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"I was just chatting with Tracy about eventually purchasing a new car and he mentioned to me a great deal Plaza was offering on new 2011 BMW 328x iDrives. I stopped by the dealership and fell in love with the car. The service was outstanding and I couldn't have asked for a better experience. I will certainly recommend friends and family to Tracy and be back once my lease is up!"-diadevito

BMW shows the preview of 2014 BMW M3

[[posterous-content:pid___0]]The upcoming 2014 BMW M3 is another astonishing new vehicle when it arrives in about two years from now. There are lots of speculations already formulated regarding its engine as well as to it specification, there might be a probability of an incline 6 boosted by trio turbo chargers or even better with more radical change in the performance of a V6.

Yes, V6 is very compatible to its highly advanced 3.0 liter, according to the insider of BMW. The new V6 will be the first one to ever mount its own twin scroll turbo chargers – the company shows the same for their 4.4 liter V8 design. The new design and formation is better, it is unique that BMW came up with a reduced length of inlet track; this will really help to provide cooling of air and will eradicate overheating.

 

This next BMW M3 will be larger, but you don’t need to worry because it is lighter than the currently running generation. Even if the new F30 3 Series sedan is about 3.7 inches longer than the E90, there is an average range of 88 lbs less in weight. Alloy chassis components is what made it possible to reduce the weight also, it is the main reason of the increased use of ultra high tensile steel to the entire body.

The lightweight design also includes a carbon honeycomb hood that weights about 6.6 lbs. On the other hand, the aluminum wiring of this car’s electronics helps to save another 15 to 20 pounds in overall weight.

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A BMW X1, a pair of K2 ski and snowy Austrian mountains. What a great combination for free riding. Enjoy!

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BMW X1 in New York heralds U.S. introduction

Those unfortunate circumstances seem to have changed enough, as BMW will now be showing off the X1 at the 2012 New York International Auto Show. Bringing it to a major U.S. show means one thing: the X1 will hit U.S. dealers as a 2013 model near the end of this year.

 

The X1 gets minor revisions for the 2013 model year, with other sites reporting turn signals integrated with the side mirrors. As the X1 has only been in production for a few years, it is not due for a major update, and already takes advantage of many newer BMW technologies.

BMW will only make one engine available in the U.S., its 2-liter four-cylinder with direct injection and a twin-scroll turbocharger. We drove a similar power train in the new BMW 328i recently, and found it more than adequate to motivate a smaller vehicle.

In the X1, which measures about 14.5 feet in length, the engine gets it to 62 mph in about 6.3 seconds. Fuel economy should be a little lower than that of the 328i, probably averaging in the mid- to high 20s.

We will get more details on the U.S.-bound X1 during our coverage of the New York auto show on April 4 and 5.

 

Source:CNET

Check out the all new 2012 BMW 640i Coupe that we have to offer.

Combined with power and elegance. This is the luxury car you've been dreaming of. Come on in today and take a look. You'll fall in love with its beauty!

BMW delivers with a good-looking 6-series

BMW's original 6-series earned it the nickname "shark" for its profile, but nobody applied that moniker to the revived 6er from the last decade. BMW designers, forced by regulation to make the trunk lid a certain height, seemed to just sort of give up when it came to the rear of the car.

As a result, the trunk lid looked like a piece merely tacked on to what could have been a nice profile. Maybe BMW's designers were hoping an aftermarket would develop in modded trunk lids. Given the price of the car, the 6 buyer is not typically a modder.

After too many years with the wart-like trunk lid, BMW finally got the design smoothed out. The 2012 BMW 650i came out with a profile much more similar to its oldest ancestor. This long-nosed grand touring coupe had many CNETers remarking on its sharp looks while it sat in our garage.

Beyond the design, the 650i benefits from a juggernaut of BMW technology development. Whether under the hood, in the cabin, or at the wheels, BMW employs technology to improve every aspect of the car.

