Luxurious Cars

• Straight-six gasoline engine with composite magnesium/aluminium crankcase, VALVETRONIC and dual-VANOS
• Capacity: 2,996 cc
• Max output: 190 kW/258 hp at 6,600 rpm
• Max torque: 310 Nm/228 lb-ft from 2,600-3,000 rpm
• Acceleration 0-100 km/h: 6.8 s
• Top speed: 205 km/h (127 mph) (230 km/h or 143 mph with optional high-speed set-up)
• Average fuel consumption: 9.4 l / 100 km (equal to 30.0 mpg imp)
• CO2 emissions: 219 g/km
• Emission standard: EU5

• Four-cylinder diesel engine with all-aluminium crankcase, BMW TwinPower Turbo and common rail direct fuel injection
• Capacity: 1,995 cc
• Max output: 150 kW/204 hp at 4,400 rpm
• Max torque: 400 Nm/295 lb-ft from 2,000-2,250 rpm
• Acceleration 0-100 km/h: 7.3 s
• Top speed: 205 km/h (127 mph) (223 km/h or 138 mph with optional high-speed set-up)
• Average fuel consumption: 6.3 l / 100 km (equal to 44.8 mpg imp)
• CO2 emissions: 167 g/km
• Emission standard: EU5

• Four-cylinder diesel engine with all-aluminium crankcase, turbocharger with variable intake geometry and common-rail direct fuel injection
• Capacity: 1,995 cc
• Max output: 130 kW/177 hp at 4,000 rpm
• Max torque: 350 Nm/258 lb-ft from 1,750-3,000 rpm
• Acceleration 0-100 km/h: 8.4 s
• Top speed: 205 km/h (127 mph) (213 km/h or 132 mph with optional high-speed set-up)
• Average fuel consumption: 5.8 l / 100 km (equal to 51.4 mpg imp)
• CO2 emissions: 153 g/km
• Emission standard: EU5

• Four-cylinder diesel engine with all-aluminium crankcase, turbocharger with variable intake geometry and common-rail direct fuel injection
• Capacity: 1,995 cc
• Max output: 130 kW/177 hp at 4,000 rpm
• Max torque: 350 Nm/258 lb-ft from 1,750-3,000 rpm
• Acceleration 0-100 km/h: 8.1 s
• Top speed: 205 km/h (127 mph) (218 km/h or 135 mph with optional high-speed set-up)
• Average fuel consumption: 5.3 l / 100 km (equal to 53.3 mpg imp)
• CO2 emissions: 139 g/km
• Emission standard: EU5

• Four-cylinder diesel engine with all-aluminium crankcase, turbocharger with variable intake geometry and common-rail direct fuel injection
• Capacity: 1,995 cc
• Max output: 105 kW/143 hp at 4,000 rpm
• Max torque: 320 Nm/236 lb-ft from 1,750-3,000 rpm
• Acceleration 0-100 km/h: 10.1 s
• Top speed: 195 km/h (121 mph)
• Average fuel consumption: 5.7 l / 100 km (equal to 49.6 mpg imp)
• CO2 emissions: 150 g/km
• Emission standard: EU5

• Four-cylinder diesel engine with all-aluminium crankcase, turbocharger with variable intake geometry and common-rail direct fuel injection
• Capacity: 1,995 cc
• Max output: 105 kW/143 hp at 4,000 rpm
• Max torque: 320 Nm/236 lb-ft from 1,750-3,000 rpm
• Acceleration 0-100 km/h: 9.6 s
• Top speed: 200 km/h (124 mph)
• Average fuel consumption: 5.2 l / 100 km (equal to 54.3 mpg imp)
• CO2 emissions: 136 g/km
• Emission standard: EU5

