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.

Now Mini has brought us an even stranger version of an already eccentric car, a stretched-out model with three doors for people and two doors for cargo. And yet Mini expects the new car to eventually account for more than a quarter of all its sales worldwide.

The crucial question is: Has Mini managed to preserve the qualities that have made its standard model such a hit even as it reaches out to a broader audience with this stretched version of its iconic small car?

The Traveller in Madrid
We drove the new 2008 Mini Cooper S Clubman around the sprawling Spanish capital of Madrid earlier this week. Gert Hildebrand, Mini’s design boss, says the idea for the stretched Mini did not stem from the marketing department but rather his own design team. “When we set about designing the second-generation model we laid down a few sketches on how we thought its appeal could be extended,” Hildebrand says. “We then presented it to the board members of BMW, and they decided it had potential.”

The Clubman got its first public view at the 2005 Frankfurt Auto Show as the Mini Traveller, although by then it was already well on the way to production. While the elongated shape might not ignite wild passions, the detailing and engineering are hugely impressive.

Though the wheelbase has been stretched 3.1 inches, the changes over the standard Mini begin at the trailing edge of the front doors, helping to preserve the car’s flagrantly retro lines. The narrow club door is mounted on the right-hand side. Just like the Honda Element, Toyota FJ Cruiser and various pickup trucks, you have to open the front passenger door and then release a lever to get access.

The Back Door
While the club door provides the Clubman with a modern twist, its rear barn doors are a clear nod to the past, having first appeared on the original 1950s Morris Mini Traveller. A lovely pair of horizontal chrome handles unlatches the doors, and they eagerly spring outward on gas struts.

Hildebrand comments, “We wanted to offer the widest possible opening. After trying many different setups this is the one we finally arrived at. It’s a complex solution. To fulfill all the various legal regulations, the rear lights need to be fixed to the car, not to the door.”

The Mini two-door’s simple hatchback arrangement is far easier to operate and a good deal more practical in everyday use. But there is something special about the Clubman’s barn doors that will draw prospective buyers to the car.

The overall design of the Clubman’s rear end also attempts to mimic the exposed wooden trim of the original Traveller, as the corner panels and rear bumper carry a contrasting color. It’s a nice touch that further gives the Clubman its own unique identity.

Not so Mini
That said, Mini is not really an appropriate name for this car, because plainly it isn’t mini at all. It’s still small, but its overall length of 155.8 inches represents a stretch of 6.3 inches, enough to push the Clubman into an altogether different class. Aside from the 3.1 inches added within the wheelbase, the front overhang has been extended by 0.6 inch and the rear overhang goes up by 3.5 inches.

Get behind the steering wheel and it’s all familiar territory. An almost comically oversize speedometer dominates proceedings from the center of the dashboard, which is otherwise detailed with a mixed assortment of contemporary rotary dials and ye olde world toggle switches.

The real changes are concentrated out back, where that additional wheelbase is used to extend rear-seat legroom, making the rear of the Clubman a more enjoyable place to be than any standard Mini. The rear seat remains reasonably snug, but you no longer need the flexibility of an Olympic gymnast to remain there for any length of time.

The longer rear overhang also sees cargo capacity increase by 3.5 cubic feet to 9.1 cubic feet. With the split-fold rear seats tucked away, overall cargo capacity grows to 33.0 cubic feet.

Let’s Motor
The Clubman will be sold in North America with a choice of the Mini’s two existing four-cylinder engines. The Cooper S we drove in Spain has its direct-injection, turbocharged 1.6-liter inline-4, producing 175 horsepower at 5,500 rpm and 177 pound-feet of torque from 1,600 rpm. The Cooper version, meanwhile, gets a naturally aspirated version of the same engine, developing 120 hp and 118 lb-ft of torque.

The Cooper S Clubman’s engine is hugely flexible around town, even at small throttle openings. The electrically operated power steering surprisingly combines light effort with highly direct action. The Clubman’s wheelbase has increased the turning circle slightly over the standard Mini, but we hardly noticed.

