No further commentary necessary, so let’s get right to it.
Images via tcl, Chad Truss.
Monday, January 25, 2010
2011 BMW 335is
Base price $50,525
Vehicle layout Front-engine, RWD, 5-pass, 2-door, coupe
Engine 3.0L/320-hp/330-lb-ft twin-turbo DOHC 24-valve I-6
Transmission 7-speed twin-clutch auto
Curb weight (f/r dist) 3600 lb (mfr)
Wheelbase 108.7 in
Length x width x height 180.6 x 70.2 x 54.1 in
0-60 mph 4.8 sec
Quarter mile 13.3 sec @ 105.6 mph
Braking, 60-0 mph 113 ft
EPA city/hwy fuel econ 17/25 mpg (est)
CO2 emissions 0.96 lb/mile (est)
Friday, January 22, 2010
BMW updates 3 Series coupé and convertible
BMW have updated their current 3 Series range trough a facelift for the coupé and convertible models. Apart from the cosmetic revisions, a new range of improved engines is also a headline.
The new motors seem to focus (every single manufacturer claims this lately) on lowering CO2 emissions without a decrease in power or responsiveness.
“The BMW 3 Series Coupé and Convertible were already class-leading models, but we have no intention of sitting on our laurels and are offering customers more of what they want – on-road performance and ever more fuel efficiency with lower CO2 emissions”, Tim Abbott, Managing Director of BMW UK, said. “These inspirational models come at the same time as a true CO2 champion in the form of the BMW 320d EfficientDynamics Saloon. This is a car which combines true BMW performance with astonishing fuel efficiency.”
The four-cylinder diesel engine now delivers 184 hp which means a massive 7 hp gain over the old one. 30 Nm of torque have also been gained, raising the combined sum to a respectable 380 which means the coupé can get from 0-100 km/h in 7.5 seconds now, 0.4 seconds faster than before. Fuel consumption has been lowered a bit and the new engine produces 3 g/km less CO2 emissions. The new cabrio 3 Series reaches 100 kph in 8.3 seconds, does 55.4mpg, produces 135 g/km of CO2 and has a top speed of 228 km/h ( 8km/h less than the Coupé).
The six-cylinder 325d now has 204 hp (7 more than before), 400 Nm (30 more), takes 6.9 seconds to 100 km/h (0.4 sec. faster), the same fuel efficiency and 2 g/km less CO2 comes out of the back.
The last diesel of the bunch, the 335d also gets minor improvements and when I say minor, I do mean minor as BMW hasn’t even bothered to release many figures.
Last but not least, the mighty 335i now packs 306hp and 400Nm with “significantly reduced” consumption and emissions. The improvements have been achieved trough the use of variable valve timing and it now features only one turbocharger as opposed to the previous two used by BMW. In the UK, owners will now pay less tax for this model as its emission bracket has dropped.
On the outside the changes we can see are: new front and rear lights with LED rings, the revised BMW “kidney” grille which now gets a chromed band around it, a new front splitter, a larger air intake at the front for a more aggressive look and new bumpers. Due to the new bumpers, the overall length of the cars has increased by a couple of millimeters.
Sales in the UK will start in late March this year with a reserved price of £27,845 for the 320i SE coupé and £30,200 for the 320d SE. The basic convertible will cost £32,905 with the 2.0 petrol engine.
Check out our huge image gallery below and scoop up the new updates in the 3 Series range.
Source: BMW
Wednesday, January 20, 2010
A Concise History of the Alloy Wheel
by J Kraus
1969 BMW 2800CS riding on unusually elegant alloy wheels featuring a polished chrome center cap discreetly concealing the mounting lugs. Visible fasteners on a contemporary automobile are generally considered to represent a lack of refinement, yet seem to be embraced when they appear on otherwise highly stylized wheels. These were produced for BMW in Italy by FPS (Foundry Pedrini Siena).
Today, alloy wheels are all but ubiquitous and are used by automobile manufacturers as a key styling feature and are often used to differentiate model ranges and equipment specification. They started becoming popular with the general public in the 1980’s, but were in fact used sporadically since 1924.
Previous to the development of the alloy wheel, wheels were either formed of two pieces of pressed steel, the rim and the disc, either welded or riveted into a single unit. Or, they were fabricated of a steel or aluminum rim, connected to a center hub by metal spokes. A rare hybrid was a wheel which used a steel disc for strength and an aluminum rim for weight saving. Such a design was used on Porsche and Jaguar racing cars in the 1950’s.
Cast or forged alloy wheels offer reduced weight and greater stiffness than stamped pressed steel wheels. They also offer the designer almost unlimited freedom in terms of style.