The X7 would effectively be a long-wheelbase version of the same platform that sits under the X5 and X6. The main problem is that the X5 and X6 already get poor enough fuel economy. That, appropriately, was the reason the X7 idea was dropped back in 2008, as well. Instead BMW spent its development dime on the smaller X1 and X3 and its roll-out of diesels in the U.S. Now, however, things have apparently turned back toward the large SUV again--and, as it was eight months ago, it may be China that's pushing the issue.
Fighting it out with the masters of the full-size SUV universe is a difficult proposition in Europe and the U.S., where brands like Land Rover and Mercedes-Benz already have their footholds, and challengers like Audi could also have plans. Doing it in China, which is effectively a blank slate in comparison, makes more sense. Adding a growing market in Russia to mix adds some more credibility. Sprinkle it with some good old- fashioned American disregard for fuel economy at the upper tier of the market, and BMW may have a business case.
Given the general trend of the market here, however, plus mounting pressures from the government on fuel economy standards, it may be the developing markets alone that justify the project. Whatever the case, consider this one among the handful of highly suspect yet still possible rumors that have surfaced this week.

BMW Z4 GT3 launched and completed its first test drives at the start of March, is already enjoying great popularity among BMW Motorsport customers. The first cars have been delivered to private BMW teams, who will prepare them for use in various national and international championships. The production model of the BMW Z4 is already impressive: with its elongated bonnet, flared wheel arches, long wheel base and narrow projections, the car boasts an unmistakable appearance. The two-seater provided BMW Motorsport engineers with a good basis for developing a close-to-production GT3 racing car.
The largest difference between production and racing car can be found under the bonnet: while the production version of the BMW Z4 is driven by a six-cylinder engine, the GT3 car is powered by a 4.0-litre eight-cylinder engine similar to the unit used in the BMW M3 GT2. This powerful heart produces over 480 bhp. Its excellent performance characteristics and good torque curve make the base engine from the production version of the BMW M3 predestined for use in motorsport.
The front axle of the BMW Z4 GT3 is a completely new design, based on a series concept. It is equipped with a tubular stabiliser bar with adjustable blades. The rear axle is designed as a longitudinal link axle, as with the series version of the BMW Z4.
The steel body of the car comes from the BMW Plant in Regensburg. A safety cell made of extremely rigid, precision steel tubing is then welded into the body. The engine block of the V8 engine is produced in the BMW foundry in Landshut. The BMW Plant in Dingolfing contributes the rear axle differential and drive shaft, among other things.

During the development, BMW Motorsport engineers worked hand in hand in other areas with their colleagues from series production. This allowed them to access calculations from the field of computational fluid dynamics (CFD) when designing the car's aerodynamics. Furthermore, tests were also carried out in the wind tunnel and on the BMW Group's test benches.

Front and rear wings, bonnet, roof, fender and many other components are made of carbon fibre reinforced plastics (CFRP). Using this lightweight, torsion-resistant material contributed significantly to reducing the weight of the BMW Z4 GT3 to 1,200 kilograms.

Starting immediately the BMW 135i Coupe and the BMW 135i Convertible come with a straight-six power unit of the latest generation for the first time combining BMW TwinPower Turbo Technology, High Precision Injection and fully variable VALVETRONIC valve management, all interacting with one another to set new standards for economy with the highest level of performance.


In conjunction with the seven-speed double-clutch gearbox (DKG) featuring Sport Automatic available as an option for the first time in the BMW 1-Series as of March 2010, these superior technologies offer a further significant reduction of fuel consumption and emissions on these top-flight performers, setting up new records in acceleration and dynamic performance.

The top engine featured in both versions of the BMW 1-Series develops maximum output of 225 kW/306 hp at 5,800 rpm from a capacity of three litres, combining spontaneous and direct response with unleashed free-revving driving qualities. Peak torque of the six-cylinder is 400 Newton-metres/295 lb-ft delivered from just 1,200 rpm all the way to 5,000 rpm.

The seven-speed double-clutch gearbox with Sport Automatic shifting gears without the slightest interruption in power and torque, is likewise designed and built for dynamic performance of the highest standard.