Just as you’d expect in a Mini, you can nip in and out of tight spaces in traffic with ease and a great deal of confidence. One downside of the new car’s barn doors, however, is the center pillar running through the middle of the rear windows, which obscures rear vision so much that you have to rely on the exterior rearview mirrors.

On the go, the Cooper S Clubman’s engine impresses with effortless pull. There’s minimal lag from the turbocharger, seamless power delivery through the midrange and then serious punch close to its 6,500-rpm redline. The standard six-speed manual gearbox helps you stir it all up nicely with well-chosen ratios, slick action between the gates and a firm clutch action.

At 2,712 pounds, the Clubman weighs 143 pounds more than the standard Mini Cooper S, but we hardly noticed any dent in its performance profile. Mini claims 100 kph (62 mph) comes up in 7.6 seconds, some 0.5 second slower than the standard Cooper S. The top speed of the Clubman is rated at 139 mph.

No Personality Deficit
At this point in our drive, we learned the reason why our drive through the Spanish countryside favored some magnificent winding roads and avoided long stints on the highway.

Despite the clear emphasis on versatility from its larger footprint, the new Clubman manages to retain all the sporting fun of the standard two-door. Our only real criticism involves the torque steer that’s apparent while accelerating hard from low speeds. Part of the reason can be found in the additional weight at the back of the car. Second, the front wheels now carry a brake-regeneration system to produce electrical power for the battery, so the alternator is disengaged from the engine during acceleration. (This brake-regeneration system will not be available on U.S. models until later next year, however.)

The way the Clubman rides really got our attention. The longer wheelbase not only liberates more space inside, it also provides the Mini Clubman with a smoother and more controlled ride. There’s less flutter in the suspension over rough pavement, and once ruffled by large bumps, the suspension tends to settle faster.

The long wheelbase also enhances high-speed stability. The Mini Clubman tracks with greater authority on the highway and proves far less prone to being thrown off line by nasty camber changes than its standard sibling. Only the car’s occasional sensitivity to crosswinds can be criticized.

For tackling long distances, this is probably the Mini to have. It’s less frenetic than its popular stablemate and the added layer of comfort soothes the miles away, making it surprisingly mature.

Still Unconventional
The 2008 Mini Cooper S Clubman is not a car you can easily pigeonhole. This in itself might be its biggest asset.

The Clubman’s unconventional five-door layout will no doubt appeal to a lot of people who have tired of the familiar hatchback theme served up by just about every small car on the road today. It’s not the roomiest car in its class by any stretch of the imagination, yet the addition of the small club door lifts the Mini’s appeal greatly.

And what the Clubman lacks in space, it more than makes up for in driving enjoyment. That’s the clincher for us.

Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report.

X Country is one of three single-cylinders that try to blend street, off-road performance

If my limited high school algebraic skills are intact, X plus Y equals fun. “X” being BMW’s new 650 cc X Country and “Y” being any road (paved or dirt) that’s not a freeway.

BMW has three new 650 cc single-cylinder motorcycles: the X Moto, X Challenge and X Country. The Moto is a pure street, fat-tired Supermotard, the X Challenge is hardcore off-road, while the X Country is a usable mix of both, with a decided lean toward the street.

The heart of all the X models is a reworked version of the venerable four-valve, DOHC fuel-injected Rotax-built single that’s powered the “F” series motorcycles for the past few years.

The motor is very tractable and, with 53 horsepower and 44 lb.-ft. of torque available, is quite peppy in the 148 kg (325 lb.) X Country chassis.

The large muffler doesn’t really look out of place, tucked up out of the way as it is and, combined with the catalytic converter, the X country meets stringent Euro 3 emissions standards.

The X Country is equipped with gorgeous, superstrong Magura handlebars and levers, and a “normal” single button turn signal switch instead of the usual separate BMW left, right and cancel buttons.

Instrumentation is fairly simple with a large digital speedometer front and centre, an LCD display with selectable dual tripmeters, odometer, clock, voltmeter (how often do you really need to know if the battery is charging?) and a bank of warning lights on the right.

