Suaviloquent

CD's new BMW 7 Series Long term Arrival

21 posts in this topic

balthazar    1,882

Where's the production CS???

 

- - - - -

And : "people who buy in this tier don't take their sedans to the drag strip, therefore 1/4-mile times are completely irrelevant."

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ccap41    1,162

Those are some impressive numbers.. mostly that underrated 320hp one.. lol

 

The 1/4 mile race it self is not relevant but accelerating to 100-110mph I could still see being very relevant. From a stop...? Not so much.. but I think more than anything it just puts a number to something other cars are measured by therefore making it comparable even if it will never actually be raced.  

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dfelt    1,776

Which year BMW is this auto again?  :confused0071:

 

199XXXXXXXXX?

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Suaviloquent    713

I was just shocked by the numbers. Supposedly, this thing is faster than a CT6 3.0TT that weighs less...and has 84 more HP...as well as more torque...

 

Hurrray, suddenly the car is so much BETTER!!!

 

(NO.  :nono: )

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ccap41    1,162

Those numbers really are shocking across the board. 

 

I know the S Class and 7 Series get flack for being bland and boring but I like them. I like how they are just big luxury barges w/ a little hidden performance in a body that nobody would guess could scoot. A sleeper for the 0.1% of the time you want to out run a Camaro SS at a stoplight and a super luxurious pamper-machine the other 99.9% of the time. 

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First of all BMW  is well known to underrate their vehicles for the sake of hierarchy. Furthermore the numbers:

 

RWD
Curb weight: 4385 lb
 
PERFORMANCE: NEW
 
Zero to 60 mph: 4.8 sec
Zero to 100 mph: 11.9 sec
Zero to 130 mph: 21.6 sec
Rolling start, 5-60 mph: 5.6 sec
Top gear, 30-50 mph: 2.9 sec
Top gear, 50-70 mph: 3.5 sec
Standing ¼-mile: 13.4 sec @ 105 mph
Top speed (mfr's est.): 155 mph
Braking, 70-0 mph: 159 ft
Roadholding, 300-ft-dia skidpad: 0.86 g
 
Cadillac CT6
 
AWD
Curb weight: 4371 lb
 
C/D TEST RESULTS:
 
Zero to 60 mph: 5.0 sec
Zero to 100 mph: 12.2 sec
Zero to 140 mph: 26.6 sec
Rolling start, 5-60 mph: 6.7 sec
Top gear, 30-50 mph: 3.1 sec
Top gear, 50-70 mph: 3.5 sec
Standing ¼-mile: 13.5 sec @ 105 mph
Top speed (governor limited, C/D est): 155 mph
Braking, 70-0 mph: 152 ft
Roadholding, 300-ft-dia skidpad: 0.86 g
 
 
The Cadillac's numbers are actually more impressive for a few reasons.
 
1) The BMW is BROKEN-IN with over 7000 miles. CT6 was pretty much off the carrier.
2) The Cadillac is AWD and still 14lbs lighter. Engineering FEAT!!!
3) The Braking on the CT6 beats the BMW by 7 ft. Again.. impressive
4) I continue to wonder why ENTHUSIAST use 0-60 when 1/4 Mile times are avail.. but even in that.. the CT6 pretty much equals the BMW... again.. in a brand new vehicle not one broken in 7000+ miles
 
 
Why is the broken in period important? Well.. in a GM vehicle especially.. their cars simply get faster as U clock on miles. U might call me crazy but I bet good money that my Impala now.. with 55K on the ODO can take down a new Camaro or Mustang V6. I won't even get into transmission learning. 
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Suaviloquent    713

It's still an interesting find.

 

Road holding numbers were pretty much the same. So even though the CT6 might be more enjoyable to drive when driven hard (totally against the vehicle's intended function) - the handling capabilities seem pretty much even.

 

But - we don't know when they did the instrumented tests. Maybe they did them before they were broken in or not.

 

Besides - most press vehicles do accumulate miles. Unless you know exactly how many miles the CT6 has during most of it's tests, it's still a big assumption. Some CT6 first drives were obviously prepro's, which do have decent miles on them.

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It's still an interesting find.

 

Road holding numbers were pretty much the same. So even though the CT6 might be more enjoyable to drive when driven hard (totally against the vehicle's intended function) - the handling capabilities seem pretty much even.

 

But - we don't know when they did the instrumented tests. Maybe they did them before they were broken in or not.

 

Besides - most press vehicles do accumulate miles. Unless you know exactly how many miles the CT6 has during most of it's tests, it's still a big assumption. Some CT6 first drives were obviously prepro's, which do have decent miles on them.

 

 

Here we go with this... 

 

Listen.  They clearly state that the BMW was at 7160 miles. and that it had been in the fleet for 2 months. Meaning.. I doubt that BMW dropped off a crip new 740i to C&D when this 2 month period began. That it was a probably broken-in, or at the very least had 3K on the ODO before they got it.

 

Oh.. the picture below tells me that the Cadillac wasn't broken in.. and that just like about 99% of time.. I'm right.. and U ain't

 

2016-Cadillac-CT6-Platinum-AWD-120-876x5

2016-Cadillac-CT6-Platinum-AWD-107-876x5

C&D 3.0LTT CT6

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Suaviloquent    713

More interesting tidbits - BMW only sells that LWB in U.S, but does not apply the "L" badge anymore.

 

And the claimed acceleration for xDrive models is even faster. 

 

Maybe a huge difference has got to be the transmission as well. So maybe the 320 hp is the amount the engine makes at the wheels.

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Suaviloquent    713

More interesting tidbits - BMW only sells that LWB in U.S, but does not apply the "L" badge anymore.

 

And the claimed acceleration for xDrive models is even faster. 

 

Maybe a huge difference has got to be the transmission as well. So maybe the 320 hp is the amount the engine makes at the wheels.

 

 

It's still an interesting find.

 

Road holding numbers were pretty much the same. So even though the CT6 might be more enjoyable to drive when driven hard (totally against the vehicle's intended function) - the handling capabilities seem pretty much even.

 

But - we don't know when they did the instrumented tests. Maybe they did them before they were broken in or not.

 

Besides - most press vehicles do accumulate miles. Unless you know exactly how many miles the CT6 has during most of it's tests, it's still a big assumption. Some CT6 first drives were obviously prepro's, which do have decent miles on them.

 

 

Here we go with this... 

 

Listen.  They clearly state that the BMW was at 7160 miles. and that it had been in the fleet for 2 months. Meaning.. I doubt that BMW dropped off a crip new 740i to C&D when this 2 month period began. That it was a probably broken-in, or at the very least had 3K on the ODO before they got it.

 

Oh.. the picture below tells me that the Cadillac wasn't broken in.. and that just like about 99% of time.. I'm right.. and U ain't

 

2016-Cadillac-CT6-Platinum-AWD-120-876x5

2016-Cadillac-CT6-Platinum-AWD-107-876x5

C&D 3.0LTT CT6

 

 

I asked for proof,  and now you gave it. Anyways, it still don't mean the instrumented tests weren't done before.

 

It doesn't matter. The 750 in all variants, including being a LWB only in the US, weighing more and making less power is always faster. It's interesting.

 

Here's the thing - some people just don't get it. I find it interesting all the nonsense over the CT6 being called a flagship beater,  when it ain't a flagship. I like it for what it is, not what people pretend it is. Ask Johan about that.

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ccap41    1,162

 

Why is the broken in period important? Well.. in a GM vehicle especially.. their cars simply get faster as U clock on miles. U might call me crazy but I bet good money that my Impala now.. with 55K on the ODO can take down a new Camaro or Mustang V6. I won't even get into transmission learning. 

 

You are joking, right..? There is a break-in period and then there are accumulated miles.. Your Impala is not gaining power/torque as it surpasses 55k miles.. It's just the science of wearing materials and friction. 

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Suaviloquent    713

None of this changes the way I feel about the CT6. I don't mention it enough, but usually, my sole major criteria is always the way the vehicle looks - and the rest of the stuff just has to be par or if it's better then there is icing on the cake.

 

The CT6 compared to the 7 Series - it's far away better looking. I like the way the interior looks too over the 7 or S or A8, but I can concede that the Germans just have an upper hand on materials used.

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ccap41    1,162

None of this changes the way I feel about the CT6. I don't mention it enough, but usually, my sole major criteria is always the way the vehicle looks - and the rest of the stuff just has to be par or if it's better then there is icing on the cake.

 

The CT6 compared to the 7 Series - it's far away better looking. I like the way the interior looks too over the 7 or S or A8, but I can concede that the Germans just have an upper hand on materials used.

