2007 BMW M5 – robson.m3rlin.org

BMW M5 this new face lifting about this car.
Reintroduced last year,  BMW claims the rear-wheel-drive M5 has “supercar handling” — though it’s also promoted for “outstanding everyday driving qualities.” When equipped with a seven-speed sequential manual transmission, the M5 can accelerate from a standstill to 60 mph in 4.5 seconds and can reach 120 mph in 15 seconds. The sequential manual transmission incorporates Drivelogic, which offers 11 gear-change options.Variable M differential locking is installed to deliver power to the wheel with the most traction, even in extreme conditions. The M-calibrated Dynamic Stability Control system has two driving programs available, and can also be deactivated. With a braking system adapted from the auto racing world, the M5 can brake from 62 mph to a standstill in less than 120 feet.

Sport sedan purists will be pleased to hear that the 2007 M5 can have a conventional six-speed manual transmission. A tire pressure monitoring system is standard, and the M5’s navigation system gains real-time traffic information. Soft-close doors are available.

Exterior
The M5 has a unique front fascia to distinguish it from other 5 Series sedans; the side sills are modified and the wheel arches are more prominent. Standard wheels measure 19 inches in diameter and hold Z-rated performance tires. The sedan has “M” gills in the front fenders, quad tailpipes and special rocker panels with a sharp accent line.

Xenon high-intensity-discharge headlights with adaptive lighting are standard. The M5’s specially calibrated aluminum suspension adjusts to driving conditions and operates with Electronic Damping Control, which offers three modes: comfort, normal and sport. Quickened power steering has two levels of power assistance.

Interior
Heated M Sport front seats with 16-way power adjustment for the driver are installed in the Merino leather interior. MDrive lets the driver select preferred performance and handling settings for instant recall later. Brushed-aluminum interior trim is standard, but two types of wood can be specified instead. Park Distance Control, a navigation system and a Logic7 premium sound system are standard. A head-up display is optional.

Under the Hood
The M5’s 5.0-liter V-10 — which has double-VANOS variable valve timing — generates 500 horsepower and 383 pounds-feet of torque. The V-10 drives a seven-speed sequential manual transmission with steering-wheel paddles or a conventional six-speed manual gearbox.

Safety
All-disc antilock brakes, side-impact airbags for the front seats, side curtain airbags and Dynamic Stability Control are standard. Rear-seat side-impact airbags are optional.

2007 BMW M5 Specifications
Chassis
Brakes F/R:    ABS, vented disc/vented disc
Tires F-R:    255/40 ZR19 – 285/35 ZR19
Driveline:    Rear Wheel Drive
Engine
Type:    V10
Displacement cu in (cc):    301 (4941)
Power bhp (kW) at RPM:    500(373) / 7750
Torque lb-ft (Nm) at RPM:    383(520) / 6100
Redline at RPM:    8250
Exterior
Length × Width × Height in:    191.1 × 72.7 × 75.8
Weight lb (kg):    4012 (1821)
Performance
Acceleration 0-62 mph s:    4.5
Top Speed mph (km/h):    155 (250) – electronically limited
Fuel Economy EPA city/highway mpg (l/100 km):    12/18 (n.a.)

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In the tradition of BMW M, the exterior styling of the new M5 follows the “wolf in sheep’s clothing” philosophy. The casual observer may not, at first glance, recognize the M5’s performance potential. The less casual observer instantly will. The modified front spoiler and rear apron are instant giveaways. So too are the modified side sills. The wheel arches are more prominent in order to house the generous wheel and tire package. Following BMW M’s recent traditions, the new M5 has more aerodynamic exterior mirrors, four tailpipes and exclusive wheels. Similar to the latest M3, the M5 features exclusive gills incorporated into the front fenders.

The exclusive leather interior features sports seats. Other styling touches, from the instrument cluster to the center console and the steering wheel are all unique to the M5. Even the optional head-up display is M-specific.

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BMW E30 M3 at Manx Rally
Wow, what a drive. and, so close to the edge.

From Geneva Autoshow 2006

The new BMW M6 made its debut at the 2005 Geneva Motor Show. It is based on the BMW E63/E64 6-Series, introduced in 2005. It shares the same 5.0 L V10 S85 engine and SMG III gearbox with the E60 M5, and produces 507 ps (373 kW) / 384 ft/lbf (521 N/m).

BMW claims it will accelerate from 0 to 100 km/h (62 mph) in 4.6 seconds and has an electronically limited top speed of 250 km/h (155 mph). With the limiter removed, the top speed can reach 330 km/h (206 mph). And multiple road tests have shown that the M6 accelerates from 0 to 60 in 4.1 seconds.

The M6 will have the same ‘power button’ as the M5 which modifies the throttle response. From ignition, the car delivers 400 hp (298 kW), but engaging the button allows the full 507 ps. It weighs 1710 kg (3770 lb) thanks to a carbon fibre roof panel as well as thermoplastic front wings, aluminium doors and bonnet and compound boot lid. The carbon fibre and other light materials are used in places like the bumpers and roof that are far from the centre of gravity and/or high up, so that they not only reduce the overall weight but improve the handling by reducing, respectively, the moment of inertia and the centre of mass height.

Initially it will only be available as a coupe, although a cabriolet and a lightweight CSL version are expected in 2006 and 2007 respectively. It can be visually distinguished from the 630i, 645Ci and 650i by its deeper front valance with air intakes, more contoured side sills and a rear valance with diffuser as well as four tail pipes.

BMW has deliberately questioned existing preconceptions and created a vehicle that combines the sporty styling and driving characteristics of a coupe with the sense of adventure and capability that defines a Sports Activity Vehicle (SAV).

Based on the four wheel drive chassis of the X5, with a body made completely from aluminium, the X coupe stands 58.3 inches high, (which is slightly taller than the 3 Series Coupé at 53.9 inches), 180.3 inches long and 73.6 inches wide. The wheelbase is identical to the X5’s at 111 inches.

Under the coupe’s long, one-piece bonnet is the advanced 3.0 litre BMW turbo-diesel engine, six cylinder unit used in the 530d, with state-of-the-art common rail direct injection and developing 184 bhp. The X coupe’s power plant has been modified to produce 332 lb-ft. of torque. Stability at speed is enhanced by a rear spoiler beneath the bodywork. Normally flush with the vehicle’s bottom rear edge, the spoiler extends downward automatically at 68 mph to generate aerodynamic downforce. Top speed is expected to be in the region of 125 mph.

A five-speed Steptronic automatic transmission takes its power to all four wheels. The driver can control the gearshift via ‘paddles’ on the steering wheel with the gearbox in Steptronic mode. Massive 20 inch wheels carry 225/50 tyres at the front and 285/45 at the rear adding emphasis to the coupe’s assertive presence. Run flat tyres make a spare wheel and tyre unnecessary.

As a member of the BMW X family, the coupe naturally has all the traction and stability enhancing systems on board from All Season Traction (AST) for all-wheel drive, through to Dynamic Stability Control (DSC-X) and Hill Descent Control (HDC). Like the X5 the X coupe is well equipped to go off-road when required.

Not content with creating body panels that look like contorted baked bean cans, BMW designers have invented a new terminology to describe the distinctive body contours – ‘Flame Surfacing’. Flame Surfacing gives body surfaces the freedom to turn in on themselves and create a series of concave and convex design lines. These can be seen on the doors, the dash and on the top of the front wings where the bodywork has an unusual concave shape.

It’s an interesting display by BMW and does at least explore some new ideas in packaging and styling, but we certainly hope the ugly duckling turns into a swan before BMW ever consider productionising it.

BMW have produced some interesting, even good looking concept cars in their time, but if this is a hint of what’s to come from the German manufacturer then we should urge BMW to get some new designers in quickly.

Apparently BMW have “deliberately questioned existing preconceptions” and produced a vehicle that they perceive as a cross between a sporty coupe and an off roader. In fact what they’ve produced is a badly proportioned cross between a Ford Cougar and a Hyundai Coupe.

The BMW M5 still makes its position as the benchmark, even after three generations, more the 35,000 sales and countless attempts by competitors to emulate its performance and success. Each successive generation has extended the bounds of both performance and luxury. The last generation M5, the most successful ever, significantly pushed the performance envelope with the first V8 from BMW M5.

The all-new fourth generation BMW M5 pushes that envelope even further with the first V10 engine to power a production sedan. The new V10 produces 500 horsepower and 383 lb-ft of torque. This new engine is mated to a seven-speed SMG transmission or, new for 2007, a six-speed manual transmission. With this new powertrain the M5 offers the best power-to-weight ratio in its class. In the tradition of BMW M, the chassis has been engineered to keep up with the power while the exterior treatment is subtle, yet distinctive.

As mentioned before, BMW M has introduced a six-speed manual transmission for the 2007 M5. This no-cost optional transmission has been developed for and will be offered exclusively in the North American market. It is the perfect enhancement for those driving enthusiasts who want to enjoy the 500-horsepower V10 engine with the level of driver-car interaction only a manual transmission can offer. Of course, as with any M car, the pedals are arranged to provide smooth and quick heel-and-toe downshifting.

This is the first application of a V10 engine in a regular production sedan, if it’s possible to call any product from BMW M “regular.” It once again sets the benchmark in its class. This engine was engineered to rev, with a redline of 8,250 rpm. With 25 percent more power than the previous M5’s V8, this new engine offers 100 horsepower per liter of displacement, pure race car territory. The 90o V10 is designed for maximum stiffness and minimum vibration.

The new V10 features double-VANOS variable valve timing. Each cylinder has its own electronically controlled throttle butterfly. The new MS S65 engine management system uses the most powerful processors currently approved for use in automobiles. It has been designed specifically to deal with the V10’s high output and high revs as well as the comprehensive controls that are required.

Power is transmitted through the world’s first production car seven-speed sequential gearbox with Drivelogic, changing gears 20 per cent faster than the previous generation SMG transmission. The gearbox offers eleven different change patterns, six of which allow the drive to vary the speed and response of gear change in the manual selection mode and five in the automatic mode. The sixth pattern in manual is reserved for the Launch Control function, giving the driver the fastest possible acceleration from standstill. The top speed may be limited but with the speedometer reaching all the way to 205 mph, the mind conjures intriguing possibilities.

The new M5 also features a new DSC traction control system specifically developed for the car. Offering three settings, the default mode offers drivers the high levels of performance and stability you would expect of a car wearing the ‘M’ badge. But by pressing the DSC button once the car reverts to M Dynamic Mode to allow an enthusiastic driver the ability to push the M5 to the absolute limits of traction, even permitting some sideslip and countersteering. If the DSC button is pressed again and held down DSC is completely disengaged.Assisting further with performance the BMW M5 also comes with an MDrive button on the steering wheel, offering a one-touch function that changes the settings on the car to an enhanced sporting character. This set-up is formatted via iDrive with the owner choosing the preferred SMG, Electronic Damper Control and DSC modes and, if specified, the rate of support the Active Seat Control side bolsters offer. Once programmed, the driver just presses the MDrive button on the steering wheel to transform the character of the M5.

The function of the standard fit Head-up Display is also altered when the MDrive button is activated. The default setting sees speed, navigation instructions, check control messages and cruise control settings projected onto the windscreen in the driver’s line of sight. However, if MDrive is activated the display changes to a rev counter including vehicle speed that both flash at the driver when the next gear needs to be selected.While the chassis, suspension and steering of the M5 are based on the design of the 5 Series, almost all components are new. The M5 also features a variable M differential lock that offers a high level of driving stability and traction, especially when accelerating out of high-speed corners. Stopping power in the M5 is also enhanced courtesy of a high performance braking system with cross-drilled ventilated discs and twin-piston callipers. They will haul the new M5 to a stop from 62 mph (100 km/h) in under 120 feet and from 124 mph (200 km/h) in just under 460 feet.

In the tradition of BMW M, the exterior styling of the new M5 follows the “wolf in sheep’s clothing” philosophy. The casual observer may not, at first glance, recognize the M5’s performance potential. The less casual observer instantly will. The modified front spoiler and rear apron are instant giveaways. So too are the modified side sills. The wheel arches are more prominent in order to house the generous wheel and tire package. Following BMW M’s recent traditions, the new M5 has more aerodynamic exterior mirrors, four tailpipes and exclusive wheels. Similar to the latest M3, the M5 features exclusive gills incorporated into the front fenders.The exclusive leather interior features sports seats. Other styling touches, from the instrument cluster to the center console and the steering wheel are all unique to the M5. Even the optional head-up display is M-specific.

When the Z4 roadster was introduced a year ago, it was a significant leap forward from its highly successful Z3 predecessor. Indeed, the Z4’s debut was much more than just ’successor replaces predecessor,’ for the new Z4 roadster put BMW in a more elevated, sophisticated segment of the roadster market.

To paint the broad strokes: Built on a longer wheelbase than that of the Z3, the Z4 is also wider and longer – while employing advanced engineering to keep any associated weight increase to a minimum. More to the point, the Z4 expresses a traditional concept – that of the two-seat sport roadster – in utterly new terms of unique design, contemporary engineering and comprehensive features.

The Z4 places BMW squarely in the field of sophisticated, full-featured sport roadsters. It comes exclusively with 6-cylinder power and offers a choice of four transmission types. Its chassis engineering is new, encompassing multi-link rear suspension, standard run-flat tires and wheel/tire diameters up to 18 inches. The Z4 offers amenities and options never before seen in a regular-production BMW roadster. Safety engineering and features have been further developed.

As was the Z3, the Z4 Series is produced at BMW’s Spartanburg, South Carolina factory, which employs the most advanced production equipment and processes and serves all international markets for the Z4. Two models are offered: the Z4 roadster 2.5i at $33,895 base price including destination; and the higher-performing, more extensively equipped Z4 roadster 3.0i at $41,045. As with all other 2004 BMWs, these prices include BMW Full Maintenance for 4 years or 50,000 miles.
The BMW roadster tradition

As new as it is, the Z4 represents a long-standing BMW tradition. The Bavarian automaker’s roadster lineage begins in 1935 with the 315/1 and 319/1, two versions of an energetic little two-seater powered by engines that were small, yet had 6 cylinders. (Even then, engine smoothness and sound were BMW priorities.) In 1936, the tradition became a legend with the 328 roadster, which began as a successful racing car, went on to become a beloved sports car, and finally became one of the great collectibles of its era.

Another great BMW classic was the 507, of which only about 250 were built in the mid- to late 1950s. Today, this stunningly designed, V8-powered roadster commands high six-figure prices at collector-car auctions. Elvis Presley owned one while stationed in Germany with the U.S. military.

Virtually unknown in America, yet also important to BMW’s roadster lineage, was the Z1 – conceptually amazing, with a fiberglass body and electrically retracting doors. The Z1 was expensive, built in small numbers, and offered only overseas.

In 1996, BMW introduced a roadster that would be accessible to many more customers: the Z3. Designed and engineered to be produced at moderate prices, the Z3 was an instant, international hit. Over its seven-year production span, it evolved from a single 4-cylinder model to a line of 6-cylinder roadsters and a coupe. It will be remembered as a relatively simple, elemental, fun-to-drive machine of typically high BMW quality and unique style.

With its design inspired by the classic 507, the Z8 made its debut in 2000 as BMW’s highest-performing, highest-technology roadster. It continues through 2003, completing a limited production run and commanding the respect of those who test-drove for the media and those with the means to own it. No one at BMW would be surprised if the Z8, like so many of the BMW roadsters before it, becomes a significant collector automobile.

The Z4 not only takes its place in this illustrious historical line, but brings the design and technology of the more popular-priced BMW roadster to a level that, in many ways, is comparable with what the limited-production Z8 offers.

Aerodynamics: Outstanding for an open-bodied vehicle

It is far more challenging to achieve efficient aerodynamics with an open-body car than with a closed one; yet BMW’s designers and aerodynamicists achieved major progress. With its softtop in place, the Z4 has an aerodynamic drag coefficient (CD ) of just 0.35. And extensive development has minimized drafts around the faces and upper bodies of Z4 occupants when the top is down: In its May ‘03 issue, Road & Track reported that ‘at a constant 75 mph with the side windows down, we found the wind only tugging lightly at our cars.’

Smooth, powerful 6-cylinder engines

In a sea of V-6 engines, BMW swims almost solo with its unusual – but in BMW’s opinion superior – inline-6 configuration. The Z4 roadsters are powered by two versions of the M54 6-cylinder engine family; of the 3.0-liter version powering the Z4 3.0i, Automobile Magazine (August ‘03) wrote that ‘Its torquey, 3.0-liter six is always ready to respond.’

In addition to its inline six cylinders, this brilliant engine architecture features:
• Aluminum construction, contributing to vehicle performance by keeping down engine weight.
• Dual overhead camshafts and four valves per cylinder, for optimum torque and power.
• Chain camshaft drive, requiring no periodic replacement.
• Double VANOS steplessly variable valve timing, enhancing torque, power and emission control.
• Hydraulic valve adjustment for consistent sound and reduced maintenance.
• Electronic throttle system (‘drive by wire’) for smooth, precisely tuned throttle action and seamless integration of cruise control, Dynamic Stability Control and other features. This also facilitates an appealing option: Dynamic Driving Control, about which more later.
• Electronically controlled engine cooling, enabling precise and purposeful control of engine temperatures; contributes to fuel efficiency and heater effectiveness.

With all these elements of engine architecture shared, two versions of this powerplant power the two Z4 models:

Z4 2.5i. 2.5-liter, with 184 horsepower and 175 lb.-ft. of torque. This unit delivers 0 to 60 mph in 7.1 sec. (manual trans., BMW AG test results) and achieves the amazing top speed of 146 mph. Its EPA mileage ratings are impressive too: 20 mpg city/28 mpg highway with 5-speed manual transmission, 20/29 with the optional 6-speed Sequential Manual Gearbox (SMG), and fully 21/28 with the available 5-speed automatic. Top speed is 137 mph with the 5-speed, 146 with SMG and 141 with the automatic.
Z4 3.0i. 3.0-liter, with 225 hp and 214 lb-ft. of torque. This version is further refined for an even more exciting sound. Motor Trend noted in its May ‘03 issue that ‘It delivers an impressive amount of power, with vibration evident only by its absence…Underway, dual exhaust tips broadcast a turbine-like mechanical growl that’s wired directly to the driver’s right foot.’ This engine powers the Z4 3.0i to 60 mph in just 5.9 sec. with the standard 6-speed manual transmission or optional SMG, and reaches 60 mph in only a tick more at 6.0 sec. with automatic (BMW AG test results). Top speed is electronically limited to 155 mph with the manual transmission or SMG; with the automatic it is a ‘natural’ 152 mph. With its manual transmission, the Z4 3.0i earns excellent EPA mileage ratings of 21 mpg city / 29 mpg highway; with SMG the ratings are 20/29 and with automatic 19/27.
5- and 6-speed manual transmissions
While the 2.5i model’s standard transmission is a 5-speed manual, standard in the 3.0i is a 6-speed unit. Weighing no more than the 5-speed, this ‘gearbox’ incorporates refinements for even greater driving pleasure (and BMWs are already known for excellent manual transmissions):
• Even more effective synchronization of shifting
• Sportier shifting, via a 20-mm (0.8-in.) shorter shift lever and 10-mm (0.4-in) shorter shift ‘throws’ from neutral to each gear.

Optional STEPTRONIC 5-speed automatic transmission

Available for both models is the 5-speed STEPTRONIC unit that has garnered repeated praise from auto critics. Like all other current BMW automatics, it incorporates –
• A Sport mode that programs automatic shifts at higher engine speeds
• A Manual mode, which lets the driver choose shifts manually by ‘flicking’ the lever rearward or forward. Though basically similar to the transmission offered in other BMW 6-cylinder models, it is specially tailored to the Z4 with a ‘tighter’ torque converter (thus a more direct response feel) and specific shift characteristics.

‘Third way’: The Sequential Manual Gearbox

BMW currently offers two types of Sequential Manual Gearbox (SMG), both of which apply electrohydraulically actuated, electronically or driver-controlled shifting to a 6-speed manual transmission. Available on the super-performance M3 models is the very elaborate DRIVELOGIC version, which offers drivers a total of 11 shift programs. The version offered as optional equipment for Z4 roadsters (and, for ‘04, the 3 and 5 Series as well) is engineered for performance, convenience and (above all) driving pleasure; it offers a total of four shift programs:
• In its Automated mode, labeled D, a Normal program, and a Sport mode that executes shifts at higher engine speeds and makes the shifts themselves quicker.
• In its Manual mode, also a Normal and a Sport program; here the Sport program makes the shifts quicker, but the driver determines when the shifts occur.
In either mode, the Sport program is selected via a button on the console.

There is no clutch pedal. The driver selects the desired operating range (N, R, D, S = Sequential) with a console-mounted selector lever, and can execute manual shifts with that lever or with two ‘paddles’ on the steering wheel. After starting the engine (which requires putting the lever in N and applying the brake pedal), the driver moves the lever to the right; this selects the Sequential mode, in which each tap of the lever or paddle(s) shifts the transmission up or down one gear. Moving the lever to the right toggles the unit to its Drive mode, in which shifts occur without the driver’s intervention. To revert to Sequential shifting, the driver can toggle the lever to the right again (and simply tap it toward ‘+’ for an upshift or ‘–’ for a downshift) or toggle one of the steering-wheel-mounted shift paddles. By pulling either steering wheel-mounted paddle, an upshift is executed. Pushing either paddle with your thumb produces a smooth downshift.

