Heavy drinker
Article By: Michele Lupini - Cars in ActionWed, 25 Jun 2008 07:01
When we met Audi Q7 in a snowy Ingolstadt two years back, its designers told us that its brutal, almost butch styling was intended that way. Research suggested prospective owners expected Range Rover or Land Cruiser large attitude — even if Q7 was to be considerably softer than those.
Seems to have worked — Q7 is a most popular choice and owners I’ve chatted to agree — they prefer it more imposing than a conventional, dainty Audi, say TT.
Anyway, if anything the big new turbodiesel V8 Q7 positively lives up to that monster promise — it’s actually quite a dramatic ride up here on the Reef. It’s a bit numb off the line but gets away well enough — well it should with 760Nm on tap.
Then all of a sudden it gets angry and whooshey as it spools up and sets forth in all fury, making one think oh ‘my gosh; this is quite mad!’ It dispatches 100km/h in just 8.5 seconds in spite of that pause and kills off the quarter in 16.4 seconds at 148km/h.
Which is all good and well, but being so elevated, you feel all at sea up there as it initially thrusts you back in acceleration and lurches forward again as you lift. Never mind that side-to-side moment as you turn.
That’s is a bit of a poser for me — I expect this sort of car to be more genteel and serene, but it isn’t. It’s brutal, fast and impressive when pressed, which may be a bit much for some. Of course if you drive smoothly none of the above applies, but then why bother getting the V8 if the V6 is just as good there.
No, there’s nothing really wrong with that giant thrust — in fact I quite like it, but there’s another downside that kind of makes the whole exercise fall a bit flat — it sucks diesel at almost the same rate as a petrol V8 does and that flies in the face of why to go TDI. It should be much more frugal, which clearly this V8 diesel is not.
We wait with interest to see how this car's chief rival pans out in the X5 Sd, which uses a 3.0-litre diesel six with twin turbos to deliver compatible punch but with more frugal consumption.
Friday, June 27, 2008
Wednesday, August 29, 2007
PEUGEOT Car
PEUGEOT 207CC Peugeot 207CC: soak up the sunFri, 06 Jul 2007
It is not an enviable task: replacing the world’s most popular Coupé Cabriolet: the Peugeot 206CC sold more than 360 000 units in its lifetime. Now the 207CC has arrived to fill its shoes.
The 207CC is the same size as the hatchback, sharing its 4.037m length, 1.75m width and 2.54m wheelbase, but with a slightly lower roof to accentuate the rakish coupé styling.
Special care was taken to ensure that the 207CC would look naturally dynamic with the roof up or down, and the styling was done by Peugeot Style Centre to meet the aesthetic standards of coupé and cabriolet customers.
The typical Peugeot feline headlights stretch back towards the windscreen to lend a dynamic character, together with the nose styling taken from the Sport hatchback. The slender profile is offset with a higher boot area highlighted by a brushed metal trim panel that disguises the size of the rear of the car.
The 207 CC is offered with a choice of two equipment levels namely Sport 1 and Sport 2, each featuring one of the new generation EP6 engines. Collaboration between the PSA Peugeot-Citroën Group and the BMW Group has born fruit with the advanced new 1.6-litre engines used in the 207CC.
The naturally aspirated EP6 1.6-litre featured in the Sport 1 offers 88kW at 6000rpm and 160Nm of torque at 4250rpm. The engine is equipped with variable valve timing on both the inlet and exhaust camshafts, in conjunction with a variable valve lift system.
The EP6 DT 1.6-litre engine, known as the THP (Turbo High Pressure) as featured in the Sport 2 delivers 110kW at 5800rpm with the help of a Twin Scroll turbocharger, variable valve timing and high pressure direct fuel injection. Maximum torque of 240Nm is achieved at 1400rpm.
Both engines are coupled to slick-shifting 5-speed manual transmissions.
It is not an enviable task: replacing the world’s most popular Coupé Cabriolet: the Peugeot 206CC sold more than 360 000 units in its lifetime. Now the 207CC has arrived to fill its shoes.
