BMW X6

Do not bother to look for the BMW X6 ActiveHybrid shows in England because it will never be displayed here. The company estimates that two diesel and two petrol engines, this split is already a niche by offering the car is already more than enough. And to be honest, that is correct.

BMW announced as the world's most powerful hybrid car - say you are going to reach different car manufacturers for their technical - incredibly complicated, but also quiet and fast X6 ActiveHybrid does not make sense only in the United Kingdom. Only this version costs the same as the M X6 in the U.S. and over 40 percent more when it hits the market next year, does not really do anything useful for more than an oil-burner, as well as being a hybrid.

Photos of the BMW X6 ActiveHybrid

OK, it's much faster than 60 mph, shaving nearly three seconds of the 3.5-liter diesel. But it has the same top speed of 130 mph, mid-range performance almost identical and significantly worse fuel economy. BMW thinks it will return an average of 28.5mpg compared to 34.4mpg for the diesel 3.5, but on our test route in relative calm that drove the X6 hit back for a gallon of premium every 20 miles.

So why go to all these problems for a car? Diesel hybrid West Coast obsessed hatred of America, that's why. In places like Los Angeles, where appearances are more important than the sense of the facts, and the cost of gasoline to less than two pounds per gallon, the roads are clogged with Prius and Lexus. For these people, X6 ActiveHybrid is the new must-have car. Because not only is a hybrid and an SUV (all kinds), which also has a huge V8 - all the birthright of America - under the hood.

It 'the same 400bhp twin-turbo 4.4-liter diesel that powers a fixed 5.0 X6, but the hybrid technology on it, there's so much new material they had to do an extra bulge in the hood to place everything. Then there are a couple of electric motors with gears, one of the other high-speed, low-speed service, producing 91bhp and 86bhp head. They also capture energy during braking and sends it to 2.4 kWh battery pack with nickel metal hydride sits in the spare wheel compartment.

The battery is a small device, but it still allows the car to run in all electric mode up to 37 mph. The only problem is that it runs out after 1.4 miles, it is to enhance rather than replace the performance of the gasoline engine. Effort, smooth and transparent as they are, are not better than a simpler, less expensive, lighter, more economical diesel.

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BMW X5M

A corner - that's all it takes. By the time you brake, turn and start on the accelerator, you realize that BMW X5 M is in fact not much cop. Oh dear.

It should not be that way. BMW M have rarely been disappointing in the past because they have always had a purity of accent - it makes you feel alive. James May would talk about his sparkling.

In the X5, there are simple laws of physics that prevent joy - for starters, it weighs about 2.4 tons. You can adjust the suspension and engine all you want, but there is away from its huge mass in the corner. Worse than that is simply not sharp enough, and does not react to the inputs on your way to a M car should. Driving a Porsche Cayenne in the same corner, and you can feel the Porsche DNA - which is like a sports car. The Cayenne is shrinking around him.

This does not happen in the X5 M. The steering is heavy and accurate, but also away from wool, and the quality of the relationship between you and the front wheels is poor. There is only minimal information. Yes, the X5 M is perfectly competent and do not feel like you're going to spit on the nearest cover, but no pleasure. There is a surprising lack of drama in the whole experience.

In addition, there is no liquid suspension. The tour looks all the time, even when you flip through the electronic records on a soft setting.

You can not fault the engine, however. On a straight road, which bi-turbo 4.4-liter V8 a great job of hiding the X5 is the waistline. The 547bhp propels you to 62 mph in 4.7 seconds, and there is a slug of the pressure dependence of torque from 1500 rpm - no turbo lag here. But what is even more impressive is the way it turns so easily. Drop it in the hand, and the needle whips around the red line as fast as you struggle to pull the paddle to second gear before hitting the limiter. Of course, it might be more noisy, but this engine is where the M badge is beginning to assert itself.

When the M3 was released, the head of the M division has said he would never allow his company applies its magic to an SUV or a turbo. He thought it would dilute the spirit of the brand. The X5 M, two of these rules are broken - you suspect more because of "greed rather than engineers, accountants desire.

So I encourage a vote of protest. Do not buy this car, so hopefully we will never see his like.

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BMW X5

While the decade of ill-treatment of anti-car-ISTS defect, the BMW X5, the original badass SUV, is still proud of the fact that the company churned out factory in Spartanburg, North Carolina. By June, a million cars have implemented their doors.

This is the new version, but after several days of gawping, we still can not discern the difference between that and the one it replaces. BMW says there is a new bumper and fog lights relocated, but you have to park next to the old and new side by side to be sure.

One thing that is certainly different from xDrive40d new, more powerful diesel engine range (do not be fooled, '40 '- is a 3.0-liter inline six-cylinder). Despite the messy code, BMW has once again demonstrated the growing power of art and reduce bad exhaust - 40D has more power and torque (306bhp, £ 442 feet) than the 35D it replaces, but it causes less emissions CO2 and provide a better mpg.

It also comes with a new eight-speed box. This is a great combination, and all equipment is kept straight-six diesel at its peak for more torque at a time. It also means a 0-62 mph time of 6.6secs. With statistics like that, it is difficult to see why anyone would go for the new gasoline xDrive50i - a 5.0-liter V8 engine that replaces the 48i.

"X", as well as other means Beemers four-wheel drive. We know that some of the X5 can handle off-road drama, but Discovery did not win even a downward spiral. To see if this version works with the old (using the same 4x4 system), we drove to Florida and the Everglades as part of an alligator swamp. It turned out to be a deep concern, but the water lapping at the door and

a prehistoric residents licked his lips, took us up on the other side diffs. It might not bother Landi, but it's more than enough to handle what most people jump into it.

As for other things like ride and handling, BMW has not changed something fat, so this new car feels as good as before. It may not be more than ever lifting ballsy (doing developer moments like that?), Violin, but far and large cars, as that can go wrong - just look at the new Cayenne. At least the boffins have been busy, and that's great news diesel / combo box is enough to keep the X5 at the top of his game. But why so much damage? It sold a million for a reason.

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BMW X3

Traditional, Heartland is the best BMW BMW. Dependables more easily digestible - Threes, Fives, Touring variants, either - BMW Brilliance Fast easy because they think it should, and do not try anything too fancy. The simplest is the consistency of their cars.

Does not count as the old X3 in this group. Medium SUV is only part of a series of BMW do not seem to be the core BMW DNA molded rubber on every surface, X1, X3, X5 M, X6, X6 M, 5 GT - the list is long, and are all more than a breath to try a little 'too hard superniching.

This attempt to change the X3. In 2003, Jeremy pulled around by the scary old, terrible decor, and a ridiculous off-road ability. The new can not come too soon and BMW. The sales have leveled off as the time-to-date competitors have entered the market. Until November 2010, BMW had sold only 655 X3, Audi managed Q5s 4785.

The news had a growth spurt, because the problem with all the niche-busting is that BMW is finished with a range of models of bloating. The latest X3 has the same size as the current X1 and the new X3 is now the same size as the first X5, which has also increased.

Thus, this generation X3 is now 83 mm and 22 mm wider. What this means in real terms, there is now much more interior space, so it feels off large, which is good.

And BMW has addressed critical quality. Hard plastics are now soft-touch dash, and everything seems much more robust. The iDrive is now the norm, such as leather, so that the X3 is really a nice place to sit and do not feel anywhere near as dated as above. I really feel part of the family within BMW.

For now, the X3 is available only with a 2.0-liter diesel engine - a 3.0-liter turbodiesel (30d) and twin-turbo version of the 3.0-liter block (35d) will arrive in late 2011 - and anyone who wants a can of gasoline forget: just are not enough sales to justify the importation into the United Kingdom.

It should be noted that in a hurry have to wait for the larger engines arrive, because up to 181bhp and 280 pounds ft, this is the basis X3 2.0d tries to ignore a non-commitment layabout. Since up to 50 mph is difficult - there is not enough torque available - even if the 0-62mph in 8.5secs seems acceptable.

What would you 2.0D fuel economy of customers and CO2 figures of 149g/km and 50.4mpg respectively - comfortably the lowest in the class and barely more than the Lexus RX450h hybrid powered. Just to clarify how it is that the X3 has permanent four-wheel drive (which increases fuel economy) and weighs 1715 kg. It is extraordinary things.

What is even more impressive and unusual, the X3 is that the automatic transmission in eight speed actually decreases CO2 147g/km. Put it to the software ever vigilant better able to select the appropriate ratio effective than a brain of dog food.

