be folded down to offer a range of cargo space from 420 to 1 350 litres. Adding a touch of luxury to our test car was an optional, electrically operated, panoramic glass roof. The xenon headlights with their automatic washing system worked very well, however, they are an additional cost option over the standard halogen units.

Safety-wise the BMW X1 comes standard with front, side and head airbags, adaptive brake lights and daytime driving lights. A multitude of electronic safety aids are also present in the form of Dynamic Stability Control and Dynamic Traction Control, ABS anti-lock brakes, Dynamic Brake Control and Cornering Brake Control. In the event of an accident the X1’s crash sensor serves to control activation of the airbags, turn-on the hazard lights, unlock the doors, activate the safety battery terminal and deactivate the fuel pump.

The BMW X1 xDrive20d’s thrust comes from a 2,0-litre turbocharged diesel engine. The 4-cylinder unit features a lightweight aluminium crankcase, has variable intake geometry on the turbocharger to reduce lag and uses common-rail direct fuel injection. The result is maximum power of 130 kW and torque of 350 N.m from 1 750 r/min. If you’re looking for a sporty drive, then the 150 kW xDrive23d is the model to go for, however, the xDrive20d offers a good compromise between power and economy, with a claimed 0 – 100 km/h sprint time of 8.4 seconds and average fuel economy of 6,2 l/100km. The engine is surprisingly vocal when idling, but as soon as you’re moving it isn’t nearly as pronounced. With a generous amount of torque the engine is a pleasure to live with and is smooth throughout the rev range. There’s a short amount of turbo-lag when pulling off, but otherwise the engine responds well to throttle inputs.

The 6-speed automatic steptronic transmission that was fitted to our test car is a R16 000 cost option, but one that’s worth paying for as the manual box we sampled on the launch felt a little awkward. For the extra money you get a gearbox that performs its duties smoothly, quickly and efficiently, complimenting the diesel’s torque. As a result, overtaking is done quickly and safely. And, while the performance of the drivetrain won’t set your heart racing, it does an excellent job of following driver input without a second thought.

The X1 offers a sportier ride than one might expect. The speed-sensitive power steering is taught at all times giving a positive feeling of control. The suspension is rather firm and on bumpy roads can become unpleasant, but for the majority of road conditions the X1’s ride is comfortable and reassuring in its connection with the road. The chassis is well balanced and torque distribution of the xDrive system is 40:60 front-to-rear. In corners the system sends more power to the rear axle in the interest of extra agility and to avoid understeer. When exiting the corner, the system reverts to the standard 40:60 power distribution to achieve better drive.

Between the permanent all-wheel drive and the suspension characteristics, the X1 handles well and is fun to throw around a set of corners. With 194 mm of ground clearance the X1 won’t be doing any serious off-roading, and in fact we’d say its far too pretty for that. The X1 will serve perfectly well traversing the occasional dirt road, launching the boat at the dam or making its way down sandy tracks to your favourite surf spot, but it’s not the car to get you over sand dunes or through the Okavango.

The BMW X1 offers a great compromise between sophistication, style, practicality and fun – especially the xDrive20d with its blend of economy and performance. It’s a car that will appeal to the young exec who works hard during the week and enjoys leaving the rat-race behind on the weekends with an active lifestyle.

What we like…

• Compact exterior dimensions with a practical and roomy interior.
• Enjoyable handling.
• A littler ‘X’ at a littler price.
• The compact air compressor tucked away in the boot (now standard on all BMW’s).

What we would like….

• An autohold feature for the automatic parking brake.
• Slightly lighter steering at slow speeds.

Following the announcement of their new X3, BMW has released details of the M Sports package for the new SAV.

Outside, the BMW X3 M Sport features a monotone appearance thanks to a colour-coded body-kit that includes re-styled bumpers and side skirts. Other accessories include 19-inch light-weight M alloy wheels, ‘Shadow Line’ trim on the window surrounds/roof rails and optional Carbon Black metallic paint, available exclusively with the M Sport package.

Inside, BMW adds an M sports steering wheel, an M gear knob, gearshift paddles (on the xDrive35i with the eight-speed automatic transmission), sports seats, ‘Pearlpoint’ cloth / leather upholstery, and an anthracite roof liner.

Dynamically, the package has a sport suspension (with stiffer dampers) and variable sports steering.

Pricing information hasn’t been released, but the M Sports package will be available to European buyers during this second quarter of 2010.

BMW has unveiled the all-new 2011 BMW X3 with a new engine line-up, eight-speed automatic transmissions and more technology to make it safer, better on the road and kinder to the environment.

