Sunday, June 24, 2012

RELEASE DATE 2013 BMW X5



Future generations of BMW X5 SUV, 2013 BMW X5, is expected to debut in somewhere in 2013 and also known as the F40 at the German company may adopt a new lightweight chassis, the aluminum one, instead of the steel that used for German SUV now. Third generation of new 2013 BMW X5 was possible to introducing a new chassis, capable the reducing of course, the mass of car model however also to not forgetting the consequences of this change that is the ratio of power to weight is higher and increases fuel consumption. Platform at the car was rumored to feature modular design, the general trend in the 2013 model BMW that allows companies to achieving significant save at the top. Design wise, the car was said to show the changes more flowing the character lines and also surface of the sculpture which would extend the design of X family.
2013 BMW X5 Feature and Specs
At the front end, 2013 BMW X5 would feature more impressive kidney grille, more spacious and larger than the current model. Its LED lights would get treatment and the shape would follow the design seen in some of recently launched 2012 model redesign, the back light would be slightly redesigned as well. Uses the concept of layering seen in the concept of Vision, T-shaped taillights adds more depth to the surface and not wrapped around the body of 2013 X5. In addition, 2013 BMW X5 line character was enhanced, as we saw in a new X3 also. Expect to see a more concave / convex with 3D layering improve 2013 BMW X5 look masculine. It was unknown at this time if the car dimension would be increased; the X5 is now able to accommodate seven passengers if needed.

According to sources, the 2013 BMW X5 for the first time would feature Active Hybrid technology in the 2 liter four cylinder diesels machine. Internal combustion machine on the car was assisted by the 15 kilowatt electric motor which ad another 17 horsepower over the 204 already deliver by diesel power unit. Furthermore, the Hybrid version was said to use two parallel car electrical systems, the conventional 12 volt system is given by AGM starter battery and the additional 120 volt system which has been provided by the generator and the lithium ion batteries located in the baggage compartment. Instead of a conventional machine driven generator such as the 2012 model redesign, compact generator was integrated in aluminum crankcase housing for the car. High power electronic systems flange mounted directly to gearbox for more compact design and Brake Energy Regeneration to help recharge the hybrid battery of 2013 BMW X5.
2013 BMW X5 Competitors
In 2013, BMW would unveil the 2013 BMW X5 was also rumored to sport more dynamic character and sporty design lines. It would compete in the premium car market along with Porsche Cayenne, Mercedes-Benz ML and Jaguar SUV. Recently launched XJ and new XF model was competing directly with BMW 7 and 5 Series. And this new car has been highly praised by a lot of automotive journalists. Similar magazine reported that all new model at the stage of full size clay model, though the design freeze was still some way off. With a release date of 2013 BMW X5 scheduled for 2013, we are expecting the first prototype to depart at the end of this year.

