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.

IAA BMW Podium Highlights

BMW Exhibit Tour

BMW CS Concept

The 1 Series Debut

Chasing Chris Bangle

BMW EfficientDynamics at Frankfurt

Discussing the X6 Concept with Adrian van Hooydonk

Interview with Clemens Zimmermann about the strategy behind the X6

The base car featured a five-speed manual transmission mated to a 1.6-litre four that pushed 115 horsepower and 110 pound-feet of torque. With a zero-to-100-kilometres-an-hour time of 9.2 seconds, it did not exactly set the world ablaze. It did, however, work very well when scooting around town, challenging a congested urban environment. Likewise, consolation is found in its thirst for fuel. The manual uses 8.3 litres per 100 km in the city and a miserly 5.9 L/100 km on the highway.

In 2003, the Mini Cooper was offered with a CVT (continuously variable transmission) — it is best left to the masochists of the world, as it makes the car really loud unless you are babying the gas. Unfortunately, the power at play means that just moving the front bumper requires a pretty good stab at the gas and putting highway speeds on the clock takes an agonizingly long 10.5 seconds.

The Mini Cooper S earned the power the little car deserved by adding a supercharger and a sixth gear to the manual box.

The 163 hp (168 in the ‘05 and ‘06 models) and 155 pound-feet of torque on tap adds the missing spice. The acceleration time (zero to 100 km) drops to 7.4 seconds and adds some much needed punch to the mid-range. Likewise, the extra gear keeps the engine in its sweet spot for more of its operating life. In 2006, a six-speed automatic was added to the Cooper S.

Where the Mini truly excels is in its handling. Superb is the only way of describing the manner it carves a fast corner — the go-kart-like handling makes it feel as though the car is pivoting around the driver’s posterior, which gives wonderful feedback. Even in base form (with the stock P195/55R16 tires), it gives some supposedly sportier cars a real run for their money. The fact it comes with four-wheel disc brakes (vented at the front), standard anti-lock brakes and BMW’s ASC+T traction control (standard on both models) helps enormously. The brakes allow the car to be driven deeper into corners, the suspension banishes body roll and understeer, while the traction control limits the S’s tendency to spin its inside front tire when powering out of a corner. Sadly, Dynamic Stability Control is optional on both models.

The new Mini not only picked up on the original’s personality, it arrived with considerably larger dimensions — the wheelbase measures a substantial 2,467 millimetres. In spite of this, the Mini remains very much a 2+2 — taller front-seat occupants make the legroom all but disappear. The good news is that the back seat gives the driver somewhere to stash his or her stuff — at 5.3 cubic feet, the trunk does not hold much. Folding the seat-backs flat bumps the capacity to a usable 24 cu. ft.

In terms of content, the Cooper and Cooper S come in myriad versions — credit the ability to customize everything from the roof colour to the lengthy list of options. A quick look finds sport, premium and navigation packages, a harman/kardon sound system, automatic climate control, heated leather seats and a reverse sensing system available at extra cost.

In a move aimed at quelling some of the grumbling about the Mini’s on-road cost, the de-contented Cooper Classic was added in 2004.

There have also been some memorable editions over the years including the John Cooper Works edition. The 210 stallions add some serious performance to an already competent car — it is the consummate point-and-squirt car. Point it into a corner and it squirts out the other side with the driver wearing an enormous smile.

In 2005, a convertible in both Cooper and Cooper S versions joined the lineup. Creating a convertible means much more than merely chopping the roof off a vehicle. Being the second strongest part of the car (next to the floor pan), the roof panel supplies much of the body’s structural integrity. If not done properly, the torsion forces applied to the body means the car and driver both suffer. Without the necessary stiffness, the body shakes and shimmies like some deranged go-go dancer whenever the road deteriorates. This sensation is not only very disconcerting, it upsets the handling characteristics to the point where the car can become difficult to drive quickly. The Mini convertible feels as tight and composed as its roofed sibling, so there is no penalty for the joy of open-air motoring.