Bugatti Type 35
The first use of cast aluminum wheels by an automobile manufacturer was by Ettore Bugatti on the Type 35 in 1924. These wheels incorporated an integrally cast brake drum. In addition to a considerable weight saving over a conventional wheel and separate brake drum, the wheel acted as a giant heat sink to produce improved brake cooling.
Panhard PL 17
After WW2, the French Panhard developed a radially finned aluminum brake drum that doubled as the wheel-center with a bolted-on steel rim supporting the tire.
1955 Cadillac
In 1955 Cadillac introduced the Saber-Spoke aluminum wheel, manufactured by Kelsey-Hayes for the Eldorado. The stylized aluminum center was riveted to a steel rim. This multi-finned wheel was first offered in chrome, and later in a matt anodized gold with matching gold grill mesh. Last available on the 1958 models; Cadillac would not offer another alloy wheel to the public until 1981.
1962 Pontiac
In 1961, Pontiac introduced their version of the aluminum integrated wheel/brake drum. The separate steel rims were secured to the finned centers by eight chrome-plated acorn nuts. These wheels were a fairly expensive and rare option sought after by collectors today. Like the earlier Panhard and Cadillac wheels, these had a center cap large enough to cover the mounting nuts.
Abarth 850 TC Corsa
In 1962, Carlo Abarth began offering a variety of Campagnolo magnesium wheels on all Abarth models.
Ferrari 275 GTB/C
Ferrari began offering their first alloy wheel, the magnesium Cromodora Starburst for road-going versions of the 275 GTB in 1964 as an alternative to the classic Borrani wire spoke wheels. In competition however, the Scuderia still preferred the Borranis for a few more seasons. In 1967, a 275 GTB/C was the last Ferrari factory competition car to enter into battle with spoke wheels.
1964 Corvette Stingray
In 1964, the Corvette became available with center-lock Kelsey Hayes aluminum wheels. These were changed to a bolt-on version in 1967. This finned design was the first and last light alloy wheel to be available on the Corvette until a new design became available for the 1976 model year.
Lamborghini Miura S
When Lamborghini exhibited the Muira chassis at the 1965 Salone dell’automobile di Torino, it was equipped with Borrani wire wheels in accordance with Lamborghini tradition, but by the time the completed car was shown at the 1966 Salon de Genève, it was sitting on magnesium Campagnolos.
1966 AC Cobra 427
Halibrand magnesium wheels were legendary among the American racing fraternity, used on everything from Indy cars and drag racers to the Ford GT40. They were eventually specified on road cars by Carroll Shelby.
Many Halibrand wheels were finished in Dow #7 protective coating which gave them a distinctive pale matt golden-bronze color. Wheels finished in this manner would later be widely seen on Ferrari Formula One and Sports Racing Cars in the 1960’s and 1970’s.
1967 Porsche 911S
Porsche introduced their first alloy wheel in mid-1967 as standard fitment on the new 911S. This forged aluminum wheel was manufactured by Fuchs and remained a fixture on 911’s for decades in 14, 15 and 16” diameters and 4.5 to 9 inches in width. They also saw duty on the 912, 914-6 and 944.
NSU Ro 80
Fuchs later provided a very similar wheel for the radically new Wankel-engined NSU Ro 80.
Mercedes-Benz 300SEL
Mercedes joined in the party in 1970 with the Fuchs Bundt Cake wheel which would survive over a decade in 14 and 15” diameters and a variety of widths. They were optional on all Mercedes passenger cars except the 600. The 1982 debut of the 190 Series saw the introduction of a new Mercedes flat-face alloy wheel that would eventually replace the Bundt Cake wheel across the range.
1970 Ford Capri 2600 GT
The Minilite wheel was probably the most popular aftermarket wheel ever and was ubiquitous on both road and track for two decades. Originally cast in magnesium for the BMC Mini, it was used by factory teams for everything from European rallying to the U.S. Trans-Am championship. In 1970 they were fitted as original equipment on the Ford Capri Mk I RS 2600 GT Lightweight.
1975 Volkswagen Scirocco
Probably the first factory alloy wheel widely available for the average motorist was the cast aluminum version offered as optional equipment on the original first series VW Golf, Scirocco, Passat and Audi 80 beginning in 1974.
Early alloy wheels enjoyed long production runs and were used across several models and design generations. They became marque signifiers in their own right in many cases, with the Mercedes Bundt Cake wheel lasting from 1970 through 1985 and the original Porsche Fuchs forged aluminum wheel a signature feature of the 911 from 1967 through 1989.
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