On chilly mornings, I really missed BMW’s traditional heated grips, although they are an option.

The single front disc is a 300 mm floater squeezed by a twin-piston caliper while the rear is a 240 mm single pot unit. Because the X Country is so light, the brakes are more than adequate for both street and trail use. And, for those off-road forays, the ABS can be manually disengaged.

On the street, handling is exemplary. It steers very quickly and the wide bars give excellent leverage around town. The stock Metzeler 19-inch front and 17-inch rear tires strike a very good compromise for the X Country’s intended use. They are excellent on pavement, acceptable on gravel and hardpack, but in soft sand or mud, they contributed to white knuckles and some heart-stopping moments.

The suspension is well-damped and very plush. The rear shock has a generous 210 mm (8.2 inches) of travel, is preload adjustable (courtesy of a handy knob just below the seat), while the front boasts 240 mm (9.4 inches) of travel but no adjustment whatsoever.

Grab a fistful of front brake, pitch the X Country into corners around town and it just rails through. Once in the turn, it holds its line and the supple suspension absorbs mid-corner bumps and heaves.

The beauty of the X Country is its versatility. One afternoon, I was exploring the countryside on a concession road northeast of Bowmanville and noticed one of those “Unimproved roads, use at own risk” signs.

I peeled off and headed north on the gravel road, which soon deteriorated to a single-track bush trail.

Offroad, like most dirt bikes, the X Country performs much better with the rider standing on the pegs in softer stuff. Standing up puts more weight down on the pegs, effectively lowering the centre of gravity and making the motorcycle more stable.

The rubber-covered footpegs insulate the rider from the minimal vibration, but when wet or muddy, quickly turn slippery as crocodile snot – a surefire recipe for a slipped foot and cracked shin.

Shorter riders may find the 840 mm (33.1 inch) seat height a bit of a problem, especially if they’re trying to put a foot down on uneven ground while riding off road.

The short-throw transmission shifts very well, although first gear seems overly low (a real stump puller) with quite a gap to second. The net result when riding on trails is that you’re either revving it too much in first or bogging in second.

The X Country is certainly capable of highway cruising speeds but that’s not really its natural habitat. Really, it’s better suited for casual off-road exploring, gravel roads, two-lane roads and in-town commuting where the torquey motor, light weight and agile handling can be put to good use.

Steve Bond
Toronto Star

But as part of a Rocky Mountain driving experience that alternated between awe-inspiring views of nature and pampering luxury resorts, the most northerly stop of our tour of Alberta provided copious amounts of what less romantic, but more enthusiastic, drivers may appreciate most about this tour: lots of seat time on some of the most amazing roads in Canada.

Unlike the manufacturer junkets for new vehicles that send us auto scribes jetting around the world for some precious few hours behind the wheel of the latest hype-mobile, this was to be a week-long driving tour available for any couple willing to fork out the not-inconsiderable cost of $7,000-plus for this particular drive-it-yourself tour of Alberta, culminating in stays at postcard-pretty Fairmont resorts in Banff, Jasper and Lake Louise.

Arranged by boutique luxury travel firm Horizons & Co., in partnership with Fairmont Hotels and BMW Canada, the trip provides seat time behind the wheel of either a BMW 330Ci Cabriolet, a BMW Z4 3.0i convertible or a BMW X5 sport utility vehicle.

Ours was an automatic Z4 with paddle shifters and 215 horsepower — not the most powerful convertible around, but a superbly refined one that offers reasonably spacious accommodations for two people and, importantly, a decent sized trunk for a two-seater. With no back seat in the Z4, if there wasn’t room in the trunk for a week’s worth of gear, a pile of luggage in your passenger’s lap would not be a great start to any romantic getaway.

The experience starts out at Calgary airport, where a representative from DreamFleet, which handles the BMW account, greets you, leads you to the car, gives you a brief rundown of all major controls, and hands you a route book with suggested routes and optional activities, so you can leave your map books at home.

