2015 BMW 7 Series

The 2015 BMW 7 Series has renewed the brand’s assault on the luxury class.

Set to go on sale in the UK on 24 October, the upmarket saloon has been comprehensively re-engineered in a move that sees it shed up to 130kg over its predecessor through the adoption of a new hybrid construction process that uses varying forms of carbonfibre in load-bearing areas of its body structure.

Further developments include newly developed in-line six-cylinder petrol and diesel engines and a plug-in hybrid model with an electric range of up to 25 miles. The 7 Series also gets a heavily reworked chassis that combines four-wheel steering with four-wheel drive for the first time, a remote parking system that allows you to step out of the car before it parks itself and a series of new iDrive control functions, including both touch and gesture controls that allow the driver to deliver commands with a wave of the hand.

The new 7 Series, codenamed G11 (short wheelbase) and G12 (long wheelbase), maintains the visual identity of the previous-generation model. The traditional three-box silhouette is retained, albeit with a slightly more raked rear window and a more heavily sloping boot lid that serve to provide it with a sleeker profile.

Among the detail changes are a more prominent kidney grille with flaps that open to increase airflow to the engine bay when required, larger LED headlights (with optional laser high beams from the i8), a more heavily structured front bumper with integral LED foglights and a more heavily contoured bonnet.

Along the flanks there is now a more pronounced shoulder, a taller glasshouse and a chrome highlight that runs from the air breather behind the front wheel arches and along the lower edges of the doors. The rear is distinguished by a high-set boot, traditional L-shaped tail-lights joined by a chrome strip and tail pipes set within the rear valance panel.

BMW has also developed four different styling packages for the new car: standard, M Sport, Pure Excellence and Individual.

At 5098mm in length, 1902mm in width and 1478mm in height, the new 7 Series is 19mm longer and 7mm higher than its predecessor in standard wheelbase guise, although it is the same width as before. The long-wheelbase variant gains an added 139mm in length, making it 18mm longer than the car it replaces, at 5238mm.

Both the standard and long-wheelbase variants share the same wheelbase measurements as the old 7 Series models, at 3070mm and 3210mm respectively. The front track has increased by 7mm in width at 1618mm, while the rear track is reduced by 4mm at 1646mm.

As with the exterior, the interior receives an evolutionary design update with a newly designed dashboard, controls and trims. Among the highlights are new digital instrument graphics that light up in either white, blue or red depending on the driving mode, a redesigned multi-function steering wheel and new front seats with ventilation and massage functions.

A long list of interior options includes items such as a heat comfort package which not only includes the seats and steering wheel but also the armrests in the doors, centre console and rear centre armrest. There is also a high-end Bowers and Wilkins surround-sound system, night vision, a glass roof that can be switched between six colours, inductive mobile phone charging and a head-up display featuring a 75% larger screen than before.

The big news is the appearance of a fifth-generation iDrive system. The significantly reworked set-up introduces new touchpad and touchscreen functions as part of an optional Navigation System Professional, allowing you to operate the various functions in a similar style to that of a smart phone with familiar pinch, point and swipe commands, or alternatively in a traditional manner via an updated rotary dial mounted on the car’s broad centre console.

There’s also optional gesture control for the first time. It uses a three-dimensional sensor mounted within the headlining to detect hand movements that are used to control functions including the volume of the audio system as well as the acceptance or rejection of calls. The new system detects five different gestures, including clamp, point, rotate, swipe and a two-finger command.

BMW’s new 7 Series will be launched with the choice of just two engines in the UK, both mated to a standard eight-speed automatic gearbox that uses a longer final drive ratio and a shift strategy that operates in conjunction with the satellite navigation system. Buyers can choose a Steptronic variant of the ZF-produced gearbox with shift paddles on the steering wheel as an option. It uses its own unique software mapping for sportier shifts and an integral launch control function.

The expected volume seller in the UK is the 730d, which receives BMW’s new B57 engine. The turbocharged 3.0-litre six-cylinder unit uses a new injector system that operates at 2500bar. It develops 7bhp and 45lb ft more than the N57-designated engine it replaces, with 261bhp and 457lb ft.