In all reality cars today are so competitive with each other in so many categories that really is what it boils down to... what do you think looks the best. 

 

A tenth or two here or there, a half inch here or there really doesn't matter. 1mpg..? Doesn't matter. 10hp/tq? Doesn't matter. 

 

As for the S/7/CT6/A8 I like the looks of the CT6 second to the boring and lame looking S Class. There's still just something about it that screams "presence" over the others. CT6 is definitely the "sharpest"(no pun intended) of the bunch. 

Edited by ccap41

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FordCosworth    128

 

Why is the broken in period important? Well.. in a GM vehicle especially.. their cars simply get faster as U clock on miles. U might call me crazy but I bet good money that my Impala now.. with 55K on the ODO can take down a new Camaro or Mustang V6. I won't even get into transmission learning. 

 

 

Ya right. Is your car stock? No current gen stock Impala can take down a new V-6 Camaro or V-6 Mustang.

 

Crazy is not what I'd call you.

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Why is the broken in period important? Well.. in a GM vehicle especially.. their cars simply get faster as U clock on miles. U might call me crazy but I bet good money that my Impala now.. with 55K on the ODO can take down a new Camaro or Mustang V6. I won't even get into transmission learning.

 

Ya right. Is your car stock? No current gen stock Impala can take down a new V-6 Camaro or V-6 Mustang.

 

Crazy is not what I'd call you.

U kno what U can do.. Oh. I prefaced what I said with "I bet good money..."

 

what's effin sad.. is the results. While the PURPOSE BUILT Sports coupe Mustang can certainly beat my full-size family car Impala V6 right off the truck.. it ain't by very much at all.  :facepalm:

 

2014 Chevy Impala V6
 
C/D TEST RESULTS:
 
Zero to 60 mph: 6.0 sec
Zero to 100 mph: 15.5 sec
Zero to 130 mph: 34.5 sec
Rolling start, 5-60 mph: 6.2 sec
Top gear, 30-50 mph: 3.4 sec
Top gear, 50-70 mph: 4.0 sec
Standing ¼-mile: 14.8 sec @ 97 mph
Top speed (drag limited): 149 mph
Braking, 70-0 mph: 178 ft
Roadholding, 300-ft-dia skidpad: 0.82 g
 
C/D TEST RESULTS:
 
2015 Ford Mustang V6
 
Zero to 60 mph: 5.5 sec
Zero to 100 mph: 13.4 sec
Zero to 120 mph: 20.4 sec
Rolling start, 5-60 mph: 5.9 sec
Top gear, 30-50 mph: 3.3 sec
Top gear, 50-70 mph: 3.9 sec
Standing ¼-mile: 14.1 sec @ 102 sec
Top speed (governor limited): 124 mph
Braking, 70-0 mph: 164 ft
Roadholding, 300-ft-dia skidpad: 0.86 g
 
 Look at the 30-50.. the 50-70.. almost identical. Even the coveted 0-60 isn't anything that far off. And JEEZUS CHRIST... I can attest to the fact that my Impala can hit at least 140MPH, but are U telling me that the Ford Mustangh.. the FORD MUSTANG.. can only go up to 124mph???  :rofl:

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FordCosworth    128

Why is the broken in period important? Well.. in a GM vehicle especially.. their cars simply get faster as U clock on miles. U might call me crazy but I bet good money that my Impala now.. with 55K on the ODO can take down a new Camaro or Mustang V6. I won't even get into transmission learning.

 

Ya right. Is your car stock? No current gen stock Impala can take down a new V-6 Camaro or V-6 Mustang.

 

Crazy is not what I'd call you.

U kno what U can do.. Oh. I prefaced what I said with "I bet good money..."

 

what's effin sad.. is the results. While the PURPOSE BUILT Sports coupe Mustang can certainly beat my full-size family car Impala V6 right off the truck.. it ain't by very much at all.  :facepalm:

 

2014 Chevy Impala V6

 

C/D TEST RESULTS:

 

Zero to 60 mph: 6.0 sec

Zero to 100 mph: 15.5 sec

Zero to 130 mph: 34.5 sec

Rolling start, 5-60 mph: 6.2 sec

Top gear, 30-50 mph: 3.4 sec

Top gear, 50-70 mph: 4.0 sec

Standing ¼-mile: 14.8 sec @ 97 mph

Top speed (drag limited): 149 mph

Braking, 70-0 mph: 178 ft

Roadholding, 300-ft-dia skidpad: 0.82 g

 

C/D TEST RESULTS:

 

2015 Ford Mustang V6

 

Zero to 60 mph: 5.5 sec

Zero to 100 mph: 13.4 sec

Zero to 120 mph: 20.4 sec

Rolling start, 5-60 mph: 5.9 sec

Top gear, 30-50 mph: 3.3 sec

Top gear, 50-70 mph: 3.9 sec

Standing ¼-mile: 14.1 sec @ 102 sec

Top speed (governor limited): 124 mph

Braking, 70-0 mph: 164 ft

Roadholding, 300-ft-dia skidpad: 0.86 g

 

 Look at the 30-50.. the 50-70.. almost identical. Even the coveted 0-60 isn't anything that far off. And JEEZUS CHRIST... I can attest to the fact that my Impala can hit at least 140MPH, but are U telling me that the Ford Mustangh.. the FORD MUSTANG.. can only go up to 124mph???  :rofl:

Thanks for correcting your error.

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Why is the broken in period important? Well.. in a GM vehicle especially.. their cars simply get faster as U clock on miles. U might call me crazy but I bet good money that my Impala now.. with 55K on the ODO can take down a new Camaro or Mustang V6. I won't even get into transmission learning.

 

Ya right. Is your car stock? No current gen stock Impala can take down a new V-6 Camaro or V-6 Mustang.

 

Crazy is not what I'd call you.

U kno what U can do.. Oh. I prefaced what I said with "I bet good money..."

 

what's effin sad.. is the results. While the PURPOSE BUILT Sports coupe Mustang can certainly beat my full-size family car Impala V6 right off the truck.. it ain't by very much at all.  :facepalm:

 

2014 Chevy Impala V6

 

C/D TEST RESULTS:

 

Zero to 60 mph: 6.0 sec

Zero to 100 mph: 15.5 sec

Zero to 130 mph: 34.5 sec

Rolling start, 5-60 mph: 6.2 sec

Top gear, 30-50 mph: 3.4 sec

Top gear, 50-70 mph: 4.0 sec

Standing ¼-mile: 14.8 sec @ 97 mph

Top speed (drag limited): 149 mph

Braking, 70-0 mph: 178 ft

Roadholding, 300-ft-dia skidpad: 0.82 g

 

C/D TEST RESULTS:

 

2015 Ford Mustang V6

 

Zero to 60 mph: 5.5 sec

Zero to 100 mph: 13.4 sec

Zero to 120 mph: 20.4 sec

Rolling start, 5-60 mph: 5.9 sec

Top gear, 30-50 mph: 3.3 sec

Top gear, 50-70 mph: 3.9 sec

Standing ¼-mile: 14.1 sec @ 102 sec

Top speed (governor limited): 124 mph

Braking, 70-0 mph: 164 ft

Roadholding, 300-ft-dia skidpad: 0.86 g

 

 Look at the 30-50.. the 50-70.. almost identical. Even the coveted 0-60 isn't anything that far off. And JEEZUS CHRIST... I can attest to the fact that my Impala can hit at least 140MPH, but are U telling me that the Ford Mustangh.. the FORD MUSTANG.. can only go up to 124mph???  :globe:

Thanks for correcting your error.

 

 

 

 

Error? Where did I make an error?? Again.. my comment was "I bet.." Still no proof until I get out here and challenge some dumb ass stupid enough to buy a new V6 MustARD over a Camaro.. or RENTING one.. since that's seeming the way that Ford is bumping sales..  so we'll see. 

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FordCosworth    128

 

 

 

 

Why is the broken in period important? Well.. in a GM vehicle especially.. their cars simply get faster as U clock on miles. U might call me crazy but I bet good money that my Impala now.. with 55K on the ODO can take down a new Camaro or Mustang V6. I won't even get into transmission learning.

 

Ya right. Is your car stock? No current gen stock Impala can take down a new V-6 Camaro or V-6 Mustang.

 

Crazy is not what I'd call you.

U kno what U can do.. Oh. I prefaced what I said with "I bet good money..."