In either the Drive or the Sequential mode, an instrument-cluster display indicates the gear currently engaged. In Drive, a ‘D’ is displayed next to the gear. When the Sport program is activated, an orange indicator light next to the Sport button illuminates.

Though SMG does offer automated shifting, it is not meant to serve as a conventional automatic transmission; that role is played by the also available STEPTRONIC automatic. Just as with a manual transmission, power is interrupted for shifts – though in hard, performance-oriented driving the shifts can be stunningly quick. SMG’s appeal lies in these considerations:
• It is a racing technology, pioneered in Formula 1 competition and predominant in that sport today.
• It offers a new kind of actively enjoyable driving, and fascinating new things for an enthusiastic driver to learn.
• Relative to a manual transmission, it entails no performance loss and minimal increase in fuel consumption. In fact, it can match or even exceed the performance achieved by an expert driver.

Z4 running gear: This roadster is glued to the road

The Z4 raises enthusiasts’ expectations of how a sports car should handle. Starting with a brand-new body/chassis structure, BMW chassis engineers developed a sports-car platform that is almost literally glued to the road. The basis for this remarkable platform is a body/chassis structure with exceptional stiffness for a roadster; it achieves 21 Hertz – truly outstanding for a roadster, and close to the 25-26 Hz of today’s BMW sedans. A number of specific features contribute to this rigidity:
• Y-form front longitudinal members. Each chassis rail carrying the engine (one per side) branches into a ‘Y’ to form a side sill and half of the central tunnel. In this regard, the Z4 is similar to the Z8 roadster (though the Z8 structure is of aluminum, the Z4’s of steel).
• The side sills are configured to achieve maximum rigidity within acceptable bulk. (It’s not acceptable simply to make them huge; this would cut into passenger space or make the car too bulky.)
• The underbody (floor pan) is designed to spread its strength evenly over its entire length and width.
• The underbody is further reinforced by two thrust plates, similar to those employed in the M3 models. The front one is of aluminum, the rear of steel. Also as in M3s, there are reinforcing braces from the front suspension’s strut towers to the cowl area.
• High-strength steels are employed extensively for best strength without excess weight.
• To save additional weight, the hood is of aluminum.

In general terms, the Z4 suspension system applies concepts familiar from the 3 Series. Now, imagine a further developed system in vehicles almost 300 pounds lighter and with a significantly lower center of gravity, and you get an idea of the Z4’s potential. Here are the particulars:

Strut-type front suspension. with notable features:
• Forged aluminum lower arms, to reduce unsprung weight and thus improve ride and handling on rough road surfaces.
• Hollow strut rods, vs. solid; these weight 10% less than conventional solid rods.
• Relatively large positive caster to improve straight-line stability.
• Wide track – 58.0 in.

Central Link rear suspension, a multi-link concept. The Central Link from which the system derives its name is a large, curved longitudinal arm, pivoted directly ahead of the rear wheel’s vertical and horizontal centerpoint on a large rubber bushing of highly sophisticated design. Each wheel also has an upper and a lower lateral arm, for a total of three links per wheel. The system contributes to remarkable handling and riding comfort, yet is simpler than many multi-link concepts. Salient features include:
• Wide track, 60.0 in.
• Relatively large negative camber angles. Z4s have 2.25° negative camber at rest, visible in a slight inward tilt of the tops of the rear tires.
• Extra-firm forward bushings for the subframe that carries the suspension system.
• Aluminum upper transverse links to help reduce unsprung weight.

Overall suspension calibration. To underscore the Z4’s sporting nature, relatively firm springs, shock absorbers and anti-roll (stabilizer) bars have been adapted. This means a firm ride and very ‘flat’ cornering.

Because the standard suspension calibration is inherently sporty and the standard run-flat performance tires are relatively stiff, the available sport suspension (included in each model’s Sport Package) does not employ firmer springs, shock absorbers and anti-roll bars as is customary with BMW sport suspension. Instead, its only difference is a 15-mm (0.6-in.) lower ride height.

Every Sport Package-equipped Z4 comes with Dynamic Driving Control, which provides a Sport button on the console that selects –
• Firmer steering effort (less power assist) via the electric power steering
• Quicker accelerator response via the ‘drive by wire’ throttle system
• In vehicles with automatic transmission, an additional Sport mode beyond that selected with the shift lever.

Electric power steering: innovation with significant benefits

The Z4 incorporates an electric power steering system: the steering is assisted by an electric servo motor rather than the conventional hydraulic pump. Among the benefits of this feature are:
• Facilitates specific tuning of steering to the vehicle – shock damping, on-center feel, return to center position, overall steering feel – via software.
• Vehicle-speed-sensitive power assist (Servotronic).
• Reduced vehicle fuel consumption, because the electric motor operates only when the steering wheel is turned.

The servo motor applies its assist to the upper portion of the steering column; its control electronics are in a housing mounted directly to the motor.

Generously dimensioned brakes

The Z4 3.0i gets ventilated rear discs, and both models have larger-diameter rear discs than those of their Z3 predecessor. Equipment is as follows:
• 2.5i – Ventilated front discs of 286-mm/11.3-in. diameter; solid rear discs of 280-mm/11.0-in. diameter.
• 3.0i – Ventilated front discs of 300-mm/11.8-in. diameter; ventilated rear discs of 294-mm/11.6-in. diameter.

BMW has applied two refinements to the handbrake mechanism. One is a self-adjusting actuating cable, reducing the need for periodic adjustment; the other is a newly designed cable linkage that ensures equal handbrake force on both rear wheels.

Run-flat tires, standard

Every Z4 comes standard with BMW’s Run-Flat Combination (RFC), an important step forward in personal safety, convenience and in-vehicle space utilization.

The system consists of self-supporting tires, special wheel rims and a Flat Tire Monitor. The tires have special sidewalls that include specific inserts and highly heat-resistant rubber compounds. These features allow a deflated tire to maintain its essential shape and guidance characteristics for a considerable distance.

While maintaining the handling and safety standards of high-performance tires, the RFC system offers these advantages:
No roadside tire changes. It will be seldom, if ever, necessary to stop and change a damaged tire. When confronted with a flat (a condition revealed to the driver by the Flat Tire Monitor), the driver can continue on for up to 90 miles at speeds up to 50 mph until reaching a safe and/or convenient place to have the tire repaired or replaced.
Tire stays on rim, thanks to specially developed wheel rims.
Stability systems remain functional. All Dynamic Stability Control functions remain fully in effect, even with a deflated tire.
Increased trunk space. With RFC, no spare is needed, so the trunk can be larger.
Weight savings. The weight of a spare tire is eliminated.

Source – BMW
A rear-wheel drive sports vehicle, the BMW Z4 was known as the E85 in roadster form, and E86 in coupe form. Replacing the BMW Z3, production began in 2002. The Z4 was much larger than its predecessor and featured a significantly stiffer chassis. Originally only available as a roadster, in 2006 a coupe version was finally released. Built in Spartanburg, South Carolina, the BMW Z4 has been in production since the 2003 model year. The Z4 is BMW’s only two-seat sports car.

The BMW-Z4 was designed by Danish BMW-designer Anders Warming. Warming was later famed with creating the Mille Miglia Concept vehicle with many of the similarities from the Z4. Considered to be one of the more unique sports vehicles currently available, the Z4 features an exquisite inline six-cylinder engine, and fabulous styling. The Z4 is famed for its excellent handling and steering and it counters with a light curb weight.

Available as a roadster with a convertible top or a fixed-roof coupe, the BMW Z4 featured the traditional front-engine/rear-drive layout, an elongated hood (that some consider ‘shoe-like’ in appearance) and rearward positioning of driver and passenger. To add tension to the Z4’s shape, the car showcased an extremely chiseled exterior design.

The original BMW Z4 from 2003 through 2005 was broken down inti either 2.5i or 3.0i. The 3.0i used a 3.0-liter straight six-cylinder engine that achieved 225 hp, while the 2.5i had a 2.5-liter, inline six-cylinder engine that achieved 184hp. Available transmission were a five-speed manual that was standard on the 2.5, a six-speed manual that was standard on the 3.0, a five-speed automatic or a six-speed Sequential Manual Gearbox that was featured on the M3. Only a few small updates were made over these years, but not enough to differentiate one model from another.

Much like the Z3, the Z4 featured a strut type front suspension, while its rear suspension was completely different and was based on that of the E30 BMW 3-Series. The Z4 also featured a much more conventional multi-link suspension, rather than a semi-trailing arm suspension.

The 200 BMW Z4 was available in two trim levels, the 3.0i and 3.0si. The 3.0i featured 17-inch wheels, antilock brakes, power mirror and windows, stability control, manually operated seats and vinyl upholstery. Standard, the 3.0-liter inline six-cylinder engine was rated at 215 hp; the six-speed manual transmission was also standard, while a six-speed automatic is optional. The 3.0si came with 18-inch wheels, several improved interior updates and a 255-hp 3.0-liter inline six. Both trim levels offered a variety of option, these included a Premium package with a power-operated top, and a Sport package that was designed to improve the car’s handling capabilities. It added stiffer and lower suspension, larger wheels with run-flat tires, BMW’s Vehicle Stability Control system; Dynamic Driving control. The BMW Z4 coupe is only available in the 3.0si trim.
The Sport package isn’t needed though for a rewardable driving experience, the BMW Z4 offers that no matter what. The coupe had an advantage over the roadster in the terms of handling because of its additional body rigidity.

A choice of four straight-six engines were available on the BMW Z4, the 2.2 L, 2.5 L, 3.0 L and 3.2 L, all are variants of the BMW M54 engine. A 2.0 L straight-4 engine was available in the European market. Not available in the U.S. the 2.2 L, 170 bhp version could achieve 100 km/h in 7.7 seconds. The 2.5 L engine could achieve 192 bhp at 6,000 rpm. With a manual transmission, it is rated at 6.8 seconds at 62 mph. Weighing 2,932 lbs with a manual transmission is 66lbs lighter than the 3.0 L version. The 3.0 L was capable of 231 bhp at 5,900 rpm and its straight six could achieve a 62 mph in just 5.9 seconds. The 3.2 L reached 330 bhp at 7,900 rpm and had 262 lb/ft of torque at 4,900 rpm.

A Bangle-designed concept coupe version of the Z4 was introduced at the Frankfurt Motor Show in 2005. A company announcement was made on November 22, 2005 that the coupe would be available for delivery in the U.S. by June 2006, along with the return of the M Coupe. On April 4, 2006, production began at the Spartanburg, SC BMW plant, and the production vehicles were unveiled at the New York Auto Show in April 2006.

The BMW Z4 was also available in an M-powered version. This was the most powerful car of the Z4 lineup and it featured a naturally aspirated, inline six cylinder engine that was used in the third generation of the M3. The Z4 M produced 340 bhp at 7,900 rpm and 270 lb/ft of torque. With a top speed of 250 km/h, the M could achieve 0-100 km/h in just five seconds. The M Roadster also shares its 6-speed Getrag 217 manual gearbox with the M3.

For 2006, the Z4 was extensively updated and because of this, all models from ‘06 on were even more improved and a better choice for buyers. BMW installed its new N52 I-6 engines in all of the Z4 line. Mid-year in 2006 BMW released the coupe body steel, both the 215-hp and 255-hp engines, and the six-speed automatic. The N52 featured a magnesium block construction which consisted of an aluminum interior for the cylinders, along with an outer magnesium block.

To achieve increased performance, this engine featured BMW’s Valvetronic variable valve timing system, which is incredibly more powerful through the middle of the rev range, and also improved handling and turn-in due to the decreased weight over the nose of the car. Other updates included a retuned standard suspension that improved ride quality, a higher final-drive ratio that only improved acceleration, additional braking functionality for the stability control system, new wheel designs, minor interior trim revisions and updated front and rear styling. The brakes size was also increased on the 3.0si models for 2006.

The Z4 3.0i Roadster released in 2008, when equipped with the optional Sport package, came complete with wheels very similar to the original Z4 Coupe concept vehicle.

According to the Auto Press, the 2008 BMW Z4 ranks 7 out of 8 Luxury Sports Cars, this analysis is ranked on 24 published reviews and test drives, along with an extensive review of reliability and safety data. The ‘08 Z4 3.0si was a two-seat hatchback coupe that came with a 3.0-liter inline six-cylinder engine and a manual transmission. Automatic transmission is optional, and the Z4 was also available as a convertible.

On August 27 2008, the Z4 line ended its production in North America at its Spartanburg, SC plant. Production has been shifted to the Regensburg, Germany plant for the its next-generation model, the E89.

There is a small circle of enthusiasts, people who enjoy getting behind the wheel themselves, who yearn for the sportiness provided in a smaller car, but don’t want to miss out on an automobile in this class. To achieve optimum agility and handling, ALPINA made a point of basing the B7 on the BMW 7 Series with V8 engine. The V8 offers the best jumping-off point in terms of dynamism, with an ideal 50/50 weight balance, also weighing around 150 kg less than the comparable V12 model

The B7 designation carries with long tradition, and has stood for charged engines at ALPINA since the late 1970s. The heart of the B7 is a 4.4 litre V8 engine that is charged through the use of a radial (Nautilus-type) compressor. The combination of Valvetronic and charging represents a premiere. Through the use of Valvetronic’s complete functionality, the charge is controlled by varying the valve opening depth and the boost pressure. This frees up the engine to a degree and provides better fuel economy at partial engine loads. The radial compressor is driven by a dedicated poly-V-belt, separate from the serpentine belts running other aggregates. At low rpm, a clutch de-couples the compressor from its drive-belt. The compressed air charge reaches the engine via an air-to-air intercooler. The EMITEC metallic catalytic converters are mounted quite close to the engine. In combination with secondary air induction, the EU4 standard is achieved

This charging helps the ALPINA engine generate impressive performance figures: 368 kW (500 bhp) at 5,500 rpm, and maximum torque of 700 Nm at 4,250 rpm. The result is excellent performance coupled with a saloon‘s unique comfort. The feeling of jet-engine acceleration reaches heights of around 300 kph, with 100 kph flashing by in under 5.5 seconds

The silhouette of the B7 is markedly more dynamic and graceful through the 21” ALPINA wheels and the rising wedge shape at the rear of the automobile, finishing harmoniously in a rear deck spoiler. With the help of the newly re-shaped ALPINA front valance and spoiler, the B7 achieves a coefficient of drag of only 0,31 in the BMW wind tunnel, helping to ensure stability at the highest speeds.

BMW S7 nice car but not many was sold..

BMW Concept CS

BMW gets its design mojo back with the BMW Concept CS, a sexy new four-door that just redefined the luxury performance category. The low-slung beauty has some of the finest lines we’ve ever seen on the outside, and a stellar driver-oriented interior. BMW is being mum with what’s under the hood, but we’re sure Maserati is already sweating.
In faraway Shanghai, China, the annual auto show doesn’t usually draw debuts from European brands, but both BMW and Audi are debuting new concepts to the world in this city of 18 million people. If you’re wondering why BMW is showing off a new sedan concept in China, it might make more sense when you consider the fact that BMW sells more 7-series sedans in China than in any other market except for the United States. BMW also makes a long-wheelbase version of the 5-series that is only sold in China. It’s clear that BMW sees the potential for huge growth for the sales of its cars in China—an emerging and important market for BMW’s new design direction.

Officially known as the BMW Concept CS, the four-seat, four-door sedan shows that BMW wants to get into the high-style, low-slung-roofline luxury-sedan segment currently dominated by the Mercedes-Benz CLS. Furthermore, the other elements of the design are a clear and better-looking departure from the current crop of Bangle Bimmers. In silhouette, the design has elements of the Aston Martin Rapide, but we’d have to assume that a production version of the concept would cost far less than the estimated $180,000 it will cost to relieve a Rapide from Aston Martin.

Roughly the size of a 7-series and spanning 200.8 inches in length, the concept is 2.4 inches longer than a regular-wheelbase 750i and 3.1 inches shorter than the 750Li—or 7.8 inches longer than a CLS. Overall height comes in at 53.5 inches, 4.3 inches lower than a 7-series and 1.2 inches shorter than the CLS. Could this concept show us some of the styling of the next-generation 7-series?

Certain elements of the design—the large kidney grilles up front, the swept-back shape of the headlight cluster, the rear fascia, and the striking character line that bulges away from the rear fender—will probably find their way onto BMW’s flagship. Less likely to be incorporated into a future 7-series is the low roofline, but it is likely that the Concept CS’s roof and design cues will find their way onto a future sedan to take on the CLS.

Sporting, sleek and low-slung all-round look as an expression of a four-door Gran Turismo.
Highly expressive, dynamic front-end design with the striking BMW kidney grille as the central highlight.
Prominently positioned BMW kidney grille to ensure a good supply of cooling air to the engine.
Re-interpretation of BMW’s classic contour line at the side, door handlers fitted flush in position as a consistent testimony to the car’s attractive sculpture.
Powerfully flared wheel arches, 21-inch light-alloy wheels,body width increasing towards the rear and thus mhasising the sporting, wide track of the car.
Flowing roof area with aerodynamically optimised contours.
Innovative headlights with LED reverse projection technology and extremely slender rear lights behind clear glass. Night design with homogeneous light bodies.

Uncompromising, highly aesthetic interior design with layered surfaces (layer design concept) and clearly defined functional joints.
Driver-oriented cockpit with clear ergonomic structuring of functions relevant to the driver and oriented towards superior comfort in the controls and displays.
Layer design concept also applied to the design of the double circular dials to provide clearly structured information on several visual levels.
Focus on the joints and seams around the body panels serving to consciously use air venting and ambient interior illumination options.
Supreme exclusivity and perfect craftsmanship in the finish of the interior highlighted by contrasting colours and surfaces in different kinds of leather.
Introduction of particularly sophisticated, powerful-looking ceramics as the material for the controls and instruments.
Innovative sports seats with a fold-up collar element.

BMW has officially unveiled the new 2007 BMW 335i and 328i coupes, which arrive in U.S. showrooms this September. The 335 has a new 300 horsepower inline six-cylinder with twin-turbochargers, high-precision fuel injection, and an all-aluminum crankcase, pushing the car to 60 mph in just 5.3 seconds.

The 335i Coupe will be joined in the U.S. by the 230 horsepower 328i Coupe, which hits 60 mph in 6.2 seconds. In addition to the standard six-speed manual, both models will be offered with an available six-speed Steptronic automatic transmission.

The 2007 3-Series coupe also includes the option of xDrive all-wheel drive for the first time ever in a BMW coupe. It will be available this fall in the 328xi Coupe. Adaptive Xenon headlights and Horizontal LED taillights are standard equipment.
When the 2007 BMW 335i coupe arrives in showrooms on September 1, it will be the first gasoline-powered Bimmer in a generation to incorporate a turbocharger. With a sleek, newly designed body, the 300-horsepower 335i is the most powerful non-M3-series BMW coupe ever, and is also the most high-tech. Driving the sport-tuned 335i is a pleasure: bucket loads of torque in each gear are made usable by precise steering and magnetic handling. Our tester was equipped with the optional Sport package, which gave us sport seats with power-adjustable backrest width, 18-inch alloy wheels with W-rated run-flat tires, and an increased limited top speed of 155mph. Also available is the Cold Weather package, which adds a headlight cleaning system, heated front seats with expanded heating area, and a ski bag. (We venture to suggest, however, that those wishing to muck around in the new 3-series coupe in the snow wait for the launch of the all-wheel-drive new 328xi later this year.)

In the cabin, the 335i delivers all of BMW’s latest optional tech systems: Bluetooth hands-free calling, GPS navigation via the second-generation iDrive interface, and adaptive cruise control are all offered as stand-alone options. A surround-sound Logic7 audio system with the ability to play advanced digital audio formats (MP3, WMA) comes standard, as does a generic auxiliary input jack for those wishing to stream their iPod libraries through the car’s 13 speakers. Other standard tech includes adaptive headlights, adaptive brake lights, and a unique seatbelt presenter, which (in theory) saves you the trouble of stretching. Those looking to buy the 2007 335i coupe will have to stretch to $41,295 for the basic model, and a bit further according to their a la carte option preferences.

Powered by the back-to-back International Engine of the Year-winning engine driving through BMW’s unique seven-speed Sequential Manual Gearbox, the new M5 Touring offers a large boot space for owners needing to move sizeable loads quickly.

Performance

Powered by the same normally aspirated 5.0-liter V-10 cylinder engine as its Saloon counterpart, the new M5 Touring redlines at 8,250 rpm. 500 bhp and 383 lb-ft of torque propel the car from zero to 62 mph in 4.8 seconds (only 0.1 seconds slower than the Saloon). Without the 155 mph electronic limiter the new M5 Touring would be capable of achieving 200 mph while still transporting the largest of loads.This balance of ultimate practicality and performance is summed up by Lee Connolly, BMW UK’s Product Manager for the new M5 Touring: “The M5 Touring will be the perfect car for delivering supercar owners’ luggage to their holiday homes in France or Spain. Usefully, their luggage will arrive before they do!”