At 4.6 meters long, 1.8m wide and 1.6m tall, the new X3 is slightly larger in all dimensions than the model it replaces, while the wheelbase has also grown by 15 mm to 2 810 mm.

Luggage capacity is now 550-litres (up from 480-litres) and swells to 1 600-litres with the 20:40:20 rear seats folded completely flat.

A petrol and a diesel variant of the new X3 will be offered from the vehicle’s launch, with more models set to follow in the future.

The 2.0-litre xDrive20d delivers 135 kW of power and 380 N.m of torque (up 5kW and 30 N.m from the outgoing model), and accelerates from 0-100km/h in 8.5 seconds. Available with both a standard six-speed manual transmission and the new eight-speed automatic, the Euro V-compliant xDrive20d uses a tidy 5.6 litres/100km of fuel on the European combined cycle and emits 149g/km CO2 (147g/km for the auto).

The xDrive35i is powered by a 3.0-litre TwinPower Turbo petrol engine which generates 225 kW and 400 N.m (up from 200 kW and 315 N.m of the xDrive30i). The eight-speed auto is standard and combines for a 0-100km/h time of 5.7 seconds, fuel consumption of 8.8 litres/100km and CO2 emissions of 204g/km. The xDrive35i’s 245 km/h top speed is 35 km/h faster than that of the diesel.

Mated with the automatic transmission for the first time is Auto Start/Stop, which turns off the engine when the vehicle stops and restarts when the driver takes their foot off the brake pedal. Auto Start/Stop is also standard with the diesel engine.

Electronic power steering including BMW’s Servotronic function for speed-dependent power steering is also incorporated into the X3 for the first time, improving the vehicle’s handling and precision.

As expected, six airbags, stability control, dynamic traction control and hill descent control head a long list of standard safety and stability systems on the new model. Optional extras include adaptive cornering headlights, high beam assistant, reversing camera with Top View, head-up display, speed control with braking function and automatic/advanced emergency call.

Outside, the X3 maintains its urban yet capable appearance, combining a flatter front end, higher rear and more of BMW’s convex/concave surface highlights for a tidy, modern package. The headlights contain bright white LED light rings while the taillights adopt the family LED ‘night-time’ smokey design.

Inside, BMW says the seating position has been raised for more convenient entry while the new 8.8-inch high-resolution centre display is the largest on-board monitor in its segment. Optional features include internet access, BMW Online with parking information, Google connectivity and Bluetooth audio streaming and online.

Adapted from CarAdvice

In December last year we tested BMW’s 730d. At the time we said “The BMW 730d is a luxury saloon that serenaded its way into our hearts in 2009 – a position from which it may be difficult to unseat”. So, greeted with the prospect of getting to know the range topping V12-powered 760Li, we were intrigued as to whether its additional accommodation, power and price would make it proportionally better.

At a glance, the most obvious change defining the 760Li BMW is its elongated profile, thanks to the longer rear doors, as well as a redesigned roofline and C-pillar. With a wheelbase extended by 140 mm to 3 210 mm, it’s the longest in its class and the resulting space is to the exclusive benefit of the rear passengers.

Other exterior highlights on the 760Li are subtle, but enough to let passersby know it’s a very special car, especially when wearing the pearlescent Alpine White paintwork of our test car. From the side, there are chrome-plated ‘gills’, with integrated indicator light and ‘V12′ insignia, between the front side panel and front passenger doors, along with 19-inch wheels as standard (20-inch wheels are an available option). From the rear, the range topping 7 has an extra chrome strip spanning the gap between the quad-exhaust tailpipes, which are integrated, flush, into the rear air dam on either side.

It’s the interior, however, where the 760Li excels. BMW use superlatives such as: luxurious; harmony; elegant; exclusive; and stylish, to describe their halo saloon. Yes, the grandest 7 of them all is all of these. The build quality is second to none – although we were puzzled by the centre armrest in the rear that wouldn’t fold away – and the tactile elements only add to the cabin’s top class ambiance.

The 760Li sets itself apart from the moment you open the door with stainless-steel door strips and their illuminated V12 emblem. Burr walnut inlays are set amongst nappa leather finishes that feature meticulous double stitched seams. The roof lining and sun visors are covered in alcantara.

Interior space is generous to say the least and the rear legroom is enough to accommodate the sexiest tallest of super models, while shoulder room is ample for the healthiest of politicians or corporate execs. The rear ‘comfort seats’ are independently adjustable and feature ventilation and heating. To shield rear passengers from the sun, or maybe the paparazzi, electrically operated blinds are fitted to the rear window and passenger side windows. The rear seats in our test car were also fitted with the optional massage function in the backrest, one of the few features not standard on the 760Li.

