I’m sitting in the Sheraton Westpark Hotel near the BMW Welt where I’m heading in about 8 hours to pick up my 1M. As you might imagine…I’m damned excited!

Over the next couple days I’ll post all the stuff I can related to the car and the ED. If you ever wondered whether Euro Delivery was worth the effort…you have to try it. The people at BMW have been simply amazing organizing this delivery and have even invited me to the M-Studio to meet with the Engineers who designed the 1M! I’m headed there right after the pickup! What an amazing experience….
I’ll post again tomorrow after the delivery and the M-Studio tour!

Forgive the time it took to get this up, its been a long day and the hotel I had booked my self before I left….had their internet fail. We’re all good now.

Today was an awesome day, even with no sleep! I made it to the BMW Welt about 8am, an hour ahead of my planned 9am delivery. The BMW staff greeting me at the front door, checked my luggage and delivered me to the Lounge Area to check in. Bianca led me through the documentation process and as she did dropped that my 1M was the very first production 1M they had ever delivered. I wondered if it was true, but she confirmed it without me solicting. The paperwork process was simple, clear and very well thought out. (and required remarkably few trees to die!)

When I was done getting checked in headed over to the cafe for a quick breakfast…and as I did, caught this through the glass looking down from the 3rd to the 2nd level of the Welt: Its Alive!

I must have been slobbering or something, becuase within a few moments there was about ten people looking out the window trying to see what I was looking at. As calmly as I could I walked over and had a quick snack to wait the 20 more minutes until my delivery. Soon, Sven greeted me and took me down to the see the car.

As we decended the stair case to the delivery level, Sven, wipped out his PDA and clicked a few buttons which started the car spinning on its turntable, what a way to great your new car! Here is one of the many shots I took from the stairs:

The Black M3 Competition Coupe behind the 1M was a great comparison. This was the first time I’d seen a BSM 1M, and had ordered it “fingers crossed” that I’d like it. I saw the orange at Detroit and Toronto, and liked it, but didn’t know if I could love it year in and year out. After seeing these two cars together I was very happy with the colour…and the car too! The athletic look of the 1M is stunning. Here is another shot just outside the Welt as I adjusted luggage and matts etc to go and pick my friends from the airport:

Off to the airport to grab buddies I go. The little car is TIGHT. The steering (keep in mind, this is my first BMW, but I’ve driven many) is unbelievable. This is not a car you let your head nod on while driving I75 top to bottom…you’ll be in the ditch. The steering is positive, direct and communicates everything. You can feel those big tires grabbing the pavement at slow speeds and its kart like when you’re rolling. Traffic was light, and the weather not bad so a quick squirt up to the Munich airport was done in moments, thrust above 125 Mph is just wonderful. You can drive 6th gear down below 50 Mph and all the way up without shifting, not the fastest way to do it…but you can comfortably.
I learned a few things I’ll post later, but the car is quick. It had 4km on it when I left…gotta be nice for a while!

Here’s the car at the airport:

Two friends and I headed back to BMW Welt for a “House Tour” and look thorugh the Museum. Parked outseide the Welt again, and a quick shot from the Museum back towards the Welt across the street:

I have lots of photos from inside the BMW Museum, and from inside the BMW Welt. Here is a couple I thought were cool. This sign on the floor of the Welt was not really obvious, I walked over it several times without noticing…until I was up three floors!

Here is one looking across the street from the Welt parking towards the 3-Series factory attached to the (4-Cylinder) BMW Headquarters:

I can post more of these types of images if anyone would like to see them, but I’ve had difficulty getting internet and getting things uploaded, so I will focus on the 1M for this update. Let me know if you like the other topics and I’ll expand on them another time.

After visting the Museum and taking the Welt Tour, we headed to a special place…BMW Canada and Budd’s BMW worked with BMW M-Studio to arrange a meeting with the engineering staff who created the 1M. What a treat…

We had an hour of time with the team who designed and tested all the compenents and set the lap time for Nurburgring. It was sooo cool. We pulled up front at the BMW-M Facility in Garching and Azedeh from M Customer Relations met us and guided us inside, through security and took us and the 1M right inside the M-Studio

This bunch of people were a riot…what a job they must have! The camaraderie these guys had with each other was apparent. The joking and teasing was great. But they taught us a lot…..

I was trying to remember all the questions I had to ask about the car….and the Moto GP Car of course!! I now know why those twelve people who won the trip to see the car early in the marketing didn’t have many bad things to say, and why they felt the 1M truly was an M-Car.

If you think about it, going through our questions, the following items were addressed by this bunch of engineers:

- Front Strut Bar – If you din’t see it on the marketing cars….you will…There is a massive metal ring on the top of each strut tower that has beams attached to them that run back to the firewall. Completely different than the 135i
- Extra Water Cooler: Driver side front
- Upgraded Power Steering Cooler
- Upgraded Rack Ratio

- Completely different tune, although on a very similar engine. – We were describing how we were driving the car trying to make the appointment at M and one engineer told me, “the only reason you haven’t spun it is becuase you left the traction control on….” He also dropped that this would occur because….there is more under that pedal than might be printed in a brouchure….

These two crazy guys did the transmission, engine mapping and differential.

- Lightweight Flywheel, a lot lighter, as described to us, its as light as could possibly be used in a dual mass application.
- Dry Sump Light weight transmission, totally new for this application
- New Driveshaft, lightweight to addapt to the new transmission
- M3 Differentialwith dynamics for the shorter wheelbase considered with integrated cooling fins

- Complete M3 suspension – Control Arms, Shocks, and other components. The shocks use the stock points as the M3s do, however, they are completely different for compression and rebound, similarly the bushing are the same size etc, however, are cast for the 1M application, Sway Bars and something else I’m forgetting right now….Ask away, you might jog my memory.

Brian, Director of Sales & Marketing BMW M with my friend Steve.