Our Z4 didn’t come with a route book, but luckily it was equipped with a handy aftermarket Sony navigation system. So it was simply throw the bags in the back, hop in, drop the top, and head out on the open road, with Banff as our first destination.

It takes about an hour of driving on the Trans-Canada Highway outside of Calgary before the Rocky Mountain views get truly majestic, but by the time you hit Canmore, and all throughout the Banff, Lake Louise and Jasper route, the mountains never feel like much further than an extended arm’s length away.

Even at the height of summer, the snow-capped peaks of the summits remind you that at heights like that, snow storms and winter weather are never far away — as we would later discover.

All three cities are located within protected national parks, and you really do notice the difference in the crisp, clean air. It will make you want to drop the top as much as possible, especially after you get off the main highway and start working your way north on the curvier, but more scenic, Highway 1A.

Our particular version of this trip compressed all three Fairmont resorts into three nights, which meant a higher proportion of driving versus leisure time than the regular itinerary, with about two hours of driving time a day.

Although it doesn’t sound like much, those two hours can easily become double that, since you’ll continually want to stop for pictures: a roaring waterfall here, a family of elk grazing by the side of the road there, a turquoise lake framed by scraggly mountain peaks there.

By the end of your time, it’s easy to become a jaded photographer: “Yes, that sparkling blue lake with the mountains towering over it is spectacular, but the sun isn’t quite in the right spot for a picture, and there’s not even one mountain goat around now.”

Pulling into the town of Banff, after a family of caribou grazing by the road became our first wildlife sighting, it was hard to recognize the town through all the construction. The city is ripping up the entire Banff Avenue main strip from April to October to replace 100-year-old pipes.

But the Fairmont Banff Springs Hotel, about a 20-minute walk outside that downtown core, seems stoically untouched by the craziness, its Scottish baronial design and forested surroundings still seeming as castle-like and isolated as it was when they were built in 1882.

There’s also a heavenly comforting spa inside, with three separate waterfalls that cascade into mineralized pools, and on to your shoulders, at three different temperatures, naturally lit by two-storey-tall windows, as well as an outdoor heated pool.

Back in the late 19th century, most guests at Banff were European ladies and gentlemen who would vacation here or in nearby Lake Louise for a month or so at a time, since the boat and train ride between continents would take two weeks or more in total.

Although the area is most famous now for its world-class skiing, this Banff landmark was only a summer property until 1969, with Lake Louise becoming winterized in 1982, and Jasper in 1986.

Lake Louise is only a half-hour drive outside of Banff, but to break up the driving, we headed north on our second day, to Jasper, via the Bow Valley Parkway, stopping within a half hour at Johnston Falls.

Here, visitors walk along a narrow pathway in a gorge cut by the fast-moving water, on the way to two deafening, spraying waterfalls. The chipmunks here are obviously used to the steady stream of visitors, and they will jump up on your lap at the mere suspicion of food.

It was on the grounds of Fairmont Lodge in Jasper that I saw the deer, with warnings all over its natural perimeter that it was nesting season, and that new deer moms could get seriously cranky with strangers poking about their offspring.

The lodge is the “newest” of the three properties and it is also the most remote. Its first incantation opened in 191 . It’s more of a luxury lodge than a hotel, with separate log cabins available that contrast with the castle-like ambience of the others. Yet for true relaxation imbued with a common bond with nature, it’s hard to beat.

From there, it was back down the Icefields Parkway, where a stop at the visitor’s centre led us to a tour of the Athabasca Glacier. This hunk of six square kilometres of ice is toured for half of the year by a bus on monster truck tires, officially called an Ice Explorer. About halfway up the glacier, you can get out and walk around, which was right around the time when a 15-minute snowstorm hit, the first time either one of us experienced that in the summer.

The novelty wore off quickly in the cold, and even quicker for the guy in shorts and sandals, but it was likely the most memorable part of the entire trip.