Sport Automatic offers not just the option to shift gears manually on the electronic gear selector lever or via the shift paddles on the steering wheel, but also the usual comfort and convenience of a BMW automatic transmission.
The combination of these two innovations in a compact car naturally guarantees driving pleasure of a new standard never seen before. Accelerating from 0 - 60 mph in just 5.0 and from 0 - 100 km/h in 5.2 seconds, the BMW 135i Coupe with its double-clutch gearbox offers the same supreme standard as a thoroughbred sports car even more than in the past.

A truly unique achievement in this performance class is average fuel consumption in the EU test cycle of 8.5 litres/100 kilometres (equal to provisional combined of approx. 22 mpg US), almost one litre/100 kilometres better than the comparable figure in the former model with its six-speed automatic transmission.
This significant reduction of fuel consumption, together with acceleration to 60 mph improved once again by 0.2 seconds, clearly confirms the progress made through BMW EfficientDynamics with this new engine and transmission technology.

The BMW 135i Convertible with double-clutch gearbox accelerates to 60 mph in 5.3 seconds and reaches 100 km/h in 5.5 seconds. Average fuel consumption in the EU test cycle is 8.6 litres/100 km (provisional combined US figure approx 22 mpg), which is 0.8 litres better than on the former model with automatic transmission.On the same fuel consumption, this is better even than the acceleration and consumption figures of the respective models with a six-speed manual gearbox: the hand-shifted version of the BMW 135i Coupe accelerates to 60 mph in 5.1, the manual-gearbox version of the BMW 135i Convertible in 5.4 seconds (0 -100 km/h on the Coupe in 5.3, on the Convertible in 5.6 seconds).

At the same time the combination of the BMW TwinPower Turbo engine with the manual gearbox also newly developed likewise enhances all-round efficiency by a significant margin. In practice, this means a reduction of average fuel consumption by the BMW 135i Coupe to 8.5 litres and a reduction on the BMW 135i Convertible to 8.6 litres/100 kilometres (provisional combined US figure for both models approx. 22 mpg).

The Z3 was designed by Joji Nagashima of the BMW design team and developed from the E36 platform of the 3 Series. The resulting platform is sometimes referred to as the E36/7 (roadster) or E36/8 (coupé). The rear semi-trailing arm suspension from the E30 was used rather than the more sophisticated multilink suspension from the E36. At first, only the 1.9 L M44B19 straight-4 engine was offered, but its 138 hp (103 kW) was not up to buyers' expectations. Interior appointments too were not up to the standard of other BMW models, and the plastic rear window looked poor compared to the glass unit found on the much less expensive Mazda MX5 (Miata).

In 1997 a more powerful 6-cylinder engine was added. The 2.8 L engine (M52B28), similar to the BMW M52 straight-6 in the 328i except with an all aluminum block and head, was especially desirable with its 189 hp (141 kW). The M Roadster appeared in 1998 with a 3.2 L S52B32 engine (North America) or more powerful 3.2 L S50B32 engine (International). In 1999, the 1.9 L 4-cylinder engine was replaced with a 2.5 L straight-6 M52TUB25, producing 170 hp (130 kW) in North America. Due to marketing, BMW wanted to
differentiate the 2.8 L engine from the 2.5 L engine, so it was badged 2.3 just like the 3-Series 323i, which also has a 2.5 L engine. Outside of North America, the 1.9 L 4-cylinder was replaced with a 2.0 L straight-6 in 1999, with 148 hp (110 kW).

There have been V8 engines fitted into the Z3 by German tuning companies AC Schnitzer (4.4L in roadster version, no series production) [4] and Hartge (5.0L in Coupé version, titled Hartge Z3 MQP V8).[5]
BMW Z3 Facelift in Dakar Yellow

All of the engines were replaced for 2000. The range consisted of the 2.2 L M54B22 (available outside North America), 2.5 L M54B25, 3.0 L M54B30, and (for the M Roadster) 3.2 L S54B32. All three of these straight-6 engines lasted through the end of the car's run in 2002. Also updated was the car's interior appointments, though the plastic window remained.