Available exclusively in Coupe and Convertible body styles, the new 335is promises to deliver even more performance to the masses while leaving off some of the sharp edges found in the more focused M3. Output is rated curiously at 320 horsepower and 332 pound-feet of torque, despite using the same engine as found in the Z4 sDrive35is, where it gets a 335-horsepower rating. It’s still more than enough to have some serious fun, however, as the full 332 pound-feet of torque are available from 1,500 to 5,000 rpm thanks to the quick-spooling turbos. A special overboost function cranks things up even further, pushing peak torque to 370 pound-feet for short stints.

That heady output is enough to sling the 335is Coupe to 60 mph in five seconds flat with the optional seven-speed DCT dual-clutch gearbox, while the manual ‘box adds a tenth at 5.1 seconds. The Convertible takes a bit longer due to slightly increased weight to brace the chassis, running to 60 mph in 5.2 seconds with either gearbox. A high-output cooling fan and auxiliary oil cooler help engine and transmission cope with the demands of hard use, making it ready for HPDE and track day events, while the M Sport suspension package sharpens responses while balancing a reasonable around-town ride.

2011 BMW 335is Coupe

It sounds the part, as well, thanks to a special sport exhaust system. The extra noise will let the driver know the hounds are being loosed, but it’s been tuned to stay at the lower end of the frequency spectrum to prevent excessive intrusion on the cabin’s comfort–a balance struck between the regular 3-Series’ quietude and the V-8-powered M3′s wail. In addition to the sport exhaust, the 335is gets the same disc brakes found on the 335i, with 13.7-inch front and 13.2-inch rear units providing ample stopping power.

With its bite well proven, the bark is all that remains–figuratively speaking. You’ll be able to spot the 335is at a distance thanks to its aggressive M Sport package, which includes front and rear bumper covers, side skirts, and a full slate of M aerodynamic tweaks. A high-gloss black kidney grille surround, Shadowline black window trim, wing mirror caps, and Ferric Grey 18-inch alloy wheels are also standard. Nineteen-inch alloy M wheels are available. The only difference–beside the folding roof–between the Coupe and Convertible is the deletion of the fog lights on the Coupe to provide better cooling, while the Convertible keeps them.

2011 BMW 335is Coupe

Inside, the cabin is chock full o’ M Sport upgrades, including aluminum Glacier Silver dark trim, an M Sport steering wheel, sport seats, anthracite headliner, M door sills, M driver’s footrest, M gearshift knob, and stainless-steel sport pedals. Dark grey instrument dials are branded with the 335is badge, as is the passenger side door.

For first-drive impressions of the 2011 BMW 335is live from Portugal, check out Bengt Halvorson’s article at TheCarConnection.

2011 bmw x3 spy shots july 001

The current BMW X3 may have to soldier on until the middle of 2011 in the U.S. as the redesigned version of the mid-size SUV is being delayed. The new model is expected to go on sale in Europe towards the end of 2010, but in the U.S. BMW is pushing back its arrival by as much as six months because the company wants to launch a new ordering system that allows customers to pick and match their vehicle to their exact specifications.

The information comes from BMW’s U.S. chief, Jim O’Donnell, who explained that the move will allow the company to offer up to four engine variants at launch, making lower-priced versions available from the outset.

Traditionally, BMW would launch the most expensive variants first, in this case the six-cylinder models, but with the luxury market still hurting the company doesn’t want to risk losing any sales.

O’Donnell went on to reveal that the complete engine lineup could include four-cylinder units, both gasoline and diesel, but a final decision won’t be made until the end of this year.

Unlike the current generation, which is built in Europe, the redesigned X3 will be built at BMW’s Spartanburg plant in South Carolina. If the new ordering system proves successful with the X3, BMW will then trial it with the larger X5 and X6 models that are also produced in Spartanburg.

For more information on the new X3, check out our previous spy shot story by clicking here.

