I press the start button – wait – nothing. I pull the key fob out, wait, put it back in and press the start button. I do this a few more times before I happen to press the start button and catch the gauge in front of me bounce up to life.

OK, so I’ve managed to successfully turn on the MINI E after about 1 minute of trying. It’s not that the fully electric MINI is broken or has issues, it is just that quiet when you’re turning over a car that has no cylinders to fire up and runs strictly on a massive battery pack sitting amidship the little coupe. It literally makes no sounds if the radio is off upon start up – eerily efficient.

Sitting in front of me where a cartoonish tachometer typically stares back at you is a gauge of the same size and design. However, instead of a series of markers for engine revolutions it simply shows a series of percentages, 0 up through 100% indicating the remaining battery power. Aside from the gauge, the interior of the MINI E looks just like that of it’s internal combustion relatives. After slipping the car into reverse without a single noise and then taking off, I begin to worry I may sneak up on a pedestrian without meaning to – I feel like I’m Captain Ramius and I’ve just activated the super silent crawler drive on the Red October.

This is where the drive gets interesting, though. After finding a small patch of straight asphalt I begin to get more aggressive with the throttle and the electric MINI jumps right to attention and shoots off at which point the car begins to emit a little noise for a change. As you pick up the pace, the car makes an interesting sort of gadgety noise. In retrospect, the best way to describe the noise is something between the  modified Back to the Future Delorean and an electric golf cart at full speed. It isn’t a bad noise but it is very different from anything you’ve experienced before from a car. The power application actually reminds me of the 335d in that as soon as you put your foot down on the throttle you feel an instant wave of torque. The MINI E feels quick in a straight line. However, the corners are where the MINI E gets a little off-kilter.

I didn’t push the MINI E very hard in my test drive but I did get the feeling that, with the nearly 600 lbs battery pack sitting where the rear seats should be and with a front-wheel-drive vehicle, the MINI comes across as a bit twitchy and vague when I took corners. It definitely lacks the crispness and coherence of the gasoline-powered version. Thankfully, the small electric car is still a pleasure to drive and retains a good bit of the personality of a MINI – which actually works as a selling point for the car and concepts it represents overall. But, I don’t, nor should others, expect the MINI E to handle just the way the others you can buy actually perform – it is after all a test vehicle only provided to a few hundred people as a means of exploring the viability of fully electric cars in everyday circumstances.

Aside from the handling hiccup, everything works just like a MINI should. The radio, seats, steering – it feels like driving a torquey MINI with the mute button pressed. Only when you’re really heavy on the throttle do you start to hear the electric motors hard at work. Otherwise, there is just a very distant, soft humming as you cruise along. In terms of the throttle, I did notice that the power feels entirely linear which is something you can’t necessarily extract from an gasoline engine – though many have tried. The MINI E feels like a big electric go-kart: for the most part you point the nose where you want it and it will gladly motor to that apex and beyond.

Earlier in the day, I sat through an hour long presenation on the MINI E which didn’t feel as relevant until I’d driven the car. The presentation gave a great deal of insight as to what it took for BMW to launch this program and make it stick for a year. Coordinating special electricity meters and system installations with city engineers and power companies, finding participants willing to hand over $850 a month to be test mules for a relatively uncertain technology – the scale of the planning and implementation of this experiment is massive. According to BMW/MINI, the support has been overwhelming with a small, closely knit community developing around the MINI E as many of the participants find their way through the year-long( though recently extended) experiment.  Many of the participants reportedly don’t want the program to end as they enjoy the electric MINI’s so much!

When looking at the shear scale of the project, it is impressive to see how much BMW/MINI have vested in this direction for alternative fuel sources. Hopefully, cars like this will find their way into the market place though probably not on the MINI or BMW models of today. While it doesn’t compare to the MINI Cooper S or JCW variants and their respective drive trains and exhaust notes, it does make a case that  alternative energy cars can be fun, handsome (dare I say cute?) vehicles – something Toyota has entirely failed at with the Prius.

The nose complies and slides runs, head-long, into the first of a wonderful series of turns; the cool fall atmosphere turns into a blur of orange, red, and yellow all around me. On my left, a guard rail holding back a steep drop and on my right a protruding rock face with scattered, bare trees, both hoping the car and driver don’t misstep. As I propel the car through the turns it doesn’t do what I expect it to: instead of running wide, the nose sticks and glides through the turns, composed and ready to take on the next turn without question.

As I exit the long series of S curves with a hint of a smile on my face, I look down at the display in front of me only to be shocked to see the suspension setting reads “COMFORT.” This was one of my favorite moments of a day with BMW’s all new 550i Gran Turismo and for those who are short on time, rest assured, the new 5 Series GT model still drives like a BMW should drive.

We were luck enough to have the opportunity to try a press test drive at the BMW headquarters in  Woodcliff, NJ headquarters to allow us, along with other journalists, to try out the 7 Series-based 5 GT. We were more than happy to take them up on the offer as part of a two-day agenda for the 550i GT and an educational session on BMW as it currently and will continue to exist in the United States, we were able to try out the 5 GT in a series of different environments that an average driver would come across. Honestly, on my flight up there, I didn’t know what to expect when it was all said and done. After all, I couldn’t stand the thought of the 5 GT when I saw the initial pictures of the model a few months ago.

Styling is an excellent jumping off point for the 5 GT too. Many love it, many hate it – typical of BMW styling as of late. However, after arriving early and spending about an hour snapping shots of the GT, the car began to make more sense to me as I went over the lines of it in person. As I wandered around a parking lot full of the GT’s I studied the curves of the car and the first thing I found was that the GT is best suited in highly reflective, darker colors as they show off the subtle curves of the car. Colors like Titanium Silver don’t really give a good impression of the way the design flows and can make the it feel a bit awkward – however, this can probably be said of many modern cars. The second thing I noticed was just how much styling DNA comes across from the CS Concept.

Studying the nose of the GT, I  could see how the nose the very wide dual kidney grill protrude outward, giving the front fascia a very masculine, strong look. Along the sides, the CS Concept influence continues with a high cutline that runs from the front wheel arch all the way to the tail lamps, giving the car a very sculpted appearance. At the rear, the 5 GT does have a large butt and there is no getting around it. From 3/4 shots of the rear, it does look a bit tacked on but when looking directly at the rear it looks fantastic. With squat, artistically styled L shaped tail lamps and a bit of a sedan-like, squished wagon rear-end, the back of the car looks very BMW but with a cross between a 5 Series Touring and an X6/X5. Overall, the exterior looks strong and honestly, pictures don’t do it much justice. The tail lamps are a very nice touch to the rear with their ressemblance blown glass.

Regarding the interior, again, typical BMW with a styling mix somewhere between an X6 and 7 Series. Certainly not a bad thing! The interior of a BMW is a very comfortable place to be and the controls, while taking a little getting used to, are fairly easy to interpret and find while driving. The new i-Drive controls mounted on the transmission tunnel make a world of difference to the usability of the system while driving as do the changes BMW has implemented on the latest i-Drive. However, we will get back to the interior later.

The next morning, when it came time to head out to spend the day with a 550i GT, I was lucky enough to be the driving the first leg of the trip and so I snuggled in behind the wheel. However, first we had to load all of our camera gear into the trunk. BMW has a trick two-stage trunk with hidden in the GT’s rump, with the first stage acting like a normal trunk that doesn’t give access to the interior. The second stage is a full 5th door that gives access to the rear seats while permitting the owner to put taller objects into the back or providing unrestricted access to the trunk space. If you need more trunk space then feel free to move the rear seats forwards to adjust for additional room. After loading most of our stuff into the trunk, I was surprised by how much room we still had yet to take up. This was the 5 GT successfully demonstrating its versatility for taking long weekend trips or heavy use in around-town errands.

However, I digress. The first thing you notice in modern BMW’s is the level of information at your finger tips on the displays around the speedometer and tachometer. There’s almost too much to take in when you’re driving and I found myself hunting for information more than being able to quickly look down at the gauges. However, the new interface has been designed to keep your eyes off of the i-Drive screen and facing forward and it does that part very well once acquainted with the systems. Coupled with the improved scrolling and sub-menu controls on the steering wheel for things like navigation and music menus, I found it very easy to scroll through songs on my iPod without the need to take my eyes off the road as songs cycle through the bottom right corner of the display. This integration of i-Drive and some of its functionality into the display makes the system much less of a distraction than previous iterations and you find yourself successfully navigating through to what you need versus trying to hold the wheel and watch the road while scrolling through endless menus. An interesting aside to the display is the small “Efficient Dynamics” mete below the tachometer that works similar to a full efficiency gauge with a blue area and battery logo. When the driver lifts from the throttle or brakes hard the gauge registers up into the blue region of the meter which BMW told us is the battery being charged up to recapture energy. However, this isn’t similar to KERS from Formula One that adds horsepower but just a means of recapturing energy for the battery.

After the offset, we cruised across some undulating city roads where the 550i GT felt very sedate and surprising quiet at low speeds. The up shifts in the 8-speed automatic and nearly imperceptible and the down shifts are almost the same too. While 8 gears may sound like a lot, the transmission manages pretty well in automatic mode and you don’t get a feeling that the gearbox is hunting for the best gear constantly as some of BMW’s competition has been criticized for. As we glided along through the crisp, cool morning, I realized that the seating position of the 5 GT sits somewhere between a low-slung sedan and a smaller, X3-sized SAV. It isn’t bad but it does feel a bit odd at first as you feel like you should be driving a car but have a somewhat altered seating.