The 207CC is the same size as the hatchback, sharing its 4.037m length, 1.75m width and 2.54m wheelbase, but with a slightly lower roof to accentuate the rakish coupé styling.
Special care was taken to ensure that the 207CC would look naturally dynamic with the roof up or down, and the styling was done by Peugeot Style Centre to meet the aesthetic standards of coupé and cabriolet customers.
The typical Peugeot feline headlights stretch back towards the windscreen to lend a dynamic character, together with the nose styling taken from the Sport hatchback. The slender profile is offset with a higher boot area highlighted by a brushed metal trim panel that disguises the size of the rear of the car.
The 207 CC is offered with a choice of two equipment levels namely Sport 1 and Sport 2, each featuring one of the new generation EP6 engines. Collaboration between the PSA Peugeot-Citroën Group and the BMW Group has born fruit with the advanced new 1.6-litre engines used in the 207CC.
The naturally aspirated EP6 1.6-litre featured in the Sport 1 offers 88kW at 6000rpm and 160Nm of torque at 4250rpm. The engine is equipped with variable valve timing on both the inlet and exhaust camshafts, in conjunction with a variable valve lift system.
The EP6 DT 1.6-litre engine, known as the THP (Turbo High Pressure) as featured in the Sport 2 delivers 110kW at 5800rpm with the help of a Twin Scroll turbocharger, variable valve timing and high pressure direct fuel injection. Maximum torque of 240Nm is achieved at 1400rpm.
Both engines are coupled to slick-shifting 5-speed manual transmissions.
Friday, August 3, 2007
Wednesday, August 1, 2007
Saturday, July 21, 2007
BMW M3 BMW M3
BMW M3 BMW M3: Ascari extremeMichele Lupini - Cars in Action, Marbella, SpainThu, 19 Jul 2007
Ascari is a private racetrack — there are no actual races there. It’s for gentlemen to take a spin in their classic racecars, or old F1 machines. It’s custom built to simulate the best aspects of the world’s greatest racetracks and it’s an absolutely stunning track to drive.
» See the gallery
Add the all-new BMW M3 with its high-revving four-litre V8 to the equation and we have the recipe for a day I will not forget…
» We drive M3 on the Spanish roads
BMW never let us do flying laps — rather we visited the pits at the end of each of our ten laps and were lined up again for the next to retain some semblance of order. Ten laps were enough to get it right and my last had to be the blinder I failed to string together so far...
Out the pits this last time I omitted the instruction to pull away gently — gave it a few grand, dumped the clutch. M3 set down on its haunches and spun those big 18” gunmetal wheels wrapped in the latest Michelin Pilots right through first and well into second, the cone funnel feeding us onto the correct line for turn one seeming far narrower following proper acceleration this time as I snick into third.
Almost immediately I slam on the brakes and those giant composite alley hub-steel rotors clamped by a monster single-piston calliper press the nose down as my eyes stretch their lids, I turn in late, sharp. Back into second and the nose obeys like a faithful terrier as the car clips an apex I’ve struggled to find all day and it drops down as the radius of the hairpin opens.
Short-shift into third to stop the tail getting happy and the V8 grunts urgently toward the fast approaching S-bend. It’s pretty much an M5’s V10 with two pots lopped off and it revs even higher. I use every last one of those 8400rpm to slip back to third a ball hair this side of the limiter. A big boot on the brakes again and lift off as I turn in to bring the inside apex up and I run down that rumble strip to be ideally placed for the switch into the right hander. It gets a little squirrely on the way out and I almost get to the limiter this time before jabbing the brake and turning up the long right-hander that follows…
M3 has a totally different suspension to the 3-Series coupe and it’s working hard. There’s a little loss of traction but that’s cool — this is the best I’ve got the first bit of the lap and I’m happy because it’s also my last. Remember, all the electronics are off — while brilliant on the road as noted yesterday, they get in the way on the limit on-track.
