BMW 3 Series Performance

BMW Performance 3 Series. After releasing the video of the new accessory pack, (see it here!)the German company has also released the first details and image of the new BMW Performance 3 Series that comes for both the sedan and Touring versions. The BMW Performance 3 Series features a new aerodynami [...]

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BMW M3 Leather Edition tuning by Zwickenpflug

The BMW M3 Leather Edition upgrade package is offered by a tuner named Zwickenpflug from Murnau, Germany. The more we live, the more we learn. Today we discovered that there's a tuning firm in Germany called Zwickenpflug - not the best name-choice for an international career. The [...]

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The new BMW Z4 officially unveiled

After last week we saw two leaked photos of the new BMW Z4, this weekend, the German carmaker officially unveiled their new sports car. When it will go on sale, the new Z4 will be available with three engines, an entry level 2.5 liter developing 204hp (152 kW) and 250Nm (184 lb-ft) of torque, a 3.0 liter (258hp (192 kW) 3-liter engine with 210Nm (228 lb-ft) of torque) and a top of the line 3.0-litre twin-turbocharged unit that delivers 306hp (228 kW) and 400Nm (295 lb-ft) of torque and takes the Z4 from 0 to 100 km/h (62 mph) in 5.2 seconds. A premiere for the Z Series is the use of a new retractable hard-top, which opens and closes in 20 seconds. Of course, this means that the car is heavier, but to deal with that, BMW has fitted the Z4 with an Adaptive M Suspension system (ride height can be raised/lowered by 10 mm with three configurations available), plus the Drive Dynamic Control function, available for the first time on the Z4. The new BMW Z4 will make its world debut at next month's Detroit Motor Show, when BMW will also probably announced the dates when the car will go on sale. Check out more photos and a video after the jump. Photo Gallery: The new BMW Z4

 

BMW Created New Z4 is an Art Car of a different kind - Painting Dynamics

MULGRAVE, Australia – December 19, 2008: Imagine a canvas nearly as large as a football field. On it bold, swirling shapes in primary colors like red, yellow and blue. As the eye uncovers the rhythm of the lines, curves, circles and color splotches, something else is revealed: these forms must have been created by tire treads! A work of art like no other, created by an artist like no other – the new BMW Z4 Roadster.

 

First Look: 2010 Porsche Panamera

For Porsche, the Porsche 911 has been both a blessing, and a curse. A blessing in that it has seems to have transcended the usual automotive evolutionary process; a curse in that the car still, in many ways, defines the entire company. Porsche has attempted to break the mold numerous times over the past three decades -- remember the 928, and the 924/944/968? But until the Boxster -- a clever product development by former R&D chief Horst Marchart that delivered two cars (the 996 edition 911 and the Boxster) -- Porsche remained in the thrall of the 911. Today, Porsche still fields a line-up of cars that is 75% rear-engined. Which makes the new Panamera -- a front engined, four door sports Porsche -- a bold move, despite the success of the Cayenne SUV. When it hits the market next year, the Panamera will be fighting a two-front battle against the Aston Martin Rapide from the north and more than likely Lamborghini Estoque from the south in a few years' time (though Lambo boss Stefan Winkelmann insists the car has yet to be given the green light). The four door sports car category is brand new, but already the field is getting crowded. You need to understand two important things about the Panamera's development. First, Porsche boss Wendelin Wiedeking, who's 6ft 2 in., insisted he had to be able to sit comfortably in the back seat. Second, it had to look like a Porsche. Those two facts drove the entire program -- and are the reason why the Panamera looks slightly awkward in profile. The top-end Panamera-variants will do battle with upper crust four-door coupes like the Aston Martin Rapide At 195.7 in., the Panamera is longer than a Cayenne by 6.9 inches and almost the exact same width at 76 inches to the Cayenne's 75.9. It's no SUV though, standing only 55.8 inches tall. Porsche hasn't released the Panamera's weight, but despite its dimensions, insiders insist extensive use of materials such as aluminum and magnesium mean the car will be among the lightest large four doors in the business. Performance will be impressive, thanks to a line up of direct injection engines derived from those used in the Cayenne SUV. Base engine will be a 300hp, 3.6-liter V-6. The volume selling version in the U.S. is expected to be the 400hp, 4.8-liter naturally aspirated V-8. Power junkies will be lining up for the V-8 Turbo, which will boast 500hp. Despite their outputs and performance, all the Panameras will be significantly more fuel efficient than similarly powered S-Class Mercedes or BMW 7 series sedans, insiders claim. [source:MotorTrend]