The driver is treated to one of the best navigation systems available, a spectacular sounding Bang & Olufsen audio system, and even automatic parking. The engine is powerful and efficient, while adaptive suspension and steering lets the car behave like a lapdog or a road-eating beast.

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Check out this pre-owned Black Sapphire 2012 BMW 5 SERIES is priced to sell and has 4 miles which is very low considering this is a 2012 model year. It is powered by a 2.0L I4 16V GDI DOHC Turbo engine and a Automatic transmission.

2013 BMW M5 First Test

In the beginning, there was nothing. Then there was a big bang. At the time, it wasn't called the Big Bang, as it was the very first bang, so there were no other bangs to compare it with. Eventually, life evolved far enough to create everything from spatulas to literature, and the original M5 was born. The motorsport version of the e28 5 Series was conceived to deliver sports car-like performance with the useability of a four-door sedan. As with that original bang, we didn't have much to compare it with at the time, and it was easy to call it the best ever.

With each generation, BMW continued to add power, first with a bigger inline six-cylinder, then moving up to a V-8, and eventually going full F1-inspired crazy with a 5.0-liter V-10. While the M5 continued its march toward super sedan status, it was waving goodbye to daily driving sensibilities. The large-bore, short-stroke, high-revving V-10 didn't have much in the way of low-end grunt, and the adjustable suspension varied from bouncy to crushing. The single-clutch semi-automatic SMG transmission balked around town and slapped from gear to gear when driven hard. It was a great car to drive like a sports car, but wasn't the easiest to live with on a daily basis.

 Click to view Gallery

The latest generation of M5 manages to address the daily driving issues ignored by the e60, while simultaneously blowing it out of the water in performance. Enthusiasts may wax poetic about spinning the V-10's tachometer needle past 8000 rpm, but the rush of torque -- 500 lb-ft, to be exact -- created by the twin-turbo 4.4-liter V-8 launches the big car like a cannonball. We recorded a 0-60-mph time for the previous M5 at 4.1 seconds with a quarter-mile time of 12.5 seconds at 115.3 mph. Those seem like fast numbers until you consider the newer car runs to 60 mph in 3.7 seconds and gets through the quarter in 11.9 seconds at 120.3 mph.

For comparison's sake, a Porsche Panamera Turbo we tested recently did the same feats of strength in 3.5 seconds to 60 mph and 11.9 seconds at 114.7 mph through the quarter mile. But all-wheel drive is clearly a big advantage for the Porsche, and its extra 68 lb-ft of torque help the 104-pound-heavier Panamera get out of the hole.

Once the M5's speeds start to rise, the turbos spool and traction becomes less of an issue. The BMW gets from 0 to 100 mph in 8.4 seconds, while it takes the Porsche 8.8 seconds. The disparity in speed at the end of the quarter mile leads us to believe the M5 would keep pulling away at the high end. The Porsche makes a peak 500 hp, while the BMW cranks out a blistering 560 hp. We have tested a Panamera Turbo S rated at 550 hp that bridges the gap matching the 0-100-mph time, but still lags behind the M5's trap speed, coming in at 118.0 mph. It would seem the BMW is either producing a little more power than rated, or more of it is getting to the ground through two wheels once it's securely hooked up.

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Around our figure-eight course, the BMW got nipped again by the Panamera Turbo. The M5 turned in a very unsedan-like 24.9 seconds at an average of 0.81 g. The Porsche did it half a second quicker with the same average g. The difference comes down to cornering speeds. The Panamera Turbo can pull a full 1.00 g in lateral acceleration, while the M5 creates 0.94 g of sideways tug.

Whether in a straight line or cornering, the M5 drives like a bigger, heavier M3. The car naturally wants to understeer, but can be rotated with careful throttle application. But all that extra torque isn't nearly as controllable coming from the turbos. This may be the only downside when compared with the V-10. While the naturally aspirated engine seemed to have a direct physical connection from the driver's ankle to the car's 10 individual throttle bodies, the turbocharged V-8 is a little more of a game of telephone. Push down on the throttle pedal, feed the engine a bit more air, wait for the turbos to spool, and then get ready to counter steer. The impatient will quickly find themselves facing the wrong direction if they simply pin the throttle and aren't expecting all 560 lb-ft all at once.

