BMW M3 and M4 spotted in Istanbul

Ahead of the BMW M3/M4 Power Experience in Istanbul, BMW is shooting new footage of the twin brothers. The cars were also taken on the race track for some drifting action. On May 18th, customers from around the world will get to experience the all-ne...

Ahead of the BMW M3/M4 Power Experience in Istanbul, BMW is shooting new footage of the twin brothers. The cars were also taken on the race track for some drifting action. On May 18th, customers from around the world will get to experience the all-new BMW M3 and BMW M4 on the former Formula 1 race track ‘Istanbul Park Circuit’. A combination of 14 bends, multiple elevation changes, and the distinctive “Turn 8”, a 180°high-speed bend with no less than four angles, will make for an unforgettable experience.

BMW M3 and M4 spotted in Istanbul

The ‘Istanbul Otodrom’ as it is known within Turkey was originally opened in 2005 and features 5.338 km (3.317 mi) of some of the most challenging twists and turns of any race track in the world. After ditching the amazing V8 naturally-aspirated engine, the new M3 and M4 use a 3.0 liter turbocharged engine that produces 425 HP and 560 Nm (413 lb-ft) of torque. The car weighs under 1,500 kg (3,300 lbs). From 0-100 km/h (0-62), the 2014 BMW M4 runs in 4.1 seconds with DCT while the M3 runs the same distance in 4.3 seconds, with the same transmission

BMW M3 and M4 spotted in Istanbul

. The F80 2015 BMW M3 Sedan will cost

BMW M3 and M4 spotted in Istanbul

$62,000 and 2015 BMW M4 has a base price $64,200. Destination and handling is $925. In Germany

BMW M3 and M4 spotted in Istanbul

, the based price for the M4 Convertible is 78,200 euros for the version with manual transmission, and 82,100 euros for the M4 convertible with a seven-speed DCT. The article BMW M3 and M4 spotted in Istanbul appeared first on BMW BLOG

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First BMW F80 M3 Delivery!

We’re thrilled to announce our very first F80 M3 delivery! The lucky BIMMERPOST member is uae247, who just took home an Alpine White F80 M3 with Sakhir Orange interior, DCT transmission, Carbon Fiber roof, and all loaded options. Check out th...

We’re thrilled to announce our very first F80 M3 delivery! The lucky BIMMERPOST member is uae247, who just took home an Alpine White F80 M3 with Sakhir Orange interior, DCT transmission, Carbon Fiber roof, and all loaded options. Check out the first pics and his impressions inside!

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Updated Pics + Video of First Delivered F80 M3 – Interior, E90 M3 Comparison, and Exhaust

Updated photos of the first delivered F80 M3 – interior photos as well as comparison pics posing with an E90 M3. Also a great video clip of the F80 M3 exhaust. ...

Updated photos of the first delivered F80 M3 – interior photos as well as comparison pics posing with an E90 M3. Also a great video clip of the F80 M3 exhaust.

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Member’s M235i Decked Out in M Performance Parts

Check out this BIMMERPOST member’s M235i fully decked out in M Performance Parts. ...

Check out this BIMMERPOST member’s M235i fully decked out in M Performance Parts.

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Videos: Group of F82 M4 Coupes Spotted in Istanbul

Some videos from Istanbul, Turkey where many M4 coupes have now been spotted and recorded on video. The cars are there for the M3/M4 M Power Experience 2014 event, which begins May 18. ...

Some videos from Istanbul, Turkey where many M4 coupes have now been spotted and recorded on video. The cars are there for the M3/M4 M Power Experience 2014 event, which begins May 18.

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How to track your BMW i3 from order to delivery

Are you one to the early adopters that has taken a leap of faith and ordered a BMW i3? I say leap of faith since it is BMW’s first real production electric vehicle. Plus, there so few of them here in the US that many people have placed their orders...

Are you one to the early adopters that has taken a leap of faith and ordered a BMW i3? I say leap of faith since it is BMW’s first real production electric vehicle. Plus, there so few of them here in the US that many people have placed their orders without actually ever seeing one in person let alone taking one for a test drive. If you have been lucky enough to test drive one, it was likely only for a short distance and on a designated route. Plus, since there were no actual US spec i3’s here in the US until this week, all of the cars used for test drives have been pre-production European spec vehicles that didn’t have the polished fit and finish of a production vehicle. Oh, and if you did test drive one, you drove the fully electric i3 because there were no i3’s with range extenders here for test drives at all. So yeah, if you already have an i3 on order, you are likely an early adopter that is pretty excited about this revolutionary vehicle. Enough so to place your money down on one without really knowing for sure if BMW has delivered on their promise to make the i3 a “real” BMW.