Upon reaching the interstate, I decided it was time to open up the 4.3L twin-turbo V8 and see how well it used those 400 German horses it was hiding under the hood. That’s when I learned of the Jeykll & Hyde personality of the 550i GT. I down shifted to third and punched the throttle and a mechanical whine started to shout from the rear. Remember when you’re a kid sitting in a school desk and you’re pretending to drive a sports car so you’re making a sort of “grrrrrrrr vrooom grrrrrrrrrrrr!” noise for the engine and gear changes? Well take that noise and then make it throatier and that is what the exhaust note of the 550i GT sounds like – an “M3 lite” if you will. Not too loud, not too soft, just right for the car. Aside from the lovely sound, there are gobs of power throughout the rev band and the engine pulls very well from about 2,000 RPM’s up to the 7,000 RPM red-line. This is where the split personality of the car comes in, though. When you hammer the engine it will absolutely scream and come to life with incredible fury, ready to do more than you’re expecting it to, being quite the little torque monster it will get up and run. However, if you’re feeling a little more lazy, the 550i GT can easily settle down and very quietly cruise along, making the local police none-the-more suspicious that you just finished caning the car down a mountain.

Which brings me to the suspension and overall driving feel of the car. The majority of the cars to test were equipped with the Sports Package, and as an enthusiast, I have to say that there is no other way to go. Our car came equipped with the optional package and the 20 inch wheels which fill the wheel wells nicely. Yes, our car came with the run flats but that has been beaten to death so let’s move on. One wonderful feature that the 550i GT had was the adjustable suspension that comes from other BMW’s like the 750i with a simple button on the console by the gear lever that can be thumbed up or down for the 4 pre-determined suspension settings: Comfort, Normal, Sport and Sport+. What’s nice is that the active steering system is linked in with the suspension setting so the steering feel will react differently depending on what mode is selected on the suspension. In comfort mode? Great your steering feels light but effective. Want to carve corners? Then the steering firms up a good bit and has a solid, weighted feeling behind it when one of the Sport modes is selected. Honestly, I despised the active steering system in the E60 when it was first introduced but when packaged with an active suspension this execution of it makes for a very compelling case.

On open stretches such as a highway or even in the city, I found the Comfort mode kept the bumps at a minimum and generally the car felt very cushy and wafted us across poor roads and expansion joints. However, if you really feel like getting on it, I recommend the two Sport modes, the first firms everything up and the second disables a few electric nannies while still retaining a large threshold for driver error. However, if you take a corner fast with Comfort selected, you will get a noticeable sensation of bluntness by the car. However, that’s simply cured with an adjustment of the suspension. When I found myself on tight back roads it was easier to leave everything in Sport mode and still retain a fairly compliant ride quality. BMW has been nice enough to allow even the most picky drivers, via i-Drive, to alter the settings of these modes and what they affect, however, I didn’t take advantage of this and left my trust in the engineers’ hands through the pre-determined arrangements.

After some hard punting around Southeastern New York state, I found I really enjoyed the 550i GT and my initial skepticism was beginning to wash away after a few hours behind the wheel. Too bad it was time for a driver change at a petite tea house inside of a small village in New York. As a passenger in the 550i GT, I was still in the one of the best seats in the house. It gave me time to appreciate the two-stage, Olympic-pool sized sunroof and the overall aesthetic and comfort of the interior. Much different from most modern BMW’s, the interior feels very open and light, a much more accessible greenhouse than I can remember driving in a new BMW in quite some time. In scanning the interior, it felt very cohesive yet had an incredible amount of room. The design is top notch and flows well from the matte wooden dash, wrapping around and down through the frameless doors, from front to back the design feels very succinct. The  swooping lines and materials of the interior feel like a very big step up over the E60/E65 as the lines are not sharp and slashing and feel more conducive to a comfortable atmosphere.

However, the best part of the interior is the rear seat. Available as a 3-person rear seat or a 2-person bench with power rear seats, this is quite a comfortable place to be. As the 5 GT is based on a F01 750i platform, you’re privy to the same rear seating capacity and overall interior space. In the rear with the partially reclining seats, I found a very comfortable place to spend my time. With optional DVD players in the rear seats, acres of leg room (I’m 6′4 and my feet were nowhere near the front seats) you start to wonder – “why would I pick a 750i over the 550i GT?” Especially when the model we tested is anticipated to come in somewhere in the mid-high $60,000 range, well below a base 750i.  While most owners will never spend a lot of time being driven in their own car, this car made a compelling case for asking my fiance to start driving me around when we have to run errands. Add to the comfort the very open, airy feel of the greenhouse and you’ll likely not want to get out of the car once you reach your destination.

After we crept up to the top of the mountain to an incredible view and even better lunch at a very German-like hotel, it was my time to jump back behind the wheel and take the 550i GT back down the mountain onto  the highway and back to the hotel. I, of course, came screaming down the mountain and did get a feeling that 550i GT, as good as it is, will not hide its weight and if you push it too hard in the corners it will push wide and the brakes will get a little squishy if you continue to lean on them heavily. Thankfully, to steer the wheels BMW has active rear steering on the rear wheels which, above a pre-determined speed, will turn up to 3 degrees with the front wheels to help overall handling – surprisingly, if you look for it you can feel the system working.

However, as I neared the end of my commute across a good portion of southern New York state, I realized that the GT is about luxury first with performance second and that my initial impressions were wrong: this is a true BMW after all. Surprisingly, I was OK with that realization. This is a car for couples who may have a few young children or older children already out of the house. A car for people who enjoy driving but need something that is comfortable and spacious first but has accessible performance at a whim. Happen to have a favorite twisting road that you hit on your way back from work? Great, this car will waft you to the office comfortably and then allow you to slip everything into sport mode and take full advantage of the performance aspects of the car on the way home.

The car caters to an audience older than myself, someone who isn’t ready for a 7 Series yet but needs something less compromising in terms of functionality and wants something quick and  likes to travel often. However, the 5 Series GT does what it was built for well: a great all-rounder that can take you to the office, around town or off for a long weekend while allowing you to travel in comfort and very modern style with performance and space aplenty and all with improved efficiencies.

Thinking of getting an sporting luxury SUV or wagon for your next car? Congratulations, your decision process just got that much more difficult.

Disclaimer: BMW flew me out to New Jersey, stuffed me with food and put me through a day of “school” before getting behind the 5 Series GT.

Ironically enough, it was an episode from Season 10 in which the Top Gear boys purchased a BMW 330d and converted it to racing spec for a 24-hour endurance race at the historic Silverstone circuit.

I’d seen it hundreds of times but it’s still enjoyable to see Top Gear give a somewhat serious look at a BMW performance, much less a diesel one at that. However, the episode brought me back to my experience at BMW’s New Jersey headquarters earlier that day.

After some presentations regarding EfficientDynamics, a showing of the Rolls Royce Ghost and the full information session of the soon-to-be released 550i Gran Turismo, I was able to step out into the parking lot to test out a variety of new BMW models. Aside from the MINI-E, what caught my eye was a subtle little 5-door hatchback wedged behind an X6 Active Hybrid. Upon wandering over, it was indeed the 123d M Sport hatchback that we’d been promised would “happen” to be present for us to test on BMW’s campus during the inaugural BMW One Day University program. The back-story to 123d is what you would expect: it was manufactured in Germany and then eventually brought over to the U.S. facility as a car for engineers to examine and try out. As this car was purely for the engineers and not certified for U.S. consumption, I was reserved to hustling it around the gorgeous ex-apple orchard that is the BMW campus.

Interestingly enough, this was to be the first amount of seat time I’d had with any 1 Series car, much less a diesel. After plopping behind the wheel, I was pleasantly surprised to find the interior to be comparable in terms of quality to that of an E90 and that I had a massive amount of headroom compared to my E46 coupe. Maybe last March I should have kept that deposit on a 135i after all?

I inserted the key and thumbed the starter and the little diesel rumbled to life. The start-up of the car felt a bit jittery for a second or so and I could feel it through the gear lever but that was all replaced by a very low, clattery noise as the car idled. After looking the controls over once more to make sure I was familiar with everything, I set it off through the parking lot and onto the road looping the campus. As I began to build the revs and shift from first to second, the clattery noise seemed to disappear and the engine sounded more like lower displacement inline-6’s than what I expected a diesel engine to sound like: a GMC 2500HD truck. Thankfully, I was wrong and as the revs raced, rather quickly as that, to the redline, the engine had a much more angry note, saying “Yes, I’m efficient but I want to drive!” I began to speed the little bimmer around the campus and was immediately impressed by the seats of the 1 Series, much better bolstering than my E46, and the way the whole package worked in unison.

The 123d does an excellent job of providing a well-balanced driving experience with a compliant chassis and well-balance suspension. I felt that the steering wheel and the weight of the steering was balanced and gave me the feedback I wanted from the front wheels without being too abrasive.  Again, the car reminded me of an E46 soul successor in the way the car performed as a whole package. What really stood out, as you’d expect, was the engine. Despite having a low redline compared to gasoline engines, I was pleasantly surprised by the amount of thrust from the wall of torque that comes on strong very low in the rev range all the way through to the top end. The torque and low redline required I be very attentive to when to shift gears; a task I was more than happy to engage in.  Unfortunately, the start-stop technology on the test was not switched on at the time of our tests so I’m unable to comment on that aspect of the engine.

But, at low speeds and in higher gears the 123d still felt very civil and hid its dirty diesel lineage well by reminding me more of a zippy 4 cylinder gasoline-powered car. Does the engine sound as good as an inline-6 or possibly even a highly-strung gasoline 4-cylinder when simply cruising or when you’re hammering down? No and diesels probably never will. But it does return high fuel economy and provide an engaging driving experience that I’ve come to expect from a rear-wheel-drive BMW which was a reassuring realization about the diesel hatchback. It was a great reminder that, as BMW have told us many times over, you can have efficiency AND performance with little, if any, compromise.

