Car Review - 2009 BMW X5 Review and Road Test

Model Tested:

• 2009 BMW E70 X5 xDrive35d Steptronic, 3.0-litre, turbo diesel, six-speed automatic, wagon: $105,490 (RRP)

Options:

• Metallic Paint $2000 (Fitted - Carbon Black); M Sport Package $8000 (Fitted); Panorama Glass Sunroof $3708 (Fitted); Self-levelling Suspension $2118 (Fitted); Auto Tailgate $1271 (Fitted); USB Audio Interface $635 (Fitted)

+ Torquey & economical engine; high grip levels; quiet & comfortable
- Dull low beam headlamps; poor rear view camera; Firm steering

Although it might have become a little familiar, the much lauded X5’s revised shape lends it an almighty on-road presence thanks to its wider proportions, bold stance, subtle creases and unmistakable family face.

It’s a rather serious looking SUV, almost ominous, but after one drive you’ll very quickly discover that the X5 isn’t all show and no go.

Yet while it does indeed look imposing externally, the X5’s innards are light, spacious and well plotted with a practical and comfortable feel to all facets of the cabin’s utility.

Seating is both generously proportioned and supportive, an unusual but welcomed trait for an SUV, while the driver’s vantage is commanding and panoramic offering great all round visibility.

Similarly all controls and ancillaries fall readily to hand and are quite simple of function with the possible exception of the now superseded version of the iDrive system.

The only real bother of any note came from the low beams headlamps, which were a little too weak for my liking, and from the rear view camera which is virtually useless in wet weather and at night, combine the two and it’s a compete waste of time.

On the options front the X5 packs a wallop, featuring Cruise Control (with brake function), Brake Hold, Front & Rear Parking Sensors, Fog Lamps, Alloy Wheels, Rain Sensing Wipers, Automatic Headlamps, Roof Rails, Automated (optional) Split Fold Tailgate, Six CD Tuner, Dual Zone Climate Control, Satellite Navigation and TV with Voice Control, Auto-Dimming Rear View Mirror, Bluetooth Connectivity (that didn’t work with my phone), iPod (USB) Interface, Trip Computer and Electrically Adjustable Seats and Steering Wheel (with Memory), just to name a few.

Our test vehicle was also optioned with the Panoramic Glass Roof which, if you can afford the extra coin, is a highly worthwhile option in my opinion. It can operate purely as a glass roof, as a twin-tilt louvre or as a retractable sunroof meaning maximum enjoyment no matter the weather. It also lends the cabin a light and airy ambiance that makes long drives exceptionally pleasant.

Up the back a split-fold tailgate, in this case automated, opens to reveal a cavernous cargo compartment offering 670 litres with seats up (to window height) or mammoth 1750 litres all told. A pair of seriously heavy-duty tie-down rails, a retractable cargo cover with vertical net and an underfloor storage space that also houses the spare wheel round out the deal.

If that’s not enough, the X5 comes standard with (matt black) roof rails and can be configured to tow up to 2700kg (braked).

The drive on offer, as we’ve come to expect from most of the BMW range, is quite rewarding, and the constant all-wheel drive coupled with a taut chassis and self-levelling suspension provide the X5 with astounding grip levels, well beyond that expected of a family SUV.

Cornering therefore is capable and confident, seemingly no matter what the elements throw at you, with steering that offers very good feel and feedback even if the level of assistance could be slightly more amenable.

Braking is strong and balanced with a progressive pedal allowing the 2110kg wagon to be brought to a stop in a smooth, confident and comfortable fashion. Applying the stoppers at 80km/h saw a distance of 23.9 metres covered before we came to a standstill - not bad!

Under the bonnet a 3.0-litre, in-line, common-rail, twin turbo-diesel, six cylinder engine provides more than ample motivation for a car of such proportions developing 210kW of power at 4400rpm and a solid 580Nm of torque from just 1750rpm.

There is no turbo lag to speak of, only a delightful six-speed automatic that is smooth, decisive and amiably calibrated to throttle input propelling the X5 from 0-100km/h in 7.0 seconds flat and on to a top speed of 235km/h.

Fuel economy too is a strong point for the diesel X5 and although our results didn’t prove quite as optimistic as the manufacturer’s claim, we did achieve a respectable 10.9 litres per 100km average combining a 50:50 split of city and highway driving.

Considering the X5’s family orientation, safety is of course a paramount concern with our xDrive35d model featuring front, side and curtain airbags; ABS braking with CBC (cornering brake control), EBA and EBD; HDC (hill descent control); and ESP with Traction Control to tally an impressive five-star European NCAP rating and five-star Australian ANCAP rating.