This is sufficient to provide the only diesel-powered model in the initial line-up with a 0-62mph time of 5.8sec and a 155mph top speed. BMW claims that it also brings an impressive 12.4mpg improvement in fuel consumption, at 62.8mpg, and a 29g/km reduction in CO2 emissions, at 119g/km.

The petrol engine is a new turbocharged 3.0-litre in line six-cylinder, the B58, which powers the 740Li. With 321bhp and 332lb ft, it delivers 6bhp and the same torque as the older N55 unit, endowing it with a 0-62mph time of 5.5sec and 155mph top speed along with combined fuel consumption of 42.8mpg and 154g/km of CO2.

In the first half of 2016, BMW will also provide the 7 Series with a plug-in hybrid petrol-electric system in a new 740e model. Already employed in the X5 xDrive40e, it uses BMW’s new B48 turbocharged 2.0-litre four-cylinder petrol engine and an electric motor mounted within the gearbox to provide a combined output of 321bhp, 0-62mph in 5.6sec and a 149mph top speed in hybrid mode.

In electric mode, it is claimed to provide a zero-emission range of up to 25 miles at speeds of up to 75mph. The new 740e is rated at 134.5mpg, with average CO2 emissions of just 49g/km.

The twin-turbocharged 4.4-litre V8 petrol unit will appear next year in the 750i Xdrive. The 90deg engine delivers 444bhp but, through a series of upgrades that include new twin-scroll turbochargers and a higher 10.5:1 compression ratio, it now provides an added 37lb ft of torque at 479lb ft. This gives the range-topping 7 Series a 0-62mph time of 4.4sec, a 155mph top speed, combined fuel consumption of 34.9mpg and CO2 emissions of 189g/km. A twin-turbo 6.0-litre V12 twin turbo is also set to join the 7 Series range later in its life. The V8 and the V12 are also set to be used by Rolls-Royce.

To further boost the model’s presence in the luxury performance market, BMW is looking at creating a new M7 or M750i M Performance version, likely to receive a heavily tuned version of the M5’s twin-turbo 4.4-litre V8 producing more than 600bhp.

All engines come as standard with an enhanced Drive Experience Control function, allowing the driver to choose between Comfort, Sport, Eco-Pro and a new adaptive mode that monitors your driving and automatically adjusts the car to suit. As in other recent new BMWs, the brake energy regeneration and automatic start-stop systems are complemented by a fuel-saving coasting function which decouples the engine on a periods of trailing throttle at speeds between 31 and 100mph.

All versions come with rear-wheel drive as standard. However, the optional four-wheel drive adds 70kg to the kerb weight.

The new 7 Series rides on a heavily reworked suspension system. It adopts air springs front and rear, rather than just at the rear as previously, providing constantly variable damping control, automatic self-levelling and the ability to alter the nominal 135mm ride height on the go. The driver can raise ground clearance by 20mm at the press of a button at speeds below 22mph, while in Sport mode the ride height is automatically reduced by 10mm at certain speeds for improved aerodynamic efficiency.

The new car also comes with optional electro-hydraulically operated roll bars as part of the Executive Drive Pro function on all but the 740i and 740e. They replace the previous hydraulically operated roll bars, bringing what BMW describes as faster damper reaction times for improved ride comfort, a more progressive build-up of lean and reduced levels of body roll.

As part of BMW’s weight-saving efforts, the wheel carriers, brake caliper housings, brake disc carriers and rear transverse suspension arms are all made of aluminium. Altogether some 40kg has been saved over the old 7 Series, bringing an impressive 10kg reduction in un-sprung mass at each corner. BMW also claims a perfect 50/50 front/rear weight distribution, while the efforts to trim weight within the body structure have also reduced the centre of gravity.

Allied to the new suspension is a new electro-mechanical steering system. The new 7 Series also offers an optional rear-wheel steer function on both rear and four-wheel-drive models. It provides up to 3deg of countersteer for added manoeuvrability around town, or alternatively 2deg of parallel steer for greater agility on the open road.

In what BMW is billing as a world first, the new 7 Series is capable of parking itself without the need for a driver to be behind the steering wheel. The so-called Remote Control Parking function uses a stereo camera mounted within the windscreen and radar sensors to allow forwards and reverse parking manoeuvres at the press of a button on the new digital key fob.