But if our money was not going to own shifter. It's a case of big changes, so do not feel any gear changes smooth, but it makes the engine a little rough. Not enough to ruin the whole experience X3, but a roar.

It also means you will save 1.495 pounds, which can be used to pay for the control of the variable part (£ 910). These electronic shock absorbers to improve the time so I could think of another company did the last generation X3. Now it has become a relaxing car to drive. The wider track, longer wheelbase and more complex multi-link rear suspension all make the car stable, which means that BMW can release the springs and dampers. The result is a much more comforting cruise.

The VDC also offers sports and Sports More options - which controls everything from weight management to assemble the stiffness, the response to gas. But in the winter of our X3 was playing, there was little significant difference between the settings. As usual, leave your car in "normal" and you will be fine for most situations.

Manipulation on the side clean, deal with the new X3 with sufficient precision, will not roll too much and are very competent decent. But it is also, let's be honest, mostly annoying. Ok, then there would simply no sense in creating an M X3, because customers, 40 percent are women, but not after the kind of car in this market sector. But a little more feel through the steering would be welcome for those who love driving. Blame the electric power steering - it is necessary to help keep emissions check (much more efficient than a hydraulic system), but it beats too you feel.

Remember, just over the BMW Ultimate Driving machine was a good way to give the X3 a kind of USP, because now it feels like any other premium soft surfaces. And when the Freelander has everything enclosed off-road, and the XC60 ploddingly and security, the X3 is blatantly lacking anything apart. If the X3 BMW driven more like a classic, this criticism can be answered. We're not talking about something very athletic, just a little trick to make you feel like sharing something more than an M3 badge.

So there is nothing particularly wrong with X3, and it is certainly much happier in his skin. We spent a lot of time thinking what to put in "we do not like" box, and just jumped to mind - it's almost everything you could ask about this but nothing great and it is .. what you want from a BMW: all that glitters is no longer a niche filler, but it is also still missing DNA BMW ..

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BMW X1

At the forefront of many minds at this moment is the word "why?" Probably, the beginning of the "Dear" and "God." X1 is the latest in a long line of increasingly confused and confusing for BMW products. Very similar to the 5-Series GT, Double Take requires only to find out what you are watching. Need glasses? Or, someone should have to BMW-medicate?

The whole idea is soft-roader/crossover hard to get your head around. Or, to be a good car, a car or anywhere near as capable of SUV-ness as a good SUV. It's a lifestyle statement and is a questionable concept to buy: a new tone, cut 'crazy' hair. If something does not exist, because he needs is likely to make you see some tools. And the existence of a pseudo-compact SUV is a difficult case to make.

But here's how: the current X-zone, 3, 5 and 6, the fifth part of all global sales of BMW, so from a purely fiscal terms, the inevitable "why" you will see the "good , why do not you? " X1 should be sold in bulk.

Then there is the disk. The X1 feels as great as it seems. That is to say, not huge but it is not a series. A driving position probably has something to do with it, but it is a kerbweight of 1670 kg. It's a hell of a lot of what is, at least nominally, a small car. But with the flagship BMW 123d Launches First, you get 201bhp and 295 lb-ft of torque, delivered with typical Teutonic brilliantly through a transparent six-speed automatic. So it may seem a little lead at speeds of maneuver, but when you're out and about, it is really cool. Even in the acceleration of speed is a better measure of the utility on a daily performance, standard statistics are not too bad either: 0-62 mph in 7.3 seconds and a speed of point of 127 mph.

Moreover, despite the increase in weight and size of a standard 1 - or 3-series, is awaiting the dynamic skills that weighs on all BMW essentially fulfilled. The controls are a bit obscure, but it should be on the cruise operator comfort involvement, and therefore substantially. And apart from that, X1 feels well planted and relatively roll-off. If BMW X5 can be a handful, they can surely see that. But the compromise is a tour which is a bit too firm to transfer more vibration in the cabin you would expect from a car with what is otherwise such a degree of sophistication.

Road noise is a bit more generous, all things considered, and the 17-inch alloy that if we're honest, should be much larger, an aesthetic point of view. A specification of these sites properly and that threatens to be a bone shaker right.

Other issues also deserve a mention. Rear visibility is ugly, and despite many ups, no room for the lanky legs back. Good for young people, of course, but in a car with the proportions you can expect to be able to get that adults do not.

There is a huge boot itself, with 420 liters of extending more than three times with rear seats folded flat. And they raised ride height, it is very easy to access.

So with that in mind, with the cabin top, the average size (in areas of the planet) and economy of diesel, the X1 starts to look like a proposal to close for young families.

And as the car is going to work this case will be strengthened, BMW is preparing to offer the car with smaller diesel engine (no diesel options are to come in the UK) and a more affordable and efficient rear-wheel the option unit, distribution of the weight and complexity. Children will manage 54.3mpg X1s seen without revealing too much in terms of performance.

It is closed, though. At a price of 22 basic needs 660 pounds of rear-wheel drive 140bhp 18d 23d £ 29 055 and an all-wheel drive we have here, X1 will not be cheap. BMW is at pains to stress that this is the first car in the premium market, even if they seem to have forgotten arrival of the Infiniti EX. But in addition to new car, if you want to include for example, the Volkswagen Tiguan as a reference point, because the BMW is its reference data, you should include the Land Rover Freelander too, which was a nice bonus last time we have seen. (Not that the Tiguan is very similar to slum it, either ...)

Still, there is no shortage of competition when it comes to small SUVs. It has always been a sticking point for BMW X3 it has as much, and now that we managed to rectify that people Beemer market could take some market share on the likes of Land Rover and VW, especially from some people in general do not want to be seen driving something that is easily perceived as a '4 x4 '.

But there are risks in this regard. It is very difficult to label the X1 as nothing but everyone "weird" and it will not. After all, what's wrong with a 3 Series Touring for the same kind of money? Hint: nothing. And if you want a kind of SUV, chances are you secretly want a good SUV. Which takes you back to your Freelander, Tiguan and Volvo XC60.

Make no mistake, the BMW X1 is a good product. But that's what someone really wants?

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BMW M6

BMW now offers an optional competition package M6 and according to them, this gives the car a better driving dynamics. "That means it should be absolutely extraordinary.

There are problems, it is not. It 'better than the standard car - yes, there will be that bit' - but it lowered suspension (by 12 mm front and rear 10 mm), new tires, and modified M difference is £ 2180 price tag (plus of € 83 700 suggested retail price of M6, remember) is a topic of discussion.

Yes, the package means that the car is a little sharper, yes, this means that the rear end felt a little bit lighter, so it becomes a little more specific, and yes, it also means that the car seems to shrink around you a little more ... but the margins are so small is so small that this package does not offer anything much more than the standard M6.

But taking into account the fraction of differences, and that the package is only 2.6 percent of the purchase price of the M6, I do not feel sorry?

I'm afraid not. If your pen is hovering over the checkbox for this option, you have a BMW M6 to come. And the standard car is so tight and good at what he does, this package will make no difference. If your OCD is telling you that you must check each box, go ahead. Otherwise, put money towards a trip to the Caribbean.

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BMW M5

 

There is a problem with super-saloons like the Audi RS4, BMW M3, BMW M5 and Mercedes E63 - real versions are just so much cooler.

Maybe it's because they got even more Q-car status (and glory) that shows, and you can play in conformity with the docking of two Labradors or the result of a frenzy Homebase in the trunk, but it will still out accelerate anything, the slow side of a Porsche 911

Not quite surprising, M5 Touring is identical to the sedan in the areas that matter most, so you still get the 500bhp V10 engine up front, always found the electronically controlled shock absorbers and the gearbox and the different power to transform the parameters of a car is blinking M5 hair on the head.

Practical things first. The boot is a decent size on the M5 - 500 liters with the seats are in place right on par with the best in the class, and get the seats to fold flat, you do the release a single lever on each side.

There will also be distributed and fed through the back door, spring-loaded cover that runs automatically when you open the lid and a convenient belt along the side of the boot fragment and a sliding stop shopping around too.

It is recommended to remove all food before trying to take full advantage of this car, or a risk of changing the world's most expensive blender. Touring is 0.1 seconds slower than the hatchback from 0 to 62 mph, but there will still be there for 4.8 seconds.

Level of grip on tourism is still good, but most impressive is that you do not realize it's a farm. It feels as if there were an extra weight attached to the rear, and there is more wind noise than the sedan.

