2008 BMW 650i Coupe and Convertible Preview

BMW 6 Series fans and enthusiasts will be pleased with the new 2008 650i Coupe and 650i Convertible, since it now comes with the new six-speed Sports Automatic Transmission as well as the six-speed manual transmission.


On the exterior, you can expect the standards like bi-xenon dual round headlights. New color options come in the metallic paint colors of Deep Sea Blue and Space Gray, and other options like the new light-alloy rims give the buyer a chance to enhance the already sporty elegance of the new BMW 6 Series to their liking. Since other car markers have been taking notice of BMW’s style and then subsequently copying it, BMW has given the rear deck lid and spoiler lip a more concave design to give the rear a more distinctive and dynamic look. In the front, the trademark kidney grill has been widened and integrated more with the lower spoiler in order to visually widen the stance of the car.

Inside, look for the new Chrome Pearl Grey Design as a nice finish on some controls and instruments. New colors for trim and upholstery like Saddle Brown will be also be optional. If you don’t like the standard aluminum trim, you can opt for trim made of trained maple wood or dark birch wood for a more elegant look. You can also go with the optional Pearl exclusive leather and add leather to the armrests, door grab handles, and the center console. Standards are the electrically adjustable seats for both driver and passenger as well as the three spots for seat position memory on the driver’s seat.
Journalists have been carping about the iDrive and BMW continues to refine it. The newest iDrive Controller (introduced in the new X5) comes with six programmable memory keys, meaning direct access to your favorite presets, phone numbers, and other features.



Under the hood is the 4.8-liter V8 engine (360hp at 6,300rpm and 360lb-ft of torque at 3,400rpm) that takes you from 0-60 MPH in 5.3 seconds in the manual Coupe and 0-60 MPH in 5.6 seconds in the Convertible. However, for all of you speed demons out there, engine management will shut you off at a top speed of 155 mph in both models. Varioserv steering assistance helps to provide efficient steering support and assistance based on the driver’s needs.

The 6 Series Convertible also comes with the optional, at no extra charge, six-speed Sports Automatic Transmission if you don’t want the six-speed manual. With the Sports Automatic Transmission, you move the lever from drive to the left to activate the manual gearshift mode. This means you can then shift with the paddles on the steering wheel or with the gear selector level. Press the Sports button that is behind the gear selector lever, and the results will be an even faster gear shift change.

Going a little too fast into a turn? BMW ’s Dynamic Stability Control (DSC) can help by applying the brakes to individual wheels as needed or can intervene via the engine management system in order to counteract such instances of over- or under-steer in corners. Automatic Stability Control helps keep the car from spinning on looser or slippery ground, and the Cornering Brake Control and Brake Assist also help the DSC in steering emergencies. For less experienced manual drivers who are still a little nervous about starting on a hill, the Start-Off Assistant will help you start smoothly without the use of the handbrake. It will also keep you from rolling back.


Driving while sleepy and not staying in your lane? The new Lane Departure Warning system will let you know by vibrating the steering wheel if you veer out of your lane. Night Vision will sense people and animals via thermal imaging up to almost 1,000 feet down the road and then show you an image on the central Control Display. These safety features plus the active headrests help insure the safety of the driver and passengers.


Overall, look for the 650i Coupe and Convertible to carry on the BMW legacy of fine Grand Touring abilities and style, while also incorporating touches of luxury.


[source:http://www.roadfly.com/2008-bmw-650i-preview.html]

BMW X5 GETS IT RIGHT: Luxury SUV a big improvement from earlier generation

The X5 has clearly been touched by an angel. There's no earthly explanation for a vehicle making such an immense improvement from one generation to the next.

The first X5, which went on sale seven years ago, was a truck. It bore a BMW badge but offered little of the nimble handling and eager response that marks the Bavarian brand's cars.

The new X5, despite growing significantly larger and heavier, has a light-footed feel and curve-carving handling that belie its size.

Prices for the 2007 X5 start at $45,900 for a 265-horsepower 3.0si model powered by a 3.0-liter straight-six engine. The 4.8-liter V8 350-horsepower 4.8i has a $54,500 base price. All-wheel-drive is standard.

I tested a well-equipped X5 4.8i with a $71,245 sticker price. All prices exclude destination charges.