- Brakes….I lost nights of sleep wondering why they used the brakes they chose…here’s why: When they tested the 6 piston upgraded brakes from the 135i they had very high temperatures, and issues with the rotors given the cars extra HP and speed. They jumped from these to the E92 M3 Brakes to see if it would improve things, and it did…but for good measure they tried the M3 GTS brakes (Floating Caliper) and some aftermarket as well, but found the GTS brakes to be too loud, too expensive and no better performance (in this application) then the regular E92 M3 brakes. All they had to do was recalibrate the Vehicle Dynamics, ABS etc, and change the rear pads to a different compound to compensate for the shorter wheelbase, lower weight and the way the car reacted on a couple of the messier corners at Nurburgring. The E92 M3 brakes offer the ability to use rotors that have the swept area mounted to the hat via vertical posts. These verticle posts allowed the rotor to expand and contract considerably, consistently, repeatedly without having rotors issues. These rotors were designed to be used with the E92 Calipers…and those Calipers were designed to be used with the M3 Competition wheels…therefore…

Speaking of M3 GTSs

- M3 Wheels -I started asking about this by saying…I tend not to sell cars…I buy them and sorta keep them eternally. When I get the car home from Germany I will mothball the original wheels for another day and replace them with daily runners: Money no object, what should I buy and what size should they be (This is where I started hinting at the Moto GP Car)? The answer was don’t change anything too much. Funny enough they asked if remembered the Gold wheels from the test mule? I did. The recommedation was to find a wheel that was STIFF enough for the challenge, size was not the first consideration. They chose the BBS becuase they were strong and would distort very little under the load a 1M could deliver. The M3 Competion wheels were the strongest wheel they could fit over the brakes comfortably and were designed for end user use. After exhaustive tire testing, the tires they choose also fit the M3 Competion Wheels perfectly, viola. The one caveat was that if wheels that retained the stiffness of the originals or better, and were lighter, they would make a great addition.

- Tires - Nobody was naming names. But we were given a bunch of model numbers and sizes that were tested and the PS2s were found to be simply the best. They also said in regards to changing the wheels and tires that the car had the biggest tires it could use, biggers ones would bring little beneft in its current config. I asked about the Moto GP car with the 255/285 Combo and found out these fine people built that car too…and the bigger versions provided little to no gain. The biggest differnce was that the front wheels on the Moto GP car was pushed out 5mm to clear the KWs. The rest was more for looks and to be different.

- Bodywork – Everybody knows this part…its wide. People were just short of causing multi car accidents trying to give us “thumbs up signs” in traffic. People from all walks of life notice it and respond.
- Interior – M-Button – Keep forgetting to try this, anther post. You all know the rest here too. stitching, Alcantara, Pedals, M insignia on the leather seats, Gauges, Shift Knob (not lit), Steering wheel. I picked up the rubber floor mats and the touch up paint at the BMW Welt before I left, couldn’t resist…40 Euro, done. You ask why I would buy the touch up paint…well I’ll tell you tomorrow….

Basically, there has been so many parts of this thing that have been massaged, that it’s hard not to consider it a real M car. I’ll take flak for this statement I’m sure, but you can’t buy all the stuff and the engineering expertise to make it work so flawlessly for anywhere near what BMW has charged as a premium. I’d pay it again.

Here’s where I’m working from now to get this done:

We’re siting outside a locked building with an unlocked wifi network. Two feet in any direction and we have no more connection….

As a parting gift, the whole Engineering staff for the 1M signed a Dealer Poster for the 1M as a gift to take home. Thank you very much everybody, what fun we’ve had on this trip so far!

Freezing our tails off. Signing on again tomorrow with much more, and more about driving the car. ‘Nite

I’ve uploaded this one video before we have to leave for a dinner meeting. I will get back on tonight and get all the others up I planned to have up and answer questions.

Here is the Exhaust at Start up and some Throttle Blips:

Exhaust

Okay, here we go.

Here is a couple more videos, one (with the car warm, becuase one of the posts nailed it, when it warms up it does get more subdued) driving out of the business we asked for help to fix a paint related issue, and one heading back out into the countryside where we are staying.

The first one, driving out of the SONAX Training Center in Neuburg, is another cold start and roll out of the bay we were using. This and the exhaust sound video were recorded without the M-Button engaged, the response does change with it engaged. Considerably under load and the traction control off….which you’ll here in the third video as long as we get it uploaded before we lose battery power. First Video:

Driving away slowly

This one is a country road outside neuburg, heading towards Ingolstadt (Home of the Audi Factory, beautiful rolling Bavarian countryside) and is 2nd gear pull and upshift to 3rd, just trying to give a street level example of the exhaust:

Drive by

This is a video from inside the car, windows down (great at the beginning, not so at the end) from nearly dead stop to 180kmh in third gear with the M-Button on, Trac Control Off:

Soft launch

I saw someone post some things related to the Strut Tower Bar, here is the images of the one on the 1M:

I mentioned early in the blog how the swept area of the Brake Rotors were mounted on verticle posts, here is an image so you know what I meant:

We visited SONAX for business related meetings, however, it could not have more timely. Would you believe that twelve hours after picking up the car…a bird crapped on the hood six inches behind the Passenger Headlight after 1am sometime…and it burned through the wax, clearcoat and into the paint before we could get it off at about 10am? I was incredibly lucky to have their trainer and a chemist offer to look at it under a jewelers loop and determine the best plan to minimze the damage, and then walked away as they SANDED it OFF….Yeah…I’m still shaking. When they were done they repaired the paint, Nano Coated the entire car, including the wheels and gave us a goody bag to use into the future. (Thank you Thomas & Erik, below)

Okay, now is as good a time as any to address the gripes. I just dropped 70 big ones, (thats what this thing costs in Canada with our wonderful Tax included), so you have to understand….I’m invested. Not even looking at the negatives yet (~60 hrs in)! But there are some and here they are quickly:

- (This is all me) I should have ordered the NAV….The dash is so simple without it, you’d swear you were driving an Vitz/Echo, excpet the gauges are where they’re supposed to be. The use of Alcantara on the dash is awesome, but boy it would have been a lot better if the whole thing was done, or at least a good bit more of it. Or leave the Alcantara off that little strip, and make it Carbon like the accessory piece. (I know, this makes it a 1M…)
- Along these same lines, the interior is sparse. It does seem pretty bare bones for such a car. Have you driven a Chevy Cruze? See what that buyer gets for Fifteen grand???
- The seats are acceptable for such a car, but they could be more…something…more aggressive, Alcantara, something. I can’t put my finger on it. They just seem too nomal for such a car.
- There is no “Holy S__t” handles in the back. The driver has one…but not the rear passangers. They need it!
- There is no spare. (I’ve never owned a BMW, and never peeked in the trunk a 135i…so maybe you all knew this already) There isn’t much back there, I didn’t see a jack or tools to get the wheels off…Yet. Maybe they’re tucked in some creative place I haven’t found.
- The front of the car is too high. There are fixes for this, I’ll let you know how I fix it one day soon. The rear is not that bad actually, but could be tad lower.
- Shifter could be a little shorter throw. I understand it may already be an improvement over the 135i, however, I could stand it to be shorter yet.
- Doesn’t say anything on the brake calipers. As vain as this is, it would be cool.

This is what I can recolect for now. I’ll add or expand on this stuff another time.

Here is something that I’ve been dying to post, but I didn’t really get a chance to carry ALL the speed in my last trip down the Highway!