So while a few of the features may be beginning to date, the X5 remains an imposing and accomplished SUV with both the substance and the panache to be considered a worthy investment for any family who takes its motoring seriously.

Specifications:

• Engine: 2993cc DOHC six-cylinder (24 valve)
• Power: 210kW @ 4400rpm
• Torque: 580Nm @ 1750rpm
• Induction: Common-rail & turbocharged
• Transmission: Six-speed automatic
• Driven Wheels: All
• Brakes: Discs with ABS, CBC, EBA & EBD
• Top Speed: 235km/h
• 0-100km/h: 7.0 seconds
• CO2 Emissions: 233 grams per kilometre
• Fuel Consumption: 8.8 litres per 100km (ADR Combined)
• Fuel Consumption: 10.9 litres per 100km (As Tested)
• Fuel Tank Capacity: 85 litres
• Fuel Type: Diesel
• ANCAP Rating: Five star
• Airbags: Front, side & curtain
• Safety: ESP with Traction Control & HDC
• Spare Wheel: Space saver
• Suspension: Strut (F)/Multi-Link (R)
• Cargo Capacity: 670/1750 litres
• Tow Capacity: 2700kg (Braked)
• Turning Circle: 12.8 metres
• Warranty: Three Year/Unlimited Kilometre
• Weight: 2110kg (Tare)
• Wheels: Alloy 18 x 8.5-inch

Source : caradvice.com

Car Review - 2009 BMW 750i

The BMW 7 Series and the Mercedes-Benz S-class are two vehicles utterly defined by their birthplace. Each was spawned in Southern Germany, where massive stretches of autobahn honed their ability to cover boundless distances at high velocities, cosseting occupants in Teutonic luxury. But they're decidedly different beasts. In spite of their similarities, the two brands have always had distinct personalities. BMW followed its tag-line of the "Ultimate Driving Machine," while Mercedes stuck to its more sober image, focusing on its "Best in German engineering" meme.

As so often happens, automakers feel compelled to grow and expand beyond traditional audiences, and at times, the result is a diluted product that strays from its roots. When everyone is attempting to cater to the broadest possible audience, overlap is inevitable and distinctions begin to disappear. Look no further than the American mid-size sedan segment, or in this case, the last generation 7-series. So for 2009, BMW sought to re-focus its uber-sedan on what it does best. Read on to find out if BMW succeeded or if the new 7 suffers from further dilution.

It seems fitting that BMW's flagship would lead the way in introducing new design directions for the brand. The previous fourth-generation model marked the debut of the controversial Chris Bangle era. The Bangle 7 may not have received much in the way of critical acclaim for its aesthetics, but it was the best-selling generation to date, and its distinct styling cues have found their way into many other vehicles. Even with a mid-cycle refresh that significantly improved its looks, the fourth-gen. model still suffered from a top-heavy appearance that diverged from the lower, sleeker looks of earlier editions. This latest edition marks a return to form for BMW.

While Bangle remained the titular head of BMW design during the course of the 7 Series development, his successor, Adrian van Hooydonk, led the team that created this new version. The result is a sedan with virtually the same dimensions as the last 7, but with an additional three-inches of wheelbase. Despite the stretch in the middle, the new car looks significantly smaller thanks to a slopping nose and contoured flanks that lend a tauter, more muscular appearance.

Our first experience with the new 7 Series involved time in an extended wheelbase, sport pack-equipped 750Li. This time, our tester is a standard wheelbase 750i. Currently, the only engine available in the U.S. market 7-series is the 4.4-liter twin-turbo V8 that debuted last year in the X6. However, just before our test, BMW announced a new V12-powered 760 that will find its way to the States later this year, while buyers in other parts of the world have a choice of gas or diesel mills.

With its 400 hp and 450 lb-ft of torque at just 1,800 rpm, the turbo V8 is an ideal power-plant for a big luxury sedan. It's only available with a ZF six-speed automatic transmission, as for the overwhelming majority of people who choose a 7 as their preferred conveyance, a manually-operated clutch wouldn't find favor. But that's not to say the 750i isn't suited to fast driving. On the contrary, even without the sport package, the 7 feels surprisingly nimble for a 4,500 pound vehicle. To the left of the shift lever is a switch that allows the driver to select from comfort, normal, sport and sport+ modes. Similar to what's found on most other modern vehicles with sport settings, the various modes adjust the response of the electronic throttle, transmission controls, the adaptive damping and the traction/stability control.