The X5 4.8i competes with luxury SUV s like the Audi Q7, Cadillac SRX, Lexus GX 470 and Mercedes-Benz M-class.
Despite the lack of some common features and its high price, the X5 holds its own with those tough competitors. The BMW's handling, looks and sophistication overcome its shortcomings.
The new X.5 is 7.4 inches longer, 2.3 inches wider and 2.0 inches taller than the model it replaces, but it looks smaller and sportier, thanks to its flowing lines and short overhangs.
The curvaceous hood and front fenders are particularly attractive. Oddly, though, the hood projects in front of the headlights where the metal curves down to the grille, giving the X5 a slightly bucktoothed look.

A minor overbite can be very appealing combined with high cheekbones and flowing hair, but it looks a bit out of place on a 5,335-pound SUV.

Passenger and cargo room increase from the first X5. Front-seat room is generous, and the rear leg and head room improve. I did not test an X5 with the optional third-row seat, but I'd be very surprised if it were comfortable for anyone older than 3.
The video screen for movies, on the other hand, delights children but is less than perfect for adults. Nearly every vehicle with a rear-seat entertainment system uses a screen that folds away -- into the roof or the center console -- when it's not in use, but the BMW's screen is fixed in place, standing at the rear of the console/armrest between the front seats.

That makes the system seem like a poorly integrated afterthought and guarantees that drivers and passengers will occasionally bump into the delicate screen.

At 21.9 cubic feet, the X5's cargo bay is useable, but considerably smaller than five-passenger versions of the Q7, SRX, GX 470 and ML 500.

The interior of the X5 I tested was attractive and modern, wrapped in black leather, warm brown wood and trimmed with understated matte chrome.

The fits between a couple of chrome trim pieces and the dashboard were slightly misaligned, however, and the iDrive system BMW uses to reduce the number of buttons for navigation, climate, audio and other systems is still over-complicated, despite refinements in the years since the feature debuted. There was also a grave lack of useful rear cupholders.
I was surprised the X5 I drove did not come with a power tailgate. The convenience feature has become routine in minivans and SUVs with prices less than half that of the BMW .

The X5 has plenty of other sophisticated features, though. They include a very effective optional sport-tuned suspension that includes road-sensing shock absorbers and adaptive roll bars.
The net result is an SUV with a comfortable boulevard ride over bumpy roads and the ability to dig in and hug curves in active driving. The X5 is the first BMW since 1961 without struts for its front suspension, replacing that venerable layout with a double-wishbone multilink design.
The speed-sensitive steering is precise and responsive, providing good feedback and on-center feel.

The X5's fuel economy -- 15 m.p.g. city/21 highway for the '07, 14/19 m.p.g. for '08 under the EPA's revised test program -- is better than V8 all-wheel-drive models of the Audi Q7, Lexus GX 470 and Mercedes ML 500, but not quite as good as the Cadillac SRX.

The 4.8-liter V8 provides excellent acceleration and the six-speed automatic transmission is smooth and precise.

The transmission's sport mode allows the engine to rev quickly all the way to the redline and shifts so quickly that the optional manual mode seems superfluous.

The X5 features BMW's latest attempt to reinvent the shifter, an appealing console-mounted lever that looks and feels like a computer game's joystick.

So press "play" and enjoy the best BMW SUVyet.


[source:http://www.freep.com/apps/pbcs.dll/article?AID=/20070726/COL14/707260409/1015/BUSINESS02]

New Audi Q5 Shapes Up

Take a look at the best pictures yet of Audi’s Q5 compact SUV. The German firm’s engineers are putting the finishing touches to the model ahead of its unveiling at next year’s Geneva Motor Show.

A rival to the BMW X3, Land Rover Freelander and forthcoming Mercedes MLK, the Audi is based on the same platform as the A5 coupé and next-generation A4. These pictures reveal that the Q5 takes its styling inspiration from the bigger Q7.
Inside, there will be enough room to carry five adults in comfort, while the cabin is derived from the new A5. The Q5 will have limited off-road ability, and all models will feature a raised ride height and quattro four-wheel drive as standard. But with a chassis tuned for on-road handling, it will be sporty and fun to drive.
Under the bonnet, the Q5 will be offered with 2.0-litre turbo and 3.2-litre V6 petrol engines, plus 2.0-litre and 3.0 litre TDI diesels. There is also the chance Audi will make a high-performance 4.2-litre V8-powered model.

When the Q5 goes on sale in mid-2008, the range will start from around ￡30,000.
It isn’t the only new Audi SUV on the way – our spies have snapped a Q7 flagship, too. This has a 500bhp 6.0-litre V12 TDI diesel, an aggressive nose with deep air intakes and should cover the 0-60mph sprint in 5.5 seconds.

