2011 BMW Alpina B7 xDrive SWB
I've met Alpina boss Andreas Bovensiepen twice--once at the Chicago auto show and once for dinner in Switzerland. From the way he orders wine to the manner in which he showed me the B7 after its North American debut in the Windy City, it was clear to me that he is a man of detail and precision. Oh, and he won the 24 Hours of Nürburgring in 1998.
After a night in this 2011 BMW Alpina B7 xDrive, I would argue all of these traits transfer to the road in the B7. And it better be superlative because for this price, one is definitely paying for it. The B7 bridges the gap between the conventional 7-series and an M variant that doesn't exist. With the extra horsepower, Alpina's creation does, in fact, drive with more verve and vigor, and acceleration from this twin-turbo V8 is smooth and strong. The six-speed automatic is fine, and I rather enjoyed the push-button shifters that are easily operated via index fingers.
Alpina also paid considerable attention to the smaller elements that make this car stand out, with nicer scuff plates and one of the softest leather steering wheels I've ever touched. The dials have blue faceplates fit over BMW's conventional setup, and the way they are sort of cut looks at bit odd. One sees part of Alpina's gauge, and then part of the Bimmer controls are visible below. Practical? Yes, but why not just overlay the entire gauge? That's nitpicking, though.
The B7 handles well and exhibits reasonable reflexes for such a large car. It offers supreme comfort as all 7-series do, and Alpina's enhancements certainly add a mean streak with even more class. It's an enjoyable flagship luxury cruiser, though the price seems a bit steep to me. But it's impressive all the same.
I'll echo Greg's comments in that this is a fantastic high-speed cruiser with effortless reflexes approaching triple-digit velocities. Unfortunately, those velocities are only vaguely practical in a few U.S. locales, none of which happen to be near Detroit. In more pedestrian driving situations, the B7 handles itself like a much smaller car, and it exhibits none of the on/off switch accelerator pedal that I've found so frustrating in the 5-series.
There are all manner of electronic gizmos, including motors that pull your shoulder belt taut, close the doors tightly and extend and retract various sunshades throughout the cabin. These all are nice touches and, I suppose, expected in a vehicle that costs as much as a small suburban home.
Therein lays the rub, at least for me: I can't wrap my head around the market in which the B7 plays. It's utterly foreign to me why anyone would pay nearly double the price of a Jaguar XF Supercharged for a vehicle that feels, maybe, 15 percent better in the trim/telematics department and isn't as entertaining to drive--more capable, yes, but not as entertaining.
2012 BMW 650i Convertible
Big disappointment that the rain moved in, making a top-down drive home, or drive back in to the office, a no-go. I've always liked the 6-series convertible, as it is one of the more graceful luxury drop-tops available. The 2012 BMW 650i convertible has a strong presence, and the lines of the car from coupe to convertible are not offensive, as sometimes happens when the hardtop goes away.
The top allows for a lot of road noise to creep into the cabin, even though the top is insulated. At freeway speeds, you can certainly hear other cars and trucks very well inside the cabin. On the plus side, the top doesn't move around at all--it's a rock-solid as the chassis. Only the harshest of bumps, or ruts, or railroad-track crossings, give a hint of chassis flex.
I like the new touches on the interior, the slightly raised info screen atop the center stack, and the updated switchgear. It is a solid improvement over the preceding car. And the powertrain is simply terrific. In the market for a luxury convertible, the 6-series is a major player.
The 6-series convertible is a gorgeous piece of rolling automotive art punctuated by the impressive 4.4-liter twin-turbo V8. This is a superlative luxury car that is well-executed in nearly every element, and I enjoyed the opulence and athleticism of one of BMW's finest.
So I'm drooling over this car, but when you're talking about a six-figure 6-series with 400 hp, it really is that good. BMW designers did a sharp job with the styling, from the pointed bow to the details in the flanks to the standout wheels--it's all here. The inside is similarly well-adorned, featuring beautiful stitching and an enveloping layout. The feel of the steering wheel, the relatively simple-to-use version of iDrive, the soft leathers and the cabin accoutrements work in harmony.
With the top down one night, this 6-series offered a truly excellent driving experience as I traveled in class and comfort.
I've met Alpina boss Andreas Bovensiepen twice--once at the Chicago auto show and once for dinner in Switzerland. From the way he orders wine to the manner in which he showed me the B7 after its North American debut in the Windy City, it was clear to me that he is a man of detail and precision. Oh, and he won the 24 Hours of Nürburgring in 1998.
After a night in this 2011 BMW Alpina B7 xDrive, I would argue all of these traits transfer to the road in the B7. And it better be superlative because for this price, one is definitely paying for it. The B7 bridges the gap between the conventional 7-series and an M variant that doesn't exist. With the extra horsepower, Alpina's creation does, in fact, drive with more verve and vigor, and acceleration from this twin-turbo V8 is smooth and strong. The six-speed automatic is fine, and I rather enjoyed the push-button shifters that are easily operated via index fingers.
Alpina also paid considerable attention to the smaller elements that make this car stand out, with nicer scuff plates and one of the softest leather steering wheels I've ever touched. The dials have blue faceplates fit over BMW's conventional setup, and the way they are sort of cut looks at bit odd. One sees part of Alpina's gauge, and then part of the Bimmer controls are visible below. Practical? Yes, but why not just overlay the entire gauge? That's nitpicking, though.