 

what's effin sad.. is the results. While the PURPOSE BUILT Sports coupe Mustang can certainly beat my full-size family car Impala V6 right off the truck.. it ain't by very much at all.  :facepalm:

 

2014 Chevy Impala V6

 

C/D TEST RESULTS:

 

Zero to 60 mph: 6.0 sec

Zero to 100 mph: 15.5 sec

Zero to 130 mph: 34.5 sec

Rolling start, 5-60 mph: 6.2 sec

Top gear, 30-50 mph: 3.4 sec

Top gear, 50-70 mph: 4.0 sec

Standing ¼-mile: 14.8 sec @ 97 mph

Top speed (drag limited): 149 mph

Braking, 70-0 mph: 178 ft

Roadholding, 300-ft-dia skidpad: 0.82 g

 

C/D TEST RESULTS:

 

2015 Ford Mustang V6

 

Zero to 60 mph: 5.5 sec

Zero to 100 mph: 13.4 sec

Zero to 120 mph: 20.4 sec

Rolling start, 5-60 mph: 5.9 sec

Top gear, 30-50 mph: 3.3 sec

Top gear, 50-70 mph: 3.9 sec

Standing ¼-mile: 14.1 sec @ 102 sec

Top speed (governor limited): 124 mph

Braking, 70-0 mph: 164 ft

Roadholding, 300-ft-dia skidpad: 0.86 g

 

 Look at the 30-50.. the 50-70.. almost identical. Even the coveted 0-60 isn't anything that far off. And JEEZUS CHRIST... I can attest to the fact that my Impala can hit at least 140MPH, but are U telling me that the Ford Mustangh.. the FORD MUSTANG.. can only go up to 124mph???  :globe:

Thanks for correcting your error.

 

 

 

 

Error? Where did I make an error?? Again.. my comment was "I bet.." Still no proof until I get out here and challenge some dumb ass stupid enough to buy a new V6 MustARD over a Camaro.. or RENTING one.. since that's seeming the way that Ford is bumping sales..  so we'll see. 

 

 

MustARD and dumb ass? 

 

You seem a little upset that your money you'd " bet " would be better off donated to a charity. At least that money would go to a good cause.

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smk4565    322

The 740's numbers don't surprise me.  Most BMW 35i/40i badged cars are underrated.  The "300 horsepower"  335i a few years ago on dyno tests was showing it probably made more like 330 hp, the 740i might make 340-350 hp but they call it 320.  It also makes peak torque at 1,350 rpm so you are instantly at max pulling power and that ZF transmission whips through those first couple gears fast.  Audi uses ZF transmissions also, look at their launch times.  4.8 seconds is quick for a full size sedan, had I not read that I would have guessed about 5 seconds flat, but I am not shocked to see 4.8.   26 mpg makes sense too, a lot of BMW's have re-gen braking and capacitors to save on alternator load, engine start-stop, etc., my friend has a 535 diesel that does that to squeeze extra mpg's out.  Sort of like the Mazda i-eloop thing does.  

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Suaviloquent    713

The xDrive model is actually quoted by BMW as being faster.

 

Mind boggling, but not one large luxury sedan lives on the strip, so who the hell does this matter to anyways?