Source : www.newcarreleasedatereview.com




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Saturday, June 23, 2012

BMW X5 DIESEL MACHINE AND INTERIOR

FREMONT, Ohio — Three surprises from BMW's 2009 diesel-power X5 crossover SUV, on sale since December.
The drivetrain was disappointing, less satisfying than the diesel 3 Series sedan with this engine.
PHOTOS/AUDIO: BMW X5 xDrive35d with Healey's comments
CHAT TRANSCRIPT: James R. Healey answers your questions
The wide-tread tires that come with the optional Sport package ($3,700) did not ruin the ride. In the past, opting for Sport guaranteed your X5 would be unlivable except on new asphalt. Now, it means it claws through tight corners the way you imagine a BMW should.
The stability/traction control system, tuned by many automakers (especially German brands) to intrude too much, seemed reliable and restrained in 600 miles of slush, snow and freezing rain. It left one musing on the X5's behavior instead of white-knuckling, squinty-eyed, down the turnpike.
BMW launched the X5 crossover SUV as a 2000 model and improved it considerably since then. It was updated for 2007, and diesel was added for '09.
Perhaps it was inevitable that the X5 xDrive35d was a letdown after the 335d sedan (Test Drive, Nov. 21) that was well north of terrific.
What kept the X5 with the three-liter, six-cylinder diesel getting the highest grades:
• Lag-and-lunge. A lot like the Mercedes-Benz ML 320 BlueTec diesel (Test Drive, Nov. 28). You can take off smoothly or quickly, not both.
BMW's unique two-turbo system should have eliminated that — and did on the 335d sedan.
X5's drivetrain tuning and gearing aren't the same as the sedan's, but nobody else has complained, says BMW spokesman Matthew Russell.
• Noise. The clatter could give you pause, if you're new to diesels. Inside, the engine sound is more a reassuring grumble, but all in all there's more of it than in the 3 Series diesel sedan.
X5 has less noise insulation, especially underneath where an SUV needs extra clearance for navigating bad roads and no roads, Russell says.
• Warning light. Not what you want in the middle of nowhere, focusing on the storm-lashed road ahead, but a panel light announced an engine malfunction and a reduction to half-power. Nothing changed in the way X5 drove, and the light went off in a few moments.
BMW says anything from bad fuel to a full-fledged component failure could trigger the light.
• Mileage. You buy a diesel mainly for its better fuel economy. While the X5 diesel has government ratings about 22% higher than the six-cylinder gasoline model, it was hardly a sipper: Its trip computer showed midteens in town, mid-20s on the big road.
As a benchmark, Chrysler's $45,000 Dodge Durango and Chrysler Aspen full-size SUVs with the two-mode hybrid system and Hemi V-8 (unfortunately, now out of production) hit about 20 mpg in any and all driving.
Government mileage ratings for the BWM diesel are 19 in town, 26 highway, 22 combined vs. 15/21/18 for the six-cylinder gasoline engine.
Gripes unrelated to the diesel drivetrain:
•Backup camera stays on after you start forward. BMW says it's designed to shut off at about 10 mph forward speed. Seemed way too long.
•Center console lids needed a whack to open.
"Definitely not operating as designed," Russell says.
•BMW's iDrive remains needlessly complex. It's a big-knob-on-the-center-tunnel system of giving you tortuous access to climate control, stereo, navigation, phone connection and various vehicle settings.
Silver lining: You have alternative access to most controls without using the iDrive jiggle-twist knob.
•Price is really high. To start, the diesel is $3,700 more than the most-similar gasoline model. Then, to get the gadgets and features you probably really, really want, you're in deep. The test vehicle had about $18,000 in options, pushing it to $69,320. Not in this lifetime, bucko.
That's a lot of crepe to hang and gives a needlessly negative impression. Granted, a luxury vehicle ought to be totally free of flaws and annoyances, and X5 wasn't. But a few salient attributes made it embraceable nevertheless.
Seats were firm and comfortable, allowing the body to endure a 600-mile day.
Handling — defined as cornering agility, steering precision and braking feel and effectiveness — performed at a very high level. Which, of course, is what you're paying for in a BMW.
Power — it never quit. Once underway, no matter how impressive the shove when you hit the throttle, there always seemed to be more in reserve. High-torque diesel power delivery might be a reason you'd opt for the diesel despite the price tag and modest fuel-economy gains.
Storage space was generous in the tester, which did not have optional ($1,700) third-row seating. A large under-floor bin was deep enough for bulging backpacks and other haul-abouts that don't fit beneath most cargo floors.
It's hard to see the value proposition, especially in the loaded test vehicle. But it's easy to see why somebody with means might say what the heck and buy one anyway.
About the 2009 BMW X5 xDrive35d
• What? Diesel version of BMW's midsize, four-door, all-wheel-drive, crossover utility vehicle.
• When? On sale since December.
• Where? Made at Spartanburg, S.C., using German-built engine and transmission.
• How much? Starts at $52,025, with $825 shipping, $3,700 more than similar gas model. Hits $80,000-plus with all factory options and a set of fancy, dealer-installed BMW wheels. Some buyers qualify for $1,800 federal tax credit. Test vehicle: $69,320.
• How powerful? Want to pull your neighbor's house off the foundation? This'll probably do it. The 3-liter, six-cylinder diesel engine is rated a healthy 265 horsepower at 4,200 rpm and a stunning 425 pounds-feet of torque at 1,750 rpm. Six-speed automatic with manual mode — take it or leave it. Traction and stability controls work hard to keep the shiny side up and make you a stranger to ditches.
• How fancy? Enough stuff to embarrass you, you'd think, but you can add $30,000 in options if lowering your net worth raises your self worth.
Read all about it at www.bmwusa.com.
• How big? Similar to Mercedes-Benz ML. X5 is 191.1 inches long, 76.1 in. wide, 69.9 in. tall on 115.5-in. wheelbase. Weighs 5,225 lbs. Holds up to 75.2 cubic feet of cargo. Carries 1,290 lbs. of people, cargo.
Turning diameter: 42 feet.
• How thirsty? Rated 19 miles per gallon in town, 26 highway, 22 in combined driving. Trip computer in test vehicle showed 15.4 mpg in suburban driving, 24.5 mpg on highway.
Tank holds 22.5 gallons. Ultralow-sulfur diesel fuel, available at about 40% of service stations, required.
• Overall:  Disappointing diesel powertrain, compelling handling and comfort.