This is not a small car, so that it shrinks around you as much as the M3, to say, but you're still very aware of what he is doing the asphalt beneath you.

The other side of this is that criticism of this car remains the same as the sedan. In itself, there is nothing wrong with the M5 in the other version, it's more the fact that where we live. Because the simple truth is that the M5 is not appropriate for Britain.

The engine is starting to wake up above 5,000 rpm, but in almost all reports of the first two, who are in danger of losing their driver's license.

Changes of speed and ultra-fast frame are also somewhat irrelevant. It does not stop easy to be a BMW to 16 of 20, but it is powerfully frustrating.

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BMW M3

You just bought a M3 normal? Oh, dear. They really should have waited, because now his friends will be overshadowed by M3 competition pack driving.

While you're spinning your "standard" M3 key, your friends bragged about how to update their cars £ 3315 offers 10 mm lower ride height, a new sport-tuned shock absorbers and reprogram the ESP system. Oh, and new alloy wheels of 19 inches, and a new matte, metallic paint, which makes the M3 look even more menacing. Something you never thought possible.

But there are other changes that would not be crowing about. They will probably skip this ride is slightly firmer than the normal M3, which means that over bumpy roads the car jumps around. And they are unlikely to mention that using the sport mode on a normal road travel Bobbly makes uncomfortable.

They hide and everything trying to make fun gloating about how all the M3 now get a number of improvements Efficient Dynamics.

They throw around a stop-start technology and other fuel saving measures - such as guides, and dual-clutch transmission is now cut to the lights. And 'wax lyrical about probably six percent fuel economy and lower emissions of 285g/km and 263g/km of CO2. And they forget that nobody likes a show off.

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BMW 7 Series

 

The hybrid system is a way to make the car more efficient. And efficient means for the same performance with less fuel, or more benefits from the same fuel. Lexus pioneered a different way. Now, BMW has taken the idea and it never went a bit 'confused. 7 ActiveHybrid is two and a t-Bit Luxo-barges that can reach 60 mph 4.7 seconds.

The truth is that when you drive this way, the hybrid system does not do much. Only a mild hybrid, meaning that the electric motor sandwiched between the engine and transmission and still run at speeds are relatively weak and unable to drive the car without help. Instead, what it does is fill in the gaps when the V8 does not work very efficiently, so when you drive carefully, you use less gas.

The electrical system also recovers energy when you lift the throttle and coast. This power of air conditioning and is stop-start system that turns off the engine when it comes to rest, and immediately restarts when you release the brake. These things are common, user manuals, but not cars. And most of them will not be able to keep the air moving, but this can be.

The system was developed in collaboration with Mercedes and uses the same motor and battery Benz S400 Blue Hybrid, but the S-Class V6 is connected and in tune with the economy, while the 7-series has hooked 449bhp twin-turbo V8 tuned to an epic performance.

The end result is a car as cheap as a six-cylinder 740th in a gentle, but go to the 760th V12 when you decide to forget it's a hybrid drive like you've had enough. It is not just another kick-back when the turbo spool up, it's an immediate response to a pair of mail to me. Not to mention the noise of passing - close to silence civil, a chorus delicious V8. The result is not just a limousine ride that fast almost sick, but it feels even faster than it is.

But you will not be able to buy it in Britain. Some of the vital electric bits are mounted where the steering column would need to go to right hand drive.

So I will not listen to your local showroom. Anyway, over £ 5K a similarly equipped 750i in the countries where they sell both, it is also super expensive. But it shows how the hybrids should not be boring, and as soon as the idea catches well.

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BMW 6 Series Convertible

Belts along the spectacular mountain road to a smooth 35 ° C, blistering sun of South Africa, and some wrapped + 400bhp, turbocharged, rear-wheel-drive V8 sedan, you might think that things are improving. The sky is not blue and red stones, cobalt, gold rise on the other side is dotted with squat, unpleasant looking bushes, while Rocky, the light-swallowing a ravine off precipitously in the second. Random baboons jaywalking More Frisson red buttocked expectations for each blind to the tip. I have a fast car on the side of the collection on the ragged edges of my comfort zone and get the ever-so-slightly faster in every corner. I would be in my element. Except they are not.

Since the new BMW 6 Series Convertible is boring.

Which is absolutely not the same as saying that the new six is ​​a bad car, so it will take a bit of explanation. First, the new edition of the 6-Series Convertible - we get cut later this year and a "four-door coupe" in 2012 - seems certainly less divisive than the previous generation that grew up along a horizontal rolling process that carries across the start line, so kill the latest version is polarizing ass monster. It has a nice canopy, a pleasant interior, going around a corner and keeps well and regularly. When you get enough cause, but also understeers just enough to let you know that you've reached the end of time playing. Dynamic statement immediately contradicted by a sudden oversteer if you binge on the gas halfway around a corner in the past has surprised some of the many options and stability traction control.

The body is well controlled, the active damping is firm, but helpful - very smooth is a way - and the engine has more than 440 feet pounds of flex. And yet, the new 6 Series seems to be a source of joy. It's like driving around a table Laura Ashley console may be aware that this is well made and expensive, but everything was so obsessively in the middle of the road that recorded exactly zero to the surprise and pleasure.

It 'important, because this is an exciting vehicle for BMW. Serious stuff is this: since the beginning, and has two engines, both petrol. We receive and the 640th 650th, 640th, twin-turbo 3.0 liters TwinPower six-cylinder 650i, and a twin-turbo 4.4-liter V8. So, lesson one, you can not trust anyone's signs to tell you what is under the hood. What makes it more difficult to remember, but the results of the bonus points against AutoGeek ™ car for beginners. 640th - which is a 3.0 liter, do not forget - pushes out 320bhp and 332 ft pounds of torque, it hits 62mph in 5.7secs and a limited 155 mph. Makes the peak power is relatively low at 5800 rpm, so this is not the work-BMW six, but still respectable numbers, produces only 185g/km and manages nearly 36mpg combined cycle, ie, what is lacking to tingle range, which compensates for blunt grunt and daily performance, helped with the standard-fit a start stop /.

Putting all that aside, we are not really interested in the 640i. And not just because there was nobody to run to the launch (but I admit that this may have something to do with it). Let us be honest with each other: if you go to gas, go big, and until the M6 ​​version appears with HP 580-odd, we have to do with 650I slightly huge. Now remember that the same 4.4-liter twin-turbo right to see the duty of M6, the next M5, and are already seeing active service in the SUV X 5M and 6M, detuned slightly rejigged the cruise instead of bruises. So on paper, it's a Belter: 407bhp, £ 443 feet, 62 miles per hour in five deaths and 155 mph standard electronic information. It will also break 26.4mpg on the combined cycle and emits only 249g/km - that goes for a certain eight-cylinder with a pair of turbos tucked in her cleavage cylinder.

Both come with a standard eight-speed automatic - with the introduction of the 1 Series range, curiously - a gearbox that, despite achieving a series of replacement ratios around apparently for the hell of it, without however, consistently impressive, the change in terms of quality and speed. Not really explore the city at a time and change paddle sensitive enough. This is not necessarily a sports gearbox, but its width capacity is very satisfying.

Satisfactory, since when is beaten, the 650i can really happen. All the couple generous layer of the bottom of the range, and the car jumped out of the real line, then bullishly diet. In the mountain roads near Franschhoek, Somerset West of the R321, may be located in a very fast pace. Switching between two gears that the figure was blissfully unaware (although I suspect that finished third and fourth), six flew along, reaching speeds of sunken eyes easily lose your license. Any reliable and predictable as the most beautiful industrial machinery remains.

But the engine does not sing. The bellows on the bottom, lines of guttural burp a pop-up between DSG gearshift as fast and sounds like it could open, but then turns off. Power is thrusty broad-shouldered, but the convertible weighs over two tons, so the grunt does not seem free. The fact is that the whole car feels strained. Go away now if you are irritated by the manufacturer's specifications vain, as the 6-Series was tattooed with each ball and the acronym glitteringly useless as BMW can deliver. As standard in the UK we have more common and DSC-PDC (Park Distance Control), and xenon headlights and leather, but you can option Integral Active Steering, Adaptive Drive (buffer), side view cameras, a head- up display to help with the rear view, Active Cruise Stop & Go function, warning output channels and speed limit information. It is, inexplicably, more. But I fear he would die of boredom.