Transmission

These levels of performance are in part made possible by the world’s first seven-speed Sequential Manual Gearbox with Drivelogic in a production car. The gearbox features eleven different change patterns to offer the driver a personally-tuned driving experience – six settings vary speed and response of gear change in a manual mode and there are five automatic modes. A Launch Control function delivers the fastest possible acceleration from standstill.

Traction

Like the Saloon, the new M5 Touring features a three-stage DSC+ traction control system. The default mode offers drivers high levels of performance and stability. M Dynamic Mode allows an enthusiastic driver the ability to push the M5 Touring to, and beyond, the absolute limits of traction, permitting some sideslip and countersteering before the system cuts in and is selected in the M Drive Manager (see below). If the DSC button is pressed, DSC+ is completely disengaged.

BMW M’s variable M differential also offers the highest levels of driving stability and traction, especially when accelerating out of high-speed corners, with up to 100 per cent of drive being transferred to the rear wheel with most traction. Finally, the Electronic Damper Control (EDC) system offers three suspension settings to complement the prevailing driving conditions.

M Drive Manager packages these programmable settings, so that the touch of a single button sets the car up as required. Like a boy visiting his favorite sweet shop, the M5 driver can select his preferred settings for power, gearbox, EDC and DSC modes, Head-up Display and the degree of Active Seat bolster support, via the iDrive menu. One touch of the M Drive button on the steering wheel then selects the desired combination and instantly changes the character of the car. One moment the M5 Touring is a placid and practical family car, the next it’s more akin to a track day special.

BMW fuses wagon utility with unadulterated performance in its 2008 BMW M5 Touring to create a grocery-getter that can accelerate from zero to 62 mph in 4.8 seconds — fast enough to splatter untethered bags of eggs and cereal against the rear window.

“Touring” is BMW’s global descriptor for its wagons. The same formula BMW used to create the M5 sedan is duplicated on the Touring, only a 5 Series wagon is used in place of the sedan. Unfortunately, U.S. buyers won’t get a chance to experience the M5 Touring because BMW will not likely import its superwagon to U.S. dealers.

Exterior
There’s little that distinguishes the M5 Touring from the sedan, other than the obvious wagon tail end. The same large front air dam, fender vents, swooping side skirts and quad-tailpipe exhaust subtly hint at the Touring’s performance capabilities.

The M5 Touring can tow up to 3,969 pounds (400 more than BMW’s compact X3 SUV) and seat five passengers. That’s enough pulling power to tow a small camper or a pair of Jet Skis.

Interior
The rear seats fold down in a 60/40 split for a cargo capacity of 57.8 cubic feet, which is 40 cubic feet more than the sedan.

Rear occupants will notice the two-piece glass panoramic roof. Both planes of glass tilt into vent mode; only the front glass opens completely.

Under the Hood
The 507-horsepower V-10 remains unchanged from the sedan, producing 383 pounds-feet of torque. Drivers can shift through the gears using steering-wheel paddles or a center-console gear selector.

At each startup, the V-10 is limited to 400 hp until the driver presses a button to unleash the extra 107 hp.

Safety
BMW’s Dynamic Stability Control can be fully or partially activated, or completely turned off, for different levels of vehicle control and performance. If the driver feels compelled to let the rear end hang out around a corner, the partially deactivated DSC will let that happen to a point, then step in and make the necessary corrections to keep the car pointed straight.

Despite being clothed in a slightly larger body and carrying added weight, the German carmaker says subtle variations in the wagon’s suspension ensure the M5 Touring is every bit as engaging to drive as its sedan sibling—and just as fast around the Nurburgring. BMW claims 0 to 60 mph in less than 4.8 seconds.

We’d like to be able to verify these claims—and tell you that BMW will finally unleash a wagon version of the M5 in the United States—but alas, BMW North America tells us there are no plans whatsoever to bring the limited-production model Stateside. It’s not the first time the U.S. market has been snubbed: Back in 1992, BMW produced limited numbers of the E34 M5 wagon, but none for the U.S.

Driver and passenger front and side-impact airbags are standard; rear side-impact airbags are optional.

2008 BMW M5 Touring Specifications
Chassis
Brakes F/R:    ABS, vented disc/vented disc
Tires F-R:    255/40 ZR19 – 285/35 ZR19
Driveline:    Rear Wheel Drive
Engine
Type:    V10
Displacement cu in (cc):    301 (4941)
Power bhp (kW) at RPM:    500(373) / 7750
Torque lb-ft (Nm) at RPM:    383(520) / 6100
Redline at RPM:    8250
Exterior
Length × Width × Height in:    n.a.
Weight lb (kg):    n.a.
Performance
Acceleration 0-62 mph s:    4.8
Top Speed mph (km/h):    155 (250)
Fuel Economy EPA city/highway mpg (l/100 km):    n.a.

It is not only the concept’s striking looks that may give it a chance to be produced, even if in a small scale. The new car may also have come to life in a proper moment for BMW to give its production a serious thought. Mercedes-Benz has realized it may be a good idea to offer supercars and, when SLR’s production ceases, in 2009, it already has plans to revive the Gullwing, currently being tested under a Viper-like body. Even Audi has given it a try and is not complaining about R8 sales and brand-image benefits. Hence, why would BMW stay out of such a market?

It is obvious no one likes to bet if there is no chance of winning, so BMW will probably wait to see public’s reaction on the M1 to consider production. Expect it to be present in the most important autoshows in the next few years, such as Paris and Frankfurt. Anyway, if BMW demands anything else than enthusiastic reception to give the greenlight to this machine, we are sure thousands of World Car Fans will be willing to know what it is. And to have it done.

As of now, the M1 Homage is strictly a design exercise. We haven’t seen shots of the interior, the mechanical bits, or of the vehicle in motion, so it may very well be no more than a hot body. The styling is directly influenced from not only the original M1, but also from that car’s inspiration, the BMW Turbo Concept. So if history is to repeat itself, perhaps this Homage is a predecessor to a toned-down limited-production version, but don’t hold your breath. There have been optimistic rumors of a BMW return to the mid-engined supercar game, and this would certainly be a bold first step. But we’ll have to wait and see just how far BMW is going to take this concept. For now, we’ll settle with gawking at the motionless photos of this modern automotive sculpture.

First, the bad news — BMW says the striking concept shown at the recent Villa d’Este concours in Italy is not destined for production. But…when Adrian van Hooydonk, the head of design for BMW automobiles, said, “The BMW M1 Homage clearly manifests the creativity and potential of the BMW Design team,” and later added that “a project such as this is a valuable source of inspiration for our day-to-day work,” well, maybe there is hope for a BMW supercar down the road.

Regardless, the M1 Homage is just plain cool. The reason the car exists is to mark the 30th anniversary of the BMW M1, which to this day is still one of the most lust-worthy sports cars ever created. The original M1 was designed by Giorgetto Giugiaro, based on the BMW Turbo concept penned by Paul Bracq. The new M1 Homage comes straight from the BMW Group Design team.

Although we can dream about the M1 Homage becoming a production-car reality, the fact is it doesn’t even have an interior and this “mid-engine concept” isn’t a “runner” — it has to be pushed to move at all. Still, it looked stunning at Villa d’Este, positioned alongside the M1 and the BMW Turbo, painted in Liquid Orange in honor of the hallmark M1 colors of black and orange. The twin BMW logos on the rear of the M1 Homage are also in honor of those on the M1 production car, as are the air vents in the hood and the classic louvers on the back window. BMW says the M1 Homage’s exterior dimensions “are in keeping with those of the M1; only the extended wheelbase indicates a larger passenger cell.” Which, of course, we couldn’t see, because there is no interior.

Other cool features of the M1 Homage include “invisible headlamps” and a squat version of the trademark BMW grille, the last which also serves as a way to route cool air to the engine. The headlamps truly are almost invisible, recessed into the design of the car’s nose — until they are switched on, that is.

BMW officials left us with this thought: They said the BMW M1 Homage “is designed as a source of inspiration; it sets out to challenge us to question and rethink what we see around us.” Hopefully they’ll question why a company with a top-flight Formula 1 team doesn’t have a true supercar.

BMW has created the M1 Homage in celebration of the 30th anniversary of the M1. The design study was unveiled at the 2008 Concorso d’Eleganza Villa d’Este held in Cernobbio, Italy.

Produced from 1978 to 1981, the M1 was BMW’s first and only mid-engined street car. The project was originally contracted to Lamborghini for chassis development and assembly, but when the Italian firm hit a financial rough patch BMW took over. A total of 456 M1s were built.

The original car was designed by Giorgetto Giugiaro and was itself based on the 1972 BMW Turbo concept penned by Paul Bracq. BMW has kept the overall proportions and many design cues of the M1 alive on the Homage, including the small kidney grille, hood vents, and rear window louvers. Also present are the original’s hidden headlights, but instead of pop-up units the lights on the M1 Homage are tucked under the hood overhang and are only visible when illuminated.

The BMW M1 Homage will be premiered at this year’s Concorso d’Eleganza Villa d’Este. The BMW M1 Homage was built to celebrate the 30th anniversary of the BMW M1 super sports car. The BMW M1 Homage is based on the BMW Turbo concept designed by Paul Bracq and the original BMW M1 designed by Giorgio Giugiaro. Taking its design cues from these two vehicles, the BMW M1 Homage pays tribute to its forerunner.

HERITAGE AS INSPIRATION: BMW M1 HOMAGE

To mark the 30th anniversary of the BMW M1 super sports car, BMW Group Design is presenting a homage to this legendary model as part of the
Concorso d’Eleganza Villa d’Este 2008. The BMW M1 designed by Giorgio Giugiaro was a car of superlatives and a highly emotive vehicle that was uncompromisingly primed for the race track. Spawning this development was the BMW Turbo by Paul Bracq, a revolutionary concept car which, in addition to its groundbreaking functional design, also boasted a raft of technical innovations. It is from these two unique vehicles that the BMW M1 Homage takes its cue – a design study that pays tribute to its forerunner models and an embodiment of the competence, creativity and potential of the BMW Group Design team.
“For BMW, heritage is always also a living heritage. Drawing inspiration from your own past and thereby reinventing yourself – that is exactly what the BMW M1 Homage demonstrates in impressive style.” Dr Klaus Draeger, BMW Group Board Member, Development

A particular forte of BMW Group Design is to draw on its own powerful history and actively feed this into the design of the future. The BMW M1 Homage is a design study in the tradition of a BMW Turbo that represents a contemporary take on the BMW M1 and the mid-engine concept. BMW M1 Homage Gallery: BMW M1 Homage
This tribute exhibits an emotional design that showcases technology and integrates it into the overall aesthetics of the vehicle.

The Concorso d’Eleganza Villa d’Este provides the perfect backdrop for the BMW M1 Homage. Here automotive beauties from the past meet the concept cars and design studies of the future. It is in this dynamic field of tension between past and present that the BMW Group Design team affords insights into its own perspective on a historically inspired automotive future.
Homage to the BMW M1.

“For a company as for a product, it is important to be aware of one’s roots. In the spirit of Giugiaro and Bracq, the BMW M1 Homage unites the BMW values of design and technology in a highly emotional and exciting interpretation.”
Christopher E. Bangle, Director Design BMW Group

The BMW M1 was an utterly uncompromising super sports car oozing passion; its forerunner, the BMW Turbo by Paul Bracq, displayed innovative technical solutions that found their expression in emotional design. It is precisely this blend – of technology and design, rationality and passion – that the BMW M1 Homage embodies. It presents an exciting and authentic interpretation of the BMW M1 and the mid-engine concept from a present-day perspective, and the legacy of the BMW M1 Homage is obvious at first glance. Unquestioningly it takes up the graphic play of the hallmark BMW M1 colours black and orange and interprets them anew. The Liquid Orange paintwork exclusively developed for the BMW M1 Homage cites the classic BMW M1 colour, yet surprises with its powerfully iridescent play of colour and brilliant depth. It shapes the extrovert surface language and strikingly highlights the eloquent interplay of convex and concave surfaces.

Mention the BMW M1, and another feature that immediately springs to mind is the characteristic twin logo at the rear, on the right and left edge above the tail lights. For BMW, this particular arrangement of its emblems has always signalled a mid-engined model. In the development stage of the BMW M1 this dual emblem was the first styling element to be approved even before the initial sketches were drawn. Likewise, it was confirmed from the outset that the BMW M1 Homage would feature the same twin badges. Other specific styling cues taken from the BMW M1 are the air vents in the bonnet and the louvres on the rear windscreen, as well as the black cutline dividing the roofline from the rear section of the body. Overall, the exterior dimensions of the BMW M1 Homage are in keeping with those of the BMW M1; only the extended wheelbase indicates a larger passenger cell.

Emotional design at the flashpoint between tradition and modernism.

The BMW M1 Homage takes long familiar elements from the BMW Design repertoire, reinterprets them and couches them in a new context. Its design brings together past and present, expanding the observer’s perception through new design solutions that find their expression in typical BMW style. If the contrasting colours were a dominant design theme for the BMW M1, this contrast is perpetuated in the BMW M1 Homage through its surface styling. Familiar elements, such as the trademark proportions, are combined with new and exciting lines, surfaces and details to create an up-to-date interpretation of the BMW M1, which remains to this day an extraordinary car.

Shunning the strong wedge shape of other mid-engine cars, the BMW M1 Homage consciously opts for BMW’s characteristic proportions. A relatively long engine compartment, a clearly defined transition into the A-pillar and a stretched window line featuring the “Hofmeister” kink instantly give it away as a bona fide BMW. The horizontal flow of lines lowers the car’s visual centre of gravity and lends it an air of sovereignty.

Though the BMW M1 already boasted extremely harmonious and sporty proportions, its surface design was not yet an explicit styling issue and was dominated by high-contrast graphic themes. Today, however, next to the car’s proportions, it is primarily the unusual surface styling that determines the strong recognition value of a BMW model. For some years now, all BMW vehicles have exhibited a striking and unique design language. The sculpting of the surfaces demands substantial experience and craftsmanship at the highest level. Only through the combination of craft skills, state-of-the-art technology and a sure sense of the personality of each BMW can designers and modellers achieve the overall sculptural effect that lends a BMW its unique character. The BMW M1 Homage systematically melds the proportions and graphic themes of the BMW M1 with the surface language of the new BMW look – a combination that imbues the vehicle with an exciting, sporty and authentic emotionality.

The front-end styling of the BMW M1 Homage adopts many of the graphic design themes of the BMW M1: the contrast between the black, recessed surfaces and the car colour, the small, squat kidney grille and the “invisible” headlamps. And yet the front of the BMW M1 Homage is an absolute novelty for BMW. Each element assumes a function: the hallmark twin kidney, for example, is not only a distinguishing feature of the BMW brand but combines aerodynamic, cooling-air routing and safety solutions. The design of the headlamps, meanwhile, is a new iteration of the retractable headlights of the BMW M1. Like the lamps on the historic model, those on the BMW M1 Homage are only visible when switched on. When not in use they are discreetly integrated into the front-end design and “disappear” into the recessed black cutline, almost like pop-up headlights.

Along the side of the car all the lines, surfaces and details lead the eye from the front end along the stretched engine compartment and clearly defined A-pillars before converging at the centre of the vehicle. Two expressive lines are drawn from the front along the flanks of the vehicle towards the engine compartment area. The flow of lines begins in a straight, disciplined fashion at the front end, lowering the optical centre of gravity of the BMW M1 Homage and highlighting its low-slung stance. From the middle of the car, however, the lines break up. The power of the design is focused precisely where the power of the vehicle also lies – at the engine. Strong, sensuous sweeping lines accentuate the car’s mid-engine concept, the design emphasising the mechanics behind it, the engineering skills and the engine expertise of the BMW Group.

The roofline of the BMW M1 Homage is flatly tapered, extending into and around the rear. In so doing it draws a continuous line and forms a link between the two sides of the car. It is on this line, above the tail lights, that the hallmark twin BMW logo can also be found.

“Engineering is beautiful – let’s show it!”

The overall design is driven by functionality and each detail has its purpose. Aspects such as aerodynamics, cooling-air routing and safety lend the BMW M1 Homage technical substance and make it a genuine BMW. A telling symbol of this is the kidney grille design of the BMW M1 Homage, fulfilling as it does several functions at the same time. The twin kidney isn’t just a signature BMW feature, it is also part of the car’s honed aerodynamics: it guides the air to the engine cooling as well as constituting the front section of a crash box, similar to the monocoque chassis of a Formula One race car.

Inspired by aircraft design, the car as a whole also boasts sophisticated air ducting through the body. For example, the cooling-air routing for the engine is positioned below the roofline, in the black recessed cutline along the side of the vehicle behind the window graphic. Small flaps and openings guide the air stream into the engine compartment to ensure an adequate supply of cooling air.

Vision and inspiration.

“The BMW M1 Homage clearly manifests the creativity and potential of the BMW Design team. A project such as this is a valuable source of inspiration for our day-to-day work.” Adrian van Hooydonk, Director Design BMW Automobiles

The BMW M1 Homage holds great significance for the BMW Group Design team, its genesis epitomising both a living tradition and an innovative future. This vehicle is designed as a source of inspiration; it sets out to challenge us to question and rethink what we see around us. The BMW M1 Homage pays eloquent tribute to the BMW Turbo and the BMW M1, which in their design were well ahead of their time. Originally slated as “merely” a design study or small series, their influence remains very palpable today – 30 years on.

BMW decided that there were too few willfully impractical cars in its lineup. True, just about any car with the propeller badge feels like a guilty pleasure, but save for models like the M3 and Z4 any one of them could conceivably be used for family transportation. And so 15 years after the retirement of the original 6 Series (1977-1989), BMW will once again sell a high-dollar coupe that combines all the best the company has to offer in performance, luxury and style — and defies all attempts to wedge a baby seat in its 2+2 occupant compartment.

Chief rival Mercedes-Benz has made plenty of money off well-to-do buyers who want vehicles that fit this profile, and it’s no coincidence that BMW’s new 645Ci coupe slots just about halfway between the much desired CLK500 and the upper-crust CL500 in length, width, wheelbase, curb weight and MSRP. This tells you plenty about the overall dimensions of the 645Ci — about the same size as the 5 Series sedan — and what it will take to get one — upwards of $70,000.

More interesting is what this casual comparison doesn’t tell you. Jaguar, Lexus and Mercedes have conditioned upscale coupe buyers to expect potent V8s and a smooth ride quality in this price bracket. But like other BMWs, the 645Ci immediately establishes itself as the athlete of its segment. We don’t mean to speak for hard-core enthusiasts, who will prefer the Porsche 911 or, as one of our editors suggested, the Maserati Coupe. Rather, the 6 is for those seeking a gifted touring car that eagerly and deftly takes on a twisty road when given the chance, while dutifully swallowing up mile after mile of freeway pavement without complaint. Does this supreme balance of attributes give the BMW an edge over its softer competition? If you like to drive as much as we do, yes.

The 645Ci’s styling sparked debate amongst our staff. Scrutinizing the car’s profile, some editors said they saw a plus-size 911 coupe. They took this not unpleasant image with them as they settled into the cockpit, and naturally the driving experience only increased the 645Ci’s standing in their minds. These were the proponents of the 645Ci’s styling. Other editors couldn’t help but cringe at the coupe’s odd cosmetic details: the drooping headlights, the prominent cutline on the hood, the trunk lid that seems to be a separate appendage — all signature motifs of BMW’s current design philosophy. These were the detractors of the coupe’s styling, and for some of them, the 645’s sheet metal was a deal breaker. We’ll leave you to decide which camp you’d like to join.

Sounds like mixed praise for what we said was the best BMW had to offer in styling, doesn’t it? Well, the view is much better from inside the car. Our Silver Grey test car had a matching gray and black interior constructed of top-quality materials under the direction of an exacting hand. A few of our editors said they disliked the abundance of cool tones in the cockpit, particularly compared to the 645Ci Convertible that arrived the following week with a light interior and warmer Birch wood trim. In contrast, our author thrived in this chilly environment — to her, it felt both sporty and elegant. She was particularly fond of the marbled gray inlays that took the place of the usual wood; BMW calls this “Ruthenium pearl-gloss.” Not only was it unique, but it also seemed a good match for the personality of our coupe, which had both the Sport Package and a six-speed manual transmission. No need to fret, though, if you prefer a more traditional look: Both light and dark Birch trim are no-cost options on the 645Ci.

Lest you think your author is a vampire given her taste for dark hues, know that there is no escape from the light in the 6 Series coupe. A large section of glass covers most of the roof and gives the cockpit an airy feel. It’s too large to slide open, but you can tilt it up slightly for ventilation. Of course, you can also slide a cover over it should you ever feel the need.