Hard onto the brakes now for the first of the two tight hairpins and the nose drops hard, l let it run quite far in on the brakes and set it up nicely for the big full-power drift to follow. We’re in second at about five grand when I give it and the rest is up to M3’s brilliant M-differential that can now fully lock if need be. It must be fully locked as the tail breaks and there’s a cloud of tyre smoke in the mirrors, M3 proceeding towards the coming plunge left with the driver literally looking out the left-side window….
The chassis works hard through there — it’s banked and an awesome place to drift but I want it neat. I manage to keep it tidy and flat out, the car creaking and writhing under full power. A tricky right-left-right complex follows and you need to be wary of the back breaking and rubbing off speed and I get that right, too, finally getting M3 to flow into the long last right-hander, not lifting this time around.
Then it’s over a mini-rise before it’s hard on the brakes for a tight left-hand hairpin I’ve been battling with all day — mainly because the photographer was there and I was putting on the style — but this time I brake early enough to get the nose in sharply, clip the apex and again drift all the way out but pick up speed quickly for the following daunting double-left kinked dogleg straight. I’m through third, well into fourth and keep it flat through the first kink, this time using all the road on the way out and easing up onto the rumble strip approaching the second kink very quickly. I take a deep breath and rush M3 through — flat out again.
M3’s acceleration and poise — and its monster braking — are all breathtaking as I drop down to third under heavy braking for another harder-left up into a little chicane, which I prefer to run through hard in third than second because M3’s stunning grunt out of there through another long banked left hander is the best way out to keep it full taps…
Around that long bend, Ascari plunges down and over another troublesome little chicane through the dip. I cut the right-left apexes to keep the car as settled as I can because it gets angry on the exit. I did that quite well, the tail does not break and I get the nose into the right flick that leads into another long, banked left-hander M3 takes in its stride now it’s set up right for it.
The banked bit leads into a Laguna Seca-like tight left-easy right corkscrew. I brake hard and sharp and decide I’m happy with my rapidly ending last lap, so let’s finish it in a bit of style. I toss it in hard urging the tail out and let the moment snap it back as I get it into third and the back comes round the other side perfectly for the change in direction. M3 settles down sideways and commences a fast but poised 150m flat out drift, the V8 screaming, tyres wailing and blue smoke not unlike a thunder cloud behind.
It steps easily and stylishly back into line and I lift off, slip into the pits, my job done — my last lap a beauty.
No. M3 isn’t an easy car to drive fast — it’s rather brutal, quick and hugely rewarding in the right hands and like that, it’s a driver’s tool to the tee. Respect it and M3 will respect you back, but unlike certain rivals that will unduly reward hands without talent, if you’re not up to it, rather leave the M3’s awesome electronic assistants on when you try drive it fast.
On the track, BMW´s new V8 M3 is an astounding car to drive flat out. Better be sure you can handle it before you go out and do it, though…
The new M3 arrives in SA end-August and is set to go head to head not only with Audi’s similarly powerful AWD RS4 and Merc´s also to be launched C63 AMG, but also perhaps with Lexus’ IS-F, so if you are in the market for a new mid-exec rocket ship, you’re ‘gonna be so spoiled for choice.
But if it’s a pure driving machine you are after out of that lot, I’m already willing to stick my neck out and predict the M3 will undoubtedly be that car. In my mind, it’s already the obvious choice…
thank
http://motoring.iafrica.com/newmodels/247502.htm
Monday, July 16, 2007
BMW 1 SERIES
BMW 1 SERIES
One more timeStaff ReporterMon, 16 Jul 2007
The original 1 Series brought BMW to the compact class for the first time. Still the first — and only — compact car with rear-wheel drive, now there's a revised diesel engine, modifications to the exterior and interior, and a three-door model.
The new three-door model accentuates the long front end and clearly moves the car’s centre of gravity to the rear. The side view, in turn, is characterised by the long door with its frameless window and the single-unit side window at the rear.
