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2011 BMW X5 LCI M Package unveiled
Comments: 0 Tue Feb 09, 2010 6:53 am
Days after the official unveiling of the 2011 BMW X5 facelift, the first photos of the M-Sport package available for the LCI made its way onto the bmw.de online configurator.
The previous M Package for the X5 was released in Spring of 2009 and it included an M Aerodynamic package, Adaptive Drive, Sport Seats, M Leather Steering Wheel, M Aluminum Trim and 19 or 20 inch M wheels.
In the LCI/Facelif X5, the front-fascia goes through an aggressive change by featuring large air intakes built into the front-bumper. The foglights’ position have been changed as well, from above the bumper into the air intakes opening.
At the rear-end, the change is very subtle.
No pricing has been unveiled at the moment, but we expect to learn more in the upcoming weeks.
Author: Horatiu B.
Source: http://www.bmwblog.com/2010/02/09/2011-bmw-x5-lci-m-package-unveiled/
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Skiddmark Interviews Dr Mario Theissen, Director of BMW Moto
Comments: 0 Tue Feb 09, 2010 5:44 am
Our very close friends over at Skiddmark sat down with BMW’s Motorsport Director, Dr. Mario Theiseen. When you get an interview with BMW Motorsport boss, the subject range can get very wide and as you will see next, Dr. Theissen doesn’t refrain himself from talking about F1 strategy and the decision to pull out, or the green future of Motorsport, and even hybrid/KERS technologies in future racing.
Formula 1 and the Strategy Shift
If you have watched F1 in the last few years, and been paying attention, you would have seen Mario Theissen. As high stress – if you are not winning – high visibility jobs go, being an F1 Team Principal is right up there with Premiership football managers. So I can’t help thinking that a part of Theissen might have been secretly pleased when the BMW board announced, last July, that the company was pulling out of this branch of the sport at the end of the 2009 season.
He is a tall, quite youthful 50 something, dressed in the typical ‘business casual’ style that you find so often in Germany. His office is a tidy person’s dream, with an almost complete lack of clutter or decoration. Just a few scale model cars here and there, to hint at the automotive world that surrounds us. His frameless glasses add a slightly scholarly air, backed up by a quiet and measured speaking style, in excellent English.
He explains the rationale behind the withdrawal.
MT: “There was a shift in overall corporate strategy. The board decided that Motorsport should be more clearly directed towards technologies which are relevant for future mobility, and although we will always be in motor sport, F1 did not comply with the mainstream of this new strategy. On the other hand F1 takes most of the resources in this area, and so this brought about the decision to stop F1 and focus on other areas of motor sport as well as other things that came about with the new strategy.”
The Green Agenda, then….
Changing Emphasis for BMW Motorsport
He seems pretty relaxed about it now – though clearly with some regrets – seeing the strategy as being very positive for BMW Motorsport as a whole, allowing much greater focus on GT and WTCC racing.
He is however thoroughly convinced of the benefits that F1 participation has delivered to BMW and its road cars, over the last 10 years justifying the original rationale for their investment – which has amounted to more than pocket money – by saying “One of the main reasons for our involvement was that we believed it would benefit our capabilities in vehicle electronics and so we took the decision to do all of this in-house.”
I ask him how much of the operation was dedicated to F1 and what sort of difference this will make for 2010.
MT: “F1 took 85 – 90% of BMW Motorsport’s resources, and that refers to personnel as well as to budget” says Theissen, “We will now be able to focus better on GT and WTCC racing.”
This seems to imply that they were almost the poor relations until now, and Theissen is a little guarded in his response when I put this to him.
MT: “Not really. Over the past 5 years the F1 budget itself has been cut by half, and we had enough money….enough funding for the other programmes, although they did not get enough attention. Now with the new situation we are fully focused on the other programmes, and GT racing especially will play a bigger role for BMW Motorsport than it used to do.”
GT Racing to take Centre Stage
So why does this freeing up of resources increase emphasis on GT racing, rather than touring cars, is it something to do with the competition in each series?