The irony is that all conspire to make the glorious 650th activated quickly without rewarding.

For example, the control remains a major bugbear. Standard Management will now be made with the EPS (electric power steering), and although the system extorts much less energy from the car to work as a hydraulic set-up, it's just something for the reputation of BMW as a vehicle of a driver. Yes, it's just - the car goes where you point the wheel - but the car drove TG, complete with variable ratio steering rack active, felt, frankly, a bit odd.

The car is lower (9 mm), wider (by 39mm) and longer (74 mm - most of the step) than the model it replaces is also becoming a large track pitch and outgoing six year convertible bonds. Compared to the old car, a new structure is now about 50 percent stiffer for torsional rigidity (if you tried to corkscrew body, the torsional stiffness is as self passively take that kind of movement) and the interests of weight distribution The doors, hood and front spring mounts are made of aluminum. It is interesting to note that BMW seems overly concerned about the new 6 podginess a little: the front side panels, roof and boot lid storage are all made of "fiberglass composite" trying to scrape together at least part of embracing BMW Efficient Dynamics.

You can immediately feel how much time is spent honing, developing and perfecting. You'll still find Shimmy poorly paved roads, but this is probably due to rise unless the other side of the surface bond is glassy. Roof falls in a relatively quick and clean (19 seconds), increased slightly less rapidly (24), the two manage to even 25 mph. Not available in the trunk, though perhaps not enough to much more than grants wherever possible, the quartet of passengers. Inside, where all the instruments in a corner a few degrees towards the driver, and a charming half-twist Möbius through the center console, as well as full implementation of Teutonically and easy to use themselves. Roof closed, it's quiet on the highway, a cozy and comfortable, although there is a huge fin tissue by deleting the pillar behind the vision, and the roof down, unflustered and all, but calmly, especially if you have the optional wind deflector on the spot.

Calculate points, and Six Convertible is a winner.

But the problem with the 6 Series as a coupe, at least, that's so aggressive competition, which may have a point of contact. It seems that the notice is required in the production too, so it became a car born of a committee rather than the singular vision. There is an erosion of the gently lapping your thought processes: six is ​​so shiny and smooth there is really anything to get any traction emotional. There's nothing here that offends active, but there is also a notable absence of any reason to buy the car, unless the value competence over all other factors constant. In a world of the declaration of the cars, the statement that the new 6 Series Convertible is apparently you is that you aspire to be a successful dentist in Florida. Not a bad option, just bad.

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BMW 6 Series

 

Time is interesting. The facelifted BMW 6 Series 630i version specifically, the fuel is 23 percent less than the last. And emits 13 percent less CO2, but pushing 14 percent more energy.

I'm sorry, but these numbers are simply overwhelming. The European Union says it wants to reduce CO2 emissions by 20 percent in 2020, but BMW has done more in three years that the series 6 was sold. Certainly, the task of the EU is a little bit more complicated, but anyway, this is something impressive in Munich.

Even if all these figures pale in comparison with the new 6 series engine range - 3.0-liter twin-turbo diesel, which has been in all 3 Series Convertible 5-Series Touring.

This is the diesel engine is achieved only in this category, and they are two body styles is a 6-series. It 'was a clever twin-turbo agreement to work together. At low rpm, which is a small turbo spools quickly and reduce the amount of turbo lag points. Then, at higher speeds (about 2000 rpm), a greater power at the top of the turbo punch.

You rarely hear from both kick, and the turbo to the point of entry is much easier with this engine as it is 123d. When a machine is a box that is standard here, never fall below 1500 rpm speed anyway, so not always as soon as power and torque. By the way, produces 282bhp and 427 pounds feet

630th manages 34.0mpg, but the 635d is 39.2mpg, 190g/km CO2 only. Convertible and is also faster than 6.6 seconds 0-62 mph 0.1secs. This diesel engine is a cracker - it is sophisticated enough to sit in a convertible bond (there is also a slight hint of petrol-esque roar from outside), is also an incisive in-gear acceleration.

For a reference on how it is torque, the car is not even put out a stop in the first, then it defaults to the second, when you sat at traffic lights. One wonders what the lower gears are there for.

There is so little turbo lag, and so much power that you get a lot of fun to drive in full manual mode, where the racket, because it is spreading along the machine. This is civilization, because diesel engines are usually not suitable for hand "boxes, power delivery is not fast enough to be pleasant.

Here, however, you reach a corner, drag down a piece or two and then just power through. This engine does not mind being accelerated and is not serious when it does. What a contrast to the chassis.

I left it on manual most of the training, because I realized that the car is most appropriate. In other words, they do not actually float very well. It is true that our car was in the sport suspension with 19-inch wheels, but the journey is too hard, especially for a convertible. It is relaxing.

Which is a shame because it should be better for cruising. The 6-series is a very good car and although it disguises its bulk well, you always know there's something there. Much better to choose the standard suspension, there will be more than capable of handling even the most committed back-road blast. It will fit the motor and the controller better and because he could do with a little more feel through the wheel if you want the elevator sporty driving suspension.

The lifting of the series 6 also receives a few exterior and interior changes. None of them are visible at all, so the neighbor still think you're running the old car. Oh no, wait. Apparently, the reflectors are now slightly different. And you get the eight programmable "favorite" buttons on the dashboard, which at least is slightly more unfathomable iDrive previously unfathomable.

This is difficult, however. 6-series is still looks terrific and the car body to compete at the top of this segment crowded. To replace the Mercedes SL is not due to '08, so this should be a faceless '6 'ticking over from the collision.

But people want to buy a diesel? I know the guys who still refuse to go the way they think diesel is slow, smelly diesel. Therefore, it is likely that the petrol variants, including the 650i, BMW will use six buyers. As gas prices begin to grow £ 1.50 per liter, anyway. Give it time ...

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BMW 6 Series

 

Time is interesting. The facelifted BMW 6 Series 630i version specifically, the fuel is 23 percent less than the last. And emits 13 percent less CO2, but pushing 14 percent more energy.

Sorry, but these numbers are staggering, simply. The EU says it wants to cut CO2 emissions by 20 percent in 2020, but BMW has done more in three years that the 6-Series has been sold. Certainly, the task of the EU is a bit trickier, but still, there are amazing things in Munich.

But even these figures pale in comparison with the new engine in the range 6 Series - the 3.0 liter twin-turbo diesel that has been in everything from the Coupe 3 Series Touring 5 Series.

This is the diesel engine is achieved only in this category, and they are two body styles is a 6-series. It 'was a clever twin-turbo agreement to work together. At low rpm, which is a small turbo spools quickly and reduce the amount of turbo lag points. Then, at higher speeds (about 2000 rpm), a greater power at the top of the turbo punch.

You may feel or rarely kicks in, and the entry point of the turbo is much softer than the engine is the 123d. With the automatic transmission that comes here, the regime never drop below 1500 rpm anyway, there is always the instantaneous power and torque. Speaking of which produces 282bhp and 427 ft lbs

The 630i achieves 34.0mpg, but the 635d's 39.2mpg CO2, with just 190g/km. And the convertible is 0.1 sec faster 0 to 62 mph in 6.6 seconds. The diesel engine is a cracker - is refined enough to sit in a convertible car (there is even a hint of a roar of gas-esque from the outside) as well as being powerful in the acceleration of gear.

For a reference on how it is torque, the car is not even put out a stop in the first, then it defaults to the second, when you sat at traffic lights. One wonders what the lower gears are there for.

There is so little turbo lag, and so much power that you get a lot of fun to drive in full manual mode, where the racket, because it is spreading along the machine. This is civilization, because diesel engines are usually not suitable for hand "boxes, power delivery is not fast enough to be pleasant.

Here, instead, you get a corner, scroll down the gear or two years ago, only power. This engine does not mind being revved hard to get when it does. Which is contrary to the chassis.

I left it on manual most of the training, because I realized that the car is most appropriate. In other words, they do not actually float very well. It is true that our car was in the sport suspension with 19-inch wheels, but the journey is too hard, especially for a convertible. It is relaxing.

That is a shame, because it must be better cruise. The 6 Series is a big car and when it disguises its size very well, always aware that there is something there. Much better to opt for the normal suspension, which is more than capable of handling even the most committed to the road again explosion. He will meet with the motor and the direction of better and because he could do with a touch more feel through the wheel if you wanted to drive sports suspension promises.