Both the three- and five-door versions share the same face with a re-designed and enlarged BMW kidney grille right in the middle. This distinctive look is accentuated by the newly contoured headlight surrounds in the bumper unit, darker surrounds on the lights, a wider air intake in the lower section of the front air dam, a more pronounced spoiler lip and a new trim bar. The foglamps, standard across the range, feature rectangular items replacing the round driving lights found on the previous model.
The dominance of horizontal lines gives the new BMW 1 Series a wider and more powerful appearance at the rear. A new, distinct contour line on the rear air dam continues the sill-lines at the side and again takes up the distinctive shape of the front spoiler lip.
While the rear lights come with the same contours outside, the arrangement of the various sections inside the light units themselves has been modified, the reversing lights and direction indicators now separated from one another. Horizontal light bars have been integrated in the rear lights, featuring LEDs in combination with the optional bi-xenon headlights for a more homogeneous lighting effect.
On the “standard” version without this option, a similar effect is achieved by reflectors illuminated from behind.
Power to the people
The range-topping five-door BMW 130i retains its straight-six power unit, complete with a composite magnesium/aluminium crankcase and Valvetronic technology, developing maximum output of 195kW. This translates to acceleration from 0 to 100km/h in the three-door model in 6.0 seconds and 6.1 seconds in the five-door hatch, and a top speed limited electronically to 250km/h. The BMW 130i consumes 9.2 litres/100km in the EU test cycle.
The four-cylinder power units have been carried over from the previous model, albeit with revised power figures for the BMW 120i and BMW 118i.
In the new BMW 120i, the 2.0-litre power unit develops maximum output of 115kW (up from 110kW on the previous model), accelerating this new model to 100km/h in 8.5 seconds (five-door version: 8.6 seconds) and giving both model variants a top speed of 215km/h. The new engine consumes a claimed 7.9 litres (both models)/100km in the EU test cycle.
The new BMW 118i develops maximum output of 100kW (the predecessor produced 95kW) and accelerates to 100km/h in 9.3 seconds (five-door model: 9.4 seconds) on to a top speed in each case of 208km/h. Fuel consumption in the EU test cycle is 7.4 litres for 100 kilometres on both models.
The 1.6-litre power unit with external mixture formation and double-Vanos remains in the range as the entry-level engine in the five-door model only. Maximum output in this case is 85kW, providing acceleration to 100km/h in 10.9 seconds and a top speed of 200km/h, with fuel consumption under the EU standard of 7.5 litres/100km.
In the BMW 120d, available in South Africa as a five-door model only, the new generation four-cylinder diesel engine develops maximum output of 125kW and peak torque of 340Nm. This increase in power and torque by 10kW and 10Nm respectively, ensures acceleration to 100 km/h in 7.6 seconds and is good for a top speed of 228km/h. By contrast, average fuel consumption under the EU standard is down to 5.5 litres for 100km.
The new BMW 1 Series comes as standard in all cases with a six-speed manual gearbox. As an option, both the BMW 130i with its six-cylinder power unit and the new four-cylinder models are available with six-speed automatic transmission including a Steptronic function.
Safe and sound
Available in the BMW 130i and BMW 120d, Active Steering varies the transmission of steering forces to the front wheels as a function of the car’s current speed on the road. So when parking and maneuvering at low speeds, just a slight move of the steering wheel causes the necessary change in direction, while at high speeds the 1 Series remains more consistently and steadfastly on track.
With its strong and stiff body structure, the BMW 1 Series uses high-strength steel and a system of longitudinal arms and crosswise reinforcements to absorb and divert impact energy, maintaining the stability of the passenger cell in the process.
The safety features continue with three-point inertia-reel seat belts and headrests on all seats, belt latch tensioners and belt force limiters at the front, and airbags.
BMW’s DSC Dynamic Stability Control adds ABS anti-lock brakes, fully integrated ASC Automatic Stability Control (preventing the drive wheels from spinning when setting off), and a stabilising function in fast bends. Applying the brakes as required on specific wheels or reducing engine power where appropriate, the system sets off the tendency to over- or under-steer, while the Brake Assistant maximises brake pressure when needed.