Prices for the package begin at $3,495 a person, and $3,995 a person in high season, for either of the convertibles, with the X5 4.8i costing $500 more, not including airfare. The packages run until mid-October.

If you want a manual transmission, the 330ci Cab is the only choice, and it is perhaps the best combination of roominess, comfort, sportiness and fuel efficiency — you are communing with nature, after all. The Z4 can be a little harsh over bumps, and not the easiest thing to get into and out of for less mobile folk, but a pure drive overall.

And if you’re there celebrating anything with your significant other, you’ll also want to take a picture of the personalized desserts by Chef Daniel Buss in Banff’s Banffshire Club, no matter how jaded a photographer you become.

MICHAEL BETTENCOURT
From Thursday’s Globe and Mail

It used to be easy to write about the BMW 3-series. For the most part, we knew what we were gonna say before we ever got in the car. On the other hand, there were nuances about the character of the car that were extremely hard to put into words to convey just how good these cars feel. But we’d try, and it usually came out in the form of unbridled praise for perfect steering, elegant interior simplicity, and a brilliant ride-and-handling balance.

Maybe BMW got bored of hearing the same thing over and over again, because suddenly we had to come up with new words to describe the 3: controversially styled, technologically overwrought, and now this: quicker with the automatic.

Fantastic as an Automatic
Yes, the 335i’s ZF-sourced six-speed automatic is among the world’s very best transmissions, and we can’t heap enough praise on it. Responsive and quick to act, it is the perfect autobox for this kind of car. In normal automatic mode, shifts are virtually invisible, but the character changes dramatically when prompted. Deputy editor Dave VanderWerp says, “Full-throttle downshifts are quite severe, but to me, that’s fine when I’m pushing the pedal all the way to the floor. The automatic generally does a single multigear kickdown instead of stopping off at other ratios along the way.” We also noted snappy rev-matching throttle blips when downshifting using the manumatic function (or paddles), and in the sport-shift mode, it eagerly takes the liberty of automatically downshifting during braking to set you higher in the meat of the power band whenever your right foot returns to the other pedal.

Now, as for the paddles themselves, a $100 option on top of the $1275 automatic, they are lovely pieces of satin metal sculpture, both of which perform up- and downshifts depending on which way you push: toward you for upshifts, away from you for downshifts. VanderWerp is among those on staff who prefer the “right for upshifts, left for downshifts” approach. Others, including this author, think it’s proper that each does both. Whatever. Once accustomed to it, any driver will enjoy a willing partner in his or her shifting shenanigans.

Spectacular Twin-Turbo Inline-Six
Any good transmission can really only facilitate the most direct connection possible between the engine and the intentions of the driver. Which brings us to what might be the best thing about the 335i: the engine itself.

Like so many artistic masterpieces, BMW’s stalwart 3.0-liter inline-six engine is delightfully nuanced. In naturally aspirated form, as found in the 230-hp 328i and so many Bimmers before it, the engine has a vivid and playful character, yet it is somehow subtle, never feeling overburdened and always delivering more sheer performance than its displacement promises. This is due in large part to good old-fashioned technology, including Double VANOS variable valve timing and Valvetronic, which throttles the engine by varying valve lift. Naturally, we were as skeptical as anyone (maybe more so) about BMW tampering with this deified powerplant by applying, of all things, devices as brutish as turbochargers.

However, now that we’ve sampled the 335i’s blown six in many 3-series applications (sedan, convertible, and manual-shift coupe), we wouldn’t mind if BMW turbocharged pretty much any of its engines. In the 335i, two small IHI turbochargers serve three cylinders apiece with a max boost of 9.0 psi. With low inertia, the turbos spool up right away, and the direct injection allows a high (for a charged engine) compression ratio of 10.5:1. All of this serves to quicken throttle response. Thus, the 335i’s power doesn’t come in the form of a delayed rush. Rather, the bonus power feels as natural as, well, the naturally aspirated 3.0-liter engine itself. So good is this engine that it won the 2007 International Engine of the Year award for its size class. For our part, we’ve submitted it for canonization by the pope.