The lifting of the series 6 also receives a few exterior and interior changes. None of them are visible at all, so the neighbor still think you're running the old car. Oh no, wait. Apparently, the reflectors are now slightly different. And you get the eight programmable "favorite" buttons on the dashboard, which at least is slightly more unfathomable iDrive previously unfathomable.

It will be hard even. Series 6 is still a great car with the looks and chassis to compete at the top of this segment crowded. Replacement of the Mercedes SL is not due until '08, so that the lifting should keep '6 'idle for this fight.

But people will buy it will have a diesel? I know guys who still refuses to get off diesel because they are convinced that diesels are slow and smelly. So it is likely that variants of gasoline, especially 650I, will use the BMW 6 series more buyers. Until gas prices started to slide £ 1.50 liters, anyway. Give it time ...

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BMW 5 Series Touring

Buy used cars to be so simple. If I wanted something like a 5-Series, you can buy a 5 Series. If I wanted something like a 5 Series, but with a little more space, you can buy a 5 Series Touring.

But now, the genre-blurring 5-Series GT - the higher, more spacious, cousin hatchbacked 5 - thrown into the mix, the new tour, the task is slightly more complicated. Add a migraine inducing mash-up, which is X6 - Super guide as the sedan, seems off-road - and it's clear the new Touring is not only a strong fighting progress and the E-Class station wagon Audi A6 Avant, but competition is also included.

Too bad the competition. 5 The new Touring is one of the species in the round car available today. In fact, if you can shell out a not insignificant £ 30k starting price for this entry-level 520D - 530D is also positive and 530th 525th gasoline, but diesel is one of the smallest of all purchases - may be all the car you need.

Its great figures that we have come to expect from BMW, is easy to numbness. With 184bhp and 280 foot pounds of torque turn 520d to 62 mph in 8.3 seconds, but with the help of the standard stop-start technology, will return 137g/km of CO2 and 55mpg. In a car of this size, it is amazing.

On the road, the engine is as great as the figures show. This is one of the smoothest, most adaptable small diesel out there, with unfeasibly wide range of power and a lot to push throughout the rev range. OK, sometimes you lose acceleration of kidney-jabbing straight sixes, but the combination of real world economy and the pace, look no further.

Though not as strong as last January 5 Touring, this is still one of the most fun car great Whang-down back on the road. The treatment may have lost the purity, but the trade-off is less bobbliness from run-flat tires and quiet ride - a compromise that should suit most buyers. M Sports suspension drive is available, if it does not.

BMW went to a big no-nonsense practicality here. Folded, you get 1670 liters of luggage compartment, slightly more than the A6 Avant, slightly lower than the E Series. Under the load the luggage, there are a couple of low cabinets, suitable for storage of Gideon Bibles. Pop-up rear stays, which allows you to create the back of the 'Aero deck' DIY and scare the hell out of Labrador.

Criticisms? Er. The lack of 4WD version to give up a few, but always in A6. But if you want a car that is virtually alone, 5 Touring is the father.

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BMW 5 Series GT

This is not the usual new hard drive report. Contrary to normal practice, there will be much discussion about starting and rear seats, as it is the only way you can really judge whether BMW has invented a new type of car. And if so, whether it is a fact worth it.

But it is also common in meat'n'potatoes, a history of engine, transmission, management and leadership - who are all borderline brilliant, as it happens. Those things matter because even if the 5-Series GT is in itself a distinct minority in the front, it is practically at the wheel next year's 5-Series Sedan and Touring.

Right. The boot. If a manufacturer goes to all the trouble to invent a new type of vehicle, one would think it would deploy all available languages ​​to explain the thing. Yet, strangely, the people of BMW refuse to call a hatchback, although it is essentially what it is. Instead, call a GT, which is something that is not. A GT in my book pile is cut short wheelbase, yet lightweight for convenient traveling at high speed. Series 5 GT, on the other hand, is a hatchback with a body and head as complex Heath Robinson that weighs two tons. Not surprisingly, confusion reigns.

The reason BMW skirt around the H-word is that World BMW hatch is a blue collar. German business lounges would push people, apparently. To explain the idea of ​​5GT, BMW has made a cartoon video in which our hero gives some appropriate colleagues a lift to a business lunch in a car that has no baggage compartment "fully independent. His expression Face said it appeared the next promotion will be very unhappy in a lateral direction.

So even if the 5GT is not the door, there is no need to use it. Instead, you can open the bottom cover of the traditional integrated into the front door. There is also a complex and rigid hattuhyllyä bulkhead between the trunk and moving the rear seats. This will help to reduce the noise of new tires and exhaust, and you feel part of the back seat of a car instead of the boot. And to ensure an animated hero in his career collapse.

However, this coverage is the beginning desperately small. If you want much at all in the 5GT, open the hatch together. Here the problems actually occur, in order to design the cover in a cover idea, ended with a BMW sedan colossally heavy demand a great effort (or £ 500 optional pairs of struts slowly dissolving power) to open and close. Oh, and the structure of the trap - and additional sets of hinges and brackets within it - is so big that eats the boot space and back kyboshes vision potential. Radar park is the standard for good reason.

But there is more oddness to 5GT bootlid. The body was higher than a 5 Series sedan or estate. I can see the attraction of this idea. The seats are a few inches higher (more if those at the back) which allows visibility and gives a taste of the command driving position that SUV buyers like. It also improves leg room, while the roof is raised the same for a headroom. But unlike an SUV, is on the ground, engine, suspension and other pieces are not heavy at all. So these things are still the center of gravity of a car. Which means - Hallelujah - it handles like a car.

To make the best use of all that space, the rear seats recline comfortably with a bow. If you do not need all the legs, but also drags a bit, allowing you to push the forward bulkhead and in the trunk. Also fold like a traditional sedan, though not give a flat floor. SE specification is called normal, but the package of £ 2,900 means two Executive electrically adjustable rear seats and heating instead of a single manual split-bench through three.

So there's a lot of things inside the car. This gave the designers some things outdoors - especially the height. Despite the use of a variety of tricks to make seem larger 5GT (reverse-raked front grilles), lower (fastback tail) and wider (large chrome strip across the back) looks from every angle as lunches is not only driven, but have enjoyed too much.

The driver's seat, indicates a turn for the better. First, although the architecture is different from the Add Series 7 is the key to shared control. This means that the ring beautifully clear analogue graphed satisfactory and informative digital horizons, and the new generation iDrive system that is much more useful than old. Because you sit high, it is easy to place the car on a narrow road, but curse you cross bars thick.

The 550i is a twin-turbo V8 (not drive) and the 535i a new 3.0-liter 306bhp turbo six. You now have a turbo instead of the child of two 535i and Valvetronic added. Good in theory, but the power delivery is a bit sticky and does not seem as nice as expected of a BMW six. As for diesel, which is almost as quiet and cracks seven seconds to 0-62. Everyone has a new eight-speed automatic 5GTs standard. Reduction ratio of the friction means is spread wide and smarter, the environment (173g/km excellent) is a manual, they say. Changes are smooth and super-fast if you use the manual. It feels like a double clutch. What is good.

The test car had an optional Dynamic Drive active anti-roll, which allows the car is an agile significant direct (and I mean very flexible, much better than the 7-series), but still well established in the corners. In fact, if you change the sport setting stiffens the back of the bar in front of more than one tight turns to kill the understeer. Yet, never shakes off the feeling, the S-curves, is a two-ton machine. Otherwise, avoid the four-wheel active steering option: better maneuverability in parking lots in exchange for much worse to feel and precision on the B roads is a bad deal.

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BMW 5 Series

Rudolf Diesel to be much less dead, teleport to the 21 century, and take a quick tour of the BMW 535d, it would surely give themselves a pat on the back inventorly. This engine may be the largest demonstration yet of the creation of Diesel, a couple of terror stuffed with a set of vital statistics that defy logic, science, and probably a lot of other things too.

The 3.0-liter twin-turbo six-cylinder, redesigned large for the sixth generation of 5 series, now produces 295bhp and a whopping 442 foot pounds of torque, good for 0-62 mph time of 5.7 seconds - only one second behind BMW M5 own - but the economy of 45mpg and emissions of CO2 of just 162g/km. In a large heavy luxury car, it ... false. BMW is rolling a cheeky fiver to someone in the regulation of emissions from office, or one of its engineers have discovered some new law of physics.