CBC Cornering Brake Control, in turn, prevents the car from spinning when applying the brakes lightly in a bend, while DTC Dynamic Traction Control increases the system’s slip threshold whenever necessary.
In the BMW 130i, DSC also offers automatic Brake Pressure Compensation for extremely high temperatures, preventing any fading on the brakes. Further features are the Start-Off Assistant and a Dry Braking function.
Pre-loading the brake pads in situations indicating the need for enhanced stopping power, in turn, enhances brake standby. And in conjunction with Active Steering, DSC is also able to provide an appropriate counter-steering effect whenever the driver applies the brakes on roads with a varying frictional coefficient, ensuring additional stability in the process.
Step inside
The re-designed interior is dominated by far-reaching, horizontal lines. The lower section of the instrument panel and door linings has been upgraded, the arrangement of controls and instruments on the centre console has been tweaked.
The door panels between the shoulder-line and armrest come in a new design and are now finished in the same material as the centre sections on the seats, with the new grain pattern on the surfaces made of a special synthetic material.
Galvanised surfaces highlight the newly designed door openers, the adjusters on the air vents, the touch bar on the ashtray cover, the dial surrounds in the cockpit, the ornamental surround on the Start/Stop button, as well as the rotary knobs for the automatic air conditioning and radio.
Electrically operated window lifts on all doors are standard.
The three-door version of the BMW 1 Series is conceived as a four-seater with an additional storage box between the two individual seats. As a no-cost option, the three-door BMW 1 Series may however also be configured as a five-seater.
The 1 Series is equipped with the iDrive control concept., while a wide range of choice in entertainment is provided, for example, by the AUX plug featured as standard, enabling the driver or passengers to integrate an external MP3 player into the audio system.
Pricing:BMW 118i Manual (three-door): R223 000BMW 120i Manual (three-door): R239 000BMW 130i Manual (three-door): R300 500
BMW 116i (Manual only): R216 500BMW 118i Manual: R228 000BMW 120i Manual: R244 000BMW 120i Manual: R266 000BMW 130i Manual: R305 500
The original 1 Series brought BMW to the compact class for the first time. Still the first — and only — compact car with rear-wheel drive, now there's a revised diesel engine, modifications to the exterior and interior, and a three-door model.
The new three-door model accentuates the long front end and clearly moves the car’s centre of gravity to the rear. The side view, in turn, is characterised by the long door with its frameless window and the single-unit side window at the rear.
Both the three- and five-door versions share the same face with a re-designed and enlarged BMW kidney grille right in the middle. This distinctive look is accentuated by the newly contoured headlight surrounds in the bumper unit, darker surrounds on the lights, a wider air intake in the lower section of the front air dam, a more pronounced spoiler lip and a new trim bar. The foglamps, standard across the range, feature rectangular items replacing the round driving lights found on the previous model.
The dominance of horizontal lines gives the new BMW 1 Series a wider and more powerful appearance at the rear. A new, distinct contour line on the rear air dam continues the sill-lines at the side and again takes up the distinctive shape of the front spoiler lip.
While the rear lights come with the same contours outside, the arrangement of the various sections inside the light units themselves has been modified, the reversing lights and direction indicators now separated from one another. Horizontal light bars have been integrated in the rear lights, featuring LEDs in combination with the optional bi-xenon headlights for a more homogeneous lighting effect.
On the “standard” version without this option, a similar effect is achieved by reflectors illuminated from behind.
Power to the people
The range-topping five-door BMW 130i retains its straight-six power unit, complete with a composite magnesium/aluminium crankcase and Valvetronic technology, developing maximum output of 195kW. This translates to acceleration from 0 to 100km/h in the three-door model in 6.0 seconds and 6.1 seconds in the five-door hatch, and a top speed limited electronically to 250km/h. The BMW 130i consumes 9.2 litres/100km in the EU test cycle.
The four-cylinder power units have been carried over from the previous model, albeit with revised power figures for the BMW 120i and BMW 118i.