The model will be revealed at the Frankfurt show next month.

Car Review:Mercedes CLK 500 ISG

When it comes to boosting efficiency in petrol engines, Mercedes is playing catch-up. Premium rival Lexus already has hybrid cars, while BMW offers regenerative braking to improve fuel economy on several models.

But the three-pointed star is working hard to regain ground – and Auto Express has driven its latest development: a CLK 500 with ISG technology.

The initials stand for Integrated Starter/Generator, and in lay terms, the set-up is a stop-start system. A disc-shaped electric motor is added between the engine and automatic transmission, while a secondary battery is charged by regenerative braking and offers a power boost during hard acceleration. The main advantage is that this layout is smaller and lighter than a hybrid transmission.

For the driver, it means fuel economy is up 10 per cent from 24.8mpg to 27.3mpg, while CO2 output is esti­mated to drop by a similar proportion.
The stop-start technology cuts the engine when you come to a halt, and fires it up as soon as your right boot comes off the brake. By the time you are pressing the accelerator, it’s as if the V8 has been running all the time.

The powerplant also switches off if you shift the auto box into Park mode.

At least that’s how it’s supposed to work. But in the 30-degree heat of our urban drive in Germany, it didn’t. Despite having several opportunities to cut out as we stopped at traffic lights and junctions, it failed every time.
We thought the system wasn’t working properly, but later learned it was because we had turned the CLK’s air-conditioning on. Apparently, the car prioritises driver comfort over saving the planet. On a second run with the cooling system switched off, the ISG technology worked fine.

Arguably, the Mercedes stop/start isn’t as clever as it thinks it is. Yes, it can cut the engine to save fuel, but similar devices offered by rival manufacturers switch off when they realise you are coming to a halt. That means owners get every last mile from the fuel tank by freewheeling to a standstill. What’s more, bosses won’t offer the ISG technology until 2009

2008 Audi R8

Toronto, Ontario - I didn't realize, until I spent a long weekend with the Audi R8, just how many camera phones there were in the city of Toronto.

Having been cell-phone shopping only a few weeks before my R8 experience, I knew intuitively that camera phones were quite popular; that, indeed, almost every cell phone these days comes with a camera of some sort. But my oh my, they're everywhere. There in your side-view mirror, hanging out of cars sitting in your blind spot on the Gardiner Expressway, trying to get some footage of you accelerating away. They’re staring right at you through the back window of cars in front of you in traffic, panning back and forth to take in the full magnificence of the R8's LED driving-light arrangement and its big, low shield-shaped grille. They’re poking out from crowds at bus shelters, snapping a pic as you drive by. They’re there, right in your face as you come back to the car in a parking lot, hoping to sneak away and avoid any lengthy conversation.

I've driven more expensive cars than the Audi R8. I have driven faster cars and cars that make more noise and cars that go around corners faster. But I have never driven anything which draws quite so much attention.

The Toronto International Film Festival opened the same day I picked up the R8. On my drive home from work through the entertainment district, onlookers peered in the gunslit-shaped side windows, hoping to catch a glimpse of celebrity and instead got an eyeful of fat Asian auto journalist - not old enough or thin enough to be Chow Yun-Fat and not in good enough shape to be Jackie Chan. One guy, I kid you not, even asked for my autograph, even though he didn't know who I was. The car was enough, he said; he'd glimpsed it parallel-parked on Richmond and had circled the block to take a closer look. Is this what celebrity feels like?

Such adulation from the masses comes at a price, of course, but perhaps not as high a price as you might expect. Oh sure, $139,000 to start (my tester listed at just over $150,000) is a big chunk of change in anybody's book, but curbside speculators always guessed high on the price scale. Perhaps it's the R8's proportions, which are long, low, wide and eerily reminiscent of the Lamborghini Gallardo with which it shares a little bit of DNA. Perhaps it was the detailing: delicate double-spoke alloys which barely wrapped around huge brake calipers bearing R8 logos, rear lights that looked like neon-outlined TV screens, that contrasting panel of silver on the side of my grey test car. Perhaps it's the specs: 420 horses from its dry-sump, direct-injection V8, six speeds, four-wheel drive, and only two seats. Perhaps it's the technology: magnetic ride-control suspension, GPS navigation, optional F1-style paddle shifters.