MT: “Traditionally, we have competed in the WTCC 2 litre class and this is still a very important field for us, because it is not just about WTCC. The strong position of WTCC means that most championships – the national championships that is – are run on the basis of Super 2000 regulations, production based tin-top cars with 2-litre engines and limited scope for development. That means that if we can develop one car for WTCC then it is automatically eligible for the other series as well, and it has always been our Motorsport policy that we develop cars not just for our own works efforts, but also for our big private base, the private teams who are able to buy the cars and then race them. It means that such a programme has a big spread and leverage for us, and it makes sense for us to spend the money on designing and developing such a car. It would make sense even if we were not in WTCC – we have to serve our customer base and we would therefore offer a car for S2000 regulations”
So why the stronger emphasis on GT racing – is this part of a wider marketing effort?
MT: “For the touring car side – we would love to have other premium manufacturers as competitors in the WTCC but this is not the most important part of the story..” he continues “..the brand focus of sportiness and dynamics is on the M3 and this why we have decided to concentrate on this car for future GT activities. Last year we brought the new M3 to the American Le Mans Series (ALMS). Originally it was a GT car designed for the GT2S rules, then before the series started they abandoned the GT2S class and offered us the possibility to compete in GT2.”
TargetingI suggest that this means a very different sort of competitive benchmark from WTCC.
MT: “The car is well balanced and it competes on a level with Porsches and Ferraris, and of course the Corvette. We saw great racing last year, so we decided to expand this programme and bring the car to racing in Europe as well.”
So, in effect you are going to compete in each of the key sales territories for the M3, making your motorsport programmes very closely integrated with marketing?
MT: “Yes – the plan is that we continue with the US programme, so racing with the BMW Rahal/Letterman team in ALMS, and compete in the major European endurance races with Schnitzer. We are working on this programme now. Nürburgring 24 hours is a definite, Le Mans 24 is a highly probable, and Spa 24 is still ‘in progress’.”
All of these European races demand that preparatory races are also attended, for instance in the VLN Nürburgring endurance championship or in the LMS series. So this means a pretty busy season ahead for the organization and the teams.
When will the ‘highly probable’ turn into definite, as far as competing at Le Mans is concerned?
MT: With a wry smile Theissen responds “We have a mutual understanding that the car will race there, but we have to modify the car to adapt it to the GT2 rules. We are working on this now, but the car will not be completed before March and only then can we apply for homologation, which is the final step. But I expect the M3 to be on the grid.”
So with the M cars’ biggest markets over recent years being in the US and Germany, with the UK in 3rd position, the GT circuit activities for 2010 align quite well with these geographies.
MT: “Yes it is natural that if you have sporty sub brand like the M cars you would like this to be quite closely related to your racing activities and originally the GT programme was aimed at the US, as we have a big M3 customer base there. Also at the time we decided on the M3 GT2 programme, it was because we were not well represented in the US, in racing. As at that time we still had F1, and this has global coverage, everywhere outside of the US, this fitted well. Now we have ALMS in the States and various endurance races in Europe.”
Theissen agrees that this leaves the UK a little overlooked, at least in terms of TV coverage of the GT races, moving forward, and we share a small chuckle at the UK’s (in)ability to integrate in Europe.
MT: “But I see the UK as part of Europe… there is anyway a 24 hour race at Silverstone, but it is not as popular and high profile as the other three 24 hour races in Europe. And the 24 hour races at Le Mans and the Nürburgring Nordschleife are very popular with the hard-core British enthusiasts, for them it does not matter if the racing is on the continent and there is no TV, they go there anyway”
Aha, so there is some integration, then…
The Green Agenda, then….
Changing Emphasis for BMW Motorsport
He seems pretty relaxed about it now – though clearly with some regrets – seeing the strategy as being very positive for BMW Motorsport as a whole, allowing much greater focus on GT and WTCC racing.