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      The twin-scroll twin-turbo V8’s power is channeled to the road via the newly developed M xDrive all-wheel-drive system. The rear-biased set-up ensures that the front wheels only come into play when the rear wheels are not able to transmit any more torque to the road and additional tractive force is required. The main hardware components of M xDrive are based on the BMW xDrive intelligent all-wheel-drive system and the Active M Differential technology. Central M specific driving dynamics control software precisely to orchestrate the various components, providing enhanced traction, agility and directional stability at all times.
      The reinforced drivetrain allows it to cope with the higher torque, the rear-biased configuration and the 2WD mode. While the transfer case intelligently splits the drive torque between the front and rear wheels, the Active M Differential is responsible for then distributing the drive flow between the rear wheels varying the locking effect as the situation demands. With M xDrive, stabilizing interventions from the DSC system are only required in extreme situations, enabling the engine’s tremendous power to be converted into propulsive force with virtually zero losses. The M xDrive system allows drivers to command the all-new BMW M5 with even greater precision and directional accuracy to respond sensitively and directly to the driver’s inputs, which in turn enable fewer steering corrections when driving at the limit.
      Drivers can configure M xDrive at any time to suit their needs. Even in the default setting with both DSC and 4WD activated, the all-new BMW M5 allows a certain amount of slip at the rear wheels when accelerating out of corners to produce the agility for which M models are renowned while remaining perfectly controllable at all times. The all-wheel drive’s traction helps to produce acceleration times that are worthy of super-sports cars: 0–60 mph in a breathtaking 3.2 seconds and 0–124 mph in just 11.1 seconds.
      Switching to the M Dynamic mode (MDM, 4WD Sport) gives additional boost to the car’s handling agility. In this mode, more drive torque is directed to the rear axle, while the amount of permissible rear wheel slip is increased. While doing so, the onset of oversteer is noticeable in good time and the linear increase of the sideslip angle means that the vehicle remains stable.
      The three modes available with the DSC system switched off have been configured keeping track driving in mind. The 4WD mode is set up for the greatest possible controllability and traction, and already offers plenty of scope for exploring the dynamic performance capabilities of the all-new BMW M5. The 4WD Sport mode, meanwhile, with its blend of steering precision, agile handling and reassuring traction, guarantees maximum enjoyment and consistent lap times. The pure rear-wheel-drive mode (2WD) has been designed with the experienced and highly skilled driver in mind. This opens up the same thrilling experience already offered by past generations of the M5.
      The new 8-speed M Steptronic transmission with Drivelogic has been strictly geared towards high-performance duty while the wide ratio spread helps to optimize fuel efficiency. The transmission has been engineered so the torque converter lock-up clutch fully engages once the car has pulled away, proving instantaneous response. Lightning-fast gear changes with optimal gear ratio spacing ensure that even the most demanding driver will appreciate its technological prowess. The driver can choose between fully automatic shifting in D mode, or opt for sequential gearshifts via the new short gear selector on the center console or the M shift paddles on the steering wheel.
      The transmission’s shift mapping can be modified using the Drivelogic rocker switch in the gear selector. Drivelogic mode 1 corresponds to efficient driving. Mode 2 lends itself to sporty driving with its shortened shift times. Drivelogic mode 3 is optimized for high-sporty driving on the track thanks to its extremely short shift times. Those preferring to shift gears manually can also execute multiple downshifts to the lowest available gear, for instance when braking into tight corners. With manual mode engaged, there are no automatic upshifts when the engine is revved to the limit either. A transmission oil cooler ensures flawless transmission operation even when the car is put through its paces on the track.
      Newly Developed chassis technology. A new benchmark in driving dynamics
      The goal of the team responsible for tuning the all-new BMW M5 chassis was to achieve unbeatable driving dynamics with maximum directional stability. As is usual for BMW M GmbH, the tuning took place in part on the company’s own race circuit at Miramas in the south of France, as well as on the world’s toughest test track, the Nürburgring Nordschleife.
      The precise, agile handling that drivers have come to expect from previous generations of the M5 has been optimized for the all-new car. Individual driver needs are met by the wide range of options for configuring the vehicle, including M xDrive, the 8-speed M Steptronic with Drivelogic, the M-specific Variable Damper Control (incl. three driving modes: Comfort, Sport and Sport Plus) with electronically controlled shock absorbers, and M Servotronic steering (incl. three driving modes: Comfort, Sport and Sport Plus). A top priority when tuning the chassis of the all-new BMW M5 was to achieve neutral steering behavior with linear build-up of transverse loads across the full range of lateral acceleration. Whatever the driving situation, the electromechanical M Servotronic steering delivers exactly the right amount of steering torque. This ensures that the all-new BMW M5 has accurate steering and always communicates clear feedback to the driver. What’s more, because of all of these systems the car is great for long-distance driving or touring along the city thanks to the low steering force required for maneuvering and parking.
      The familiar double-wishbone suspension from the front axle of the BMW 5 Series has been reworked from the ground up for the all-new BMW M5 with M xDrive. M engineers have redesigned every component to factor in M-specific kinematic and elastokinematic characteristics. Directional stability is greater than ever thanks to the increased track width. The five-link rear suspension has also been modified to meet M-specific requirements. Optimized firmer anti-roll bars and new toe links featuring stiffer rubber mounts help accommodate the increased demands on the driving dynamics and steering precision. Specially developed for the M5, the elastomer bearings on the rear axle mounts ensure that there is no delay in transferring chassis forces, which makes for direct handling. An additional steel X-brace and an aluminum transverse strut increase the stiffness of the chassis linkages at the rear axle, resulting in improved response. Additional chassis modifications not visible externally perform functions that are no less important. For example, an aluminum tower-to-bulkhead and tower-to-frontend strut braces enhance stiffness at the front of the car.
      The complete chassis and powertrain package put together by the BMW M engineers is so detailed that even experienced racers like former Formula One star and BMW works driver Timo Glock are impressed: “Thanks to M xDrive, the new BMW M5 goes beyond the precise, agile drive that we’ve come to expect – it also serves up a noticeable boost in traction and controllability, both in everyday situations and at the dynamic limit.”
      The tires fitted as standard on the all-new BMW M5 (275/40 R 19 at the front and 285/40 R 19 at the rear) have been specially homologated for this vehicle. They are mounted on five-double-spoke cast light-alloy wheels in polished Orbit Grey (front: 9.5 J x 19, rear: 10.5 J x 19). 20-inch seven-double-spoke wheels in black or polished black are available as an option (front: 275/35 R 20, at rear: 285/35 R 20). All wheels are ZR speed rated, making them suitable for the 189 mph top speed achieved with the available M Driver’s Package (155 mph standard).
      The all-new BMW M5 comes with M compound brakes fitted as standard. Being significantly lighter than conventional cast iron units, these have the distinct benefit of reducing unsprung mass. At the front, the braking force is applied to 15.55 x 1.41 [in] perforated, inner-vented brake discs by blue-painted 6-piston fixed calipers featuring the M logo. Single-piston floating caliper brakes see duty at the rear on 14.96 x 1.10 [in] perforated, inner-vented brake discs, with integrated parking brake.
      M carbon-ceramic brakes are also available as an option on the all-new BMW M5. These brakes are instantly recognizable from the gold-colored calipers with M logo 6-piston fixed calipers and 15.74 x 1.49 [in] ventilated brake discs at front; single-piston floating calipers and 14.96 x 1.10 [in] ventilated brake discs at rear, resulting in 50.7 lb reduction of unsprung and rotating masses. This offers many benefits, including improved driving dynamics and increased suspension comfort. More importantly, the M carbon-ceramic brakes provide even better braking performance than M compound brakes, as well as improved fade resistance and even higher thermal stability.
      Sporting M design with distinction. Form driven by function
      “The BMW M5 has always embodied the perfect blend of mature business sedan and high-performance components. So you can think of the BMW M5 as the world’s fastest-moving tailored suit.” These are the words chosen by Domagoj Dukec, Vice President of Design BMW i and BMW M, to sum up the brief for the all-new BMW M5. Like all the models to come out of BMW M GmbH HQ in Garching, its design is M-specific and driven by function. For example, the newly designed front bumper trim, with its larger air intakes, has the task of providing the cooling systems and brakes with the adequate supply of cooling air – even in rigorous use on the racetrack. The car has a wider track than its predecessor, and the front side panels (made from aluminum to reduce weight) bear the signature M gills.
      Also carved from aluminum is the hood, whose precise lines create an eye-catching sculpture and extend visually into the roof. For the first time in the BMW M5, the roof itself is made from extremely lightweight, high-strength carbon fiber-reinforced plastic (CFRP).
      The redesigned rear diffuser, side skirts, the M rear apron and M rear spoiler, play their part in giving the all-new BMW M5 its powerful sporting appearance, and the exterior mirrors have a dynamic, M-specific design. In another example of form following function, the hexagonal central air intake in the front end not only separates itself sculpturally from the side air intakes, it also incorporates the oil cooler.
      The interior focuses squarely on the driver for absolute control in all driving situations. At the same time, the BMW M5 offers space for up to four passengers, a large trunk and excellent ride comfort. As a high-performance sports car and business sedan in one, it blends the best of both worlds.
      The driver is at the heart of the action. Equipment without compromise
      When it comes to the equipment on board the all-new BMW M5, dynamic driving experience is king. The center-point is the driver’s seat, from where all switches and buttons can be operated with optimum ergonomic convenience. All of the car’s functions are located directly in the driver’s eye line. The large digital instrument cluster from the BMW 5 Series has an M-specific design and keeps the driver informed on the driving dynamic mode, M xDrive all-wheel-drive system setting and Drivelogic option currently engaged. Key elements for the sporty driver are the variable rpm pre-warning field and shift lights that show the best time to shift gears. This data can also be reflected into the M-specific Head-Up Display.
      Virtually all of the driving dynamic systems can be configured using the central touchscreen display, buttons on the center console or M sports steering wheel, and the central information display offers BMW Gesture control. The M5’s engine is brought to life by pressing the red starter button. Among the essential features for drivers wanting to customize the driving dynamics are the new two red-painted M1 and M2 buttons next to the gearshift paddles on the M multifunction steering wheel, which allow drivers to configure two individual set-ups. These include their choice of M xDrive, DSC, engine, transmission, damper and steering characteristics, as well as the appearance of M view in the Head-Up Display.
      The all-new BMW M5 is trimmed with Extended Merino leather as standard. The driver and front passenger settle into M Multifunction seats with electric adjustment, seat heating and electric adjustment for the seat depth, and pneumatic backrest width adjustment deliver optimum lateral support. The M Multifunction seats feature integral head restraints that provide even better support in the shoulder area, an illuminated M5 logo and extended functions. With their racing-style bucket shape and the thicker side bolsters of the seat surface and backrest, the M multifunction seats offer even greater lateral support. For the first time, the M5 is now also available with all the driver assistance systems featured in the new BMW 5 Series.
      The all-new BMW M5 is available in a variety of exterior colors, some of which are reserved exclusively for the M5. New additions to the spectrum include Marina Bay Blue Metallic, an intense shade of blue. Inside the car, exclusive aluminum applications with a carbon-structure provide a special sporting flourish.
      The BMW M5 First Edition. Limited-run special edition with exclusive specification
      First come, first served is the motto as BMW M GmbH launches the all-new BMW M5 with the option of a “First Edition” special-edition model limited to a worldwide run of 400 examples with 50 units coming to the US. The 2018 BMW M5 First Edition will be available starting spring of 2018 with pricing announced closer to market launch.
      The all-new BMW M5 First Edition has exclusive Frozen Dark Red Metallic paintwork and includes BMW Individual high-gloss Shadow Line trim with extended features. This means that the kidney grille, the M gills and the four tailpipes of the sports exhaust all come in high-gloss black. The M5 First Edition is fitted as standard with 20-inch seven-double-spoke light-alloy wheels in black.
      The BMW M5 First Edition also has an individual flavor inside. The Piano Finish Black applications are complemented by a plaque on the center console indicating the car’s production number (“M5 First Edition 1/400”), pointing to the exclusivity of this BMW M5. The M5 First Edition comes a
       

