Cleaner, 7-Series-style look for big exec with new engines and stop-start to slash emissions
Our German sources have revealed all the details on the car
The new BMW 5-Series is here! The official unveiling of the new executive express is imminent, but Auto Express is one step ahead of the competition.
Our exclusive images show exactly how the model will shape up. And our German sources have revealed all the details on the car, which is set to be better to drive than ever, yet cheaper to run.
It will look smoother, too, with former design chief Chris Bangle’s controversial styling dropped in favour of a much more conservative shape.
Gone is the awkward boot lip, replaced by a tail inspired by the 7-Series, while a bold crease runs from the front wheelarch to the rear lights. This emphasises the extra 20mm of length the new model has over the outgoing car. Inside, the 5-Series will share its cabin layout with the recently launched 5-Series GT.
As with its Mercedes E-Class arch rival, a barrage of cutting-edge technology will appear – and a healthy proportion of it will be devoted to driving enjoyment. Four-wheel steering is to be carried over from the 5-Series GT, while an active rear differential will provide maximum traction.
Efficiency is high on the agenda, with stop-start ensuring that CO2 emissions tumble by 10-15 per cent. Four-cylinder models are fitted with the set-up from launch, while six-cylinder cars get it in 2011.
Economy is also boosted by new engines, including a 175bhp 2.0-litre four-cylinder unit for the 520i. This will be replaced at a later date by a 2.0-litre turbo, delivering either 200bhp or 250hbp.
The 272bhp straight-six from the 530i will be carried over unchanged, but the 550i will swap its 4.8-litre V8 for the cleaner and more powerful 401bhp twin-turbo 4.4-litre V8 from the 7-Series.
Diesel models will receive a similar shake-up. Although the 177bhp 520d will still be the entry point, a 3-Series-style EfficientDynamics variant with emissions of less than 120g/km is likely. Gone is the 197bhp six-cylinder unit from the 525d, replaced by a significantly more efficient 204bhp four-cylinder engine from the 123d. Both the 235bhp 530d and 286bhp twin-turbo 535d will return.
We’ve recently driven ActiveHybrid versions of the 7-Series and X6, and a petrol-electric 5-Series will follow. This variant is likely to appear in showrooms in 2011.
It will feature the same layout as the ActiveHybrid 7, combining a proven 218bhp 3.0-litre petrol engine from the 525i with an electric motor housed in the eight-speed automatic gearbox. But unlike the 7-Series, the ActiveHybrid 5 will have the ability to drive up to 2.5 miles on electric power alone.
The 5-Series family will grow when the Touring version is introduced in February. But performance fans will have to wait until 2012 for the next M5 – and the existing car’s V10 will make way for a 555bhp 4.8-litre twin-turbo V8.
Ultimate M3 arrives boasting 450bhp V8 and track-inspired suspension
Under the M3 GTS' bonnet lies a new 4.4-litre V8 based on the 4.0-litre unit found in the standard M3.
TAKE a look at the most extreme M3 ever! This tangerine dream is the GTS – a hardcore track-inspired flagship that takes BMW's popular coupe into new territory with an uprated V8 engine, a roll cage and a price tag in excess of £100,000.
Like Porsche's 911 GT3 RS, it's aimed at owners who like to occasionally take their car to racing circuits. And with much of the testing of the newcomer done at the famous Nurburgring – our spy photographers caught a prototype there last month – the GTS will certainly be at home on the track.
Under the bonnet lies a new 4.4-litre V8, which is based on the 4.0-litre unit found in the standard car. Power goes up by 36bhp to 450bhp, while the six-speed manual transmission is swapped for the twin clutch seven-speed M-DCT system, which boasts tweaked shifts.
In addition, the chassis gets a whole host of upgrades, including new springs and dampers (the rear axle support is bolted into place for extra rigidity too) while new 19-inch alloys get 255/35 front and 285/30 rear tyres. Aerodynamics are enhanced by a huge rear wing that produces actual downforce, along with a larger front splitter. Both are adjustable.