He is however thoroughly convinced of the benefits that F1 participation has delivered to BMW and its road cars, over the last 10 years justifying the original rationale for their investment – which has amounted to more than pocket money – by saying “One of the main reasons for our involvement was that we believed it would benefit our capabilities in vehicle electronics and so we took the decision to do all of this in-house.”
I ask him how much of the operation was dedicated to F1 and what sort of difference this will make for 2010.
MT: “F1 took 85 – 90% of BMW Motorsport’s resources, and that refers to personnel as well as to budget” says Theissen, “We will now be able to focus better on GT and WTCC racing.”
This seems to imply that they were almost the poor relations until now, and Theissen is a little guarded in his response when I put this to him.
MT: “Not really. Over the past 5 years the F1 budget itself has been cut by half, and we had enough money….enough funding for the other programmes, although they did not get enough attention. Now with the new situation we are fully focused on the other programmes, and GT racing especially will play a bigger role for BMW Motorsport than it used to do.”
GT Racing to take Centre Stage
So why does this freeing up of resources increase emphasis on GT racing, rather than touring cars, is it something to do with the competition in each series?MT: “Traditionally, we have competed in the WTCC 2 litre class and this is still a very important field for us, because it is not just about WTCC. The strong position of WTCC means that most championships – the national championships that is – are run on the basis of Super 2000 regulations, production based tin-top cars with 2-litre engines and limited scope for development. That means that if we can develop one car for WTCC then it is automatically eligible for the other series as well, and it has always been our Motorsport policy that we develop cars not just for our own works efforts, but also for our big private base, the private teams who are able to buy the cars and then race them. It means that such a programme has a big spread and leverage for us, and it makes sense for us to spend the money on designing and developing such a car. It would make sense even if we were not in WTCC – we have to serve our customer base and we would therefore offer a car for S2000 regulations”
So why the stronger emphasis on GT racing – is this part of a wider marketing effort?
MT: “For the touring car side – we would love to have other premium manufacturers as competitors in the WTCC but this is not the most important part of the story..” he continues “..the brand focus of sportiness and dynamics is on the M3 and this why we have decided to concentrate on this car for future GT activities. Last year we brought the new M3 to the American Le Mans Series (ALMS). Originally it was a GT car designed for the GT2S rules, then before the series started they abandoned the GT2S class and offered us the possibility to compete in GT2.”
Targeting
I suggest that this means a very different sort of competitive benchmark from WTCC.MT: “The car is well balanced and it competes on a level with Porsches and Ferraris, and of course the Corvette. We saw great racing last year, so we decided to expand this programme and bring the car to racing in Europe as well.”
So, in effect you are going to compete in each of the key sales territories for the M3, making your motorsport programmes very closely integrated with marketing?
MT: “Yes – the plan is that we continue with the US programme, so racing with the BMW Rahal/Letterman team in ALMS, and compete in the major European endurance races with Schnitzer. We are working on this programme now. Nürburgring 24 hours is a definite, Le Mans 24 is a highly probable, and Spa 24 is still ‘in progress’.
From Road to Race, or Race to Road
So what about the relationship between race and road, symbiotic, sometimes push, sometimes pull, or a continuous circle – how does he see this?
MT: “Well with F1 we already had a very close link, because in 1997, when we took the decision to enter the sport, one of the first things we decided to do was set up the race factory here, within sight of the corporate R&D centre – it is a separate unit but we are closely linked and we have gained a lot on the road car side from this programme. You asked about push or pull? Well we had push in both directions – the decision to design, develop and produce our own F1 electronics was taken by the board member in charge of R&D within BMW, in order to really strengthen our electronics competence. But then, once we were underway we were developing new generations of F1 electronics, almost on a yearly basis and a lot of components went back from this to the road car side. In a similar way, we decided to build a Formula 1 foundry and a parts machining plant. Both of these facilities were controlled not by Motorsport, but by the respective departments who do the road car parts. So the motorsport foundry facility is in Landshut within the BMW foundry there, with the machining plant right next door, and both are controlled by these people. We have developed new casting technologies there, aluminium castings with complex shapes and extremely thin walls, which now have high performance road car applications, in M cars and in high performance direct injection diesel engines…”
The F1 Payback
As he continues I get the feeling that this is a real source of pride, something which perhaps justifies the F1 investment, even though podium success – the most visible payback – was less apparent.MT: “We have developed coating technologies, surface treatments which have gone over to the road car side, and then with the decision to stop F1, the entire plant has been taken over by the road car side, so the original F1 foundry has now become the group light alloy casting centre, and similarly with the machining plant”
So, the physical components within the road car range are already reaping the benefits of the F1 programme, and with the recent pullout, perhaps this will become more marked as BMW seek to leverage that investment.