Mechanically, the Mini has fared fairly well, although it has not been without its complaints — including everything from a faulty power steering system that could cause an under-hood fire to wonky ABS modules and surging engines. That said, it is reliable enough. It has competed in the Targa Newfoundland road rally for five years (winning a couple of times to boot) without missing a beat.

While not the most practical used car purchase, the Mini rewards the driver by delivering a wonderful driving experience that’s impossible to match for the price. Only the MX-5 comes close.

Graeme Fletcher
National Post
Tuesday, September 18, 2007

THE SPECS:

Type of vehicle Front-wheel-drive compact hatchback/convertible

Engine 1.6L SOHC four/supercharged four

Power 110/163 hp (168 in ‘05 and ‘06), 110/155 lb-ft of torque

Transmission Five-speed manual/six-speed manual

Safety Dual front air bags, side air bags, head air bags, anti-lock brakes, traction control (Cooper S)

Pros 1. Impish styling and personality 2. Supercharged performance 3. Wonderful handling

Cons 1. 2+2 configuration 2. Basic performance 3. Tiny trunk

Tiny car famous for big fun

RECALL HISTORY:

2003: Mini Cooper/Cooper S: The head of the screw securing the rear struts to the chassis may tear off. If left unattended over a long period of time, the stud/shaft may break. If this occurs, the body will lean directly on the tire.

2004: The flat tire monitoring system’s programming could contain a defect. In the event of a flat tire, the audible signal will not sound.

2006: Mini Cooper/Convertible: The connection between the CVT gear selector rod and the lock plate may not have been laser-welded correctly. If the weld were to break, it would no longer be possible to shift the transmission using the selector lever. The potential exists for the vehicle to pull away from stop in the opposite direction to that desired, or if the vehicle was parked on an incline of sufficient grade and the parking brake was not engaged, this could result in a vehicle rollaway situation.

The car features four doors, a sloping coupe roofline and high waist line, oversized wheel arches for the 21in rims, and seating capacity for four. Its front end shares much in common with the current X5 SUV on which it’s based but gets a new CS-Concept inspired front bumper with aluminum underbody protection. The side mirrors also get a new design, made up of two units with a strip of lights between the lower unit finished in body colour and the upper section made of aluminum.

Debuting on the new X6 is BMW’s new ‘Dynamic Performance Control’ technology, a drivetrain and chassis control system combined with xDrive AWD that can send varying levels of torque to the rear wheels when traction is lost. New to the design is the ability to provide its stabilising effect both under power and with the engine in overrun. As soon as the system detects possible over- or understeer of the vehicle, for example in a bend, it will vary the distribution of drive forces between the wheels for perfect stability, dynamic traction, and forward motion.

There is no official word on what engines will be available in the X6, however Budds’ has uncovered some inside information that indicates we will see continued use of BMW’s twin turbo technology not only in a 6 cylinder form, but also in an 8 cylinder form as well. Enjoy the pictures below followed by the official press release.

(Click to Expand)

Official Press Release:
Inventing the Sports Activity Vehicle (SAV), BMW has established a highly innovative and, indeed, trendsetting segment in the automobile market.

And now the time is ripe for another brand-new concept: The Sports Activity Coupe combining an elegant, dynamically flowing roofline with the typical features of a BMW X model – a truly fascinating combination now borne out for the first time in the guise of BMW Concept X6. Presenting this concept car, BMW is proudly demonstrating the vision of a unique vehicle developing the striking design language of BMW X cars with a clear and consistent focus on sportiness and elegant presence.

BMW Concept X6 captures the eyes of the beholder through its highly innovative combination of design and concept features. The car combines four doors and a dynamically flowing coupe roofline with a high sill-line, muscular wheel arches, and a strong centre of gravity positioned right in the middle and making a clear reference to four-wheel-drive technology.

The result is a unique vehicle clearly presenting the DNA of a BMW X model but interpreting the character of such a vehicle in a unique and truly sporting manner. The design of BMW Concept X6 is the authentic visualisation of outstanding driving qualities borne out by the car mainly through BMW’s intelligent xDrive technology as well as Dynamic Performance Control.

Unique, aesthetic look: dynamic coupe line and the typical features of a BMW X model.