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INTERIOR AND EXTERIOR BMW 6-SERIES 2012

Along with the X3, the 6-series is the oldest BMW on the market. Launched at the Frankfurt auto show in the fall of 2003, the current car has carried on for seven years, supported by a convertible version launched in 2004 and a very modest face lift in late 2007. Now it's time to move on, and this is what we believe the next-generation 6-series will look like. It will be launched in late 2010 or early 2011 and draw heavily from the Gran Coupé concept car BMW unveiled at the Beijing auto show earlier this year.
Stylistically, the next 6 will be less bulky than the current model, which—back in 2003—was the second Bangle-fied blow absorbed by BMW loyalists after the portly 2001 7-series. With LED running lights and BMW’s characteristic air intakes below the headlights, the next 6 will launch with styling elements that undoubtedly will prove less controversial than the outgoing model's protruding posterior. It will look leaner, tighter, and more aggressive than the current model.
Power initially will come from BMW’s 300-hp, turbocharged 3.0-liter inline-six and 400-hp, twin-turbo 4.4-liter V-8. Europe will get a 3.0-liter turbo-diesel likely rated around 320 hp, but we doubt it will be offered in the U.S. We will, however, get another M6, which—like the next M5—will be powered by a high-output version of the twin-turbo 4.4-liter V-8 rated as high as 580 hp. We’re keeping our fingers crossed for a manual-transmission option. The current-generation V-10 M5 and M6 were launched with the automated SMG transmission only, but U.S. customers forced BMW to hastily add a six-speed manual—a lesson unlikely to be forgotten soon. If this engine portfolio sounds awfully similar to that of the 5-series, that's because under the skin—as has been the case since the 6-series debuted in the late ’70s—the 5 is the 6's closest sibling, even though the coupe poses as a sportier, slightly downsized 7-series.
Just as it does with the current model, BMW will offer a coupe and a convertible, and we expect the latter to keep its traditional fabric roof. But this time around, there likely will be a third variation: a sedan—which inevitably will be dubbed a "four-door coupe"—to compete with the Audi A7 and the Mercedes-Benz CLS. Judging from the four-door Gran Coupé concept, it will be beautiful enough to make us forget the 6’s stylistic sins of the recent past.

Source : www.caranddriver.com





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Friday, June 22, 2012

REVIEW 2001 BMW 330Ci CONVERTIBLE

It was nice having a top-down sports tourer at our beck and call. But after a blissful 663 days and more than 50,000 miles, it's time to send the much-appreciated 330Ci convertible back to BMW's New Jersey headquarters.

Many staffers have said that a dark-color body/light-color tonneau cover and interior is not their preferred color combination for a convertible, but this dark blue and light gray package is the exception — and it is especially striking.

The soft top functioned commendably during the test, though it did have a minor foible along the way ( see chart ). It must be well-insulated, as we didn't experience excessive noise from driving in bumper-to-bumper traffic on the freeway, nor did it seem to get especially cold while traipsing through chillier climes. "This BMW still seems brand-new. Everything feels tight and solid, and the top is very well done — easy to raise and lower, and pretty wind tight," says our Editor-in-Chief.

The 330Ci convertible really is a wonderful blend of style, sport and comfort.

At the forefront in this mix is the 225-horsepower inline-6. Says Executive Editor Doug Kott, "I'm duly impressed with the engine's responsiveness and immediate snap that can be conjured up virtually anywhere in the rev band. Variable valve timing is our friend."

A precise gearbox complements the engine well, though it is a tad notchy.

There's plenty to like in terms of driving. Several features inside the cabin of this BMW, however, could use a rethinking in design. And some things need to be tossed into the waste bin altogether.

