Locke starring Tom Hardy and the BMW X5

Locke is an explosive new thriller starring Tom Hardy, filmed entirely in the BMW X5. A regular working stiff named Ivan Locke trying to keep his life together over one drive, while talking to the people in his life over the phone. All of the action ...

Locke is an explosive new thriller starring Tom Hardy, filmed entirely in the BMW X5. A regular working stiff named Ivan Locke trying to keep his life together over one drive, while talking to the people in his life over the phone. All of the action happens behind the wheel of the E70 BMW X5. The X5 comes with the M Sport package and gets some screen time in Tom Hardy’s entirely in-car film . BMW caught up with director Steven Knight to find out more about this unique film that’s receiving such rave reviews. The article Locke starring Tom Hardy and the BMW X5 appeared first on BMW BLOG

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BMW M3 and BMW M4 Inside (Part 3): The new engine

Interview with Jürgen Poggel, Head of Development M Engines. So a new engine has been developed for the BMW M3 and BMW M4? Jürgen Poggel: Yes. The previous engine was a naturally aspirated V8. For the new BMW M3 and BMW M4, we in the M engine devel...

Interview with Jürgen Poggel, Head of Development M Engines. So a new engine has been developed for the BMW M3 and BMW M4? Jürgen Poggel: Yes. The previous engine was a naturally aspirated V8. For the new BMW M3 and BMW M4, we in the M engine development department in Munich’ Preussenstrasse have designed an M TwinPower Turbo inline six-cylinder design and readied it for series production. What is special about this new engine? In terms of functionality it is characterised by its turbo-typical constant high torque, which is available across a very wide band, from 1850 to 5500 rpm.

BMW M3 and BMW M4 Inside (Part 3): The new engine

Its performance curve is outstanding: its maximum power is available over a wide plateau of 5500 to 7300 rpm – and its maximum engine speed is as high as 7600 revolutions per minute. The engine represents the best of both worlds – turbo and high revs. What are the benefits to the customer? When the driver takes the engine up to 7300 rpm, full power is immediately available again after changing gear – precisely because the maximum power is available within an engine speed band of 1800 rpm. If the BMW M3 or BMW M4 is equipped with M double-clutch transmission, gear changing can be performed with no interruption to the driving power. The integral of power over engine speed is therefore considerably higher than it would be if the maximum power level were only available briefly as a peak value. This results in a phenomenal impression of acceleration.

BMW M3 and BMW M4 Inside (Part 3): The new engine

So how is the fuel consumption of this car? If you take it to the peak of its power, you will get about the same consumption levels as the previous engine. When it is running at partial load, help is provided by the high torque level, which means that consumption in normal road traffic is easily two or three litres less. The consumption spread has moved downwards overall while average consumption levels are correspondingly and discernibly lower.

BMW M3 and BMW M4 Inside (Part 3): The new engine

What had to be done to achieve this result from a technical point of view? We subjected the engine to a consistent process of dethrottling. The intercooler that sits visibly on the engine is positioned directly in the line between the compressor and the intake system. Exhaust runs are also as far as possible rectilinear and dethrottled. This enables a high and broad performance plateau with lower consumption levels. A particularly important aspect of power delivery in an M engine is its response characteristics… Everyone who has tried out this engine has confirmed to us that here too, we have got our sums right. Both Timo Glock and Bruno Spengler, who helped us out with the final setup runs on the north loop of the Nürburgring, were thrilled.

BMW M3 and BMW M4 Inside (Part 3): The new engine

What is this due to? Even the naturally aspirated full load level extends to as much as 270 Nm. The car will remain in this range when you want to keep up the power in the vehicle when driving through various kinds of bends. You will not feel any delayed response of the turbo in such cases, for the simple reason that the turbo charger has not actually come into play yet at these speeds. When accelerating out of fast bends, the car will enter the turbo range, and all measures have been taken to ensure a fast response. We use two small turbo chargers with a very high efficiency factor and a low moment of inertia. Plus the dethrottling leads to very low levels of flow loss.