Even with the presence of the 21st-century iDrive vehicle management system, the 645Ci’s cockpit retains a remarkably simple, driver-oriented feel that establishes its place in the BMW family tree (before it branched off to form the current 7 Series). Everything — from the way the human body fits so perfectly into the sport seats to the ease with which you can read the analog gauges to the way the manual transmission’s shifter falls so readily to hand — gives the coupe a timeless quality that all the software in the world can’t take away.

While other manufacturers have experimented with various ways of illuminating the cabin, BMW continues to stick with bright orange backlighting for the gauges and controls. It’s easy on the eyes and establishes an immediate link between a 2004 645Ci and previous BMWs that customers might have owned and loved. There are no roots to trace when it comes to the layout of the automatic climate control system, but this is the simplest setup the company has ever offered. Able to function independently of the iDrive interface, the system features dual temperature dials for the driver and passenger and a real “off” button.

Not all of the controls merit such effusive praise, though. As in the 5 and 7 Series cars, the stereo controls are buried in the iDrive menus. Although we can see the wisdom of housing the myriad of equalizer adjustments here, the process of finding and adding a radio station to your primary presets is needlessly complex. Certainly, it can be done with careful study of the owner’s manual, but if you’re expecting to have everything down pat from Day One, you’ll probably be disappointed.

We also took issue with the “light-effort” turn signals, a convenience item that first appeared in the 7 Series that allows the driver to exert less strength when flipping the signal stalk on or off. Naturally, we can’t imagine anyone complaining about regular turn signals being too hard to use, but that notwithstanding, our author wasn’t able to master the light-effort variety in the course of a week: Most of the time she got it right, but too often she found herself driving down the road with the signal stuck on or, worse, making a lane change without signaling long enough. We’re sure that most 6 Series owners are a little more on the ball, but why offer a fluffy feature like this in a coupe that distills the driving experience to one of its purest, tastiest forms?

How tasty? Well, the sophisticated 4.4-liter V8 under the hood is a meal by itself. Also found in the 5 and 7 Series lines, this engine is one of the most advanced eight-cylinder motors currently offered in a production vehicle. Continuously variable valve lift (called Valvetronic) eliminates the need for a conventional throttle and, together with infinitely variable valve timing (double VANOS) and a fully variable intake manifold, maximizes power and torque across the rpm band. The result on paper is 325 horsepower and 330 pound-feet of torque. Numbers like these are almost commonplace among luxury vehicles these days, and it’s not until you experience the engine for yourself that it seems like something special.

Paired with the standard six-speed manual gearbox, the 645Ci moves out quickly, and power builds and builds as the tachometer’s needle climbs unwaveringly to redline. We could split hairs by making the observation that the Mercedes’ 5.0-liter V8 offers a bit more thrust off the line (it has a lower torque peak), but the Benz motor isn’t as exciting overall. Indeed it’s potent, as power is distributed evenly across its power band, but there’s no compelling reason to take a CLK500, SL500 or CL500 to redline on a typical workday. In the 645Ci, however, going to redline seems like a perfectly natural course of action, especially if your car has the manual gearbox. A carefully tuned exhaust note assures a glorious soundtrack in these moments of revelry. Even if you’re not one to throw your driving record to the wind, you’ll still enjoy the effortless passing maneuvers made possible by the V8, not to mention its quiet cruising demeanor.

BMW claims a 5.5-second 0-to-60-mph time for 645s equipped with either the manual transmission or the Sequential Manual Gearbox (SMG). We came very close to that in our instrumented testing, as our coupe made the run in 5.6 seconds and breezed through the quarter-mile in 14.2 seconds at 99.5 mph. Fuel mileage ratings are encouraging for a V8-powered vehicle. Coupes equipped with the six-speed automatic fare the best with an 18 mpg city/26 mpg highway rating. Manual-shift 645s come in at 17 city/25 highway, while SMGs get the lowest rating at 16/24. That said, during a week of fervent driving (with much time spent in lower gears), we didn’t quite make our 17/25 rating, averaging just 15.7 mpg.

The manual gearbox isn’t perfect, as more than one editor noted that the throws between gears were a bit long, considering the 645’s athletic personality. Additionally, the clutch pedal stroke is longer than some, and the clutch itself has a very specific engagement point that requires a little extra concentration. It’s all old hat for BMW enthusiasts, but if you’re new to the brand, you may need to give yourself a little time to adjust. Once you’ve acclimated to its minor idiosyncrasies, the gearbox is a rewarding companion, as your connection to the driving experience is much more intimate than it ever could be with the automatic or SMG. The shifter slots solidly into each gate. The pedals are spaced perfectly for heel-and-toe downshifting, if you’re so inclined — and with so much torque at your disposal, minimal effort is required for throttle blips.

The mostly aluminum 6 Series chassis provides the perfect complement to the excellent drivetrain. Suspension parts are shared with the 5 Series, but the 6 gets a lowered ride height, a slightly wider rear track and greater negative camber in back. The front springs and shock absorbers are firmer than the standard 545i settings but not as taut as the sport suspension calibrations on the manual-shift 545i (an optional sport suspension is not available on the 6). BMW’s Active Roll Stabilization (ARS) is standard, and in simple terms, that means that our 645Ci had “active” front and rear anti-roll bars — with distinct left and right sections that twist in opposite directions to suppress body roll when going around corners. Besides improving performance on twisty roads, BMW product literature notes that “there is a psychological component: Drivers and passengers alike marvel at the resulting ‘flat cornering.’”

And marvel we did at the 645’s handling. After a day on some of our favorite two-lane highways, we came away impressed by the coupe’s superb grip and balance in turns of all varieties. High-speed sweepers, tight washes, you name it — the 6 is unflappable. Although the coupe is too big to impart the extension-of-my-own-body sensation of a 3 Series, it certainly does right by high-dollar coupe buyers. The suspension transmits plenty of information through the driver seat — such that the driver feels like he’s in on everything that’s happening. At the same time, the ride quality is smooth and refined over all but the roughest pavement. Various Mercedes models may be able to keep up with the 645Ci when it comes to refinement, but not one of them can duplicate its entertainment potential.

What little ride harshness we did experience in our test car likely had to do with the aggressive 19-inch tire set that comes with the Sport Package. Our 645Ci wore 245/40 Bridgestone Potenza RE050A tires in front and wider 275/35 meats in back. In order to make way for the coupe’s generous 13-cubic-foot trunk, BMW nixed the spare tire. Accordingly, both these tires and the 645’s standard 18-inchers are of the run-flat variety, allowing an owner to drive up to 50 miles in the event of a flat. In order to maintain their structural integrity under a loss of pressure, run-flats are constructed of harder-compound rubber, which typically results in a firmer ride. We noted that our 645Ci’s tires tramlined a bit on grooved freeway pavement — also characteristic of run-flats.

Active Steering, a bit of technology that debuted on the 5 Series, is also part of the 645’s Sport Package. It differs from the standard variable-assistance steering in that a small electrically controlled gearbox mounted near the bottom of the steering column increases the amount of rotation that occurs when the driver turns the wheel. The idea is basically to reduce the amount of effort the driver has to supply during low- and midspeed maneuvers, and the system is able to take into account vehicle stability and uneven road surfaces, in addition to speed. The extra assistance is gradually reduced as vehicle speed increases, until the ratio becomes “conventional” at about 75 mph, according to BMW.

Although it might sound like BMW has taken a portion of the driving experience out of the hands of the human driver and put it into the algorithms of a computer, Active Steering actually works quite well on the 645Ci. For starters, you don’t have to turn the wheel nearly as much in a parking lot. At higher speeds, our test car’s steering felt quick, accurate and highly communicative, requiring only subtle inputs in the turns. Of course, this could easily be a description of any BMW’s behavior on twisty roads, and lacking a non-Sport 645Ci for a side-by-side comparison, we can’t say that Active Steering is an absolute must-have item. It is worth noting, though, that engineers were able to incorporate additional functionality without taking away any of the world-class steering feel that sets BMWs apart from their peers. Editors’ descriptions of the 645’s steering ranged from “natural” to “nearly perfect.”

Braking is easy to overlook when discussing the more glamorous aspects of the vehicle, but like other BMWs, the 6 is near the top of its class in this category as well. Brake pedal feel is straightforward, progressive and considerably more natural in feel than that of Benz models with electronic setups. Braking distances are plenty short in everyday traffic, and the 3,800-pound 645Ci consistently stopped right around 120 feet in the 60-0 deceleration test at the track. This is a good number, of course, but consider that despite its subpar pedal feel, the 4,000-pound SL500 can haul down in an otherworldly 109 feet in the same test.

Back inside the cockpit, the Sport Package provides excellent sport seats that hold you in place during hard cornering without feeling too confining when you’re just driving to the grocery store. We spent three hours in the driver seat with no discomfort. There’s plenty of room to adjust the seat in all directions; longer-legged drivers will particularly like the manually extendable seat bottom, which provides additional thigh support.

Visibility from the driver seat isn’t bad for a coupe, and all three of the mirrors have an auto-dimming feature. More than one editor noted that the mirrors could stand to be larger, but we expect that company designers feared larger mirrors would ruin the coupe’s sleek silhouette. Ordering the Park Distance Control option should help you avoid any low-speed mishaps, as the front and rear sensors provide both audible warnings and a graphic display on the iDrive screen. Bi-xenon headlights are standard for maximum visibility at night.

All cars with a dramatically curving roofline require those of taller stature to take extra care when getting in, but the 6 demands a little more concentration due to its high lower door sills. The sills can easily trip up an inattentive passenger the first time he gets into the coupe, and anyone with arthritis should check this out during a test-drive before placing an order.

Getting into the backseat is even trickier for these same reasons. What’s more, the rear seats aren’t a place for adults or bulky child-safety seats. The seat-bottom cushion is comfortable enough, but the back cushion is much too upright for long-term comfort. Sitting behind tall front occupants is out of the question, and even with the front seats moved forward, there’s not much in the way of leg- or foot room. Although you might expect a coupe based on the 5 Series platform to have a larger backseat, the 645’s wheelbase is over four inches shorter, thus reducing the available dimensions. More importantly, the backseat is likely small by design — this is a personal luxury coupe intended for those who want to pamper themselves, not haul their relatives around.

As you’d expect, occupants are well taken care of in the 645Ci in terms of safety. Airbags are standing by to protect everyone’s head and torso in the event of a collision, and an advanced stability control system is onboard to help you avoid an accident in the first place. If you’re just looking for a place to set a beverage, you might be disappointed as the provisions are limited to a clip-on holder that intrudes on the front passenger’s personal space and another that requires a hinged center console compartment to be left open. Storage space for cell phones and CDs is surprisingly generous, though, as a large center console container is ready to swallow up most odds and ends.

By this point, it should be obvious that we thought highly of the 645Ci Coupe that passed through our offices. It may not be the sexiest coupe on the market, but get behind the wheel and it will make you feel on top of the world. All the while, you’ll get to enjoy a luxurious cockpit that conveniently doesn’t have room for any annoying friends or in-laws. And if you like technology, the 6 Series has plenty of it, but for the most part, it doesn’t get in the way of the most important activity of all: Driving.

This is it. The car the BMW faithful have been waiting for. The 4.0-liter V-8 up front barks as the tach needle zings around the dial — 6000, 7000, 8000 rpm. I grab fourth just before the 8400 rpm redline — no, that’s not a typo — and turn into the fast right-hander.

From the moment you prod its starter button, the 2008 BMW M3 surprises you. Its 4.0-liter V8 is quiet — possibly too quiet — and settles to a lazy, subdued burble. It’s obviously a very different kind of engine than the inline-6 that powered the old M3, and for a moment you wonder if the gang at BMW M have botched up the world’s finest high-performance coupe.

But then you find a clear stretch of road and depress the accelerator. The big V8 takes a giant gulp of air and the 2008 BMW M3 starts to come alive. At first you’ll find yourself instinctively changing up a gear at 6,500 rpm, but then the engine’s only starting to get into its stride. You find patience and let it rip all the way to 8,400 rpm, when you’ve got 420 horsepower in full cry.

Now you realize that BMW’s in-house performance shop got it right. Big-time right. The 2008 BMW M3 is more than you expect.

A Porsche 911 With Four Doors
Consider this. The benchmark car for the new 2008 BMW M3 has not been the Audi RS4 or Mercedes C63 AMG, but instead the Porsche 911.

Simple logic: If it’s good enough to beat the 911, then it will be better than everything else. Gerhard Richter, vice president of BMW M Power, says, “M3 stands for our philosophy; it best describes the M character.”

The E92 M3 might be based loosely on the standard 3 Series coupe, but 80 percent of the parts are bespoke. Most of all, it replaces the inline-6 with an all-new 4.0-liter V8. Richter notes, “Our targets were higher revs, more horsepower, yet lower fuel consumption.”

The Beauty of Purpose
BMW introduced the M3 Concept at the Geneva auto show in March, but it’s only now, in the heat of a Spanish afternoon and on a public road, that you fully appreciate the impact of its styling. While previous M3s have spoken with a modest, unassuming voice, this latest car shouts its extravagance.

Only the doors, the trunk lid and the lights have been carried over from the standard 3 Series coupe. There is also a carbon-fiber roof, and its distinctive weave of fibers is there to see beneath a couple layers of clearcoat. Its role is to reduce the car’s weight and fractionally lower its center of gravity. It’s a neat trick that’s shared with the M6 and is likely to become the new visual signature of the M Power cars.

The roof look attempts to lift this car above the mainstream and make it look like a car that costs nearly $100,000 in Europe (and will cost nearly $60,000 when it comes to the U.S.). Richter tells us, “For 20 years, people have learned to pay for more power, not less weight. But that must change.”

Overall, the effect is poised, athletic and purposeful. This car makes no secret of its intent and no excuses for its performance. No one will mistake the new M3 for anything else.

The Message of Power
A thirst for more power has made the switch to a V8 engine inevitable. The 3.2-liter inline-6 in the old M3 had been pushed to its limits and the M Power engineers decided the only solution was to design a new engine from the ground up. Gerhard Richter says, “We aim to offer the best performance for the type of car. We have a V10 for the M5 and a V8 for the M3. If you use one engine for all your cars, you cannot have a perfect car.”

The V8’s specifications will fascinate engine geeks. Based on the architecture of the 5.0-liter V10 in the M5, the new V8 displaces 3,999cc, features eight individual throttle butterflies (one for each cylinder) and includes variable VANOS control on both the intake and exhaust camshafts. There’s even an energy recovery system that uses the energy released when the brakes are applied to power the onboard electric systems. The use of trick materials like an aluminum-silicon alloy crankcase also helps minimize weight so the new V8 is actually 33 pounds lighter than the inline-6 it replaces.

Almost as impressive as the specification are the raw statistics. The V8 generates 420 hp (DIN) at 8,300 rpm and 295 pound-feet of torque at just 3,000 rpm. Moreover, BMW claims that 85 percent of its peak torque is available across a rev range of 6,500 rpm. BMW says it’s enough to whisk this 3,649-pound car to 100 kph (62 mph) in just 4.8 seconds, then on to 100 mph in around 10 seconds and finally to an electronically limited top speed of 155 mph.

The V8 is matched with a six-speed manual transmission, as BMW’s new twin-clutch sequential manual transmission isn’t ready for production and should find its way to the M3 next year. Meanwhile, this engine has a relaxed gait, pulling easily in a high gear from very low revs. Around town, this car’s as easy to drive as a regular 3 Series coupe.

Once you step into the gas pedal, the V8 launches the car at the horizon with the sort of midrange rumble that a child might make when simulating a car noise. It’s unerringly smooth in the best BMW tradition, but you can’t help wondering whether in the switch to eight cylinders, some of the classic BMW character has been lost. Even M Power’s Richter admits, “Deciding to replace the six with the V8 was a difficult decision.”

The tantalizing, hard-edged bark of the old M3 six that teased and cajoled is no more. And the M3 is poorer for it.

Wheels on the Ground
Although the suspension configuration of the M3 echoes that of the regular 3 Series coupe with its MacPherson strut fronts and multilink rear setup, almost all the components are new and most are made from aluminum to save weight. Also new to the M3 is the M Power limited-slip differential (previously seen on the M5), which is standard equipment. This is tuned to work in conjunction with the Michelin Pilot Sport tires, which feature a compound and construction that’s unique to this car. The 18-inch wheels fitted to our test car come as standard equipment, while 19-inch rims are available as an option.

The M3 we drove in Spain also came with BMW’s Electronic Damper Control system, which allows the driver to choose among three different damper settings. In the softest setting, this car has an enviable ride quality that is no less accommodating than a regular 3 Series, and it ensures that the M3 will continue to be the consummate everyday sports car.

Yet the M3 has a tougher side to its character, as the stability control system can be detuned or turned off, the throttle mapping can be altered for ultimate performance and the steering effort can be increased. The M3’s Jekyll and Hyde persona is underlined by the presence of the M Power button on the steering wheel. At the touch of a button, the car can be programmed to default to its most aggressive settings. This M button says, “I’m in the mood.”

It Comes to the Party
In this maximum attack mode, the M3 definitely comes to the party. It changes direction with greater alacrity, is more responsive to the throttle and recaptures some of the spirit of its predecessors. Compared with the larger, heavier M5, the M3 feels lithe and nimble. This is a car that likes to be finessed, but it will also respond to more aggressive, determined inputs.

On a private Spanish racetrack, the M3’s natural tendency toward understeer is more evident than it seems on the road, but the grip levels are exceptionally high. And with judicious use of the right pedal, it’s easy to coax the M3 into a gentle powerslide that’s easy to control.

But it’s not perfect. The steering lacks the consistent weighting and tactile communication that a Porsche offers. For a car this rapid, it’s not as talkative as it should be. We’ve also got reservations about the brakes. Our test car was fitted with competition-grade brake pads to cope with track use, but they still faded badly after a handful of hard laps. Meanwhile, the long-throw action of the manual transmission isn’t quite what you want, and you need to be delicate with the clutch to ensure a smooth shift.

A Porsche 911 or Not?
The 2008 BMW M3 confuses us a little. Its aggressive looks point to a hard-edged road racer of the old school, and the engineers certainly have set their goals high by referring to the Porsche 911. Yet the new M3’s engine and chassis have been tuned for all-around civility, much like the second- and third-generation M3s.

This is an exceptionally able car that’s blessed with a superbly executed engine, but there can be no denying that some of the guttural appeal of the old car has been lost. Or at least the guttural appeal of the fully optioned M3 that enthusiasts remember. The 2008 BMW M3 might have the grunt to challenge the Porsche 911, but it doesn’t quite have the finesse or the emotive appeal. Indeed, you end up wondering whether it’s worth paying such a premium over the brilliant BMW 335i coupe.

Clearly, some of M Power’s engineers are thinking the same thoughts. They let slip that a lighter, harder-edged M3 CSL is already in development.

We have a dozen beautiful photos (shown below) of the  BMW 135i convertible from the  Detroit Auto Show. The photos are placed just below the press release text.   The 128i convertible and the 135i convertible will be available for sale in the Summer of 2008.  BMW North America has issued official pricing, read press release below:

Those whose definition of pure driving pleasure includes wind in the face and sunshine above now have even more to smile about, as pricing was announced today for the new BMW 1 Series Convertible during its world debut at the 2008 North American International Auto Show in Detroit. The vehicle, which goes on sale in time for summer, will start at $33,875 for the 128i model and $39,875 for the 135i model. The 1 Series Coupe arrives in dealerships in March.

The 1 Series Convertible and the 1 Series Coupe follow the tradition established by the iconic BMW 2002 sport sedan. The essence of such driving purity – a responsive six-cylinder engine positioned within a rear-drive chassis to provide balanced, sporty dynamics – is at the heart of this compact four-place coupe and convertible.

The 128i Convertible will be powered by BMW’s 3.0-liter, 230 horsepower inline six-cylinder engine generating 200 lb-ft of torque. Like its fixed-roof companion, the 128i Convertible will feature Valvetronic valvetrain management and aluminum/magnesium cylinder block construction-core elements of BMW’s EfficientDynamics.

The 135i Convertible features BMW’s twin-turbocharged 3.0-liter inline six-cylinder engine producing 300 horsepower and 300 lb-ft of torque from as low as 1,400 rpm. With its direct piezo gasoline injectors, twin low-mass turbochargers and air-to-air intercooler, optimum performance and economy is achieved with no loss in engine response. For the 135i Convertible, acceleration from 0-62 mph is accomplished in 5.4 seconds and top speed is electronically limited to 155 mph. Both engines feature on-demand engine coolant pumps that improve fuel economy and reduce parasitic losses for increased efficiency.

Additionally, in a mere 22 seconds-even on the move at speeds up to 25 miles per hour-the occupants within the 1 Series Convertible can go from encapsulated comfort to top-down exhilaration. If conditions dictate, the electro-hydraulically-operated soft-top can be raised within the same 22 seconds, producing a distinctive silhouette enhanced by long frameless doors. The characteristic features of the BMW kidney-shaped grill, front skirt, door sills and rear skirt are identical to those of the 1 Series Coupe.