The B7 handles well and exhibits reasonable reflexes for such a large car. It offers supreme comfort as all 7-series do, and Alpina's enhancements certainly add a mean streak with even more class. It's an enjoyable flagship luxury cruiser, though the price seems a bit steep to me. But it's impressive all the same.
I'll echo Greg's comments in that this is a fantastic high-speed cruiser with effortless reflexes approaching triple-digit velocities. Unfortunately, those velocities are only vaguely practical in a few U.S. locales, none of which happen to be near Detroit. In more pedestrian driving situations, the B7 handles itself like a much smaller car, and it exhibits none of the on/off switch accelerator pedal that I've found so frustrating in the 5-series.
There are all manner of electronic gizmos, including motors that pull your shoulder belt taut, close the doors tightly and extend and retract various sunshades throughout the cabin. These all are nice touches and, I suppose, expected in a vehicle that costs as much as a small suburban home.
Therein lays the rub, at least for me: I can't wrap my head around the market in which the B7 plays. It's utterly foreign to me why anyone would pay nearly double the price of a Jaguar XF Supercharged for a vehicle that feels, maybe, 15 percent better in the trim/telematics department and isn't as entertaining to drive--more capable, yes, but not as entertaining.
2012 BMW 650i Convertible
Big disappointment that the rain moved in, making a top-down drive home, or drive back in to the office, a no-go. I've always liked the 6-series convertible, as it is one of the more graceful luxury drop-tops available. The 2012 BMW 650i convertible has a strong presence, and the lines of the car from coupe to convertible are not offensive, as sometimes happens when the hardtop goes away.
The top allows for a lot of road noise to creep into the cabin, even though the top is insulated. At freeway speeds, you can certainly hear other cars and trucks very well inside the cabin. On the plus side, the top doesn't move around at all--it's a rock-solid as the chassis. Only the harshest of bumps, or ruts, or railroad-track crossings, give a hint of chassis flex.
I like the new touches on the interior, the slightly raised info screen atop the center stack, and the updated switchgear. It is a solid improvement over the preceding car. And the powertrain is simply terrific. In the market for a luxury convertible, the 6-series is a major player.
The 6-series convertible is a gorgeous piece of rolling automotive art punctuated by the impressive 4.4-liter twin-turbo V8. This is a superlative luxury car that is well-executed in nearly every element, and I enjoyed the opulence and athleticism of one of BMW's finest.
So I'm drooling over this car, but when you're talking about a six-figure 6-series with 400 hp, it really is that good. BMW designers did a sharp job with the styling, from the pointed bow to the details in the flanks to the standout wheels--it's all here. The inside is similarly well-adorned, featuring beautiful stitching and an enveloping layout. The feel of the steering wheel, the relatively simple-to-use version of iDrive, the soft leathers and the cabin accoutrements work in harmony.
With the top down one night, this 6-series offered a truly excellent driving experience as I traveled in class and comfort.
With things in comfort, it rolls along comfortably and took the edge off the bumps I encountered down in Mexico. I also ran around with the soft top up to shield myself from the heat and sun for a bit. It offers good sound isolation (for a soft top), and I'm thankful that BMW decided to stay with the ragtop to save on weight over a power-folding hardtop that's been the rage over the past few years. The run-flat tires were noisy, though.
2012 BMW Z4 sDrive 28i
The body style of this generation Z4 has been around for a couple of years, so the real news here is the new N-20 twin-scroll turbocharged four-cylinder engine. While BMW has a history of producing excellent four-cylinders--the 1973 2002 turbo and the four-cylinder turbo that powered a Brabham to the Formula One world title in 1983--this is the first time in a dozen years that BMW has sold a four-cylinder in the United States. And note that this is not a twin-turbo engine but rather a twin-scroll turbocharger. BMW calls it a "twinpower turbo." The exhaust from two cylinders are directed to one of the two scrolls in a single turbocharger. This increases the engine's efficiency, lessens the lag time it takes to spool up the boost and increases the fun. BMW is getting 120 hp per liter all the while increasing the fuel economy over a six-cylinder model by 20 percent. The engine also has direct fuel injection with the fuel system pressurized to 2,000 psi. This allows for precise amounts of fuel to be delivered at the exact time needed, to help with overall efficiency.
The all-aluminum engine weighs about 40 pounds less than a six-cylinder, and it was built to handle both RWD and AWD applications. Because the engine has two fewer cylinders, the entire engine sits behind the front axle, getting more weight toward the rear of the car and helping with the car's handling balance.
Also coming with the new engine is an eight-speed automatic that gets better fuel mileage than the six-speed manual.
The engine is really good, with a wide torque band from about 1,250 rpm up to 5,000 rpm. On a drive up a twisting mountain road north of Ojai, Calif., we spent most of the time in third gear, using the wide power band to our advantage and amusement. The engine is responsive, especially down low in the rev range. The wide torque band reduces the need for lots of shifting, if you don't want to do it.
