Automotive Reviews
Posts tagged BMW
2010 BMW 550i
Aug 17th
You’ll hear a lot of superlatives when reading write-ups of the BMW 5-Series. It seems like it’s always been that way. This big, confident sports sedan is all-new for 2010, and like its predecessors, BMW has hit upon just the right combination of agility, power and responsiveness to push the buttons of driving enthusiasts worldwide.
That said, I am an enthusiast myself, and buttons are the biggest problem with the new 5-Series. Despite a sexier design, powerful, high-tech engines and better-than-ever driving dynamics, the 550i very nearly spoils the ride by getting too caught up in its own clever technology. More >
2004 BMW 530i
Nov 9th
For those BMW fans who hated the looks of the 7-Series, redesigned in 2002, and who can’t stand the sight of the new Z4, we have some bad news. The distinctive “flame surfacing” design theme isn’t going away any time soon, you see. The 2004 BMW 530i is the latest offering from the German manufacturer to display the carefully sculpted, organic surfaces that have been envisioned on BMW show cars for years.
The new bodywork is evidence of a ground-up redesign. In addition to the new face, the 530i reenters the competitive sports sedan market with new engines and new technology, from front to rear (adaptive headlights and taillights) and ground to roof (run-flat tires and driver’s head-up display). The controversial iDrive accessory interface system also pops up in BMW’s new midsize sedans.
As in the past, this is a three-model series, with the 525i, 530i and 545i being distinguished mainly by their engine displacements. The 525i and 530i are powered by the torquey inline six-cylinder engines at which BMW excels, with 184 and 225 horsepower, respectively. The engines have been re-tuned for better throttle response. The newly designated 545i borrows its 4.4 liter V8 from the 7-Series and hits the street with 325 horses. BMW’s Valvetronic system works as a high-tech electronic throttle, varying intake and exhaust valve timing and duration instantly in response to the driver’s inputs for maximum efficiency and power. In keeping with BMW’s performance bent, all available transmissions are six-speeds. We drove a six-speed manual, and it’s one of the best we’ve had the pleasure of sampling. Enthusiast drivers will find that the 530i practically heel-toe shifts itself.
To improve the 530i’s already impressive suspension responses, BMW’s engineers reduced the unsprung weight with the extensive use of aluminum components. Subframes, strut tubes and steering rack are all aluminum-intensive. Sporty rack-and-pinion steering replaces the luxury-oriented recirculating-ball units used on previous 5-Series cars. The 530i has what might be the quickest steering of any car we’ve tested to date, including the wish-quick MINI Cooper and Honda S2000. We actually clipped a curb before we got used to the 530i’s surprising reflexes. On models equipped with the Sport package BMW offers a unique “active steering” system, which can vary the steering ratio (as opposed to varying steering effort, which most performance cars do) according to speed.
It seems like BMW increases the size of the brakes with each successive generation, and the limit hasn’t yet been reached because the new 5-Series sports larger discs at all four corners, too. Brake calipers are also aluminum, to reduce weight.
The redesigned 530i looks much like a smaller version of the 7-Series, with hooded headlamps that make the car appear to be leaning forward. Short overhangs front and rear mask the fact that the wheelbase has been lengthened just over two inches. The twin-kidney grilles create a character line that’s carried into the hood, which is aluminum for additional weight savings. BMW fans call those distinctive ringed headlights “angel eyes,” and they’re a 5-Series hallmark as well. The high trunklid that caused so much controversy in the 7-Series is present in a modified form; whether the BMW purists will revolt remains to be seen. What you won’t see from behind the wheel are the active brakelights, which feature additional, inboard lights that illuminate only under hard braking.
The stretched wheelbase improves rear cabin space, with more legroom and a much larger trunk. BMW calls the dash a “double wave.” Another feature that’s received mixed reviews in other BMWs is the iDrive system, which uses a single controller to access multiple accessory functions. Unless you’re a big fan of reading the owner’s manual, it’s annoying as heck, and we wish BMW would make a version of the 530i available without it. A navigation system is available, as is a head-up display. Not high-tech enough for you? All 5-Series models feature tire pressure monitors, Dynamic Stability Control, rain-sensing wipers, and side-curtain airbags. Options include active cruise control and parking assist, both of which use ultrasonic sensors to detect obstacles. It’s worth noting that BMW’s electronic doodads aren’t as quirk-free as those to be found on competitors from Lexus and Mercedes, however. The parking assist sometimes chimed warnings when the car was on the road as it picked up the vehicle behind us, and once remained completely mute as we backed into our darkened driveway and hit our own car! This did not leave us feeling confident about the 530i’s willingness to be a luxury car in addition to a sports sedan.
BMWs have never been inexpensive and the new 5-Series is no exception, with prices for the 525i starting at $39,995 and heading north from there. The mid-range 530i starts at $44,995. Drivers who want a car that’s never going to ask for any attention would do well to consult Lexus or Mercedes showrooms. If you’re looking for a member of an unbeatable sports sedan lineup, however, the 530i is very much worth it.
Specifications:
All specs are for the 2004 BMW 530i.