The folks at BMW keep hammering on about their new 1 Series as the spiritual successor to the company’s iconic 2002 model. You remember that one, don’t you? It was manufactured between 1968 and 1976 and helped put the small Bavarian company on the map here in the United States.

To us, the 1 Series looks more like a second-gen 3-series, which, unlike the 2002, did come as a factory convertible. Well, no matter which model the 1 Series convertible owes its lineage to, it’s Stateside—and we’re happy to report that it’s rather good.

Power comes from either a 230-hp 3.0-liter inline Six for the 128i or the 300-hp twin-turbo version of the same engine for the 135i. And both offer that seductive BMW flavor that so many buyers lust after. The great sound is there, as is the damped control feel, plus Bimmer’s trademark chassis feedback that amps from a subtle signal at low speeds to full intensity as the pace increases.

Despite the petite dimensions of the 1 Series, there’s room for tall drivers and passengers thanks to seat tracks that allow the front seats to encroach well into rear-seat space. Hey, they are only occasional back seats, right? Unless you need to convey rear-seat passengers every day, this is all the BMW you need, and all the doors you could want.

A powered soft-top was chosen because it consumes less valuable luggage space than a retractable hardtop. And, of course, it costs less to produce. The mechanism is said to erect or stash itself in around 22 seconds, at vehicle speeds up to 30 mph. We checked, and, sure enough, it does. BMW claims the trunk is large enough to swallow two golf bags and can be expanded when the top’s up by folding the storage bin out of the way. A pass-through bag for skies or snowboards is on the options list.

Availability of the 128i model was quite limited at the car’s introduction here, so we drove manual and automatic versions of the 135i instead. And the performance of this model is scintillating. After all, it has the proven twin-turbo silken sledgehammer under the hood.

BMW says the 135i will hit 60 mph in 5.1 seconds, while the 128i needs 6.1 to do the same job. From experience, we know the company’s estimates are conservative. Appropriately, both our 135is came with some standard high-performance equipment, like six-piston front-brake calipers and a body aero kit. The optional sport package adds 18-in. wheels with low-profile, high-performance tires (up from 17-in. wheels as standard), along with upgraded spring, shock and bar calibrations.

In conjunction with the new aluminum double-pivot front and five-link rear suspension designs, the sport package enables vehicle dynamics on a par with many of the best sports cars. The 135i’s balance is particularly good during transitions from one direction to another. We unraveled some sections of road near Skyline Boulevard outside San Francisco at a pace that would have made a rally navigator nauseous. And not once did the 135i convertible have to call in its dynamic stability control system to save our butts.

The penalty is a fairly firm ride that produces a little shiver over rough ground from the windscreen frame and steering wheel. It’s not enough to annoy, but you do notice the small lateral movements, particularly from the mirror. If it’s a concern, consider deleting the sport package for a softer setup that doesn’t have to use the body shell as a secondary spring. Or, you could simply buy the coupe.

But then you’d miss some special stuff: Sun-protected optional leather upholstery is unique to the ragtop 1 Series cars, as is a specially adapted climate-control system. As usual with BMW, there’s a comprehensive list of optional equipment. And did we mention that the 1 Series convertibles have auto-deploying rollbars that pop up behind the rear seats when the car detects a likely rollover incident? Well, it does. And no, we didn’t test those.

The response behaviour is improved thanks to the sports rear silencers. Made completely of stainless steel with chromed Racing tailpipes, they also provide a more sonorous note than the standard system. For the M-versions of the Z4 that are fitted with a twin sports silencer as standard, as well as the Twin Racing system there is a further option of Sports Trim design. This design is reserved exclusively for M-vehicles.

BMW Z4 AC Schnitzer 2007
Transmission

Faster and more precise gear shifts promote the adrenalin rush and perceptibly improve acceleration of a car. So the Short Shift has been adapted for the M-versions with manual transmission.

The Suspension Technology

During extensive tests on race tracks and public roads we have developed a complete suspension concept consisting of sports suspensions,
special anti-roll bars and strut braces.

In addition, exclusive to the M Roadster and M Coupe is a special racing suspension which is currently still in the development phase.

The Bodywork
An aerodynamic package has been created which sets even more sporting accents. The package consists of carbon front spoiler elements.
In addition, the new chrome front grille gives the vehicles a trendy retro look.

The vehicle rear is enhanced by a fully integrated carbon rear diffuser. This diffuser is available in two different versions of the special rear skirt edge frame which gives the finishing touch to the chromed tailpipes of the Sports Trim or Racing design, depending on which exhaust is fitted.

Of course there are a few fundamental differences between the Roadster and Coupe:
for the Roadster the product range includes a chrome cover for the roll bars, a windbreak in clear-glass style and a two-piece rear wing.

For the Coupe versions, a three-piece rear wing is available.

Whatever the body version, the side skirts form the homogeneous link between the front and rear.

An outstanding eyecatcher is the side deflectors with integrated flashers, which as an option can be supplemented with a chromeline set.

The Interior Exclusivity is the trump card in the cockpits of all AC Schnitzer ACS4 models: Beside the carbon interior in silver, and matching ergonomically designed AC Schnitzer airbag sports steering wheels, it is above all the aluminium accessories in silver or with black anodized finish, that set accents. There is also a pedal set with matching foot rest, a handbrake handle and a gear knob for the manual versions. For automatics, there is a carbon selector lever. Last but not least, floor mats with the AC Schnitzer logo, made from high quality velours, complete the range.

The Wheels

The suspension concept for all ACS4 Sport Roadster and Coupe models naturally also includes the AC Schnitzer Type IV, Type III and Type II alloy and racing rims in one-piece and multipiece construction. As well as a wealth of wheel and tyre combinations in 18″ and 19″ we can now offer the largest wheels for the M Roadster and M Coupe in 9.0J x 20″ with tyres 245/30 R 20 (front) and 10.0J x 20″ with tyres 285/25 R 20 (rear).

We recommend Continental and Michelin.

The difficulty of choosing: AC Schnitzer ACS4 Roadster or Coupe?
Now that the Z4 Roadster has undergone a facelift and at the same time the M-variant, the Z4 M Roadster, was launched, the model range has been completed with a new Z4 Coupé and M Coupé. Not only BMW but also we at AC Schnitzer are thrilled with the range of new Z4 vehicles, and present our interpretations: the AC Schnitzer ACS4 Roadster and the AC Schnitzer ACS4 Coupé. The complete range soon at your BMW partner:
Engine: Rear differential modification, ratio 3,91:1
Exhaust: Double sports rear silencer incl. chromed tailpipes in Racing or Sports Trim Design
Transmission: Short Shift sports gear change
Suspension: Racing suspension incl. lowering (25 – 30 mm), special sway bar sets, Racing strut brace front axle
Wheels: Light alloy and racing wheels Type III and IV up to 20”
Aerodynamic: Carbon front spoiler elements, chromed front grille, side skirts, rear diffuser, 2-pieced rear wing (only M Roadster), 3-pieced rear wing (only M Coupé), deflector set for fenders, chrome line set for deflectors, chromed cover for safety bar (only M Roadster), wind deflector (only M Roadster)

Modifications :

ENGINE
rear differential modification
ratio 3,91 : 1 (standard: 3,62 : 1)
(rear differential must be sent to Aachen for modification)

EXHAUST
dual sports rear silencer incl. exhaust tailpipes, chromed tailpipe design “Racing” in connection with AC Schnitzer rear diffuser or BMW standard rear skirt
tailpipe design “Sports Trim” only in connection with AC Schnitzer rear diffuser

TRANSMISSION
sports gear change “Short Shift”

SUSPENSION
“Racing” suspension
special sway bar set
“Racing” strut brace, aluminium for front axle

AERODYNAMICS
front spoiler elements carbon black
front grille, chrome only in connection with front spoiler elements
side skirt (set)
rear diffuser
for standard rear silencer or dual sports rear silencer design “Racing”
rear diffuser for dual sports rear silencer design “Sports Trim”
rear wing (set) (only for Z4 M Roadster)
rear wing (3 pieces) (only for Z4 M Coupé)
deflector fender (set) without chromeline set
chromeline set for deflector fender (set)
chromed cover for safety roll bar (set) The BMW plastic cover of the rollover bar will be replaced by the ACS curved chromed cover with ACS logo only for Roadster
wind deflector in clear glass appearance, AC Schnitzer fitting set and AC Schnitzer emblem, removable only in connection with AC Schnitzer chrome cover only for Roadster

Navigating the extremes in BMW tuning, Germany’s AC Schnitzer likes to have a good laugh once in a while, usually at BMW fans’ expense. First it was the Tension concept, a flamboyant 6-Series prepared for the Frankfurt show in 2005. This year, seeing it’s Frankfurt time again this September, ACS again has a headline. It’s a conceptual take on the Z4 Coupe, called the Profile concept. More staid than the Tension, the Profile is more a driver’s car than a footballer’s club transport. In addition to a typically flashy body kit, the Profile gets a full clip of ACS mods, including an engine tune to 350 hp, sports exhaust (natch) and track-ready suspension. It’s the perfect car for superhero sidekicks in training, if not second-string ballers with a penchant for skipping practice for track days.

The concept PROFILE by AC Schnitzer based on the Z4 M Coupé
Take the first ascent of the 8,848 metre high Mount Everest, the expeditions to the poles or the dive into the 11 km deep canyon of the Mariana Trench. There have always been individuals and extreme characters who have pushed our boundaries and discovered new terrain. An extreme region for automotive tuners, where only a few venture, has always been the BMW M-series cars, in particular the uncompromising Z4 M-Coupé, a thoroughbred driving machine.

But the fact that the limits of this extraordinary car are far from reached is evident from the new concept vehicle by AC Schnitzer – the PROFILE – even at first glance. Classic engine tuning hauls the power of the high-revving six-cylinder in-line plant to a robust 350 HP. Not only is a special “active breathing” airbox used, but the engine control unit has been remapped. But power alone isn’t enough to get the maximum from an athletic heart. So the modified rear axle ratio of 3.91:1 provides better sprint capacity, while the perfectly smooth transmission with the AC Schnitzer Short Shift ensures crisp changes by the driver.

And as you listen to the sonorous baritone note of the left/right sports exhaust system with the trapezoid tailpipes, you could be deceived into thinking that the driver is not changing gears, but playing some kind of a musical instrument. A feast for all the senses: Visually the stunning colour combination of white-orange casts its spell and perfectly enhances the exquisite contours of the AC Schnitzer bodykit. From the front skirt with its suggestive cup-wings via the widened wheelarches and flanks with the gill-like vents – as already used on the legendary BMW 507- the dynamic line is drawn over the bulging side skirts to the rear skirt with carbon diffuser. The whole is crowned by a rear spoiler and a fascinatingly styled roof wing. The forged alloy Type V wheels from the standard AC Schnitzer collection are a work of art in themselves. Filigree design yet with an air of solidity, in size 9.0J x 20″ at the front and 10.0J x 20″ at the rear, these wheels are the perfect adornment combined with tyres size 235/30 ZR 20 front and 295/25 ZR 20 rear.

But traction alone isn’t everything, and the dynamics are supported by the AC Schnitzer suspension with its racing heritage, set up in the Green Hell of the Nürburgring. An aluminium strut brace in “Racing” style not only catches the eye but limits the torsion of the front body.

The standard M Sports Package for the 135i Coupe offers more performance and a striking look. Features of the M Sports Package include M Sports Suspension for higher traction and reduced body roll, 18-inch wheels with performance tires, M logo doorsill trims, an M leather sport steering wheel and an M logo footrest for the driver’s left foot. The leather appointments on the gearshift lever and handbrake, as well as the handbrake handle are finished in high-quality soft leather. The roof lining on the M Sports Package comes in Anthracite, and the interior features offered in this package are rounded off by Glacier Silver aluminum interior trim that highlights the sporting character of the cockpit. The M Sports Suspension also comes with a high-performance brake system incorporating six-piston fixed calipers on the front axle and two-piston fixed calipers at the rear.
The particularly sports-minded driver of the BMW 135i Coupe will also be happy to know that aesthetic dynamics have also been adjusted accordingly for his or her tastes, thanks the included M Aerodynamics Package. The M Aerodynamics Package includes specially-designed front and rear bumpers as well as special rocker sills and foglamps. Together, they give the 135i Coupe a signature BMW M look in a tasteful yet distinctive manner.

The new BMW 135i Coupe comes not only with a sports suspension, but also with appropriate modifications of the ASC and DSC driving stability systems, taking the particularly sporting character of the car into account. And as a further point the top model in the range has an even more spontaneous control map for the gas pedal.

Luxurious Interior

The innovative interior design incorporates high-quality and sophisticated trim elements with luxurious upholstery and color choices. The control console for the entertainment and air conditioning functions is integrated smoothly and harmoniously into the dashboard through its soft radii and flowing surfaces. The Controller featured in the optional iDrive control system is integrated to the center console, again following BMW’s characteristic philosophy.

Driving Dynamic Programs

The BMW 1 Series Coupe benefits from BMW’s industry-leading brake and stability control systems. Standard ABS (Anti-lock Brake System) and ASC (Automatic Stability Control) prevent the drive wheels from spinning while CBC (Cornering Brake Control) stabilizes the car whenever necessary during application of the brakes in a bend.

All of these functions are part of the car’s DSC Dynamic Stability Control that can apply the brakes to each individual wheel in particularly demanding situations and by reducing engine power, it can prevent the rear end of the car from swerving around (oversteer) or the front of the car from “pushing” out of a bend (understeer).

When networked with the optional Active Steering, DSC can is also prevent the car from swerving out of control on slippery surfaces by countersteering with the appropriate amount to allow the driver to regain control.

To ensure enhanced traction when the DSC is completely switched off, a software-controlled locking function slows down the drive wheels when spinning in an appropriate, properly controlled process. This, in turn, enhances the car’s traction without any negative effects on its steering behavior.

There have been a number of images of the forthcoming U.S.-bound BMW 1-series floating around the internet lately. Along with those images, there has been much speculation as to which models and engines we’ll get. After examining some of the newest spy shots of the smallest BMW, we have some thoughts of our own.

BMW 135i Coupe – March 22, 2008 Launch

We are starting to get the final pieces of information to allow BMW fans to order a BMW 135i Coupe with exact pricing. The date has been set for the official BMW 135i Coupe launch. That means that by March 22, 2008 we should have the 135i in our showroom and ready for a test drive.

The base price for the 135i Coupe will be $35,675 and the base price includes 17″ wheels, light burl walnut trim and Glacier aluminum trim. The remaining options are all ala-carte and are outlined in our 135i Coupe Preliminary Pricing page.

The base price for the BMW 128i Coupe will be $29,375 and the premium package prices are slightly different between the 128i Coupe and the 135i Coupe. The stand alone options for the 128i Coupe and the 135i Coupe are the same.

Premium Package BMW 128i Coupe BMW 135i Coupe

* means included in a premium package- see code and verify with a dealer sales representative.
Pre-Order a 2008 BMW 135i Coupe

Now that we have pricing, we can pre-order you 2008 BMW 135i Coupe. Click here for our 135i Coupe Pre-Order request form.

BMW tuner HAMANN of Laupheim took an adventurous look at the modification of the most potent Bavarian luxury coupé and turned the beautiful vehicle into an uncompromising sports car.

HAMANN offers its clients three different engine tuning options. The high revving 5-litre V10 with 507 bhp and 520 Nm is limited to 250km/h as standard. By removing the engine limiter, the racy Bavarian can reach top speeds of between 300km/h and 320km/h, depending on the wheel and tyre combination. The second option is made up of a combination of removing the engine limiter and optimising the engine characteristics by reprogramming the standard engine computer. HAMANN manages to tease an additional 30bhp/26kW and 15 Nm out of the V10 engine. The “HM/M +60″ sport kit provides even better performance. The kit is made up of high-performance headers, metallic sports catalytic converters, a sports rear silencer, a sports air filter, an engine map optimisation and the removal of engine restrictions. As the name of the sports kit already suggests, the engine then provides around an additional 60bhp/44kW and can provide an extra 54 Nm of torque, meaning that a notably faster top speed of up to 320km/h can be reached.
The Key Question: Fibreglass or Carbon Kevlar?

HAMANN also changes the aerodynamics of this machine greatly. In order to increase down force on the front axle, the tuning company rebuilds three different components at the client’s discretion. The first alternative is a front spoiler mounted on the standard apron, of which there is either a fibreglass or carbon kevlar model. The second option is a completely new front apron complete with two integrated high-beam headlights. Also available in fibreglass or carbon Kevlar is the HAMANN competition front spoiler which can also be built onto the front apron to provide the car with a touring car look. The HAMANN M6 is fitted with two side skirts that are also available in either fibreglass or carbon kevlar. The client also has to choose between these two materials when it comes to the parts to be built onto the rear of the vehicle. A tail spoiler and roof spoiler ensure better straight-line stability at high speeds. This effect is complemented by the rear apron finishing with integrated diffuser. Mirror covers and mirror housings made from carbon kevlar (black or silver) give the standard wing mirrors a sportier look.

Four stainless steel exhausts, each with a diameter of 90mm are part of the HAMANN 4-pipe sports silencer. With a tone that gives you goose bumps, it tells you all about the potency of this coupé. Simply a must have!

A lowering kit with progressive chassis springs takes care of the lowering of the chassis. The HAMANN M6 then sits 30mm nearer to the tarmac at the front and 25mm at the back. Of course, you want to be able to brake effectively at 300km/h too. HAMANN equips the M6 with racing brakes on the front axle. It is made up of 2 slitted and ventilated brake discs, 380mm in diameter and 34mm thick, 2 HAMANN brake piston housings in red – other colours are of course available, special brake pads, HAMANN steel flex brake lines and adapter, in other words the complete braking hardware set. The race track calls!

HAMANN offers several metal alloy wheels for the M6. The single piece “Anniversary I” with a multi-piece look and a great multi-spoke design marks the entry level into the world of alloy wheels. This wheel is available in a 19 inch design with the measurements 8.5 x 19 and 10 x 19 and in a 20 inch design with the measurements 9.0 x 20 and 10.5 x 20. Available for the front as an 8.5 x 19 and for the rear as 10.0 x 19 is the multi-part five-spoke alloy “PG2”. A lot of air between the spokes means that the M6 leaves behind the impression of being light on its feet. The multi-part, five-spoke alloy “PG3″ also suits the M3 very well. HAMANN offers this wheel in 19 inch (front axle: 9.0 x 19, rear axle: 10.0 x 19) or 20 inch (front axle: 9.0 x 20, rear axle: 10.5 x 20) versions. The top wheel model in Germany is the “Anniversary II”, which is available from HAMANN for the M6 in the dimensions 9 x 20 and 11 x 20. All of these wheels from the “Anniversary I” up have a silver finish and captivate with their highly polished alloy rim flanges. On the “Anniversary I” and “PG2”, the rim flange is made from INOX stainless steel, although, in the case of it getting damaged, the rim flange on the “PG2” is replaceable. HAMANN naturally offers all of these rims together with the appropriate tyres. For 19 inch wheels tyres with the size 255/40 ZR19 are available for the front and 285/35 ZR19 for the rear. The tyres sizes for the 20 inch wheels are 255/35 ZR20 and 285/30 ZR20.

For export sales, HAMANN also has the “Edition Race” wheel available in 20 inch and 21 inch sizes. HAMANN offers this three-piece, super-light forged wheel with an attractive crossed-spoke design, titanium screw fittings and highly-polished rim flange with a black wheel hub.

Of course HAMANN also offers shim sets as well as lockable wheel nuts, thus providing additional security for the wheels.

Various HAMANN accessories and fitment details enhance the coupé’s interior significantly. There are exclusive HAMANN floor mats complete with company logo, a noble aluminium hand brake, sporty aluminium pedals and an eight-piece interior set made of carbon, which serve to underline the sporty appearance. As an alternative to the standard steering wheel, HAMANN offers two versions of an anti-slip, three-spoke leather sports steering wheel complete with airbag. The second version has, like the first, a black leather covering, but with additional applications of carbon kevlar. Naturally, HAMANN can also modify every M6 according to the individual requirements of the client. This means, for example, that intricate leather fittings are available in different colours. Or perhaps even an extensive multimedia setup with DVD, TV or Playstation.

Text courtesy Hamann Motorsport.

The original Z07 was designed with production in mind. As a result, very little of the concept’s impact was lost to practical and regulatory considerations. Nevertheless, the windshield of the Z8 was extended upward, and a larger front airdam was fitted. Both changes were implemented in the interests of providing aerodynamic stability and a reasonably placid cockpit environment. The four spoke steering wheel of the concept was replaced by a three spoke design in order to improve ergonomics. The hardtop was changed from a double-bubble form with a tapering faring to a single dome with a truncated convex backside. The concept’s exotic driver’s side helmet fairing was eliminated in order to allow easy operation of the power soft top. Despite these changes, the Z8 remained extremely faithful to the concept car. The side-mounted turn indicators were integrated into the side vents in a fashion that rendered them invisible until activated. The vintage simplicity of the interior was preserved by hiding the modern equipment under retracting panels. Complex compound curves were preserved through the use of an expensive MIG-welded aluminum space frame. The Z8 even retained the concept’s five spoke wheel design, albeit without the race-style center lug nut.