After kicking around the Alpine White on black leather 123d for a little while I reluctantly brought it back to the parking lot to join its American market brothers in arms. After getting out of the car, I felt a sense of disappointment, though. The 123d is a wonderful all-round car and if I really wanted to, there was absolutely no way for me to walk into my local dealership to order one. It is such as shame for the U.S. market that we might never get this car solely because of the stigmas of yesteryear’s diesels plaguing the minds of the premium car consumer in the United States. Personally, this is a car I would love to own. I drive a significant amount for work and would love something that is fuel efficient and attractive while also being sporty. Something I can pick up clients in during the week and then take to a track day on the weekend. The 123d (the hatchback is unexpectedly handsome and compelling in person though personal preference would be the coupe variant) would be an excellent solution for me. I know I’m not alone in wanting a car that fulfils those needs and I know I’m not alone as someone willing to take a step out of a gasoline-engined BMW and into a diesel-powered BMW. However, it would seem that the future of a U.S. spec 123d is at the mercy of the generally diesel-ignorant buying public. Thankfully, BMW is on the offensive with educating everyone to the benefits of diesels!

Evaluating a vehicle can be sometimes instinctual and subjective, each one of us have different needs, expectations and preferences, but we would like to believe we’re maintaining that objective approach. Since we’ve already tested all the current M models, we have a well defined idea of what to expect from an M car: stability, speed, dynamics, handling, thrill and last but not least, safety.

Driving a 555 horsepower and 500 lb-ft of torque SAV brings new emotions, on one hand, you’re getting the safety and stability from a massive all-wheel drive Sports Activity Vehicle and on the other hand, the power of “real Motorsport” car, a power that along with the exhaust sound turned many heads when we decided to push it a little.

Pushing the X5 M might not be the best choice of wording since we haven’t even achieved half of its potential while cruising down the highway. The car can and will do more if given the chance and its true potential is unleashed when the large wheels hit the track ground, as we’ve seen with the X6 M.  With very limited turbo lag, almost non-existent due to the twin-scroll technology, the X5 M takes you above speed limits within moments and we found ourselves looking at the speedometer or Head-Up Display more than usual.

The Adaptive Drive system is also a beauty and its capability to alters damper resistance according to the conditions and speed is just what you need when driving in different scenarios. But let’s not forget the X5 M’s xDrive system with its rear-wheel-bias that will satisfy even the most performance-hungry M owners.

That’s all we have for now, but our road test continues and we will share all the findings with you, both positive and negative, if needed.

Under The Hood

The X6 xDrive30d is powered by a light alloy six-cylinder in-line common-rail diesel engine with four valve technology and a turbocharger with variable turbine geometry. It outputs a maximum 235 hp @ 4000rpm and a maximum torque of 427lb ft @ 2000-2750rpm.

According to official BMW numbers, the X6 xDrive30d runs from 0-62 mph in 8.0 seconds and tops out at 130mph/210kmh (137mph/220kmh with Dynamic Pack). Apparently ours did have an “improved” Dynamic Pack, as the top speed we hit was 236kmh on a downward slope on the autobahn and 228kmh on a straight line.

City Driving

We picked up the car in Munich, at the BMW Welt and spent a couple of days driving in and around the city. The car was fun to drive on the streets thanks to the plentiful torque the 30d delivers making the X6 quite agile given the 2+ tones of Bavarian ingenuity. The not so fun part was parking on crowded streets or not so spacious parking garages across Munich. The front and rear-end parking sensors definitely help, but it still took us a while to get used to the cars’ imposing size and limited rear mirror view when maneuvering in tight spots. Here is where the rear-view camera stepped in to help.

The Munich city roads are in a very good condition for the most part and superior to most urban roads in the U.S., however they did help emphasize the firmness of the X6’s suspension as compared to that of a Range Rover for example.

Is it a city car? No, but it certainly does feel empowering to drive a car which aggressive looks and impressive macho design turn heads, even in Germany.

X6 On The Autobahn

The BMW X6 idea is based on the already successful X5 Sports Activity Vehicle, but what sets it apart, aside from the obvious low roof, bodywork, are the firm suspension and the addition of Dynamic Performance Control.

It is the latter that makes the X6 so special. A very clever rear differential, DPC apportions power to the rear wheels independently to improve agility, stability and traction at all times. Why is it important? It makes the X6 handle incredibly well and safely in any condition without cutting power or hitting the brakes to interfere.

The centre of gravity is lower than the X5’s, and it has a marginally wider rear track, both of which make it feel secure and planted. Never thought we would feel so secure at 100+mph in an SAV(SAC for those keeping track of these naming conventions), particularly in very curvy areas on the autobahn. The X6 body control is superb, and at high speeds, the X6 feels really stable. The firm suspension coupled with the wide 20” Bridgestones provided great road feedback at all times.

One of the few negatives is the limited view in the rear mirror due to the low roof, partly compensated by the large outside mirrors and the longer than expected time it took to slow down from high speeds due to the weight of the car which we could feel particularly when taking the exit ramps on the autobahn and entering sharp corners. On our way to Nürburg from Frankfurt, once off the autobahn we drove on some pretty twisty roads with rapid elevation changes.

How did the X6 behave?

Considering the dangerous (read crazy) overtaking, we averaged about 75-80mph on those roads, it did very well on straight lines and not so in steep corners, it did require additional braking to fight the gravitational forces for entering steeper corners. However after entering the corner and adding gradual acceleration, the grip from all for wheels and sense of security was once again back.

We did make it on time to Nürburg, but unfortunately didn’t get a chance to take it to the track due to an accident that caused an early closure. That would have been the ultimate test, especially since some of us already had the chance to drive the more powerful X6 xDrive50i on a race track, but there is always next time and “its diesel brother”, xDrive35d, sounds quite appealing.

Verdict

With the X6, BMW managed to create a novelty in the SAV segment, a worthy rival to the Range Rover and Porsche Cayenne, and at the same time, created a new niche in this segment, Sports Activity Coupe, an all-wheel drive vehicle with coupe-like lines and the sportiness of a smaller automobile.

Its distinctive aggressive looks, athleticism and precision implanted from other mainstream BMW models make it extremely attractive to BMW buyers and we’re sure will lure many others.

Along with the more elegant and cohesive design, the new Z4 features some of the latest technologies developed by BMW. In a competitive segment dominated by roadsters from Porsche, Mercedes and Audi, BMW needed to demonstrate its ability to build high-performance cars that will sell not only based on style, but mostly on dynamics and pleasure of driving.

Juliane Blasi, exterior designer Z4, finds the right words to define the new roadster in a single phrase: “If the car wants to be emotional and sexy, it needs to speak the language of people and not the language of a product.” And this quote is closer to the truth that you can imagine.

So is the new Z4 indeed emotional and sexy while creating a bond between itself and the driver? Let’s take a closer look

“The Sexy Look Is Back”

Designed by a team dominated by female designers, the two-seater Z4 illustrates the perfect roadster: long massive hood, small rear-end and muscular panels. As explained by BMW, the new Z4 has some influences, both in the exterior and interior design, from the now defunct super roadster Z8.

The initial impressions when we saw the car were elegance and class. From the flame surfacing to the two side creases “flowing” from the back of the car all the way to the front, the new Z4 design adds a more upscale look compared to its predecessor.

Another crease starts behind the door handle and moves up towards the A-pillar, where it starts to run through the hood towards the nose, outlines the inner edge of the headlight cluster and it ends at the lower outer corner of the front grille.

The central creases are sharper and ending before reaching the hood front cut line, forming a small V shape that surround the BMW roundel. An unique element in this new design language is the BMW logo which sits on the bumper rather than the hood.

At the front and rear-end, the aggressive look becomes even more evident, enhanced by the sporty bumpers along with the new lights.

The new Z4 roadster features a folding hard top, similar to the one found in the 3 Series Convertible models. Because of the design of the top, the windows are larger allowing a better visibility and also a feel of more openness. The two piece hard top folds into the trunk in approximately 20 seconds. When the top is stowed, there is a 6.4 cubic feet space available for storage. Top up and the trunk space increases to 10.9 cubic feet.

Sporty Interior Redefined

Like the exterior, the cabin has been completely redesigned. It is by far one of the best interior designs we have seen in a BMW to date and it has been “penned” by Nadya Arnaout, Interior Designer of the CS Concept as well. The new Z4 interior marks the return of the driver oriented dashboard, the first step in creating that connection between the car and its driver. Therefore, the passenger and driver are separated by the transmission tunnel where the second generation iDrive controls and gear shifter are situated.

Softer, cozier, but still sporty, the design and materials used please even the most pretentious BMW owner.Round AC controls dominate the center console with the typical audio controls sitting beneath them. The round shapes approach transfers onto the tachometer and speedometer as well.

The sporty seats are the highlight of this interior. Finished in a supple Coral Read Kansas leather, the seats have now extending thigh and side bolsters providing comfort even to larger bodies. During long-distance driving, we immediately noticed the excellent support and comfort, a great feeling for someone that is 6″2 in height. We might see an issue with taller occupants which will find their knees splayed upward and feel a bit crowded.

The smaller, but thick and sturdy multifunction steering wheel is very responsive to driver’s and car’s feedback. We learned in the past that some people complained about the lack of communication back through the steering wheel which can impact the driving experience, but in our opinion, at least on the Chicago roads, the feedback was more than adequate.

Behind the seats, BMW left a small storage area where the driver and passenger can stove a purse or a laptop bag if needed. Between the seats, the Z4 offers a pass-through compartment for skis or golf bags.