Length: 190.6 in.
Width: 72.7 in.
Height: 58.0 in.
Wheelbase: 113.7 in.
Cargo space: 14.0 cu.ft.
Base price: $44,995
Engine: 4.4 liter DOHC 32-valve V8 (545i)
Drivetrain: six-speed manual or automatic, rear-wheel drive
Horsepower: 325 @ 6100 (545i)
Torque: 330 @ 3600
Fuel capacity: 18.5 gal.
Est. mileage: 18/26 (est.)
2009 BMW 335d
Oct 9th
Diesel power has been a German thing for many years now. Mercedes and Volkswagen diesels especially have developed a loyal following here in the United States, and with recent advances in the technology, their fuel economy and performance are significantly better than comparable gasoline vehicles.
High torque means high performance, and high performance means BMW. The manufacturer of “ultimate driving machines” has produced diesels in Europe for some time, but for 2009 it’s bringing them to the U.S., under the flag of “Blue Performance.” With the new 335d, BMW may be the first manufacturer to openly acknowledge the performance advantages offered by diesel power.
Obviously, the diesel’s strong point is high torque. The 335d is no exception; it produces 265 horsepower and a supercar-like 425 pound-feet of torque. The powerplant is a 3.0 liter inline six-cylinder engine, as many of BMW’s best engines have been, and it features common-rail direct fuel injection and two-stage turbocharging. The 335d’s twin turbochargers are different sizes; the smaller turbo is effective when the engine is turning more slowly, while the larger unit kicks in at higher engine speed. This enables the car to make impressive torque figures even at low engine speeds. As a nod to its sporting intent, BMW’s diesel runs with a bit more growl than Mercedes’ whisper-quiet oil-burners. And BMW makes great use of that mountain of torque. The 335d moves out quickly and with authority. A six-speed automatic transmission is standard, and BMW claims a six-second 0-60 time. The 335d is certified for sale in all fifty states, unlike some diesels which don’t meet California emissions standards.
BMW’s unique double-pivot struts are used up front, with a five-link rear. The rear track has been widened slightly, for improved stability. Active steering is available, offering variable effort and steering response depending on speed. The system takes some getting used to, but results in phenomenally sharp reflexes. Handling is largely the same as that of the rest of the 3-series family, with lightning-fast response and confident cornering. This diesel is a highly entertaining driver, in fact, even on board-straight Wisconsin roads like the ones we sampled it on. The 335d shares the 335i’s larger thirteen-plus inch brake rotors at all four corners, and anti-lock brakes are standard.
The complex, wave-formed curves of modern BMWs are handsome inside and out. For 2009, the 3-Series gets a minor styling refresh, and the 335d benefits as well. The hood is more strongly contoured, and BMW’s trademark illuminated headlamp rings serve as daytime running lights. High-intensity discharge Xenon headlamps are standard, and adaptive headlamps that pivot to illuminate turns are available. The character line that marks the side of the 335d has been lowered slightly, to emphasize the car’s low stance. Side mirrors, taillights and trunklid have all been reshaped as well. It’s a subtle upgrade, overall.
The interior of my tester was handsome, too, with a dark/light two-tone and wood trim combination. A choice of aluminum or wood trip is available, and BMW offers new, lighter interior leather trim. The 3-series sedan is a pleasant executive sedan, and as the junior member of the family it inherits many of the 5- and 7-Series cars’ quirks and luxuries. The latest version of BMW’s iDrive is available, bundled with a navigation system. BMW has made iDrive more ergonomically friendly, with a smaller controller, simpler menu structure, direct-input keys and a higher-definition 8.8-inch screen. The sound system can now accept MP3, USB and iPod input, and features a hard drive for music and navigation information storage. Bluetooth connectivity and the BMW Assist emergency services program are also available. BMW’s Park Distance Control is also available, with front and rear sensors for the first time. Other options borrowed from bigger BMWs include the available heated steering wheel,
Of course, the additional power, poise and efficiency of the 335d don’t come without a price; with an MSRP of $44,725, the diesel 3-Series commands a five-figure premium over the entry-level 328i. Is it worth that? The answer is a solid maybe. Buyers who opt for the 335d should be doing it for the additional performance offered by BMW’s diesel, rather than for the fuel economy. 36mpg on the freeway is good, but it’ll take an awfully long time to justify $10,000 worth of fuel savings. It’s best to forget about the 335d’s unusually good fuel economy, and love it for its performance, which is very much up to BMW’s “Ultimate Driving Machine” standards.
Specifications: All specs are for the 2009 BMW 335d
Length: 178.8 in.
Width: 71.5 in.
Height: 51.9 in.
Wheelbase: 108.7 in.
Curb weight: 3825 lb.
Cargo space: 12 cu.ft.
Base price: $44,725
Engine: 3.0 liter common-rail turbocharged inline six-cylinder diesel
Drivetrain: six-speed automatic transmission, rear-wheel drive
Horsepower: 265 @ 4200
Torque: 425 @ 1750-2250
Fuel capacity: 16.1 gal.
Est. mileage: 23/36