The 7 Series will cost from £64,530 in the UK for the 730d in short-wheelbase form and in standard trim. The petrol range starts at £72,060. Upgrading to M Sport trim puts £3650 onto the price, while long-wheelbase models add £3950 and xDrive models are £2730 more expensive.

Among the key rivals for BMW's 7 Series will be the new Audi A8, which has also been spotted testing, and the latest Mercedes-Benz S-Class.

2015 BMW M4 Review

2015 BMW M4 here just a little earlier - looking for a full, official details today - but we are not ones to look a gift horse (or gift website UK) in the mouth. So what is the problem with the new M4?

BMW M4 coupe and sedan versions of each other until BMW decides needed yet another name on the line, after all. At the heart of each one is a 3.0-liter twin-turbocharged engine in-line six-cylinder rated at 425 horsepower and 405 pound-feet of torque, according to data leak.

The new BMW M4 machine bears the codename of the S55 B30, and while it is based on the design and architecture of the familiar N55, a substantial redesign has changed throughout to cope with pressure and high RPM it will face. How high is their RPM? Well, the maximum power available from 5,500 rpm all the way up to 7,300 rpm, the top end is a bit high for a turbo car, and the engine rev limit is 7,600 rpm. Peak torque coming on as low as 1,800 rpm and remains to 5,500-rpm mark.

Being rear-wheel drive sport coupe as good or sedan should, M4 will have a choice of either a six-speed manual transmission (which claimed more than 25 pounds lighter than its predecessor), or seven -Speed ​​M DCT dual-clutch transmission. Both units are supplied by Getrag.

Mustang beat to the punch is usually not a concern to BMW, but this time, it looks like it might be important - for some, at least: M4 is said to offer "smoky burnout" setting, providing great burnouts easily automated. Take that, a muscle car.

Launch control is also included in a 2015 BMW M4, helping to improve the 0-60 mph acceleration times, or at least consistency. And those times, we do not have the numbers solid, but the car weighs approximately £ 3,430 in the form of a sedan, or £ 3,381 in the form of a coupe - with the weight of the transmission M DCT - they must be at least as fast as less-powerful, heavier E90 m3-series. In fact, BMW says they were about half a second faster than the previous M3. Top speed is limited to 155 mph, with a package of optional limiter raising push that to 174 mph.

Check back today for the official full details, photos, and more from the 2015 BMW M4.

BMW i8 Reviews

A funny thing happened on the way to our first US drive BMW i8 plug-in hybrid: We see, trundling along in the next lane, the DeLorean DMC-12 with the inevitable TME MCHN vanity plate, a reference to the 1985 Return to the Home. Is this a divine prophecy about our upcoming trip or just a coincidence California?

John Z. DeLorean aspire to sell cars "ethical" allegedly safer sport than conventional two-seaters in his day. Keywords BMW is "sustainable," but the goal is the same. Minus, of course, part of the DeLorean was accused of trafficking cocaine to fund its business.

Every journey begins with the i8 big show-opening doors. A-pillar hinge split the difference between a pair of scissors and a gull wing formats. Scullwing? Opening and stick aluminum, carbon fiber door injection-molded plastic, and it is easy, not only because they are light but because BMW applying expertise spring / damper struts are famous for doing most of the work.

The trick to entering is to sit and swivel over the knee-high sill one leg at a time. Visions of whisking down a playground slide on the drop into the seat are purely intentional. People in skirts will likely prefer a foot-first entry, an alternative procedure that works nearly as well. The plus-two rear seats are excellent for delighting kids, stashing your fitted Louis Vuitton carbon-fiber luggage ($26,050 for the four-piece set), or sending your least-favorite adult into spinal spasms. Those who prefer toting their gear out of sight can use the five-cubic-foot rear compartment accessible via the glass hatch.

Punching the start button wakes the electronic dash without eliciting combustion. The driver must now choose from five distinct propulsion modes. Notching the standard BMW shift lever back and to the left selects the preferred sport option, where the front electric motor, a turbocharged 1.5-liter engine, and a second ­electric motor contribute 357 combined horsepower to the cause.

Other than the occasional whir, the motors are quiet at work. The engine overcompensates with a civilized idle burble and a self-assured sports-car thrum. Leg it and there’s an appropriate rise in feistiness but no clue as to the number of cylinders feeding the turbo, which huffs 22 psi of boost into this British-built, long-stroke three. 