It 'a strange thing. At least the big, high-speed diesel engines for some of the speed of sound warning accumulating. But the 535d, with eight reports box on the car '- the only transmission, and at least two of the new reports, if necessary - simply floats along the hole on the powerful torque at low revs, just topping 2000 rpm, all while throwing to the figures triple, and difficult to discuss Her Majesty the law enforcement community. Real world, the real driving on the road, raise the 535d (now discontinued) M5 very close indeed: you have to work with M5 V10 is hard to find the weak point, but the performance of the 535d is exactly where you want, in a terrible, a set of easy. Super Saloon with speed 40mpg economy? Why not?

But that does not exist, at least in the car, we tried, just out proper sports sedan. Our 535d is equipped with optional BMW adaptive dampers, which, despite their clear setting, yet offer the very best of pure passive from the beginning. It 'a problem aggravated by active control, which - although heavy - feels a bit' artificial. We have not yet tried passively damped 535d: It will be interesting to see if it offers a little honesty 'and more agility.

And then, "could do better" in the column. Yes, £ 45 000 discount on the price of our test machine is steep, especially when you can get a 530D - iteration of the engine 241bhp - £ 3500 less, working on a heavy 64 pounds more for horses. But is the update that changes the 54bhp 5-Series a big, fast car ... super-diesel. And to sweeten the deal, managed by the same emissions and 535d 530D economy. If you're vacillating between a fork in several of the largest in the history of motoring. What I would like Rudolph

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BMW 3 Series Touring

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BMW 3 Series Coupe

BMW is not a 323D. Too much diesel in the range already, the story goes - too expensive and risky to try to squeeze another engine of the fracture almost invisible between the 320D and 325D. So if you want the beautiful BMW twin-turbo four-pots in your life, you have to settle for 123d.

Unless, you go to the Alpina, which put together a 3-series with the 2.0-liter diesel engine from the 123d, with a revised engine management and a new exhaust system. That's good.

We love statistics too. 214bhp. 0-62 mph in 6.9 seconds. 152 mph top speed. Yes, it's the Golf GTI to beat the performance of a car that returns 52mpg. It is almost 150 hp per tonne. On the diesel. Simply amazing.

The D3 does not feel like a diesel engine fast though. In fact, it feels like a diesel at all. Despite a huge 331 foot pounds of torque, there is never a real punch in the gut of the turbos. Instead, the needle passes through high speed to the red line with gasoline-like vim, reactive gas that should convert even the most ardent enemies of diesel. Freakshow aside as Audi V12 giant could be the largest diesel engine in the world.

The D3 rides better than any current BMW too. Alpina fell hard disk 3 of run-flat tires mounted - but said a spare wheel, leaving room for a practice of foam - and played a bit with the suspension settings, and the result is a highly regarded walk in any surface.

Indeed, it is good enough to make you wonder why Alpina has not taken a step further with the D3. The ailerons new steering wheel and seats, engine and handling, to the right of sports car at the end of diesel and gearbox management and are a little lax unchanged in comparison. Yes, the prices have been, but the D3 is imported in small quantities - the UK'll receive less than 100 each year - which would certainly have interested punters pay the premium.

This raises an important question: does your own BMW 323D? It was clear that a small headache for the marketing team, but then invoke altruistic principle TG: Is it morally acceptable for a motor in a car so good?

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BMW 3 Series Convertible

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BMW 3-Series

Because of the complicated manner in which orders its Alpina BMW cars - Well, not "orders", "sheep" because Alpina are actually built on the BMW production line - it is impossible to spec BMW Alpina extras on a free pay a £ 1,500 "fresh custom command." Then you can set your hearts content, and buyers are numerous.

But until now, the Alpina D3 Biturbo is introduced into the interior of a fairly basic specification 3-Series without navigation. For the NAV, which had to pay for the system itself, and also pay the cost of custom control cursed. Therefore Alpina introduced the "Lux" version of the D3, including Bluetooth navigation, climate control and glossy black finish, but does not indicate any additional cost.

See more photos of Lux Alpina D3

As I said, complex. But the message is this - to 33 950 pounds, more than the D3 £ 3300, this is one of Lux And this is one of the best "real" car in the world. Remember, it is an excellent twin-turbo diesel 123D bonnet, fettled by Alpine 211bhp and 332 pounds feet of standard 3-Series does not get that engine.

A formidable machine, then - quick, efficient, beautiful, big enough for most people, and now with the kit. Delivered on a farm and a lounge. By "best car in the real world" complete state, choose the car.

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BMW 1 Series Coupe

Top Gear Magazine December, I really liked the 135i Coupe engine. Almost made it look like the engine is one. Well, now needs a little 'change teensy.

Because the right to (and this is definitive, as there will be more versions, or at least I hope not) is the 2.0-liter twin-turbo diesel in the 123d.

The raw data are seriously impressive. 0-62 mph 7.0 seconds off is seen, which is simply amazing for a car, which returns 54.3mpg and 140g/km of CO2 to slide lower. And all this is a car that weighs the best part of 1500 kg. It is a lot of metal to drag around.

This is not to though. At launch, all the cars were very excited at the same time having a go, but BMW diesel engines are more refined than it used to be and there is no reason to suspect it would be very different. Undoubtedly, it is soft when the rev.

This is all courtesy of the same kind of principle that the 635d, with a big turbo, small turbo run in tandem to provide instant power when needed. And, boy, are the same.

It's amazing how fast this thing responds to your input, so you can heel and toe, such as gasoline, and how a sharp needle, hinges laps around the dial. Through this machine and you're changing gears all the time that the sports car set.

The visit will make you feel like you're in one too. You may not under any circumstances, buy 123d M-Sport. The journey is too hard, not polished, and quite frankly inexcusable. You might as well throw in all four pads shock absorbers and springs offer these tires. Which is a shame, because the engine 123d to be as flexible as your mood takes you.

If you are relaxed or you want a thrash, this engine allows you to be as wild or quiet as you like.

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BMW 1 Series Convertible

BMW claims that this is the first small premium four seat convertible bonds. Despite the fact that the division will make a BMW Mini - and not based on the Volvo C70? - Just a silly fuss about, when they know perfectly-A3 was launched a few days. OK, maybe BMW has won the first battle of the stupid who's-Audi, but who will win the war?

1-Series Convertible has a natural advantage over the Audi rear-wheel drive. In theory, better than when you're behind the wheel, then. But the rear-wheel drive two-edged sword, especially a compact car, because it renders the space of the bottom. And since these are said to be four-seater that counts.

But anyway convertible seats four flowers of gender. You get two racks of emergency, whether to humans or the weird outsized cargo. And you get the illusion that you have not bought a car too informal.

The convertible has a place in the world because the 3-cabriolet is now a very big thing and very expensive. BMW takes care to emphasize the difference in style, because she does not want potential buyers of the 3-series thinking they could save a bob or two by the withdrawal of the scale.

Thus, the 1-Cabriolet has a high rate of non-trapped body. It alsohas, like others in the series 1, the main headlights of any BMW. Makes the car look smaller, you see. No, upon reflection, it will take more than one pair of eyes to create a series Bambi soft look.

Movement. Admirably, the BMW is thinking about the reality of driving a convertible bond. Optional - almost everything is - the skin is a reflective coating, so when it is parked in the day Mon shorts, do not need to run the first couple of miles from breathing the acrid smell of burning leg hair.

The climate control automatically adjusts its actions, as the roof up or roof can Overcome engines down.And 30 mph headwind, so if it starts raining in the city, and you're on a red route, you sufficient to note that on the road. You may have taken on a lightly sparkling reflective metallic fibers woven into the air better than it sounds, honestly.

Unless your home is invaded by parkingspot Stanley Lowlife armed with a knife, there is nothing wrong with having a fabric roof instead of a steel-case. A fabric roof, unlike a metal one, leaving the trunk open and does not occupy a lot of it at first. It weighs less, and in this case, it does not spoil the raised sophistication. Oh, you can hear a little buzz at highway speeds, but nothing to worry about. A clock gentle twist the volume knob stereo easily seen.

I drove a BMW 125i. It's a nice motor, torque, smooth as anything, and quite fast. For reasons that are, I do not see why on earth have the 135i biturbo jobbies. The six-speed manual transmission feel well able to match the figure given in 6.8secs BMW to 62 mph. Unfortunately, there is a numbness of the clutch makes smooth upshifts a bit complicated. I hate machines in general, but I can see why people might go to six-speed automatic with this car.