Weight saving measures go far beyond the standard car's carried-over carbon fibre roof too, and include lightweight racing seats, a new titanium exhaust, the removal of the car's air conditioning system and the rear seats. In their place is a roll cage (for added body stiffness and safety on the track), along with a fire extinguisher.
There's no word on whether the GTS will be available in right-hand drive, but it's unlikely as the car is only being made to order in Germany, where it commands a price tag of 115,000 euros.
Is diesel SUV’s place at top of class now under threat?
When BMW revealed its first-generation X5 in 1999, it turned the premium SUV sector on its head.
The newcomer was an instant hit thanks to its car-like performance, sharp driving dynamics and rugged image.
The second generation arrived in 2007, and added an element of eco-friendliness to the existing list of talents.
Thanks to the company’s EfficientDynamics technology, the X5 promises economy and CO2 emissions that traditional rivals can only dream of. But can it match the hi-tech Lexus when it comes to green credentials and image?
What’s immediately clear is that the X5 has more visual appeal. With its raised ride height, muscular bodywork, roof rails and running boards, the German car looks tougher than the RX. It also has a useful split tailgate, which opens to reveal a much larger boot than you’ll find in the Lexus.
With the rear bench in place, there’s a healthy 620-litre load area, and this increases to an impressive 1,750 litres if you fold the chairs flat. Adding to this versatility is the optional third row of seats that unfolds from the boot floor. However, these are only practical for children, and at nearly £1,300 they’re pricey.
There’s no problem with space in the rest of the interior, as the BMW matches the Lexus for passenger room. Better still, the X5’s deeper side windows help give the cabin a more airy feel. And while the dashboard design isn’t as bold as the RX’s, it’s logically laid out and solidly constructed, and features top-quality materials.
As with all BMWs, the engine forms a big part of the X5’s appeal. The torquey 3.0-litre twin-turbo diesel isn’t as smooth as the RX’s hybrid drivetrain, although it provides similar firepower.
In terms of outright pace, the Lexus has the edge, but in the real world the differences are difficult to spot. The BMW’s oil-burning engine delivers strong mid-range punch, while the six-speed automatic box serves up seamless shifts.
Turn into a corner and it’s clear the X5 shares DNA with its sports saloon cousins. The steering is direct and has much more weight than that of the Lexus, and there’s plenty of grip.
Yet despite otherwise excellent body control, the heavier BMW couldn’t match the composure and poise of the Japanese car in high-speed lane changes.
The X5 also trails over bumps. It doesn’t filter out poor road surfaces quite as effectively, thanks to its stiffer suspension set-upand run-flat tyres.
When it comes to price, the BMW has the advantage. Even if you load it up with optional extras to match the lengthy kit list of the Lexus, you’ll still save £2,940.
This will be soon wiped out by the higher running costs, though. We managed disappointing economy of 23.5mpg, while a higher-rate earner will pay £5,714 a year in company car tax – that’s a huge £2,283 more than the Lexus.
In the face of such evidence, the BMW has its work cut out if it wants to take the win here
Hybrid power is the only option on Lexus’ new RX SUV. Does this help it top the class – or hold it back? We find out as it meets BMW’s diesel X5.
Auto Express Car Reviews
October 2009
Lexus is hoping to make a splash with its new RX 450h! The SUV blends off-road looks with the latest generation of the firm’s petrol-electric technology to deliver family car fuel economy of 44.8mpg on the official combine cycle.
The luxury brand is committed to hybrids and, in keeping with its stated aim of providing a range comprised solely of hi-tech battery-assisted vehicles, the new RX is available only with petrol-electric power.
Is it good enough to rival the ultimate on-road SUV? If you’re planning to stick to the highway, the dynamic BMW X5 takes some beating. It doesn’t come with the option of a hybrid drivetrain, yet buyers do get a choice of excellent diesel engines. And they don’t come much better than the firm’s 3.0-litre unit – even though its claimed combined fuel return is only 34.4mpg.
Hybrids traditionally struggle to match their claimed figures, so will the Lexus win at the pumps? And even if it does, is the new RX a better buy than the X5? We got our feet wet to find out...
It's the BMW that’ll turn rivals green with envy. The German firm has announced that it will unveil its cleanest, meanest sports concept yet at September’s Frankfurt Motor Show.