For all the people in Ontario…I discovered that the world DOES NOT OPEN UP AND SWALLOW YOU WHOLE AT 150 km/h!! Not at 200, not at 250…and for some reason, not at an INDICATED (?) 270 either…

Sorry for the blurriness…it was not as smooth a part of the road when we were getting up to this speed. Contrary to what the picture might make you think, the car was rock steady. My picture taker guy was freaking out as we’d been at ~275 and he was a little excited. Everywhere I’ve read says there is an electronic limiter on this thing, but unless the speedo is way off…we were going faster than that…

I’ve had some time behind the wheel now and I’m gettng a better feel for the little beast. Here is a bunch of observations: (I have intentionally not read what all the other mags and places have recently published, hopefully I’m not off 180 deg).

- This car does what you want it to do. I’ll have a better feel for it at the track on Saturday, but for around town (wonderful), BLVD cruising (wonderful), highway cruising and with a bit of anger (wonderful) and sitting at a light looking great…Wonderful. There will be people who wish for it to have more power (picture me waving my hand), however, I now know that I’ve got some learing to do with the cojones it has before I add. This thing carries great amounts of speed so effortlessly, its just nutty. More power will make it accelerate more quickly, we all love that, but wait until you feel this thing stick. It sticks. And this is the part I want explore.

- I might be getting old. I love the exhaust at the end of a long day. I’d love it to be louder, until about mid afternoon, then I’d like this one back again, and back again for night time.

- I love small cars, crazy about them. The 1M belies its true weight and size. It feels like a GTI in size, but gosh it’s not a GTI. R32ish maybe, but its lighter feeling and more fun.

- I mentioned above I wasn’t excited about the seats, but they do fit me well! Especially with the leg supports extended and the bolsters in the sides of the upper part correctly adjusted.

- I’ve driven the 135i a few times, and the lighter flywheel and more agressive tuning make this a lot nicer to shift and drive. Having said that, I’ve never pushed a 135i really hard, so I might not be the best to compare the two at their limits.

- The 1M has a very firm suspension. I found it similar to a E46 with a Very Good Coilover, only quieter. The fast ratio steering, the firmness of the suspension and grip of the tires makes for a go-kart type drive. It doesn’t have the big heavy serious feel like a 996 or even a Boxster (although I’ve owned a Boxster and they are pretty amazing, too, just slow). The big difference between this and an E46 on Coilovers is this one soaks up the bumps so effortlessly and altough you can feel the big wheels and tires out there at the corners, the chassis and shocks are keeping them under control. You can tell they’re working to keep them under control, but they’re doing it happily.

- Steering wheel on the 1M is thicker than I’m used to, but its very similar to a Sparco Faster (bit bigger), or a Ring (bit smaller). At first it wasn’t for me, but at 250+ its my new best friend!

- The gauges are SO easy to read, but you BMW customers are used to stunnig gauges.

- The factory wheels, cleaned and polished are stunning against the Black car. If I had chosen the VO or AP, I’d have had new wheels waiting for me back home. But I wanted to see what they looked like against the Black, and they’re stunning. This makes the choices a bit more challenging

Somebody asked for a shot of the shock part numbers, here is the rear, I couldn’t get the front today, but will tomorrow.

I noticed a couple posts about the car’s use and asking about the engineers recommendation for oil changes etc. They were very clear, get some milage on it, 1000 km-2000km first, then change the oil (likely break in oil) before beating on it or taking to Nurburgring. I don’t know if you’ve noticed, but I’m trying to be gentle on it, even though we’re using 9/10 of it.

It happens that I’m in the pool of people who do believe that you should use as it will be used, but all my experience has been Porsche, VW and Toyota. I babied the Posche, it didn’t help me. The VW and Toyota were red lined every gear, every day, for 200k km each and each are still in the stable, using not one drop of oil.

In all but the one launch though third gear did the peddle touch the floor. Every other point in video or photos was acheived without full throttle. (I guess there were a couple moments on the high speed run too, when we were eating up straights a bit too quickly, but they were moments, 2-3 seconds).

Someone in one their posts said it best, what would you do? I live in Ontario. We have a government that believes that nobody has a need to go above 150 km/h (or 30 over for the US guys, 93 mph). At 150 km/h you loose your license, are fined $10,000, they impound your car and off you go to jail for a bit…..Before this, they just fine the crap out of you and your insurance skyrockets.

I’ll do my best not to hurt anything, and I’m not doing these things specifically for this post.

While I’m here, I’m going to enjoy. I can drive it slow for years to come back at home.

My Trip to Nurburgring

Hahaha! I see someone from Germany beat me posting my photos! Many are almost identical to the ones I was about to post, some better! I won’t post duplicates, here is some notes from yesterday and the Nurburging info is below it.

Yesterday:

***Everybody, thanks so much for the encouragment and tips! I went back and fixed up a few of of the issues, all should be good now. The bad internet connections and lack of forum experience has made this all the maore a challenge. Any insight is welcome.****

Yesterday wasn’t a busy day for the 1M and I other than we drove our first long trip together.

Firstly, I’ve owned many different cars, all over the spectrum, many of them highly modified, the 1M makes 5 in the stable at the moment. I’m a driver, too, having driven well over 1M kms in 25 years of driving. I’ve have owned some that attracted some attention…but nothing like the 1M.

I’ll start with what happened when I arrived at the Ring. My schedule has been crazy and I forgot to book the hotel here, so off we went “hoping” that we’d find a place we could sleep at midnight in the country (oops). When we arrived we drove past the Jaguar, Aston, Cadillac/Chevy Racing Centers, under the track and see the “Ringhaus Hotel” very near the track entrance. All the windows are darkened and there is a faded sign taped to the window that says call +49 2691 935390 to check in. I call the number and across the courtyard I see a curtain pulled away from a window and in sleepy English with a heavy accent the man says (before Allo, or any other greeting), “Is that the 1M? I’ll be right there….”

Jorg was the man who greated us at the Ringhaus (http://www.ringhaus.com). This is the original hotel and garage built in 1924, before the Ring opened in 1927. The Auto Union Team stayed and prepared their cars here, and so have many others ever since. Its literally right at the entrance to the Track and was just fully refurbished. Here’s Jorg and the crew out front, and an original image from back in the day:

A couple friends (in preveios photos, and above) joined me early this week for appointments during the week, and another flew in today to spend the weekend at the track with us. As we drove up from Neuburg, right beside Ingolstadt (where Audi is, see photo)

we stopped for gas and a drinks along the highway. We never made it out of the car before people were standing at all four corners of it, checking out the brakes, looking underneath, and wierdly, they didn’t say anything. I nodded at them as I got out and pushed past so I could walk around to the pump, still nothing. I filled up and went inside to pay, upon returning found all the people that were there moments ago were gone…and replaced by all new poeple. They didn’t respond either.