How to track your BMW i3 from order to delivery

So what can you do while your i3 is being built? You can obsessively track it’s every move, that’s what you can do, and this article is meant to help you do just that. There are various steps you can take listed below, depending on just how much you want to stalk your i3. Have at it! Step One:  Get your production number from your client adviser. Sign into My BMW account at bmwusa.com. Enter your production number and select Track my BMW. There are six steps listed: Order documentation, Production begins, Production ends, En route to the U.S., Finishing touches and At your BMW dealer. Step Two: Obtain the VIN (Vehicle Identification Number) The VIN is typically assigned when the vehicle is well into production. Until it’s been assigned a VIN you’ll only have the production number to work with however you can get the VIN from that without even asking your client adviser. To do so you need to look into the source code of your bmwusa.com tracking page. Here’s how: - Log in to the My BMW section of the bmwusa.com web site. - Go to the “Track my BMW” section. - Once you see the state of your i3, use your browser to open the source code for the web page (browser dependant, but often a right click and ‘View Page Source’ or some such). Search in the HTML code for “VIN_7″, and right after one of those instances you will see value=”VX…..”.  That VX***** value field is the last 7 alphanumeric characters of your VIN. (For the Safari browser on Apple machines, to view source code of a web page, you need to A) go into Preferences in the Advanced section and select “Show Develop menu in menu bar; B) Click on the “Develop” menu in the top menu bar; C) ”Click on “Show Page Source”; D) follow instructions above.) Step Three:  If you only have a partial VIN, use the VIN decoder website to get the whole VIN: http://www.bmwarchive.org/vin/bmw-vin-decoder.html Step Four:  Once your car has shipped, and is on a ship across the Atlantic, you can track that ship here: https://att.2wglobal.com/gstattweb/ocean.do?method=getDefaultOceanQuickSearchPage Enter the last 7 alphanumeric characters of VIN in the Cargo ID box on right side. Alternatively you can enter your entire VIN. If you want to see all the i3’s listed on the ship, enter the wildcard “WBY1%” and you’ll see the list of every one on the ship. Conservative estimates on timing: - 2 weeks for production - 1 week for transit to port* - 4 weeks for shipping to West Coast - 1 week for transport and prep to dealer - subtract 10 days for East Coast delivery   * There are several days of variability based on when your car arrives at the European port for the trans-oceanic ship. If you’re lucky you’ll gain a couple days; if you’re unlucky (arriving at port just after a boat leaves) you’ll lose a couple days. Back in 2009 we did a comprehensive post (http://www.bmwblog.com/2009/07/14/how-to-follow-a-new-bmw-from-order-to-shipping-and-to-delivery/) about tracking any BMW order. This is still a great resource and a must read for anyone interested in tracking their cars progression Here is a shipping schedule. Enter origin as Germany/Bremerhaven: http://sagaweb.2wglobal.com/AppSchedules/countryList.do If your car is being shipped to the US west coast, it will pass through the Panama Canal, and you can even watch it on webcams!  Use the MarineTraffic.com site to track the ship (see the link to our 2009 post above for more on that), and start looking for the ship on the cameras just before it gets to the location on the map. The marine traffic will also give you a thumbnail and pictures of the ship so you can confirm.  The ship will pass through the Gatun locks, then the Pedro Miguel locks (see also Centennial Bridge cameras), and finally the Miraflores locks. http://www.the-webcam-network.com/Panama/Pedro-Miguel/2075874.html Other Info: Call on the phone 800-831-1117. Say “Vehicle Production Status”; then your order number or VIN; and then clarify if it’s an order or a VIN. If you need more info, you can ask to speak to a representative and they will be happy to give you up to the minute details on your vehicles status. There is also a new service for BMW i customers called BMW iConcierge. You can contact your BMW iConcierage here: 855-236-1025 or Bmwiconcierge@bmwusa.com VIN Production Sequence: U.S. BEV i3′s have VIN codes starting with VX5 (last 7 alphanumeric characters).  The first known production U.S. BEV i3 was VX51048, leaving Germany on March 27th. U.S. REx i3′s have VIN codes starting with VX6 (last 7 alphanumeric characters).  The first known production U.S. REx i3 was VX62568, leaving Germany on March 24th.   Note: Much of this information was obtained from the BMW i3 Facebook group with Mary Demarest-Paraan doing a lot of the heavy lifting! The article How to track your BMW i3 from order to delivery appeared first on BMW BLOG

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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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