Our sources have hinted that the car will be a rear-driven, mid-engined two-seater, inspired by last year’s M1 Homage concept. Plus, it will feature all the latest fuel and energy-saving technologies, including KERS regenerative braking and engine stop-start.
The company also confirmed the concept will be joined by ActiveHybrid versions of the 7-Series and X6, promising over 15 per cent better economy.
There's the car that BMW is ‘banking’ its future on. This amazing tilting, tandem concept is called Simple – and it’s our best look yet at the upcoming project ‘i’ range of eco-friendly, low emission models.
It boasts three wheels and a body that leans to aid cornering, and the 500kg two-seater is capable of 120mpg thanks to a 12kW/hr battery pack.
Although it is classed as a motorcycle, Simple can be driven on a conventional car licence. It’s half the width of a 3-Series, as tall as a 5-Series and shorter than a MINI. BMW says this size and shape is the only way that it can achieve ‘super-efficiency’.
To ensure interior space is optimised, an ‘Ergo seat’ is used. This uses composite materials to cut weight and replicates the human skeleton. When the Project ‘i’ range arrives in 2013, it will offer electric, petrol, hybrid and diesel variants with two, three or four wheels.
In a related story, BMW is planning to launch its first front-wheel-drive car. The new model uses the next-generation MINI platform – which will be used first on the Crossman SUV. It will sit below the 1-Series in the range and is likely to be called the 0-Series.
In a further move, production of some MINI models could move to Germany, alongside the newcomer.
The 0-Series will use three or four-cylinder direct-injection turbo petrol engines, plus an electric powertrain from the firm’s Project ‘i’ EV range. It’s set to be available in three and five-door form from 2013, with a two-seat drop-top following in 2015.
In a bid to separate the model from the MINI, it’s rumoured that the 0-Series will be even more involving to drive, with a hi-tech chassis featuring an electronic diff and active damping. Pricing is expected to be higher, too.
BMW opened Frankfurt with its Vision EfficientDynamics concept, a 2+2 seat plug-in hybrid sports car that set the overall tone for a show where green technology and low emissions were the dominant focus. At the heart of the car is a small, 3-cylinder turbodiesel engine, positioned directly in front of the rear axle and working in tandem with a spine of lithium-polymer batteries powering electric motors.
Led by Mario Majdanzic (exterior) and Jochen Paesen (interior) the design of the four-seat, 4.6m long, 1.24m high sports car is very powerful design proportionally, with asymmetric surfacing communicating emotion and minimalism in a futuristic way. The ‘layering' of surfaces is immediately apparent both inside and out: thin surfaces fit on top of one another, reducing total component count and overall vehicle weight.
The exterior design is particularly successful at the front, with a powerful DRG referencing the M1 Homage concept. Sinister-looking, deep-set twin lamps flank the kidney grille, whose insides are blanked off and backlit with blue - a color picked up on the rocker cover, A-pillars and elsewhere, in places highlighting channels to improve aero-efficiency. Large, leaf-shaped gullwing doors, hinging from aft of the front wheels, reveal more layering inside, with materials wrapping into and over one another on the driver-oriented IP and center ‘spine'. The presence of the latter is reinforced by the seat bases, extended on their inner edges to flow towards - but never touch - the central tunnel.
The concept was well received by many of the designers we spoke with on the show floor. BMW believes premium brand values, performance and sustainability can go hand in hand - judged by this concept, they might just be right. Post Chris Bangle, there's still a strong desire for experimental, visionary concept cars within the firm.
LEIPZIG - September 26, 2009: Last year at the Paris auto show, when BMW unveiled the X1 Concept, we got a good view on what to expect of the future production model. Right now it rolls off the assembly line and a couple of days ago, I could drive the X1 xDrive20d, a mouth full indeed, but that’s what it’s called.
It was still too early for a test drive with the xDrive28i with the six-cylinder engine. At the moment, the xDrive28i is the only model confirmed to arrive on the North American market in the 2011 calendar year, but in which month is not clear yet.