A Winning Performance Combination
Even knowing what we know about the engine and tranny, we were still surprised just how quick the 335i automatic is. Indeed, this particular Arctic Metallic 335i coupe was the quickest 3-series coupe we’ve ever strapped our instruments to, and it also ended up right on top of an E46 M3, with 0-to-60-mph passes in 4.9 seconds and 100 mph in 12.1. The quarter-mile happened in a blistering 13.4 seconds at 106 mph, 0.2 second and 1 mph quicker than the 335i manual we tested last year.

That’s rarefied acceleration territory, and combined with its other performance attributes such as perfect steering (this tester thankfully did not have the optional active steering), superstar brakes (70 to 0 in 156 feet), and unflappable grip on the road (0.91 g on the skidpad with very little plow), the $49,675 as-tested price (base price is $42,850) of this car suddenly seems to be at least digestible. That price includes the $1000 Sport package, which brings a one-inch wheel-and-tire upgrade (to 18 inches) and sport seats, but no suspension changes—no bad thing, since the 335i’s standard suspension setup remains delightfully refined in spite of its uncanny ability to stay planted in corners.

M3 Lite?
As for the rest of the car, well, you’ve read about most of it before. The four-place interior is comfortable for adults (even in back), the driver’s seating position is flawless and easily adaptable for many physiques, and, as with all BMWs these days, ergonomics require mastery over time. Less-sung virtues include vast trunk space, fabulous outward vision, material quality that conveys luxury without pretense, and thoughtful touches like front-seatbelt presenters and center cubbies between the rear seats. Now more than ever, the 3 offers an overall sport-and-luxury balance that has earned it a 16-year residency on our annual 10Best list.

And most of that praise also applies to the recently revealed, 414-hp V-8–powered 2008 M3 coupe. But the M3 is expected to start about $20,000 higher, with only a stick shift available (for now) and, thanks to a bunch more weight, only a half-second advantage to 60. Sure, the 335i’s 7000-rpm max can’t match the M3’s 8400-rpm shriek, but for real-world thrill seekers who must balance their needs for performance with their need to live every day with the same car (and perhaps a more limited budget), choosing the 335i coupe over the M3 may be, well, automatic.

2007 BMW 335i Coupe Automatic

VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

PRICE AS TESTED: $49,675 (base price: $42,850)

ENGINE TYPE: twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection
Displacement: 182 cu in, 2979cc
Power (SAE net): 300 bhp @ 5800 rpm
Torque (SAE net): 300 lb-ft @ 1400 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 108.7 in Length: 180.6 in Width: 70.2 in Height: 54.1 in
Curb weight: 3584 lb

C/D TEST RESULTS:
Zero to 60 mph: 4.9 sec
Zero to 100 mph: 12.1 sec
Zero to 140 mph: 26.7 sec
Street start, 5–60 mph: 5.5 sec
Standing ¼-mile: 13.4 sec @ 106 mph
Top speed (governor limited): 145 mph
Braking, 70–0 mph: 156 ft
Roadholding, 300-ft-dia skidpad: 0.91 g

FUEL ECONOMY:
EPA city/highway driving: 11.3 / 7.1 L/100km
C/D observed: 18 mpg

By RONAN MCGRATH

AutoWeek | Published 07/26/07, 1:37 pm et

I picked up the M6 at the BMW factory in Munich, Germany, in June 2006. Its initial shakedown included four European countries, a trip to Hartge, Germany, for “delimiting” (removing the speed limiter), 50 laps of the Nürburgring and a 200-mph run on the unrestricted autobahn. It was delivered to my Canadian dealership six weeks later and since then has been used mainly for long-distance trips in Canada and the U.S.

My initial impression of the car was that the more muscular styling was probably the most successful of the current-generation designs. The infamous Bangle butt was far more balanced by the trademark four pipes, and the wide stance gave the car an aggressive, brooding appearance.

Virtually all reviewers criticized the car for two items, iDrive and the SMG transmission, but the V10 got universal acclaim.