The front end of BMW Concept X6 is dominated by highlights in design clearly symbolising the car’s dynamic orientation to the road. From the side, in turn, the proportions are definitely elegant, the short front body overhang emphasising the dynamism of the car, the long overhang at the rear, its stretched and sleek look. The long line of the engine compartment lid merges smoothly and gently into the elegantly rising A-pillars, the greenhouse moved far to the back and the roofline tapering out clearly and consistently from the B-pillars interacting with the high window line to provide low and, indeed, almost flat window graphics.

The roofline, in turn, flows down gently to the rear spoiler, finally moving up again slightly in a small upward swing perfecting the overall line of a coupe and at the same time optimising the car’s aerodynamic qualities.

The dynamically stretched side lines highlight the aesthetic effect of this concept car, with BMW Concept X6 obtaining its impressive presence clearly through the unique combination of these lines and the design elements of a BMW X car.

Apart from the high window line, the large wheel arches and the centre of gravity visibly in the middle of the car, particularly this distinctive and powerful interaction of convex and concave surfaces, of the muscular side-sills with running boards made of drilled aluminium beneath the doors and the strong underfloor protection elements front and rear also made of aluminium express all the genuine DNA of BMW X.

Consistent focus on sporting performance.

BMW Concept X6 combines the design features so typical of a BMW X model with a truly individual, aesthetic look. In its character and design, this concept car stands out clearly from BMW’s highly successful SAV models, although the core features of those models provide a strong and sound foundation for the development of a unique personality in the guise of BMW Concept X6 as the Sports Activity Coupe.

With its impressively dynamic driving characteristics, the BMW X5 already excels as a true exception in its segment, and was indeed the forerunner creating the entire segment in the first place. Now BMW Concept X6 provides a clear impression of how an even more consistent focus on sporting performance in this class is able to set standards once again.

Through its design alone, this new concept car arouses the greatest expectations of the driving experience in a Sports Activity Coupe, bearing out the robustness and superior traction of a BMW X model in combination with dynamic driving qualities never seen before in this segment of the market.

World debut: Dynamic Performance Control in BMW Concept X6.

Dynamic Performance Control making its world debut in BMW Concept X6 provides ideal qualities for experiencing new dimensions in driving dynamics. This drivetrain and chassis control system, combined with BMW’s intelligent xDrive all-wheel drive technology, offers a truly unique standard of driving stability in every situation, benefiting both driving dynamics and safety at the same time.

Dynamic Performance Control, a truly innovative system, spreads out drive forces as required in all situations, feeding a varying degree of power whenever required to the two wheels at the rear.

Dynamic Performance Control is the only system of its kind in the world able to provide its stabilising effect both under power and with the engine in overrun. As soon as the system detects possible over- or understeer of the vehicle, for example in a bend, it will vary the distribution of drive forces between the wheels for perfect stability, dynamic traction, and forward motion. And in the process Dynamic Performance Control improves driving stability at all speeds, this unique chassis and suspension innovation ensuring not only safe traction when setting off and precise control when entering a bend, but also higher lateral acceleration and optimum directional stability when accelerating out of the bend.

BMW – setting the standard in a dynamically growing market segment.

Launching BMW Concept X6, BMW is once again proving the company’s outstanding competence in the development of new car concepts. First, this fascinating study shows how the range of BMW X models highly successful the world over might be extended by yet another exclusive version; second, BMW Concept X6 presents the possibility to experience the sporting performance so typical of the brand in entirely new style and with brand-new features. The highly innovative Sports Activity Coupe created in this way is therefore once again paving the way into a dynamically growing market segment.

BMW Concept X6 is beyond comparison with any existing series production vehicle the world over. But at the same time it creates clear references and associations through its unique, sophisticated design, the world’s first Sports Activity Coupe guiding the fantasy of the particularly demanding motorist in a clearly defined direction: this car promises driving dynamics in a dimension never seen before.

Yet a further point is that BMW Concept X6, through its extravagant look and appearance, opens up very tempting perspectives for the future, this Sports Activity Coupe boasting design ideally suited to prove individual style and character.

Unique, innovative – and BMW all the way.