Since safety is part of any roadster design, a rollover protection systems consisting of two roll-over bars protect the occupants in the event of a serious accident. Other safety equipment includes rigid side sills and head-throax airbags.

Conclusion: the Z4 cabin is roomy enough and BMW managed to fully utilize the space available. For those of you that like to carry plenty of small items with you, fear no more, lots of smaller compartments are available for storage.

Performance, Dynamics and Handling

Our Z4 had a base price of $51,650, but after adding a handful of options(Cold Weather, Premium and Sport Packages, Multi-Function Steering Wheel and more), the price jumped to $59,720. Not on the cheap side, but according to BMW, well worth it and priced in-line with its competitors.

Being the true bimmer enthusiasts that we are, we went with the six-speed manual gearbox model and of course, the high-end, sDrive 35i. While some BMW owners might prefer the seven-speed dual clutch transmission, we wanted to experience the roadster in old school style.

In the sDrive35i form, the new roadster outputs 300 horsepower and 300 lb-ft of torque at 3,200 rpm. With a manual transmission, the new Z4 goes from still to 60 mph in 5.1 seconds, just .1 second slower than the old Z4 M. The sDrive35i weighs around 3,400 lbs.

Our goal was to put the new roadster through a variety of driving scenarios and also through lengthy distances. In a little bit more than a week, we drove the Z4 for 1,045 miles on highways, curvy and back roads, and of course, through the infernal Downtown Chicago traffic. Despite the impressive performance numbers we have seen with this sDrive35i model, we still believe the new Z4 is all about handling, dynamics and pleasure of driving.

Some of us might still miss the old days of the Z4 M, with its great handling, but somewhat rougher ride. Truth is that the new Z4 makes you forget all about it in no time. While it still shows why BMW is famous for their handling capabilities, the new Z4 overall ride feeling is far smoother, most of it due to the new adjustable Dynamic Driving Control system.
DDC, short for Dynamic Driving Control, gives the driver the option to adjust several settings with one touch. DDC controls the engine’s responsiveness, steering and of course, the adaptive M suspension.

The car we tested was equipped with the optional Sport Package and the Adaptive M Suspension, so we decided to split the time behind the steering wheel in various driving modes. It is worth mentioning that the rigidity of the retractable hardtop improves the ride quality.

Naturally, we started on the softer side, “Normal” setting.

While commuting and staying in “Normal” mode, the new Z4 is gave us an enjoyable experience and at the same time, it proved that the roadster can be more than a weekend getaway car. The ride is comfortable, but more controllable by the adaptive damper system. Performance is not being sacrificed at all and the engine still gives the roadster that much needed punch when changing lanes or passing other vehicles.

But the truth is that the Joy in a roadster comes out on open roads, highways. This is when the new Z4 really shines. Switching over to the “Sport” mode, the roadster becomes more aggressive, nervous and eager to please. The dynamic stability control loosens up a bit, allowing the rear-end to slide more than in “Normal”. But be fearless, the Z4 is still as stable as one would want and the stability control system does a fine job correcting any mistakes you make.

Some things that we noticed immediately in both “Sport” and “Sport+” modes, are the sharper steering response and quicker throttle feedback. “Sport+” brings out those characteristics even more and at higher speeds, it requires more concentration on the driver’s part.

While taking a couple of trips from the crowded Chicago streets to the open roads in the outskirts of Milwaukee, we had the opportunity to push the Z4 to its limits. The twisty roads were conquered easily by the new roadster and the aggressiveness, that brought fire onto the Porsche’s Boxter, really stands out now. The car feels like it was made for cornering and when pushing heavy on the throttle, the exhaust tone sends shivers down your spine. With the top down, that engine and exhaust noise is ecstatic, and it makes sure it reminds everyone why BMW makes some of the best engines in the world.

While driving across a back road, an imminent dangerous situation occurred, so we performed a sudden stop or let’s say, a desperate slam on the brakes. Going at 90 mph, you would expect somewhat of a longer braking distance, but truth is the Z4 brakes didn’t fade and saved the day for us without much adrenaline rushing through our veins.

Going back into the Chicago traffic, we switched back to the normal driving setting and despite the feeling of having a less connection with the roadster, we didn’t mind when cruising at 20 mph. It also gave us the opportunity to see if the new Z4 roadster is a “head-turner” and indeed it was. Probably a combination of being a new release and featuring a fresh design, the Z4 really stood out, especially when the top was down and we didn’t mind the extra attention and thumbs up we received along the way.

Since fuel economy is an important factor these days, we kept a tab on it. After the 1,000 miles or so we’ve been through, the Z4 sDrive35i with the manual transmission scored a combined average of 18.3 mpg, a bit short of the 20 mpg advertised by BMW, but at the same time, expected because of our driving style.

Has BMW really built the perfect Roadster?

Well, almost we would say, however each roadster has its own customers and what might seem an advantage to a BMW owner, could actually turn into a disadvantage for another driver. The beauty of this 2009 BMW Z4 is that it is now an all-weather vehicle. A smart play by BMW which has automatically expanded the geography and demographics of potential buyers. In states like California where historically the Z4 sold well, this might not be noticeable, but in other East or Midwest states, the new roadster can easily handle winters, turning the Z4 into an usable car all year round.

At its core, the Z4 still represents the image of a true roadster, a car built for high speeds over long distances and last but not least, a fun ride that brings out the joy in any driver.

BMW has proved again that they are on the right track and the shift in both interior and exterior design has been highly praised by BMW fans and not only. Sure, it doesn’t carry the M brand name on it, but the driving experience can be compared to one.

If the Z4 impressed many of us, we’re quite intrigued to see what the lighter, more efficient, but still powerful Z2 Roadster will bring to the table.

While the first impression was expected to be quite positive towards this new model, I was somewhat convinced that the second day I might end up finding some faulty things also. Well, I tried and I tried again, and while the overall ride is still top notch, I did find one quirk, something that might bother some people more than others: run flat tires. The rigidity of the retractable hardtop improves the ride quality, but the run flats are a bit harsh on the overall driving experience.

I’m one of these people that can and will ignore some these small annoyances, I drive a 335i which sports the same rigid, noisy run flats, but I absolutely see some of the BMW customer being a bit annoyed by them. Yes, we know, most of the bimmer these days are sporting the run flats and this topic has been widely discussed here.

Now that we got that out of the way, let me tell you what got me excited today the most: the M adaptive suspension that can be cycled through Normal, Sport and Sport+ mode. Do you want to guess which I one chose for my test drive today? Yes, you got it…Sport+. Through these modes, several things are being adjusted: steering assist level, directional stability control sensitivity and throttle response. The damper firmness can also be adjusted via the dynamic drive control program.

Looking for a more calm and comfortable ride? Switch over to normal and enjoy the roadster.

One thing that I omitted to capture on camera is the engine noise, a fabulous noise especially when going through a tunnel and you firmly press the gas pedal…..but I will have a short video on that soon. This roaring and imposing noise really reminds you that you’re driving a BMW.

Last thing I want to talk about before our next encounter are the fuel consumption numbers. BMW rates the Z4 sDrive35i manual at 17mpg/25mpg and I saw a 17-18mpg combined mpg.

As usual, some of my driving experiences and instant photos get posted on Twitter also, so if you’re looking for even more real-time news from my test drives and events, feel free to follow us.

But this time, I decided to do something different and more interesting, so rather than waiting a full week before publishing my Z4 review, I will give you daily reports on my experience behind the BMW Z4.

The Z4 I’m driving this week is the high-end sDrive35i model powered by the multiple award-winning 3.0 liter twin-turbo engine which outputs 300 horsepower and 300 lb-ft of torque at only 1,400 rpm. Unusual but highly appreciated, the Z4 came with a manual transmission and that has made my experience even more interesting. The Z4 35i also came equipped with Premium and Sport Package, along with Coral Red leather interior which matches perfectly the stunning Alpina White paint.

Oh…some of you that might not know, the Z4 sDrive35i weights 3,450 and you will see later on why this was important to mention.

So yesterday, it was a great day in Chicago, a tad hot some might say – 90F(32 Celsius) – but in my opinion, perfect day to take out a roadster and enjoy the summer. With the top down, I decided to cruise down the Lake Michigan shore to find a good spot for the photoshoot session. I do know by now how much you enjoy our BMW photos, so I had to keep the tradition going.

From the moment I received the car, I started asking myself: “What could be the best scenery to really capture the Z4 spirit?” The beach, ocean….okay, we don’t have any ocean here in the Midwest, but we do have the beautiful Lake Michigan. Later that night, I decided to take the Z4 in the Chicago Downtown area and this time, capture the roadster against the beautiful architecture of a large city.

I won’t post all the photos today, but the final Z4 photo gallery is the best we have made so far.

Now back to the car since that’s what we care the most, right? Well, let me start by saying that a roadster has never been on my Top 3 list of BMWs I would buy, mostly because of the long winters we have here and the lack of a hardtop. But boy, have things changed now? While the winter is still long in the Midwest, the new redesigned and re-engineered 2009 BMW Z4 comes with the much needed hardtop. Sure, some of you that live in sunny and all-year round warm areas might have loved the soft top and less weight added to your roadster, but truth is that many people are seeing the hardtops on a convertible/roadster as a plus when it comes to final purchasing decision.

Even though I spent just a day with the car now, this roadster might actually move up to that top 3 I’ve mentioned earlier, but we’ll give it some time and see how it handles itself as a daily commuter, among other roles it might play when it comes to owning just one car.