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    • By William Maley
      Whenever there is a new 5-Series, the countdown clock is started for the arrival of high-performance M5. Today, the clock hit zero as BMW unveiled the 2018 M5.
      Under the hood lies a familiar twin-turbo 4.4L V8 with 600 horsepower and 553 pound-feet of torque - healthy increases of 40 and 53 respectively. A new eight-speed automatic is the sole transmission choice, sorry manual lovers. The 2018 M5 also comes with the M xDrive system which can either send power to all four wheels or just the rear wheels if you want to some smoky drifts. 60 mph comes in 3.2 seconds and can hit a top speed of 155 mph (189 mph if you opt for the M Driver's Package).
      BMW has also done a bit of work to the M5's suspension with new wheel bearings, firmer anti-roll bars, and a steel x-brace. 15.5-inch steel rotors with six-piston calipers up front and single-piston calipers in the rear help bring the M5 to a stop. A set of carbon ceramic brakes are available as an option. There has also been a bit of weight loss with aluminum being used for the hood and front fenders and carbon fiber for the roof.
      There is a special edition of the M5 called the First Edition that is limited to 400 models worldwide, with 50 of those coming to the U.S. First Edition models stand out from the standard M5 with Frozen Dark Red Metallic paint, gloss black used on the grille and tailpipes; and a set of 20-inch black wheels.
      The 2018 M5 arrives in the U.S. next spring.
      Source: BMW
      Press Release is on Page 2
      The All-New 2018 BMW M5: The Quintessential High-Performance Sedan
      The 6th generation BMW M5 is the quickest most technologically advanced M-vehicle to date: 0–60 mph in a lightning-quick 3.2 seconds; 0–124 mph in just 11.1 seconds. Top speed: 189 mph with optional M Driver’s Package. The latest generation M TwinPower Turbo technology 4.4-liter V8 engine develops 600 hp and peak torque of 553 lb-ft. Debut of the first ever BMW M xDrive system with 2WD capability. M compound brakes fitted as standard. Available M carbon ceramic brakes provide a 50 lb. unsprung weight reduction. Like all M models, the chassis was honed on the world’s most challenging race circuit, the Nürburgring Nordschleife. Reduced weight by intelligent use of materials such as a carbon fiber reinforced plastic (CFRP) roof and a weight-optimized exhaust system. Exceptional performance both in day-to-day driving and on the racetrack. BMW M5 First Edition with exclusive specification available in limited 50 unit run in the US. Woodcliff Lake, NJ – August 21, 2017… Today, BMW unveiled the all-new 2018 BMW M5, a car that since 1984 has been regarded as the quintessential high-performance sports sedan. The previous generations of the BMW M5 all possess purebred racing genes and acquitted themselves impressively on the racetrack as well as on the road. The all-new BMW M5 represents the 6th generation and, like those that have come before it, delivers on these promises – and more. The all-new 2018 M5 will also debut the M-specific all-wheel-drive system, M xDrive. This new system allows the M5 to reach new heights of dynamic performance and delivers poise in all driving situations. Frank van Meel, Chairman of the Board of Management at BMW M GmbH, explains the benefits of this pioneering drivetrain technology: “Thanks to M xDrive, the all-new BMW M5 can be piloted with the familiar blend of sportiness and unerring accuracy both on the racetrack and out on the open road, while also delighting drivers with its significantly enhanced directional stability and controllability right up to the limits of performance when driving in adverse conditions such as on wet roads or snow.” When the engine is first started, the all-new BMW M5 will be in all-wheel-drive mode (4WD) with Dynamic Stability Control (DSC) turned on. The driver is then able to vary the handling characteristics of the M5 by enabling various driving dynamics modes, including a rear-wheel-drive mode with no DSC. In this 2WD mode, the all-new BMW M5 offers drivers the opportunity to experience BMW’s traditional rear-wheel drive characteristics.
      Under the hood of the all-new BMW M5 is the latest and most advanced version of the renowned 4.4-liter V8 engine featuring M TwinPower Turbo technology with an output increase from the previous generation of 40 hp and 53 lb-ft, this new engine develops 600 hp and 553 lb-ft of peak torque to promise explosive acceleration and formidable performance. The twin-turbo V8 unit propels the M5 via the new 8-speed M Steptronic transmission with Drivelogic and teams up with the M xDrive system to transfer all of the high-revving turbocharged engine’s might to the road, and allows a 0–60 mph acceleration run in a mere 3.2 seconds, making it the quickest and most agile to date.
      The all-new 2018 BMW M5 will be available at certified BMW Centers in spring 2018 with pricing to be announced closer to market launch.
      M TwinPower Turbo, M xDrive and the 8-speed M Steptronic transmission
      The all-new BMW M5 features a 4.4-liter V8 engine with M TwinPower Turbo technology. The high-revving power unit in the all-new BMW M5 has received a thorough overhaul and delivers its exceptional output of 600 hp from 5,700 to 6,600 rpm, while the tremendous peak torque of 553 lb-ft is on tap from just 1,800 rpm and remains constant all the way up to 5,700 rpm. The engine characteristics can be changed at the push of a button from the basic Efficient setting to either Sport or Sport Plus, resulting in a more crisp response to movements of the accelerator.
      The M engineers have implemented a raft of enhancements to endow the twin-turbo V8 with its phenomenal performance capabilities. These include newly developed twin-scroll turbochargers now delivering 24.46 psi of relative boost pressure as well as a higher maximum injection pressure of 350 bar (up from 200 bar). This allows shorter injection times and improved atomization of the fuel for sharper engine response as well as more efficient mixture preparation. Improvements have also been made to the lubrication and cooling systems, including an oil pan with a small front sump and new indirect charge air cooling units, which are more effective than its predecessor despite being almost 20% smaller in size. The oil supply system uses a fully variable, map-controlled pump and has been designed for weekend escapades to the racetrack, where it can handle very high levels of longitudinal and lateral acceleration.
      The cross-bank exhaust manifolds for the all-new BMW M5 have also been modified to optimize the flow of energy from the exhaust gas to the turbine wheels of the two twin-scroll turbochargers ensuring the best possible gas-exchange cycle. By fitting a Helmholtz resonator between the two silencers of the dual exhaust system, the M engineers have reduced its weight by 11 lbs. The sound from the active flap-controlled exhaust system varies depending on the selected mode for the engine characteristics, while the M Sound Control button allows further acoustic customization.
      The twin-scroll twin-turbo V8’s power is channeled to the road via the newly developed M xDrive all-wheel-drive system. The rear-biased set-up ensures that the front wheels only come into play when the rear wheels are not able to transmit any more torque to the road and additional tractive force is required. The main hardware components of M xDrive are based on the BMW xDrive intelligent all-wheel-drive system and the Active M Differential technology. Central M specific driving dynamics control software precisely to orchestrate the various components, providing enhanced traction, agility and directional stability at all times.
      The reinforced drivetrain allows it to cope with the higher torque, the rear-biased configuration and the 2WD mode. While the transfer case intelligently splits the drive torque between the front and rear wheels, the Active M Differential is responsible for then distributing the drive flow between the rear wheels varying the locking effect as the situation demands. With M xDrive, stabilizing interventions from the DSC system are only required in extreme situations, enabling the engine’s tremendous power to be converted into propulsive force with virtually zero losses. The M xDrive system allows drivers to command the all-new BMW M5 with even greater precision and directional accuracy to respond sensitively and directly to the driver’s inputs, which in turn enable fewer steering corrections when driving at the limit.
      Drivers can configure M xDrive at any time to suit their needs. Even in the default setting with both DSC and 4WD activated, the all-new BMW M5 allows a certain amount of slip at the rear wheels when accelerating out of corners to produce the agility for which M models are renowned while remaining perfectly controllable at all times. The all-wheel drive’s traction helps to produce acceleration times that are worthy of super-sports cars: 0–60 mph in a breathtaking 3.2 seconds and 0–124 mph in just 11.1 seconds.
      Switching to the M Dynamic mode (MDM, 4WD Sport) gives additional boost to the car’s handling agility. In this mode, more drive torque is directed to the rear axle, while the amount of permissible rear wheel slip is increased. While doing so, the onset of oversteer is noticeable in good time and the linear increase of the sideslip angle means that the vehicle remains stable.
      The three modes available with the DSC system switched off have been configured keeping track driving in mind. The 4WD mode is set up for the greatest possible controllability and traction, and already offers plenty of scope for exploring the dynamic performance capabilities of the all-new BMW M5. The 4WD Sport mode, meanwhile, with its blend of steering precision, agile handling and reassuring traction, guarantees maximum enjoyment and consistent lap times. The pure rear-wheel-drive mode (2WD) has been designed with the experienced and highly skilled driver in mind. This opens up the same thrilling experience already offered by past generations of the M5.
      The new 8-speed M Steptronic transmission with Drivelogic has been strictly geared towards high-performance duty while the wide ratio spread helps to optimize fuel efficiency. The transmission has been engineered so the torque converter lock-up clutch fully engages once the car has pulled away, proving instantaneous response. Lightning-fast gear changes with optimal gear ratio spacing ensure that even the most demanding driver will appreciate its technological prowess. The driver can choose between fully automatic shifting in D mode, or opt for sequential gearshifts via the new short gear selector on the center console or the M shift paddles on the steering wheel.