BMW Concept X6 is unique and brand-new in the world of the automobile. But it nevertheless stands out as a genuine BMW at first sight, all design features of this concept study clearly reflecting the particular language of BMW design. Indeed, through its design language alone BMW Concept X6 makes a number of clear and highly recognisable statements simply because they are quite unique in this constellation: The car expresses sporting elegance, superior presence and stylish extravagance as well as the symbiosis of superior power and outstanding robustness so characteristic of a BMW X car and now enhanced to a significantly higher standard in BMW Concept X6.

Clear orientation towards the product features characterising the concept of a Sports Activity Coupe gives BMW Concept X6 a fascinating look right from the start. Through its design alone, this car expresses the features essential to such an innovative vision of a completely new car. Conversely, this design principle now arouses the expectation that a BMW Sports Activity Coupe may well develop precisely the outstanding sportiness and superior power both on the road and offroad clearly borne out by this concept study.

So it is precisely the unique features of the vehicle that lead to its unmistakable design. And it is this authentic design so typical of a BMW which gives the BMW Concept X6 its individual style and character and also reflects the image of the brand. In other words – only BMW is able to create a Sports Activity Coupe, and BMW Concept X6 shows what such a car must look like. Front end with dynamic orientation to the road.

BMW Concept X6 stands out clearly as a genuine BMW from every angle. This is ensured primarily by the sculptural shape and design of the car characteristic of all BMW X models, the front, side and rear areas merging smoothly into one another, the car’s shapes and surfaces forming one common unit.

Individual details also bear out the design so typical of the BMW brand, ranging from the BMW kidney grille with its dual round headlights cut away at the side and the powerful contour line along the flanks of the vehicle all the way to the horizontal lines accentuating the sheer width of the car.

Like on the BMW X5, the fundamental look and impression of the front area of this concept car symbolises powerful presence right from the start. But given the large share of surfaces finished in body colour, the front end nevertheless creates an impression of lower height, emphasising the dynamic, road-going orientation of this Sports Activity Coupe.

The DNA of BMW X is also to be admired on the engine compartment lid and the structure of the almost vertical BMW kidney grille, with its slats finished in high-quality titanium colour. In addition, clear signs of distinction to be admired in many details serve to accentuate the sporting potential of this high performer.

Large air intake scoops positioned far to the outside not only bear testimony to the cooling requirements of an engine one can rightly expect to be particularly powerful, but also show a clear orientation, together with the side panels extending far to the inside beyond the headlights, to the wheels, emphasising how stable the car is on the road.

The air intakes are split horizontally by chrome-coloured bars also supporting the surrounds on the round foglamps. The contour of the central air intake, finally, is characterised by lines oriented to the outside, again providing a clear optical orientation to the road as such.

Through their design sharply cut across at the top, the dual round headlights typical of BMW express a particularly intense and focused look. Hence, the entire vehicle will appear to be concentrating even more on the road ahead. The outer contours of the headlight units, in turn, extend far into the side panels, making the front overhang look shorter than it really is and giving the vehicle an even more sporting and dynamic appearance from the side.

Side view: characteristic wedge shape, dynamic roofline.

The unique proportions of BMW Concept X6 are particularly clear from the side, the gently tapering roofline and the long body overhang at the rear giving the car its stretched and sleek coupe silhouette.

The roofline itself reaches its highest point directly behind the steering wheel, highlighting the driver’ position and creating an effect most appropriate for the extravagant design of BMW Concept X6. The chrome surrounds on the side windows, in turn, made of one piece, accentuate the sheer elegance of the vehicle, while the absence of pillars dividing the side area gives the window graphics a completely homogeneous look making the entire vehicle appear lighter and almost transparent.

The counter-flowing line at the bottom of the D-pillar so characteristic of BMW and well-known to the connoisseur as the “Hofmeister kick” stands out clearly towards the rear of the window frame, while slender plastic protection panels at the bottom edge of the bumpers, the side-sills and wheel arches discreetly allude to the robust character of BMW Concept X6.

The side-walls are split by two intuitively contoured lines merging slightly towards one another at the front of the car and thus creating a wedge shape signalising the forward-pushing motion of BMW X6.