While the Z4 sDrive 28i (yes, that is a mouthful) is a fun car to drive, it's not an all-out sports car. The exhaust note from the N-20 is, well, quiet. With the top down and traveling at any speed, you can't hear any exhaust note. With the top up, the air-conditioning fan is louder than the exhaust. At slow speeds, you catch just a whisper of intake noise. For most buyers of the Z4, a quiet overall ride might be just what they are looking for. But it is not the kind of noise enthusiasts want from their performance car.
2012 BMW M5
The fifth-generation M5 is the first of its breed to eschew a highly strung naturally aspirated engine for a torque-led turbocharged powerplant. A big change in philosophy from BMW's M division, then.
Set to go on sale across North America in August 2012, the new model is, as tradition dictates, based on the latest 5-series. But don't think of the new four-door performance saloon simply as a warmed-over version of BMW's midrange model. As project leader Siegfried Friedmann reveals, “The new M5 shares just 20 percent of its components with the 5-series.” The remaining 80 percent is claimed to be unique.
The new M5 is bigger than ever before, putting on 55 millimeters in length and 46 millimeters in width over its direct predecessor. Some 19,331 examples were produced between 2004 and 2010. However, height has dropped by 13 millimeters. It also rides on a wheelbase that has grown by 74 millimeters and runs front and rear tracks that are up by 27 millimeters over the standard 5-series up front and down by 38 millimeters at the rear--the latter part of a complete chassis upgrade that sees the latest M car adopt a vastly different geometry to its more conservative four-door sibling.
Central to the technical advances is a decision to supplant the naturally aspirated 5.0-liter V10 engine of the previous M5 with a twin-turbocharged 4.4-liter V8 running the latest in piezo-guided direct injection. The 90-degree unit, which is mounted 20 millimeters lower in the engine bay than standard 5-series powerplants, is a development of the similarly configured engine used in the X6M, complete with its cross-bank induction system. However, there are sufficient differences between the two engines to lead BMW M officials to describe the M5's engine as being new. “They use the same block and crank. They are the only common parts. The induction, cylinder head, internal architecture and exhaust system are unique,” says Friedmann. It's not the truck engine many suspected, then.
Key among the changes is the adoption of Valvetronic, which provides fully variable inlet and exhaust timing while enabling shorter injection cycles for what Friedmann describes as added throttle response. The M5 also receives unique intercoolers and a pair of Honeywell turbochargers that run a nominal 0.9 bar of boost, or 0.1 lower than that of the X6M's engine. The pistons also were modified for lower reciprocating masses, something that allowed BMW to up the ignition cut-out point to a reasonably high by turbocharged-engine standards-- 7,500 rpm. There's also a new electronic management system that boasts more computing power than any existing system used by a series-production BMW engine.
2012 BMW 528i
The 2012 BMW 528i brings turbocharged four-cylinder power to the vaunted 5-series. The new engine makes 240 hp at 5,000 rpm and 260 lb-ft of torque at just 1,250 rpm. The previous I6 unit made 240 hp (at 6,600 rpm) and 230 lb-ft of torque (at 2,750-4,000 rpm). The twin-scroll turbo four-cylinder employs direct injection and BMW's valvetronic variable valve timing technology to help increase power. It also has an all-aluminum block that is lighter and more compact than the I6.
The four-banger is paired with an eight-speed automatic transmission and is available in rear- and all-wheel-drive configurations. There also is a stop/start feature that aims to improve efficiency. Production began in September, and the car arrives this fall.
We dashed down from Bavaria into Austria in the 528i as daylight rapidly faded on a cool fall evening, cutting through the Alps in comfort and with speed. We drove the 528i wagon (all that was offered for the test), which is not coming to the U.S. market, but it did showcase the new engine's prowess.
The car is strong from launch. The turbo four has a satisfying purr low in the band and as the revs build, particularly during light acceleration at about 3,000 rpm. Floor it on the autobahn, and this car is surprisingly quick, allowing us to keep pace with an M3 that was cruising. The torque is felt almost immediately, and the pull is evident throughout the rev band. The engine also shines when accelerating from moderate speeds on the expressway to flat-out flying during passing situations (or just for fun). The power is served up smoothly, and the forsaken cylinders from the I6 are never missed. The four-cylinder is expected to get 23 mpg in city driving and 34 mpg on the highway, according to preliminary EPA estimates.
The stop/start feature worked flawlessly, with a button illuminating on the dash to inform the driver what is going on. This might take some time for users in the U.S. market to understand. It's working properly, it's just a bit foreign to what Americans are used to in daily driving. Still, once educated, the system is nonintrusive and efficient for motorists.
2011 BMW Frozen Black Edition M3 coupe
The 2011 BMW Frozen Black Edition M3 coupe is a blacked-out, even more sinister version of the imposing M3. Consider this if the Le Mans blue or others colors don't suit your tastes. Only 20 are coming to North America, and that started in June. Good luck getting one. The base sticker is $80,525.
The "frozen" paint adds a matte finish to the black paint, which is meant to accentuate the lines and contours of this BMW muscle coupe. It's a glorified paint job but look at it--and drive it--and you won't debate the merits of the proposition. The Batmobile look is set off by glossy black gills on the sides, the kidney grille in front and on the exhaust pipes. There also are red brake calipers that catch the eye even in motion. The car also gets the competition pack, which lowers the ride height by 10 millimeters and adds M3GTS 19-inch wheels.