Automatic climate control was not so "automatic" at times. We are assuming that by automatic climate control this means that if the temperature is set at, say, 65 degrees Fahrenheit, then the system should flow either hot or cool air as needed and in sufficient volume to maintain this setting. This rarely was the case. "Maybe we should send one of GM's or Toyota's air-conditioning executives over to Munich with a slide presentation to help pass along the technology," said one editor.

"A couple of times when I drove the BMW it had trouble blowing cool air, even when the outside temperature was considerably lower than that of the interior," said another. 








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INTERIOR BMW 120D

2009 BMW 120d EfficientDynamics Challenge, First Drive Review
ACCORDING TO BMW, its EfficientDynamics concept is for “sporting drivers with a green heart”. What that means for BMW is designing and engineering greener cars without sacrificing performance.
After a day in the saddle of the new BMW 120d, including the opportunity to put it through its paces on the track, it is clear that - for this car - being ‘green’ does not mean being bland.
The 120d is a super drive, full stop. The fact that it returns 4.8 l/100km and emits just 126g of CO2 per kilometre, is little short of astonishing given the verve it offers at the wheel.

Available and on sale now for $46,790 (plus on-roads), it is the first of a range of new efficient BMW diesels to be offered with manual transmission and the first BMW across the range to come with Auto Stop/Start.
To give that price and fuel consumption some perspective, Toyota’s Prius retails for $39,900 (plus on-roads) in base model form, $53,500 (plus) for the i-Tech, and returns 3.9 l/100km. Now, that’s interesting.
At that price, and with those green credentials, BMW has a genuine eco-contender on its hands, but one that drives like a hot-hatch.
Sure, the lines of BMW’s 1 Series hatch are not for everyone. But the 120d is a very good car and very sensible buying. Here’s why.
Styling
The hatch, upright-looking and a tad bus-like, polarises views about its styling more than the 1 Series Coupe.
Fact is though, its lines are unmistakable and individual and, for some, that counts for a lot (count me in there, I’ve grown to quite like them). There is also no denying they work from a practical perspective.

For such a small car externally, it offers good space inside, excellent rear headroom and ample legroom. It also offers reasonable space behind the rear seats under the hatch.
For a small family or for younger drivers who might otherwise have been drawn to a larger car or small SUV, the 120d is worth a look on interior space and five-door access alone.
The first, second and third time they drive past a service station without having to fill the tank, they may then wonder why they ever considered a small SUV or medium wagon.
The interior
It is very hard to fault a BMW interior. ‘Ours’, with leather seats and door inserts, black soft-feel vinyl dash and trims, and – to these eyes – flawless fit and finish, felt very ‘up-market’ for a sub-luxury class car.
BMW has beautifully-styled interiors. There are no lines that jar, no materials that mismatch, and everything where it should be.

The multi-function wheel, adjustable for reach and tilt, is the right size, feels good and is deliciously connected and ‘weighted’ to the road. For picking a line, it has the accuracy of a precision instrument.
The sports seats, perhaps a little flat in the squab, are nevertheless supportive in press-on driving (or throwing the 120d through a slalom) and proved comfortable in two hour stints at the wheel.
Access to the rear is good, and the rear seats split fold if more carrying capacity is needed.
I must say I prefer the interior of the hatch to the coupe. The high-gloss black highlights work better (and look smarter) than the mottled alloy in the coupe. At the wheel though, there is nothing between them.

The layout of the instruments and controls is first rate: all trip read-outs and functions sit behind a simple-to-use menu button, with a second clear display between the twin dials of the cowled instrument binnacle.
The six-speed gear shift; stubby and with a firm sporting feel, falls neatly to the hand and is fun to use though perhaps not as precise as, say, the throw on the Honda Type R ( it doesn’t ‘centre’ quite as strongly as I’d like at third and fourth).
Equipment and features
A key part of the success of BMW’s EfficientDynamics is the clever use of incremental gains – achieved through a number of intelligent features - to simultaneously reduce fuel consumption while maintaining or boosting performance.
“EfficientDynamics is not just one technology, but a suite of technologies,” BMW Australia Product Communications Manager Tim James told TMR.
Like air-vent control for instance. The vents in front of the radiator are automatically opened when extra cooling is required, remaining closed at other times to assist aerodynamics. This small measure produces a 0.7 percent fuel saving.
BMW research has shown that gear shifting in the right place – balancing load, revs and road speed - is one of the best ways of reducing consumption. So, the 120d comes with an ‘optimum shift indicator’ on the instrument display to prompt the driver.
It also features electric power steering that is lighter and smaller than hydraulic units.
But the 120d’s party trick, and its most noticeable emissions-reducing technology, is its stop/start function: come to a stop, select neutral and release the clutch, and the engine stops.