My friend Steve was amused by the can of 10% alcohol Beer for sale at the highway gas station where we stopped, right there beside the Premixed Jack & Coke, and the mickeys of Jager and Jim Beam. For sale on the highway.

Cruising north on the A3 heading towards the track, we were almost run off the road several times be passers by who were caught off gaurd by what they saw and forgot they were doing 180 km/h. The best though was two women in a highly modded E46 M3 who blew by us as we cruised at 180. They made it about 2 car lengths past us, slammed on brakes, hesitated, and then moved out the fast lane to go across our bow, down one side, across the back and up the driver side again. Big smiles, thumbs up and they were off again. A couple others did this too, interestingly, all were driving other BMWs.

We used an entire tank of Fuel on the trip, arriving with the light having been on for sometime, and 8 km (5 miles) range left on the gauge….We averaged 11.9L/100km or 20 mpg (US) at a range of speeds, mostly around 150 km/h. I think back home, I’ll easily get this under the 10L/100km mark or better.

Today:

We had a blast at the track today and we met some awesome people (It was great to meet you Mark!). We had some helping hands with intstruction, learning track ettiquite, finding a great place to eat, etc. Ron and John at RSR Nurburg, beside the Ringhaus Hotel, offer track rentals, car sales and instruction (http://www.rsrnurburg.com/. The four of us hired them for instruction and two more cars (both Clio). Ron was a great help, and clearly had an impact on my days success. He showed me a bit of the line, but more importantly, gave me some insight to what the other drives would do, what to focus on (steering and brakes for me) and got me through a nervous first lap.

The second and third laps were more about learing the track, and discovereing that I was barely using the car. On the forth, a great guy driving an awesome vintage Escort (who had passed me a lap earlier) offered to spend another lap with me. He had been racing on the ring for 20 years and clearly knew it well. If only I had his name…I’d tell you, but I don’t…He helped me to identify a couple parts of the track where I could carry more speed and how to improve my line. This was helpful after having a couple laps under my belt.

The fifth lap was great! I had the little car honking! I wasn’t brave enough to deactivate the traction system, but it was activating a good portion of the track and cars passing me earlier were disapearing behind me now. Earlier I posted I wanted to explore the stick the 1M has, well I did it. It sticks. after examining the tires, it would appear there is lots more stick available to me, I was barely using them….As you can see, they weren’t rolling at all, they were barely getting warm…and yet I was carrying good speed. THe car, as delivered from BMW, was sooo nice to drive fast on the track.

I’m sure you all want to know something about track times or have an indication of how it compares, I don’t have it. I’m a competitive guy…a lap timer would have ensured something bad would happen! I was very happy with my own progress, and the car made me look like a star. All these cool on track photos are courtesy of http://www.ring-bilder.de owned by Jorg, the guy working at the Ringhaus Hotel.

I wasn’t really looking for a sharp lap time, as mentioned before. It’s still on the original oil. We hit the track at 810 km and there wasn’t a chance to get the fluids changed, so I was “kinda” gentle. It has been a goal to make the trip over here and run on this track, and I encourage all of you to this once. The experience has been incredible. Just to hang out at the entrance to the track or the diner across the parking lot is a lifetime experience if you’re a car nut. Rarely have I ever seen the likes of what entered that track today!

The people at the track were more than excited about the 1M, too:

…and they were very hospitable. We had a great time talking with so many different people from so many different places. We talked with people from Idaho, Minnesota, Ukraine, Ireland, Germany, England, France and others. The man who owned the gas station near the entrance, took us into see his private stash of Nurburgring memorabilia…and Steve managed to wrestle an orginal Nurburgring poster with a 1973 Alfa GTV Race Car on it. He wouldn’t part with the Porsche or BMW stuff…

The car as a track car is just insane. I had a couple little niggly gripes from earlier in the week…I don’t care anymore. They’re all insignificant (except one…the seats). I don’t even remember what I wrote anymore (but the seats were still fresh in my behind). What an awesome day. I cannot wait to get this thing home and drive it again. I can’t believe I’m heading home the day after tomorrow…and I DROVE THE GREEN HELL in my NEW BABY!

I let several people sit in it and every single one of them, inlcuding John at RSR, the gentleman with the Escort, the owner of the Ringhaus and many many more said, something like, “I think this will be my next car…”. I didn’t have the heart to tell them the situation.

Nordschleife

My Drop off in Frankfurt

Well, I did it….I handed my new baby off to the logistics company for here trip back to Canada… We were just getting acquainted, too!

Packing up to leave Nurburg left me with one deep regret. Not planning two days at the track. I woke up thinking, “I could really knock some serious time off, now!”. My brain had assembled large chunks of the track for me while I slept and I wasn’t as nervous about being out on a track I didn’t know, in a country far, far from home with no home town resources at hand. Boy it was tempting not to head over to the start/finish and dump everything out in the lot for one or two more laps!!

I mentioned that I had great difficulty getting some of the videos uploaded from the German countryside, but they went up quick here in Canada. 4 min instead of 80-90 min, much better!

Here are a couple from earlier in the trip that I couldn’t get up due to upload issues:

1st up is the video I took as I sat watching the car rotate on the table on the delivery level of the BMW Welt. I think poor Sven thought I was nuts, but he was good about it…

Delivery at the Welt

2nd up is video I took while we wrapped up at the M-Studio after meeting Brian, the Director of Sales and Marketing for M and the staff of engineers who worked on the car, including the develpement and track testing. I made a comment during the video that the engineers didn’t want to go on video, but in case they’re watching….I never really asked them. I made the note becuase of how quickly they all said good buy when I pulled out the video camera.

Visit with M Studio Engineers

3rd up is the 2nd half of the Wrap up at M-Studio

Visit with M Studio Engineers 2

4th up is a second clip of the exhaust note:

Exhaust sound at startup!

5th up is a quick video, another one through 3 gears, attempting to cature the sound of the car from the inside:

Engine sound inside the car

6th up is a video I took as a “Walk Around” of the car as I was handing it over to the logistics company yesterday before my flight home. I was a little rushed so it wasn’t a good as it could have been, but I saw a request for a walk around and I wanted to attempt it before the car went away for 4 weeks on it’s way here!

Walk around

I wanted to try and inculde enough detail in the notes that if someone wanted to try and duplicate at least a portion of the trip, they could.