 Click to view Gallery

On the road, the new M5 is a huge step forward from the previous car. The SMG transmission is gone, replaced by a thoroughly modern twin-clutch seven-speed semi-automatic transmission. The suspension has a greater range of adjustments from the previous car's, and even the steering assist is surprisingly variable. With all knobs and switches set in Economy or Comfort mode, the M5 is similar in mannerisms to a 528. The freeway ride is comfortable; the steering is light by BMW standards; and the transmission jumps to the highest possible fuel-saving gear as quickly as it can.

We found it completely livable around town and on the highway. We were even surprised by the amount of amenities BMW has chosen for such a sporting car. If you happen to be lapping the Nuerburgring with the kids in the back seat, they can watch the two monitors hanging off the back of each front seat. How many kids have experienced "Yo Gabba Gabba" at 150 mph? The doors also have a self-closing feature like more luxurious cars in this price range. No need to slam the door; just latch it shut and the car takes it the rest of the way. In fact, if you do slam the door closed, the car gently pops it back out and reseats as if to say, "Here, let me show you how this is done."

Once you have finished oohing and aahing over all this luxury, the transmission, suspension and steering can all be prodded into Sport mode either through buttons on the center console or all at once with the programmable M Drive buttons on the steering wheel. Damping rates are increased; steering requires a bit more muscle; and shifts are held until later in the powerband while snapping gear to gear a little faster. This was our preferred mode around town, as comfort makes the M5 lean a little bit too far toward the apathetic. Sport still isn't perfect. The middle mode overshoots the Goldilocks zone, making every trip to the store a qualifying lap, but at least you aren't holding up traffic in one of the world's fastest sedans. Steering is quick and direct. BMW's typical high caster angle on the front suspension provides plenty of feedback through the steering wheel. Holding the gears a little longer means the engine always wants to go and go fast. The one thing that's exactly right is the suspension, at least for the driver. The stiffer damping rates work with a rigidly mounted rear subframe to give the M5 a buttoned-down feel missing in most sedans.

 Click to view Gallery

The last choice for aggression on demand is Sport Plus. Either BMW's test routes are perfectly smooth, or the engineers wanted to relive past glory of DTM racers bouncing through the air. Even on our smooth Southern California canyon roads, we found the suspension too stiff in the most aggressive state. Small mid-corner bumps unsettle the chassis, and the unsettling turns to near aerobatics when you press hard on the brakes. The steering effort switches from nicely heavy to something your personal trainer would recommend. Even the throttle response and sportiest shift modes are a little too much for anything other than drag racing. Sport Plus needs to be dialed back a bit more toward the current Sport, and that could be dialed back a little bit as well, to make the car a bit more drivable around town.

If we have any complaint about the new M5, it's that there is just too much gap between comfort and sport. In Comfort, the car feels like a 528 -- not a bad thing, but not the reflexes you want from a six-figure sedan. Obviously, the slower throttle response and short shifting are used to maximize the benefit of forced induction, but we wish there were something like Sport Minus Mode. But on the whole, that's a minor hiccup. From driver feedback to all-out performance, this is probably the best M5 ever.

Source: Motor Trend

 

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2012 Geneva: 2013 BMW 6-Series Gran Coupe is ready to take on Audi A7

The 2013 BMW 6-Series Gran Coupe will come to the United States early this summer as a 640i only model. Prices for the BMW 640i Gran Coupe will start at $76,895. The BMW 650i Gran Coupe and the all-wheel-drive 650i xDrive Gran Coupe will join the line later in the year.