Source:motorauthority.com

2010 BMW M3 GTS

We’ve seen the rumors, speculation and spy shots on BMW’s M3 GT4-type car for months now. We were even one of the first sites to confirm the car for production with our interview of M Division head Kay Segler. But today BMW has gone official, unveiling the M3 GTS, as the new car will be called. Unfortunately, it’s not currently planned for the North American market. Today, BMW released higher-resolution photos and more detailed info about its new track-special M3.

The car is a focused, no-compromises M3 in a way that recent M vehicles haven’t been. Putting the track first and creature comforts–and possibly even aesthetics–second, the M3 GTS goes the extra mile for performance. Power is delivered by a special 4.4-liter version of the V-8 that powers the current M3, rated at 450 horsepower in this application. They also add race-derived technology including a crankcase made of a special aluminum-silicon alloy and constructed in bedplate design, individual throttle butterflies, anti-knock sensors with “ion flow technology” and a wet sump oil supply.

That power is piped to the rear wheels through a 7-speed dual-clutch transmission. The transmission was specially engineered to withstand the power output of the beefed-up V-8, and the DKG Drivelogic shift points programmed to precisely extract the maximum from the engine.

Extensive use of honeycomb grillework, a prominent adjustable rear wing, adjustable front splitter and reworked front-end aero pieces all reflect the car’s speedy genes. Unique black alloy 19-inch wheels wrapped in 225/35 front and 285/30 rear tires ensure track-friendly understeer-bias with a high level of grip.

Lightweight carbon fiber is used for the roof to help reduce weight and lower the center of gravity, much like previous M3 CSL versions. The result of the weight savings strategy sees over 400 pounds culled from the standard car’s 3,700-pound curb weigh, with the GTS version weighing in at a scant 3,289 pounds.

A fully adjustable set of race dampers sits at the corners of the car, allowing owners to tune to the track and conditions with both bump and rebound adjustments. The brakes for the car are also custom-built pieces, with six-piston calipers up front and four-piston units out back.

Inside, race seats and five-point harnesses complement abundant matte-black surfaces and Alcantara for a decidedly sporty look. Like the Porsche GT3, the rear seat is sacrificed for a roll cage and a fire bottle, all in the interests of on-track safety. Despite all of this, the M3 GTS is still completely road-legal.

So far, there are no plans to bring the car to the U.S., however. This appears to be a track-day special for the European enthusiast. Expect it to cost about €115,000, or around $171,000–roughly three times the price of a “normal” M3. Ouch.

Source:carsmart101.com

What Edmunds.com says

Sleek styling, a high-class interior and plenty of performance combine to make the 2010 BMW Z4 one of the most desirable luxury roadsters available.

Pros

Sharp styling inside and out, smooth and powerful engines, quick-folding hardtop, capable handling.

Cons

Not as invigorating to drive as some rivals.

What’s New for 2010

Following its complete redesign last year, the 2010 BMW Z4 receives standard HD radio and optional automatic high beams.

2010 BMW Z4 Vehicle Overview

Introduction

The 2010 BMW Z4 is a descendant of the Z3, a pint-sized ragtop best known for its performance as James Bond’s car in the movie “Goldeneye.” Unlike its forebear, the Z4 isn’t a movie star; nonetheless, it’s far more qualified to be 007′s two-seater of choice. Comprehensively redesigned last year, the second-generation Z4 boasts a retractable hardtop, upscale styling inside and out, a refined ride/handling balance and a pair of superbly smooth and powerful inline-6 engines. Whereas that Z3 was essentially BMW’s answer to the elemental but mainstream Mazda Miata, the new Z4 is a world-class luxury roadster that even the most debonair British spy could appreciate.