BMW M3 and BMW M4 Inside (Part 3): The new engine

This time there is no cross bank exhaust manifold as there was in M cars with the M TwinPower Turbo V8 engine? Well, actually, from a functional point of view there is. We have created an optimum system for collecting the exhaust fumes from each set of three cylinders. The difference is that in this design the cylinders are in an in-line arrangement. The response characteristics of a turbo charger is often assessed quite differently by different people. What could be the reasons for this compared with a naturally aspirated engine? One difference is that with naturally aspirated engines, there is a stronger intonation of intermediate positions of the accelerator pedal. If you increase the acceleration slightly, the engine immediately sounds different. A naturally aspirated engine acknowledges the request for more power with a change in sound. But with a turbo engine, this is not resolved acoustically in such detail, because the noises on the intake and exhaust sides are heavily damped by the turbo. It is this lack of acoustic feedback that creates the subjective perception of the engine’s response.

BMW M3 and BMW M4 Inside (Part 3): The new engine

The entire drive train and its control system also have a major effect on power delivery. It is quite possible that due to the good response and high torque of the M TwinPower Turbo engines – if it is switched on – the control system comes into action to prevent any breakaway in the tyre adhesion. In such cases, the DSC acts precisely, to keep you directly within the slip limit. This can be easily observed in serpentine bends – the DSC only releases the power again to a large extent once you have passed through the curve. The control systems work so well that you can hardly tell that it is this system that is currently determining the maximum possible acceleration level. If you switch off DSC and activate SPORT PLUS, you can feel the outstanding response very clearly, and, for instance, make good use of it on the racetrack to influence driving dynamics using the accelerator pedal. There are three driving modes: EFFICIENT, SPORT and SPORT PLUS. In terms of engine activity, do these simply alter the accelerator curve? No. With an M automobile, racetrack use is always an essential factor. Here it is necessary in all cases to be able to control very high power outputs with great precision using the accelerator pedal. For us, this means that we would not even consider a mode in which a small pedal movement would produce a great leap in power. In such a case it would not be possible to produce a measured power output. Which is why we prefer to create a largely linear torque curve controlled by the travel distance of the accelerator pedal. So what are the differences between the EFFICIENT, SPORT and SPORT PLUS modes? In the SPORT and SPORT PLUS modes, the waste gates remain closed under partial load and the mass flow is routed through the turbines, to ensure that the turbo chargers are already rotating at a higher base speed even in standby. Moreover, certain special engine control functions are brought into play that accelerate activation of the turbo chargers. This means that the car responds more closely to the accelerator in SPORT and SPORT PLUS modes. Another important point is that we normally have to take the drive train into consideration when it comes to building up torque. As a rule, the engine is able to build up torque at a speed that is much faster than that with which the drive train can cope. You can imagine that the drive train then begins to behave like a torsion spring, which is first stretched out and then vibrates, resulting in juddering. To prevent such judders, it is necessary to dampen the engine’s build up of momentum to allow a harmonic progression of its response characteristics.

BMW M3 and BMW M4 Inside (Part 3): The new engine

The rigid drive train of the new BMW M3 and BMW M4 is, however, optimised for a fast build-up of momentum, similar to a racing car, with a carbon fibre drive shaft, rear axle rigidly bolted to the body, suitably dimensioned drive shafts, etc. This means that the rigid drive train is also an important factor of the spontaneous entrance of the new BMW M3 and BMW M4. In EFFICIENT mode, everything is more levelled out, with a high orientation towards comfort. In stark contrast is the SPORT PLUS mode, which pays absolutely no attention to any comfort factors. In SPORT PLUS, all filter functions are deactivated and the engine responds directly to movements of the accelerator pedal – but this also requires someone behind the wheel who really knows what he is doing. In SPORT PLUS, everything is transmitted as sharply as a knife, in terms of what the engineering can do to facilitate fast lap times – whether in the engine, transmission, chassis or control systems. Thank you very much Mr. Poggel – we look forward very much to seeing the new engine in the BMW M3 and BMW M4 for ourselves. [Source: M-Power] The article BMW M3 and BMW M4 Inside (Part 3): The new engine appeared first on BMW BLOG

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BMW M3 / M4 Engine (S55): Deep Dive and Interview

Here’s part 3 of BMW’s inside the BMW M3 and M4 interview series. This one interviews BMW M engineer Juergen Poggel, Head of Development M Engines. So a new engine has been developed for the BMW M3 and BMW M4? Jürgen Poggel: Yes. The p...