In the new BMW 120i, the 2.0-litre power unit develops maximum output of 115kW (up from 110kW on the previous model), accelerating this new model to 100km/h in 8.5 seconds (five-door version: 8.6 seconds) and giving both model variants a top speed of 215km/h. The new engine consumes a claimed 7.9 litres (both models)/100km in the EU test cycle.
The new BMW 118i develops maximum output of 100kW (the predecessor produced 95kW) and accelerates to 100km/h in 9.3 seconds (five-door model: 9.4 seconds) on to a top speed in each case of 208km/h. Fuel consumption in the EU test cycle is 7.4 litres for 100 kilometres on both models.
The 1.6-litre power unit with external mixture formation and double-Vanos remains in the range as the entry-level engine in the five-door model only. Maximum output in this case is 85kW, providing acceleration to 100km/h in 10.9 seconds and a top speed of 200km/h, with fuel consumption under the EU standard of 7.5 litres/100km.
In the BMW 120d, available in South Africa as a five-door model only, the new generation four-cylinder diesel engine develops maximum output of 125kW and peak torque of 340Nm. This increase in power and torque by 10kW and 10Nm respectively, ensures acceleration to 100 km/h in 7.6 seconds and is good for a top speed of 228km/h. By contrast, average fuel consumption under the EU standard is down to 5.5 litres for 100km.
The new BMW 1 Series comes as standard in all cases with a six-speed manual gearbox. As an option, both the BMW 130i with its six-cylinder power unit and the new four-cylinder models are available with six-speed automatic transmission including a Steptronic function.
Safe and sound
Available in the BMW 130i and BMW 120d, Active Steering varies the transmission of steering forces to the front wheels as a function of the car’s current speed on the road. So when parking and maneuvering at low speeds, just a slight move of the steering wheel causes the necessary change in direction, while at high speeds the 1 Series remains more consistently and steadfastly on track.
With its strong and stiff body structure, the BMW 1 Series uses high-strength steel and a system of longitudinal arms and crosswise reinforcements to absorb and divert impact energy, maintaining the stability of the passenger cell in the process.
The safety features continue with three-point inertia-reel seat belts and headrests on all seats, belt latch tensioners and belt force limiters at the front, and airbags.
BMW’s DSC Dynamic Stability Control adds ABS anti-lock brakes, fully integrated ASC Automatic Stability Control (preventing the drive wheels from spinning when setting off), and a stabilising function in fast bends. Applying the brakes as required on specific wheels or reducing engine power where appropriate, the system sets off the tendency to over- or under-steer, while the Brake Assistant maximises brake pressure when needed.
CBC Cornering Brake Control, in turn, prevents the car from spinning when applying the brakes lightly in a bend, while DTC Dynamic Traction Control increases the system’s slip threshold whenever necessary.
In the BMW 130i, DSC also offers automatic Brake Pressure Compensation for extremely high temperatures, preventing any fading on the brakes. Further features are the Start-Off Assistant and a Dry Braking function.
Pre-loading the brake pads in situations indicating the need for enhanced stopping power, in turn, enhances brake standby. And in conjunction with Active Steering, DSC is also able to provide an appropriate counter-steering effect whenever the driver applies the brakes on roads with a varying frictional coefficient, ensuring additional stability in the process.
Step inside
The re-designed interior is dominated by far-reaching, horizontal lines. The lower section of the instrument panel and door linings has been upgraded, the arrangement of controls and instruments on the centre console has been tweaked.
The door panels between the shoulder-line and armrest come in a new design and are now finished in the same material as the centre sections on the seats, with the new grain pattern on the surfaces made of a special synthetic material.
Galvanised surfaces highlight the newly designed door openers, the adjusters on the air vents, the touch bar on the ashtray cover, the dial surrounds in the cockpit, the ornamental surround on the Start/Stop button, as well as the rotary knobs for the automatic air conditioning and radio.
Electrically operated window lifts on all doors are standard.
The three-door version of the BMW 1 Series is conceived as a four-seater with an additional storage box between the two individual seats. As a no-cost option, the three-door BMW 1 Series may however also be configured as a five-seater.