      The transmission’s shift mapping can be modified using the Drivelogic rocker switch in the gear selector. Drivelogic mode 1 corresponds to efficient driving. Mode 2 lends itself to sporty driving with its shortened shift times. Drivelogic mode 3 is optimized for high-sporty driving on the track thanks to its extremely short shift times. Those preferring to shift gears manually can also execute multiple downshifts to the lowest available gear, for instance when braking into tight corners. With manual mode engaged, there are no automatic upshifts when the engine is revved to the limit either. A transmission oil cooler ensures flawless transmission operation even when the car is put through its paces on the track.
      Newly Developed chassis technology. A new benchmark in driving dynamics
      The goal of the team responsible for tuning the all-new BMW M5 chassis was to achieve unbeatable driving dynamics with maximum directional stability. As is usual for BMW M GmbH, the tuning took place in part on the company’s own race circuit at Miramas in the south of France, as well as on the world’s toughest test track, the Nürburgring Nordschleife.
      The precise, agile handling that drivers have come to expect from previous generations of the M5 has been optimized for the all-new car. Individual driver needs are met by the wide range of options for configuring the vehicle, including M xDrive, the 8-speed M Steptronic with Drivelogic, the M-specific Variable Damper Control (incl. three driving modes: Comfort, Sport and Sport Plus) with electronically controlled shock absorbers, and M Servotronic steering (incl. three driving modes: Comfort, Sport and Sport Plus). A top priority when tuning the chassis of the all-new BMW M5 was to achieve neutral steering behavior with linear build-up of transverse loads across the full range of lateral acceleration. Whatever the driving situation, the electromechanical M Servotronic steering delivers exactly the right amount of steering torque. This ensures that the all-new BMW M5 has accurate steering and always communicates clear feedback to the driver. What’s more, because of all of these systems the car is great for long-distance driving or touring along the city thanks to the low steering force required for maneuvering and parking.
      The familiar double-wishbone suspension from the front axle of the BMW 5 Series has been reworked from the ground up for the all-new BMW M5 with M xDrive. M engineers have redesigned every component to factor in M-specific kinematic and elastokinematic characteristics. Directional stability is greater than ever thanks to the increased track width. The five-link rear suspension has also been modified to meet M-specific requirements. Optimized firmer anti-roll bars and new toe links featuring stiffer rubber mounts help accommodate the increased demands on the driving dynamics and steering precision. Specially developed for the M5, the elastomer bearings on the rear axle mounts ensure that there is no delay in transferring chassis forces, which makes for direct handling. An additional steel X-brace and an aluminum transverse strut increase the stiffness of the chassis linkages at the rear axle, resulting in improved response. Additional chassis modifications not visible externally perform functions that are no less important. For example, an aluminum tower-to-bulkhead and tower-to-frontend strut braces enhance stiffness at the front of the car.
      The complete chassis and powertrain package put together by the BMW M engineers is so detailed that even experienced racers like former Formula One star and BMW works driver Timo Glock are impressed: “Thanks to M xDrive, the new BMW M5 goes beyond the precise, agile drive that we’ve come to expect – it also serves up a noticeable boost in traction and controllability, both in everyday situations and at the dynamic limit.”
      The tires fitted as standard on the all-new BMW M5 (275/40 R 19 at the front and 285/40 R 19 at the rear) have been specially homologated for this vehicle. They are mounted on five-double-spoke cast light-alloy wheels in polished Orbit Grey (front: 9.5 J x 19, rear: 10.5 J x 19). 20-inch seven-double-spoke wheels in black or polished black are available as an option (front: 275/35 R 20, at rear: 285/35 R 20). All wheels are ZR speed rated, making them suitable for the 189 mph top speed achieved with the available M Driver’s Package (155 mph standard).
      The all-new BMW M5 comes with M compound brakes fitted as standard. Being significantly lighter than conventional cast iron units, these have the distinct benefit of reducing unsprung mass. At the front, the braking force is applied to 15.55 x 1.41 [in] perforated, inner-vented brake discs by blue-painted 6-piston fixed calipers featuring the M logo. Single-piston floating caliper brakes see duty at the rear on 14.96 x 1.10 [in] perforated, inner-vented brake discs, with integrated parking brake.
      M carbon-ceramic brakes are also available as an option on the all-new BMW M5. These brakes are instantly recognizable from the gold-colored calipers with M logo 6-piston fixed calipers and 15.74 x 1.49 [in] ventilated brake discs at front; single-piston floating calipers and 14.96 x 1.10 [in] ventilated brake discs at rear, resulting in 50.7 lb reduction of unsprung and rotating masses. This offers many benefits, including improved driving dynamics and increased suspension comfort. More importantly, the M carbon-ceramic brakes provide even better braking performance than M compound brakes, as well as improved fade resistance and even higher thermal stability.
      Sporting M design with distinction. Form driven by function
      “The BMW M5 has always embodied the perfect blend of mature business sedan and high-performance components. So you can think of the BMW M5 as the world’s fastest-moving tailored suit.” These are the words chosen by Domagoj Dukec, Vice President of Design BMW i and BMW M, to sum up the brief for the all-new BMW M5. Like all the models to come out of BMW M GmbH HQ in Garching, its design is M-specific and driven by function. For example, the newly designed front bumper trim, with its larger air intakes, has the task of providing the cooling systems and brakes with the adequate supply of cooling air – even in rigorous use on the racetrack. The car has a wider track than its predecessor, and the front side panels (made from aluminum to reduce weight) bear the signature M gills.
      Also carved from aluminum is the hood, whose precise lines create an eye-catching sculpture and extend visually into the roof. For the first time in the BMW M5, the roof itself is made from extremely lightweight, high-strength carbon fiber-reinforced plastic (CFRP).
      The redesigned rear diffuser, side skirts, the M rear apron and M rear spoiler, play their part in giving the all-new BMW M5 its powerful sporting appearance, and the exterior mirrors have a dynamic, M-specific design. In another example of form following function, the hexagonal central air intake in the front end not only separates itself sculpturally from the side air intakes, it also incorporates the oil cooler.
      The interior focuses squarely on the driver for absolute control in all driving situations. At the same time, the BMW M5 offers space for up to four passengers, a large trunk and excellent ride comfort. As a high-performance sports car and business sedan in one, it blends the best of both worlds.
      The driver is at the heart of the action. Equipment without compromise
      When it comes to the equipment on board the all-new BMW M5, dynamic driving experience is king. The center-point is the driver’s seat, from where all switches and buttons can be operated with optimum ergonomic convenience. All of the car’s functions are located directly in the driver’s eye line. The large digital instrument cluster from the BMW 5 Series has an M-specific design and keeps the driver informed on the driving dynamic mode, M xDrive all-wheel-drive system setting and Drivelogic option currently engaged. Key elements for the sporty driver are the variable rpm pre-warning field and shift lights that show the best time to shift gears. This data can also be reflected into the M-specific Head-Up Display.
      Virtually all of the driving dynamic systems can be configured using the central touchscreen display, buttons on the center console or M sports steering wheel, and the central information display offers BMW Gesture control. The M5’s engine is brought to life by pressing the red starter button. Among the essential features for drivers wanting to customize the driving dynamics are the new two red-painted M1 and M2 buttons next to the gearshift paddles on the M multifunction steering wheel, which allow drivers to configure two individual set-ups. These include their choice of M xDrive, DSC, engine, transmission, damper and steering characteristics, as well as the appearance of M view in the Head-Up Display.
      The all-new BMW M5 is trimmed with Extended Merino leather as standard. The driver and front passenger settle into M Multifunction seats with electric adjustment, seat heating and electric adjustment for the seat depth, and pneumatic backrest width adjustment deliver optimum lateral support. The M Multifunction seats feature integral head restraints that provide even better support in the shoulder area, an illuminated M5 logo and extended functions. With their racing-style bucket shape and the thicker side bolsters of the seat surface and backrest, the M multifunction seats offer even greater lateral support. For the first time, the M5 is now also available with all the driver assistance systems featured in the new BMW 5 Series.
      The all-new BMW M5 is available in a variety of exterior colors, some of which are reserved exclusively for the M5. New additions to the spectrum include Marina Bay Blue Metallic, an intense shade of blue. Inside the car, exclusive aluminum applications with a carbon-structure provide a special sporting flourish.
      The BMW M5 First Edition. Limited-run special edition with exclusive specification
      First come, first served is the motto as BMW M GmbH launches the all-new BMW M5 with the option of a “First Edition” special-edition model limited to a worldwide run of 400 examples with 50 units coming to the US. The 2018 BMW M5 First Edition will be available starting spring of 2018 with pricing announced closer to market launch.
      The all-new BMW M5 First Edition has exclusive Frozen Dark Red Metallic paintwork and includes BMW Individual high-gloss Shadow Line trim with extended features. This means that the kidney grille, the M gills and the four tailpipes of the sports exhaust all come in high-gloss black. The M5 First Edition is fitted as standard with 20-inch seven-double-spoke light-alloy wheels in black.
      The BMW M5 First Edition also has an individual flavor inside. The Piano Finish Black applications are complemented by a plaque on the center console indicating the car’s production number (“M5 First Edition 1/400”), pointing to the exclusivity of this BMW M5. The M5 First Edition comes a
       