Here’s part 3 of BMW’s inside the BMW M3 and M4 interview series. This one interviews BMW M engineer Juergen Poggel, Head of Development M Engines. So a new engine has been developed for the BMW M3 and BMW M4? Jürgen Poggel: Yes. The previous engine was a naturally aspirated V8. For the new BMW M3 and BMW M4, we in the M engine development department in Munich’ Preussenstrasse have designed an M TwinPower Turbo inline six-cylinder design and readied it for series production. What is special about this new engine? In terms of functionality it is characterised by its turbo-typical constant high torque, which is available across a very wide band, from 1850 to 5500 rpm. Its performance curve is outstanding: its maximum power is available over a wide plateau of 5500 to 7300 rpm – and its maximum engine speed is as high as 7600 revolutions per minute. The engine represents the best of both worlds – turbo and high revs. What are the benefits to the customer? When the driver takes the engine up to 7300 rpm, full power is immediately available again after changing gear – precisely because the maximum power is available within an engine speed band of 1800 rpm. If the BMW M3 or BMW M4 is equipped with M double-clutch transmission, gear changing can be performed with no interruption to the driving power. The integral of power over engine speed is therefore considerably higher than it would be if the maximum power level were only available briefly as a peak value. This results in a phenomenal impression of acceleration. So how is the fuel consumption of this car? If you take it to the peak of its power, you will get about the same consumption levels as the previous engine. When it is running at partial load, help is provided by the high torque level, which means that consumption in normal road traffic is easily two or three litres less. The consumption spread has moved downwards overall while average consumption levels are correspondingly and discernibly lower. What had to be done to achieve this result from a technical point of view? We subjected the engine to a consistent process of dethrottling. The intercooler that sits visibly on the engine is positioned directly in the line between the compressor and the intake system. Exhaust runs are also as far as possible rectilinear and dethrottled. This enables a high and broad performance plateau with lower consumption levels. A particularly important aspect of power delivery in an M engine is its response characteristics… Everyone who has tried out this engine has confirmed to us that here too, we have got our sums right. Both Timo Glock and Bruno Spengler, who helped us out with the final setup runs on the north loop of the Nürburgring, were thrilled. What is this due to? Even the naturally aspirated full load level extends to as much as 270 Nm. The car will remain in this range when you want to keep up the power in the vehicle when driving through various kinds of bends. You will not feel any delayed response of the turbo in such cases, for the simple reason that the turbo charger has not actually come into play yet at these speeds. When accelerating out of fast bends, the car will enter the turbo range, and all measures have been taken to ensure a fast response. We use two small turbo chargers with a very high efficiency factor and a low moment of inertia. Plus the dethrottling leads to very low levels of flow loss. This time there is no cross bank exhaust manifold as there was in M cars with the M TwinPower Turbo V8 engine? Well, actually, from a functional point of view there is. We have created an optimum system for collecting the exhaust fumes from each set of three cylinders. The difference is that in this design the cylinders are in an in-line arrangement. The response characteristics of a turbo charger is often assessed quite differently by different people. What could be the reasons for this compared with a naturally aspirated engine? One difference is that with naturally aspirated engines, there is a stronger intonation of intermediate positions of the accelerator pedal. If you increase the acceleration slightly, the