 

BMW Coupe Range (2008)

Family photo shoot of the BMW Coupe Range Contains: BMW X6 BMW 6-Series Coupe BMW Z4 Coupe BMW 3-Series Coupe BMW 1-Series Coupe You can download full photo gallery(42 wallpapers)right HERE>>>DOWNLOAD PICTURES

 

AC Schnitzer BMW M3 Cabrio (2008)

Photo gallery with 7 wallpapers is available for download here>>>>>>>>>>>>>>>>>>>>>>>>>DOWNLOAD PICTURES The sun shines, the wind's in your hair and the engine note in your ears: almost no other vehicle on the road evokes such untrammelled emotions as the BMW M3 Convertible. Especially when the road leads via AC Schnitzer in Aachen. The 309 kW / 420 HP V8 engine is (as yet) untouched, but in the end, extra sporting performance can be achieved in a different way, as suspension guru Manfred Wollgarten knows: "With our racing suspension set up on the North Loop, we've thoroughly mastered the physics of driving". The car is an out-and-out eyecatcher from the outside: with its new front skirt and strictly rectangular segments of the chromed grille insert, the vehicle has a strong, muscular look. The sporting presence is further underlined by the carbon spoiler lip with optional aluminium braces. The power dome on the bonnet hints at the powerful 4.0 litre V8. It is flanked by two AC Schnitzer Bonnet Vents, which emit a greedy intake howl during driving. At the sides, the open-air sports car shows its muscles in the form of flexibly moulded side skirts which emphasise the wheelarches. The latter are perfectly filled by the 20" Type V lightweight forged rims. Their slender spokes give a clear view of the 8-pot high performance braking system by AC Schnitzer which mercilessly reins in the thrust when required. A deceleration performance which the AC Schnitzer BMW M3 Cabrio rarely needs for cornering, where it behaves totally neutrally. A carbon rear diffuser helps the vehicle hunker down to the asphalt. The perfect driving experience is rounded off by the acoustic qualities of the powerful vehicle, provided by the AC Schnitzer sports rear silencer with chromed tailpipes in "Racing" design. The sonorous note of the cabrio is heard at its best in narrow road tunnels. If only the sun would shine a bit more often there! And naturally AC Schnitzer maintains the motorsport atmosphere in the driver's workplace, with attractive and ergonomically designed aluminium elements for the gear knob and handbrake handle, pedals and i-Drive controller. A carbon interior trim and sports airbag steering wheels are available on request, together with velours mats.

 

AC Schnitzer BMW X5 Falcon (2008)