    • By William Maley
      Monterey Car Week has become a venue for certain automakers debut their wares, whether that is a concept or production model. BMW used the event to show off the Z4 Concept.
      The concept features the cues you would expect on a classic roadster such as the long hood, short rear end, and wheels pushed out to the corners. Little details such as the twin-kidney grilles slightly angled, long vents on the hood, and narrow taillights make for an interesting design. Move inside and things get somewhat weird. BMW's designers decided to go with a two-tone color palette. The driver's side is finished in black while the passenger side is finished in a copper color. The rest of the cabin looks like something you would find in a modern BMW.
      “The BMW Concept Z4 expresses the new BMW design language from all perspectives and in all details. From the dynamic- looking front to the striking flanks to the clean-cut tail end: a few lines and the subtle interplay between surfaces are enough to generate a sense of power and emotion,” said Adrian van Hooydonk, Senior Vice President BMW Group Design in a statement.
      Expect to see BMW unveiling the production version sometime next year.
      Source: BMW
      Press Release is on Page 2


      The BMW Concept Z4.
      Freedom on four wheels. Woodcliff Lake, N.J. – August 17, 2017 … The BMW Group is using the Concours d’Elegance at Pebble Beach to present its exciting new take on a BMW roadster. Dynamic, progressive and an irresistible purveyor of thrills, the BMW Concept Z4 boasts lithe and compact proportions, a dynamic silhouette and an emotionally appealing use of forms. The attention-grabbing design study offers a look ahead to the series-production version of the car set to be unveiled over the course of next year.
      After an eighteen year hiatus, the ‘8 Series’ name returns to the BMW portfolio with the BMW Concept 8 Series shown on the Concept Lawn at the Pebble Beach Concours d’Elegance this year. The BMW Concept 8 Series serves as a preview of a forthcoming BMW model – the new BMW 8 Series Coupe, slated for launch in 2018.
      A statement of unbridled driving pleasure.
      The sporty and progressive BMW Concept Z4 encapsulates the BMW Group’s vision of a modern roadster. “The BMW Concept Z4 expresses the new BMW design language from all perspectives and in all details. From the dynamic-looking front to the striking flanks to the clean-cut tail end: a few lines and the subtle interplay between surfaces are enough to generate a sense of power and emotion,” adds van Hooydonk.
      BMW’s roadster tradition, reloaded.
      The BMW Concept Z4 adopts classical roadster design cues, such as a long wheelbase, a low-slung, stretched silhouette and a compact rear end, wraps them in a fresh, confident package and enriches them with the contemporary BMW design language. A shorter bonnet and crisp overhangs ensure the driver sits closer to the centre of the car than in previous BMW roadsters. This gives the new proportions a focused, sporty and agile feel. The outline of the car follows a distinct wedge shape, which fills the BMW Concept Z4 with dynamism before it even pulls away. The large domes stretching out rearwards from the cabin elegantly integrate the function of rollover bars and provide a sporting conclusion to the low-to-the-road silhouette at the rear.
      Reimagining the design language and surfaces.
      The clearly sculpted shark nose at the front end spawns dramatic surface contouring that extends the full length of the flanks. The new direction taken by BMW’s design language can be seen here in just a few precise lines that form clear surfaces, while the body’s volumes are powerfully sculpted. The surfaces and forms therefore create an extremely modern and emotionally engaging impression. The large Air Breathers rearwards of the front wheels act as the source of the flanks’ elaborately modelled surfaces (they appear to be shaped by the flow of air as it exits the Air Breathers). Light and shaded surfaces develop in a rising movement towards the rear, then twist to form muscular wheel arches and athletic volumes. All of which shines a bright stylistic spotlight on the car’s rear-wheel drive. The dramatic interplay of lines and surfaces underscores the wedge shape of the flanks and infuses them with even greater dynamism. And the low door sills, with their distinctive crease, makes the body appear closer to the road, emphasising the low-slung sensation when viewing the car from the side.
      Low and progressive – the front end.
      The design of the BMW Concept Z4’s front end is undeniably sporty in nature. The relationship between the low-set, broad kidney grille and the positioning of the headlights higher up sparks deliberate associations with the BMW Z8 and lends the BMW Concept Z4 a certain flamboyance. In place of the customary bars, the inside of the kidney grille features elaborately designed mesh, whose vertical orientation recalls the sporty, functional kidney design of early BMW roadsters such as the BMW 328 Mille Miglia. In a departure from the BMW norm, the Concept Z4 provides a vertical interpretation of the classical four-eyed headlight look, with two overlapping tubes on each side. The turn signal indicators point diagonally towards the kidneys from above and underline the dynamic flair of the front end. And the clamshell bonnet with stylised gill vents curves over the wheels, creating an intriguing and virtually seamless sweep over the front end as a whole. The front apron cuts a genuinely athletic figure with its sculptural design language. Its trio of large air intakes are a nod to the powerful engine further back and so carry the promise of a dynamic driving experience. The large carbon-fibre insert in the central air intakeis straight out of the motor sport playbook and champions the use of detail to emphasise the front end’s dynamic presence. Together, these design elements compose a fresh and memorable face for the Concept Z4 – one which pays a very modern and sporting tribute to the celebrated roadsters of BMW’s past.
      Athletic and eye-catching – the rear end.
      The design of the BMW Concept Z4 likewise references details and qualities from BMW’s rich roadster tradition and updates them for the years ahead. The wide and low design of the rear picks up the lines of the car’s flanks and massages them into a modern rear of beguiling clarity in terms of surfaces and styling elements. The powerfully flared wheel arches give the car broad haunches, which are emphasised by the slim, L-shaped rear lights and therefore further enhance the car’s sporting stance. Above the rear lights, the boot lid – complete with prominent spoiler – stretches across to the burly wheel arch extensions, sending out a message of power-infused agility. Below, large air outlets in the rear apron create their own dynamic impression. The carbon-fibre diffuser adds a sporty and exclusive flourish and signs off the rear end at its lowest point to the road.
      Exterior and interior in unison.
      The kinship between the interior and exterior of the BMW Concept Z4 is evident in both forms and colour scheme. The design language of the interior takes the powerful, three-dimensional character of the exterior and adds another voice to the dynamic chorus. Much of the interior adopts the colour of the car body, creating a clear visual link between the interior and exterior. Only a classy chrome trim strip provides separation.
      Maximum focus on the driving experience.
      At the same time, the interior serves to reinforce the total focus on the driving experience too. The driver’s seat as well as the door trim panels, instrument panel and centre stack that encircle the driver are finished entirely in black, meaning that they stand out prominently from the coordinated orange shades of the exterior and the rest of the interior. Together they form a clearly defined area that wraps around the driver like a capsule, producing a very sporty sensation. This creates a pure-of-purpose driving environment with a pronounced “cone of vision”, where the steering wheel as well as the surrounding black surfaces appear to be surging forward and, in so doing, accentuate the cabin’s powerful driver focus.
      The instrument cluster and central information display form a high-quality cluster ofscreens that are integrated into the driver’s cockpit to flawless ergonomic effect. The two displays are now positioned at almost the same height and in close proximity to one another, which gives the impression of a single, cohesive unit. They work together to deliver the right information at the right time. The driver can choose which elements they wish to call up (via touch command) from the content available in the information display–route guidance, playlists or other infotainment features. Above the instrument cluster, the Head-Up Display presents the key driving information within the driver’s direct field of view.
      Prominent surfacing.
      Emerging from the driver’s side of the cabin is a sporty instrument panel of inherent lightness. The clever arrangement of surfaces and edging breaks up the considerable volumes and engenders the impression of a powerfully chiselled muscle. The clear wraparound design from the doors to the instrument panel enhances the sporty, cocooned feeling in both seats.
      In keeping with the focus on the essentials, all the controls are grouped into “function islands”. Nothing distracts from the driving experience. Trim elements inside the cabin are likewise minimalist in nature. Indeed, it is instead the classy materials, carefully applied polished chrome accents and swish, hexagonal laser-cut motifs in the seats that do most to create the interior’s exclusive ambience. Carbon-fibre door sill finishers and embossed asymmetrical logos in the seats and instrument panel set the seal on the interior’s sporting profile.