MT: “Another even better one, and an example of ‘pull’, is the electronics department. Although 2 years ago we moved on to standard electronics, so removing the need to develop our own thing, at the same time the KERS project became mandatory for 2009, so in 2007 the entire department started to design and develop KERS (Kinetic Energy Regeneration System – which in BMW’s case is electronic, rather than the electro-mechanical system used by some other teams) From this we have come up with solutions for electric motor-generators, for battery systems, for power electronics, which have a power to weight ratio factor 4 to 5 times better than current road car technologies. When we stopped the F1 programme last year the entire department was pulled over to the road car side and they are developing hybrid powertrain solutions now for future road cars. That is a perfect example.”
Getting the Message AcrossSo there has been a significant technological benefit for BMW’s road cars – which most people do not fully appreciate – through Motorsport’s involvement in F1 over the years and also now, ironically, as a result of its withdrawal from the sport?
Theissen agrees, and has to live with a perception problem.
MT: “Yes this is true, as most people say ‘you cannot use any part of a Formula 1 car in a road car’, but you can transfer technologies.”
Technological Step Changes for the RoadSo – what will we see of KERS in road cars?
MT: “Yes. We had on display at the Frankfurt Motor Show last September a future generation sports car prototype called Vision EfficientDynamics. The battery pack in this car was exactly the same as the Formula 1 Lithium-Ion battery pack. So, what we have learned from F1 has been taken over by the road car side, and meanwhile we are one or two steps beyond this. These technologies will appear step by step in our road cars over the coming years. The power electronics can be included in the next project. On the battery side, probably it has been an intermediate step in what we want to achieve in road cars so that could take a bit longer, but we will have Lithium-Ion battery packs in the very near future, and we have learned how to deal with them in F1.”
The Vision EfficientDynamics concept contains other technology elements, beyond the LI battery technology, are any of these imminent for the road cars?
MT: “Yes – the lightweight concept, which uses carbon fibre in the way that we have in F1, and the hybrid powertrain concept. These are the 2 main areas of technology transfer to road cars, happening now.”
Did we catch your attention? Feel free to head over to Skiddmark for the complete interview[p]
Author: Horatiu B.
Source: http://www.bmwblog.com/2010/02/09/skiddmark-interviews-dr-mario-theissen-director-of-bmw-motorsport/
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Comparison: BMW X5 LCI vs. Audi Q7 vs. Mercedes-Benz ML
Comments: 0 Tue Feb 09, 2010 5:44 am
With the launch of the facelift for the BMW X5 (E70), it is also time to compare the revised design and engine line-up to its classic competitors from Ingolstadt and Stuttgart. While design can be quite subjective and usually based on personal preference, the technical details are the one that remain set in stone and help us differentiate between similar models.
So let’s begin first with the vehicle curb weight, the one element that influences the dynamic and sportiness of the car. Starting in the 300 horsepower range, the heaviest contender comes from Audi, the Q7 stops the scale at 5,206 lbs (2,280 kg). Second in weight comes the BMW xDrive35i with its 4,728 lbs (2,145 kg). The Mercedes-Benz ML350 is a tad lighter than the X5 35d, at 4,706 lbs (2,135 kg).