Refresher: The 2013 BMW 6 Series Gran Coupe will be available in the United States in three models including the 640i Gran Coupe, which will be available early summer 2012. The 650i Gran Coupe and the 650i Gran Coupe xDrive will join the range later in the summer. The BMW 640i Gran Coupe will be powered by a 3.0 liter 6-cylinder TwinPower Turbo engine making 315-hp at 5,800 to 6,000 rpm and a peak torque of 330 lb-ft between 1,300 and 4,500 rpm. That allows 0 to 62 mph to come in just 5.4 seconds with a top speed of 155 mph. The 650i Gran Coupe models will be powered by a 4.4 liter twin-turbo V8 making  445-hp between 5,500 and 6,000 rpm with a maximum torque of 480 lb-ft between 2,000 and 4,500 rpm. 0 to 62 mph comes in 4.6 seconds with a top speed of 155 mph.

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2013 M6 Coupe unveiled at the 2012 Geneva Auto Show

M Division BMWs make their mark on the performance segment — hands down, but often at the expense of style, some would argue.

Arguments be damned, BMW is doing its best to alleviate that concern with the 2013 M6 coupe, unveiled today at the 2012 Geneva Auto Show.

The long-bodied M coupe offers a sleek, flat design where an M3 or M5 would feel considerably more stout. Despite that sleek styling, the M6 coupe is still an agressive performance machine capable of running from 0 to 100 kmh (62 mph) in 4.2 seconds.

It achieves that time with the same high-revving 4.4-liter V8 as the M5, but with 20 extra horsepower for a total 560 hp.

Despite its considerable grunt, the car is actually supposed to be 30 percent more fuel efficient than its predecessor thanks to a 7-speed dual-clutch transmission, though those numbers are based on the European test cycle which is often unreliable.

Perhaps the most attractive feature is the optional 20-inch M wheels that come with the optional M carbon ceramic brakes and massive 15.6-inch rotors (larger than some cars wheels).

Governing those wheels, an active differential constantly adjusts the power distribution between the rear wheels to ensure maximum power delivery.

 

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Fascination as a cultural asset. The BMW Group design philosophy.

The design philosophy of the BMW Group is a reflection of corporate culture and an expression of dynamic entrepreneurial spirit. Design culture more fittingly describes the endeavours of all those involved in the design process. The
BMW Group’s design culture is rooted in the bond between human and product, and continuously evolves within the dynamic field of tension arising from the juxtaposition of the past and the future.

 

Human and product: a lifelong union.

When it comes to design, the BMW Group has one pivotal aim in mind: to create emotionally charged products with lasting appeal.
The work of the BMW Group designers focuses on generating a momentum in each vehicle which will engage people in a long-term emotional attachment. Indeed, it is the close affiliation between person and product during the creative process that is the foundation of the BMW Group’s success. From the initial development concept to the production-ready model, designers and engineers strive for meaningful form and functional perfection. The customer experiences the harmonious interplay of these two aspirations in the vehicle’s every detail.

 

Heritage and future: the bedrock and vision of design.

BMW Group design is authentic, pioneering and sustainable. It draws its authenticity from the company’s past and the various brand traditions. It is visionary and compelling for its sustainability concepts. The heritage of the brand is the vital foundation without which no forward-looking design would be possible. A long-term, ongoing chain of development embracing revolutionary leaps forward creates the force field emanating from this dual focus on the past and the future.

 

BMW Group design shapes genuine personalities.

Cutting-edge innovations, compelling aesthetics and an outstanding product substance make for an authentic product personality. These values constitute the guiding principles for those involved in the creative process.

Perfection and innovation in technology and design are pivotal, distinguishing characteristics of BMW Group products. Design systematically and authentically translates function into meaningful form – a process that spawns perfect proportions along with a fascinating and challenging formal vocabulary, from the overall impression down to the smallest detail. The result is a product substance that can be experienced with all the senses and engenders an emotional relationship between person and product.

This design culture creates a set of values to which all the BMW Group brands adhere. It is a shared value perception that defines the endeavours of the BMW Group and forms the basis of the design strategy underlying all its brands. Proceeding from this common foundation, each brand imbues it with an individual expression and a life of its own.