Here are some really useful things I learned while I was away:

In regards to driving in Germany:
- Don’t pass on the right. Its financially ruining, something like $10k Euro fine
- Get the heck out of people way, and if that means there are four lanes and you’re not in the 4th one closest to the right and someone is gaining on you…you move to the fourth one, even if that car has two more to the right of you to use. Most likely they aren’t becuase there is someone gaining on them in those two lanes.
- People really do make use of the no speed limit opportunity. Watch you mirrors. Doing 125 mph does not keep you from being passed, we were passed at that speed several times, every couple of minutes actually.
- Yes that is a VW delivery truck passing you.
- People expect you to accelerate quickly away when joining the flow of traffic

And the most important thing we learned was that all these rules are the same ones you use on the Nurburgring, becuase it’s a public road! There are posted speed limits on the track, and they “can” be inforced, but rarely are. The smoothness with which the activities on the track flowed was becuase everyone followed these rules, which are common on the road, to a T on the track. The only other one was that to signal the car behind to pass, you use your right signal, and move right giving as much room as you can…or if it’s a twisty part, you turn the signal on to acknowledge they’re there and then get out of the way ASAP.

There is no need to where a helmet, but I can tell you, it sure made me feel a tiny tiny bit better about wailing through the trees at 230 km+ on a narrow piece of road….I would bring one, rent one or borrow one if you could.

Havng completed the whole trip, I now know that the budget for the whole thing looks much like this:

$1100.00 return Flight (from Toronto)
$110 Euro Hotels Munich (might not need either)
$55 Euro (including Breakfast) Hotels at the Track and in Frankfurt
$1.80 Euro/L ($130 per fill up) I used two full tanks, including the track time.
$40 Euro per day Food
$24 Euro per lap, or 4 laps for $89 Euro – Track Tickets
$50 Euro per lap instruction time, apparently they can only go for one lap?

Total for me ~$3100 CAD (including three days hotels and food in Munich most of you wouldn’t have to spend)

I also spent a few bucks at the Welt, but not much as the floor matts I bought there were $59 Euro for the set of four, Touch up paint kit $19 Euro and souviniers. They provided free breakfast at the Welt, and money on the BMW Visitor card ($10 Euro in the store and $10 Euro at the food counter, which my friends used since I had eaten free….)

BMW also tossed in a massive Coffee table book detailing the construction of the Welt, its wonderful. We bought a second one of those to bring home, too.

Something I forgot to mention up above…I got to keep my German License Plate off the car!! When I arrived at the drop off point in Frnakfurt, the person who processed my car’s trip home said they didn’t likely need it and that I could take it with me! Its now sitting on my desk awaiting me to assemble all the other tidits into some kind of frame.

Displaying both an awareness of tradition and talent for innovation, the MINI design team developed the vision of a car that takes up impressively little space on the road but boasts an enviably spacious interior. The MINI Rocketman Concept therefore carries over the classic virtues of the brand into a pathbreaking vehicle concept. It offers a fresh interpretation of unmistakable MINI design features, and uses cutting-edge construction and manufacturing technology to create unique solutions in body and interior design.

The innovative character of the study is defined by the systematic application of lightweight design principles and a pure-bred interior geared to maximum driving fun and unbeatable variability. A carbon spaceframe construction, whose striking surface structure is visible at the front end of the car, around its doors and in the interior, forms the basis for a weight-minimising construction. Indeed, the MINI Rocketman Concept offers the ideal platform for achieving outstanding efficiency. To this end, it is designed to allow the integration of a drive system which combines further enhanced sprinting ability with average fuel consumption of just three litres per 100 kilometres (94 mpg imp).

Wide-opening doors with double-hinge joints and integrated sills facilitate entry into the MINI Rocketman Concept. The lightweight seats are contoured in customary MINI style and can be arranged in a variety of different positions. This allows owners to choose between maximum driving fun two-up, a comfortable amount of room for three occupants, or even an exceptionally efficient division of space accommodating four seats.

The capacity of the luggage compartment can be adapted to passenger requirements just as flexibly. The two-part tailgate consists of one section which is attached to the roof and opens extremely high, and a lower section which extends out of the body in the form of a drawer.

The operating logic of the MINI Rocketman Concept is also geared to the multi-layered demands of a contemporary target group, whose mobility needs are shaped by their desire for driving fun, flexible usage possibilities and extensive connectivity with their lives outside the car. The central control unit can be taken out of the car and configured on a computer before the journey begins to update navigation destinations, the music playlist or contact details for mobile communications.

Body design: hallmark MINI design language in particularly concentrated form.

The MINI Rocketman Concept body is shaped by an avant-garde interpretation of time-honoured brand features. Innovative construction techniques allow the principle used in the classic Mini – of providing the maximum amount of room on the smallest possible footprint – to be carried over to the mobility challenges of urban areas in the 21st century. The MINI Rocketman Concept measures 3.419 metres (approx. 11 ft. 3 in.) in length, adding just a few extra centimetres to the front and rear of the brand’s founding father born in 1959. The new study is 1.907 metres (approx. 6 ft. 3 in.) wide, including the exterior mirrors, and stands 1.398 metres (approx. 4 ft. 7 in) tall. Its proportions also display clear symmetries with both the classic Mini and the brand’s present-day line-up. The brand’s familiar appearance is therefore concentrated into a new set of dimensions, with the concept for a new vehicle segment remaining unmistakably recognisable as a MINI.

The interpretation of the characteristic MINI design language chosen for the study car also exudes a powerful and dynamic allure. Tightly contoured surfaces, large wheels and a basic form dictated by straight lines help give the MINI Rocketman Concept a resoundingly solid structure. In addition to its telltale proportions, a sprinkling of distinctive design features ensure that its brand affiliation is immediately clear. Large, circular headlights and a radiator grille with chrome surround dominate the front end. While the exterior contours of the headlights fit the familiar visual template, their inner structure has been further developed for the new study. The centrally positioned LED units generating full beam are bordered by an eye-catching light ring for dipped-beam mode. Direction indicators integrated into the headlight units are a feature shared with the current range of series-produced MINI models.

The dimensions of the headlights reflect those of the current MINI, which means they come across as particularly large when set against the smaller face of the study car. As stand-out features of MINI design they symbolise the core values of the brand, which remain reassuringly intact in the new vehicle concept represented by the study.

In the area surrounding the headlights and around the front apron and radiator grille, sections of the carbon spaceframe are visible alongside the painted and chromed surfaces. Its striking surface structure serves as a reminder of the study’s innovative construction blueprint.

Powerful silhouette, innovative door concept.

Large wheels and the three-level structural split of body, “wraparound” greenhouse and roof resting on top give the flanks the same appearance as the MINI models already in series production. The windows taper as they extend back towards the rear, emphasising the body’s dynamic wedge shape and offering an immediate hint of the vehicle’s sporty and agile character. The high waistline, accentuated on the MINI by a chrome frame ringing the vehicle, takes the form of a light strip on the MINI Rocketman Concept and throws the study’s powerful silhouette into even sharper focus.

The study’s 18-inch wheels likewise leave no doubt that the sure-footed road-holding and sporty handling properties of a MINI can also play a key role in a car with smaller dimensions. The weight-saving wheels specially developed for the MINI Rocketman Concept have an aerodynamically highly effective, enclosed surface structure. And the carbon wing contour of the directional wheels also helps to reduce drag. An aluminium trim strip on the wheel rim adds an attractive stylistic touch.