The darn thing LOOKS high-tech too, a combination of its tall windshield, jewelled lights, the vents cut into those side panels, and the mesh-inset rear wing which automatically rises at 110 km/h. "One-forty?" people gawped. "It looks like should be two-fifty!"

One-forty it is, though, making Audi's most direct target the Porsche 911 Carrera 4S, which stickers at about $10,000 less than the R8 but is about equivalent when equipment is evenly matched. Curious about the reaction the R8 would get, I took it to an informal gathering of Porsche and Corvette enthusiasts that meets every Saturday in the parking lot of a suburban coffee shop. It was, not surprisingly, the star of the show, swarmed by interested would-be owners who loved its design, its interior and the sound its V8 made. The only disappointment, really, seemed to come from the fact that all of the next year's allocation of 100 cars is already sold out, making R8 ownership an unlikely proposition even for people who can afford it. It's all part of Audi's plan to keep the car exclusive enough to stay special.

In terms of the way the R8 compares behind the wheel, the Porsche has its advantages and it has its disadvantages. The main difference is that the 911 feels smaller once you're on the move. Its narrower body, more upright seating position and larger glass area make it easier to thread through traffic and along winding roads with precision; the Audi, despite being incredibly nimble and light on its feet, always feels like a big car: its width makes squeezing into tight parking spots a chore even when using the reversing camera and you always second-guess yourself about whether you can thread the car through any given piece of pavement.


While their power-to-weight ratios and acceleration times are close enough to be almost equal, the Audi can feel faster and more powerful in everyday situations thanks to the fat spread of torque from its V8. While the R8 redlines at over 8,000 rpm, it delivers plenty of low-end punch even at 2,000; the Porsche needs to be revved harder and often requires a downshift when the Audi doesn't. Braking performance is about equal; the C4S has six-pot calipers up front while the Audi has eight, but both drag the cars to a drama-free stop in a minimum distance. Likewise, both all-wheel-drive systems are strongly rear-biased, shuttling power up front when needed without inducing understeer in corners.

One area where the 911 has an advantage is steering feel. While both cars corner flat and true - and both, interestingly enough, also bob their noses a little bit in fast curves - the Audi's steering can feel heavy and a little bit numb while the 911's three-spoke wheel dances under your fingertips. Ultimately, this leads to a greater sense of confidence, even if the Porsche's rear-engine layout means it'd be trickier to drive at the limit than the smoother-transitioning mid-engined Audi. On the other hand, the R8 is vastly more comfortable as a daily driver: even in the supposedly-stiff sport mode, it rides better than the 911 and in comfort mode is as composed as any sedan. Its cabin feels much wider and save for a dead pedal which was too close for my taste, the layout is near-perfect, with easy-to-decipher controls and displays right where you would expect them.

Even though a lot of the parts in the R8's interior actually come from other Audis - the steering wheel, door handles, climate control knobs and other bits come from the TT, for instance - it's hard to deny the sense of occasion you feel dropping into its low, low cabin. The view out the windshield is spectacular. The cockpit sweeps around the driver in one sweeping arc, the gauges float in chromed triangular pods and the navigation screen swivels away at the touch of a button so you can load discs and memory cards. Choose the manual transmission and you get an exposed shift gate like a vintage Ferrari's; even moving around a parking lot, you get a clack-clack sensation to remind you that you're driving something special.

There are other theatrical touches as well. When you unlock the R8 with the keyfob, not only is the interior lit up, but so is the glass-covered engine bay, cool blue xenon exposing the V8 for the world to see. Flick on the headlights and you discover subtle little R8 logos in the headlamp lenses; the driving lights are a row of LEDs that curve under the main beams, sort of an automotive form of mascara. Inside, the gauges flicker on and all the needles do a full sweep before settling into their proper positions; the navigation system even has a cool R8-branded start-up screen. Under way, you're treated to one of the world's greatest engine notes, a magnificent high-tech rumble from the quad pipes; think Pavarotti singing thrash metal. Properly executed downshifts are greeted with a sharp bark from the exhaust and you hear the odd screech of tire before the lenient stability control reins in the fun in tight corners.

It is, ultimately, the sense of theatre, combined with genuine everyday ability, which makes the R8 such an interesting proposition. It's as practical as a 911 - save for the Porsche's tiny rear seats - but looks so much more exotic. It's as comfortable as a luxury sedan but exudes so much more drama, whether you're sitting still in traffic or roaring along the left lane of the expressway. It's a car with the visual presence of an Italian super car, with a generously-sized trunk, decent behind-the-seats storage and unflappable build quality. It is beautiful to behold and a delight to drive, one of the very best performance cars you can (more or less) buy; and, at least for now, definitely the coolest.