Power is the same as in the "standard M3," with a 4.0-liter V8 pushing out 414 hp. It's only offered with the dual-clutch transmission, which lowers the sprint to 60 mph two-tenths of a second to 4.5 seconds.
A heck of a lot of fun. If you need wheels to tear through parts of Italy and Austria, this is definitely one way to travel in style. We got a brief test in this beast, and in addition to looking even better in person than it does in the pictures, it's fast, tight in corners and the dual-clutch is enjoyable to drop into manual mode. The engine roars and growls, the acceleration is impressive and the cabin is still reasonably quiet. We've driven the2011 BMW M3 around Detroit, but it didn't stand out like the one in frozen black in Europe.
Oh, and when you drive a car like this, even competitive drivers get out of your way. We had maybe 15 miles in this thing. Best part of the trip.
2011 BMW 550i xDrive
Just as we began the second quarter with our long- term BMW 550i xDrive, a right-front flat began three months of tire problems.
When the BMW arrived, we promptly replaced the Goodyear Eagle LS-2 RunOnFlats with four Dunlop Winter Sport M3 tires. A pothole claimed the right-front in midwinter and we weren't able to find another Dunlop, so we replaced it with a Pirelli Winter Scorpion of the same size.
A couple of months later, the right-front once again let us down as the Pirelli experienced a "rapid equalization of pressure"--otherwise known as a flat. With no spare in the trunk, an editor was stranded along the side of the road. A call to BMW roadside assistance netted a flatbed after a nearly three-hour wait.
With spring near, we reinstalled the run-flats.
Immediately, the car's logbook began filling up with unflattering remarks about the ride and handling. It seems the snow tires delivered a more comfortable ride than the stiff-sidewall run-flats.
On a trip to Vermont, our copy chief hit a gigantic pothole in a rainstorm, destroying the tire and damaging the aluminum wheel. When she went to have the tire replaced at a local tire shop, mechanics found that two other tires and wheels were damaged in addition to the pothole victim. No replacement wheels were available, but two new tires were able to be fitted for the trip back home (the third one, with less damage, limped).
A week after the issues in Vermont, we were able to locate another tire and have the less damaged one replaced. An appointment has been made with our local service department to see whether any of the rims can be straightened before dropping serious coin on brand-new ones.
So in the span of six months, we had three damaged summer tires, two blown winter tires and three damaged wheels. Despite those woes, drivers still love the car, from the smooth power delivery of the V8 to the comfortable leather seats and quiet interior.
2011 BMW 1-series M Coupe
The body style of this generation Z4 has been around for a couple of years, so the real news here is the new N-20 twin-scroll turbocharged four-cylinder engine. While BMW has a history of producing excellent four-cylinders--the 1973 2002 turbo and the four-cylinder turbo that powered a Brabham to the Formula One world title in 1983--this is the first time in a dozen years that BMW has sold a four-cylinder in the United States. And note that this is not a twin-turbo engine but rather a twin-scroll turbocharger. BMW calls it a "twinpower turbo." The exhaust from two cylinders are directed to one of the two scrolls in a single turbocharger. This increases the engine's efficiency, lessens the lag time it takes to spool up the boost and increases the fun. BMW is getting 120 hp per liter all the while increasing the fuel economy over a six-cylinder model by 20 percent. The engine also has direct fuel injection with the fuel system pressurized to 2,000 psi. This allows for precise amounts of fuel to be delivered at the exact time needed, to help with overall efficiency.
The all-aluminum engine weighs about 40 pounds less than a six-cylinder, and it was built to handle both RWD and AWD applications. Because the engine has two fewer cylinders, the entire engine sits behind the front axle, getting more weight toward the rear of the car and helping with the car's handling balance.
Also coming with the new engine is an eight-speed automatic that gets better fuel mileage than the six-speed manual.
The engine is really good, with a wide torque band from about 1,250 rpm up to 5,000 rpm. On a drive up a twisting mountain road north of Ojai, Calif., we spent most of the time in third gear, using the wide power band to our advantage and amusement. The engine is responsive, especially down low in the rev range. The wide torque band reduces the need for lots of shifting, if you don't want to do it.
While the Z4 sDrive 28i (yes, that is a mouthful) is a fun car to drive, it's not an all-out sports car. The exhaust note from the N-20 is, well, quiet. With the top down and traveling at any speed, you can't hear any exhaust note. With the top up, the air-conditioning fan is louder than the exhaust. At slow speeds, you catch just a whisper of intake noise. For most buyers of the Z4, a quiet overall ride might be just what they are looking for. But it is not the kind of noise enthusiasts want from their performance car.
2012 BMW M5
The fifth-generation M5 is the first of its breed to eschew a highly strung naturally aspirated engine for a torque-led turbocharged powerplant. A big change in philosophy from BMW's M division, then.
Set to go on sale across North America in August 2012, the new model is, as tradition dictates, based on the latest 5-series. But don't think of the new four-door performance saloon simply as a warmed-over version of BMW's midrange model. As project leader Siegfried Friedmann reveals, “The new M5 shares just 20 percent of its components with the 5-series.” The remaining 80 percent is claimed to be unique.