The $128,000 car had an all aluminum chassis and body and used a 4.9 L (4941 cc) 32 valve V8, which propelled the vehicle with 400 hp (294 kW) and 500 Nm (363 lb-ft.). This engine was built by the BMW Motorsport subsidiary and was shared with the E39 M5. The engine is located behind the front axle in order to provide the car with 50/50 weight distribution. The factory claimed a 0 to 100 km/h (0 to 62.5 mph) time of 4.7 seconds. Motor Trend magazine achieved 60 mph in 4.2 seconds. Road and Track measured the car’s lateral grip at an outstanding .92. Car and Driver magazine also tested the car and found that it outperformed the benchmark Ferrari 360 Modena in the main three performance categories: acceleration, handling and braking. Like most BMW products, the top speed is electronically limited to 155mph, but magazines have achieved over 160 by “bouncing” the car against its fuel cutoff.

The Z8 was the first production car to feature neon exterior lighting. The tail lights and turn indicators are powered by neon tubes that offer quicker activation than standard lightbulbs and are expected to last for the life of the vehicle. Every Z8 was shipped with a color matching metal hardtop with rear defroster. Unlike many accessory hardtops, which are provided for practical, not stylistic considerations, the Z8 hardtop was designed from the outset to complement the lines of the roadster. With the hardtop in place, the Z8 becomes a handsome coupe. In order to keep the interior uncluttered, a number of convenience functions were integrated into multifunction controls. For example, the power windows and mirrors are controlled by a single instrument. The design goal of an unadulterated performance driving experience is served by a center mounted instrument cluster that cants slightly toward the driver. The displacement of these gauges to the middle of the dash is intended to offer an unimpeded view of the hood and the road ahead.

In order to promote the Z8 to collectors and reinforce media speculation about the Z8’s “instant classic” potential, BMW made the promise- unprecedented in the auto industry- that a 50 year stockpile of spare parts would be maintained in order to support the Z8 fleet. Due to the limited volume of Z8 production, all elements of the car were constructed or finished by hand, thereby compounding the importance of ongoing manufacturer support for the type. The price point and unique production process allowed BMW to offer custom options to interested buyers. A number of Z8s with nonstandard paint and interior treatments were produced over the course of the four year production run.

For 2003, the final model year, the Z8 model was augmented by the Alpina V8 Roadster. The Alpina was a departure from the hard-edged sporting focus of the original car, and elements of the new grand touring intent were in evidence throughout this final edition. Instead of the original six speed manual and 4.9 liter (S62) engine featured in earlier Z8’s, the Alpina came only as an automatic, using a 5-speed BMW Steptronic transmission allied to an upgraded 4.8L Alpina-tuned V8 motor from the BMW X5 SUV. In order to complete the car’s transition from sportscar to boulevardier, relaxed suspension tuning was used. The standard Z8’s run-flat tires and 18 inch wheels were discarded in favor of conventional tires with softer sidewalls and 20 inch wheels. A new and softer grade of Nappa leather replaced the Z8’s less supple specification, and special Alpina gauges are featured on the dash cluster. An Alpina steering wheel with three solid spokes replaced the original, which could not be retrofitted with shift paddles for the automatic. Gear selection is displayed in an Alpina-specific display mounted in front of the wheel.

Performance of the Alpina Z8 differed from the standard car in that peak power was reduced to 375hp while peak torque was raised to 383 lb-ft; this torque was available at significantly lower rpm than the original in order to enable more relaxed cruising. Curiously, the electronically limited top speed officially was raised to 161mph. Only 555 of these were built, most of which were exported to the United States market. In America, this special edition of the Z8 was sold directly through BMW dealerships, marking a first for Alpina, whose cars had never been sold through retail channels in the USA.

The Z8 held BMW’s production car performance records for several years, but not all journalists praised the car. Jeremy Clarkson, whilst reviewing the Alpina edition of the Z8 on Top Gear (Series 2 Episode 3), described the car as having terrible handling and being an example of a car that never knew what it was supposed to be (supercar or roadster).

The lack of a limited slip differential is considered to be one of the Z8’s greatest shortcomings. The Z8 is equipped with an open differential that allows one wheel to break free under hard acceleration. The presence of traction control and stability control prevent the absence of an LSD from becoming a safety concern, but owners and journalists agree that such an oversight is unacceptable in a performance car of this caliber. Many owners have fitted Quaife LSDs in order to rectify this obvious design flaw.

More generally, some road testers have complained about ineffective airflow management with and without the soft top in place. Excessive wind noise and turbulence have been reported at speeds of over 70 miles per hour. The detachable wind blocker is said to mitigate but not eliminate the problem. Some ergonomic issues are said to arise as consequence of the interior’s uncompromising commitment to aesthetic purity. The vintage-look spoked steering wheel lacks the auxiliary audio, cruise, or climate control that are considered mandatory in the Z8’s price class.

Reports that the front and rear shock towers may deform and bend the aluminum space frame are gaining increasing attention. The alleged tendency of the Z8’s frame to warp under normal driving conditions has received mainstream press coverage in BusinessWeek, and the online Z8 owners’ forums have been abuzz over this issue since early 2006. Some owners contend that only a full frame replacement can preserve the investment value and physical integrity of the car. BMW has issued a strut tower brace kit that it describes as a “performance package” in order to address the issue, but the unproven effectiveness of this package and the unclear fates of damaged cars suggests the frame-warp controversy will continue to smolder.

The car was featured in the James Bond movie The World Is Not Enough in late 1999. The presence of the car in the plot was due to a three movies product placement deal that started with Goldeneye (BMW Z3) and continued with Tomorrow Never Dies (BMW 750 iL).

The combat role of the Z8 in BMW’s final Bond appearance is abbreviated in comparison to the 750i’s epic fight sequence, but the roadster receives considerable screen time throughout the film. During a dockside battle with buzzsaw equipped helicopters, Bond remotely instructs the Z8 to destroy one of the aircraft with a surface-to-air missile. The second helicopter subsequently bisects the Z8 with a saw attack, but Bond is able to outwit the pilot and prevail. Bond’s Z8 is loaded with several Q refinements including the aforementioned SAMs, a key chain that can control the car remotely, and as R proudly points out, six cup holders. Mercifully, as the car was not ready for production stage at the time, a real BMW Z8 never appeared in the film. All Z8s used in in the production of “The World is Not Enough” were fascimilies built on Shelby Cobra kit car frames.

The Z8 made its broadcast television debut during NBC’s coverage of the 1999 Macy’s Thanksgiving Day Parade. A silver Z8 was driven at slow speed over the parade route in order to promote both the new model and the corresponding James Bond film. Willard Scott and Katie Couric discussed the Z8’s performance, price, exclusivity, and Bond connection while the camera captured close shots of the car.

The BMW Z8 is also featured in a number of racing video games and was used as a pace car for the 2000 FIM Motorcycling Grand Prix.

BMW X6 is the first car in the world to feature Dynamic Performance Control for unique directional stability and precision under all driving conditions as well as BMW’s intelligent xDrive all-wheel-drive technology.

- The powerful presence of the car’s body merges smoothly and harmoniously with the low-slung roof
of the greenhouse. This flowing roofline is indeed a characteristic element of the coupe silhouette, just like the short front overhang, the long wheelbase and long rear overhang.

- In its design, BMW X6 expresses all the DNA so characteristic of BMW X. The optical balance of the front and rear wheels clearly visible from the side bears convincing testimony to BMW’s intelligent xDrive all-wheel-drive technology.

Just three months after the official debut of the X6 Concept, BMW has revealed the production version of the X6 coupe-crossover, which it calls a “Sport Activity Coupe.” Along with the wild exterior comes an all-new twin-turbo V8 that will find its way into other new BMWs next year.

BMW is the first automaker to bring such an SUV to market, although other automakers are said to be planning similar coupe-like utility vehicles. Land Rover, for example, recently unveiled its LRX coupe-crossover concept.

Compared with the concept, very little has changed. In fact, you’ll have a hard time noticing any differences at all. The only obvious design tweak was made to the crossover’s side windows. On the concept, the B- and C-pillars are not visible, but on the production car they clearly divide up the glass.

Even the X6’s complex front fender design made it to production. Each front quarter panel surrounds the entire headlamp, creating a very seamless appearance. The X6’s aggressive front fascia is also carried over from the concept, with its large air intakes and stylish fog lamps.

As the photos show, the X6 is anything but a conservative design.
The X6’s roofline begins arching downward after the B-pillar and continues plunging right to the X6’s rising waistline. As a result, second-row headroom and rear cargo volume are both compromised.

The new X6 will be longer and lower than the new X5, seating only four. But what the sporty X6 loses in seating and storage, it is expected gain in performance.

Compared to the X5, the X6 has almost an inch of additional wheelbase length, and two inches of added width. The overall height of the X6 is a whopping 3.3 inches lower than that of the X5.

The range-topping X6 xDrive50i is propelled by an all-new twin-turbo 4.4-liter V8 unit producing 407 horsepower at 5500 rpm and 446 pound-feet of torque between 1750 rpm and 4500 rpm. The sprint to 62 mph takes just 5.4 seconds and fuel economy is estimated at around 19 mpg (U.S. gallons).

The engine is designed as a replacement to the company’s current 4.8-liter naturally-aspirated V8. It is expected to filter into other models like the 5-Series, 6-Series and 7-Series in the near future.

The engine seems to represent the second stage in a shift at BMW from high-displacement naturally-aspirated motors to slightly smaller turbocharged powerplants. BMW’s twin-turbo 3.0-liter engine that powers the 335i and 135i has been met with overwhelmingly positive reviews, and it appears BMW is hoping for similar results with its new V8.

The X6’s other engine is also a twin-turbo setup. The xDrive35i will come with the aforementioned 3.0-liter inline-six from the 335i, producing 306 horsepower.

A diesel model will be offered in Europe, but it is unlike to come to America.

X6 to be BMW’s first hybrid?

BMW has comitted to delivering an X6 hybrid, but official details have not yet been released. Visually the hybrid is identical to the regular X6 but BMW claims that the model is 20 percent more fuel-efficient.

Various reports indicate the X6 will be BMW’s first production car offered with the option of a hybrid powertrain.

Supersports or luxury convertible? The connoisseur opting for the BMW M6 Convertible is not even required to make such a decision. Quite simply because this ultra-high-performance convertible combines athletic power with breathtaking looks, mastering the art of showing its muscle in supreme, relaxed style. A BMW M Car always offers its qualities in full, catering for every requirement. In the BMW M6 Convertible this means, first, joy of sports driving pleasure all the way to the very limit of driving physics and, second, open-air motoring in true style without the slightest restriction. So avoiding any compromise, the BMW M6 Convertible holds a truly exceptional position in the supreme class of high-performance four-seater convertibles.

The classic soft roof on the BMW 6 Series Convertible is interpreted here in particularly innovative style: The BMW M6 Convertible also boasts the innovative look and unique qualities of the fin roof with all its optical and technical benefits. The softtop has the same dynamic roof contours as the coupé, the wide C-pillar boasting the Hofmeister “kick” so typical of BMW just as proudly as in the rear side windows of the coupé.

A special solution for the rear window perfectly supplements the unique fin roof structure: Instead of a conventional rear window which would have been very large due to the low slant of the roof and would therefore have taken up a great deal of space in the rear compartment, the BMW M6 Convertible features a much smaller, vertical rear window moving up and down electrically regardless of the position of the roof. This ensures a pleasant, draught-free supply of fresh air to the interior also when the softtop is closed, providing an effect similar to that of a sliding roof, but with an even lower level of noise. When driving with the roof down and with passengers sitting at the rear, in turn, the rear window moved up to its elevated position protects the rear-seat passengers sitting low in their seats from possibly unpleasant draughts. Indeed, the vertical window offers functional benefits even in winter, remaining virtually always free of ice and snow. And last but not least, it is electrically heated for optimum visibility at all times. Although the soft roof covers a large and spacious passenger compartment, it folds up into compact dimensions, even the roof bars and folding mechanism taking up very little space. A further advantage is that the roof does not have the usual tensioning bars otherwise to be found on a softtop, with fins at the side providing this tensioning function. The result is a relatively large luggage compartment offering no less than 300 litres or 10.5 cubic feet capacity even with the roof down. And with the roof closed and the roof compartment folded up, luggage capacity is an even more generous 350 litres or 12.3 cubic feet.

To give the soft roof the same noise and heat insulation as even the best retractable hardtop or fixed roof, the watertight, rubberised top layer is padded and reinforced by an inner layer of polyurethane (PUR). This innovative insulation between the outer roof and the interior lining ensures far better and more effective insulation than conventional fleece padding. The electrically operated roof opening and closing mechanism is activated both by remote control and by a button in the instrument panel. When opened, the complete softtop disappears into the roof compartment, the entire process of opening and closing the roof including operation of the rear and side windows as well as the roof compartment lid and locking/unlocking the roof on the windscreen frame taking less than 25 seconds. A further advantage is that the roof mechanism can be operated also while driving, enabling the driver to open or close the roof at a speed of up 30 km/h or 20 mph. To enhance the pleasure of open-air motoring when driving alone or with a passenger at the front to an even higher standard, a wind deflector optimised in the wind tunnel is available as an option. Fitted above the rear seats, the wind deflector is a fine mesh net structure held within a frame of powdercoated aluminium profile bars connected to one another by glassfibre- reinforced cornerpieces and plastic hinges. Folded up twice, the wind deflector fits conveniently into a bag in the luggage compartment.

The BMW 6 Series Convertible is one of the most attractive cars in the world. And now the BMW M6 Convertible raises this appeal to an even higher standard, visibly displaying its extra muscle and performance. But at the same time the modifications made to the car, reflecting the typical standard of BMW M, are discreet and not exaggerated, just a small number of conspicuous highlights enhancing the overall presence and elegance of the M6 Convertible. Hence, this new high-performance open-air sports car ideally renders all the features so typical of BMW M – supreme performance, elegant design, and outstanding driving pleasure. In every respect the car offers aesthetic looks borne out by sheer dynamism and exclusivity revealing its supreme driving characteristics at very first sight. Measuring 1,855 millimetres or 73.0´´ in width and only 1,377 millimetres or 54.2´´ in height, the very low and wide body of the BMW M6 Convertible is made even more dynamic and adventurous in design by the strong curvature at the bottom of the dual headlights. Ring-shaped parking lights around the high and low beams show that the M6 Convertible is a genuine member of the BMW family, the headlights themselves being somewhat reminiscent of pupils. The direction indicator units extending across the headlights as slender horizontal lines merge as a kind of “eyeliner” into the muscular, curved wheel arches. Again reflecting the true style of BMW M, the front air dam extending far down to the road is very powerful in design and comes with large air intakes providing an ample supply of air to the high-speed power unit. Flaps – that is small spoiler lips on the front air dam – serve to reduce lift forces on the front axle, thus enhancing driving stability also at high speeds.

Measuring 4,871 millimetres or 191.8´´ in length, the BMW M6 Convertible is more than 5 centimetres or 2 inches longer than the BMW 650i Convertible. This extra length is attributable above all to the aerodynamically optimised rear air dam giving the entire silhouette of the car an even sleeker, stretched look. As on the Coupé, the sideline initially moves up steeply and then gently follows the contours of the engine compartment lid. The A-pillar moved slightly to the rear and the wide C-pillar give the closed roof a sporting and elegant look also from the side. Fully retractable side windows merging into one another without a visible edge or dividing line give the entire silhouette of the car a touch of lightness, as if it were almost hovering in space. At the rear the sideline ends in a short spoiler integrated in the rear lid and emphasising both the entire rear sculpture and the rear lights wrapped around the side of the car. The upper edge of the rear lights merges smoothly into the V-shaped shoulderline extending down in a gentle curve.

Widely flared to the outside, the side-sills give the car a very sporting, low-slung appearance. The lift forces acting on the front axle are incidentally also lowered even by the striking rear-view mirrors optimised in the wind tunnel, while at the rear the most significant eye-catchers are the four exhaust tailpipes again so typical of BMW M. The diffuser and the flaps on either side again serve to improve the car’s aerodynamic qualities. Acting in conjunction with the spoiler integrated in the luggage compartment lid and the smooth underfloor, this likewise serves to reduce lift forces on the rear axle, the diffuser at the same time ensuring a smooth flow of air from the final drive. Compared with the BMW 650i Convertible, the light units in the bumpers are slightly higher up and the numberplate is integrated in the rear air dam. Thanks to their airflow contours, even the rear lights improve the car’s aerodynamic qualities. In particular, however, they serve to enhance driving safety with a particular effect, two-stage brake lights helping to prevent collisions from behind: Whenever the driver applies the brakes hard, the area illuminated in the brake lights becomes correspondingly larger, clearly showing motorists following from behind that the driver is braking hard and telling them to do the same. Incorporating very bright and fast-acting light-emitting diodes not requiring any maintenance and free of wear, all other lights at the rear of the car ensure a clear and reliable signalling effect.

Combining a wonderful balance of innovative materials, the BMW M6 Convertible offers virtually perfect weight distribution. Apart from tailored rolled blanks keeping panel thickness at various points exactly in line with the respective requirements, an intelligent combination of aluminium and special plastic materials provides all the features and qualities required. One example is the lightweight aluminium front section of the car weighing approximately 45 kilos or 99 lb less than a conventional steel structure at the front. The next example is the spring support bearing both the front axle and dampers and made of pressure-cast aluminium alloy. The doors and front lid, in turn, are made of aluminium, the front side panels of thermoplastic, the rear lid and roof compartment lid of a sheet moulding compound (SMC). The front and rear bumpers are made of carbon-fibre-reinforced plastic manufactured exclusively at BMW’s Landshut Plant north of Munich. In this process individual layers of carbon-fibre-reinforced plastic are applied one after the other on a core segment, cast in resin and hardened before the core is removed. The result is an extremely light and strong hollow profile support offering the same function, strength and efficiency as a heavier support unit made of steel or aluminium. Special support arms such as push and pressure rods as well as double side-sills give this open four-seater superior body stiffness under all conditions. A further feature exclusive to the BMW M6 Convertible is the additional reinforcement on the underfloor. Two of the support arms already featured on the “standard” BMW 650i Convertible have been further reinforced, and both the front axle subframe as well as the engine supports have been adjusted to the higher loads and forces of really dynamic motoring. These improvements are sufficient to take the enhanced level of dynamic performance – with an increase in engine output by 140 horsepower over the BMW 650i Convertible – into account. The bottom line, therefore, is that the M6 Convertible is fundamentally just as stiff and resistant to vibrations as an extremely strong and sturdy two-seater roadster, and at the same time offers optimum vibration comfort and a very high standard of safety in a collision. With unladen weight (according to the EU standard) of 2,005 kilos or 4,421 lb, the BMW M6 Convertible weighs 220 kilos or 485 lb more than its fixed roof high-performance counterpart from BMW M. The reason for this difference lies almost entirely in the roof structure – while the BMW M6 Convertible “only” has a softtop, this also means a strong and sturdy bar structure and an electric motor to open and close the roof. Compared with the BMW 650i Convertible, however, the M6 Convertible is just 80 kilos or 176 lb heavier, since the engineers at BMW M have succeeded in almost completely setting off the extra weight of the more powerful engine and ensuring a harmonious balance of weight. As a result, the BMW M6 Convertible boasts axle load distribution of almost 50 : 50, that is very close to a perfect balance.

Benefiting from its stable body structure, the BMW M6 Convertible meets the highest standards also in terms of passive safety. Ultra-strong bearing arms use their full deformation length at both front and rear for optimum safety and protection at all times. The entire front end structure is designed to give the car’s occupants optimum safety in a collision, the intelligent combination of high- and ultra-high-strength steel, aluminium, thermoplastics, and SMC also serving to enhance the car’s safety qualities. As an example, two V-shaped extrusion-pressed aluminium bars in the doors significantly reduce the risk and extent of intrusion in a collision from the side. The windscreen frame is made of profile sections optimised through interior high-pressure moulding to withstand maximum loads. Together with the A-pillars made of high-strength steel and the rollbars behind the rear headrests, the windscreen forms the basic structure and configuration providing a safe passenger compartment also in the event of a collision. Tailored rolled blanks on the rear bulkhead, on the seat supports and longitudinal arms strengthen the body panels at all points where loads and forces flow into the body. High-strength steel, in turn, reinforces the side panels inside, in the middle, and in the extension of the side-sills leading out to the front. The rollover safety system made of a high-strength aluminium alloy, finally, extends across almost the entire width of the car, incorporating an extrastrong crossbar, holding the rollbars as such in position, and serving in conjunction with the bulkhead in the body-in-white to enhance body stiffness. In the event of a rollover, the rollbars move up within fractions of a second from a module behind the rear seat headrests and rest firmly in position, held in place by positive engagement. Proper activation of the rollbars is ensured by Advanced Safety Electronics (ASE), instantaneously moving up the rollbars and tightening the belt latch tensioners as a function of the wheels resting firmly or possibly losing their touch on the road. This initiates the safety function required even before the car as such has moved to a potentially dangerous angle. Should the car not roll over, the belt latch tensioners are deactivated and the rollbars return automatically to their initial position.