Thank you to thottle-less Valvetronic head and a composite magnesium engine block 125i is one of the sixes easier and more efficient in the world. But it is a measure of engine BMW Championship, which only in recent years it has become one of the drivers the lowest-tech, the company does. Ovens lean-burn gasoline direct injection now, and sixes petrol (V8 and future) has two turbo direct injection. Then there are those amazing 123d and 335d twin-turbo diesel ...

The test car had the optional active steering. It also welcomes more like a hamster rotting in the heater. Usually ensures a strong leadership and vague BMW syrupy feel, and superimposes his ideas on his own.

But even that aside, the 125i convertible does not meet the required standards of BMW effervescence. It's just a bit softer and more supple as not, as expected, since it is smaller than the 3 Series. I went to leave the body's flexibility, but I think it was a final decision to do something a little relaxed, even lazy. You get an amazing journey and smooth recovery, especially in 17-inch wheels. So it's a cruise. I guess it's probably the best thing for the kind of buyers for it. It is also fair to training, the better for miles from the Volvo C70.

Also, as a BMW rather well, the ability to feel at home from scratch. The driving position is excellent, the seats are large and the interior is well designed and built. In many subtle ways, each series at home now I feel better than they did when the door was launched four years ago. Not only the Japanese who are in continuous improvement.

A brief review of the spec sheets and pricing of convertible BMW 125i convertible with the A3 how it is to have a laugh. The Audi has more equipment for less money. No, this is not a rear-drive design purebred and not six, but Tom says it's good to drive and I believe him. Audi dynamic Bods on a good day can beat BMW in the wrong. It is too early to say because they do not get side by side, but the 125i is not perfect enough for the thumbnail.

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BMW 1 Series

The new 116D is the cheapest of the BMW diesel, less polluting and cheaper model of the BMW range ... And 'one of the best. In fact, it's more like a hatch, you can buy, period.

The flagship 116 is the lowest of all BMW 116d nicknames, but does not mean 1.6 liters - is the same 2.0-liter diesel lump that appears in the 118d, 120d and 123d, but here producing 116bhp and 140 lbs feet is below the 176bhp and 258 foot pounds in the 120d, but advance the lowest levels, with the clever start-stop technology that was in the BMW for a while means that the fuel economy of 64.2mpg and rises to 118g/km of CO2 falls. These are impressive figures and pose serious problems for their opponents - who are almost as good as the VW Golf Bluemotion, but with the advantage of much more (116bhp 105bhp plays).

It is not just a document in the figures, however. Do not you feel cheated at all 116D guide. The motor does not rattle too much to a minimum and remains smooth, always a red line - is also very refined at highway speeds. It 'still below the 120D grumpy, because they feel less stressed.

And do not think these figures are lower power news badly. You always get six speeds in the 116d and 140 foot pounds of torque is enough to push lick at a reasonable price. There is certainly no need to constantly change down to maintain the sweet spot of the engine torque curve, which is higher than 1,600 low speeds effectively.

But the single most important thing is 116D, as it rides. Since this is a bargain-basement of the BMW, run-flat tires, which usually get 1-Series is thrown away and replaced with normal tires (puncture repair cans and foam layer of the boot). Space saver is not here. You can still choose to run flats, £ 175, but if you are a bit 'of the spine, do not worry. BMW 116D shows that are naturally well-damped and excellent guide - flows through the holes in the pot really, really good - and also that the run-flats are the curse of the whole process.

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Alfa Romeo Spider

As is always easier to forgive the girl who hits on you a drink in a bar, if it looks like Keira Knightley younger, prettier sister instead of maiden aunt Anne Widdecombe, making it possible to forgive Alfa Spider almost all errors. But Jeez, it has a few.

It all starts very well. Slip into the comfortable seat, the driver down. Enjoy the clean interior touches: the aluminum interior, beautiful purple skin.

Press the button to lower the roof, to treat your thinning terrine to welcome a fresh dose of sunshine in winter. Alarm clock from the ceiling as the mechanism to break the plastic on the back of the bow passenger and deposits, with a driving, mechanical crisis, in the bowels of a retractable roof space. Once maybe, but not the best first impression.

Start the engine and the feeling there, unmistakable roar of diesel engines. It is a little novelty, this, and even some esteemed colleagues of TG to find the idea of ​​drop-top diesel Anathema, I realize, at least in theory.

I agree that the click of an oil burner five-cylinder sound can not provide enough of a commitment, for example, a V6 throat, but who have sacrificed all pretense of performance for the exposure of follicles outdoors which could also cover the practical and economic sensibileness a diesel.

The problem is that this 2.4-liter turbodiesel engine is not very practical. Or economically feasible. Alfa loan 40mpg combined fuel consumption, but also my feather-footed effort over the highway, I could not break the mid-twenties.

Weight is the big problem here. Even as an essence, the spider is not the lightest convertible around, but the bulk addition of a diesel unit before the media that tipped the scales at a massive 1660 kg. The Audi TT Roadster weighs just 1295 kg. The mystery of the disappearance was solved in the final Italian pastries.

Predictably, all the weight is not good news for treatment. Even if the trip is fairly resolved, there is little vim and vitality to the front-wheel drive equivalent Spider a problem exacerbated by a diesel delivery lazy.

00-60 Sprint takes 8.4 seconds - almost two seconds slower than the TT 2.0 liter gasoline - and the engine never feels really like the acquisition of all of the wonderful couple. Below 2500 rpm, Spider and fights his battle to lose ground when the power runs out too quickly upwards, ie, it is always through the cleavage of a six-speed to find the right relationship.

Even if you are happy that seethes around at low revs, you have to manage some pretty impressive to justify economy spider original price.

The diesel version starts at £ 28.995: make four Grand expensive than the TT 2.0-liter and even a couple of more hairy chested Grand Nissan 350Z (which lairy as it is, never tried to eat his own body parts ). And that's before you've specced the red leather interior, beautiful. As you wish.

Everything is what you should say, in my role as a cold-blooded, flint with critical eyes, as when you think you need a spider in your life, you must run fast in the opposite direction and take a long shower of cold water. Buy instead of TT. Buy a barge. Spend your money on the construction of a luxury hotel in central Baghdad (motto: suspicious package holidays for the whole family). It is a wise investment.

But something makes me say that. Just look at the spider. It's a nice car as strangers to race 100 meters through a fleet of Tesco on a cold morning just to take a picture of him on his camera phone. A car so beautiful, like mop red wine on his shirt and explained to Ms. Knightley Jr. was totally his fault and "not really, let me buy an I-repeat, can forgive anything.

So if you're seduced by looks alone, I do not feel bad. You're just weak. So am I.

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Alfa Romeo MiTo

 

The MiTo is the first car of the Alpha range of new six-speed TCT (dual clutch transmission), initially available only with the well-regarded four-cylinder 1.4 MultiAir.

Makes sense. Small, zippy the door can be a smooth, compact, dual-clutch gearbox, which allows in-Town lazy left leg and country lanes of fun. Mate that is sparkling 135bhp engine, and you get 51.4mpg, 128g/km CO2, and 0-62mph in 8.2 seconds, shaving sly numbers or two-digit-plus-manual sent MiTo (50.4mpg/129g / km / 8.4 is 62 mph).

You may pay a premium of £ 1,200, but lost in performance problems and add a good dose of comfort in the city, right?

False. TST is extremely irritating, and the reasons are varied. TST MiTo is able to show a decent amount of CO2 as it is equipped with a standard start / stop system, only the second such system equipped with 'auto' a box - the first is the Porsche Panamera. We have no problem with that, but as the TCT interacts with the start / stop is intensely irritating.

Pulling at the traffic lights, and the engine dies when braking to a standstill. Take your foot off the brake and the engine starts - comedy from the starter instead of storing kinetic energy when the lights flicker in time to start the engine electrical system cannibalism. Then move your foot is transferred to gas.

Only when the engine is fired (a few seconds), the change does not try to choose the first (second), when you press the gas when the engine rev. After the delivery to and dump switch, causing a shortage of timber.

Worse, if you happen to be on a hill, as the MiTo is rolled back when attempting to wake the systems themselves, making it look like a fool. Turn off the start / stop, and you get a big orange light in the standing panel, a light that seems to invite to break with his fist. Maybe.

