Automotive Reviews
Posts tagged BMW
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
2004 BMW X5
Jul 31st
When BMW announced four years ago that it would be introducing a sport-utility that reflected BMW’s performance values, it seemed like an oxymoron at best. The X5 was a 40,000 unit-per-year success, however, and now other performance-oriented brands like Infiniti and Porsche are joining the performance SUV party. Even more pedestrian marques like Volkswagen and Cadillac are fielding sport-utes whose mission in life is to conquer curves rather than mud. With the new competition in mind, BMW has given the X5 a thorough but nearly invisible freshening for 2004.
It doesn’t look it, but the 2004 X5 is significantly changed, with an intelligent all-wheel drive system, six-speed transmissions and a pair of new powertrains. The upgrades keep the X5 competitive against the newcomers, even if it’s no longer the only game in town.
For the record, BMW calls this a “sport activity vehicle,” or SAV, rather than an SUV. It’s always been more of a crossover than a truck. That’s reflected in the styling, which apes BMW’s passenger cars. Yes, it looks exactly the same as last year’s X5 at a glance. BMW usually does reasonably subtle upgrades, but the new X5 will have all but the most professional spotters frowning. For the record, the grille is wider and the lower air intakes are different, although it’s hard to tell without a 2003 X5 parked next to it for comparison. The changed headlights are more obvious; they borrow the distinctive “angel eye” technology from the 5-Series. Later in 2004 BMW promises “adaptive” headlights which steer with the headlights. The hood is also more strongly contoured than before. 18″ and 19″ wheels are also new. The X5′s taillights have an extra light that illuminates only under hard braking, to warn drivers behind of potential danger. The taillights have been redesigned as well, but again the change is subtle.
BMW fans know that the important stuff is under the skin anyhow. The X5 has a pair of new engines; a 3.0 liter six-cylinder borrowed from the 3-series, and a 32-valve 4.4 liter Valvetronic V8 from the 7-series. The 4.4 is a good singer, and quite powerful–315 horsepower, to be precise. The X5 doesn’t lack for power, and it delivers its grunt with a satisfying roar. A six-speed automatic transmission is standard equipment (the 3.0i comes with a six-speed manual) and all X5s feature BMW’s new xDrive all-wheel drive system. The xDrive system offers more fluid torque transfer than the old system, which had a fixed torque split front to rear.
The system works. Dynamic Skid Control (DSC) is integrated into xDrive, and the variable torque distribution improves the traction controls’ reflexes, enabling the X5 to react to truly stupid maneuvers without losing its composure. At the encouragement of BMW’s engineers, we attacked turns on BMW’s Spartanburg test track with speed and aggression that would have put many other SUV’s into the weeds, probably upside down. Understeer and oversteer are controlled quickly–xDrive can react in about a tenth of a second, shifting torque from front to rear and keeping the X5 balanced. In comparison, the old system took almost a full second to react to a loss of traction or control. Add this to the extremely sophisticated four-wheel independent suspension, and you have a very sure-footed SUV (er, SAV) indeed. The X5′s purpose in life is to play with the likes of Infiniti’s FX45, VW’s Touareg and Cadillac’s SRX, not in the mud.
On the road, the X5 still feels heavy. On the road, hard corners bring up the mass issue in a hurry; thankfully xDrive is happy to save you. The xDrive system intervenes more subtly than most stability control systems. We could feel it working, but it was hard to tell exactly what it was up to. Competitors like the FX45 and SRX are arguably more light-footed and engaging than the X5. The X5 counters with a measure of off-road ability that they can’t match. Then again, the Touareg can go off-road too…but then, this isn’t a comparison test so we’ll stick to the X5. The X5 includes a hill descent control system and surprising water-fording ability. Big four-wheel disc brakes with standard ABS bring things to a halt when it’s time.
Inside, the X5′s cockpit has been tweaked with new leather colors and wood trim, as well as standard rain-sensing wipers and eight-way power seats. Our biggest complaint was the optional navigation system. BMW’s system isn’t intuitive enough for a driver to use without consulting the owner’s manual. The screen is too small to see, also. Other than that, the X5 is a comfortable place to spend the day, as it should be. The seats are comfortable enough for tall drivers, and the rear seats can be lowered with the push of a button on the console. Opt for the extended Cold Weather package and they’re heated like the front seats and steering wheel. Out back, the tailgate has a power-assisted “soft-close” function, like the trunks of many luxury cars. The smallish cargo area is nicely carpeted and the X5′s clamshell tailgate allows plenty of tailgate party room.
No one will ever accuse a BMW of being underpriced, of course. The X5′s sticker prices–the 3.0i starts at $40,995, the 4.4i at $52,195–are headache-inducing at first, but they’re actually competitive with the rest of the “hot rod” SUVs out there, whose prices range from about $35,000 for an Infiniti FX35 to well over $90,000 for the tire-smoking Porsche Cayenne. And speaking of tire-smoking, an even quicker X5 4.6is will be announced later in ’04. We expect that no one’s going to question BMW’s ability to combine sports sedans and SUVs in the future.
Specifications:
All specs are for the 2004 BMW X5 4.4i, which we tested.
Length: 183.7 in.
Width: 73.7 in.
Height: 67.2 in.
Wheelbase: 111.0 in
Curb weight: 4927 lb.
Cargo space: 23.8 cu.ft (seats up); 54.4 cu.ft. (seats folded)
Towing capacity: 6000 lb.
Base price: $52,195
Engine: 4.4 liter DOHC 32.valve V8
Drivetrain: six-speed automatic, all-wheel drive
Horsepower: 315 @ 5400
Torque: 324 @ 3600
Fuel capacity: 24.6 gal.
Est. mileage: 16/22
2004 BMW 5-Series
Jul 31st
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 5-Series BMW 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 5-Series 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. Manual, automatic and sequential manual (SMG) gearboxes are offered. The SMG is similar to the clutchless manual currently available in the ultra-high performance M3 coupe and sedan.
To improve the 5-Series’ 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. 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 5-Series 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. 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. Still not high-tech enough? An optional active headlight control allows the outboard headlamps to swivel with the front wheels, for better illumination through turns.
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. If the 5-Series keeps its mantle as king of the sports sedans, though, it’ll be more than worth it.
Specifications:
All specs are for the 2004 BMW 5-Series.
Length: 190.6 in.
Width: 72.7 in.
Height: 58.0 in.
Wheelbase: 113.7 in.
Cargo space: 14.0 cu.ft.
Base price: $39,995 (525i); $44,995 (530i); $54,995 (545i)
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.)