With the new X1, that BMW calls an SAV sports activity vehicle, just like the X5 and X3, the Germans are entering the competitive premium compact segment.
As the name indicated, the X1 is smaller than the X3 and somewhat bigger than the 1 Series Coupe. With a 4 inches longer wheelbase than of the 1 Series, it is 3.5 inches longer, 5.5 in. taller and 2 in. wider, but it is still not large.
On the outside the new crossover (between an SUV and a station wagon) benefits from the extra inches with more balanced and sporty look than both the 1 Series and the X3. Of course, the interior space is somewhat less than that of the X3. I always try to sit ‘behind my own steering position and there is still ample space for my legs, which means that somebody some 5 inches taller than my own 5 ft 6 will still be o.k. while there will also still be enough head room. Click PLAY to watch video
The capacity of the luggage compartment of 14.8 cu.ft. can be extended to 4.6 cu.ft by folding the rear seats flat. Under the floor is storage space of some about 2 inches high, that can be formed into smaller sections by the optional divider.
Anyone, who has driven a new BMW lately will immediately feel at home, when entering the X1’s cockpit. The layout is familiar, the dashboard and center console have well placed controls and the materials are of a high quality. As we know from the new BMW models, also the X1 has standard equipment with 17-inch wheels, air conditioning, height-adjustable driver and front passenger seats, a leather steering wheel, Harman/Kardon audio system with Aux-in connections for external audio.
Front and side airbags as well as side head curtain airbags for the front and rear seats are also standard. All seats have automatic seat belts, up front with belt force limiters and a belt latch tensioner. Also ISOFIX child seat fastening points for the rear seats come as standard. All occupant restraint systems are controlled by the X1’s central safety electronics. As with the other BMW Series, also the X1 gets extensive optional equipment. For full details I refer to the BMW x1 ARTICLE (Includes Video) The Auto Channel published earlier this summer .
xDrive and sDrive
The X1 is the first X-model that BMW offers with both xDrive all-wheel drive and with sDrive rear wheel drive. That makes a lot of sense, as mostly owners in warmer climates will not need an all-wheel drive vehicle. During bad weather and road circumstances, the standard DSC, including ABS, ASC, DBC, DTC and Performance Control will be able to keep the car in the right track.
In Europe, the X1 sDrive will be available as the 18i and 18d and 20d, with 150, 143 and 177 hp respectively. The xDrive models come with a choice of three diesel engines, the 18d, 20d 23d and one gasoline motor, the 28i.
The only model available for the States will be the xDrive28i with the 3.0-liter straight-six motor, that has 258 hp and 228 lb-ft of torque between 2,600 and 3,000 rpm. This should be able to accelerate from 0-62 mph in 6.8 seconds and offer a top speed of 205 km/h or 127 mph (230 km/h or 143 mph with optional high-speed set-up). BMW claims its fuel economy to be 9.4 liter per 100 km or 25 mpg for the combined cycle.
Responsive
Our 177 hp strong 2.0-liter 4-cylinder diesel engine has a turbocharger with variable intake geometry and common-rail fuel injection. Two-liter may look relatively small for the 3,470 lbs weight of the X1. But the high torque (258 lb-ft), typical for a diesel, gives it enough power to make the X1 respond willingly and quickly to pressure on the throttle, especially in the range from 1,750 to 3,000 rpm, at which its maximum torque is available.
The X1 xDrive20d automatic accelerates in 8.6 seconds from zero to 96 mph and reaches a top speed of 127 mph. The nearly 200 lbs lighter sDrive20d should complete the sprint even faster: in 8.1 seconds. You will have to take it for granted we did not verify these numbers on the two lane roads of our German test route. Nor could we reach the top speed on the Autobahn close to Leipzig with its long stretch of 120 km/h (75 mph) limit.
The X1 is equipped with EfficientDynamics technology, such as brake energy regeneration and a detachable a/c compressor, plus a newly developed power divider with optimized efficiency for the xDrive all-wheel-drive system. For our xDrive 20d the measures result in an average fuel consumption (in the European cycle) of 5.8 liters/100 kilometer, or 40.5 mpg.