Pricing: 2008 Audi R8

Base price: $139,000
Price as tested $150,100

MTM Audi RTT: R8-beating, Bauhaus lunacy

One of the scribes contracted by World Car Fans just wrapped up some seat time in the supercharged MTM Audi RTT, and says, despite the love-fest going on over the Audi R8, its MTM-massaged baby brother can give it more than a run for its money.

Focusing more on outright speed than competent handling, our tuner tour guide provides us a straight-forward account of the RTT's accelerative qualities, citing a 0-62 MPH time of 4.1 seconds, a half-second less than Audi's high-dollar mid-engine masterpiece. Beyond the blower, which brings output up to 415 HP and 368 lb.-ft. of torque, the RTT also benefits from an R8-inspired body kit (€2000), although surprisingly, MTM has left the stock suspension in its place – something they'll rectify with the right amount of cash.

With an entry fee of just under €73,000, it certainly isn't for the faint of heart. But then again, neither is its performance.

[Source: World Car Fans]

Volvo V50 D5 SE Sport Mildly Revised Load Lugger Looks Better, But Does It Load Better?

Sporty, stylish and practical – the new Volvo V50 is as versatile as a Swiss army knife. But can it cut through the competition on UK roads?

The Swedish brand has revised its smallest estate range with the addition of two new engines. Along­side a fresh entry-level 2.0-litre petrol unit, there’s now the option of the potent D5 diesel powerplant for the first time.

Cosmetic revisions are limited, and only true Volvo fans will spot the wider grille, plus the revamped light covers and bumper at the front. It’s much the same story at the back, where new lamp clusters featuring LED bulbs are the only obvious difference.

None of this is bad news, though, because the V50 has always been a handsome estate. Unfortunately, it’s never been a particularly big one – and, disappointingly, the modest 417-litre boot capacity is the same as on the previous model. At least it expands to a more useful 1,307 litres with the rear seats folded down.

Opt for the SE Sport trim of the car we drove, and you get large 18-inch wheels and a full bodykit to help set your V50 apart from lesser variants. The cabin also features leather upholstery and some of the most comfortable seats on the market.

Inside, storage is improved, thanks to large door bins, while solid build qual­ity and superior materials reinforce the V50’s premium feel.

Our test car also had the advanced Blind Spot Information System (BLIS). At £650 it’s not cheap, but the clever set-up alerts the driver to objects in the over-the-shoulder blind spot.

Rear-facing digital cameras mounted in the door mirrors monitor the areas where your vision is restricted, and flash warning lights positioned on the A-pillars if it’s unsafe to change lanes. The same system is available in the XC90, and although it takes some getting used to, it eases some of the strain of motorway driving.
In comparison, the D5 engine is a familiar piece of technology that has been tried and tested in cars across the Volvo model range. The power output has been reduced for the V50, although it still produces 178bhp and 350Nm of torque – which is enough to propel the revised load-lugger from 0-62mph in 7.9 seconds.

Thanks largely to its five-cylinder configuration, the oil-burner also has a distinctive growl – but under full throttle the noise is all too noticeable. Once cruising, refinement improves, making the Volvo a relaxed motorway cruiser.
Sport models like ours come fitted with a chassis package designed to improve handling – although as the V50 shares underpinnings with the Ford Focus, it’s stable and sure-footed anyway. Unfortunately, the steering feels a little numb. Still, the Volvo is composed in bends, and despite its large 18-inch alloy wheels, the V50’s ride is impressive. Combine this with the brand’s smooth Geartronic automatic transmission, and the estate is a soothing car to drive.

Although lower-spec variants argu-ably make more sense than the top-of-the-range SE Sport, the revised V50 is a desirable family car. Overall, it’s a solid alternative to contenders from the likes of Honda, Saab and BMW.

But it’s not cheap. If you want your Volvo with as much equipment as the option-laden model here, you will have to spend £30,240! It’s not difficult to find cheaper alternatives with more tempting prices.

Kia Cee'd SW 2.0 CRDi GS sprouts a load lugger in the shape of the SW-badged estate version

The Kia Cee’d is growing fast. In addition to the five-door hatchback already on sale, an exciting three-door model will reach UK showrooms later this year, and there’s a convertible due in 2008, too.