The 1 Series is equipped with the iDrive control concept., while a wide range of choice in entertainment is provided, for example, by the AUX plug featured as standard, enabling the driver or passengers to integrate an external MP3 player into the audio system.
Pricing:BMW 118i Manual (three-door): R223 000BMW 120i Manual (three-door): R239 000BMW 130i Manual (three-door): R300 500
BMW 116i (Manual only): R216 500BMW 118i Manual: R228 000BMW 120i Manual: R244 000BMW 120i Manual: R266 000BMW 130i Manual: R305 500
Sunday, July 15, 2007
car today
BMW X5 X ThriveMichele Lupini
- Cars in ActionWed, 16 May 2007
BMW’s X5 is a monster success story. The car they call the Sports Activity Vehicle came, saw and conquered. Now after 610 000 sales and a majority share of the luxury sports ute market in its pocket, the second edition X5 is finally in South Africa.
» See the gallery
And not only does the class leader step up in every aspect of dynamics and functionality, but also X5 exclusivity is elevated to an even higher level thanks to among others, even more significantly enhanced driving dynamics and agility, more powerful and efficient engines, a far more torsionally-stiff bodyshell, optimised aerodynamics, double wishbone front and integral-IV rear suspension, a low centre of gravity, and enhanced BMW xDrive all-wheel-drive technology.
X5 is also the first vehicle in its segment with Active Steering, while it is now possible to elevate the big BMW’s sporting performance to an even higher level thanks to the optional AdaptiveDrive with anti-roll and adaptive dampers. X5 is also the only vehicle in its segment with run-flat tyres fitted as standard.
X5’s six-speed automatic transmission now boasts an even quicker gearshift and enhanced shift comfort via an electronic gear selector, while the new box contributes in no small way to new X5’s far more frugal fuel efficiency.
Big news inside is an optional third row of seats for the first time in a BMW along with enhanced cabin functions including being the only SAV segment with an optional Head-Up Display, as well as the greater space and generous loading capacity. The cabin also benefits an upgraded and enhanced iDrive control now featuring eight ‘favourites’ buttons for the direct selection of most used navigation destinations, telephone numbers and audio sources at the touch of a button.
Sportier and more muscular, X5 benefits from far more harmonious proportions than its predecessor — lines that show the beginnings of a new design language for BMW through elegant and slender lines. New X5’s interior ambience too is enhanced by high-quality materials and excellent quality finishes boosted by innovative options the likes of a multi-channel audio system, DVD video system and a neat back-up camera.
The all-new BMW X5 comes in three engine variants. Sitting at the top, the 4.8i boasts an all-new 4799 cc petrol V8 gasoline engine producing 261kW (that’s 11 percent up on before and 475Nm torque (8 percent up). X5 4.8i rushes to 100km/h in 6.5 seconds and on to a top speed 240km/h and returns a 12.5l/100km average fuel consumption to the EU standard.
Next up is the 200kW (up eight percent) 315 Nm (+ five percent) BMW X5 3.0si inline-six petrol, good for an 8.1 second 0–100, 225km/h and 11.7l/100km, while the 160kW (+ seven percent) 500Nm (+ five percent) BMW X5 3.0d gets to 100km/h in 8.6 sec, 210km/h and returns a most impressive 8.7 litres per 100 kilometres.
BMW took us to the glorious Western Cape to let us strut X5’s stuff and all I can confirm is that X5 delivers on every promise. Car-like (and I mean BMW car, not just any old car) steering feel, handling and response make you feel you are driving a well-tuned coupe rather than a literal truck. Performance is as good as any top exec sedan and you feel totally in command in that sumptuous high level driving position.