The first thing you’ll notice about the Z4 is its sleekly sculpted sheet metal. This BMW may compete on price with the Mercedes-Benz SLK-Class, but its visual presence evokes the big-buck SL-Class. Like those Mercedes models, the Z4 comes with a retractable hardtop, which sets it apart from both its predecessors and soft-top rivals like the Audi TT and Porsche Boxster. The Z4 has plenty of firepower as well: Even the base sDrive 30i comes with a responsive inline-6 rated at 255 horsepower, while the sDrive35i features a 300-hp twin-turbocharged inline-6 that produces a 0-60-mph sprint of just 5.2 seconds. The sDrive35i is also eligible for BMW’s seven-speed dual-clutch automated manual transmission (it also appears on the high-performance M3), while the sDrive 30i makes do with a conventional six-speed automatic.

Enthusiasts will no doubt mourn the passing of the old M Roadster, a hard-core, M3-engined version of the previous Z4. Even the turbocharged sDrive35i is down 30 hp by comparison, and it has none of the M Roadster’s edginess when driven hard. However, the latest Z4 greatly expands upon that car’s niche appeal, nearly matching its on-paper performance while slathering on thick layers of style, luxury and versatility. Those in search of maximal thrills may want to look elsewhere, but the Z4 is plenty capable for most tastes, and adds a level of sophistication that few small convertibles can match.

Consequently, the Z4′s competition is all over the map. The aforementioned Mercedes-Benz SLK-Class remains a viable contender, but it looks and feels less special; as noted, the Z4 may be closer in spirit to the SL-Class, which commands twice the BMW’s price. Porsche’s Boxster ragtop and Cayman coupe are significantly more engaging to drive, and Chevrolet’s Corvette convertible delivers big V8 power, but they can’t match the versatility of the Z4′s retractable hardtop. The Audi TT and Nissan 370Z convertibles are cheaper, but they’re also less car. W.W.B.D. (What Would Bond Drive)? Quite possibly the 2010 BMW Z4.

For Pricing information, see our Pricing page.

Body Styles, Trim Levels, and Options

The 2010 BMW Z4 is a two-seat roadster with a retractable hardtop, available in either base sDrive30i or more powerful sDrive35i trim. The main distinction between the two cars is in the engine bay, but standard equipment also differs.

The base sDrive30i model includes 17-inch wheels, xenon headlamps, heated outside mirrors and rear window, a leather-wrapped multifunction steering wheel, premium leatherette vinyl upholstery, six-way manually adjustable seats, adaptive cruise control, iDrive and a CD audio system with HD radio, satellite radio preparation and an auxiliary audio jack. The sDrive30i also comes standard with driver-adjustable steering, throttle and — if applicable — automatic transmission programming. Going with the sDrive35i gets you a more powerful engine and a few extra features like sun-reflective leather seating, automatic climate control and brushed aluminum interior trim.

There are several notable option packages. The Premium package includes leather and automatic climate control for the 30i model, power seats with driver-side memory settings, an auto-dimming rearview mirror, ambient lighting, Bluetooth and BMW Assist. The Cold Weather package includes headlight washers, a heated steering wheel, heated seats and a ski bag pass-through from the trunk. The Premium Sound package includes a 14-speaker surround-sound audio system with a six-CD/DVD changer and an iPod/USB jack. An Ivory White Leather package gives you exactly what it sounds like and also includes special wood trim and 10-way-adjustable manual sport seats. Finally, the Sport package includes 18-inch wheels with performance tires (19s are available at extra cost), adaptive suspension dampers, the aforementioned sport seats and a higher top speed thanks to a recalibrated electronic limiter.

Many of these options are available separately, but a few stand-alone options that are not included in packages are keyless ignition/entry, a hard-drive-based navigation system with a pop-up screen and digital music storage, parking sensors and automatic high beams.

For more Style information, see our Compare Styles page.

Powertrains and Performance

The rear-wheel-drive 2010 BMW Z4 offers two engines — one for each trim level. The base sDrive30i comes with a naturally aspirated 3.0-liter inline-6 that makes 255 hp and 220 pound-feet of torque. The sDrive35i receives BMW’s twin-turbocharged inline-6 that’s rated at 300 hp and 300 lb-ft of torque. Both cars come standard with a six-speed manual transmission. A six-speed conventional automatic is optional on the sDrive30i, while the optional transmission for the sDrive35i is a seven-speed dual-clutch automated manual.