Among the car’s key design and functionality-related innovations are the two side doors. Their length and the specially designed arrangement of the door sills allow extremely comfortable access to all the seats in the MINI Rocketman Concept. When opened, the doors pivot outwards complete with their sills, enabling the driver and front passenger to climb in right next to their seats and get settled in comfort. Entry to the rear seats is also made much easier by the car’s unusual door concept. The carbon spaceframe construction, together with the impressively high torsional stiffness of the underbody structure, allows the arrangement of the side sills to be combined with extremely high body rigidity.

In addition, an extremely sophisticated opening mechanism ensures easy access into the car, even in tight parking spaces. The front-hinged doors have a double-hinge joint, which also allows a large opening angle when space is restricted. The innovative character of this construction element is also evident when the doors are closed, the carbon hinges standing out visibly in form and colour from the rest of the body. The MINI Rocketman Concept thus takes a stylistic cue from the classic Mini, whose exterior-mounted door hinges also went on to become an identifying characteristic.

Projector-style rear lights, transparent and illuminated glass for the roof.

The rear lights of the MINI Rocketman Concept have a trapezoidal stirrup design – into which all the light functions are integrated – and work using projector technology. The lamp assembly projects the rear and braking light and the light for the direction indicators onto the car body. The high-output LED units used for the lights ensure that even this indirect illumination concept produces the accustomed intensity of light that is necessary for safety.

The roof of the MINI Rocketman Concept also puts on an extraordinary light show. The full-surface glass roof is segmented by illuminated braces to recreate the look of Britain’s Union Jack flag. When not illuminated, the longitudinal, horizontal and diagonal braces glow a bright Porcelain White. In darkness the integrated optical fibres give the interior of the MINI Rocketman Concept a pleasantly indirect illumination and, as a result, a more effective nocturnal appearance.

The bright colour of the roof and mirror caps – likewise painted Porcelain White – create an attractive contrast to the Bermuda (a warm shade of grey) of the body. The areas of carbon visible at the front end and around the doors add further striking touches.

Split tailgate with drawer and integrated rear cargo carrier.

The MINI Rocketman Concept also uses creative design and innovative technical solutions to open up new layout options for the luggage area. This enhances the versatility of the existing space and means it can be used more efficiently. The split two-part tailgate consists of one section which is attached to the roof and opens extremely high and a lower section which extends out 350 millimetres from the body in the form of a drawer unit. The drawer represents the further development of the downward-opening tailgate seen on the classic Mini. This construction principle allows room to be made for pieces of luggage and travel items even when the car is carrying four occupants. The MINI Rocketman Concept literally grows as a vehicle when it’s time to start loading up the gear.

An intelligent folding mechanism makes it possible to lock the cargo drawer of the MINI Rocketman Concept either higher up or further in towards the passenger compartment, as the loading scenario demands. This allows loads to be transported out of sight and protected from the weather. If required, items can also be loaded through into the passenger compartment. In addition, the open-top cargo drawer can also serve as a rear luggage carrier. Here, purpose-built inserts make it easier to transport snowboards and other bulky items of sports equipment. Added to which, the glass tailgate, which extends well into the roof, helps to enhance loading flexibility. It is connected with the body via a centrally positioned hinge with integrated gas strut system, which also allows it to be opened when the rear carrier is loaded with gear.

Seat concept: the ideal position for every mobility requirement.

The arrangement of the seats and control elements in the passenger compartment of the MINI Rocketman Concept ensures maximum versatility for the widest possible range of mobility needs. The low-weight seats, which are traditional MINI in form, offer a high level of comfort and optimum lateral support even for sporty drivers. The amount of space for the driver and passengers can be varied as required. Three individual seats slide fore and aft, allowing a high level of comfort with generous head, leg and shoulder room. There is also an additional seat in the rear, whose backrest can be folded down fully to serve as a stowage surface.

Three mobility scenarios have been developed to define the real-life usage possibilities offered by the interior of the study. In a layout designed specially to enhance a sporting driving experience, the MINI Rocketman Concept offers just the right amount of space for the driver and front passenger. The front seats are pushed back as far as possible and the instrument cluster also slides fore and aft to provide the ideal position for a full-blooded driving experience.

If an additional passenger joins the two already on board, the front passenger can move his seat forward again to take a position slightly further forward than the driver. In this configuration, the front passenger’s legroom is reduced to standard MINI levels to accommodate an equally generously sized rear seat behind him. The MINI Rocketman Concept also offers a practical solution for travelling with four people. Once the driver has returned both his seat and the instrument cluster to the standard position, a second rear seat allows a fourth person to climb aboard for shorter journeys, at least.

Innovative mix of materials, hallmark MINI design.

The impressive variability of the interior is complemented by a pure-bred design which spotlights both the unmistakable style of the brand and the study car’s pioneering technology. The intention behind the selection of materials and interior trim structure was to create a feeling of contemporary functionality and lightness. To this end, the carbon structure of the body frame has been left exposed in the footwells and around the centre console.

A fresh interpretation of customary MINI design features emphasises the further development of the brand’s characteristic design language inside the study car as well. The door panels house the door pulls and the stowage compartments, which feature trim elements whose elliptical form reaches past the B-pillar into the rear compartment. The surface design therefore offers a stylistic nod to the variable division of space and shared driving experience provided by the MINI Rocketman Concept interior.

Inside the car, leather covers and high-gloss painted surfaces combine with armrests and trim strips made from a special paper that has been pressed and folded into the desired structure. The trim strips are backlit by LED-powered fibre optics. Plus, a light strip that wraps around the interior at waistline height generates a particularly harmonious ambience.

Innovative operating concept: trackball on the steering wheel, 3D-effect graphics in the Centre Speedo.

An operating concept developed for the MINI Rocketman Concept brings together principles from the MINI design handbook, innovative new functions and a pioneering operating system to serve up even greater driving fun over both short and long journeys. A cockpit instrument, positioned above the steering wheel and therefore directly in the driver’s field of view, houses the rev counter and on-board computer display. The large-format Centre Speedo with peripheral speedometer and multifunctional colour display also adheres to the system logic familiar from the current range of series-produced MINI cars as far as display arrangement is concerned. The development of the rigorously applied display/control element separation principle, meanwhile, has been taken to the next level.

In addition to multifunction buttons on the steering wheel, the current MINI also has a joystick on the centre console for operating vehicle-related, navigation, entertainment and communications functions. By contrast, the MINI Rocketman Concept concentrates all the control elements on the steering wheel. This reflects an ongoing commitment to the concept of simple and intuitive operation, and means that the driver can operate more functions than ever while keeping both hands on the steering wheel at all times.