Several new aspects, like the electronic gear shifter, the third row of seats and a lovely new look set X5 above from the rest. Sports Utility and Sports Activity buyers have voted with their feet at BMW dealerships around the world since the first X5 arrived. Methinks that won’t change much soon — the new X5 is a car you can really thrive on…Pricing:3.0si Standard: R547 0003.0si Activity: R572 9003.0si Innovation: R589 5003.0si Exclusive: R571 9003.0d Activity: R599 9003.0d Standard: R574 0003.0d Innovation: R598 9003.0d Exclusive: R616 5004.8i Standard: R662 0004.8i Activity: R684 3004.8i Exclusive: R688 9004.8i Innovation: R704 500
BMW’s X5 is a monster success story. The car they call the Sports Activity Vehicle came, saw and conquered. Now after 610 000 sales and a majority share of the luxury sports ute market in its pocket, the second edition X5 is finally in South Africa.
» See the gallery
And not only does the class leader step up in every aspect of dynamics and functionality, but also X5 exclusivity is elevated to an even higher level thanks to among others, even more significantly enhanced driving dynamics and agility, more powerful and efficient engines, a far more torsionally-stiff bodyshell, optimised aerodynamics, double wishbone front and integral-IV rear suspension, a low centre of gravity, and enhanced BMW xDrive all-wheel-drive technology.
X5 is also the first vehicle in its segment with Active Steering, while it is now possible to elevate the big BMW’s sporting performance to an even higher level thanks to the optional AdaptiveDrive with anti-roll and adaptive dampers. X5 is also the only vehicle in its segment with run-flat tyres fitted as standard.
X5’s six-speed automatic transmission now boasts an even quicker gearshift and enhanced shift comfort via an electronic gear selector, while the new box contributes in no small way to new X5’s far more frugal fuel efficiency.
Big news inside is an optional third row of seats for the first time in a BMW along with enhanced cabin functions including being the only SAV segment with an optional Head-Up Display, as well as the greater space and generous loading capacity. The cabin also benefits an upgraded and enhanced iDrive control now featuring eight ‘favourites’ buttons for the direct selection of most used navigation destinations, telephone numbers and audio sources at the touch of a button.
Sportier and more muscular, X5 benefits from far more harmonious proportions than its predecessor — lines that show the beginnings of a new design language for BMW through elegant and slender lines. New X5’s interior ambience too is enhanced by high-quality materials and excellent quality finishes boosted by innovative options the likes of a multi-channel audio system, DVD video system and a neat back-up camera.
The all-new BMW X5 comes in three engine variants. Sitting at the top, the 4.8i boasts an all-new 4799 cc petrol V8 gasoline engine producing 261kW (that’s 11 percent up on before and 475Nm torque (8 percent up). X5 4.8i rushes to 100km/h in 6.5 seconds and on to a top speed 240km/h and returns a 12.5l/100km average fuel consumption to the EU standard.
Next up is the 200kW (up eight percent) 315 Nm (+ five percent) BMW X5 3.0si inline-six petrol, good for an 8.1 second 0–100, 225km/h and 11.7l/100km, while the 160kW (+ seven percent) 500Nm (+ five percent) BMW X5 3.0d gets to 100km/h in 8.6 sec, 210km/h and returns a most impressive 8.7 litres per 100 kilometres.
BMW took us to the glorious Western Cape to let us strut X5’s stuff and all I can confirm is that X5 delivers on every promise. Car-like (and I mean BMW car, not just any old car) steering feel, handling and response make you feel you are driving a well-tuned coupe rather than a literal truck. Performance is as good as any top exec sedan and you feel totally in command in that sumptuous high level driving position.
Several new aspects, like the electronic gear shifter, the third row of seats and a lovely new look set X5 above from the rest. Sports Utility and Sports Activity buyers have voted with their feet at BMW dealerships around the world since the first X5 arrived. Methinks that won’t change much soon — the new X5 is a car you can really thrive on…Pricing:3.0si Standard: R547 0003.0si Activity: R572 9003.0si Innovation: R589 5003.0si Exclusive: R571 9003.0d Activity: R599 9003.0d Standard: R574 0003.0d Innovation: R598 9003.0d Exclusive: R616 5004.8i Standard: R662 0004.8i Activity: R684 3004.8i Exclusive: R688 9004.8i Innovation: R704 500
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