The contour line extending to the rear at the level of the door openers comes out particularly clearly, emphasising the dynamic wedge shape of the car further accentuated by the growing distance between the shoulder line and the sill-line towards the rear end extending all the way to the rear lights to give the entire vehicle an even sleeker and more stretched-out look. The second character line runs parallel to the side-sills, half-way between the contour and the sill-line. Both front and rear, this second character line ends where the large and muscular wheel arches bulge strongly out of the side panels.

Reflecting the usual style and character of a BMW X model, the wheel arches are almost square in their contours, offering sufficient space for light-alloy rims measuring no less than 21 inches, with Y-spoke design created specifically for BMW Concept X6.

The exterior mirrors on BMW Concept X6 likewise come in brand-new, innovative design. They are made up of two units with a white-glistening strip of lights between the lower unit finished in body colour and the upper section of the mirror cap made of aluminium. This row of lights supplements the corona rings in the headlights so typical of BMW and serving as daytime driving lights.

BMW Concept X6 provides particularly powerful interaction of concave and convex surfaces between the characteristic lines of the side panels. The play of light and shade created in this way gives the entire vehicle an unusually muscular look, visualising the agility so typical of a Sports Activity Coupe in a particularly fascinating manner. And the generous surfaces also emphasise the powerful presence of the vehicle, while the elegant lines structuring these surfaces are a clear expression of its elegance.

Strong shoulders and powerful roadholding distinguishing the rear end.

The rear end of BMW Concept X6 offers a fascinating combination of elegance, sportiness and robustness in one smooth and harmonious symbiosis. The muscular bumper and the protective underfloor panel are classic design elements of a BMW X car. In addition, the proportions typical also of a coupe are borne out here in design language again characteristic of BMW X, with the greenhouse featuring an unusually angled rear window tapering out to the rear.

The stable grip on the road emphasised by the powerful rear section is expressed above all by the equally powerful and elegant shoulder sections, another feature typical of a coupe being the rear lid integrating a striking air flow contour lip.

The entire rear end is split and characterised by horizontal lines making the rear end look even wider and emphasising the powerful stance of the car on the road, in the process creating attractive interplay of convex and concave surfaces.

The rear end reaches its full width in the area of the wheel arches, the two exhaust tailpipes positioned far to the outside and featuring high-quality surrounds together with a trapezoidal contour guiding the eyes of the beholder to the wheels.

The distinctive light edge along the lower section of the bumper provides yet a further highlight referring in particular to the ground clearance of BMW Concept X6 so typical of a BMW X car. Again, it is details of this kind that characterise the exclusivity and refined nature of the world’s first Sports Activity Coupe.

The rear lights, in their design, likewise reflect the unique character of BMW Concept X6, re-interpreting the L-shape so typical of BMW’s X models and adding a dynamic, sweeping line. Extending far into the side walls, the rear lights again express the full width of the car also through its night design.

Extravagance and dynamic design for a unique driving experience.

In its design and looks, BMW Concept X6 sets new standards and leaves a lasting impression, the concept study presenting brand-new options in expressing sportiness and modern elegance. Creating a car which combines the dynamic lines of a coupe with the superior power and refined robustness of a BMW X car, BMW is once again entering new terrain in the market segment of all-wheel-drive luxury cars, where the BMW X5 has already shown how dynamic driving qualities may well become a decisive criterion in a new segment. The BMW X3 then added outstanding agility as a further factor for success, and now BMW Concept X6 stands for the ongoing continuation of these priorities.

Despite its consistently sporting orientation, BMW Concept X6 retains the full character of a BMW X model, which indeed makes this concept study particularly appealing. Hence, BMW Concept X6 features not only the dynamic flair of a coupe, but also four doors, a large rear lid and a wide range of attributes, that is all the fortes of a BMW X model. And it is precisely this combination that expresses the extravagance and thrill of a brand-new car concept as well as the innovative power of the BMW brand.

Sept 6th – In a continued ploy to heighten the awareness of the X6 before its unveiling at Frankfurt, BMW has released a second small documentary on the design aspects of the X6.

Sept 10th – THE REVEAL! Bangle basking the glorious design elements of the X6.