In comfort or normal modes, BMW's flagship feels a restrained at first, but a quick switch into one of the sport modes causes the 7 to leap of the line with enough gusto to belie its curb weight. BMW claims a 0-60 mph acceleration of 5.1 seconds for the lighter standard-wheelbase 750, a number consistent with our informal timing and perhaps even slightly conservative. Those who want to manage the shift points on their own can do so by tapping the shifter to the left, followed by the usual fore-aft taps. The transmission responds quickly to driver commands, but without any wheel mounted paddle shifters, the manual mode seems to be of limited value. It's generally best to leave the controller in drive, engage sport or sport+ and let the electronics to the work.

Under braking, the sport modes induce automatic down-shifting to help ensure the engine is in the meat of its powerband, so there's never a chance of being below the curve when powering out of the corners. Accelerating in sport mode, the transmission holds gears after backing off the throttle, allowing the driver to negotiate a series of bends without hunting for gears. Of course, even though the 7 is capable of traversing winding roads at elevated velocities, its natural habitat is the autobahn or interstate. Here, a squeeze of the go-pedal will find the 750's speedometer swinging clockwise at an alarming rate.

From a 70 mph cruise, dipping into the long pedal will have you in extra-legal speeds in decidedly undramatic fashion. Wind and road noise are well controlled thanks to the triple seals on the doors and acres of insulation elsewhere. At part throttle, the V8 is just audible enough that you can tell it's running, but it's never intrusive. Get on it hard though and an aggressive snarl begins to build. Even then, the 750 never forgets that it is a luxury sedan rather than a hardcore sports car.

Smaller BMWs have been lauded for their steering feel, and while the big sedan doesn't quite measure up to the 3 Series standard, it never feels loose or sloppy. The weighting provides just the right amount of resistance while providing feedback commensurate with the amount of lateral force being generated by the front tires. When maneuvering around tight spaces, the optional camera package on our tester came in handy. Pressing the camera button on the console toggles the massive 10.2-inch dash-mounted LCD to display the surrounds courtesy of two side-view cameras mounted just above the side markers on the leading edge of the front wheel wells.

The front seats of the 750 offer excellent comfort and lateral support, with the driver's seat benefiting from multiple power adjustments including the side bolsters that can be optimized to the width of your torso. When the door is opened, the bolsters automatically retract making it easier to get in an out, and the $2,500 luxury seating package includes a massage mode for the driver's seat as well as heating for the rear seats and steering wheel. Even in the standard wheelbase 7, the distance between the axles spans nearly 121 inches, meaning there's plenty of room in the rear compartment for three passengers. Of course, the usual caveats about the center position remain in place, including limited leg room around the center tunnel and the raised cushion which is optimally contoured for only two occupants.

Typical among modern luxury cars, every generation of the 7 Series adds more features and more fluff. Since all the added accouterments need a central control interface to avoid an overwhelming number of buttons, switches and dials, BMW led the charge with the implementation of iDrive on the last 7. Unfortunately, BMW apparently completely forgot about human usability and the result was a disaster. When the mid-cycle refresh of the 7 debuted, BMW added a few switches back into the mix to provide shortcuts to the main menu and other frequently used features. The new, third-generation system that debuted on the refreshed 3 Series last fall as well as the new 7 is vastly improved. The menu structure is much easier and intuitive to navigate, but it's still not quite as good as the interface offered by its closest competitors, not to mention some contemporary Fords.

So is the 7-series back on track? Most definitely. The 750i is a pleasure to drive and its responses belie its dimensions. For those that live in regions where roads are less than stellar, the absence of the sport pack is less of an issue. The adaptive damping system keeps the body level and unperturbed whether the pavement is pock-marked or curvy, and its surprisingly satisfying on all manner of roads. Of course, in typical German fashion, the price starts high and escalates quickly with the addition of options. Our tester had a base price of $80,300, but premium sound systems, seating, camera and convenience packages drove that up to an out-the-door price of $92,170. If you can manage those payments, the 750i's 16/22 mpg thirst for premium gasoline shouldn't be a bother, and for the money, you'd be hard-pressed to find a more willing and eager luxury sedan to consume acres of asphalt with ease.

[Source: Autoblog]

Spy Photos: Facelifted BMW 3-series Coupe

Following in the footsteps of its Sedan sibling, the svelte 3-series Coupe is due for a mid-cycle facelift towards the end of next year and today we have the first images of a prototype for the updated car rolling around the streets of Munich. Like the facelifted Sedan, which was launched late last year, changes to the Coupe should incorporate some sportier styling, reworked head and tail-lamps, and possibly a wider track.