But if you’re in need of a practical holdall, the company has another var­iant to suit you. Called the SW, it’s the new Cee’d estate, and it hits British dealers in September.

Auto Express drove one of the first examples in Korea in Issue 962, and gave it the thumbs up. Now the newcomer has arrived in Europe, has it got what it takes to beat established load-luggers from Ford and Vauxhall?

Well, the SW is certainly distinctive. Designed in Germany and built in Slo­vakia, the new estate features a sleek tail with a neat cut through the rear windows, similar to those on Peugeot’s 407 SW. And with some chunky, silver-painted roof bars, it looks the part.
At 4.5 metres, the Cee’d SW is 235mm longer than the five-door. The extra length has been added behind the rear seats. So, although there’s no additional legroom in the back and only a little more headroom, luggage capacity measures 534 litres – nearly 200 litres more than the hatchback.

The seats split 60: 40 and fold completely flat, giving a maximum space of 1,664 litres, which beats the estate versions of the Ford Focus and Vaux­hall Astra. But the SW isn’t simply big. The bootlid hinges have been positioned as far into the roof as possible, which makes the opening enormous.
Add in minimal wheelarch intrusion and a low loading lip, and it’s easy to get large items into the back. Even if you’re not carrying anything bulky, the SW is still brilliantly practical, as there are handy storage trays underneath the boot floor and lots of hooks. A big cargo net is included, and there’s a 12V power point, too.

Up front, the cabin is unchanged from the five-door’s, which means there’s a reach and rake-adjustable steering wheel, a well built, logically laid-out dashboard and a USB connection for an MP3 player on the centre console. From base S through LS to top GS trim, all models get air-conditioning as standard.

Three 1.6-litre engines – a 120bhp petrol, plus 89bhp and 113bhp diesels – will be available from September. Our test car had a 138bhp 2.0-litre oil burner that is likely to arrive in March. It provides punchy acceleration, is frugal and produces only 154g/km of CO2. Most buyers will be happy with the 113bhp 1.6-litre diesel, though.

On the move, the Cee’d SW has one obvious weakness. Engineers have stiffened the estate’s rear end to cope with extra loads, and this, combined with the already firm suspension set-up, means it’s not the most comfortable car over uneven surfaces.However, the trade-off for this is good body control, and with accurate steering, the SW feels agile, if ultimately not that much fun. It’s a dec­ent long-distance car, with supportive seats and hardly any road or engine noise making it into the cabin.

So has Kia got a winner on its hands? When you factor in a starting price of around £12,500 for the base S model and a seven-year warranty, the answer has to be yes. The SW is a spacious, practical and well thought-out estate car that’s a worthy addition to the Cee’d range.Rival: Ford Focus 2.0 ZetecThe Focus is more fun to drive and has a higher-quality interior than the Cee’d. But when you look more closely, the Ford isn’t quite such a tempting package – its load area is much smaller and the price around £2,000 higher.

Lexus RX Getting Bigger And Seven-seat RX coming

Bigger is better at Lexus. Our exclusive picture shows that the next RX will be larger than the current model – and it could even be offered as a seven-seater for the first time.

Despite this, the Japanese firm is likely to take a conservative approach to the newcomer’s styling. It will feature swept-back headlamps and the trademark Lexus grille, while the distinctive curved roof of the existing car will also be retained. Our spy shot (below) shows that the replacement’s underpinnings are already being fine-tuned in a test mule wearing the current SUV’s body.
At first glance, it looks like any other RX, but close inspection reveals that the rear lights no longer sit flush with the bodywork. That’s because the panels have been widened to account for the new platform’s bigger dimensions. This added size could pave the way for an optional third row of seats, which would put the Lexus up against BMW’s X5 when it arrives in dealers in 2009.

The new 4x4 likely to debut at that year’s Tokyo Motor Show because, although the biggest market for the RX is the US, the model will be the first SUV in Japan to wear a Lexus badge. The current generation is called the Toyota Harrier in its home market.
[source: AutoExpress]

It's Ferrari's new 'Scud' missile

Ex-F1 champ Michael Schumacher's had a huge input into making Ferrari's latest missile.

When Ferrari’s latest Formula One-inspired supercar is unveiled at September’s Frankfurt Motor Show, you might recognise the man who pulls off the covers. His name is Michael Schumacher, and he’s had a big input into making his new F430 one of the prancing horse’s biggest-ever thrillers.