A press of the thumb on the relevant multifunction buttons on the left-hand steering wheel spoke is all that is required to use front-line controls such as the volume for the audio system and the call pick-up function for incoming telephone calls. In addition, a trackball is integrated into the right-hand steering wheel spoke. Inspired by computer operating, this element allows the driver to control an impressively wide range of processes. For example, to navigate through the menu levels the driver turns the trackball horizontally, while vertical movements allow him to scroll up and down lists. The driver then selects the desired function with a press of the trackball. With selected functions such as in-car internet, the driver uses his thumb to move the cursor around the display in any direction.

The graphics in the colour display of the Centre Speedo are more diverse, higher quality and sharper than ever. High-resolution 3-D graphics open up new possibilities in the need-based selection of functions using the trackball and display. According on the driver’s preference and the driving situation, particularly relevant displays and alerts are moved into the foreground, while the remaining status displays remain visible on a display level further back. This makes it significantly easier to move quickly and intuitively between the navigation map display, music programme selection and telephone contacts list.

Flawless connectivity and new ways of personalising the car configuration.

The navigation, communications and entertainment systems in the MINI Rocketman Concept represent the consistent further development of the functions already available through MINI Connected in current series-produced MINI cars. Intelligent connectivity turns the car into a mobile element of the driver’s personal lifestyle. Internet-based services for communications, integrated navigation and an almost limitlessly expandable entertainment programme play a key role in maximising driving fun, comfort and safety. With the control elements developed for the MINI Rocketman Concept, personalised usage of these functions reaches a new level. The removable control unit (for comfort and connectivity functions) integrated into the Centre Speedo can be configured on a computer before the start of a journey, enabling the driver to transfer new music files, a navigation destination and contact details for mobile communications and internet usage into the vehicle with maximum convenience.

These innovative control systems allow driving fun in a MINI to become an integrated component of the driver’s personal lifestyle more than ever. Indeed, information, images, data, contacts and media can be made available in digital form for mobile usage anywhere – at home, at the workplace or while on the move. Known as the MINI Rocketman Concept, the mobile control unit stores telephone numbers and email contacts, as well as navigation data, internet addresses and full websites or messages from online social networks, music files, photos and videos. This provides a direct route into the MINI for additional sources of driving fun in the shape of new destinations, important contacts, up-to-date information, exciting sounds and powerful images. In the opposite direction, this extended connectivity can also enrich everyday life outside the car; for example, new contact details from telephone calls or online connections can also be made available outside the car via the MINI Rocketman Concept.

MINI Rocketman Concept: compact dimensions, new format, the usual driving fun.

The MINI Rocketman Concept once again brings the traditional principles of the classic Mini onto the road through the introduction of innovative ideas. The creativity of the MINI design team enables them to transfer fundamental MINI features and values into a groundbreaking new vehicle concept in
untarnished form. As a vision of the urban mobility of tomorrow, the MINI Rocketman Concept captures the imagination with its unflappable charisma, surprising variability, and lifestyle-oriented functionality, and provides the ideal platform for agile and efficient driving characteristics.

While the study showcases a new format, MINI still remains true to its bloodline. More than 50 years ago the brand’s first car triggered a revolution in the small car segment. The classic Mini met the needs of urban mobility more comprehensively than any other vehicle before it, while at the same time offering the driving fun and individual style that sealed its legendary status. Today MINI continues to fulfil – in its own unique way – the desires of demanding target groups with a sense for the creative use of space, inspiring handling and premium quality. The MINI Rocketman Concept offers a glimpse of how these features may look in the future. Using innovative technology and creative solutions, the study reflects the brand’s unsurpassed expertise in the development of vehicle concepts producing maximum interior versatility within minimal exterior dimensions – and all while delivering unbeatable driving fun.

The 2011Countryman, a somewhat bigger, taller, four-door vehicle, with a bit more ground clearance (thus thename) than the MINI Cooper line, earns top ‘good’ scores in all test categories—including frontal offset, side impact, and seat-based rear-impact tests. It also gets a top ‘good’ rating in the new IIHS roof strength test, as the tested corner of its roof managed to withstand nearly five times its weight—an indicator of strong structural protection.

That’s significantly better than the standard versions of the MINI Cooper, which earn only ‘acceptable’ scores from the IIHS in both side impact and roof strength (with ‘good’ scores in those other categories). And it’s proof that MINI did bolster the Countryman’s structure, even if the vehicle is built on the same BMW-derived X1 underpinnings.

Front, side and curtain airbags; anti-lock brakes, stability and traction control; and tire pressure monitors are all included in the Countryman, as they are for all vehicles in this class. Rear parking sensors are available, but a rearview camera is not. Neither are fancy-tech frills like lane departure warnings, blind-spot monitors and adaptive cruise control. Adaptive headlights can be ordered, though.

Year in and year out, perhaps no car has shrugged off more challenges than the BMW 3 Series. But while Asian and American rivals have yet to equal the BMW’s refinement and pure handling capabilities, they have certainly been cranking up the power. They seem to feel that if they can’t out-finesse the Bimmer, they’ll simply crush it instead.

  

 

 

 

 

BMW has certainly heard those footsteps coming up behind them, especially the 306 thundering hooves of the Infiniti G35. So to keep pace in the horsepower race, the fifth-generation 3 Series delivers something BMW hasn’t used in decades: turbo technology.

A twin-turbocharged version of its acclaimed inline six-cylinder engine puts out 300 hp and is tremendously enjoyable — one of the most satisfying turbocharged engines ever made. And now, dropped into the all-new 335i convertible, it creates what will certainly go down as one of the year’s best all-around luxury rides: Not just a Summer of Love convertible, full of sweetness and shapely curves, but also a dead-serious performance coupe, with a smartly designed power hardtop for year-round action. Throw in unmatched prestige in this class and top resale value, and it’s harder than ever to find a chink in the 3 Series’ armor.

 

Exterior

BMW’s first-ever hardtop convertible is beautiful, period. Whereas some four-seat convertibles come off as bloated, the 3 Series looks fast, chiseled and purposeful, with the top up or down.

Give credit in part to that marvelously engineered hardtop, a compact design that blossoms open in a class-best 22 seconds; it takes just 23 seconds to close. The three-piece steel roof stacks together tightly — BMW claims it is this arrangement that helped designers avoid the tall, chunky rear ends of competing models that need more space to swallow their folding roofs.

Compared to the sedan, the hood, headlamps and air dams on the convertible create a lower, sportier face. Xenon headlamps are also a standard feature on the convertible.

A wind deflector helps tame the breeze during a topless fling at high speed; we dropped the roof for one run with the outside temperature at a mere 54 degrees and were impressed by how hospitable the cabin remained. Of course, we did have the climate control cranked up, and the heated seats helped, too.