The new M5 is bigger than ever before, putting on 55 millimeters in length and 46 millimeters in width over its direct predecessor. Some 19,331 examples were produced between 2004 and 2010. However, height has dropped by 13 millimeters. It also rides on a wheelbase that has grown by 74 millimeters and runs front and rear tracks that are up by 27 millimeters over the standard 5-series up front and down by 38 millimeters at the rear--the latter part of a complete chassis upgrade that sees the latest M car adopt a vastly different geometry to its more conservative four-door sibling.
Central to the technical advances is a decision to supplant the naturally aspirated 5.0-liter V10 engine of the previous M5 with a twin-turbocharged 4.4-liter V8 running the latest in piezo-guided direct injection. The 90-degree unit, which is mounted 20 millimeters lower in the engine bay than standard 5-series powerplants, is a development of the similarly configured engine used in the X6M, complete with its cross-bank induction system. However, there are sufficient differences between the two engines to lead BMW M officials to describe the M5's engine as being new. “They use the same block and crank. They are the only common parts. The induction, cylinder head, internal architecture and exhaust system are unique,” says Friedmann. It's not the truck engine many suspected, then.
Key among the changes is the adoption of Valvetronic, which provides fully variable inlet and exhaust timing while enabling shorter injection cycles for what Friedmann describes as added throttle response. The M5 also receives unique intercoolers and a pair of Honeywell turbochargers that run a nominal 0.9 bar of boost, or 0.1 lower than that of the X6M's engine. The pistons also were modified for lower reciprocating masses, something that allowed BMW to up the ignition cut-out point to a reasonably high by turbocharged-engine standards-- 7,500 rpm. There's also a new electronic management system that boasts more computing power than any existing system used by a series-production BMW engine.
2012 BMW 528i
The four-banger is paired with an eight-speed automatic transmission and is available in rear- and all-wheel-drive configurations. There also is a stop/start feature that aims to improve efficiency. Production began in September, and the car arrives this fall.
We dashed down from Bavaria into Austria in the 528i as daylight rapidly faded on a cool fall evening, cutting through the Alps in comfort and with speed. We drove the 528i wagon (all that was offered for the test), which is not coming to the U.S. market, but it did showcase the new engine's prowess.
The car is strong from launch. The turbo four has a satisfying purr low in the band and as the revs build, particularly during light acceleration at about 3,000 rpm. Floor it on the autobahn, and this car is surprisingly quick, allowing us to keep pace with an M3 that was cruising. The torque is felt almost immediately, and the pull is evident throughout the rev band. The engine also shines when accelerating from moderate speeds on the expressway to flat-out flying during passing situations (or just for fun). The power is served up smoothly, and the forsaken cylinders from the I6 are never missed. The four-cylinder is expected to get 23 mpg in city driving and 34 mpg on the highway, according to preliminary EPA estimates.
The stop/start feature worked flawlessly, with a button illuminating on the dash to inform the driver what is going on. This might take some time for users in the U.S. market to understand. It's working properly, it's just a bit foreign to what Americans are used to in daily driving. Still, once educated, the system is nonintrusive and efficient for motorists.
The 2011 BMW Frozen Black Edition M3 coupe is a blacked-out, even more sinister version of the imposing M3. Consider this if the Le Mans blue or others colors don't suit your tastes. Only 20 are coming to North America, and that started in June. Good luck getting one. The base sticker is $80,525.
The "frozen" paint adds a matte finish to the black paint, which is meant to accentuate the lines and contours of this BMW muscle coupe. It's a glorified paint job but look at it--and drive it--and you won't debate the merits of the proposition. The Batmobile look is set off by glossy black gills on the sides, the kidney grille in front and on the exhaust pipes. There also are red brake calipers that catch the eye even in motion. The car also gets the competition pack, which lowers the ride height by 10 millimeters and adds M3GTS 19-inch wheels.
Power is the same as in the "standard M3," with a 4.0-liter V8 pushing out 414 hp. It's only offered with the dual-clutch transmission, which lowers the sprint to 60 mph two-tenths of a second to 4.5 seconds.
A heck of a lot of fun. If you need wheels to tear through parts of Italy and Austria, this is definitely one way to travel in style. We got a brief test in this beast, and in addition to looking even better in person than it does in the pictures, it's fast, tight in corners and the dual-clutch is enjoyable to drop into manual mode. The engine roars and growls, the acceleration is impressive and the cabin is still reasonably quiet. We've driven the2011 BMW M3 around Detroit, but it didn't stand out like the one in frozen black in Europe.
Oh, and when you drive a car like this, even competitive drivers get out of your way. We had maybe 15 miles in this thing. Best part of the trip.
2011 BMW 550i xDrive
Just as we began the second quarter with our long- term BMW 550i xDrive, a right-front flat began three months of tire problems.
When the BMW arrived, we promptly replaced the Goodyear Eagle LS-2 RunOnFlats with four Dunlop Winter Sport M3 tires. A pothole claimed the right-front in midwinter and we weren't able to find another Dunlop, so we replaced it with a Pirelli Winter Scorpion of the same size.