Packed with a features list as long as the car itself, a few of the features that really stand out are those which you seldom find on other cars. BMW’s Night Vision uses a thermal imaging camera to improve visibility and safety at night. The system also has pedestrian recognition that will alert the driver to a potential accident by analysing the behaviour of the approaching individual. Not exclusive to the 760Li, and not very common in other cars, yet, is the head-up display that conveniently shows speed and navigation information in the driver’s line of sight. Active Cruise Control with Stop/Go function also makes life easier during highway driving. The cruise control system monitors and maintains the following distance between the car in front and, if necessary, will automatically apply the brakes and come to a complete stop. The iDrive infotainment system features a television and each passenger in the rear also has their own 9.2-inch colour monitor through which they can access all multimedia functions via a shared iDrive controller located within the rear armrest. The rear armrest also houses a GSM cordless telephone.

Luxuriously appointed and spec’d then, a 760Li will typically spend most of its working life ferrying presidents, dignitaries and those who enjoy life’s finer things.

It’ll come as no surprise then to hear that the 760Li offers a ride as smooth as the leather its occupants rest on. BMW’s Dynamic Damping Control and Dynamic Drive Control offers excellent comfort and a surprising amount of agility for a 5.21 meter long car that weighs 2.2 tonnes – just watch The Stig. Key ingredients of the big 7’s smooth ride are the self-levelling rear air suspension and the Integral Active Steering that controls adjustment of the steering angle on the rear wheels according to the car’s speed. All but the harshest road imperfections are ironed out and the longer wheelbase is hardly noticeable thanks to the 12.7 meter turning circle, just 0.75 meters more than the new 5 Series, which is 320 mm shorter.

The 760Li’s pièce de résistance is however, its 6,0-litre twin-turbocharged V12 engine. Developed as a completely new engine from the ground up, the V12 produces peak power of 400 kW at 5 250 r/min. Just as importantly though is the maximum torque of 750 N.m from just 1 500 r/min. Combined with BMW’s first 8-speed automatic transmission, the V12 offers acceleration to rival the 0 – 100 km/h sprint times of BMW’s M5 and M3 models – 760Li is 4.6 seconds, M5 is 4.7 secs and M3 is 4.8 secs. But, while the 760Li is very rapid at any point within the rev-range, it showcases its talent like an olympic athlete in an Armani suit and as a result, its passengers will never break a sweat.

Unlike the BMW X5 M we tested recently, the 760Li’s V12 is surprisingly frugal, with a claimed combined consumption figure of 13 l/100km. Not that fuel economy would be of concern to the typical 760 buyer, but our real world average of 15.2 l/100km seems good, relative to the car’s performance and weight.

Svelte and sophisticated, the BMW 760Li is a car that delivers opulence reserved for a privileged few and is best enjoyed with a chauffeur at the helm. True grace and pace.

What We Like….

• The power.
• The luxury.
• The refined ride.

What We Would Like…

• A chauffeur as standard.
• A function to automatically and remotely close the boot, the same way in which it can be opened.
• Adjustable side bolsters on the rear seats for more lateral support.

Plato, the famous Greek philosopher, once said “The excessive increase of anything causes a reaction in the opposite direction”. The BMW X5 M wasn’t around in 400 B.C., but if it was, it surely would have been the muse upon which Plato would have based his quote.

In fact, in order to make sense of the BMW X5 M one has to take a philosophical approach to it.

The BMW X5 M is unquestionably excessive. An aggressively styled front bumper and bodykit, enormous 20-inch wheels and the most powerful engine currently in BMW’s range, give the X5 M its head turning presence. Interesting then that this can all be summed up in one compact symbol, ‘M’ – hmm, maybe Plato was onto something. BMW’s range-topping Sports Activity Vehicle (SAV) is 4.8 meters long, 2.1 meters wide and 1.9 meters high. Thankfully then, it comes with park distance control and a reversing camera, complete with a bird’s eye view function, because every parking spot suddenly looks anorexic when piloting this behemoth.

The interior is typical BMW – minimalist in its design and precise in its execution. The only hints that you are piloting one of the most powerful BMW’s ever produced, are the subtle ‘M’ badges on the gear selector, at the base of the steering wheel and within the rev counter on the dashboard. Oh yes, and that tiny ‘M’ button on the steering wheel, which is responsible for ‘popping the cork’ on the V8 every time you activate it. The interior also features carbon fibre inserts on the doors and across the dashboard, but for us the interior is not as special as one may expect in the flagship X5 model.