 Response to the right pedal is initially sluggish, then impressively potent once all three power providers chime in. The best engine notes are cued by the Aisin six-speed automatic’s upshifts. Every rip-braap! from the pipes cleanses the mind of hybrid notions. The two-speed GKN automatic between the 129-hp AC motor and the front wheels is this powertrain’s silent partner.

Zero to 60 mph in 3.8 seconds and 12.4 seconds in the quarter-mile confirm that BMW is earnest in its sports-car intentions. Hold the pedal down and the i8’s little-engine-that-can revs to 6000 rpm through the first five gears to a governed 155-mph top speed in sixth.

Corvette Stingray and Porsche 911 owners should be impressed by those stats if not by this car’s $136,625 asking price. BMW i8 drivers will surely respond by asking: How many miles can Vette guys drive consuming no fuel? The i8’s Eco Pro and eDrive modes offer 22 miles of electric range while providing enough speed and acceleration to rule any car-pool lane, especially ones that allow zero-emissions vehicles with lone occupants.

Two driving personalities make for double the fun. Commutes, for example, are less tedious when the game is completing the trip without tapping your onboard store of refined dinosaur. Then, if the mood strikes, you can switch into comfort mode to charge the battery on the roll in preparation for the homestretch, when the team of three propulsion sources mounts a Corvette- or 911-like attack.

BMW made sure that the i8’s chassis is suitably armed for combat. It reinforced the carbon-fiber center-body module with aluminum inserts and a substructure at each end to support the steering, suspension, and propulsion gear. The electric power steering is tight to the touch, quick on turn-in, and nicely weighted to sync the effort to rising cornering force. 

What’s lacking is any real feedback from the front multilink suspension and the 215/45R-20 Bridgestone Potenza S001 non-run-flat tires. The five-link rear suspension and its 245/40R-20 tires keep the heavy end of the i8 in check while electronically managed dampers astutely control ride and body motion.

Tire-tread noise and shake triggered by L.A.’s rippled pavement invade the cockpit but never so rudely as to slosh coffee. There are meaty four-piston, fixed-caliper brakes in front and less-impressive floating-caliper stoppers in back. Regen automatically kicks in when you lift off the accelerator. The friction-electric blend is seamless on the highway, but the brake pedal is touchy in town.

In spite of its sprawling 110.2-inch wheelbase and dual energy tanks, electric motors, and transmissions, the i8 feels lighter and more agile than its Corvette-plus size suggests. Dive-bombing the Tehachapi, California, foothills never rattled this car’s poise. The tail remains painted to the pavement, and there’s manageable understeer when grip finally runs out.

So what did BMW screw up as it ventured deeply into uncharted territory? We’d be happier if the front hood opened to show off the pony-keg-sized electric motor (accessible only by service techs), and we’re suffering withdrawal anxiety over the i8’s barely visible exhaust pipe. The instrument cluster is too small and marked with graphics difficult to read at a glance. We’d willingly trade some of the electric-propulsion info for a more ­legible tach. The flying doors and large ­battery box dominating the center of the interi­or whittle stowage space to a ridiculous minimum. Cup holders, for example, are relegated to the back seat. But this may just signal a typically German disdain for fluids (in the car).

Like the DeLorean DMC-12 that earned immortality as a Hollywood car-porn star, BMW’s i8 is likely to achieve design-icon status. Regrettably, it’s too low volume (fewer than 500 will be made per year) and arguably too expensive to wreak havoc in the traditional sports-car ranks. No, its playground is elsewhere. Remember that, globally, the number of city centers shunning CO2 emitters is rising. That means BMW i8 owners will enjoy exclusive access to at least a few areas denied to ordinary sports cars. Back to the future indeed.