A couple of months later, the right-front once again let us down as the Pirelli experienced a "rapid equalization of pressure"--otherwise known as a flat. With no spare in the trunk, an editor was stranded along the side of the road. A call to BMW roadside assistance netted a flatbed after a nearly three-hour wait.
With spring near, we reinstalled the run-flats.
Immediately, the car's logbook began filling up with unflattering remarks about the ride and handling. It seems the snow tires delivered a more comfortable ride than the stiff-sidewall run-flats.
On a trip to Vermont, our copy chief hit a gigantic pothole in a rainstorm, destroying the tire and damaging the aluminum wheel. When she went to have the tire replaced at a local tire shop, mechanics found that two other tires and wheels were damaged in addition to the pothole victim. No replacement wheels were available, but two new tires were able to be fitted for the trip back home (the third one, with less damage, limped).
A week after the issues in Vermont, we were able to locate another tire and have the less damaged one replaced. An appointment has been made with our local service department to see whether any of the rims can be straightened before dropping serious coin on brand-new ones.
So in the span of six months, we had three damaged summer tires, two blown winter tires and three damaged wheels. Despite those woes, drivers still love the car, from the smooth power delivery of the V8 to the comfortable leather seats and quiet interior.
2011 BMW 1-series M Coupe
This 2011 BMW 1-series M coupe is a honey--one of the best-balanced, best-handling cars on the planet. It has everything you want in a sports car: the great handling, a terrific power-to-weight ratio, a great shifter, outstanding brakes and a fun factor that everyday drivers rarely possess.
Yes, this is an expensive ride, and one could argue that you'd be better off in a 3-series. Maybe. But, as an M model, this car is being sold in limited quantities--there just aren't going to be many on the road here. The driving dynamics are simply outstanding. It is essentially a two-seater, with the rear seats used only for those who are severely vertically challenged.
The interior trim, with Alcantara on the dash, door panels and shifter boot, is a nice touch, as is the top-stitched trim in a contrasting color. There's seemingly no provision for a navigation system, and the radio interface is looking dated. This model did not have satellite radio, which is hard to believe in a car this expensive.
Viewed as a six-cylinder performance coupe, $50,000 still seems high. But seeing the car as a Porsche Cayman fighter, it's suddenly inexpensive, and that's exactly what the M coupe is. The motorsports changes to the 1-series transform a capable little two-door into a brilliantly balanced sports car with one of the best powertrains on the planet.
Carving up an expressway ramp in third gear and exploding into traffic is an absolute riot in this 2011 BMW 1-series M coupe. The steering, operated via with the meaty wheel that grips around your fingers, has a pitch-perfect weight. The chassis is tight, and the body is proportioned exceptionally well. The twin-turbo engine turns this into a pocket rocket and is as much fun as you can have in this packaging. Launches are conducted with ease, and extreme energy is available with the jab of the throttle.
As for the drive, it's a glorious package. As I said, I think the BMW 135i is already quick, but the extra grunt in the M coupe is usable and available instantly. There's no turbo lag to speak of and the engine pulls strong to redline. The manual gearbox is typical BMW with longish, rubbery throws and middle pedal-stroke clutch takeup. Steering is an upgraded version of the 135i's hydraulic system with massive feedback, instant response to inputs and a very heavy feel.
2012 BMW 328i
The archetypical sports sedan, BMW's 3-series has long set the benchmark for every automaker looking to play in the segment. Its superb agility and engaging character have defined the very act of driving for generations of enthusiasts, so when a new one comes along, we do more than just sit up and take notice. We gorge ourselves and then beg for more.
The sixth-generation car rolls out in two sedan variants to start. BMW does take some risk with the base 328i in moving to a turbocharged four-banger for power, but on paper, the 2.0-liter turbo four outmatches the 3.0-liter naturally aspirated straight-six, with 240 hp and 260 lb-ft of torque to the six's 230 hp and 200 lb-ft. Moreover, that peak torque hits 1,500 rpm lower in the rev range, riding flat from just 1,250 to 4,800 rpm. Along with the boost in power, BMW also claims that fuel economy improves with the turbo four, although EPA numbers have yet to be released.
The upper-trim car continues as the 335i, drawing power from the carryover 3.0-liter turbocharged straight-six turning out an even 300 hp and 300 lb-ft of torque. All cars come standard with a six-speed manual transmission, but new for 2012 is the keen eight-speed automatic, available across the board.
The sixth-gen 3-series grows a fair amount in size, too, adding 3.7 inches of length over a wheelbase stretched by 1.9 inches. The track widens, too, with an additional 1.2 inches between the wheels up front and 1.7 inches in back. Still, the extra size is more easily felt than seen, with rear passengers benefiting from an extra half-inch of knee room, while all passengers enjoy more headroom.
A host of fuel-saving measures are standard across the line, too, including an auto stop/start function that shuts the engine off at stoplights. But for those who are really serious about saving some fuel, the central Driving Experience Control switch offers an “eco pro” mode in addition to the more familiar comfort, sport and sport-plus modes. Eco pro not only reduces how much power is delivered in response to pedal travel but it also upshifts more quickly and reduces the amount of power sent to the auxiliary systems, such as air conditioning. It's also a nag. Press the throttle too much, for example, and an icon will light up on the dash advising you to lift. Still, BMW does claim that driving in eco pro mode can reduce fuel consumption by up to 20 percent.