engine immediately sounds different. A naturally aspirated engine acknowledges the request for more power with a change in sound. But with a turbo engine, this is not resolved acoustically in such detail, because the noises on the intake and exhaust sides are heavily damped by the turbo. It is this lack of acoustic feedback that creates the subjective perception of the engine’s response. The entire drive train and its control system also have a major effect on power delivery. It is quite possible that due to the good response and high torque of the M TwinPower Turbo engines – if it is switched on – the control system comes into action to prevent any breakaway in the tyre adhesion. In such cases, the DSC acts precisely, to keep you directly within the slip limit. This can be easily observed in serpentine bends – the DSC only releases the power again to a large extent once you have passed through the curve. The control systems work so well that you can hardly tell that it is this system that is currently determining the maximum possible acceleration level. If you switch off DSC and activate SPORT PLUS, you can feel the outstanding response very clearly, and, for instance, make good use of it on the racetrack to influence driving dynamics using the accelerator pedal. There are three driving modes: EFFICIENT, SPORT and SPORT PLUS. In terms of engine activity, do these simply alter the accelerator curve? No. With an M automobile, racetrack use is always an essential factor. Here it is necessary in all cases to be able to control very high power outputs with great precision using the accelerator pedal. For us, this means that we would not even consider a mode in which a small pedal movement would produce a great leap in power. In such a case it would not be possible to produce a measured power output. Which is why we prefer to create a largely linear torque curve controlled by the travel distance of the accelerator pedal. So what are the differences between the EFFICIENT, SPORT and SPORT PLUS modes? In the SPORT and SPORT PLUS modes, the waste gates remain closed under partial load and the mass flow is routed through the turbines, to ensure that the turbo chargers are already rotating at a higher base speed even in standby. Moreover, certain special engine control functions are brought into play that accelerate activation of the turbo chargers. This means that the car responds more closely to the accelerator in SPORT and SPORT PLUS modes. Another important point is that we normally have to take the drive train into consideration when it comes to building up torque. As a rule, the engine is able to build up torque at a speed that is much faster than that with which the drive train can cope. You can imagine that the drive train then begins to behave like a torsion spring, which is first stretched out and then vibrates, resulting in juddering. To prevent such judders, it is necessary to dampen the engine’s build up of momentum to allow a harmonic progression of its response characteristics. The rigid drive train of the new BMW M3 and BMW M4 is, however, optimised for a fast build-up of momentum, similar to a racing car, with a carbon fibre drive shaft, rear axle rigidly bolted to the body, suitably dimensioned drive shafts, etc. This means that the rigid drive train is also an important factor of the spontaneous entrance of the new BMW M3 and BMW M4. In EFFICIENT mode, everything is more levelled out, with a high orientation towards comfort. In stark contrast is the SPORT PLUS mode, which pays absolutely no attention to any comfort factors. In SPORT PLUS, all filter functions are deactivated and the engine responds directly to movements of the accelerator pedal – but this also requires someone behind the wheel who really knows what he is doing. In SPORT PLUS, everything is transmitted as sharply as a knife, in terms of what the engineering can do to facilitate fast lap times – whether in the engine, transmission, chassis or control systems. Thank you very much Mr. Poggel – we look forward very much to seeing the new engine in the BMW M3 and BMW M4 for ourselves.