As expected, the ride is firm, but nevertheless a number of luxuries ensure you are comfortable, including electrically adjustable and heated front seats, an infotainment system accessible via the easy-to-use iDrive controller, excellent sound quality from the radio/CD/MP3-player and loads of space for you and friends or family, plus all their luggage. There is also a head-up display (HUD) that, when in M-mode, displays speed, gear and engine revs in one concise display in the driver’s field of vision. The height to which the tailgate opens can also be set for instances where it may knock against a garage door or low roof. Roaming the urban jungle then, the X5 M makes light work of the daily grind. The school run, business meetings and weekly shopping at the mall, are all in a day’s work for the ‘big M’.

You may have noticed, however, that we haven’t referenced the X5 M’s awesome power in the above context. This is because, despite the 408 kW and 680 N.m of head bobbing power available to you, it’s well and truly irrelevant around town. The X5 M is in fact so bloody quick off the line, and at any point in the rev range, that unless you’ve got enough clear tarmac ahead, which isn’t very often these days, enjoying the explosive power is nigh on impossible. To add to the frustrated M driver in you, while you study the traffic ahead like a hawk, waiting patiently for a gap in which to revel in the ‘gloriousness’ of your chariot, your wallet will be experiencing cold sweats as the fuel gauge drops ever closer to empty.

But before we wax lyrical about the effects of the ‘M’agical button on the steering wheel, we must mention that it is programmable via the iDrive controller between the front seats. A combination of settings can be chosen to suit your preference for the electronic damping control (EDC), the dynamic stability control (DSC) and the engine’s ‘Power Mode’.

The X5 M comes standard with self-levelling air suspension on the rear axle, as well as EDC and active anti-roll control. It also rides 10 mm lower to the ground than a standard X5. For performance driving, the ‘Sport’ EDC setting provides stiffer suspension damping and sharpens steering response. The DSC can be left in its fully activated default setting, turned off completely, or set to M Dynamic Mode (MDM) where the wheels will be allowed some slipping and sliding, but the system will still step in to save your bacon should you run out of talent. Finally, changing the Power Mode from its default ‘Efficiency’ setting – relaxed throttle response and early gear changes to save fuel – to the ‘Power’ setting, livens up the throttle while opening flaps in the exhaust system to let everyone know you’re about to get a move on.

And move the X5 M does. The figures are quite astounding on paper and, on the road, translate to a laugh from the driver that is excited, evil and slightly nervous all at the same time. From a standing start the ‘M’ean machine reaches 100 km/h in a claimed 4.7 seconds. This is quite amazing when you realise the V8 has 2.3 tonnes to motivate. In-gear acceleration is equally as impressive, with the 80 – 120 km/h sprint requiring just 4.3 seconds in fourth gear. As a benchmark, the BMW M3 Coupe achieves the same 0 – 100 km/h sprint time, but is 0.6 seconds slower from 80 – 120 km/h despite a 725 kg weight advantage!

The X5 M (and X6 M) are the first M cars to be launched exclusively with an automatic transmission. Purists may scoff, but trust us when we say the 6-Speed ‘M Sports Automatic’ transmission complements the driving experience of the ‘Super SAV’ far more than a manual ever would. You’ve got a number of options when working with the ‘box. Either from the electronic gear selector lever or, through aluminium shift paddles on the steering wheel (pull the right gearshift paddle to shift up and the left gearshift paddle to shift down).

Realistically though, you never really need to initiate a manual change, up or down, as the gearbox is so well behaved. Launching in manual mode proved a bit more ‘work’ than in the fully automatic sport setting. This is because with the revs climbing so fast in first gear, it proved slightly distracting to watch the road ahead and time the shift accurately before hitting the rev limiter, all while our heads were pinned to the headrest and fighting to stop our eyes rolling back in their sockets. Left to its own devices the gearbox will ensure blisteringly quick acceleration.

Barreling down the road, you are struck with the amazing turn of speed and true bulk of the X5 M right about the time you touch the brakes and begin to start thinking about turning into a corner. The brakes on our test unit lacked initial bite and required more pedal travel than we expected, but this didn’t hinder braking performance. Even when worked hard, the brakes (395 mm front and 385 mm rear) delivered consistent performance and never began to fade.

As you usher the big SAV into the turn, there is limited body roll for a vehicle of its size. The adaptive air suspension at the rear, coupled with the EDC and xDrive all-wheel-drive system equates to a flat cornering experience by SUV standards. Dynamic Performance Control, in addition to the xDrive system, allows torque to be distributed between the rear wheels and the result is strong drive out of turns. Grip is ultimately the responsibility of the enormous 275/40 R20 tyres at the front and 315/35 R20 at the rear, which elicit a squeal as they’re crushed between the road and take on the weight from the big M car.