2011 BMW X3 xDrive35i
ROAD TEST EDITOR JONATHAN WONG: The previous-generation BMW X3 was nothing to write home about. In fact, it was a bit of letdown with a not-up-to-BMW-standards interior and stale exterior looks. It handled fine, as all BMWs do, but it definitely got lost in the small-luxury-SUV crowd when one took everything into account.
Not so for the 2011 BMW X3 xDrive35i, which marked the debut of the new-generation model with a worthy interior, sleeker sheetmetal, upgraded suspension bits and healthy muscle from an available turbocharged inline six-cylinder engine.
Without a doubt, the BMW X3 is the class leader when it comes to handling prowess. The front suspension was upgraded to a double-wishbone setup, replacing the previous MacPherson struts. BMW’s dynamic damping control was also present on this test vehicle, allowing the driver to make the X3’s ride cushy or stiff at the push of the center-console button. When things are dialed into sport-plus, the steering tightens up and offers pleasing feedback and response, and the X3 blazes around turns like no other vehicle in this class can.
The force-fed I6 is a workhorse engine in the BMW lineup, going into everything from the 1-series to the 7-series, and with good reason: It’s one heck of an engine, with 300 hp and 300 lb-ft of torque. Throttle response is lively and power is on tap everywhere along the rev band. It’s also connected to a great eight-speed ZF automatic transmission that performs crisp upshifts and downshifts.
All things considered, the X3 is now a complete player in the small sport-utility segment with a much improved interior, more attractive exterior, a potent available engine and swift handling reflexes. It’s certainly the most entertaining vehicle to fling around in the segment and now delivers on all of the other important fronts, too. BMW did a nice job with this redo.
2011 BMW 550i xDrive Sedan
After logging a near-record 8,475 miles over the previous three months, time behind the wheel of the long- term BMW 550i xDrive fell way off. Our ongoing battle with BMW's infernal spec run-flat tire continued to vex us at every turn, the tally of blown rubber reaching seven. That's seven tires we've had to replace at the cost of roughly $320 per--in nine months.
That's not counting the wrong-size tires the shop in Vermont installed, a pair of 245/45s when the car calls for 245/40s. The tires, mounted on opposite corners, confused the heck out of the BMW's traction-control system. We had the problem rectified quickly, but with those Goodyear LS-2 RunOnFlats in high demand (curious, no?), we had to call in a favor to get some.
Still, no sooner had we had the new Goodyears mounted than another went down. And despite our pleas to BMW for a recommendation for a non-run-flat tire, it instead sent us some Bridgestone RE050A run-flats.
You can guess what happened next--though that takes us into the fourth quarter. And before one assumes that all of this trouble is of the very-large-Detroit-pothole variety, know this: Only two were destroyed by hard hits. The others succumbed to bumps completely unnoticed by the driver.
As for our non-tire-related experience with BMW, we continue to relish the car's performance, the comfort of the cabin, the 4.4-liter twin-turbo's intoxicating rush of power and the vastly improved iDrive. As one editor recorded in the logbook, "A few days in the BMW 5-series will show you what 75 grand will do." Indeed, if not for all of the rubber woes, we'd be unequivocally smitten with the 550i xDrive.
2011 BMW 550i xDrive Sedan
As-Tested Price: $74,700
Miles Driven (Quarter/To Date): 4,796.2/18,901.6
Fuel Economy (Quarter/To Date): 19.2/19.5 mpg
Fuel Cost (Quarter/To Date): $964.85/$3,726.06
Yes, this is an expensive ride, and one could argue that you'd be better off in a 3-series. Maybe. But, as an M model, this car is being sold in limited quantities--there just aren't going to be many on the road here. The driving dynamics are simply outstanding. It is essentially a two-seater, with the rear seats used only for those who are severely vertically challenged.
The interior trim, with Alcantara on the dash, door panels and shifter boot, is a nice touch, as is the top-stitched trim in a contrasting color. There's seemingly no provision for a navigation system, and the radio interface is looking dated. This model did not have satellite radio, which is hard to believe in a car this expensive.
Carving up an expressway ramp in third gear and exploding into traffic is an absolute riot in this 2011 BMW 1-series M coupe. The steering, operated via with the meaty wheel that grips around your fingers, has a pitch-perfect weight. The chassis is tight, and the body is proportioned exceptionally well. The twin-turbo engine turns this into a pocket rocket and is as much fun as you can have in this packaging. Launches are conducted with ease, and extreme energy is available with the jab of the throttle.
As for the drive, it's a glorious package. As I said, I think the BMW 135i is already quick, but the extra grunt in the M coupe is usable and available instantly. There's no turbo lag to speak of and the engine pulls strong to redline. The manual gearbox is typical BMW with longish, rubbery throws and middle pedal-stroke clutch takeup. Steering is an upgraded version of the 135i's hydraulic system with massive feedback, instant response to inputs and a very heavy feel.