While it may seem superfluous, every gauge or light has a story to tell and in virtually every case failure to listen to that tale can have disastrous and expensive repercussions.

Let’s get the obvious ones out of the way first — speedometer and fuel level. No need for explanation here.

Next up in order of significance — the oil pressure gauge or light. Oil is literally the lifeblood or fluid that keeps an engine alive. Not only does it provide the lubrication that allows metal pieces to rub together without damage, it acts as a coolant, drawing heat away from these high-stress locations.

The oil is circulated and squirted in critical areas under pressure, provided by a pump. If the pressure drops, the oil is no longer able to provide its vital lubrication role and the various components will very quickly heat up to dangerous levels where they may seize.

This quickly becomes engine failure — very expensive engine failure. Not only will the vehicle come to a complete stop, it won’t move again until you have lubricated the repair shop with thousands of dollars.

The temperature gauge, whether a dial marked with a range from “c” for cold to “h” for hot, or a warning light, provides another critical piece of information.

The temperature gauge does not tell you the temperature of the engine — directly. It shows the temperature of the fluid flowing through the engine.

This fluid carries heat away from the engine to the radiator where it is cooled by the air flowing through it. It then continues its circuitous route back into the engine, lubricating pumps and things on the way.

When the engine is first started after sitting for a period of time, the fluid is at ambient or outside temperature. A thermostat prevents the fluid from going through the radiator until it reaches operating temperature. Until that point, it simply circulates through the engine gaining heat as the big block of metal is heated by the combustion of fuel within the cylinders. As this happens, the temperature gauge will gradually move off the cold mark.

Until that fluid is warm, no heat can be drawn off it for the “heater,” which warms up the interior. When the fluid reaches the proper temperature, the thermostat opens, allowing it to flow through the radiator and monitors that process, opening and closing as necessary to keep the fluid within the proper temperature range.

If the thermostat should fail, or the level of fluid gets too low, the temperature will escalate and the gauge or a warning light will warn of pending problems. If you fail to heed that warning and the engine is allowed to overheat, it can cause catastrophic failure.

The voltmeter or battery gauge tells us of the condition of the electrical circuit. As the engine draws power form the battery for everything from the spark plugs to the power windows, that power has to be replaced — the battery has to be recharged.

There is a whole system of doing this we won’t get into here, but the driver should most definitely check this gauge to ensure the recharging is taking place.

If a belt were to fail or other problem occur that slowed or stopped the recharging process, the instrument will provide the necessary warning, allowing enough time to safely locate service.

The tachometer tells us the speed of the engine — as opposed to the speedometer, which provides vehicle speed information.

The tachometer is commonly marked in single digits ranging from 1 to 7-10. That is in multiples of one thousand so if the needle is on “5″ the engine is turning over or operating at 5,000 revolutions per minute or rpm.

The tachometer is useful for telling the driver when to shift gears. If the vehicle has an automatic transmission, it is not as important. The important factor with relation to the tachometer is to avoid overrevving the engine.

RICHARD RUSSELL
From Thursday’s Globe and Mail

When it comes to golf, he is ranked No. 84 in the world. But Brett Quigley’s drive isn’t only on the golf course.

The 38-year-old U.S. golfer has another obsession — cars. As a self-confessed “car nut,” he admits to owning four vehicles. But it’s hard to keep track — he changes them more frequently than his clubs.

His current wheels include an Audi Q7, a Honda Ridgeline and two BMWs, an M3 and an M5. A few months ago, he actually owned four Bimmers, but he just dumped two — a 745 and an X5. “It’s kind of an addiction. It’s my one addiction — I’m not really into anything else, except cars.

“It’s my favourite thing to do after a couple of weeks on the road. I come home and the first thing I do is clean all my cars inside and out and make sure they’re spotless,” he says a few weeks ago, standing in front of a BMW 750i at the Canadian Open at Angus Glen Golf Course in Markham, Ont. As sponsors of the event, BMW lent each golfer a Bimmer for the week.