There is no doubt that threading the X5 M through a set of corners can be done at an alarming rate. However, we never felt entirely comfortable doing so, as the M’s weight is ever present and can’t be hidden from the laws of physics. Performance driving in the X5 M is like playing with a pitbull, everyone’s having fun until something or someone goes a little too far and then you’d better have an escape route.

As Plato could have told you, the increased on-road agility has compromised the off-road agility in the case of the X5 M. With low profile tyres, damaging the sidewalls becomes a real threat and a potentially expensive one at that. Coupled with the stiffer than standard suspension, the wide surface area of the tyres, so welcomed on tar, becomes somewhat of a draw back on the dirt, as the SAV tends to float or wander over the lose surface. The 20-inch diameter tyres do however offer the benefit of ironing out potholes and corrugations, as they roll over rather than through them. Bottom line, the X5 M will do dirt, but we suggest being mindful of the routes you choose.

It should be quite clear then, that the increased performance of X5 M shrinks the time, distance and space through which it travels. It also evaporates premium unleaded at an astounding rate, while shrinking your wallet in direct proportion. The power from the almighty V8 will inflate your ego, but taming the beast at high speed may curb your confidence. Which ever way you look at it, the X5 M inspires dichotomous thinking that we’d have to say proves Plato right. However, there is still no logical argument for the X5 M. As the most powerful SAV/SUV of them all, whether you like it or not, it has to be admired for its brazen attitude, performance and the way in which it comes together so competently.

What We Like…

• Panoramic sunroof as standard.
• Awesome power and road presence.
• Space saver spare in the boot. (It’s actually bigger than most sedans).

What We Would Like…

• Improved fuel economy (Yes, we know it’s the price of power).
• More sound from the exhaust in M-mode.

The iconic Range Rover has been a much-loved luxury four-wheel drive ever since it’s release back in 1970, that’s right, it has just turned the big four zero. Many critics say the Range Rover is the ultimate package and compromise due to it’s comfort, off-road capability and, especially with the later models, on-road stability and sedan-like feel and handling.

Over the years there’s been three different generations of Range Rover. The original Classic – released in 1970 under British Leyland ownership – which used a platform so good it was produced until 1994, although under multiple parent companies – Rover Group (1986 through until 1988) and British Aerospace (1988 through until 1994).

In 1994, BMW bought the rights and with it released an all-new second generation known as the P38A. It was produced from 1994 until 2001. The P38A was available with various engine packages, including a BMW 2,5-litre six cylinder option. There were also improvements made to the original 4,0-litre and 4,4-litre Rover V8s. This model also saw big improvements made to the automatic and manual, height-adjustable air suspension system.

The third and latest generation, known as the L322, was produced from 2001 and is still being produced today. Ford took over the rights of the brand in 2000 until 2008, when Tata Motors bought the rights and currently still holds ownership. Although the Land Rover range has been around for much longer, the rugged utility wagon hasn’t made quite the same impact as the more luxurious Range Rover on an international scale, as Phil Popham, managing director of Land Rover, describes; “Land Rover has a unique history of product innovation. But the Range Rover probably remains the most historically significant vehicle we have ever launched. It is one of the most important vehicles in the history of motoring.”

To celebrate its 40th anniversary the company has announced the ultimate incarnation of the current Range Rover, the ‘Autobiography Black 40th Anniversary Limited Edition’.

With a unique finish in ‘Barolo Black’, the exterior features 20-inch alloy wheels, a unique front grille with Titan grille mesh, a bright chrome grille ‘U’ edge and black grille surround. The side vents have a new mesh with bright chrome bars and a black vent surround. There are body coloured door handles and of course, the tailgate badge, ‘Autobiography Black’.

Inside, there’s a choice of the standard colourway in Jet, or two colourways unique to the Autobiography Black – Jet and Ivory, or Jet and Pimento. The Autobiography Black logo is discretely repeated throughout the interior where it is embossed on the rear seat armrest and appears on the four unique, ‘Grand Black’ door veneers. Front door sill tread plates are illuminated with the words ‘Range Rover’ and there’s a half wood Grand Black steering wheel. Petrol models also offer gearknob veneers.

“At the top of the Range, the new Autobiography Black 40th Anniversary Limited Edition offers customers the option of complete exclusivity with unique colourway combinations as well as striking interior and exterior design features. Around 700 will be made, emphasising the exclusivity of this limited edition”, says Design Director, Gerry McGovern.

No detail has been overlooked in ensuring this is the most special Range Rover in the marque’s 40 year history. Even the key fob and driver’s handbook carry the Autobiography Black logo.