The ex-F1 world champ is the most qualified person to reveal what will probably become his next company car. Feast your eyes on the F430 Scu­deria, which is soon set to be Ferrari’s most hardcore V8 model.

Due to go on sale alongside the existing F430 Coupé and Spider, the newcomer follows in the tracks of the stripped-out 360 Challenge Stradale. However, while that was a last-of-the-line track-day special, the Scuderia debuts several new technologies.The mid-mounted V8 has been tuned to deliver an extra 20bhp, taking the total to a huge 503bhp. Acceleration is aided even further by a 100kg drop in kerbweight.
But there’s more to the Scuderia’s abilities than straight-line speed. Engineers have adapted features from Ferrari flagships as well as the firm’s grand prix cars. The F1 Superfast automated manual gearbox has been improved to provide breathtakingly fast shifts; changes in the Scuderia take only 60 milliseconds – on a par with those in Ferrari’s 1999 F1 racer.

Other technological treats include reworked versions of the brand’s elec­tronic driver aids. The traction control now combines the E-Diff electronic differential and stability system in a single set-up. This gives the driver a greater degree of adjustability, with the option of disabling the traction control altogether, while leaving the oversteer correction on. Of course, the most extreme setting still allows all the gadgets to be disengaged.
To complement its enhanced driver appeal, the Scuderia gets plenty of styling extras, too. Unique wheels join the grey stripes running up the bonnet and over the roof, while new aerodynamic features at the rear add to the aggressive look while reducing lift. Inside, the stripped-out cabin boasts thin racing seats. Luxuries are sparse, although the designers have added a series of change-up lights in the top of the steering wheel.

The new model goes on sale here in right-hand-drive form at the end of the year. While prices have yet to be announced, there will be a substantial premium over the standard £122,775 F430 Coupé.

[source:http://www.autoexpress.co.uk]

2007 BMW Alpina B7

Our friend's mispronunciation of the legendary German tuner brand is rather surprising. He had just climbed from an Isuzu Vehicross, so he's obviously a connoisseur of important automobiles (well, rare ones anyway). But our 2007 BMW Alpina B7 had thrown him a backdoor curveball."

At first I didn't know what to make of it," he says. "But then I saw that Alpina badge and I knew it was something special."

B7 Not M7
It is something special. Packing a supercharger and 21-inch wheels and tires, the ultrahigh-performance BMW Alpina B7 is unlike any other BMW, including those developed by BMW M, the company's own in-house speed shop.

"It's sort of a limited-edition, factory-approved, tuner version of the 750i," we tell our friend. "BMW builds a 750i in its factory in Dingolfing, Germany, then ships it to Alpina's facility up the road in Buchloe, where it becomes a B7."

"So it's sorta like one of them Sayleen Mustangs," he says with remarkable insight. "Only German and way more expensive."

He's right. Saleen modifies Ford Mustangs for a living, but the United States government considers it a small manufacturer, and Alpina has the same status over in Deutschland.

"Yeah, kind of," we reply, "but you better make that way, way more expensive."The BMW Alpina B7 carries a base price of $115,695 and includes the interior and all the standard features of a 760Li including power sunshades and soft-close doors. But there are extra-cost options, and our test car has them all, including night vision and a rear-seat entertainment system. Toss in the $1,300 gas-guzzler tax and the B7's MSRP is a knee-buckling $124,480. Or approximately three Saleens.

"Wow," says our admirer. "Have you ever driven an Austin Martin or a Lamborghini Gayyardo?"

Alpina, the Story
You can't really blame our friend for his lack of exposure to Alpina. Although the tuner has been tweaking BMWs since 1961, the B7 is only the second Alpina-modified BMW ever offered in America. The first was the Roadster V8, a car based on the Z8 Roadster, and BMW imported only 450 of them in 2002-'03.

Alpina first made its name when it helped BMW develop the lightweight BMW 3.0 CS of the early 1970s, but the company's recent models have delivered very high levels of performance at moderate engine rpm and with an automatic transmission.

In other words, they contrast starkly with the machines developed by BMW M, which always feature high-revving engines backed by either a manual or sequential manual (SMG) transmissions.With the appearance of an AMG version of the new Mercedes-Benz S-Class, BMW has decided it needs a breathed-on 7 Series to keep pace, but an M7 has never been part of the company's portfolio and possibly never will. "For an ultraperformance version of the 7 Series, a platform that is defined by lavish luxury and generous interior space and offered only with an automatic transmission, something other than 'M' performance character was called for," BMW tells us.