The moment the clutch is depressed again (to select first gear), the engine starts and immediately ‘settles’, ready for drive-off. In traffic, because it springs to life so quickly, it works a treat – not once was the 120d caught napping on restart.
Also reducing load is an intelligent energy management system with brake energy regeneration as its central feature. This reduces load on the engine by using braking and deceleration energy to charge the battery.
There are other elements to its operation depending upon driving conditions and electrical load. Overall, the system not only reduces fuel consumption but also boosts performance.
But there is more to the 120d than these clever functions.
BMW’s smallest warrior comes with stability control, rear park distance control, 17-inch alloys with run-flat tyres, leather steering wheel, automatic climate control with micro-filter, trip computer, anti-dazzle interior mirror, outside temperature display, lights package and high-quality audio system with CD (with USB, Bluetooth interface and aux-in function as options).
There are also front, side and curtain airbags, ABS, stability control, cornering brake control, traction control and a brace of other dynamic stability systems.
Sat nav, M-Sport package, adaptive bi-Xenon headlights and a range of other dress-up and performance accessories are available as options.

Mechanical package
The 120d has BMW’s conventional front engine, rear-drive layout. Where it departs from convention is in the amazing efficiency of its diesel engine.
At 1995cc, the force-fed diesel produces 130kW @ 4000rpm and 350Nm @ 1750Nm. That’s getting into ‘serious mumbo’ territory, and the 120d’s performance against the clock reflects it.
Uncharacteristically for a diesel, the engine is an oversquare unit with a 90mm bore and 84mm stroke - likely accounting for its willingness to rev.
Drive is fed to the back wheels through a six-speed ZF 6HP 19 gearbox. It is a robust-feeling unit, with nicely matched ratios complementing the characteristics of the free-spinning diesel.
Helping to keep things pinned down and under control are double-jointed thrust-rod spring struts up front, with independent five-arm axle at the rear. Steering is rack and pinion.
Brakes are ventilated discs all round, 292mm x 24mm up front, 300mm x 20mm at the rear, while wheels are 17-inch alloys shod with 205/50 R17 run-flat tyres.
The Drive
Forget its amazing fuel consumption for one moment because the 120d has buckets of on-road appeal.
The instant you nestle in behind the wheel you are aware you are in a driver’s car. The stubby shift, direct feel to the steering and snug driving position have been designed by people who understand what driving is all about.
It is not meant to be a chore, it is to be enjoyed. And this is the 120d.
Press the start button and the diesel clatter is familiar, but not… with each new generation it gets quieter and settles more quickly into a rounded and not-unpleasant drone.
On the move, especially under load, the sound of the 120d changes to an urgent mid-range growl. It doesn’t yet have the appeal of a brattish multi-valve petrol four, but it’s getting close.
For our drive, the first two hours were spent in an economy run; beginning in the city, taking in some winding climbs through West Gippsland, then down to the Phillip Island Race Track.
The best consumption average we could manage, watching the fuel read-out like glue, and adjusting accelerator pressures accordingly, was 4.6 l/100km. Some though managed as low as 4.0 l/100km while maintaining an average speed for the trip above 75km/h.
Over the slalom and motorkhana challenges at Phillip Island however, the performance credentials of the little 120d emerged.
With those 130kW and 350Nm under the toe, and an unladen weight of 1380kg, this car is no slouch. It will muscle its way to 100km/h in just 7.6 seconds.
From the wheel, it feels quick. It will rev its head off (in a most undiesel-like way), and with brilliant sure-footed handling, razor sharp turn-in and precision steering control, is a hoot when given the stick.