I won’t get into all the design details now, the full review will drill down to every detail, but the new Z4’s design lines are a step forward compared to the previous generation. From the more aggressive front-end and sportier back, to the dynamic body creases and flame surfacing, the Z4 has brought itself back into the Roadster game where “players” like Mercedes SLK, Porsche Boxter or Audi TT were disputing the crown of the best roadster.

The interior design is one of the best I have seen in a BMW so far, of course, less luxurious and pretentious as the new 7 or 5 GT, but without a doubt the best in any sporty BMW out there. Once again, it is worth mentioning that Nadya Arnaout, Z4 interior design, has done it again – she has also designed the interior of the CS Concept. More on this later as well, but believe me, the Z4 interior photos will show you exactly what I mean.

Performance…..my favorite area. I wouldn’t say that I’m an aggressive nor a racing driver, but boy….do I enjoy to push my bimmers to the limit? Coming from the 335i, I expected the twin-turbo Z4 to be as fast or even faster than my 3er sedan and I wasn’t wrong. Sitting lower than my 335i and having a more aerodynamic  bodystyle, the Z4 impressed with its performance and handling. Add to this the manual transmission and the Sport+ mode I was driving in and you can at least imagine what the experience was.

So, let’s stop here since I don’t want to give it all away and I will be back with more updates these upcoming days where I will share with you my experience behind the wheel of the new 2009 BMW Z4.

But here comes the third date where we finally got to spend some time together and got to know each other down to the very last detail. You know what they say? Live together before you commit and we did, for an entire week and hundreds of miles, we have been bonding.

Ready to hear more about this wonderful relationship? Or….was it really wonderful?

It takes time to get to know a car and most important to learn how it drives and handles, so our goal was to use the new 750i in different scenarios, from a daily driver commuting in the infernal Chicago traffic to a family car and of course, to a  sporty ride let loose on an uncluttered highway.

But most important, riding in the car as a passenger also, it really shows that the new BMW 7 Series can be indeed used by a variety of people, reaching out to a far larger demographic that one would expect.

It’s got the “Look”

While the previous fourth-generation model lived under the  umbrella of the controversial ex-Chief Design at BMW, Chris Bangle, the new generation marks the debut of a new design language led by Adriaan Von Hoydonk. The new longer, but sleeker and muscular design of this new 7 Series comes to correct some of the minuses of the previous generation 7er, which still holds today the record of the best selling 7 Series ever.

If I were to describe the exterior design in one word, then “handsome” would be the choice. Starting at the front, the first thing that stands out is the massive and vertical grille which received its fair share of criticism in the beginning, but seeing the car in person can really change the overall perception of it. Take a few seconds and imagine this massive and fairly long car sporting a smaller kidney grille….now look back again at the front-end and tell me if BMW could have really pulled it off by going with a more conventional approach; most likely not, the grille absolutely matches the front fascia.

The headlights are more harmonious than the ones in the previous generation and the more obvious eyebrow seems to port across other new models as well.

The side view can be categorized as clean but at the same time very modern. The shoulder line goes across the side, from the upper area of the taillight and all the way to the front, slowly blending into the front skirt.  The BMW trademark, Hoffmeister Kink is still there, so tradition is carried along the way.

“Bangle-but” – that expression that we all loved to hate( or is it hate to love?) can finally be forgotten. The trunklid is far less bulbous and it adds an ounce of aggressiveness. The L-Shaped taillights have been redesigned, maintaining an elegant and modern look, which unfortunately can’t always be seen in all the photos.

The bumper-mounted exhaust tips, in our opinion, do seem to resemble the ones found on the Lexus LS, a comparison that we would love to be able to ignore.

Luxury at its finest

Any long-time BMW owner or fans will come to appreciate the interior design of the new 7 Series and truth is, it’s hard not to. The 750i sports one of the most luxurious interior designs ever seen in a BMW with fine leather finishes and high quality materials that give an warm, cozy feeling to anyone riding in the car. BMW’s driver oriented dashboard is making a comeback with a 7 degree angle toward the driver. Ergonomics and personal comfort could not have been forgotten in a flagship sedan and it sets the bar higher for  any upcoming model.

For those of us that are more massive or taller, BMW has made it easy. When the door is open, the bolsters automatically retract making the exiting or entering the car far more comfortable. Our biggest pet peeve in the previous model was the iDrive system and knob, both combined with a less intuitive interface which made the overall navigation system more difficult than it should have been. But, BMW has listened to its buyers and the new generation iDrive really shows a single system can control most of the settings in a car. The direct-access buttons placed around the iDrive controller are extremely welcomed since it allows quick back and forth jumps between menus and settings. To make them even more intuitive, a comparison can be made between the BACK/OPTION buttons and an Internet Browser.

The LCD screen has also been upgraded to a 10.2 inches size and a crispy resolution at 1280×480 which allows for more information to be displayed at once on the screen. The BMW 750i comes with no printed car manual since it stored electronically on the 40GB hard drive that comes with the new iDrive.

The gauges display is by far the best we have seen so far and not only from a design point of view, but also from an usability and technological stand point due to its complex reporting capabilities. Add to this the pleasant, calming color pallet and you can’t ask for more. It uses BMW”s new Black Panel Technology which shows the dials and displays only when the system is activated. When not in use, the display forms a homogeneous, black surface. At night, the instrument panel displays change color from white to amber.

Our tester came equipped with all the whistles and bells offered in the new 7 Series: Driver Assistance Package, Luxury Seating Package, Convenience Package, Camera Package and Premium Sound. After a week of intensive driving, we came to appreciate all of these features, but the ones that really made our driving more comfortable and especially safer, were the Driver Assistance options which includes High Beam Assistant, Lane Departure Warning and Active Blind Spot Detection. Nothing beats passing cars in a high traffic area without having to worry of hitting the car….For those of you that might not know, the Active Blind Spot sensors send a vibrating signal to your steering wheel along with a flashing yellow led mounted on the side mirrors.

And yes, those of you that are far more aggressive in your driving, you can simply turn off any of these features with a touch of a button.

The interior space is very generous, even for someone that is 6″2 (186 cm) tall, this applies to the rear compartment as well which is very comfortable even when three people are traveling with you. We’ve said at the beginning that intensive and varied testing is what we looked for, so therefore we have even added a car seat  back there.

The Comfort package with its automatic trunkgate operation, comfort access system and soft close automatic doors, is just one of those perks that made you feel like you own a high luxury car.

Chicago can get very hot in the summer, but driving the 750i kept our “cool” due to the front ventilated seats and the rear sunshades. True, not the most needed option, but one that can make a difference.

Since some of our driving was done at night, the Night Vision System and Lane Departure Control Warning really came handy and I have often found ourselves relying on the camera to quickly detect any pedestrians crossing our path.

But enough with the gadgetry, let’s move onto what made BMW so famous….

Performance, Dynamics and Handling

The 4.4 liter V8 twin-turbo engine does its job properly and we would say, even beyond. At around 4,500 lbs, the 750i is far from being a compact car, but those 404 horsepower and the incredible 450 lb-ft of torque, make up for it and reveal the sportiness in this car.The BMW 750i runs from 0 to 60 mph in around 5.1 seconds and has a electronically limited top speed of 155 mph. The engine is matted to a 6-speed automatic transmission with Automatic and Manual shift mode. In our test, we achieved a fuel consumption on the combined cycle of 19 mpg.

The power coming out of that engine makes the 750i more agile that one would believe it would be. We don’t believe BMW could have chosen a better engine for this car since it provides so much power and pull, that even an heavy and large car as the 7 Series, can feel like a 3 Series Sedan. At times we wondered  how a straight line race between the 7er and 3er would turn out….

The turbocharged V8 provided long, smooth bursts of acceleration, but the new 7-Series felt planted and stable. The fifth-generation 7er lost that “boat bouncing” feel that many have complaint about in the previous models. The Comfort driving mode does bring back that feeling, but at least it is offered as an “option” now. The 750i offers a choice of a four driving modes, Comfort, Normal, Sport and Sport+ (the one that we’ve been using the most).

While shifting through these different modes, the difference in ride quality is immediately noticeable, offering instant feedback that could help you make a decision faster: comfy, laid back ride or dynamic, rough and sporty.

We found that the Comfort or Normal modes were perfect for those times when blocked in traffic or cruising down the bumpy Chicago roads, but once we found ourselves on the highway, the “Ultimate Driving Machine” instinct kicked in and we quickly activated the Sport+ mode which automatically increases the revs, providing a more agile and responsive feeling, but it lessens the traction control. Looking for more thrill and car feedback? Simply manually change gears by tapping the shifter to the left and then the usual back and forth taps.

The steering wheel is quite different from the one in our 3 Series (as expected) with almost no stiffness making the car feel smaller than it is and of course, easier to maneuver. The car sits on 245/50 tires and at no time, there was any road noise, thanks to the triple seals on the doors and other noise isolation techniques.

We can’t disclose the top speed we achieved, but that’s less relevant now, what’s important is that we felt in control of the car at all time and all the technology powering and handling 7er, come to assist the driver in any situation. Taking the car through some curvy roads and tight corners is highly advisable since it will give you a better feel of what this 750i is made of. Believe us, it can match up to a 3er when cornering….

“The King has returned….”

A cliche? Maybe, but the truth is that new 2009 BMW 7 Series has made a glorious comeback and by learning some things from previous developments, it has managed to place itself at the top of the high-end luxury sedan group. The new 7 Series also proves  that BMW still knows how to build flagship luxury sedans and the BMW 750Li is a step forward in the right direction.

Our tester had a base price of $80,300, but all the packages outlined above and the other options, brought up the price to $94,270. Expensive? Sure, but if the budget permits and the pockets are deep, then the new BMW 7 Series may be your safest bet from the high-end luxury sedans models.