The safety belts on all four seats come with belt force limiters, the integrated restraint systems on the front seats also feature belt latch tensioners. The reinforced front seat backrests, in turn, smoothly convey forces and loads to the floorpan of the car. The upper belt pivot point is connected to the headrest and thus adjusts perfectly to the body size of the respective passenger, ensuring optimum belt geometry and an ideal belt angle. Both the driver and front passenger are protected by two-stage front airbags adjusted in volume to the severity of an accident. Additional airbags at the side serve to reduce the risk of injury on chest and hip level. All safety components are enhanced in their action by BMW’s innovative Advanced Safety Electronics (ASE), a networked airbag control system featuring lightwave conductors and decentralised satellites for precise recognition of crash conditions and quick, target-oriented activation of the car’s restraint systems. These superior safety qualities are finally supplemented by BMW Assist sending out an automatic or manual emergency call in the event of an accident.

Exclusive paintwork is a typical feature and, indeed, an important tradition of BMW M. Precisely this is why M metallic paint in Indianapolis Red, Sepang Bronze, Interlagos Blue, and Silverstone offer a particularly attractive visual highlight on the BMW M6 Convertible. A further choice is Alpine White non-metallic paint, and the M6 Convertible is of course also available in Sapphire Black, Metallic Silver Grey, Monaco Blue, and Stratos Grey, that is the “regular” colours of the BMW 6 Series. The BMW M6 logo, finally, comes in the side grilles, at the rear of the car, and in the illuminated door cutout trim. Stylish elegance and individual flair – these are also the qualities which dominate the interior of BMW’s most powerful open four-seater. Indeed, the BMW M6 Convertible offers all the style and noblesse appreciated so much by the aficionado of exclusive convertibles, with qualities ranging from a wide range of seat positions and interior spaciousness all the way to extremely attractive comfort features. A further, equally significant point, is the tasteful combination of exclusive materials, the interior of the car being characterised by surfaces and lines emanating a distinctive touch of solidity and dynamism. Long, swinging lines extend through the car both along the centre console and in the door linings, surrounding the driver and passenger with powerful shapes symbolising the car’s performance. The result is the same dynamic flair within the interior as on the body of the car, while at the same time the colours and shapes of the interior extend smoothly into the roof compartment lid. The bottom line, therefore, is that the BMW M6 Convertible offers a truly harmonious impression of all-round perfection both outside and inside. The seat upholstery in the BMW M6 Convertible is equally exclusive and functional. Naturally featured as standard, the extended leather upholstery and trim not only looks and feels simply perfect, but also braves even the worst wind and weather conditions in a convertible. Coming in exclusive Merino quality, leather upholstery is available in Black, Silverstone, and Sepang, covering the seats, centre console and handbrake lever gaiter as well as the door panels, armrests and sun visors. At the rear, in turn, the interior side panels are also finished in leather. Either Black or Basalt Grey outside, the roof is combined with a Black interior lining. And special features on the M models bound to catch the eye of the beholder at first sight are the exclusive seams on all seats as well as the M logo in the headrests. Available as an option, full leather upholstery covering an even wider range of features and surfaces inside the car comes in a choice of five colours, the three standard colours being supplemented in this case by Indianapolis Red and Portland Natural Brown. Here, case even the instrument panel, A-pillars, the upper windscreen panel including the sun visors, the door and rear side panels as well as the roof fastening locks are all finished in leather. And as a further option both the trim strips and surface panels within the interior are available in Black Piano paint, in Madeira and Carrara wood, and, finally, in carbon fibre.

The seats for both driver and front passenger have been optimised specifically for the BMW M6 Convertible. Compared with the seats in the BMW 650i Convertible, the foam sections on the shoulder siderests offer particularly good support under dynamic driving conditions with the seats now hugging the occupant’s body even more firmly and securely. The seat themselves adjust electrically in length, height, seat bottom and backrest angle. An electrically controlled lumbar support, in turn, ensures additional comfort and an even better fit with the occupant’s body, the infinitely controlled system of air chambers providing a particularly ergonomic seating position supporting the back muscles and removing loads from the backbone. Three-stage seat heating, finally, warms up both the seat bottom and backrest as well as the support elements at the side of the occupant’s back.

Up to four occupants are able to enjoy the very best in driving pleasure in the BMW M6 Convertible, the passengers at the rear also experiencing all the pleasures of motoring in style: Sitting comfortably in deeply contoured leather seats separated from one another by seat cushions, they enjoy good side support ensured, inter alia, by the sporting contours of the backrests. And thanks to easy access on the driver’s and front passenger’s seats, both rear seats are easy to reach, ensuring convenient access to and exit from the seats at the rear. Like in all BMW M Cars, the battery and the tyre repair system are housed in the luggage compartment. Offering capacity of 300 litres or 10.5 cubic feet, the luggage compartment in the BMW M6 Convertible is certainly most spacious even with the roof down. And once the roof is closed, with the roof compartment folded in, luggage capacity increases to an even larger 350 litres or 12.3 cubic feet, conveniently accommodating a set of one large and one small hard-shell suitcase or one medium-sized hard-shell suitcase plus two 46-inch golf bags. Four lashing points in the floor of the luggage compartment serve to securely hold down individual items of luggage. Through-loading in conjunction with a ski-bag available as an option enables the driver to conveniently accommodate two pairs of skis up to 2.05 metres or 81 inches in length, or a snowboard. The luggage compartment opens by remote control or by a handle integrated in the BMW logo on the rear lid. The storage compartments, boxes and other spaces available within the interior for all kinds of odds and ends are also more than generous. Offering capacity of 4.8 litres, the glove compartment alone is larger than normal even though the CD changer and the car’s fuses are accommodated behind the glove compartment as such.

Within the driver-oriented cockpit, all essential functions are placed in exactly the right ergonomic arrangement on or around the steering wheel. The control elements for all functions also relevant to the front passenger are concentrated around the centre console, which also accommodates the iDrive Controller serving to activate and mastermind the car’s comfort functions via the Control Display. In its purist and straightforward aluminium design, the iDrive Controller and, indeed, the centre console as such stands out clearly in both its looks and touch from the Controller in the BMW 650i Convertible. The Control Display presents the functions and settings currently active in the menu structure enhanced on the M6 Convertible by MDrive Management. The lights and position indicator showing the gear currently in mesh are activated in the gear selector lever as soon as the driver switches on the ignition. Four push buttons next to the SMG selector lever serve to directly control the Power, DSC, EDC, and Drivelogic dynamic drive functions. Both the speedometer and rev counter come in chrome surrounds, the driver receiving clear information from white figures on a black face and indicator needles finished in traditional BMW M red. The white corona lights on the cockpit are switched on permanently, and the presentation of engine speed in the rev counter reflects yet another highlight so typical of BMW M: The yellow pre-warning field and the red warning field display the range of engine speed the driver is currently advised to observe in the BMW M6 Convertible as a function of the current engine oil temperature. With engine oil warming up, the range of engine speed available increases accordingly, allowing the driver to use all of the engine’s power and performance. Between the speedometer and rev counter the driver will find all the controls and displays typical of a sports car, such as the oil level indicator, the mileage counter, and the SMG display presenting the gear currently in mesh, as well as the Drivelogic function. The optional Head-Up Display (HUD) gives the driver essential driving information directly in his field of vision. Then, simply pressing a button, the driver is able to choose either the standard display or specific BMW M information and data projected on to the windscreen. The special BMW M display highlights the dynamic engine speed band and also presents the optimum gearshift points through its shift-light function carried over directly from Formula 1. And last but certainly not least, the display informs the driver at all times of the gear currently in mesh and the speed of the car. The M leather steering wheel is the perfect interface between a sporting, ambitious driver and his high-performance car. A steering wheel of this quality allows the driver not only to steer the car precisely in every situation and under all conditions, but also, thanks to the multi-function buttons, to mastermind a whole range of the car’s functions. Supplementing this superiority, the SMG paddles allow the driver to shift gears easily and conveniently at the touch of a button, always keeping his hands on the steering wheel. This, reflecting BMW’s clear philosophy, is the appropriate rendition of ergonomics enhancing not only sheer driving pleasure, but also traffic safety. Pressing a button on the multifunction steering wheel, the driver also activates the MDrive function, turning a comfort-oriented convertible into a thoroughbred sports car and vice versa at the touch of a button: Via MDrive, the driver is able to call up various settings of the car’s dynamic drive systems configured in advance in iDrive. These are the Power button, SMG Drivelogic, DSC Dynamic Stability Control, EDC Electronic Damper Control, the Head-Up Display, and the key memory system. The BMW M6 Convertible is a truly unique vehicle even in standard trim. And to enhance the car to an even higher level of personal style and perfection, the customer has the choice of a wide range of special features for the BMW 6 Series as a whole and for the BMW M6 in particular. Two outstanding examples are Adaptive Headlights literally guiding the car round a bend and cruise control. In addition, the customer also has the choice of various audio systems tailored specifically to the Convertible and a wide range of communication features. And like the BMW M6 Convertible itself, these outstanding features obviously offer the highest level of all-round perfection and quality.

Superior All Round
Variable M Differential Lock.
From casual cruising with nothing but the sky above all the way to dynamic motoring in search of the last few seconds – no other open 2+2-seater offers the same wide range of driving opportunities as the BMW M6 Convertible. Simply because just the slightest movement of the gas paddle brings out all the motorsport DNA of the BMW M6, while at the same time this unique four-seater serves as both an exclusive and comfortable luxury convertible for the most discerning connoisseur. The unique driving experience offered by the BMW M6 Convertible comes from the combination of incredible refinement and running smoothness, on the one hand, and unparalleled dynamism and performance, on the other. In everyday traffic the BMW M6 Convertible merely needs to briefly indicate its supreme performance potential, the omnipresent supremacy of the car leaving no doubt about the unfathomable performance reserves naturally available at any time. The creation of such a multi-faceted character is attributable, not least, to the chassis and suspension specialists of BMW M GmbH: Developing the BMW M6 Convertible, they have created a car with a huge range of dynamic qualities ideal for both the most demanding race track such as the ordschleife of Nurburgring or serpentine mountain passes in the Maritime Alps, on the one hand, for casual cruising on Boulevard La Croisette, on the other, and, finally, for ultra-high speeds on the finish straight.

Focusing specifically on the BMW M6 Convertible, the engineers and suspension specialists at BMW M have chosen exactly the right spring, damper and anti-roll bar set-up offering the occupants all the sporting qualities of the car’s Coupé counterpart and the comfort of refined motoring in luxurious style. In the process of chassis and suspension development, therefore, the engineers have brought together the most contradictory demands and qualities – on the one hand truly impressive performance requiring a firm and sporting set-up, on the other hand relaxed cruising with the highest conceivable standard of suspension comfort. The chassis and suspension of the BMW M6 Convertible offers both: While direct feedback of road conditions contributes to the car’s sporting qualities in typical BMW M style, open-air cruising with smooth and even gentle road contact is a genuine, fully relaxing pleasure. In all, therefore, the BMW M6 Convertible is a masterpiece in suspension engineering – as firm as necessary in order to get all the 507 horses on to the road, and as comfortable as would befit a four-seater luxury cabriolet. At the same time the suspension is one of the lightest of its kind in the world – which is indeed highly important, considering that the Convertible inevitably weighs some 220 kilos or 485 lb more than the Coupé with its fixed roof lightweight body. But this additional weight comes largely at a point quite positive for the car’s driving dynamics, the engineers at BMW M succeeding in the design and construction of the Convertible in lowering the centre of gravity to an even lower point than on the BMW M6 Coupé: The specific arrangement of the roof bars and the electric motor for opening and closing the roof moves axle load distribution conveniently to the rear, with 49.8 per cent of the car’s overall weight resting on the rear axle. The power-to-weight ratio is equally impressive: Applying the DIN standard in calculating the ratio between vehicle weight and engine output, we establish a figure of 3.8 kg or 8.4 lb per horsepower in the BMW M6 Convertible. And so it is no surprise that the car’s lap times on the of Nurburgring, where all BMW M models are put through their paces, are almost as fast as the lap times of the Coupé. Despite these race-like qualities, the driver and his passengers will experience the roadholding and driving characteristics of the BMW M6 Convertible as smooth, refined, and simply supreme: The suspension filters out any short and hard bumps resulting from bad road conditions with incomparable smoothness and style. All the feedback going to the customer is limited to the signals he needs in order to cope with the respective driving situation. In all, therefore, the Convertible offers truly outstanding roll comfort on all kinds of roads and surfaces, the driver benefiting from precise handling and enjoying truly unique motoring comfort at all times.

With the exception of a few components subject to particularly high loads such as the tie-rods, wheel bearings or pivot points, the two-arm spring strut front axle of the BMW M6 Convertible is made completely of aluminium. The U-shaped front axle subframe takes up the steering mechanism, anti-roll bar, track control arms and thrust rods. A large aluminium panel gives the axle subframe maximum lateral stiffness and ensures particularly precise response to the driver’s commands. It also features two NACA intakes feeding cooling air, inter alia, to the car’s transmission without in any way impairing the aerodynamic qualities of the underfloor. These slot-shaped air intakes tapering to the inside in order to enhance the flow of air were originally developed for aerospace requirements and are named after the National Advisory Committee for Aeronautics (NACA), the organisation which preceded NASA.

The steering system featured in the BMW M6 Convertible also meets all kinds of different requirements, Servotronic varying the degree of steering assistance via individual control maps as a function of road speed and engine revs. The result is a high level of steering assistance for smooth and comfortable manoeuvring as well as a supreme steering position keeping the car perfectly on track at high speeds. To the driver this means much easier parking, on the one hand, plus superior safety at high speeds, on the other, since the driver, benefiting from Servotronic, can hardly pull the steering too severely even in a sudden manoeuvre. Two Servotronic control maps corresponding to the EDC mode currently active maintain the same steering qualities and feeling at all times. Providing very direct steering qualities and equally direct, precise feedback to the driver, the sports control map nevertheless ensures highly dynamic, sports-oriented performance, while the comfort set-up ensures superior driving comfort and refinement particularly appreciated when motoring with the roof down.

The integral IV rear axle is also made almost entirely of aluminium and offers the very best in terms of tracking stability and motoring comfort. Cooling fins on the aluminium cover of the final drive reduce temperatures within the final drive unit by up to 15 °C versus a conventional design, dramatically cutting back all thermal loads acting on the transmission. The final drive is connected to the SMG Sequential Manual Gearbox by a two-piece drive shaft featuring a Hardy disc at the front, an equidistant pivot arm at the rear, and a centre bearing. In the interest of minimum weight, the output drive shafts are a torsionally stiff, tubular structure.

The final drive features BMW’s Variable M Differential Lock. Whenever required, this unique drive unit is able to generate up to 100 per cent locking action, optimising both driving stability and traction particularly when accelerating out of a bend, for example when one of the drive wheels is about to lock. Whenever the driver prefers a more sporting and dynamic style of motoring and on roads with a high frictional coefficient, the M Differential Lock also enhances the positive qualities of rear-wheel drive, thus offering extra safety and driving pleasure at all times. On a conventional, torque-sensing differential lock the overall drive force and engine power conveyed to the road depends on the traction maintained by the wheel with the lowest level of friction on the road surface, that is the wheel slipping most. Clearly, this often limits traction most significantly particularly on snow, gravel or ice. The engine speed-sensing Variable M Differential Lock, on the other hand, gives the car a decisive increase in traction even on road surfaces varying most significantly in their frictional coefficient – in extreme cases even conveying all the power and momentum of the engine via the wheel with the better frictional coefficient. Clearly, this gives the BMW M6 Convertible unusually good driving qualities in winter, the Variable M Differential Lock immediately building up increasing locking action between the drive wheels with an increasing difference in wheel rotation speed. This means that a wheel no longer conveying the full power of the engine – for example the inner wheel in fast bends – does not lead to a complete reduction of drive forces in an attempt to prevent the wheel from spinning. Instead, locking action is always controlled individually as required and drive power as well as traction are suitably maintained at all times.

The chassis and suspension of every BMW M model ensures superior dynamism and safety under all kinds of everyday driving conditions. Exceptional situations reaching the very limits of driving physics, in turn, are handled and optimised by BMW Dynamic Stability Control (DSC) permanently monitoring the car’s driving conditions and intervening whenever necessary in engine management in order to reduce drive forces or activate the brakes on a specific wheel. DSC thus enhances driving safety for example on a slippery road, in abrupt manoeuvres, or with the car threatening to lose stability in a bend. In the BMW M6 Convertible DSC Dynamic Stability Control is perfectly tailored to the car’s weight and centre of gravity. It also incorporates a specific M configuration enabling the driver to choose various dynamic driving programs by means of the special MDrive control unit. So while the first stage of DSC is fundamentally the same as on the BMW 650i Convertible, the M Dynamic Mode (MDM) caters for the sports-minded, truly ambitious driver. Indeed, this exclusive, supplementary function offers the sports motorist an entirely new dimension of driving dynamics, allowing him to enjoy the car’s maximum straight-ahead and lateral dynamics simply at the touch of a button on the MDrive control unit. Enjoying this exclusive option, the driver will really experience the utmost limits of driving physics, DSC not intervening until the car reaches the ultimate point on the road and thus allowing the driver to handle the greatest possible power slide by slight countersteering on the steering wheel. A warning signal in the instrument panel tells the driver that the M Dynamic function is active. And last but not least, the driver is able to completely deactivate DSC, as on all BMWs.

Last but certainly not least, the BMW M6 Convertible also reveals its supreme qualities in fast but relaxed motoring. In other words, the driver does not always require all the power of the V10 in order to enjoy exceptional driving pleasure under all conditions. Precisely this is why the extra-comfortable P400 performance program is automatically activated when starting the engine, offering initial engine power of 400 hp. Then all the driver has to do is press the MDrive button on the steering wheel or the Power button on the selector lever cover in order to enjoy the full 507 hp developed by the engine, with the gas pedal kinematics becoming even more responsive and spontaneous, ensuring extremely sporting and dynamic driving pleasure in the P500 program and, even more so, in the P500 sports program.

EDC Electronic Damper Control provides permanent, infinite electronic adjustment of the dampers. Simply pressing the MDrive button, the driver is able to choose the characteristics of the suspension in three steps from sporting and firm all the way to comfortable and smooth. Compared with the BMW M6 Coupé, damper adjustment is somewhat more oriented to motoring comfort, thus reflecting the character of the Convertible designed and conceived for supreme style and refinement on the road. In the sports program, on the other hand, the suspension set-up and characteristics are almost the same as on the Coupé. A further advantage of EDC is that the car’s vibration qualities and ride smoothness are maintained consistently at all times, regardless of current load conditions and throughout the entire lifecycle of the BMW 6 Series Convertible.

Reflecting its supreme power and performance, the BMW M6 Convertible naturally boasts a high-performance brake system with weight-optimised compound brake discs measuring 374 x 36 millimetres (14.72 x 1.42´´) at the front and 370 x 24 millimetres (14.57 x 0.94´´) at the rear. Double-piston swing callipers made of aluminium optimise both weight and stiffness, reducing unsprung masses and thus enhancing both the car’s driving agility, motoring safety and driving comfort. The result of this technology is impressive stopping power and deceleration, the BMW M6 Convertible coming to a standstill from 100 km/h within 36 metres or 118 feet and just under 140 metres or 459 feet from a speed of 200 km/h. Continuous, ongoing control of brake pad wear ensures lasting efficiency and function of the brake system maintaining its full quality at all times and under all conditions. In this case a sensor in the brake pads determines current wear conditions and transfers the information received to the DSC control unit serving, in turn, to monitor the current condition of the brake pads and specify the remaining mileage until new pads are required as a function of the driver’s personal style of motoring. This information is used for BMW’s Condition-Based Service (CBS) in order to determine when service and maintenance is required.

Due to its large brake discs alone, the BMW M6 Convertible comes on extra-large and muscular wheels. The standard configuration is exclusive 19-inch forged aluminium wheels featuring five contoured double spokes for particularly graceful and delicate looks – and indeed, each of these wheels is 1.8 kilos or almost 4.0 lb lighter than a conventional cast aluminium wheel. As an option, the Convertible is also available with aluminium wheels in radial-spoke styling already featured on the BMW M5. On dry and wet roads, tyres measuring 255/40 ZR 19 at the front and 285/35 ZR 19 at the rear transfer high lateral and longitudinal forces to the surface with optimum precision. Despite their high standard of roll comfort, these tyres provide optimum feedback to the driver, keeping the car perfectly on track all the way to the most extreme limit.

The tyre repair system consists of a Tyre Defect Indicator and the M Mobility System (MMS) warning the driver through both an optical and acoustic signal of any sudden or gradual loss of pressure in one of the tyres. The special hump geometry of the rims, in turn, keeps even a completely empty tyre on the wheel, enabling the driver to come to a standstill safely and securely even in such a situation. The M Mobility System is housed conveniently in a compact box in the luggage compartment of the BMW M6 Convertible and serves to seal holes in the tyre of up to 6 millimetres in size. In practice, this allows the driver to repair nearly all punctures without having to change the wheel. The decision thus taken to do without a spare or emergency wheel saves more than 20 kilos or 44 lb in weight now no longer required.