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MINI BAR opened in Budapest

“Food, Drinks, Music and MINI” is what you will get when going there with your friends: April 10th saw the official opening in Budapest of the world’s first MINI BAR, inspired by the British premium brand, simultaneously with the launch...

“Food, Drinks, Music and MINI” is what you will get when going there with your friends: April 10th saw the official opening in Budapest of the world’s first MINI BAR, inspired by the British premium brand, simultaneously with the launch of the new MINI in Hungary. MINI BAR BUDAPEST situated right in the heart of the Hungarian capital city, in front of Saint Stephen’s Basilica, is also ideally located for Budapest nightlife. “Nightlife is an essential part of MINI and vice versa – from now on especially in Budapest” said Baudouin Denis, Managing Director of BMW Group Hungary. “MINI is about pure excitement shared with friends, so now there is a cool MINI place for the huge local and global MINI community to meet and share MINI Lifestyle: MINI BAR BUDAPEST.”

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR opened in Budapest

MINI BAR BUDAPEST is the fruit of a joint cooperation of MINI Hungary and the bar’s owner-manager, Mr. Balázs Gubcsó. “Guests will immediately recognise MINI in every detail,” says Balázs Gubcsó, who has many years’ experience in building up and managing trendy bars and restaurants. “Just like any MINI, MINI BAR BUDAPEST is compact in size yet full of charming details creating lots of opportunities for memorable moments with friends and for exciting parties. And, while the DJ plays cool music, we’re serving the kind of cheeky food and cocktails that makes MINI so unique.” The manager of MINI BAR BUDAPEST first caught MINI-fever ten years ago, when he got behind the wheel of his MINI Cooper S. “Since then I’ve fallen even deeper in love with MINI, and now I run a MINI business, too” added Balázs Gubcsó. “The management of MINI in Hungary and in Munich really supported the concept and made it come true, for the genuine pleasure of the global MINI community.” Together with the opening of the exclusive bar the all-new MINI hatch was also introduced to the media and to the MINI community as well: invited by BMW Group Hungary more than 400 guests joined the party at MINI BAR BUDAPEST. The article MINI BAR opened in Budapest appeared first on BMW BLOG

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First Real Life Look at the F80 M3 vs. E90 M3

Have a look at the first real life photos of the F80 M3 (in Yas Marina Blue) vs the E90 M3 (in Fire Orange). ...

Have a look at the first real life photos of the F80 M3 (in Yas Marina Blue) vs the E90 M3 (in Fire Orange).

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BMW insider explains the Vision Future Luxury Concept and what it means for the BMW brand

The usual BMW insider Scott27 returns with some insights into the new Vision Future Luxury Concept and how its design translates into future models. Scott27 has been known to provide some great insight into future products, but there have been a few ...

The usual BMW insider Scott27 returns with some insights into the new Vision Future Luxury Concept and how its design translates into future models. Scott27 has been known to provide some great insight into future products, but there have been a few mishaps as well. Let’s have a look at the slightly edited report: “Vision Future Luxury is a concept to gauge customer appetite for a car that would cost considerably higher than the current flagship 7 Series limousine. Originally there was the option to use an extended 7 Series model like the previous E38 7 Series LXi. But research uncovered that in markets like China there is room for a further push upmarket to connect that bridge to Rolls-Royce.

BMW insider explains the Vision Future Luxury Concept and what it means for the BMW brand

The Vision Future Luxury Concept is a five meter long vehicle, but also referred to internally as the 9 Series, aimed at a progressive ultra wealthy clients who like BMWs but feel that there is nothing more to offer. VFL could potentially rival brands such as Bentley which like BMW deliver a performance message ahead of luxury. Vision Future Luxury is being presented at the Auto China show in Beijing as a way to test customer opinion in the world’s largest car market and by 2015 the worlds largest market for luxury cars. The Vision Future Luxury brings BMW full circle from its initial experiment with the 2007 CS Concept Car 7 years ago. Concept CS aimed to see if the BMW brand could be stretched further upmarket bridging to the Rolls-Royce brand. Seven years later we have now arrived at that point that customers do indeed wish to see the brand stretched further upmarket. For now the Vision Future Luxury is more than just a concept. It’s a window into the next generation BMW 7er, not just in design, but technology and engineering. The VFL heavily reflects previous BMW comments about the next 7er being the most advanced BMW to date as many feature illustrated and mentioned will arrive with the all new car. The recent announcement of the BMW X7 is also illustrated by the Vision Future Luxury especially at a time when luxury sedans are being outsold by luxury SUVs. The X7 brings forth the same advancements from the 7 Series to have a vehicle that must be individual and not simply be an enlarged X5. The X7 will be the epitome of a luxury activity vehicle , distinguished by individuality, and technology as the next generation 7er. BMW’s effort comes as rival Mercedes-Benz is also testing appetite for reviving its disbanded high-end Maybach brand, although this is going to be an extended S-Class, not a bespoke model like the Vision Future Luxury BMW 9 Series The BMW i3 and BMW i8 showed how some new BMWs can be different. Some segments have become boring and the luxury car market is one of these there is so much that can be done with wood and leather but BMW are now taking a new approach to this segment. The next 7er can be described as a full revolution but in the way it progresses everything you have thought about a luxury car from BMW. The next 7er has the potential to be a very different , luxury car and for BMW to become a very different brand but never forgetting about its core philosophy “Sheer Driving Pleasure” For BMW a revolution always begins at 7.” [Source: GCF] The article BMW insider explains the Vision Future Luxury Concept and what it means for the BMW brand appeared first on BMW BLOG

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Video: BMW at the 2014 Beijing International Auto Show

Sights from the BMW exhibit at the 2014 Beijing International Auto Show, where the BMW Vision Future Luxury Concept made its world debut. ...