In performance testing, we clocked the sDrive35i from zero to 60 in 5.2 seconds with the six-speed manual. EPA fuel economy estimates range from 19 mpg city/28 mpg highway and 22 mpg combined for the sDrive30i (19/29/22 with the automatic) to 18/25/20 for the sDrive35i (17/24/20 with the automated manual).

For more Performance Data, see our Specifications page.

Safety

Side impact airbags, antilock brakes with brake assist, and stability control are all standard on the 2010 BMW Z4. The antilock brakes also integrate several features designed to improve braking performance, such as periodically wiping the brake rotors dry when the windshield wipers are in use and automatically snugging the pads to the rotors if the driver abruptly lifts off the throttle.

The roof is made of aluminum and incorporates a structural support system that helps protect occupants in case of a rollover accident. To provide protection in the event of a top-down rollover, there is a steel hoop behind each seat.

For more Safety information, see our Safety page.

Interior Design and Special Features

The 2010 BMW’s Z4′s cabin is sleek and upscale. High-quality materials abound and combine with diverse shapes to create an undeniably premium environment. Thankfully, BMW didn’t forget about practicality along the way. There’s a small storage area behind the seats that works well for purses or backpacks, as well as a moderately sized pass-through that effectively expands trunk space to accommodate long items like skis or golf clubs. The iDrive vehicle interface has been vastly improved — it’s now arguably the best of its breed, with an intuitive menu structure and helpful physical buttons alongside the familiar circular controller.

The hardtop does eat into storage space when folded — there’s a respectable 11 cubic feet with the top up, but only 6 with the top down. The folding top is power-operated and takes about 20 seconds to retract.

For more Interior Features information, see our Specifications page.

Driving Impressions

Even the base 2010 BMW Z4 sDrive30i is an entertaining drive thanks to its willing and exceptionally smooth 255-hp inline-6. The twin-turbocharged sDrive35i is better yet, offering up authoritative yet ultra-refined acceleration. One of our editors described the exhaust note as “flatulent,” but others appreciate its distinctive character. The sDrive35i’s dual-clutch automated manual transmission delivers quick and smooth shifts in Manual mode, yet it also does a very credible impression of a conventional automatic.

When driven aggressively, the Z4′s limits are high, but its reflexes and communication with the driver are somewhat lackluster. The culprits here are a numb electric power steering system and the Z4′s stubborn understeer in hard cornering. Nonetheless, a Z4 sDrive35i with the Sport package should provide enough sporting entertainment to satisfy the majority of luxury roadster buyers.

source: edmunds.com

What Edmunds.com says

It costs a lot and is growing a little long in the tooth, but the 2010 BMW 5 Series remains one of the best cars on the road.

Pros

Exceptional ride and handling, smooth and vigorous engines, premium cabin furnishings, sublime multicontour seats, strong resale value.

Cons

Pricier than most competitors, heavy steering, subpar crash test scores, fussy iDrive without navigation system.

What’s New for 2010

In its twilight year before a complete overhaul, the 2010 BMW 5 Series has been only mildly updated. When equipped with the optional navigation system, the 5 gets the latest version of BMW’s iDrive electronics interface. There are also a new Value package and M Sport package.

2010 BMW 5 Series Vehicle Overview

Introduction

Like Frank Sinatra singing “My Way,” the 2010 BMW 5 Series is looking at the tail end of its career. With a completely redesigned model just a year away, the latest 5 is facing its final curtain, but does so while still remaining a top choice for a premium midsize luxury sedan. Indeed, while newer competitors have surpassed this segment’s elder statesman in certain areas, the 5 remains one of the finest vehicles in the world to travel each and every highway.