Picture gallery(13 wallpapers)of this BMW X5 Falcon is available for download right here>>>>>>>>>>>>>>>>DOWNLOAD PICTURES The falcon has always been a born fighter, the bird of warriors and a status symbol of the mighty and powerful. The peregrine falcon, with a dive speed of more than 200 km/h, is the fastest bird in the world. With its broad "wings" the AC Schnitzer BMW X5 Falcon also presents a majestic aura. The new widening kit for the front and rear wings perfectly harmonises with the existing accessory range. While other cars rely on puffed-up looks the AC Schnitzer BMW X5 Falcon has a lot of power under the hardened plumage: the 3.0 litre diesel engine, which as standard delivers 210 kW and 286 HP, has been electronically upgraded by AC Schnitzer to give an impressive 228 kW/310 HP. The maximum torque has also risen from 580 to 680 Nm. Behind the perfectly integrated, chromed tailpipe trims in "Racing" style - in the form of a horizontal figure of eight - lies the sonorous exhaust system with two sports rear silencers of V2A special steel. Suspension Technology With subtle lowering thanks to the new suspension kit, AC Schnitzer has given the BMW X5 Falcon impressive manoeuvrability of a level which is scarcely believable from such a mighty vehicle. Just like its natural namesake, famous for being able to change its direction in flight in a flash. So it's no surprise that the elegant falcon has virtually no natural predators. Body Work The new widening kit for the front and rear wings - as already mentioned - perfectly harmonises with the existing accessory range from the Aachen-based tuner. Especially in combination with the front skirt element with its spoiler corners and indicated drive-under protection, at first sight it gives the SUV the supremely confident aura of the fighter. The image of the "bird of prey" has been further emphasised by Designer Michele Viandante by the two triangular metal-rimmed air intakes in the bonnet. And faced with the imposing rear end, who would dare to get too close to the AC Schnitzer BMW X5 Falcon? With its strong contours, the AC Schnitzer spoiler skirt has a muscular, masculine appearance. Interior The occupants of the AC Schnitzer BMW X5 Falcon however notice the performance from a different aspect. The interior range from AC Schnitzer includes not only a 3-spoke sports airbag steering wheel and aluminium pedal set, but also numerous decor elements in carbon or aluminium. The Aachen-based tuner has even designed a new i-Drive controller. In the end, AC Schnitzer always has an eye for attractive details.

 

Alpina BMW D3 Bi-Turbo Coupe (2008)