My own experience with iDrive is that it is not intuitive, but the learning curve is perhaps two hours. What most critics fail to mention is the voice recognition. Having programmed the single M button for my preferences for full power, transmission speed, head-up display, damping and stability control, there are few reasons to revisit car setup. Equally, radio stations, CD selection and, especially, phone are easily controlled by voice, so there are few reasons to enter the dense thicket of menus. However, there is no doubt that the command structure could be improved, and it’s instructive to know that Mercedes has just engaged Apple to redesign its nav system interfaces.

SMG is another matter. There is a reason why so many competition cars use direct-shift boxes. There is simply no better way to shift faster, or to heel-and toe, than a direct-shift box. The BMW implementation takes some getting used to, and it requires a little experience to shift smoothly, but the automatic mode is jerky and unsuitable for any kind of performance driving. It’s adequate for stop-and-go driving, but no more that that. Where the SMG is spectacular is on a track, where the lightning-fast shifts are perfect every time, and there is no need to ever remove hands from the wheel. As a long-term stick-shift driver, I have no regrets about moving to a sequential shift, and the seven-speed is ideally matched to the torque characteristics of the engine. However, the transmission makes the M6 a less-than-ideal candidate for people who do daily commutes in heavy traffic. I suspect that some form of twin clutch DSG design may replace the current implementation.

The V10 is one of the greatest engines I have experienced. It is what gives the car its personality. However, it is also a highly performance-oriented unit that develops its maximum torque at 6100 rpm. It has a loud diesel-like idle and readily transmits to the driver a sense of urgency. You always know you are driving at 2/10ths, and there is an overwhelming temptation to floor the car to felonious speeds every time it’s driven. When Mark Webber was with the BMW F1 team, he warned to take care, because the car was always going faster than it felt. Fuel consumption is not going to win the Al Gore award, averaging around 10 mpg in city conditions and 22 in long-distance travel.

To some extent, that is the issue for a pure performance car like the M6. In dense commuter traffic, it feels like taking a Kentucky Derby winner for a pony trek. This is a car for a driver who wants to be very engaged.

Roadholding at speed is highly predictable, and a trip along the twisty road of the Tail of the Dragon in North Carolina revealed only very slight understeer when pushed hard. The head-up display is a boon as it provides shift lights for track use.

 

I recently had the opportunity to try the new Alpina B7 with its supercharged V8, which develops 516 lb-ft of torque compared with the 383 of the V10. The two experiences could not be more different. The B7 is silky quiet under normal conditions, but has a performance not very far off the V10. Unlike the underlying sense of raw, unused power from the V10, the Alpina only whispers its capability until it’s used. If the V10 delivers its results with a sledgehammer, the Alpina gets there like a midnight assassin. If I had to use a car for commuting and still wanted the performance, I might be interested in the Alpina.

Overall, the M6 is most at home on the autobahn where it can cruise very comfortably at 150 mph. However, it is a very comfortable long-distance cruiser at legal speeds here, and the large trunk makes it an ideal weekend car for two people, or for golfers.
After a year of use, there has been little visible wear. Concerns about the very pale leather interior have proven to be unfounded, and apart from some stone chipping on the hood, the paintwork has held up very well. There are absolutely no rattles anywhere.

Reliability has been generally good with only three issues. The bodywork is quite delicate above the beltline at the C-pillar and can be pushed in by people leaning on the car. A trip to the dealership had it pulled out without difficulty. The air conditioning developed a leak at 7000 miles. The most serious issue occurred recently when the instrument panel lit up like the Chernobyl control room with multiple warnings, and the engine went into safe mode, dropping the rev limiter to 4500 rpm. It was caused by an idler actuator fault and repaired under warranty.

Overall, the car has acquitted itself well, and when I hit a twisty country back road and hit the M button, it’s an exhilarating car to drive. The reason to buy it is for shattering performance, and it delivers that in spades.

Ronan McGrath is not an AutoWeek employee and bought the M6 with his own money.