In Germany you can get the smallest of the BMW Convertibles equipped with two different four-cylinder petrol-engines, 118i and 120i, two six-cylinder petrol-engines, 125i and 135i, and you can also get three types of Diesel-engines, available in the 118d, 120d and 123d.

The 1er Convertible that we drove is the smallest inline-six, delivering 218 horsepower, which our opinion, it turned out to be sufficient for the car size.

Although you don’t get things like the fabulous Head Up-Display or the Active Cruise Control for the 1-series Convertible, you’re still get everything you really need: Navigation System, leather, PDC, heated seats and all the other “amenities” most of us are used to by now.

Exterior Design

The 1-series Convertible is what you can really call a classy cabrio. Its design is very similar to the coupe version and due to its soft-top, even convertible-enthusiasts who don’t like the modern folding hardtops are being satisfied.

Opening or closing the roof takes about 20 seconds, which is not exactly too short, but in line with other convertibles. The Mercedes SLK opens and closes its top in 22 seconds.

Looking at the car from the side, you get the typical BMW short overhangs, long wheelbase, relatively long hood that gives enough room for BMW’s famous inline-six-cylinder powerplants. The beauty of it is that it doesn’t have this strange looking, extremely short rear and boxed-in rear-end like the Audi A3 Convertible.

The A3 has been considered to be a direct competitor to the 1 Series Convertible.

Interior Design

In general, the 1-series “earned” a lot of bad press in Europe for it’s interior quality which hasn’t been on par with the competition from the beginning. It might not have been as bad or unattractive as some journalists called it, but there was some room for improvement.

So with the facelift rolled out in early 2007, BMW made some changes to the interior for all the 1-series models. The visual changes were minimal and they were mostly noticeable in the quality of the interior materials as well as the overall build quality.

It was not surprising that the interior of “‘our” 125i was well built, the finishes were up to the standards of a entry luxury cars and there hasn’t been a single unwanted sound as one might imagine in a convertible.

The dashboard is typical to all  1-series models, therefore every button is where you would expect it to be, a friendly interior that many BMW owners or fans are familiar with. The only visible difference when compared to all the other 1-series models, is the button for the roof-mechanics, but hey, we couldn’t operate the soft-top without that one.

The Drive

The interior and exterior design can either make or break the deal for many customers, but what BMW is really famous for and what a BMW is all about, is of course the driving experience and the involvement of the driver.

And the BMW 1 Series Convertible does not dissapoint. With its perfect weight-distribution, rear-wheel-drive and the great engine under the hood, you can feel you are driving a BMW and that gives you the kind of confidence in the car you need if you want to drive it fast.

You just know that there won’t be tons of understeer, like in some other cars. Although to some people a convertible is mainly about cruising and relaxing, the BMW  1 Series Convertible can be pushed to its limit, which are not low I might add, and be one of the most fun you have driven in a while.

But it isn’t an overly harsh ride like you might expect, instead it really offers a good balance between comfort and sportiness. You can still cruise around in your convertible and you can also carry your mother-in-law to her next garden-party without hearing a single complaint.

Due to its 218 ponies, the BMW 125i Convertible runs from 0-60 mph(0-100km/h) in just under 7 seconds and it reaches a top speed of 148 mph (238 km/h). When taking the car through high-revs and aggressive driving, the fuel consumption is the one we expect, around 20 mpg or 11.5 liters/100km. But the numbers improve when you take the 1er through a more relaxed and quiet drive, giving a 29 mpg (8.1 liter/100km) rating which is closer to our heart.

Summary

If we’re looking to criticize the BMW 125i convertible – yes, we do that too once in a while – there is still room for improvement. For example, the aforementioned slowness in the opening and closing the soft-top, could be improved by a few seconds. The interior space could be a little more spacious offering a more comfortable ride to someone taller.

The overall impression is positive though, handsome interior and exterior design, driving performance that you expect from a bimmer and a decent fuel consumption when cruising around.

For those of you looking for a convertible in this price, the BMW 125i Convertible should definitely be on your list.

At the end, let me leave you with this video of the car accelerating from 40 to 160 km/h ( I apologize for the lower vid quality):

Click here to view the embedded video.

What a way to spend a beautiful late winter – early spring day driving around in a beautiful Alpine White BMW 750Li, the long-wheelbase version of the new 7 Series.

The car at the local BMW dealership came equipped with most of the whistles and bells proudly announced by BMW at the official launch: Camera Package – Rear-view and side view cameras; Convenience Package – comfort access system, soft close automatic doors, automatic truncate operation; Driver Assistance Package – high beam assistant, lane departure warning, active blind spot detection; Luxury Seating Package – heated steering wheel, power rear sunshade, active seat for driver, ventilated seats, heated rear seats; Premium Sound Package, Night Vision system Head Up Display and many others.

When compared to the short-wheelbase 750i, the 2009 BMW 750Li platform is 10.2inches longer to a total of 126.4 inches . Overall length, width and height are 205.3, 74.9 and 58.3 inches, respectively. The 750Li weighs 4640 lbs.

Exterior Design

After seeing the new 7 Series several times in the last few months, the visual impact was far more limited. The so-bashed “Bangle butt” is gone and replaced by a new design with soft lines, but still plenty of curves to show off. The flat nose could come down in the BMW history as the “new funky nose” created by the the former BMW 7 Series designer, Karim Habib, who left the company recently to join Mercedes-Benz. The nose of the new 7 is supposed to hark back to the golden days of the 80’s when the BMW’s had a more shark quality to the front-end, but its overall design was influenced by the European pedestrian safety requirements.

The new headlights feature more obvious “eyebrows” and different LEDs. The L-Shape taillights have been completely redesigned, part of the overall new rear approach.

Interior Design

The inside of the new BMW 7 Series is the most luxurious interior design yet from BMW. The warm, cozy feeling coming from the fine leather and high-quality design elements, are complemented by a new high-tech instrument panel.

The previous generation iDrive controller has been amongst the more criticized elements in a BMW in the past few years, many people strongly complaining about its features and usability. But BMW learned from this and the second generation iDrive, already seen in most of the BMW models, has been given a much needed “facelift”, if not more.

The controls are more intuitive and easy to operate, allowing to browse through different menus in a friendlier way and similar to how you would use any computer browser. Last but not least, the LCD screen and the new navigation system display improved graphics and 3D maps.

Overall, the inside controls no longer requires one to study the owner’s manual and are very intuitive, even for someone new to a BMW vehicle or the 7 Series. But just in case you would like to familiarize yourself with these options prior to driving off, BMW has made it easier for us by incorporating an extensive owner’s manual in the iDrive system. Video with Owner’s Manual

Under The Hood

BMW 750Li is powered by a twin-turbo direct injection 4.4 liter V8 engine, exactly the same engine already installed and successfully tested in the X6 xDrive50i model. It outputs 400 horsepower that peaks from 5500 to 6400 rpm and 450 lb-ft of torque at 1,800 rmp. The previous E65 model was powered by a 6.0 l V12 engine which puts out 444 lb-ft of torque.

According to official BMW numbers, the 750Li runs from 0-60 mph in 5.2 seconds and tops out at 150 mph.

The Drive

Going in for the drive, I was thinking of different scenarios to test out the car’s potential and see what it can do and how it handles. Another thought running through my mind was the “speech” I received recently from a friend of mine of how his E65 7er is too soft, too comfortable and not sporty enough. Without having any road test experience with the car, my arguments based on BMW’s information and other test drives performed by car magazines, were not enough to convince him or myself that we’re looking at a total different car.

Coming from a 335i, I expected the new 7 Series to be a whole ‘nother game, but decided to go in with an open mind. Jumped into the car, buckled up, played briefly with the settings and off I go. The initial impression was how much comfortable and more pleasant drive the 7 Series is, but comparing with a 3 Series would have been just wrong.

So I scratched that off and decided to focus on comparing apples to apples, meaning the new 7 with the E65 model. I started off slowly with the Normal mode; there are different driving modes: Comfort, Normal, Sport and Sport+. Changing these mods, automatically the throttle sensitivity, steering effort, suspension damping and stability control are changed as well. In Normal settings, the ride was very comfortable, calming, the perfect situation if you’re in the passenger seat and would like to relax. But since I can’t afford a driver yet and this will be a car I would drive myself, decided to push it a little bit.

Quickly shifted through the driving modes, each one of them giving me more thrill and courage. Ended up in the Sport+ mode which automatically increases the revs, providing a more agile and responsive feeling, but it lessens the traction control. In this mode, the Dynamic Stability Control switches to its Dynamic Traction Control setting. The V8 twin-turbo engine started to sound like a real BMW engine, nervous and ready to take my “abuse”.

The power coming out of that engine can be defined in one word: IMPRESSIVE. I don’t believe BMW could have chose a better engine for this car, it provides so much power and pull, that even an heavy and large car as the 7 Series, can feel like a 3 Series sedan. Yes, that’s right, after fifteen minutes of driving, I have forgotten about my lovely 335i sedan and  I felt that I wasn’t missing anything. Sure, the 3er corners better and sprints faster (debatable), but the 750Li felt just as responsive and fun to drive. I have no doubt that the 750i is even better.

During my test drive, I found a nice quiet suburb in the cold, but sunny Chicago, where I could take the car through different roads. Luckily, being early afternoon, not much traffic and plenty of 2 mile long straight-lines and lots of curvy roads to go through. Still using the Sport+ mode, taking the car from 0 to 100 mph was incredible fun and listening to that roar coming from under the hood, it made me wish I was on a race track.