Sights from the BMW exhibit at the 2014 Beijing International Auto Show, where the BMW Vision Future Luxury Concept made its world debut.

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BMW i8 Specs Updated on BMWUSA, Dropping 0-60 to 4.2 Seconds

The BMWUSA page for the BMW i8 has been updated, with a pleasant surprise – the 0-60 mph has dropped to 4.2 seconds (from earlier estimates of 4.5 seconds). ...

The BMWUSA page for the BMW i8 has been updated, with a pleasant surprise – the 0-60 mph has dropped to 4.2 seconds (from earlier estimates of 4.5 seconds).

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Photo Comparison: Mercedes-Benz M-Class Coupé Concept meets BMW X6

At the 2014 Beijing Motor Show, Mercedes-Benz announced the M-Class Coupe which will rival the BMW X6. The concept vehicle previews the final design which will be slightly toned down. While in the case of the X6 the practical conceived X5 serves as t...

At the 2014 Beijing Motor Show, Mercedes-Benz announced the M-Class Coupe which will rival the BMW X6. The concept vehicle previews the final design which will be slightly toned down. While in the case of the X6 the practical conceived X5 serves as the base, Mercedes-Benz uses their ML as a technical platform for M-Class Coupe. The current generation of M-Class has been on the market since 2011 and is built at the U.S. plant in Tuscaloosa, where also Mercedes MLC Coupe could run off the assembly line.

Photo Comparison: Mercedes Benz M Class Coupé Concept meets BMW X6

The grille and headlights are very GLA with a more dynamic. The many folds and creases in the hood and doors also give the concept a sportier look inspired by the GLA again. Mercedes says the rear end was inspired by the S-Class Coupe. The slopping curve of the roof is actually quite reminiscent of the X6, with a combination of modern and sportiness in a single package. “The Concept Coupé SUV stands out thanks to its extreme proportions and in doing so interprets our hall mark coupé design idiom,” says Mercedes-Benz design boss, Gorden Wagener. At 4935mm in length, 2044mm in width and 1739mm in height, the Concept Coupé SUV is said to closely mirror its production sibling in size. If these figures are retained, the MLC will be 58mm longer, 61mm wider and 49mm higher than the existing first-generation BMW X6. Mercedes-Benz has fitted the Concept Coupé SUV with twin-turbocharged 3.0-litre petrol V6.  The new unit produces 328 hp at 5500 rpm and 354lb-ft between 1400 and 4000rpm. This is 22bhp and 59lb ft more than that delivered by the turbocharged 3.0-liter in-line six-cylinder direct injection petrol engine used by the soon-to-be-superseded X6 xDrive35i. It offers the choice between Comfort, Slippery, Sport, Sport Plus and Individual – the latter of which allows the driver to mix and match various elements, including settings for the throttle, steering and damper stiffness. We put together a photo comparison between the M-Class Coupe and the current generation X6 which also be replaced later this year.

Photo Comparison: Mercedes Benz M Class Coupé Concept meets BMW X6

Photo Comparison: Mercedes Benz M Class Coupé Concept meets BMW X6

Photo Comparison: Mercedes Benz M Class Coupé Concept meets BMW X6

Photo Comparison: Mercedes Benz M Class Coupé Concept meets BMW X6

Photo Comparison: Mercedes Benz M Class Coupé Concept meets BMW X6

Photo Comparison: Mercedes Benz M Class Coupé Concept meets BMW X6

Photo Comparison: Mercedes Benz M Class Coupé Concept meets BMW X6

Photo Comparison: Mercedes Benz M Class Coupé Concept meets BMW X6

Photo Comparison: Mercedes Benz M Class Coupé Concept meets BMW X6

Photo Comparison: Mercedes Benz M Class Coupé Concept meets BMW X6

Photo Comparison: Mercedes Benz M Class Coupé Concept meets BMW X6

[Photos: Bimmertoday] The article Photo Comparison: Mercedes-Benz M-Class Coupé Concept meets BMW X6 appeared first on BMW BLOG

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BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

BMW works driver Alessandro Zanardi (IT) has completed his debut weekend in the BMW Z4 GT3. Today’s main race was the highlight of the curtain raiser for the 2014 Blancpain Sprint Series at Nogaro (FR). The 47-year-old put in a strong performance i...