BMW 335i REVIEW

Restorative justice is forcing a criminal to apologize to his victim. And I am in the dock again, with prosecutor Chilton accusing me of kerbing without due care and attention. His memory is much longer than he is, because this rap dates back to a nibbled alloy on his long-gone MX-5. The day he got it, the latest case involves my 335i, whose 19 inch wheels resemble Swiss cheese with specks of black mould. So I am bundled off to Pristine Alloy Wheels in Bedfordshire, to get them refurbished and learn the error of my ways. The firm’s MD, David James, directs my patience. The 67 year old golf nut (the game, not the car- he drives Aston Martin) began alloy wheel repairs in the late 80’s. He noticed customers at his Fred the Tread tyreshop had crumbling alloys, with corrosion in once hot brake dust or a kerbside skirmish breached the protective lacquer. So James branched out into the wheel refurbishment and, two decades on, has 60 staff and 400 agents nationwide feeding in work. Door to door, the process takes three years to four days. As soon as I arrive, the 335 is inspected. One of the rims is badly gouged, and will need an aluminum weld to build it back up.

It will then follow the other three alloys onto a computerized lathe, where a diamond cutter slices off threads of aluminium like strands of silver hair, until the rim is back to its original profile. First the rims are prepared, shot-blast and doused in chemicals, to remove grime or corrosion. After brushing, they are machined on lathe, and then cleansed in demineralised water. The wheel is then pre-heated to dry it and to remove any internal gases. My repair cost $352 before VAT and the $465 rims look as good as new again.

BMW USA REVIEW

BMW USA has released details on the production version of the new BMW M3. This new model will be released in the US in mid-2008 as a 2009 model year, but it will probably reach the European market sooner. More details after the jump.
On the exterior, only the two doors, the bootlid, the windows, the headlights and the rear lights have been carried over from the standard E92 3 Coupe. The rest are unique for the M3, which should have given the car a more aggressive wider stance but somehow, well, not that aggressive. Many have commented that the new M3 looks too much like the standard 3 Coupe, despite most of the body panels being different. The tell-tale signs that the car is an M3 would be the powerdome on the front bonnet, the two air intake openings on the sides, as well as a roof made of clearly visible carbon fiber plastic, or CFP. Wheels are some lovely 18 inch alloys as standard with an option for larger 19 inch alloys.
Under the hood is a new 4.0 liter V8 engine which has already been explained in detail in a previous post. To recap a little, it makes 420hp and reaches peak power at 8,300rpm before revving abit more all the way up to 8,400rpm. It makes 400Nm of torque achieved from as low as 3,000rpm, which is amazingly low for such a high revving engine. 85% of this peak torque remains available for a wide range of 6,500rpm. This 105hp per liter engine is mated to a 6-speed manual gearbox with integrated oil cooling, and a mass inertia-optimised double-plate clutch. Of course, the difference that sets the 335i and the M3 apart is the Variable M Differential Lock, which can transfer power from the left rear wheel to the right rear wheel up to 100% each side, ensuring optimum traction.
Driving dynamics can be controlled via MDrive, where you can set and retrieve the driver’s configuration of the engine control map, suspension, Servotronic power steering and also DSC set-up. The suspension involves using special weight-optimised components, forged aluminium track control arms, and there is optional Electronic Damper Control (EDC) that has three different damper settings to choose from – Normal, Comfort, and Sports.
On the interior, the meter panel incorporates the classic variable redline warning, which slowly increases up to the maximum of 8,400rpm as the engine warms up. You steer the car gripping a BMW M leather steering wheel, which also house audio system controls, mobile phone controls, and the MDrive button. For larger people, which I suspect I will need, there is an option for special seats with adjustable backrest width to ensure you are snugly fit into the seats comfortably.
The windscreen has intentionally been surrounded by dark colours to help the driver focus on the road in front of him. The interior leather used is black, and all the other trim are dark coloured, creating a sporty interior ambiance. Not like that’s needed when you can easily be reminded this is an M3 with a tap of the brushed aluminium accelerator pedal. Other optional trims are Palladium Silver, Bamboo Beige and Fox Red.
As for colour, there will be 4 special M Metallic paintwork options – Melbourne Red, Jerez Black, Interlagos Blue, and Silverstone. Silverstone is already available on both the M5 and M6 – it’s basically a lovely shade of light silver with a tinge of blue. Melbourne red is the colour you see in these photos. Jerez Black has slight blue pearl pigments to it, and Interlagos Blue has some red pigment in it, which causes an interaction of blue and violet especially when combined with Chris Bangle’s trademark “flame surfacing” effect on the body panels. There are also other colours available – Alpine White and Black, as well as Sparkling Graphite and Space Grey.