The 7 felt more stable than the previous 7 Series, losing that “boat bouncing” feel that many have complaint about. One thing that I would have liked to test on the 750Li was the Active Steering which is available independent or part of the Sport Package ($4,900) and the active roll stabilization. These both features help to lessen the negative effects of the car’s weight and size.

Despite the fact that it was missing the Active Steering (steers the rear wheels in the opposite direction from the front wheels), going through tight corners I felt absolutely safe and in control of the car. Decided to going through these fun curvy roads one more time, this time using different modes and the 750Li handled itself even better.

The final test was to take the car on our U.S Autobahn, yes, I know, not the real one, but rather our 4 lane highways here in Illinois. Starting off with the Comfort mode and took the car up to a steady 80 mph. The Comfort mode is indeed comfortable, providing a smooth and peaceful ride, typical to a luxury sedan or a sport limo if I may call it. The background noise was negligible  and the engine sounds was far less obvious. Moving up into the Sport and Sport+ mode, gave me the opportunity to see how the 7 handles through quickly lane changes and overtaking other cars and that comfortable limo turned into a sport sedan, ready to show everyone what it can do and dominate the road.

The turbocharged V8 provided long, smooth bursts of acceleration, but the new 7-Series felt planted and stable.

Compared to the previous E65 models, the new BMW 750Li’s handling capabilities have remarkably improved and the slogan “Ultimate Driving Machine” is more powerful than ever.

Driving back to the parking lot, I started to focus more on the technology and gadgetry provided by the new 7 and fell in love with the Head Up Display, a feature that I find it to be more useful than let’s say, Comfort Access option. Being able to see the speed, driving directions and alerts displayed in front of view without distracting you from the road, it is absolutely priceless. Oh….did I mention how cool it really is? Here is a short video of it.

The side, front and rear cameras are a nice addition to the luxurious 7, they can be very useful in crowded cities with limited parking space and lots of pedestrians, Chicago being one of those cities. Since the BMW 7 Series focuses largely on passenger safety and accidents avoidance, the Lane Departure Warning and Active Blind Spot Detection are welcomed features. Blind detection has always been a concern for those driving larger vehicles, but BMW handles this elegantly by incorporating a sensor in the side mirrors.

For the audiophile crowd, the Premium Sound Package gives you a nice hi-fi audio system, providing that excellent sound one would expect from a luxury car. Add the iPod and USB adapters, and you’re set for a long drive listening to tunes.

Since I was driving during the day, I haven’t had the chance to test out the NightVision system with pedestrian detection, but I will have that report in a new upcoming test drive.

And the jury says…..

BMW still knows how to build flagship luxury sedans and the BMW 750Li is a step forward in the right direction. It combines the comfort and luxury required by some customers, but in the same time, it brings in the latest technologies and gadgets available and requested by other buyers. Sure, the present economic situation is not the best environment to launch a $100,000 car, but if the budget permits and the pockets are deep, then the new BMW 7 Series may be your safest bet from the high-end luxury sedans brands.

Special thanks to Irv Robinson at Motor Werks Barrington for allowing me to take out the car.

So, this week I was at the LA Auto Show with Horatiu. We spent time at BMW’s release of the all new 2009 7-Series and a big surprise to go along with it… An all new Hybrid 750Li. The biggest news, at least to me, was the new 335d. Horatiu and I took one around Los Angeles to see if this car could help change the misconceptions about diesels here in the states.

BMW has been out of the American diesel market for around 20 years now. And to mark their triumphant return they are giving us the twin-sequential-turbocharged 3.0L diesel engine for the newly refreshed 335 and the new X5. The engine puts out a decent 265hp and an all too fun 425lb-ft of torque. They are only offering automatics with the new diesel. I was disappointed, but once the engineers explained it to me, I was kind of forced to respect and understand it.

The reason, you ask? Well, it makes a lot sense. First off, no BMW manual has to do with 425lb-ft of torque. And, if they had a manual that would work, it would be extremely heavy. Heavy enough to put the already hefty diesel over the 4000lb mark. It’s already about 3800lbs, or so. The weight reason just so happens to be the second reason. But, there is some cool news to report about the automatic. It’s smooth. It shifts smoothly and faster than any 3-Series automatic out there. Which brings me to the news, it’s an automatic from the upper 5 and 7-Series cars. Those are the only automatics in BMW’s stock that can handle the high amount of torque.

What were my overall impressions? Outside of almost crying when told that I couldn’t have my manly manual, I really liked it. I loved the sound the engine and exhaust made. It had thy noticable diesel hum and jitter, but nothing annoying. It was actually quite pleasant. One reason the new car is so heavy, besides the diesel engine and all its accessories, such as the urea system, is the amount of sound deadening that was added to make all those pesky Americans happy enough to not get annoyed with the diesel sound. But, if you’re like me, and you enjoy a good diesel sound, you will not be left unhappy. Keep the transmission in the lower gears and hear that diesel purr like no other in the world. Unfortunately, due to being in heavily populated and an always high police presence, I stuck to the speed limit and didn’t push the limits too hard. But, from what I could feel, the overall feel and abilities aren’t much hindered from the normal 335i. And, this diesel we drove didn’t even have the sport package.

What’s the final impression: if you are in the premium market, and you’re looking for something fun, sporty, luxurious, and, like me, don’t like hybrid Toyotas and Lexus’s, go ahead and give the 335d a shot. Your wallet will be a little less fat with the $44K MSRP, but your gas card will cool down. BMW says to expect a little over 580 miles to a tank of gas, but I say drive it right and you’ll hit 650-700. Maybe more. BMW did tell us that their test drivers have been able to achieve averages of around 40 mpg on the highway.

But, if you’ve already got a 335i, like Horatiu, keep it. You’ll miss the manual and possibly the 300hp.

Article by Josh from RawAutos.com

The 2009 Los Angeles Auto Show was not just a big event for BMW fans, but also Mini nuts. BMW released the new, fully electric, 156 mile range, Mini E.

The presentation was a big media event. The deputy mayor of LA was on hand to speak on behalf of the Los Angeles market getting the Mini, and to congratulate and thank BMW. Not to sound offensive or, possibly to some, sexist, the deputy mayor was very good looking. Not many political women tingle my attractive senses, but she did.

Anyway, back to the important stuff. We were able to snag a full test drive and learners course on how to operate the Mini E. Think golf cart with fully body panels, oh, and a hell of a lot more power. 200 electric ponies, to be exact. 200 electric horsies powering the car immediately. There is no wait.

The demonstration of how to work the car was funny to me, but then again I find humor in all things. The question was asked of me by one of the qualified personal, “Have you ever driven an electric car?” in a typical German accent… While I wanted to reply with, “Yes, I drive them quite often. They’re all too common in the redneck areas of North Carolina, where I live”. But, I decided not too get tossed out of the car.

I had already gotten to be disliked by the German company who created the hard-top for the new G37 Convertible. The Infiniti rep asked me what I thought of the new car, to which I jokingly replied that the car was nice, except for the ugly top. The Infiniti rep and the two German men all laughed, but they were dirty laughs filled with strong dislike, especially from the Germans. Oh well. It’s Infiniti.

So, needless to say, I kept my odd comedy to myself on this one. There really isn’t anything difficult to understand about the Mini E. It’s all straightforward and very simple to comprehend. Don’t shut the car off, watch the percentage meter to see how much battery life you have left, don’t open the hood, or else the car will shut off. Simple, really. Just remember one simple thing… Hit the gas when you put it in drive. Petrol minded me took my foot off the brake after I put the car in drive. And, low and behold, I went nowhere, haha. I quickly realized that it was electric power and I needed to add contact pressure to the long, skinny pedal on the right. After I got that that memo down, the car went like stink.

I still can’t believe the on demand power, and all of the abundance of it. I was laughing the whole time in love and disbelief. One thing that I found particularly entertaining and funny was the torque steer. You could actually give the car a good push into a turn and feel the front wheels carry you through. It definitely felt like more torque steer than a regular Mini Cooper. But it’s something that really didn’t surprise me. There was one thing I didn’t think about until talking to Ray Wert of Jalopnik.com, it probably would not be very confidence inspiring in the rain. One good puddle, as Ray said, and you be in an area you didn’t intend on being. My favorite thing, personally, was not having to touch the brakes, hardly ever. Just take your foot off the accelerator and you’re instantly slowing down. It’s great if you’re going a tad fast and need to shave off some speed to not get caught by the kojak with a kodak.

Talking with BMW about everything, there are a few kinks they are working out, but it will all be straightened out by the time they go on sale next year.

Speaking of sale, I bet you’re wondering if the Mini E is really going to be for sale. Well, no. It’s actually a 1 year lease agreement that costs 850 dollars a month. With the lease agreement, BMW comes out to your house and sets up the 220-Volt power system that is used to repower the E. It takes about 4 hours for a full charge to be accumulated. There is one HUGE disadvantage, though. You can only lease the Mini E if you live in California, New York or New Jersey. Sad, because I would have leased one.

There are only a few draw backs to the Mini E. There’s no manual and it’s only a 2 seater and not much room for luggage or groceries with the batteries taking up the back seat and trunk. I know, get off my manual soapbox, but I love it. Other than that, it was cool. It’s still easy to see that electric power is no immediate solution to getting off of oil. Especially with a short range of 156 miles. That’s just meant for city driving. And since the average American does about 75 miles a day, on average, most shouldn’t have an issue.

I would, since I sometimes drive 100-200 miles in a day.

Article by Josh from RawAutos.com

On the same day that I drove the E90 M3, I drove the 135i Convertible. What a great car. But I’ll let you see that from my video. Make sure that you turn the sound up when watching the walkaround video.