BMW works driver Alessandro Zanardi (IT) has completed his debut weekend in the BMW Z4 GT3. Today’s main race was the highlight of the curtain raiser for the 2014 Blancpain Sprint Series at Nogaro (FR). The 47-year-old put in a strong performance in this first main race of his comeback season. He was in the top ten for most of the race, despite the fact he could not change gears properly as there was an issue with the special clutch mechanism developed for him. He only dropped back on the final laps to finish 13th. After it had rained yesterday, conditions were dry today with even some sun. In yesterday’s qualifying race, Zanardi qualified 14th on the grid for today’s main race in his BMW Z4 GT3 entered by ROAL Motorsport. The 47-year-old had a strong start and improved to tenth on the opening lap. When the field had sorted itself out after the mandatory pit stops, Zanardi was running in 11th but, with a great overtaking manoeuvre, he fought his way back into the top ten. Despite the fact that he was struggling with the clutch issue, he held tenth position until the closing stages of the race, but then dropped back to 13th.

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

BMW Motorsport Director Jens Marquardt said: “It was great to see Alex back in race action. At his debut in the BMW Z4 GT3 he proved he is still a real racer. He can be satisfied with his performance. You should not forget that GT racing is something new for him, and that he is competing against strong and experienced rivals. A big ‘Thank You’ also to ROAL Motorsport, who did a great job in preparing the BMW Z4 GT3. The debut is over, now we are looking forward to many more great race weekends with Alex this season.”

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

Zanardi reported after the race: “I am taking a very philosophical view, because racing is racing and something like this can happen. But to loose points today when we could have scored some is a pity, because it was my debut and to come home with championship points would have been great. But in my heart I know we had a strong finish to the weekend, which did not start very well. In the race our BMW Z4 GT3 was probably better than many other cars, so this gives me hope for the next races. Unfortunately we had this problem, which has nothing to do with BMW, but it was the clutch which we installed for me. It compromised my race even in the first half. After the pit stop, I managed to somehow start without the clutch, but then the car became very difficult to drive and basically I was driving the whole third sector in fourth gear to avoid problems. At the hairpin I tried to shift down but nothing was happening, then all of a sudden the gears were there. But what can you do, this is racing. Now I am looking forward to the next round.”

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

Roberto Ravaglia, Team Principal of ROAL Motorsport, added: “I’m very satisfied with Alex’s performance. He could have been in the top ten, but unfortunately he had some issues with the special clutch installed in the car for him. Without that he could have scored the first championship points in the first race of the series. Now we are going to analyse the data to clearly understand what happened. His best lap time was quite good, as he was the eighth fastest driver on track. This shows how competitive Alex can be. Now we need to work in order to improve in qualifying and to let him start from a better position than this weekend’s 14th. I’m confident and I’m looking forward to the next race.”

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

Today’s main race was won by the driver pairing of Maximilian Buhk/Maximilian Götz (both DE). The best BMW pairing was Sergio Jimenez/Caca Bueno (both BR) in the BMW Z4 GT3 of BMW Sports Trophy Team Brazil, who finished fifth. Usually two drivers share each car, but the regulations allow handicapped drivers like Zanardi, who had both his legs amputated, or category Bronze drivers over the age of 30 to compete by themselves. The second round of the Blancpain Sprint Series will be held at Brands Hatch (GB) from 16th to 18th May.

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro

The article BMW works driver Alessandro Zanardi finishes 13th at the season opener in Nogaro appeared first on BMW BLOG

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