The interior will get a new look as well, with improved trim, a new center armrest and a second-generation iDrive system with four selector buttons for commonly used features such as the stereo. The iDrive system will also sport a new 8.8in LCD display and an optional 80Gb hard drive music and navigation system.

Mechanical updates introduced in the facelifted Sedan, which should also make their way into the new Coupe include a brake energy regeneration system, an auto stop-start function, electro-mechanical power steering and tires with reduced rolling resistance.

Expect to see the car make its debut in the second half of next year before going on sale in most markets by the end of the year as a 2011 model.

Photo Gallery: 2011 BMW 3-series Coupe facelift spy shots

• 
• 
• 
• 
• 
• 

Photo Gallery: 2009 BMW 3-series facelift

• 
• 
• 
• 
• 
• 
• 
• 
• 
• 

New BMW Car - 2009 BMW M3 GT4

BMW doesn’t want the Maserati GranTurismo MC to get all the spotlight at the 24-hour race on the Nürburgring’s Nordschleife this year. The May 23rd race will be the premiere run of BMW’s M3 GT4 car.

BMW is importing Augusto Farfus, Jorg Muller and Andy Priaulx from the World Touring Car Championship (WTCC) to give the M3 GT4 a workout. While BMW has been a dominate force of the WTCC circuit, it has an uphill battle in the GT4 class. It’s been won by an American car, the Ford Mustang FR500C, for the last two years (the driver was German.)

Spy Photos 2010 BMW 5-series Touring

With the 2009 Audi A6 facelift now on sale and the 2010 Mercedes Benz E-Class just a month away from hitting showrooms, attention now turns to the next-generation BMW 5-series. A class leader since its inception, the 5-series Sedan and Touring wagon remain crucial vehicles in BMW’s lineup and with the next-gen versions just around the corner speculation about their final design has been heating up.

The new 5-series Sedan is set to arrive later this year as a 2010 model and heavily disguised prototypes have been seen testing around the streets of Munich on a number of occasions. These latest shots give us a look at the Touring model, which is expected to arrive roughly 12 months after the launch of the Sedan.

Under the car's new sheet metal, BMW will continue with its love of turbocharging. The new 4.4L twin-turbo V8 from the X6 is expected to appear in a range topping model, while more turbo-diesel variants are expected to join the lineup as well. BMW is currently developing its second generation common rail system for its diesel powerplants, which will operate at greater pressure for improved performance. The transmission systems will include a six-speed manual and a six-speed Steptronic semi-auto gearbox, however a new eight-speed unit from ZF is also expected to be available.

Performance will also be improved thanks to the extensive use of lightweight materials including carbon-fiber and aluminum. The car’s construction will be a hybrid of an aluminum spaceframe for the front section, and a traditional steel monocoque for the passenger compartment and rear. This will ensure a favorable front-to-rear weight distribution and improved handling. Up front will be an independent suspension with MacPherson struts, with a multi-link layout for the rear. High-performance models will include carbon-fiber body panels to shed even more weight. Check out our previous story for more details including information on the next M5 by clicking here.

Image Gallery: 2010 BMW 5-Series Touring spy shots

• 
• 
• 
• 
• 

BMW to tackle Nurburgring 24-hour race with M3 GT4

BMW will be using next month’s Nurburgring 24 hour endurance challenge to continue testing its GT4-class M3 race car, which will take place over the weekend starting on the 23rd of May. Behind the wheel will be BMW works drivers Augusto Farfus, Jörg Müller, and Andy Priaulx, all of whom are normally involved in the FIA World Touring Car Championship (WTCC). As a change, two journalists from German magazine ‘sport auto’ will also be spending some time behind the wheel on race weekend.

Importantly, it is not BMW Motorsport that will fielding car but rather its Customer Racing program, together with Schubert Motorsport.

The new BMW M3 GT4, the youngest addition to the Customer Racing product range, made its debut on the legendary Nordschleifecircuit at last weekend's 56th ADAC Westfalenfahrt. After four hours, the Schubert Motorsport-backed team was victorious in the SP10 class, and finished 30th overall.

The Nordschleife at the Nurburgring has played a very special role in the history of BMW. Many of the carmaker’s drivers have enjoyed numerous successes there since the first 24-hour race was held in 1970. Last year alone, one third of the 150 cars that completed the race were BMW made. Furthermore, with 114 class victories, BMW is by far the most successful carmaker in the history of the event.

Photo Gallery: BMW M3 GT4 race car

• 
• 
• 
•