Carmakers in general are big on anniversaries, and BMW in particular is keen on keeping its history alive. So BMW North America announced a production run of thirty, identically-equipped, 2011 Frozen Gray M3 Coupes for the United States only.

The US-only special-edition car features a unique matte gray paint scheme with Fox Red and black, two-tone, Novillo leather inside, plus an exclusive set of 19-inch wheels. Otherwise, it’s the same M3 we’ve grown to know and love, generating 309 kW from its high-revving 4,0-litre V8 engine. The Frozen Gray Coupe will only be available with the M-DCT dual-clutch transmission, however, so manual lovers will have to spray their own custom matte finishes to get the look.

Production will be very short lived, starting this month and ending by the last day of July, though BMW hasn’t put a hard number on how many it will build. Orders open on Monday, June 21. In addition to the special-edition car, buyers will get a one-day enrollment at the BMW Performance Driving School in Spartanburg, South Carolina to learn the limits of their new toy.

Keep an eye out for news of a similarly exclusive M3 being made available in SA in the coming months.

BMW is said to be preparing an even hotter version of its already high-performance M3 GTS. Essentially a street version of its M3 GT2 race car, the M3 GTS-R is set to be a limited-production halo car to celebrate BMW’s motorsports successes.

The M3 GTS-R is the latest evolution of the automaker’s M3 GTS – and it will employ a number of performance upgrades and weight-saving techniques to help it stand out.

While the M3 GTS-R will be powered by a modestly massaged V8, mated to the automaker’s DCT transmission, some of its biggest news will be its substantially reduced curb weight.

Although the front fenders will be enlarged to contain wider tyres and an increased track, they will weigh less than those on a standard M3. Carbon fibre will be used for the bonnet, roof and boot panels, while the M3 GTS’ interior and extra light glass all around will shave weight even further, likely to a bit under 1 450 kg’s.

A new double lip-style spoiler is said to protrude from a redesigned front bumper to improve aerodynamics and the M3 GTS’ adjustable carbon fibre rear spoiler returns.

The M3 GTS-R forgoes the historic Inka Orange shade of the GTS for a stealthy black matte with matching Y-spoke ultralight alloy wheels.

There’s also a rumour that the M3 GTS-R will gain the next-generation M5’s KERS regenerative braking system with its advanced boost function.

Look for a formal debut of the M3 GTS-R later this year – most likely at the Paris Motor Show in late September, if not before.

Adapted from LeftLaneNews

The latest in a 35-year-long run of BMW art cars was unveiled in Paris yesterday, ahead of its participation in next week’s 24 hours of Le Mans. The 17th BMW Art Car is based on the M3 GT2 race car that’s bidding for class victory in the year’s Le Mans 24-hour race.

Designed by American artist Jeff Koons, the unique livery is inspired by old racing cars, graphics and pictures of explosions. According to the artist, the finished work is “evocative of power, motion and bursting energy”. It should look pretty wild when photographed running down the Mulsanne straight after dark!

Although this one-of-a-kind artwork is currently on display at the Pompidou Centre in Paris, the car will be loaded onto a truck and taken to Le Mans, where it will be raced by Brit ace Andy Priaulx and German duo Dirk Müller and Dirk Werner.

The M3 has all the go to match the show too. Powered by a 4,0-litre V8 engine developing 373 kW, the GT2 car is comprehensively upgraded with a revised chassis, racing brakes and extensive use of lightweight materials.

AC Schnitzer has taken the BMW X6 M to another level with their latest performance and styling package.

While the performance upgrades and final figures are being finalised – which include a sports exhaust, removal of the electronic speed limiter and new odometer marked to 360 km/h – the Aachen-based tuning firm has released images and details of their latest styling package for the X6 M.

The BMW tuning specialist has given the X6 M a styling make-over, consisting of a new front spoiler; rear roof spoiler; rear wing; rear diffuser as well as adding various design elements to the front skirt as well as the addition of a chromed front grille. As if the BMW X6 M wasn’t menacing enough, carbon bonnet vents are also an option, but the pièce de résistance is the plexiglas panoramic window, through which the engine is permanently visible.

Measuring 1.98 metres wide as standard, AC Schnitzer has added wheel arch extensions to give the SAV an extra 40 mm of width on each side. This allows the X6 M to wear a number of AC Schnitzer forged alloy wheels, ranging in size from 20- to 23-inches. X6 M Schnitzer owners can choose to put the power on the road through a choice of 275, 315, 295 or massive 335 section tyres.

The already sporty interior of the BMW X6 M has been further refined. AC Schnitzer have added a speedo and rev counter with AC Schnitzer logo, white dials, red pointers and red lighting. The carbon interior trim and the AC Schnitzer steering wheel spokes feature a new “Black Exclusiv” design, while the AC Schnitzer aluminium cover for the i-Drive system controller, aluminium footrest and pedal set, as well as a set of velour foot mats, round off the interior package.