Enter the boys from Buchloe and the blower.
Bolt on the Blower
The blower is a centrifugal supercharger bolted to the front of the B7's DOHC 4.4-liter V8. Although BMW fits its 750i with a 360-horsepower 4.8-liter V8, Alpina uses the smaller-displacement V8 used in this car's predecessor, the 745i. Alpina has also fortified the engine with a stronger bottom end, a lower 9.0:1 compression ratio and a new exhaust system.

The supercharger makes 12.0 psi of boost, which cranks up the engine's power peaks to 500 hp at 5,500 rpm and 516 pound-feet of torque at 4,250 rpm. That's up from 325 hp and 330 lb-ft of torque, so you should be considerably impressed. It's also 62 hp more than you get in the V12-powered 760Li.

Throttle response is a bit sluggish (probably due to that long intake tract), but all that grunt (along with the shorter final-drive ratio from the 760Li) is enough to make this the quickest 7 Series you can buy. Acceleration to 60 mph is accomplished in a neck-snapping 5.0 seconds flat, and the quarter-mile is covered in only 13.3 seconds at more than 108 mph. Wicked quick in anybody's book, and more than a second quicker to 60 mph than the last 750i we tested.

Sure, an M5 will eat its lunch in the quarter-mile, but the B7 nearly matches the M5's 0-60-mph run of 4.8 seconds. It's a real testament to the B7's serious bottom-end torque, especially when you realize the B7 weighs 4,704 pounds — 700 more than an M5.

So the blower works, but it does its thing incognito. Blower whine is not part of the B7's soundtrack. Instead, its big V8 supplies its endless amounts of torque with a deep V8 bellow — again in stark contrast to the high-pitched exhaust sound of an M engine.

Backing the beast is the same six-speed automatic used in a 750i, but Alpina has fitted it with Switch-Tronic, a manual-shift program controlled by buttons located on the back of the Alpina steering wheel. The buttons work well enough, but the B7's transmission is not this car's finest piece. Aside from the fact that it makes every start from a stop in 2nd gear, we find it annoying that the transmission doesn't hold gears in manual mode nor does it match revs when downshifted. If the B7's engine might be ranked a 9.5, its transmission is just a 5.
Ridin' in Style
Alpina does, however, get the B7's suspension just right. The combination of firmer suspension calibration and 21-inch wheels and tires sounds like a recipe for a teeth-chattering ride. But it isn't. The B7's ride is certainly on the firm side of the luxury sedan envelope, but it's remarkably smooth and compliant.

By the way, the design of these 21-inch radial-spoke rims is an Alpina signature. It features 20 slender spokes and mimics a design Alpina has used on every one of its models since the BMW 3.0 CS of the early '70s. And those 21-inch Michelins, well, they cost $550 apiece to replace. How do we know? Don't worry about it. Just keep the B7's stability control on or be ready to write a large check to your local tire shop.

Although the wheels are what everyone notices first about the B7, the sizable rear spoiler and the other tweaks to the look of this 7 Series don't exactly go unnoticed. Meanwhile, the interior additions are more subtle. Along with the three-spoke steering wheel, Alpina adds only badging and a new instrument cluster with a 200-mph speedometer.

Steering feel is exceptional and the factory-installed Active Roll Stabilization system keeps body roll in check. The B7's balance and overall grip is impressive. This very large, very heavy sedan generated 0.85g on our skid pad and blazed through our slalom at almost 69 mph. In other words, it handles as well as an M5, but with a much more agreeable ride.

The B7 also stops like an M5, hauling down from 60 mph in just 114 feet with absolutely zero fade after three hard stops. Again, this car weighs 4,704 pounds. Unbelievable. Alpina has accomplished this by fitting the brakes from the 760i — a model only sold in European markets — that feature rotors that are 1 inch larger in diameter.
It's a Hit
BMW calling in Alpina on this one is like a scene from The Sopranos. Remember when Tony tells Silvio to call in "some friends of ours from out of state?" You know, to take care of the thing with the guy. Why get the dirt under your own fingernails?

Did Alpina make the hit? Fahgeddaboudit, the 2007 BMW Alpina B7 is one of the finest and fastest sedans ever. It's just what the doctor (make that the Beverly Hills plastic surgeon) ordered to help BMW fight off the S63s and S8s of the world.If you buy one, just be prepared to educate the Vehicross contingent.

[source:http://www.edmunds.com]