Regrets? The 5 has a few, but the most worthy to mention is iDrive, which has been harped on endlessly since its introduction in the early 2000s. For 2010, all 5 Series thankfully get the latest iDrive knob and accompanying menu buttons, but without navigation, the same old convoluted menu structure remains. We suggest opting for the navigation system, which includes the higher-resolution screen and improved iDrive menus found in the all-new 7 Series.

Other than those updates, the 2010 5 Series continues to consist of the 528i, 535i and 550i sedans and 535i xDrive wagon. Of all these, the 535i would certainly be our pick. Its twin-turbocharged inline-6 endows it with an ideal blend of seamless power and respectable fuel efficiency. This torque-rich engine pulls hard from low in its rev range and effortlessly gets this BMW up to speed. In fact, the 535i is only a few tenths slower to 60 mph than the V8-powered 550i, while returning only 1 mpg less combined than the 528i.

The strong engines, along with an ideal ride/handling balance, spacious interior and impressive build quality are still the 5 Series’ core strengths. Yet it is certainly pricey, and its advanced age has put it behind the electronic times in a few areas. Also, its standard steering may be too stiff for some drivers. As such, the fully redesigned Mercedes E-Class, the sleek-looking Jaguar XF and even the very impressive Hyundai Genesis are worth close looks. But the 5 Series has faced them all and stood tall, continuing to be a favorite among our editors and shoppers alike. So although the end is near, the 2010 BMW 5 Series still does things its way.

For Pricing information, see our Pricing page.

Body Styles, Trim Levels, and Options

The 2010 BMW 5 Series is available in sedan and wagon body styles. Three engines are available on the sedan that correspond to the three trim levels (528i, 535i and 550i), with xDrive all-wheel drive available on the 528i and 535i sedans. The wagon comes in 535i xDrive trim only.

The 528i comes standard with 17-inch wheels, a sunroof, automatic headlights and wipers, power front seats with driver memory and power headrests, a power tilt-telescoping steering column, leatherette vinyl upholstery, automatic climate control, the iDrive electronics interface and a 10-speaker stereo with a CD player and an auxiliary audio jack. The 535i adds adaptive xenon headlights and lumbar support, while the 535i xDrive wagon adds a panoramic sunroof, fold-down rear seats and a power tailgate. The 550i adds parking assist, leather upholstery and an auto-dimming rearview mirror.

Many of the features that are standard on upper-level 5 Series models are optional on the lower trim levels, as are numerous additional features available in packages and/or as stand-alone items. These include larger wheels, active steering, a lane-departure warning system, front and rear parking assist, a head-up display, an infrared night vision display, active cruise control, automatic transmission shift paddles, fold-down rear seats, rear sunshades, heated front and rear seats, a heated steering wheel (package only), multicontour “Comfort” seats, keyless ignition/entry, a navigation system (paired with a different iDrive system), satellite radio, HD radio, an iPod interface and a 13-speaker premium surround-sound system.

There are several sport packages available. The Sport package available on the 528i and 535i adds active roll stabilization, 18-inch wheels, performance tires, a sport-tuned suspension, “Comfort” front seats and a sport steering wheel. The Sport package available on the xDrive models only includes the seats and steering wheel. The M Sport package available on all trim levels includes all the regular Sport package items, but adds an aerodynamic body kit, dark gray headliner and on the 550i, 19-inch wheels.

For more Style information, see our Compare Styles page.

Powertrains and Performance

The 528i comes with a 3.0-liter inline-6 that produces 230 horsepower and 200 pound-feet of torque. The 535i gets a turbocharged 3.0-liter inline-6 that pumps out 300 hp and 300 lb-ft of torque. The 550i has a 4.8-liter V8 under its hood good for 360 hp and 360 lb-ft of torque. The sedans are rear-wheel drive by default, but the 528i and 535i sedans can be equipped with all-wheel drive. All three engines come with a standard six-speed manual or an optional a six-speed automatic.