BMW South Africa have launched the latest BMW 5 Series on local shores. The new car marks the sixth-generation of the venerable sports sedan and, if our first impressions are anything to go by, looks set to continue, if not accelerate, the already substantial sales figure of over 5.6 million units sold since production of the first ‘5′ began in 1972.

Developed under the codename ‘F10′, the BMW 5-Series softens the harder lines of the current E60 with more integral-looking headlights and a cleaner front-end design. New European pedestrian safety standards threaten to drastically alter the design of many European cars for the worse, but BMW has managed to maintain its classic twin-kidney grille design with the new 5-Series, while simultaneously reducing the length of the front overhang. From the rear, the new 5 Series looks sleek and sporting. The optional 19-inch wheels on our press car ended flush with the wheel arches and accentuated the car’s hindquarters. L-shaped rear light clusters incorporating LED lights are unique and unmistakably BMW.

As is typical of most recent BMW redesigns, this 5-Series adds some space between the wheels by extending the wheelbase by 88 mm and widening the track. The car’s overall length has grown by 40 mm, while its height is slightly reduced and its width increased by a fraction. Despite being slightly larger, the new 5 Series features a 55% stiffer chassis while at the same time managing a weight reduction of 50 kilograms over its E60 predecessor. These aspects of the latest 5 Series are made possible by the increased use of aluminium in the car’s construction, specifically the bonnet, front fenders and passenger doors.

With the advent of the latest ‘5′, BMW have more clearly achieved their objective – with reference to the 5th generation E60 – of creating a mid-size sedan that successfully blends design, dynamics and comfort.

Design aside, two components play a pivotal role in the successful fulfillment of these desired traits. The first is that of the suspension components, which feature a new-to-5 Series, aluminium, double-wishbone front axle and multi-link rear axle – as found on the 7 Series and 5 Series GT models. The new front suspension layout helps the 5 Series attain admirable levels of agility and comfort.

The second element of the dynamics/comfort equation is the electronic wizardry that aids in controlling the steering and suspension behaviour. EPS, or Electric Power Steering, is a first for the 5 Series and its segment, and is combined with BMW’s Dynamic Drive Control (DDC) as standard across the 5 Series range.

Where as conventional steering uses a hydraulic/mechanical setup to turn the front wheels, EPS relies on an electric motor to achieve the same results. We found the software controlling the steering does an excellent job of delivering steering accuracy at varying speeds. In addition, the lack of a physical connection to the front axle from the steering wheel means vibration is almost entirely eliminated.

With a physical steering connection now replaced in favour of an electronic one, its easy to assume dynamism to be lost. We were pleasantly surprised to find that this simply isn’t the case. In fact, the latest 5 Series feels every bit a BMW and perhaps more truer to the 5 Series ethos than before.

In addition to EPS, handling of the new car is further enhanced courtesy of Integral Active Steering. Previously available only on the 7 Series, when fitted with this option the 5 Series benefits from rear-wheel steering by up to 2.5 degrees. Up to speeds of 60 km/h the rear axle turns in the opposite direction to the front, thereby requiring less effort to turn and reducing the turning circle by 0.5 metres. Beyond 60 km/h the rear axle turns parallel with the front, again requiring less steering input and offering improved high-speed stability.

The DDC offers Comfort, Normal, Sport and Sport+ suspension modes, which all offer different levels of damping and steering sensitivity, depending on driver preference for the speed and road conditions. As with the 5 Series GT we drove earlier this year, Normal and Sport modes proved adequate, while Comfort softened the car a bit too much for our liking.

Of course the new 5 Series is loaded with safety equipment. Suffice to say it has just about all you could think of and more – such as Dry Braking function that optimises brake performance in the wet, by imperceptibly applying the brakes at regular intervals, to keep the discs dry.

Buyers have the choice of covering the brake discs with the standard 17-inch wheels, or a set of either 18- or 19-inch alloys.

Initially the 5-Series will be available with the choice of either an 8-cylinder, or three 6-cylinder petrol engines. The range will be rounded off in August 2010 by the arrival of the 520d 4-cylinder turbodiesel model.