One common complaint about some convertibles is that they create large blindspots due to small rear windows. Compared with the soft top of the outgoing 3 Series Convertible, the new model features side- and rear-glass areas that are 30 percent larger, creating notably good visibility for driver and passengers alike. The top and its mechanisms do add about 300 pounds to the coupe’s weight, and the beefed-up structure required to minimize shakes in the cabin when the roof is retracted adds about 100 more, for a curb weight of 3,936 pounds.

Out back, there’s about 12 cubic feet of trunk space, which drops to 7 cubic feet when the top is lowered. With the top stowed, the narrow slot of remaining space is especially difficult to access.

For an extra $500, the Comfort Access option adds a smart key that you can keep in your pocket and start the car simply by pushing a button. More importantly, that fob lets you partially raise the stored roof for easier access to the trunk, without having to erect it entirely: The fob can also fully open or close the roof.

Our test model’s Sport Package, a worthwhile option at $1,300, includes bigger, racier 18-inch wheels with summer performance tires and a sport-calibrated suspension.

 

Interior

The 3 Series’ well-crafted cabin exudes a confidence born of long experience. It is elegant yet simple, geared to both hard-charging drivers and relaxing passengers.

The driving position and fat, grippy steering wheel remain benchmarks for the class. The Sport Package on our test vehicle adds a comfortable 12-way power-adjustable driver’s seat with a manual thigh-support extender.

Metal trim on the gauges, steering wheel, knobs and door handles contrasts with curvy strips of dark burl walnut; light brown, gray poplar wood and brushed aluminum trim are all options. Ambient lighting spills from doors and dash panels.

Drivers who drop the top on a hot summer day can experience BMW’s first-ever application of its Sun Reflective Technology: a special UV-resistant coating that keeps the leather seats and armrests cool. BMW claims the technology can reduce the temperature of the black leather interiors by up to 35 degrees compared to conventional seats.

We were mildly put off by the manual tilt-and-telescoping wheel; we’ve come to expect a powered version for a car at this price. The same goes for the seemingly chintzy Logic 7 audio system and control panel, replete with tiny buttons, underwhelming sound and a small, poorly lit display.

Although rear-seat visibility is excellent, it’s not spacious. Long-legged adults will find the going tough over any significant distance, unless the folks up front will slide quite far forward. The rear seat back cleverly drops forward to create a parcel shelf, good for storing items without scratching the supple leather. And mobster golfers, take note: There’s also a wide pass-through to the trunk area, big enough to store a set of golf clubs longitudinally and still leave room for two bodies in the trunk.

Rollover sensors can trigger safety hoops behind the rear seat if they sense an impending disaster. The front windshield frame also acts as a rollover shield; front knee airbags are another standard safety feature.

Best of all, the rotary iDrive knob, the bane of all things logical in automotive controls, is an option, bundled together with the navigation system. We recommend against it so you can concentrate on the fantastic driving experience.

Performance

Forget the stereotypical nonsense about how convertibles aren’t “real” performance cars: The 335i may be a couple of ticks slower than the coupe, but it’s a sheer blast to drive. There’s also an advantage: Drivers and passengers get the top-down treat of hearing those six glorious cylinders in concert.

The direct-injection, 3.0-liter engine is a fierce, flexible instrument, with 45 hp more than the previous soft-top convertible. But equally important is the 300 pound-feet of torque, a broad swath of power that’s available at seemingly any engine speed.

Unlike most turbocharged engines, notorious for their delay in delivering power when you hit the gas — a phenomenon known as turbo lag — the BMW’s engine is ready when you are, spooling up sensational thrust all the way to its giddy 7,000-rpm redline.

Despite weighing nearly 4,000 pounds, the convertible rushes from 0-60 mph in a fleet 5.5 seconds, just 0.2 seconds behind the coupe.

Note that the Sport Package, because of its more capable performance tires, can hit 150 mph before the electronic limiter steps in; skip that package and the fun stops at 130 mph.

For the purists, bless their hearts, there’s the dynamic tandem of six-speed manual shifter and well-weighted clutch. Then there’s the optional ZF six-speed automatic transmission ($1,275), among the slickest and quickest automatics in the industry. Paddle shifters for the automatic are a $100 stand-alone option, and are available only with the Sport Package.

The optional Active Steering varies the steering ratio as a function of road speed: At lower speeds, the steering ratio speeds up, meaning the car turns more sharply relative to how far you’re turning the steering wheel; at higher speeds, a slower ratio is designed to improve straight-line stability. In truth, Active Steering doesn’t seem to do much for performance, but does make it easier to park, allowing you to veer into spots with much less cranking of the wheel.

Strong, sensitive brakes can handle any performance task, including a few you may not have thought of: A brake-drying feature periodically wipes water from the brakes to maintain full stopping power in the rain. The brakes also automatically keep the car from rolling backward on uphill slopes for three seconds, allowing for smooth start-ups, which is especially welcome in heavy traffic.

The inevitable upward price-creep of the 3 Series lineup has become vexing — especially to hardworking folks who aspire to own their first BMW. But for the BMW premium, the 335i delivers the goods in thrilling fashion. The 335i Convertible starts at about $50,000 and our well-equipped test model stickered for $54,450. If you want the sun and style but can settle for a bit less performance, the 328i Convertible is no slouch with 230 hp from its non-turbocharged 3.0-liter six. It’s more affordable, starting around $44,000.

by Lawrence Ulrich
ForbesAutos.com

Is the BMW 3 Series Convertible for You?

Buy the 3 Series Convertible if
You want a four-seat convertible that runs rings around competing models from Volvo, Mercedes-Benz and Saab; you want a convertible that you can use all year long.

Keep Looking if
You prefer the lighter, slightly faster 3 Series Coupe, the added practicality of the 3 Series Sedan, or the lower-price of the 328i model; you’re happy with a tamer luxury convertible, as long as you can still catch some rays.

Options Worth Splurging on
Sport package ($1,300); premium package ($1,550); Comfort Access ($500); iPod/USB adapter ($400). We don’t recommend the pricey iDrive/navigation system ($2,100); Active Steering ($1,400); adaptive cruise control ($2,400).

Closest Competitors
Audi A4 Cabriolet, Mercedes-Benz CLK Convertible, Saab 9-3 Convertible, Volkswagen Eos, Volvo C70

Did You Know?
The 3 Series has enjoyed a 30-year run in the North America. It arrived here in 1977, a successor to BMW’s groundbreaking 2002 sport sedan. And compared to that disco-era original, today’s 300-hp version is practically a race car: The 320i of 1977 squeezed a scant 110 hp from its 2.0-liter inline four-cylinder engine.