Performance is adequate even in the base 528i, but for those who care about moving swiftly, the 535i won’t disappoint. We clocked a 535i with the manual transmission at 5.8 seconds from zero to 60 mph. The 550i is fleeter still, completing the same sprint in 5.4 seconds with a stick shift. Fuel economy is very good in the 528i (18 mpg city/27 mpg highway and 21 mpg combined with the automatic) and almost the same in the 535i sedan (17/26/20 mpg), with only a minimal penalty if xDrive is added. However, the 535i xDrive wagon drops to 16/24/19 with the automatic, and the 550i returns 15/23/18 mpg.

For more Performance Data, see our Specifications page.

Safety

Standard safety equipment includes stability control, antilock disc brakes, front-seat side airbags and front and rear side curtain airbags. Rear-seat side airbags are optional. The available lane-departure warning system alerts the driver via vibrations in the steering wheel if the car starts to veer out of its lane, and a night vision system is capable of displaying possible hazards that are otherwise out of regular headlight range. Both hill start assist and hill descent control are standard on AWD models.

In government crash tests, the 2010 BMW 5 Series earned only three out of five stars for driver protection in a frontal crash, although it did receive a full five stars for front passenger protection and front and rear side protection. In crash testing performed by the Insurance Institute for Highway Safety, the 5 Series achieved the top score of “Good” in the frontal-offset test. However, the IIHS gave it the second-lowest rating of “Marginal” for side safety because of potential torso injury risk for front occupants.

For more Safety information, see our Safety page.

Interior Design and Special Features

The 2010 5 Series boasts one of the most spacious and comfortable cabins in its class, particularly when optioned with the fantastic “Comfort” front seats, which adjust in seemingly infinite ways. Rear-seat head- and legroom are also generous for its class. In addition to the accommodating cabin, the 14-cubic-foot trunk can hold a fair amount of stuff, and its opening is wide. The wagon has a maximum cargo volume of more than 58 cubic feet.

The overall look of the interior is on the austere side, even though materials quality is very good. The 5 Series’ standard iDrive electronics interface has drawn criticism over the years, but the situation has improved for 2010. When equipped with the new hard-drive-based navigation system, iDrive features the same updated control knob, physical menu buttons, high-resolution display screen and revised menu structure found in the new 7 Series. Without the navigation system, the 5 Series features the same new knob and menu buttons, but the screen remains, along with the convoluted and frustrating old menus. It’s like getting a MacBook Air with OS 9.

For more Interior Features information, see our Specifications page.

Driving Impressions

The 2010 BMW 5 Series is just at home on a winding back road as it is on a leisurely cross-country road trip. Opting for either of the sport packages allows the 5 to tackle tight corners as skillfully as some dedicated sports cars. When driven aggressively, the steering has perfect weighting and a near-telepathic feel, but around town and in parking lots, it feels overly heavy. For this reason, we think casual drivers mostly interested in the 5 Series’ looks, luxury and curb appeal should opt for the active steering system. Likewise, those drivers might find the ride quality to be a little stiff at times when equipped with the Sport package, but overall this BMW is a fine all-purpose luxury sport sedan.

For more Driving Impressions, Recent Articles and Car

source: edmunds.com

2009 Chrysler PT Cruiser

Daimler and Chrysler may have gone their separate ways back in 2007 but the two companies are still closely linked, especially since several of their models share common parts. It is because of this sharing of parts that has led to the latest squabble between the two, with Chrysler accusing Daimler of refusing to honor contracts to supply components and thus threatening production at some Chrysler factories.

The latest allegations are contained in a lawsuit filed last Friday in a U.S. Bankruptcy Court in New York but so far Daimler has rejected all the claims. The claims say Daimler is refusing to supply steering columns and torque converters in order to pressure Chrysler to make payments for stemming from a previous dispute between the two companies.

In the previous dispute, Daimler claims that Chrysler still owes it around $78 million to compensate for reduced volume for a 2.2-liter diesel engine designed for the PT Cruiser in Europe. Daimler says it is owed this amount because Chrysler didn’t buy as many of the engines as it had said it would.

Source:motorauthority.com