The V10 power unit developed by BMW M GmbH is one of the most fascinating engines ever offered in a four-seater production convertible. And this is no surprise, considering that this supreme engine is based on BMW’s world-famous ten-cylinder Formula 1 power unit acknowledged as the most powerful engine in the highest category of motorsport until the change in rules and regulations in 2006. The V10 proudly boasted in the BMW M6 Convertible shares not only the number of cylinders and their configuration, but also the high-speed engine concept with this supreme F1 power unit. The result is enormous power and pulling force from high engine speeds, a quality characteristic of all highperformance naturally aspirated engines from BMW M GmbH. The facts and figures alone are more than impressive, ten cylinders, five litres engine capacity, 373 kW/507 hp, maximum torque of 520 Newton-metres or 383 lb-ft, and top engine speed of 8,250 rpm telling a clear story. As impressive as all this is on paper, the qualities of the engine are even more thrilling on the road: Just merely touching the gas pedal, the driver will enjoy all the qualities of a typical high-performance sports engine in the BMW M6 Convertible reminiscent even in its sound of the marque’s former Formula 1 power unit.

BMW M has always regarded the high speed engine concept – more power from higher engine speeds – as the best and most appropriate strategy. And truly reflecting this philosophy, the V10 power unit reaches engine speeds formerly regarded as quite impossible in a production engine due to the enormous forces acting on the materials and components alone: At 8, 000 rpm, each of the ten pistons covers approximately 20 metres or 66 feet a second – almost twice as much as the pistons in a Formula 1 power unit. But while long-lasting driving qualities are a relative factor in motorsport, an M power unit will last the long life of a car built for many years of driving pleasure – in every climate, under all driving conditions, and with every style of motoring. The high-speed engine concept offers decisive benefits: First, output per litre of 101 horsepower generally experienced only in motorsport, with the engine’s maximum power of 507 hp or 373 kW coming from relatively small engine capacity of 4,999 cc. Second, the compact design and dimensions of the engine serve to reduce the overall weight of this high-performance power unit to just 240 kg or 529 lb. Contrary to similarly powerful engines based on a different concept, the M high-speed concept allows use of a lighter powertrain and shorter transmission ratios, reducing the weight and masses to be accelerated in the car. This again directly benefits the driving dynamics of the BMW M6 Convertible, particularly the car’s acceleration resulting from superior torque at high engine speeds and an appropriate overall transmission ratio. Outperforming other concepts, the fast-revving V10 power unit allows optimum gearbox and final drive transmission ratios, conveying impressive power and performance to the drive wheels at all times. Developing peak torque of 520 Newton-metres or 383 lb-ft at 6,100 rpm, the V10 guarantees supreme power at all times, especially as 450 Newtonmetres or 332 lb-ft comes from just 3,500 rpm and 80 per cent of the engine’s maximum torque is maintained consistently throughout a wide speed range of 5,500 rpm. As unusual as this is for a sports engine, the driver enjoys the full benefit at all times: The BMW M6 Convertible offers the very best in sporting performance and in relaxed cruising on a country road. Acceleration from 0–100 km/h, for example, comes in just 4.8 seconds and the BMW M6 Convertible completes the standing-start kilometre in 22.9 seconds. Acceleration from 80–120 km/h or 50–75 mph in fourth gear, in turn, takes just 4.7 seconds as yet further proof of the car’s supreme performance.

Looking at the engine’s dimensions and the number of components, ten cylinders are the optimum engine concept. A further advantage is that capacity of 500 cubic centimetres in each cylinder is ideal for a highly efficient combustion process, the M power unit combining two rows of five cylinders each in a 90° V-angle and with 17 millimetres or 0.67´´ cylinder bank displacement to form an extremely compact engine in ideal configuration. The 90° angle was chosen on account of its superior mass balance for minimum vibration and maximum comfort, offering the ideal combination of smoothness and component strength. With high engine speeds, combustion pressures and temperatures subjecting the crankcase to extreme loads, the engineers at BMW M have opted for an exceptionally compact and torsionally stiff bedplate structure. Conceived for superior stiffness and finely balanced, the crankshaft is made of forged, high-strength steel, runs in six bearings, and weighs just 21.8 kilos or 48.1 lb. The weight-optimised box pistons, in turn, are cast out of a high temperatureresistant aluminium alloy and come with special iron surface coating. Piston weight is just 481.7 grams including the piston pins and rings. And the weight of the trapezoidal conrods made of high-strength steel has also been optimised to the last gram. The single-piece aluminium cylinder heads boast four valves per cylinder, again typical of a BMW engine, and are operated by spherical cup tappets featuring hydraulic valve play compensation. Measuring 5 millimetres or 0.20´´ in diameter, the intake valves are particularly slender and therefore hardly impair flow conditions in the intake manifold. The crossflow cooling concept minimises any loss of pressure in the cooling system, maintains consistent temperature distribution in the cylinder head, and reduces peak temperatures at all critical points. To ensure an optimum flow of coolant around each cylinder, the coolant flows from the crankcase via the outlet side through the cylinder head and across the collector rail on the intake side to the thermostat and the radiator.

Clearly, the V10 power unit in the BMW M6 Convertible guarantees exceptional performance at all times. And since this also means truly outstanding straight-ahead and lateral acceleration, the lubricant in the engine is sometimes forced so hard into the outer row of cylinders in a bend that as a result there might even be a shortage of oil in the sump. Starting at lateral acceleration of approximately 0.6 g, therefore, oil is drawn from the outer cylinder head in a bend and pumped back to the main oil sump. Since extreme braking manoeuvres might also interrupt the reflow of oil, the quasi-dry sump lubrication system with one oil reservoir up front and one behind the front axle subframe provides the desired counter-effect, a reflow pump extracting oil from the front oil sump and pumping it to the rear sump wherever required.

BMW’s variable double-VANOS camshaft control ensures optimum management of the gas charge cycle with extremely short adjustment times in the interest of enhanced performance, an even better torque curve, optimum response, greater fuel economy, and cleaner emissions. Reflecting true motorsport technology, each of the ten cylinders features its own throttle butterfly, with each row of cylinders being masterminded by a separate adjuster. While being extremely demanding in mechanical terms, this is the best operating principle to ensure spontaneous engine response. To allow smooth and sensitive response of the engine at low speeds, on the one hand, and to ensure an immediate response of the car whenever the driver wishes to enjoy high power, on the other, the throttle butterflies are masterminded by fully electronic management with the position of the gas paddle being permanently monitored by sensors. To reach their maximum opening point, the throttle butterflies take just 120 milliseconds – approximately the time even a routined driver requires to press down the gas paddle. Clearly, this means an immediate response on the road, the driver enjoying all the spontaneous power and performance of the engine. And at the same time electronic operation of the throttle butterflies keeps the transition from engine overrun to part load and vice versa extremely smooth and harmonious. The V10 power unit draws in the air required through ten flow-optimised intake funnels leading out of two air collectors. The funnels and collectors are made of an extra-light composite material with a 30 per cent share of glass-fibre.

Twin-chamber stainless steel exhaust system.
As important as the intake side is for supreme engine performance, it is naturally just as significant to consider the exhaust system. In elaborate computer simulations, the two 5-in-1 fan-type manifolds have been optimised for equal length and smoothness. To ensure the same accuracy in manifold diameter, the seamless stainless steel types are shaped and configured from inside in an interior high-pressure moulding process, under pressures of up to 800 bar. As a result, wall thickness on the intake manifolds is just 0.8 millimetres or 0.03´´ – yet another clear sign of the painstaking attention the engineers at BMW M have given to even the smallest detail. The exhaust system of the BMW M6 Convertible extends all the way back to the silencers in two chambers, finally leading to four tailpipes characteristic of all BMW M Cars. In all, four tri-metal coated catalytic converters clean the car’s exhaust emissions in accordance with the EU4 standard.

The high engine speeds and the large number of control and management functions obviously demand the utmost of the engine management system. Hence, the three 32-bit processors are able to handle more than 200 million instructions per second (MIPS), calculating the right ignition timing, cylinder charge, injection volume and timing point individually for each cylinder. Camshaft angle and spread as well as the position of the single throttle butterflies are calculated by the system at the same time in a fully synchronised process. Pressing the Power button, the driver is able to call up an even more sporting driving program using the full power and performance of the engine. This activates an even more progressive control map masterminding gas paddle travel and the throttle butterfly opening, and re-configures the dynamic engine management functions for an even more spontaneous response. This changeover function is also configured and retrieved by means of the MDrive button. Electronic control of the throttle butterflies is based on the driver’s commands in pressing down the gas pedal, being set to the ideal position and adjusted for the additional drive power required by the engine’s ancillary units such as the a/c compressor or alternator. Functions such as idle speed control, exhaust gas management and knock control are likewise coordinated and harmonised to match the current Dynamic Stability Control (DSC) and Engine Drag Control functions. And last but not least, the engine management system performs various diagnostic functions and masterminds a number of peripheral units.

Another highlight in engine management: ion flow technology.
Yet another highlight in engine management is ion flow technology serving in particular to detect any inclination of the engine to knock, that is any undesired self-ignition of fuel within the cylinders. Ion flow technology thus determines any such knocking tendency via the spark plugs, also supervising the ignition process and determining any misfiring of the engine directly in the combustion process. Data obtained in this way is transmitted to the engine management unit for further analysis. The engine controller will then intervene where required specifically on each cylinder, for example to adjust the ignition timing ideally to the combustion process via the knock control function. The final advantage is that spark plugs with such a dual function facilitate diagnosis of the engine in service and maintenance.

The concept of a high-speed power unit serves to convert the torque developed by the engine into optimum power and performance on the road through a short overall transmission ratio. And featuring the SMG Sequential M Gearbox with seven gears and Drivelogic, the BMW M6 Convertible has exactly the right manual gearbox to convey all the power of the V10 ideally via the drivetrain to the wheels. It also allows manual selection of gears with an extremely fast gearshift as well as comfortable cruising with automatic selection of gears. Using seven-speed SMG, the driver is able to shift gears both via the selector lever in the centre console and by means of paddles on the steering wheel. In the process he is not even required to press a clutch pedal and can even leave his foot on the gas pedal while shifting gears. When shifting down, the engine gives interim gas fully automatically, with gears shifting in a smooth process even faster than a skilled driver would be able to shift gears manually. The interruption of power flow inevitable when shifting gears is hardly perceptible, offering the driver even greater pleasure at the wheel also in shifting gears. Shifting gears with SMG also enhances traffic safety: With the gearshift being equally fast and precise at all times, and therefore absolutely reproducible, the driver no longer has to concentrate as much as usual in choosing exactly the right gear, SMG thus ensuring a precise, safe and relaxed style of motoring.

The Drivelogic function provides no less than 11 individual gearshift options adjusting the SMG gearshift characteristics individually to the driver’s style of motoring. The first fundamental point is that these driving programs differ from one another through the gearshift time preselected – the higher the program, engine speed and load, the faster the gearshift. Six of the 11 gearshift options can be preselected within the sequential manual shift function (S-mode), ranging in their characteristics from well-balanced dynamics all the way to ultra-sporting performance. In the S-mode the driver always shift gears manually, with the exception of the Launch Control function supplementing the purist and sporting S6 driving program and enabling the driver to accelerate with optimum performance from a standstill in the interest of the fastest possible acceleration times. In this case the driver is not even required to shift gears all the way to the top speed of the car, since the transmission shifts up automatically from first to seventh gear shortly before reaching maximum engine speed. A special display informs the driver in each case of the gear currently in mesh. Five of the 11 drive programs offered by Drivelogic come in the automated D-mode, with the transmission shifting the seven gears automatically as a function of the driving program, the current driving situation, road speed, and the position of the gas pedal. Again, the individual programs in the D-mode vary through different levels of shift performance offering a higher or lower standard of dynamics, whatever the driver prefers. The driver is also able to influence the automatic gearshift by taking back the gas paddle more slowly in order to shift up also in the D-mode. Conversely, he is able to shift back more quickly by pressing down the gas paddle in full. Both in the S- and D-mode, the transmission shifts back automatically to first gear whenever the car comes to a standstill, then requiring the driver to merely press down the gas pedal in order to continue.

The seven-speed SMG gearbox supports the driver not only in offering supreme performance of the same standard as in motorsport, but also through a wide range of safety features. When shifting back on a slippery surface, for example, SMG instantaneously disengages the clutch to prevent the car from swerving due to high engine forces suddenly acting on the drive wheels. On uphill and downhill gradients, the hill detection function changes the usual gearshift points, avoiding the “pendulum” gearshift phenomenon when driving uphill. Driving downhill, in turn, the transmission keeps the lower gears in mesh longer than usual in order to capitalise on the brake forces generated by the engine. And last but not least, D-mode adjusts the selection of gears to any uphill inclination of the road.

Marking the introduction of the BMW 760Li to the press, BMW Individual presents the concept car 760Li Yachtline, a true masterpiece in automobile construction. With this exceptional interpretation the division of BMW M, founded back in 1992, has once again produced proof of its competence: The concept car 760Li Yachtline, designed by BMW Individual, features a carefully selected combination of exclusive equipment, which gives this car its authentic yachting character.

The 760Li Yachtline enables many BMW 7 Series customers who have a passion for yachting, to show their passion through their choice of car.

You are sailing the seven seas by yacht. But which is the appropriate saloon to go with it? BMW Individual answers this question with a most distinctive interpretation of the BMW 760Li.

The interior, in particular, gives the 760Li Yachtline its maritime character: The deco trim in the cockpit and in the rear compartment is made of high-grade mahogany which incorporates maple strips, bestowing the interior an exclusive yachting ambience, further accentuated by the emblems of a compass embroidered on the anthracite floor carpet. It goes without saying that the Merino leather in Champagne colour is included in the all-leather package, as one would expect of a car boasting such a high degree of exclusivity. Due to its natural quality, this leather is smooth and supple, making it a very special experience to sit on the 16-way adjustable comfort seats.

The exterior paint exclusive to the BMW 760Li Yachtline is called ‘Night blue metallic’. Illuminated doorsill strips bearing the ‘BMW Individual’ logo, high-gloss shadowline trim on all chrome-plated parts featured by the ’standard 7 Series model’ as well as body-colour roof trims effectively demonstrate that this is a very special 7 Series model. White indicator lights and the BMW Individual 20” wheels underline the BMW 7 Series’ characteristic design and skilfully round off the 760Li Yachtline’s exterior look.

As with a yacht, it is the smaller details that contribute to the perfection of an automobile. BMW Individual designers have therefore paid special attention to a host of further details like the harmonious combination of the anthracite floor carpet and the roof lining in Alcantara anthracite. The contrast between light and dark colours is a design cue, which has been continued in the design of the bicoloured steering wheel, which comes in Champagne/Black. And last but not least the humidor, integrated into the front part of the center armrest, shows that very special details are concealed in the BMW Individual 760Li.

In addition to this, customers will be able to order additional extras, as is usual with cars designed by BMW Individual. Further maritime features on offer include a compass integrated into the interior mirror as well as cardan reading lights. Technological highlights are the intercom system as well as the DVD system with two 6.5-inch monitors integrated into the backrests of the front seats. The wide selection of special options is rounded off by worktables and a cooling box with an increased refrigerating capacity, located between the rear-compartment seats.
The BMW 7 Series featuring the BMW Individual’s Yachtline equipment should be available from 2003.

Precisely 20 years have already passed since the BMW M5 established a new segment, which has in the meantime also been discovered by other car manufacturers. And that car – the original – is still by far the most successful player in the high performance sedan segment. Spread over three generations of production, more than 35,000 units were built – initially manually at the BMW M plant in Munich and later at the 5 Series assembly line in Dingolfing. These units were then sold worldwide.

The secret of the BMW M5’s popularity has always been the successful synthesis of unobtrusive yet powerful appearance, combined with a high-performance power unit – a sports car featuring Formula 1 technology and at the same time a sedan offering premium comfort.

In terms of driving dynamics, the BMW M5 had always set standards in its segment. It not only excelled due to its high performance, but due to the way in which M power was produced and developed. It appeared as if this first-rate car’s inexhaustible power reserves had created a totally new dimension in effortlessness.

Due to the change of model within the 5 Series, the BMW M product portfolio is currently presented without a BMW M5, even though the demand for such a car has never diminished. For this reason, BMW M designers have begun designing a possible successor based on the new BMW 5 Series. This car is a far-reaching concept on an appealing subject: the BMW Concept M5. Such a car could undoubtedly serve as a stimulus and offer solutions for a future series-production vehicle.

Totally in keeping with the high demands of our clientele, whose main reasons for purchasing a car are performance, style and driving fun, the BMW M5 Concept makes its living out of contrasts: the principle of optimal performance wrapped in a discreet but, by comparison with the 5 Series, distinctive body design.

When seen alongside the new 5 Series, the exterior design of the BMW Concept M5 has its very own uniqueness. Modified front and rear air dams and side sills, a slightly lower body, side air vents, an exclusive wheel design as well as the four M-type tailpipes, visually accentuate the vehicle’s claim to being a sports car.

The heart of every M automobile, and that includes the BMW Concept M5, must be its exclusive high-performance power unit with high-revving air intake technology, an engine which sets a benchmark in this field. With this engine, BMW M is presenting a masterpiece in power unit technology that undoubtedly has just what it takes: the figure 5 is predominant with a 5.0-litre capacity producing around 500 bhp (368 kW) and a maximum torque of at least 500 Nm, these being the kind of figures BMW M considers worthy of a possible new M5.

And the figure ten will also gain in significance, as, for the first time in BMW history, a series-production sedan is to be powered by a ten-cylinder internal combustion engine, the sound and power of which is closely related to the engine currently providing monstrous power to the BMW Williams Formula 1 racing car, without a doubt the most powerful car on the starting grid.

The engine powering the BMW Concept M5 should be in a position to mobilize the enormous power reserves required to assist this unique sports sedan in achieving a remarkable driving performance. Engineers at BMW M envisage the car accelerating from 0 to 100 km/h (0 to 62 mph) over the classic distance in well under 5 seconds, the 200 km/h (125 mph) mark being reached in just 13 seconds.

It is not power alone that makes an M power unit so unique. The technology of this newly-developed ten-cylinder engine should not be perceivable by single-dimensional power or sheer performance alone, but first and foremost by the method of achieving such performance. M power featured in the new BMW Concept M5 will once again rise to the occasion and become a perfect example of what is technically feasible and appropriate.

This is evident not only in the extremely appealing design of a BMW high-performance engine. Needless to say, this specially developed BMW M engine incorporates typical features such as high-pressure VANOS, individual throttle butterflies, engine electronics designed by our own engineers and based on knowledge gained from Formula 1 racing as well as traverse force-regulated oil supply.

Moreover, the BMW Concept M5 stands out from others by having the most innovative drive concept in its class. Thanks to a superior gearbox solution, the driver can benefit from a completely new 7-speed SMG, a rapid manual gear-shift and, if required, comfortable cruising. This piece of technical mastery also has its origins in Formula 1 synergism.

The designers of the BMW Concept M5 were, of course, eager to succeed against competition in building the lightest car, as BMW wishes to continue pursuing the concept of intelligent lightweight construction in order to achieve a high level of longitudinal and lateral dynamics. As seen on the new 5 and 6 Series, BMW has already presented an innovative example of a lightweight front end construction. BMW M engineers aspired to achieve the best power-to-weight ratio in this market segment, thereby fully utilizing their abundant experience in suspension design.

Based on the excellent all-aluminium suspension of the new BMW 5 Series, with the addition of some elements from the new BMW 7 Series, they have designed the BMW Concept M5 for maximum comfort when driving for longer periods on highways or in stop-and-go city traffic, as well as for putting on a good show when racing round the north loop of the Nürburgring. In addition to a specially tuned Dynamic Stability Control (DSC), a variable M-type limited-slip differential, which we are already familiar with from the BMW M3, ensures optimum driving behavior in all situations.

The 9½ inch light-alloy rear wheels, manufactured especially for the BMW Concept M5, boast specially designed, extra wide 285/35 ZR 19 tires. At the front there are 255/40 ZR 19 tires on 8½ inch wheels, controlled by a newly designed Servotronic steering which is fitted as standard. A reinforced braking system developed especially for the BMW Concept M5 enables the driver to fully control the engine’s exceptional performance.

Needless to say, the BMW Concept M5 also offers scores of ideas for equipping the car with particularly exclusive and sporty options. Without going into detail right now, it can be said that the special solutions required to satisfy the demanding customer’s preferences in this particular market segment have been realized.

When exactly the concept of a series-produced M5 will be realized cannot be confirmed at the present time. However, it can be assumed that a successor to the extremely popular BMW M5, based on the BMW Concept M5 now being exhibited, could possibly go on sale during the course of the year 2004.