“Six years ago, I got into an X5 and since then I’ve probably had four X5s. I’d never been a BMW guy, but once I got into the X5, I really loved everything about BMW — the way they drive and the way they ride. And ever since then, I’ve had a few. Right now, I have a 2005 M3 and a 2006 M5.”

He has no plans of parting with the M5 — it’s his favourite of the bunch, even though he’d prefer conventional push buttons for the radio instead of the iDrive system.

“That’s the car I go to the most when I’m home” in West Palm Beach, Fla.

“You can take four people to the golf course, go play golf and treat it like a normal car. But it’s basically a race car in the street, which is great. It’s got a great engine, great sound, and great transmission … .

“The thing I like about it is you can drive the M5 and it doesn’t scream ‘look at me.’ It’s just a very nice car. To a normal person, they’d say it’s just a nice 5-Series. It’s subtle. I have a grey one so it kind of blends in.

“If you have the room, you can drive it like a race car. You can take it on the track and really beat the heck out of the car. The car can take it,” says Quigley, who finished in the top 20 of the PGA Tour money list last year.

Make no mistake, he does let loose — on the track. “I’ve been to about 15 driving schools. I’ve done BMW days in Greenville, [S.C.]. I’ve done a couple three-day schools there with the M3.

“I’ve done a few with my father. We have so much fun. We’re competitive as heck, both on and off the golf course, and it kind of carries over to driving, too.

“They joke at the racetrack — speed is for the speedway and you drive normal on the road. After going to a bunch of the schools, you have a new respect for what the cars can do and certainly you’re a lot more defensive driving on the road, looking out for other people,” Quigley says.

Occasionally, he pushes it on the road, too. “I have been stopped for speeding.

“It’s funny, I got a speeding ticket about two months ago in my pickup. I was doing 78 [miles an hour] in a 65 in Rhode Island. I was actually on my way to the Hartford Open and the guy was a golf fan. It was 5 in the morning and he knew I was going there. He just said, ‘Slow it down a little bit,’ ” says Quigley, who turned professional in 1991.

On the golf course, Quigley perfected his driving skills. “I just grew up around golf, driving golf carts, working at a golf course. I’ve been driving probably since I was 12 — driving equipment, golf carts, tractors and stuff like that.”

But that practice didn’t pay off. “When I was 16, I ran into a fence down a dirt road. We were a bunch of kids just goofing around and we came around a corner too fast and just ran right into a fence.

“The car was an old Buick Regal worth probably 1,000 bucks. And I was actually on the way to a golf tournament and I ran it right into a fence. I popped two tires, smashed the side, and smashed the fence.

“I had to go to the guy’s house and apologize at 6:30 in the morning and pay for the fence. It was a good learning experience.”

Quigley’s first car was a Saab 900 he bought in 1991. As far as his other cars go, there are too many to mention. “You don’t have enough time in the day,” he laughs. “I’m bad like that — I keep it about a year.

“Actually the two BMWs I’ve had for the longest. I’ve had four X5s, a couple of S4 Audis, a bunch of Dodge four-door pickups, and a Honda pickup. It just keeps going on. I won’t get into the other ones,” he says.

Quigley prefers buying over leasing. “I’ve only leased one car in my life. I like buying because, for me, I can get out of it. I’m a little impulsive. If I need to get out of it, I like to have that option. It kills me to think I’ve got to have a car for three years or more at one time. I like being able to change.”

Whatever car he buys, it must have one feature. “Heated seats are the most important thing. I will not buy a car without it. It helps me. It loosens my back up on the way to the golf course,” says the native of Fort Devens, Mass.

Quigley is a bit territorial about some of his cars. His wife, Amy, is allowed to drive them, but prefers not to. “She knows I’m a little crazy about it. She says it’s too much pressure to drive my cars,” says the new father. Amy went into labour with their first child, Lily, in Florida during a practice round at his first Masters Tournament in Augusta in April.

Quigley says he will never buy an exotic car. “I’m not a big Ferrari or Lamborghini guy. I’d be afraid to take it to the grocery store.” Instead, he has his heart set on a new BMW 7-Series Alpina — it’ll be the perfect grocery-getter to add to his garage.