The top-of-the-range BMW 550i comes with a V8 boasting ‘TwinPower Turbo Technology’ for maximum output of 300 kW, 600 N.m of torque and average fuel consumption of 10.4 l/100km. The straight-six with TwinPower Turbo in the BMW 535i delivers maximum output of 225 kW, 400 N.m of torque and average consumption of 8.4 l/100km. The two straight-six power units in the 528i and 523i, deliver 190 kW and 150 kW respectively, while torque figures are 310 N.m for the 528i and 250 N.m for the 523i. A straight-six diesel gives the BMW 530d maximum output of 180 kW, 540 N.m of torque and an average fuel consumption of 6.1 l/100km.The entry level 4-cylinder diesel engine in the 520d offers 135 kW, 380 N.m of torque and average fuel economy of 5.2 l/100km.

All models are fitted with an 8-speed automatic transmission as standard, which forms part of the BMW Efficient Dynamics package, also now standard on all 5 Series models. Highlights include Brake Energy Regeneration with recuperation display, on-demand operation of ancillary units, Electric Power Steering (EPS) and tyres with reduced rolling resistance.

A multitude of gadgets are available to keep occupants entertained, comfortable and safe. These include ‘Parking Assistant’, ‘Surround View’ and collision warning with application of the brakes in conjunction with ‘Active Cruise Control’ plus ‘Stop & Go’. Further features also available are ‘Lane Change Warning’, ‘Lane Departure Warning’, a Head-Up Display, BMW Night Vision with detection of individual persons, and a back-up camera.

Price includes a 5 Year/100 000 km Motorplan, non-contributing service and maintenance contract.

BMW has released the full specifications of the track-focussed BMW M3 GTS.

The M3 GTS is powered by a larger 4,3-litre V8 engine that develops 331 kW at 8 300 r/min (22 kW more than standard) and 440 N.m of torque at 3 750 r/min (40 N.m more than standard).

Aerodynamics have been revised and the GTS features a motorsport inspired front apron and rear wing, based on that of the BMW 320si – currently competing in the World Touring Car Championship. The air ducts in the front apron are also variable, as is the position of the rear wing.

The BMW M3 GTS is easily recognised by its bright orange single-coloured body. Additional features exclusive to te M3 GTS are the matt black kidney grille, roof trims and alloy wheels, as well as the side gills that are made of dark anodised chrome. In addition to the standard carbon fibre roof, the BMW M3 GTS is fitted with a titanium exhaust silencers, polycarbonate side windows at the rear and a polycarbonate rear window, no rear seats, lighter door panels and centre console. These weight saving measures managed to shed 70 kilograms over the standard M3, for a total mass of 1530 kg and a 4.62 kg/kW power-to-weight ratio.

The sportier M3 also has a transmission and suspension configuration that have been optimised for the racetrack. Power is sent to the rear wheels via BMW’s M-DCT 7-speed transmission and suspension has been lowered over that of the standard M3 by 16 mm at the front and 12 mm at the rear.

BMW claim a top speed of 305 km/h, a zero to 100 km/h sprint of 4.4 seconds and a that the M3 GTS will cover a kilometer from a standing start in 22.5 seconds.

Take a look at the tyre shredding M3 GTS in this video.

We’re following the BMW 135is – or M1, 1-Series M or 135tii or whatever you’d like to call it at this stage – with much interest. The 135is badge seems most appropriate to us – find out why, here – but regardless of the final badging, after seeing these latest photos there is no doubt that BMW’s M Division has a hand in tuning the BMW 1-Series Coupe.

If the flared wheel arches, huge brake kit and enormous wheels weren’t enough to convince you, the trademark M Division quad-exhaust pipes can now been seen clearly amongst the camouflage at the rear. Closer inspection reveals the limited slip differential poking out between the fat rear tyres – the cooling fins are a dead giveaway.

We look forward to bringing you more details as they emerge because one thing is guaranteed, this car will be one serious little coupe. Plus, it’ll be launched in time to go head-to-head with the much anticipated Audi RS3 ‘hotter-hatch’.

Images courtesy of CarAdvice

Just unveiled last month in Beijing and already tipped for production, BMW’s four-door coupe concept, dubbed the Gran Coupe, is getting a big push from the company. We’ve got new images showing the car’s progression from rough sketch to clay model, through to the finished product.

It’s a typical design process, but it’s nevertheless interesting to see it unfold – especially considering the Gran Coupe appears to be on the fast-track to dealerships. We’ll spare you the press releases’ flowery language and get straight to the gallery, but it is worth noting that while BMW is moving quickly now, it has been very slow to enter the four-door coupe segment.

Mercedes-Benz’s CLS has been on the streets for years now, and Audi (itself late to the game) is already well into testing of the A7, with rumours of a high-performance RS7 in development. That means BMW is playing catch-up, so the Gran Coupe will have to be a stunner just to compete with, much less beat, its rivals. Is this design enough? We want to hear your comments.

Adapted from MotorAuthority