The traction control is also little short of brilliant. It allows you to use the power to slide the tail, but intervening if things start getting messy. (It’s the sort of thing that can make an average driver look pretty good.)
The brakes and pedal feel are also spot on, pulling up the 120d time and again, arrow true and fade free.
Through the wheel, road feel is superb. The 120d is brilliantly damped; its breeding evident in the way it connects to the contours of the road. While some may find it a little sharp over secondary surfaces, it provides a comfortable and long-legged highway ride.
Like its bigger BMW siblings, it is right at home on a winding pass and sticks to the tarmac like it’s been nailed there.
It is also quiet at highway speeds with little wind and road noise intruding into the cabin. For a small car with a relatively short wheel-base, it offers a larger-car level of refinement at the wheel.
For its ‘get-outa-there’ power and handling, and amazing fuel efficiency, the 120d satisfies on a whole lot of levels.
The verdict
While the EfficientDynamics technologies do not come at a cost to the customer (they are engineered into the car), the 120d is perhaps priced just out of reach of the young families who may otherwise be most drawn to it.
It’s a shame really; a car like this makes sense. The 120d has charm by the bucketful, offers youthful vigour and genuine driving enjoyment at the wheel, and it does, really, run on the smell of an oily rag.
It also has four doors, a beautifully finished interior and quite reasonable leg and head-room. If a wave of common sense suddenly descended on us all, we would see more of these pulled up outside schools at bell-hours, and less rock-crushing 4WDs.
For its superb diesel, razor-edge handling, slick six-speed, and planet-saving fuel consumption and low, low CO2 emissions, the 120d has a lot to commend it.
It’s pricey, but put this one on the list. Better still, take it for a test drive and surprise yourself.











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REVIEW BMW M1



The BMW 1-Series M Coupe isn’t just a popular car in Europe or America; it’s got quite a following over in Asia too. So much so, in fact, that noted Japanese tuner Studie Ag has given the little M sports a car a new tuning program that gives it a little M3 GTS flavor.
Besides, it’s already difficult to own an M3 GTS anyway considering that BMW only built 150 of them. However, if you’re long on despair and short on hope, Studie Ag has the answer for you.
The new styling kit for the 1-Series M Coupe features plenty of new components, including a custom-built vented hood, a matte black GTS rear wing, a matte black diffuser, and an Akrapovic exhaust with carbon fiber tips. In addition, Studie AG also dressed up the 1-Series M Coupe with a Fire Orange paint finish while a new set of gloss black wheels add a nice complement to the car’s overall look.
No performance modifications were given to the program, but even in its standard guise, the 1-Series M Coupe is still capable of flexing its 340 horsepower output from its twin-turbocharged, all-aluminum, 3.0-liter inline-6 engine.