2012 BMW 328i
The archetypical sports sedan, BMW's 3-series has long set the benchmark for every automaker looking to play in the segment. Its superb agility and engaging character have defined the very act of driving for generations of enthusiasts, so when a new one comes along, we do more than just sit up and take notice. We gorge ourselves and then beg for more.
The sixth-generation car rolls out in two sedan variants to start. BMW does take some risk with the base 328i in moving to a turbocharged four-banger for power, but on paper, the 2.0-liter turbo four outmatches the 3.0-liter naturally aspirated straight-six, with 240 hp and 260 lb-ft of torque to the six's 230 hp and 200 lb-ft. Moreover, that peak torque hits 1,500 rpm lower in the rev range, riding flat from just 1,250 to 4,800 rpm. Along with the boost in power, BMW also claims that fuel economy improves with the turbo four, although EPA numbers have yet to be released.
The upper-trim car continues as the 335i, drawing power from the carryover 3.0-liter turbocharged straight-six turning out an even 300 hp and 300 lb-ft of torque. All cars come standard with a six-speed manual transmission, but new for 2012 is the keen eight-speed automatic, available across the board.
The sixth-gen 3-series grows a fair amount in size, too, adding 3.7 inches of length over a wheelbase stretched by 1.9 inches. The track widens, too, with an additional 1.2 inches between the wheels up front and 1.7 inches in back. Still, the extra size is more easily felt than seen, with rear passengers benefiting from an extra half-inch of knee room, while all passengers enjoy more headroom.
A host of fuel-saving measures are standard across the line, too, including an auto stop/start function that shuts the engine off at stoplights. But for those who are really serious about saving some fuel, the central Driving Experience Control switch offers an “eco pro” mode in addition to the more familiar comfort, sport and sport-plus modes. Eco pro not only reduces how much power is delivered in response to pedal travel but it also upshifts more quickly and reduces the amount of power sent to the auxiliary systems, such as air conditioning. It's also a nag. Press the throttle too much, for example, and an icon will light up on the dash advising you to lift. Still, BMW does claim that driving in eco pro mode can reduce fuel consumption by up to 20 percent.
ROAD TEST EDITOR JONATHAN WONG: The previous-generation BMW X3 was nothing to write home about. In fact, it was a bit of letdown with a not-up-to-BMW-standards interior and stale exterior looks. It handled fine, as all BMWs do, but it definitely got lost in the small-luxury-SUV crowd when one took everything into account.
Not so for the 2011 BMW X3 xDrive35i, which marked the debut of the new-generation model with a worthy interior, sleeker sheetmetal, upgraded suspension bits and healthy muscle from an available turbocharged inline six-cylinder engine.
Without a doubt, the BMW X3 is the class leader when it comes to handling prowess. The front suspension was upgraded to a double-wishbone setup, replacing the previous MacPherson struts. BMW’s dynamic damping control was also present on this test vehicle, allowing the driver to make the X3’s ride cushy or stiff at the push of the center-console button. When things are dialed into sport-plus, the steering tightens up and offers pleasing feedback and response, and the X3 blazes around turns like no other vehicle in this class can.
The force-fed I6 is a workhorse engine in the BMW lineup, going into everything from the 1-series to the 7-series, and with good reason: It’s one heck of an engine, with 300 hp and 300 lb-ft of torque. Throttle response is lively and power is on tap everywhere along the rev band. It’s also connected to a great eight-speed ZF automatic transmission that performs crisp upshifts and downshifts.
All things considered, the X3 is now a complete player in the small sport-utility segment with a much improved interior, more attractive exterior, a potent available engine and swift handling reflexes. It’s certainly the most entertaining vehicle to fling around in the segment and now delivers on all of the other important fronts, too. BMW did a nice job with this redo.
2011 BMW 550i xDrive Sedan
That's not counting the wrong-size tires the shop in Vermont installed, a pair of 245/45s when the car calls for 245/40s. The tires, mounted on opposite corners, confused the heck out of the BMW's traction-control system. We had the problem rectified quickly, but with those Goodyear LS-2 RunOnFlats in high demand (curious, no?), we had to call in a favor to get some.
Still, no sooner had we had the new Goodyears mounted than another went down. And despite our pleas to BMW for a recommendation for a non-run-flat tire, it instead sent us some Bridgestone RE050A run-flats.
You can guess what happened next--though that takes us into the fourth quarter. And before one assumes that all of this trouble is of the very-large-Detroit-pothole variety, know this: Only two were destroyed by hard hits. The others succumbed to bumps completely unnoticed by the driver.
As for our non-tire-related experience with BMW, we continue to relish the car's performance, the comfort of the cabin, the 4.4-liter twin-turbo's intoxicating rush of power and the vastly improved iDrive. As one editor recorded in the logbook, "A few days in the BMW 5-series will show you what 75 grand will do." Indeed, if not for all of the rubber woes, we'd be unequivocally smitten with the 550i xDrive.
2011 BMW 550i xDrive Sedan
As-Tested Price: $74,700
Miles Driven (Quarter/To Date): 4,796.2/18,901.6
Fuel Economy (Quarter/To Date): 19.2/19.5 mpg
Fuel Cost (Quarter/To Date): $964.85/$3,726.06
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