PETRINA GENTILE ZUCCO
From Thursday’s Globe and Mail

– “Seven Little Girls Sitting in the Back Seat,” by Paul Evans and the Curls (1959)

You all probably know some drivers with whom you don’t mind being a passenger. They have a certain confidence in their manner behind the wheel, which inspires the same in you.

They might even drive faster than some of the others within your circle.

So, what is it that makes the better drivers that much better?

I got a clue while being chauffeured from Innsbruck, Austria to Bolzano, Italy recently to attend a press event.

I’d flown all night, and despite a few hours of sleep on the plane, I was still dozing on and off as the driver, a 30-ish woman, ferried me to my destination.

The on-and-off part of that was largely due to the occasional lurch in the older Mercedes every time she changed direction, whether on the autobahn/autostrada, or even in town.

Nothing violent, nothing that would brand her as a terrible driver. Just not smooth.

I looked for clues, and immediately found one: her hands were all over the steering wheel. Turning to the right, even for a lane change, she would slide her right hand up the rim, and tug the wheel down.

Reverse above procedure for a left.

For tighter turns, as in parking lots, she reversed her hand, gripping the rim from the inside to twirl her way in and out.

Again, not smooth, but a continuous series of lurches.

And her hands were in constant motion.

Never in my experience has the superiority of the well-known and often-taught quarter-to-three steering wheel hand position been better illustrated than when contrasted with a bad example.

About 90 per cent of all driving can be done without moving your hands from the 9 o’clock and 3 o’clock positions.

Doesn’t it follow that 90 per cent of the time, your hands should be in these positions? There’s no need to move them at all.

With this approach, most city corners and all freeway manoeuvres can be accomplished with a single sweeping arc one way, with a similar smooth return the other way, back to dead ahead.

Why quarter-to-three rather than the also-common ten-to-two?

At quarter-to-three you know exactly where the wheel is at all times. Your hands are balanced, gravity pulling the weight of both equally, the straight line connecting them exactly level with the hood of the car, and with the horizon.

Also, most steering wheels now have either spokes or at least thumb rests at the quarter-to-three locations, again making this position more stable, more comfortable.

Another problem this woman had was that, uncharacteristic for gender, she sat too far from the wheel. Thus she could not reach the top of the wheel with either hand without lifting her shoulders away from the seat back.

This eliminates the support needed to execute smooth steering action.

What if the turn is tighter than you can do with only 180 degrees of steering wheel rotation?

There are generally two schools of thought here: hand-shuffle, or hand-over-hand.

Most advanced driving schools I have been involved with prefer hand-over-hand.

Once your arms get to the point where they’re locked – usually a few degrees before a half-revolution of the wheel – release the lower hand (the right hand in a right-hand corner, the left in a leftie) and re-grasp the wheel just above the other hand, and continue the steering motion.

When returning to straight ahead, don’t just let go of the wheel; feed it back hand-over-hand until you are dead-straight ahead again.

In most modern cars anyway, one such hand-over-hand manoeuvre will take care of all but the tightest of parking situations.

Hand shuffle, which used to be taught in older British schools when the steering wheels were huge and car steering had no power assist, involves (for a right-hand corner) sliding the right hand up and the left hand down, tugging the wheel down, and repeating as needed.

A lot more confusing, a lot more work, and it’s harder to keep track of exactly where you are; especially in an emergency manoeuvre, you need to know where straight ahead is.

With hand shuffle, that’s tough.

Some drivers have returned to hand-shuffle because they’re afraid of having their arms broken if the steering wheel air bag goes off.

Well, if you’re in a crash severe enough to trigger the air bag, you probably have little or no control of where your arms are anyway.

And if hand-over-hand gives you better control of the car – and I am convinced it does – it reduces the chances of an air-bag-deploying crash happening in the first place, and surely that’s the top priority.

So this is the setup:

Seat adjusted so you can grasp the very top of the wheel with either hand, while keeping the elbow slightly bent, and the shoulders in constant contact with the seat back.

Hands at quarter-to-three at all times, unless in a very tight corner; hand-over-hand if you need more steering lock.

Why not give it a try?

And don’t be surprised if your friends and family start preferring to drive with you.

Jim Kenzie
Toronto Star