      View full article
    • By William Maley
      Monterey Car Week has become a venue for certain automakers debut their wares, whether that is a concept or production model. BMW used the event to show off the Z4 Concept.
      The concept features the cues you would expect on a classic roadster such as the long hood, short rear end, and wheels pushed out to the corners. Little details such as the twin-kidney grilles slightly angled, long vents on the hood, and narrow taillights make for an interesting design. Move inside and things get somewhat weird. BMW's designers decided to go with a two-tone color palette. The driver's side is finished in black while the passenger side is finished in a copper color. The rest of the cabin looks like something you would find in a modern BMW.
      “The BMW Concept Z4 expresses the new BMW design language from all perspectives and in all details. From the dynamic- looking front to the striking flanks to the clean-cut tail end: a few lines and the subtle interplay between surfaces are enough to generate a sense of power and emotion,” said Adrian van Hooydonk, Senior Vice President BMW Group Design in a statement.
      Expect to see BMW unveiling the production version sometime next year.
      Source: BMW
      Press Release is on Page 2


      The BMW Concept Z4.
      Freedom on four wheels. Woodcliff Lake, N.J. – August 17, 2017 … The BMW Group is using the Concours d’Elegance at Pebble Beach to present its exciting new take on a BMW roadster. Dynamic, progressive and an irresistible purveyor of thrills, the BMW Concept Z4 boasts lithe and compact proportions, a dynamic silhouette and an emotionally appealing use of forms. The attention-grabbing design study offers a look ahead to the series-production version of the car set to be unveiled over the course of next year.
      After an eighteen year hiatus, the ‘8 Series’ name returns to the BMW portfolio with the BMW Concept 8 Series shown on the Concept Lawn at the Pebble Beach Concours d’Elegance this year. The BMW Concept 8 Series serves as a preview of a forthcoming BMW model – the new BMW 8 Series Coupe, slated for launch in 2018.
      A statement of unbridled driving pleasure.
      The sporty and progressive BMW Concept Z4 encapsulates the BMW Group’s vision of a modern roadster. “The BMW Concept Z4 expresses the new BMW design language from all perspectives and in all details. From the dynamic-looking front to the striking flanks to the clean-cut tail end: a few lines and the subtle interplay between surfaces are enough to generate a sense of power and emotion,” adds van Hooydonk.
      BMW’s roadster tradition, reloaded.
      The BMW Concept Z4 adopts classical roadster design cues, such as a long wheelbase, a low-slung, stretched silhouette and a compact rear end, wraps them in a fresh, confident package and enriches them with the contemporary BMW design language. A shorter bonnet and crisp overhangs ensure the driver sits closer to the centre of the car than in previous BMW roadsters. This gives the new proportions a focused, sporty and agile feel. The outline of the car follows a distinct wedge shape, which fills the BMW Concept Z4 with dynamism before it even pulls away. The large domes stretching out rearwards from the cabin elegantly integrate the function of rollover bars and provide a sporting conclusion to the low-to-the-road silhouette at the rear.
      Reimagining the design language and surfaces.
      The clearly sculpted shark nose at the front end spawns dramatic surface contouring that extends the full length of the flanks. The new direction taken by BMW’s design language can be seen here in just a few precise lines that form clear surfaces, while the body’s volumes are powerfully sculpted. The surfaces and forms therefore create an extremely modern and emotionally engaging impression. The large Air Breathers rearwards of the front wheels act as the source of the flanks’ elaborately modelled surfaces (they appear to be shaped by the flow of air as it exits the Air Breathers). Light and shaded surfaces develop in a rising movement towards the rear, then twist to form muscular wheel arches and athletic volumes. All of which shines a bright stylistic spotlight on the car’s rear-wheel drive. The dramatic interplay of lines and surfaces underscores the wedge shape of the flanks and infuses them with even greater dynamism. And the low door sills, with their distinctive crease, makes the body appear closer to the road, emphasising the low-slung sensation when viewing the car from the side.
      Low and progressive – the front end.
      The design of the BMW Concept Z4’s front end is undeniably sporty in nature. The relationship between the low-set, broad kidney grille and the positioning of the headlights higher up sparks deliberate associations with the BMW Z8 and lends the BMW Concept Z4 a certain flamboyance. In place of the customary bars, the inside of the kidney grille features elaborately designed mesh, whose vertical orientation recalls the sporty, functional kidney design of early BMW roadsters such as the BMW 328 Mille Miglia. In a departure from the BMW norm, the Concept Z4 provides a vertical interpretation of the classical four-eyed headlight look, with two overlapping tubes on each side. The turn signal indicators point diagonally towards the kidneys from above and underline the dynamic flair of the front end. And the clamshell bonnet with stylised gill vents curves over the wheels, creating an intriguing and virtually seamless sweep over the front end as a whole. The front apron cuts a genuinely athletic figure with its sculptural design language. Its trio of large air intakes are a nod to the powerful engine further back and so carry the promise of a dynamic driving experience. The large carbon-fibre insert in the central air intakeis straight out of the motor sport playbook and champions the use of detail to emphasise the front end’s dynamic presence. Together, these design elements compose a fresh and memorable face for the Concept Z4 – one which pays a very modern and sporting tribute to the celebrated roadsters of BMW’s past.
      Athletic and eye-catching – the rear end.
      The design of the BMW Concept Z4 likewise references details and qualities from BMW’s rich roadster tradition and updates them for the years ahead. The wide and low design of the rear picks up the lines of the car’s flanks and massages them into a modern rear of beguiling clarity in terms of surfaces and styling elements. The powerfully flared wheel arches give the car broad haunches, which are emphasised by the slim, L-shaped rear lights and therefore further enhance the car’s sporting stance. Above the rear lights, the boot lid – complete with prominent spoiler – stretches across to the burly wheel arch extensions, sending out a message of power-infused agility. Below, large air outlets in the rear apron create their own dynamic impression. The carbon-fibre diffuser adds a sporty and exclusive flourish and signs off the rear end at its lowest point to the road.
      Exterior and interior in unison.
      The kinship between the interior and exterior of the BMW Concept Z4 is evident in both forms and colour scheme. The design language of the interior takes the powerful, three-dimensional character of the exterior and adds another voice to the dynamic chorus. Much of the interior adopts the colour of the car body, creating a clear visual link between the interior and exterior. Only a classy chrome trim strip provides separation.
      Maximum focus on the driving experience.
      At the same time, the interior serves to reinforce the total focus on the driving experience too. The driver’s seat as well as the door trim panels, instrument panel and centre stack that encircle the driver are finished entirely in black, meaning that they stand out prominently from the coordinated orange shades of the exterior and the rest of the interior. Together they form a clearly defined area that wraps around the driver like a capsule, producing a very sporty sensation. This creates a pure-of-purpose driving environment with a pronounced “cone of vision”, where the steering wheel as well as the surrounding black surfaces appear to be surging forward and, in so doing, accentuate the cabin’s powerful driver focus.
      The instrument cluster and central information display form a high-quality cluster ofscreens that are integrated into the driver’s cockpit to flawless ergonomic effect. The two displays are now positioned at almost the same height and in close proximity to one another, which gives the impression of a single, cohesive unit. They work together to deliver the right information at the right time. The driver can choose which elements they wish to call up (via touch command) from the content available in the information display–route guidance, playlists or other infotainment features. Above the instrument cluster, the Head-Up Display presents the key driving information within the driver’s direct field of view.
      Prominent surfacing.
      Emerging from the driver’s side of the cabin is a sporty instrument panel of inherent lightness. The clever arrangement of surfaces and edging breaks up the considerable volumes and engenders the impression of a powerfully chiselled muscle. The clear wraparound design from the doors to the instrument panel enhances the sporty, cocooned feeling in both seats.
      In keeping with the focus on the essentials, all the controls are grouped into “function islands”. Nothing distracts from the driving experience. Trim elements inside the cabin are likewise minimalist in nature. Indeed, it is instead the classy materials, carefully applied polished chrome accents and swish, hexagonal laser-cut motifs in the seats that do most to create the interior’s exclusive ambience. Carbon-fibre door sill finishers and embossed asymmetrical logos in the seats and instrument panel set the seal on the interior’s sporting profile.
    • By William Maley
      A new report from Automotive News says BMW could be expanding their lineup of vehicles in both directions.
      On the low end is the 1-Series sedan. Already on sale in China, the model could be coming to U.S. in early 2019 according to a source. Previously, BMW said their small front-wheel drive sedan would not be sold in the U.S. But with Mercedes-Benz bringing the A-Class sedan to U.S. next year, this may have cause BMW to change their minds. A quick refresher, the 1-Series sedan is a front-wheel drive model.
      Moving over to the high-end, BMW is readying the 8-Series coupe to debut late next year. They have already shown a concept to give us an idea of what it may look like (to our eyes, it reminds us slightly of the Lexus LC coupe). It will be based on the 7-Series sedan, complete with the CLAR architecture. A convertible and Gran Coupe (4-door coupe) will be introduced at a later date. What will this mean for the 6-Series? Aside from the new 6-series Gran Turismo, expect the rest of the 6-Series family to fade away in the coming years.
      Some other bits of information from Automotive News' report,
      The X2 will go on sale sometime in the first quarter of 2018. It will be based on the X1 and feature coupe-like styling. BMW's 7-Seat X7 will debut next month at the Frankfurt Motor Show, but will not arrive to the U.S. until 2019.  A new 3-Series will go on sale before the end of 2018 and use BMW's CLAR architecture. A concept electric version is expected to debut at Frankfurt. Source: Automotive News (Subscription Required)

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