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REVIEW AND SPECS BMW M3 GTR

Few race cars enjoy the reversal of fortune that BMW's M3 enjoyed over the past two seasons of the American Le Mans Series (ALMS). In 2000, the M3 race car, which is known as the M3 GTR and races in the GT class, won only once and was trounced by its chief rival, the Porsche 911. But BMW roared back in 2001, winning six of the eight races and taking the manufacturers' championship and the drivers' crown for pilot Jörg Müller. It was an extraordinary feat considering Porsches outnumbered BMWs four to one at most races. What BMW did was replace the M3 GTR's six-cylinder engine with a V-8, which spelled more low-end grunt. A little history explains why the engine swap was beneficial. By the end of the 2000 season, the 3.2-liter six had reached a horsepower plateau after six years. The problem was the rule-mandated intake restrictor plate with its 1.7-inch-diameter hole to reduce the amount of air that enters the engine. As an engine spins faster and needs more air, the restrictor's effectiveness increases. And how! Think of breathing through a straw: You can take regular breaths through it easily enough, but start exercising and breathing hard, and suddenly, getting air into and out of that straw is tough. In the GT class, the restrictor makes a smaller, high-revving engine less effective than one with more displacement and low-end torque. Because of the bore spacing of the BMW six, the engine could not grow beyond 3.2 liters. Porsche's flat-six displaces 3.6 liters. The rules said that even though the Porsche displaced about 400 more cubic centimeters it must use the same 1.7-diameter restrictor as the BMW. Same size straw, but the Porsches had a bigger engine and, according to BMW, a huge advantage. The M3's V-8 is not a version of the engine that powers BMW street cars. It's a racing motor designed by the same BMW Motorsport branch that built the engine many believe was the most powerful Formula 1 engine in 2001, the BMW V-10. The V-8 has an aluminum block and heads, four cams, four valves per cylinder, and port fuel injection. Its 4.0-liter displacement is a huge increase over the old six's. BMW claims the new engine makes 444 horsepower, 42 more than the suspiciously low 402 figure Porsche quotes for its 911 GT3 race car and 24 more than the six-cylinder M3 racer made. The big difference is torque: BMW's V-8 makes 354 pound-feet, the Porsche 911 makes 281. A six-speed nonsynchro gearbox transmits power though a limited-slip rear differential to 11.4-inch-wide Yokohama racing slicks. The V-8 M3 uses the same basic chassis as the six. As the rules require, it's based on the stock M3 body shell. But by the time BMW has added safety-cage bars, new suspension bits, carbon-fiber bodywork, front and rear wings, and a data-acquisition system, the GTR is far closer to a purpose-built race car than a street car. We were invited for a ride at Sebring by one of the two BMW teams, Team PTG. We realized just how racy this Bimmer is as soon as we tried to get it moving. The clutch is a five-inch carbon disc that presses on a flywheel that's "only large enough to fit the clutch," says the large and imposing PTG president, Tom Milner. With such a small, light flywheel, the engine feels as if it were jacked up on amphetamines, instantly responding to prods of the accelerator. To get under way, you either do a kamikaze clutch drop or you delicately brush the throttle as you slowly release the clutch pedal. We managed to crawl out of the pits without stalling and then spent the next few laps puttering around for the photographer. On lap three, we got on the gas and blasted down the front straight to Turn One. Only Al Gore groupies will fail to slobber all over the V-8. It screams. The crankshaft is of the single-plane variety, so the usual V-8 rumble is replaced by a high-pitched guttural snarl that rips. With gearing that tops out at 152 mph, the V-8 gets the car to 60 mph in 3.4 seconds, 1.3 seconds quicker than a street M3. The engine doles out power like a turbine—eerily smooth, so smooth that on the second turn, a low-speed second-gear right-hander, we went to full power too soon, expecting the silky power band to keep the tires hooked up. Auf wiedersehen! The rear tires lit up, and the car spun. The damage was limited to the ego, so we pressed on while keeping in mind Milner's little caution: "You crash my car, I kill you!" Spin aside, the GTR is a breeze to drive. In the turns, it's as grippy as driving on fly paper. We were unable to test on a skidpad, but in a slow turn that most replicated one, our VBOX recorded 1.2 g of lateral grip. In a high-speed turn, where downforce comes into play, we recorded 1.4 g. The very grippy street M3 manages just 0.87 g. Two things impressed: rock-solid stability at high speed and amazing brakes. Going 150 was absolutely serene. Plexiglass covers both window openings, so there's no wind buffeting. As in a video game, the only indication of speed is the scenery flashing by. As for the brakes, in every measure—feel, effort, and effectiveness—they were perfect. There's no power assist, yet the pedal isn't stiff. We never got used to their immense stopping power; we'd brake way too early and have to get back on the gas to go through the turn. As sweet as the M3 GTR is, it might have proved too dominant. Last November, the rule makers told BMW it had to build 50 V-8 M3s for the street by March or carry as much as a 220-pound weight penalty and a smaller restrictor. BMW says it's built one of the European-only $225,000 street M3 V-8s and can't meet the production deadline. BMW also claims the engine and weight handicaps would make the GTR so noncompetitive that it wouldn't bother racing the car. As of this writing, BMW hadn't announced its plans for the 2002 season. 


Although this rules battle sounds like typical racing politics, we'd hate to see the V-8 GTR parked next season.
VEHICLE TYPE: front-engine, rear-wheel-drive, 1-passenger, 2-door race car
ESTIMATED PRICE AS TESTED: $300,000
ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, BMW Motorsport engine-control system with port fuel injection
Displacement:
244 cu in, 3997cc
Power (SAE net):
444 bhp @ 7500 rpm
Torque (SAE net): 354 lb-ft @ 5500 rpm
TRANSMISSION: 6-speed manual
DIMENSIONS:
Wheelbase:
107.5 in Length: 181.6 in
Curb weight: 2450 lb
PERFORMANCE RATINGS:
Zero to 60 mph: 3.4 sec
Zero to 100 mph: 7.0 sec
Standing 1/4-mile: 11.4 sec @ 127 mph
Top speed (redline limited): 152 mph
Braking, 70-0 mph: 139 ft
Roadholding, low-speed flat corner: 1.20 g
FUEL ECONOMY:
Typical racing fuel economy: 5 mpg 









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