Thanks to Horatiu for such a great editing job.

Enjoy,

Click here to view the embedded video.

More videos after the jump

Click here to view the embedded video.

And here are the Youtube videos for those of you that are more familiar with it.

Click here to view the embedded video.

Click here to view the embedded video.

Article by Josh from RawAutos.com

The BMW 1-Series is intended to be a throwback to decades before now. It is meant to resurrect the beauty and grace of the old 2002. Well, I got the chance to drive it thanks to Gary Morgan and Schaeffer BMW. I drove a black/coral red 135i Sport. The car looks beautiful to me. Most people say how small and how smashed it looks, but I love the styling. All I could think about was if this car would be as good as I expected. I was almost afraid to drive it. Then I realized this was BMW and then I was reassured that I wouldn’t be let down.

Let us just get over one topic right quick, the 135i is a great representation of a 2002 in the modern world, but it is so much more than that. This is the greatest modern interpretation of a BMW on sale today, outside of the M cars of course. There won’t be an M version of the 135i, simply because I’m not sure that you can better it. It’s just that good. Expensive? My God yes! Worth it? To me, hell yes!

I got into the car and the absolute first thing I noticed was the start button had an inscription on the top of the silver rim around it, “Year one of the 1.” Catchy, but more importantly unique and that alone sets the 1-Series apart from any other BMW ever made. I was impressed and quite surprised. I’ve never really seen BMW go out of their way like that to impress the driver. When we think BMW, we think great luxury and enough sport to satisfy a racing driver. This car is that and so much more. It’s the car that puts BMW back in the way of its true past. Then you grab the thick M like steering wheel and all of your predeterminations about the new 1-Series fly right out the window.

I started the car, and the inspiring bellow from the twin-turbo I-6 coming from the dual pipes out back was intoxicating. I had to unfortunately shift this car into drive instead of into first, which was a little disappointing, but oh well, I got over it quickly. I flipped into the sport mode and started using the paddles to shift. What’s this? Usability and effectiveness? Yes, they were quick responding and incredibly smooth for upshifts and well placed when downshifting. The throttle blipped quickly and in good time. No doubt a feature that wouldn’t make the 135i more than .2-.3s slower than a manual version. I remember the automatic trannies of old in the Bimmers. They were slow and somewhat sloppy when shifting yourself. BMW reported a 7.0s 0-60 for a steptronic 330i Sport back with the E46. They have certainly fixed that as this new steptronic transmission is fantastic.

Another unfortunate thing is that it was 5:00 traffic in Wilmington, NC, so there really wasn’t any place to go and speed, except for the highway, and even that was rather crowded. So I start the trek out to the highway and while doing 35 mph in a 55 mph zone, I was trying to be courteous, but after a young lady decided to tailgate a car that wasn’t mine while I was trying to move over to the right, I saw that there was an open opportunity in front of me and decided to plant the loud pedal to the floor. HELLO! 80 mph came up quicker than I anticipated and I didn’t even realize I would go that fast that quickly. I moved over to the right and got onto the highway.

A normal 80 mph cruise was a nice time to talk to Gary, the BMW salesman, someone who was also a big BMW fan himself. We bashed on Mercedes-Benz a bit, and then I felt like adding a little more speed into the test drive and cruised up to about 100 mph. Man did it feel good and smooth. One thing that I was shocked about was how much more of a BMW this actually is than you expect. It doesn’t really skimp on luxury and has more sport than a 335i. This is the baby M3 from BMW.

The highway that I was driving on has a famous little roundabout that takes you up and around and back down and around to get going the opposite way. This is the area where anyone and everyone who has a performance car, loves to test their skill and the handling of their cars. Am I any different? In this case, I am not. I pushed the paddle down to reach third gear; a very common and great gear for all BMW’s, this car is no different. I hit the roundabout and lightly increased the gas, 50 mph was what I got, I felt well planted, no worries from the traction control and I was quite surprised that for a RWD car that it would handle such a tight turn at that speed. My Mazdaspeed 6 with AWD starts to get a little loose in the rear end when I reach 47-50 mph in the same roundabout. Going back around was the same. 50 seemed to be the perfect match for that turn and this car. Could I have pushed the car more? Yes, but it felt so right, why would I want to interrupt it? As soon as I got out of the turn I increased the speed of the car a little more rapidly hitting 100 or so mph. This is all undoubtedly helped by the rather large for the car 245’s in the rear. the paddles this whole time were serving my purpose of trying to find the right gear, speed, and shift time. There were no hiccups in the transmission at all. It builds as much confidence with you as the car does with you.

I got back to the dealership, and on the cruise back I took it easy and checked out the overall feel of the car in traffic and ride quality. For its smaller size it isn’t small at all. At 3420lbs, this isn’t exactly a Mini Cooper. But damn does it feel like it. But at no time does it feel less safe than the bigger BMW’s. You feel a little bit smaller than the cars around you, and then you pack your stuff in the trunk and the back seat and you feel like you have as much room as an E92 3er. The brakes too are amazing. With 6-piston calipers up front and 2-piston calipers out the back this makes this another new thing for BMW. Usually Bimmers have 2 pots all around; this one does with 6 pots up front and with a rotor size of 13.3 inches front and 12.8 inches in the rear. All in all the brakes will make this car stop on a dime and give you nine cents change.

The ride quality was great going back to the dealership, and the seats were fantastic. There was no need for extra bolstering because they hugged you in all the right spots. The other great thing is the driver and passenger room between one another is quite good. Think the middle ground between a Mini and a 335i. Not too small, not quite as big, but not that bad really.

In every way shape and form you get a great sense of confidence in the new 1. There isn’t anything that you don’t feel like you can’t do with it. If you feel like taking it to the track then do so, if you feel like packing the trunk full of gear and going to the mountains, this car can do it. There is a modern misperception that small is bad, unsafe and unrealistic. BMW just changed that with the new 1. This may be year one of the 1, but this is a car that will stick around for more than a decade. The Europeans had this beauty and now it’s our turn. Just when you thought that the automotive market was dry for anything new, BMW defies the odds once again just like they did with the 2002, and invented an era. Now it’s a cult. I would love to see how others try and compete with this car.

Thanks so much to Gary Morgan and the guys over at Schaeffer BMW for giving me the great opportunity to drive such a great car. If you have any questions about this or any other BMW, please feel free to give Gary a call at 910-392-2700 or Toll Free at 1-800-473-2995.

The car photographed is that of a red/beige 135i Sport that was the clean and detailed car.

Videos: The first video is the exhaust of the new 135i. The black/gray smoke is due to it sitting in the showroom the whole time it had been at the dealership. I was just blowing it out. I actually didn’t realize it until I watched the video later. The second video is of post test drive and walkaround of the new 135. I goofed when saying that the calipers were 2 pots up front compared to the usual 1 pots for BMW. I meant 6 pots up front 2 pots rear, versus the usual 2 pots BMW uses typically. I have no idea what I was thinking.

Click here to view the embedded video.

Click here to view the embedded video.

Article by Josh from RawAutos.com

When you open the door of the M3 it seems a bit lighter than the old E46 model, but it feels just as sturdy and secure. One thing the new M3 does better over the old M3 is show you that you spent your money more wisely. The E46 M3 was a very good car, and where it was a good car, the E92 shows that it’s better. Sitting in the seat you get a much more commanding feeling, a feeling that you are more at one with the car. You spend almost $70 grand on a car and you would expect it. The interior is a lot smarter than the outgoing one. It’s been though out better, and the design is more subtle, with nicer bits used.

No, the new M3’s interior isn’t up to the quality and standard of an Audi RS4, by no means will it ever. It is a different interior made to do one particular job, function and function well while still holding up. Where the Audi shows more class and quality, the BMW shows more everyday usability. It’s like that dessert that you get at a really nice restaurant versus that one that tastes just as good without all of the design fluff. You almost don’t want to eat the pretty dessert, which is how I feel about Audi’s sometimes. You almost don’t want to touch anything for fear that you will get it dirty.

The controls are where you would want them, and the steering controls don’t intrude on the driving/racing position of your hands at the wheel. The iDrive seems more useable in the M3 than most other cars I’ve tested. Maybe that is because of the size of the M3, it sits just behind the shifter, so it’s not too far to reach it. I know most people complain about the iDrive system, but it works great, and is actually easier to use than ever before. The radio sounds fantastic, and the HD speakers make the sound quality of the radio seem like a cd or an iPod.

I think easily the greatest part of the new M3 is its ability to drive fast and slow and still be happy doing either one. You can shift at 3-4,000 revs, and it doesn’t seem out of context. You can also shift the car at the 8300 RPM redline and you feel 100% connected to the car and it still feels natural doing that. I was sort of putting around at first; just getting the overall feel for the car and it’s surprisingly simple and very easy to drive, even with the amount of technology in it. You can have the Electronic Damping Control (EDC) on sport or on full and you still can cruise around and not get any real hesitation in the suspension, even when it goes over bumps. Or you can have the EDC turned to comfort and you get a nice relaxed, yet still very sporty feel.

I think another great aspect of the new M3 is its beautiful and full exhaust note. You can choose to listen at full bore, or you can choose to have it at a nice average burble, all depending on how you shift the car and drive it. At full throttle the muscle car sound is very apparent, yet it keeps that typical ///M high pitch throatiness, just with a little more bass. It’s like listening to Eric Clapton. He can have a very trebly sound to him, but when he punches it, he has the bassy, real bluesy feel and sound to him. The exhaust note alone is something BMW should be very proud of.

If you feel as though I have missed anything, don’t hesitate to shoot me an e-mail or comment here and tell me what you would like to know.

Article by Josh from RawAutos.com