To compensate for its clear disadvantages, Audi has already announced the next Q7 will save about 440 lbs (200 kg). It is also worth noting that the Q7 is about 9 inches(23cm) longer than the X5, and around 12.2 inches(31 cm) longer than the M-class.
While you can order all three models with the Lane Change Warning technology, Active Cruise Control and a rearview camera, the BMW X5 offers even more exclusive optional equipment.The Head-Up Display provides additional comfort and reduces in some situations the need to monitor the speedometer, allowing the driver to focus on the road ahead. In addition, the BMW X5 offers the option of side cameras integrated in the front wheel arches (side view) and also a view of the vehicle from above (surround view).
BMW X5 features a Professional Navigation system with 8.8 inch LCD, the largest one when compared to its competitors. Audi Navigation Plus MMI comes with a 7.0 inch LCD and 6.5 inch LCD in the Mercedes COMAND APS system. One unique selling point for the X5 is unrestricted Internet access available in Europe.
Now, let’s get to the fun part: engines. Starting wit the “top dog” from BMW, the xDrive50i, powered for the first time by the 407 horsepower Twin-Turbo V8 engine found in several other BMWs. Its equivalent, at least on paper, from Audi is the Q7 4.2 FSI which produces 357 horsepower. Mercedes-Benz joins the game with its ML500 and 388 horsepower.
The entry-level engine is xDrive30d outputting 241 horsepower. In the same range, Mercedes introduces the ML 350 CDI with its 231 ponies. In the fuel consumption test, the X5 leads 7.4 liter/100km (31mpg), followed by the Mercedes 350CDI with 8.9 liter/100km(26.4mpg) and Q7 3.0 TDI at 9.1 liters/100km(25.8mpg).
With the new facelift, BMW introduces a new model in the X5 line-up. The xDrive40d is powered by the same 3.0-liter engine found in the 740d. The engine delivers 306 horsepower and 442 lb-ft of torque (600Nm). The Audi Q7 TDI tops it with its 340 horsepower and 9.9 liter of diesel per 100 km. Mercedes is being represented by the ML 450 CDI and its 306 horsepower.
Moving over again to the petrol engine market, BMW’s entry level model is the xDrive35i rated at 306 horsepower. Mercedes responds with the ML 350, 272 hp. Audi brings to the fight the Q7 3.6 FSI, along with its 280 hp. The xDrive35i average fuel consumption is rated at 10.1 liter/100km(23mpg), Audi Q7 at 12.1 liter/100km(19.43mpg) and around 12 liter/100km(19.6mpg) for the ML 350.
Once we have compared the most important technical facts, as always, the pricing comes into play. In Europe, the Audi Q7 3.6 FSI has a base price of 51,750 euro. The ML350 and xDrive35i go head-to-head with 54,859 euros, respectively 54,900 euros.
In the big petrol engines in the Audi Q7 4.2 FSI offers the lowest base price again, 69,200 euros, but with significant less power than the 388 hp from the ML 500 and 407 hp found in the xDrive50i. The high-end BMW X5 model will sell in Europe for 73,400 euros, while the ML 500 is slightly priced lower again, 72,982 euros.
At the entry level diesels with three liters of displacement, six cylinders, a turbocharger and 240 hp 3.0 TDI is priced at 52,700 euros. It is followed by the more fuel efficient BMW X5 xDrive 30d at 54,200 euros and the 231 hp Mercedes ML350 CDI priced at 55,751 euros.
The new BMW X5 xDrive40d comes with a great entry point price, 61,800 euros, more than 10,000 euros cheaper than the Q7 4.2 TDI (72,700 euros) and the ML450 CDI (72,923 euros).
As we mentioned earlier, the exterior design brings out different emotions in each of the above brands’ fans. While some are fond of the flashier, younger looking Q7, there are plenty others that enjoy a classic, solid but beautiful design seen on the X5 or the ML.
So we decided to leave our input out this time and instead, we’ll let you vote again.