The new field is to select the gear ratios, apparently at random, arbitrary shuffling through the six speed dealer drunk. The paddles on the steering wheel (£ 100 option), it seems to work with the scaled jet lag, and even if you can manage to move smoothly if you run exclusively on a regular basis, as soon as you play around with gas or take a heavy feeder, motor too rpm compared to the CVT gearbox, and the AHS and UMS placed in a metaphorical finger in a corner of his mouth. Too bad, because the MiTo Multiair TB 135 is a lot 'of good leads. I just do not ruin it with the TST.

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Alfa Romeo GT

Think of a proverb to describe the Alfa Romeo. Sexy and Italian, beautiful and full of character - these two would probably depend on your list. Brilliant handling and frame of mind? Unlikely.

As positive start with early Alfasud, a front wheel drive Alfas rarely had the frame to preserve their appearance. Too much power is transmitted to the front wheels meant that Alfas athletes often do not have credit, say, a BMW.

Therefore Alfa announces Q2. This is an optional limited-slip front diff, which controls the torque sent to the corners. The problem with front wheel drive cars still face is that under load in a corner on the inside front wheel goes light and wants to turn. With a normal diff, power is transmitted equally to both sides, which means that your wheels to keep spinning away.

With Q2, the sending of the first impulse diff to the wheel with more traction. This is a "mechanical Torsen based on the gear torque transfer. In theory this should mean that you can maintain a tight line as the nose resistant to leaching out of the corner.

And all credit to Alpha, as in the GT and 147 (the other car to take advantage of this to date), this seems to have worked. So good, in fact, they rarely need a traction control. There are plenty of front grip in corners, even the wettest, and you get much less understeer. You may even feel the clamp of the line that applies more power.

I remember what the diffs you get into Evos and Impreza - walk more upright means more traction. Great. Unless the demand is soft, pure Japanese machine you generated when pressed.

However, it is worth noting that the Alfa executives are not stupid, and have launched their own test track in Q2, which means no asphalt flat camber drop-off for the British side of the road. Q2 back to Blighty to see if it really works.

It would be nice also to really test it with some of the most powerful cars Alfa 147 GTA also as the V6 and GT. The problem is, he insists Alfa Q2 has been tested on these cars and the diff is still not enough to stop the problems of lack of grip they have. They want a fully configured drive four-wheel drive Q4 similar to the 159, Alfa has been testing prototypes.

Q2 will be available all the time in other models, but is currently limited to 150 GT and 147 hp diesel engine which is a shame, because the other models could do more. Only then drives the Alfa begin to feel as good as him.

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Alfa Romeo Giulietta

235bhp. Through the front wheels. Alfa Romeo. Normally, that's all you need to know who have not purchased the Cloverleaf Juliet. Ultimately, the power and Alfa are not happy bedfellows in recent years ... 147 GTA, the Brera, 156 GTA - I could go on.

Clover new changes all that. This is the more powerful variant of the model range, location and 235bhp slap bang in the middle of hot-hatch world. But clover is not your classic hot hatch a little unbalanced. Put your foot on a dry road and soon the wheel does not move his hands, feet and 251 pounds are delivered smooth 235bhp 1.7-liter turbocharged new, and everything is strangely civilized. Alfas before cooking, until the recent MiTo, I always felt that the car was under chassis - as if too much energy, and suspension and tires could not cope really. The leads were exhausted by the effort of constant struggle to keep everything under control, with the result that took them all away so quickly.

But not in the Giulietta. Even a light tap on some routes of British dead, there is a respect for the brilliant. It is comfortable (through a height of 10 mm below normal Giuliettas) does not substantially torque and minimum wind noise. Even the interior is elegantly discreet with no seat on a ribbed leather in sight.

But there is a problem. If you drive on the ragged edge of the Giulietta, loses some of this calm. Renault Megane Golf GTI or keep on giving, no matter how you push, clover, there is nothing better, faster you go. Men running around in his hands more and amortization can not cope with the higher speed. Go fireball in a very difficult corner of the Alfa and the car is too heavy nose without feeling the Cloverleaf swing around as the best hot hatches have. The natural balance of the chassis is not quite there.

Alfa Cloverleaf feels has tried to get a Golf GTI rival, but is not. To be honest, Alpha Golf is not a part of the Golf GTI. It is a comfortable and sophisticated, you get a car looking good deal. In addition, £ 385 is £ 24 495 cheaper than the five-door Volkswagen. But the GTI, bi-polar part of the Golf is missing. That last bit of fun there. Buy it because it's different, not because it is better.

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Alfa Romeo 159 Sportwagon

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Alfa Romeo 147 Alfa Romeo 147

 

Alfa Romeo

I am amazed that the Italians could produce such desirable cars when they can not work. All too soon, chuf up the car in front and around the middle of the road in blind corners.

I do not believe the proverb that says the Italian temperament red blood causes a certain type of car. On the contrary - the Italian car inspires a certain type of conduct, which is why the sense of faltering national road is at its lowest level in the wheel of the national product.

I know because I ran an Italian, and all because I drove the new Alfa 147th I love him.

For starters, it's a beautiful brute, full of complex interpenetration. Open the tailgate, for example, compound curves and along its edges shows that its designers have not been compromised by the desire to be gentle with their press-tool suppliers. All topped with a nose inspired by the 6C 2500 Villa d'Este in 1949 (it is said in press materials).

The 147, in effect, replaces the 145 and 146. Two versions will be here in February: 1.6-liter 120 hp with manual gearbox and 150 hp two-liter Selespeed semi-automatic transmission. We do not temper or swamp Dr. Diesel standard 105bhp 1.6, and we are just beginning to have the three-door versions. In mid 2001, will also be able to buy two liters with a standard five-speed "and five-door body, which, as a rival car magazine once said the same, except that there are two additional doors.

We spend the first 1.6-liter, which is quite nice, but not a patch on the two liters. With the big engine has a height of 10 mm and stiffer damping rates, low profile tires and bigger brakes and different.

In many cases this kind of thing only serves to damage the existing car perfectly in line, but here is improved dramatically, and with disastrous consequences for the conduct of decorum.

Two liters of corners much smoother than the 1.6, but no penalty in ride comfort, which is firm but flexible. My only complaint is a bit 'Boom of the road noise at certain speeds. I do not know what those speeds, but I think they were pretty high.

More precisely, two-liter car offers a much better steering feel - very good steering feel, in fact, that is something to celebrate in a time when many cars seem to be the work of the programmers of video games. I know what the treatment could be written on the back of the Italian tax disc, if someone really had one, but I am confident that 147 is even better than the 156 (which is derived in part) through the dangerous curve. But I'm still not entirely convinced Selespeed. Fantasy Formula One is the level is wonderful, and how the engine is automatically "blipped" when changing down is a pleasure. Smooth upshifts are difficult and require entirely new skills, which are now too old to acquire. I can not escape the impression that the paddle-shift so it would be better if you switch to maintain, is an important part of a user interface twixt man 'and the machine.

So I am tempted to wait for the manual two-liter, which will be plugging a car. It looks good, the interior is a bit special, manic engine sputters and goes away to hell with Twisties. The only problem is price.

I tried to search figures Alfa Italian lady public relations. She responded with a response well-known Italian which translates roughly as "go and bring you to a bus." After the painful experience of driving in Italy, can it really be a good idea, so I try to calm down.

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Alfa Romeo 159 2.0 JTDM Lusso

Alfa Romeo 159 2.0 JTDM Lusso

A Brief History of Alfa diesel, the first part. Back in 1997 the Alfa 156 1.9 JTDM the first car in the world using common rail technology - a high-pressure injection system, which replaced boggo low-pressure pumps. Most diesel engines to use it now, and automobile manufacturers have developed other versions Spang glands.

Twelve years later, Alfa decided it was time for her own update. Enter the new 2.0-liter JTDM - seen here in the 159th is a modified version of the engine out, but this time he meets EU5 For producing 20bhp and £ 30 feet longer than before.

He is strong and fast, but generally lacks finesse turbodiesely last step you find in cars like the 3 Series, C Class, A4 and even the Insignia. There is little high but not as quiet as it should - you are always aware it's there - and there is a strange hissing sound, remote from the engine as a kind of strange shrill frequencies. The shifter feels a little rough too, the grip never seems to slot into a fortress.

This may seem a bit rough - no errors are a huge problem - but for £ 23.850 was reasonable to expect something much closer to perfection. Competition can do, after all.

Of course, those beautiful curves, but to make this a beautiful looking car, but as the Alfa Romeo knows better than anyone else, the beauty is only skin deep.

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