On and off Even though the X1 is not a large car, it has a long bonnet, but the higher seating position makes you feel in control with a good view on the road. The rear window, however, provides a more restricted view and in combination with the wide C-pillar makes parking along the curb, or backing up more difficult.
Upon returning the test car we realized that the X1 is the first all-wheel drive model that neither my colleague nor I drove off road. Our test road simply did not offer us any opportunity. But soft off-roading should not be a problem and with a ground clearance of 6.6 inches the X1 must be able to drive on dirt trails and through shallow ditches.
On the road the X1 drives well, feels stable and turns into corners with enthusiasm. You do not notice a trace of it’s all-wheel drive that provides good grip. During the emergency lance-change exercise, the car showed little body roll and was easy and fast to maneuver back to its own lane without any resistance. Steering is precise and quick enough for an all-wheel drive, weighty car. In short, the X1 is a well executed, fun and easy to drive vehicle, with the right size for the cramped European roads and parking spaces. In the US it is perfectly suited for urban driving, while it will offer enough comfort for the long haul as well.
Just in time BMW seems to hit the nail on the head again with the launch of a complete new model with the right size at the right time.
The Bavarians realized at the start of the financial crisis that the X1 would meet the need for down sizing and fuel efficiency and speeded up the development time of the X1 by 40 per cent.
This was possible because the Leipzig plant, where the X1 is built, is not only brand new – it started production in march 2005 – but also very flexible. It builds the 3 series sedan, 1 series three-door, coupe and convertible and now the X1. All models leave the assembly line in a mixed sequence. It enables BMW to match demand of the markets in an optimal way without running the risk of over production.
New supercar based on Frankfurt star on its way, with technology due to appear on entire range.
BMW’s M1 is back! And drivers can expect stunning design, impressive fuel economy and incredible performance to come as standard with the new model due on sale in 2012.
It will be based on the Vision EfficientDynamics concept, BMW’s star of the Frankfurt Motor Show, and Auto Express’s exclusive images reveal how the newcomer will look.
With an ultra-low ride height, active aerodynamics and an aggressive rear end, there will be no shortage of visual drama. Inside, there will be two-plus-two seating, and the low-slung driving position will be surrounded by cutting-edge technology, including a digital dash and multimedia connectivity.
A three-dimensional head-up display that shows information such as speed and speed limits, economy and sat-nav functions, plus an advanced version of BMW’s iDrive cabin control system, will also appear.
Practicality will be limited however, with BMW choosing to deliver a machine that sets a new benchmark for performance and efficiency, rather than creature comforts. At the core of this effort will be groundbreaking technologies which will see every aspect of traditional car design reinvented.
The most significant element of this huge effort will be the development of the 1.5-litre hybrid engine revealed in the Vision EfficientDynamics. The three-cylinder unit will be paired with a powerful electric motor – together both will offer more than 350bhp and 800Nm of torque.
To save fuel, top speed will remain electronically limited to around 155mph. However, the 0-60mph sprint is expected to take less than five seconds.
To make the most of this raw speed, the M1 will be equipped with BMW’s Air Curtain system. This arrangement channels airflow through the front bumper and out ahead of the front wheels. It reduces turbulence in the wheelarches and cuts the car’s drag coefficient to 0.22Cd – the lowest of any BMW. Subtle folds in the bodywork will also create downforce without the need to use large spoilers.
An inside source said: “This is one of the most exciting projects BMW has ever delivered. The engine is virtually production ready, while part of the hybrid system will debut in the new petrol-electric X6 Hybrid. “Our DCT gearbox – already available in the M3 – offers quick shifts, and the new car’s chassis is a piece of art. Crucially, it’s ready for the road.”
There’s no word yet on the cost of the new M1 – although it’s suggested that the mould-breaking model will be a rival to the Audi R8. That means prices are likely to start from £70,000. If that sounds like too much, there’s still cause for celebration among drivers hungry for a mix of performance and class-leading fuel economy.
The major elements of the M1’s design, including the 1.5-litre engine, gearbox and aerodynamics, will be offered in a variety of new BMW models, helping to cement the firm’s reputation as a market leader in clean, green performance cars.