Note: There is a poll embedded within this post, please visit the site to participate in this post's poll.[Source: BimmerToday ]
Author: Horatiu B.
Source: http://www.bmwblog.com/2010/02/09/comparison-bmw-x5-lci-vs-audi-q7-vs-mercedes-benz-ml/
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ESS supercharger kit on BMW M3 E92 – by IND-Distribution
Comments: 0 Tue Feb 09, 2010 1:14 am
From the creators of Atlantis Blue BMW M3 and Dakar Yellow M3, here comes another interesting project: ESS supercharger kit on BMW M3 E92. IND-Distribution has already made a name for themselves in the BMW world of modding, but now they are taking the game a step further by installing one of the most powerful kits on the popular M3.
“E92 M3s have been done before. To present ESS’ supercharger kit on our client’s E92 M3, we knew we had to go different. This project car, in addition to seeing nearly as much time on the race track as on the street, will have an absolutely one-of-a-kind look that will surprise some, frustrate others, and reflect the sheer power the 600+ horsepower supercharged engine will provide.”
Excited yet?
Here is a list of the parts included in this new project and from what we see, it is certainly not on the cheap side. A full pricing list will be available upon completion.
Eisenmann Inconel exhaust ($17k LOL)
ESS Stage II supercharger 6.5psi made in Norway
KW Clubsport suspension
RD Sport sways
Brembo 365mm kit with custom RS Green
Rogue SSK
Rogue rear arms RS Green
Vorsteiner GTS3 Carbon front bumper
Vorsteiner carbon trunk coming soon
Vorsteiner custom diffuser coming soon
IND RS Green side markers with Tint
IND Gloss black mirror caps
18″ HRE Fall-Line track wheels
Nitto NTO5 275/35/18 front and 285/35/18 rearESS Tuning Stage II E92 M3 SuperCharger kit, as installed by IND
Disclaimer: IND-Distribution is a sponsor of our website, but that doesn’t mean we wouldn’t write about their amazingly modded BMWs.
Author: Horatiu B.
Source: http://www.bmwblog.com/2010/02/08/ess-supercharger-kit-on-bmw-m3-e92-by-ind-distribution/
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Inside BMW’s Vehicle Distribution Center in New Jersey
Comments: 0 Tue Feb 09, 2010 1:14 am
Last week, The Diesel Driver spent an entire day at the BMW’s Vehicle Distribution Center in New Jersey and they were able to share with us some behind the scenes information.
For those of you that might not know, the BMW Vehicle Distribution Center (VDC) is the point of entry for all BMWs, Minis, and Rolls-Royce models arriving in the United States. This is a facility where your car will spend up to three days being prepped for the American market, and being repaired to factory specifications if any damage have occurred in transit.
For those of you that have been through the BMW European Delivery program, the process oftracking your car from its inception to delivery, can be quite intriguing and VDC is the one place that can speed up the process of your delivery. The amount of work these fellows are putting into, is admirable.
“The New Jersey VDC processes an average of 300 cars per day (and, at times, up to 600) including new and European Delivery BMWs, Minis, and Rolls-Royces, which arrive from Austria, Germany, South Africa, Spartanburg, and the United Kingdom. The facility holds 3000 cars, and a recent 10-acre expansion can hold an additional thousand vehicles.
There are five departments at the VDC, not including administrative and management functions:
- Production – processes the car, performs the pre-delivery inspection, installs labels including the Monroney sticker, inspects for damage, removes shipping labels
- Workshop – performs mechanical repairs, campaigns, software updates; installs accessories such as driving lights and power kits
- Body Shop – performs body repair, paint, repairs of scratches and scuffs, paintless dent removal; installs body kits
- Quality – monitors procedures, reports issues to the factory, ensures quality control throughout the facility
- Parts – stocks and distributes replacement parts”
Continue reading the 335d’s adventure through the process.
Author: Horatiu B.
Source: http://www.bmwblog.com/2010/02/08/inside-bmw%e2%80%99s-vehicle-distribution-center-in-new-jersey/
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