The new Diesel Bi-Turbo continues the Alpina BMW D3 success story begun in 2006 by the popular 200 HP (147 kW) Alpina sport-diesel model, with over 850 units sold since its inception. It is a most passable answer to the low emissions and consumption discussions of current times, and dovetails perfectly with of out-of-hand fuel prices. The designation "D" unmistakably indicates the diesel powerplants in the Alpina family. "D" especially stands for dynamism. The new D3 Bi-Turbo, celebrating its world debut at the 2008 GENEVA Salon d'Automobile - with 214 HP/211 bhp (157 kW) @ 4,100 rpm - is an exceptionally powerful and unusually high-revving diesel. Lastly, the "D" on the Alpina BMW D3 Bi-Turbo stands for the German "Drehmoment" or torque, which the D3 has in spades. At 450 Nm (332 lbs-ft) of torque from 2,000 to 2,500 rpm, the 2.0-litre, four-cylinder D3 is operating in V8 engine territory, or amongst large-displacement six-cylinder diesel engines. With the purchase of a D3 Bi-Turbo, an Alpina customer owns an engine transmission combination that is a rare and fine delicacy when measured against its diesel competitors. The elegant manner in which the power is delivered can be further augmented with the optional SWITCH-TRONIC automatic transmission. Developed by ZF and Alpina in partnership, this sport-automatic is operated via three driving modes: D, S and M. Depending on the driver's mood, he or she may let the transmission shift automatically, or shift manually using buttons on the back of the steering wheel. This affords the broadest spectrum of driving fascination. The D3 Diesel Technology The D3 Bi-Turbo's basis is derived from the BMW 2.0-litre, four-cylinder, turbo-charged diesel engine with a block entirely of aluminium. The highpressure, 2000 bar Bosch-Common Rail system ensures high efficiency by means of utilising Piezo injectors. Two differently-sized exhaust-driven turbo-chargers breathe on the D3 Bi-Turbo. The smaller of the two chargers begins to operate right from tick-over and helps the four-cylinder yield an impressive 400 Nm (295 lbs-ft) of torque at a mere 1,500 rpm. Peak torque of 450 Nm ( 332 lbs-ft) is reached at 2,000 rpm. From about 3,000 rpm onward, the second, larger turbo-charger, is then fully on line and drives the engine to its peak performance of 214 horsepower (211 bhp, 157 kW). Thanks to extensive development work, optimal turbo-charger mapping and the fuel injection system, the new D3 Bi-Turbo allows revs up to 5,200 rpm, where most diesel aggregates today stop at 4,500 rpm. The base engine's configuration, as developed by BMW engineers in Steyr, provides the potential to make the Alpina BMW D3 Bi-Turbo's immensely high specific output of 107 horsepower per litre possible. The Efficient Transfer of Power The standard six-speed manual gearbox allows the driver to not only test the 5,200 rpm redline, but also to enjoy the driving experience in a way previously unknown to a diesel. Coupled with carefully-calibrated gear spacing, the broad useable torque curve makes possible an unusually lightfooted form of forward progress, especially on winding country lanes. At the request of many customers, one can now enjoy the D3 Bi-Turbo with the optional SWITCH-TRONIC. This classic combination of plenty of torque and an automatic transmission, offers the driver a high degree of flexibility. Using the normal "D" Drive mode, the SWITCH-TRONIC shifts into the next gear most comfortably and almost unnoticed by the driver. "D" mode uses the engine's impressive torque, allowing a driving style that's very economical. In "S" mode, the up-shifts are later in the rev range, and quicker. This provides for the kind of driving characteristics that to date were only to be found in strong petrol engines. The D3 Bi-Turbo only really becomes the perfect "Sport Diesel" though, when the driver shifts manually using the shift buttons on the back of the steering wheel. Lightning-quick shifts are the order of the day - even the best drivers can't shift any quicker than themselves. This reveals itself in impressive performance numbers for both transmissions The manual D3 Coupé reaches 100 km/h [62 mph] in 6.9 seconds (automatic 7.0 sec), with a top speed of 244 km/h [152 mph]. Especially in light of the current CO2 discourse, the Alpina BMW D3 Bi-Turbo Coupe's fuel economy figures for the EU combined cycle of 5,4 (5,6) l/100 km [52.3 Imp. gal (50.4)] and resultant CO2 emissions of only 143 (148) g/km, reveal Alpina's efforts regarding highest fuel efficiency. In addition, all measures to reduce consumption and CO2 emissions used in the base BMW model were carried over into the D3, such as the automatic Start-Stop function on models with manual transmissions. High-mileage drivers and business users appreciate the resulting range: depending on driving style, up to 1,000 km (600 miles) are the norm. Alpina Suspension, Tyres & Wheels The Alpina BMW D3 Bi-Turbo Coupe uses suspension technology quite similar to the Alpina BMW B3 Bi-Turbo, an automobile whose suspension and chassis set-up has received rave reviews from the press. The BMW 3-Series Coupe's high chassis rigidity and five-arm rear suspension provided Alpina great potential for the highest levels of driving dynamics. The strut/spring calibration is fittingly sporty, matching the D3's character. Thanks to the low kerb weight, extraordinarily agile handling has been achieved, exhibiting itself in the form of excellent handling, all the way to the limit. The standard tyres and weight-optimised 18" Alpina CLASSIC light-alloy wheels can be up-graded with an optional 19" wheel/tyre combination, available in either Alpina CLASSIC or DYNAMIC wheel design. The interplay of 245/40 ZR18 front tyres and 265/40 ZR18 rear tyres, riding on 8x18" front and 9x18" rear wheels, yields outstandingly exact handling. The key is Alpina's choice not to use the heavy Run-Flat tyre technology, for reasons of weight and comfort. In Conclusion Alpina typical interior and exterior design cues demonstrate the Alpin BMW D3 Bi-Turbo Coupe's individuality and elegance. Attractive light-alloy wheels, an instrument cluster with blue dials, and a leather sports steering wheel with Alpina emblem and multi-functionality (automatic tranmission) are standard on the D3 Bi-Turbo. The front spoiler minimises lift and underscores the Coupé's aesthetic lines, which can be augmented further with an optional rear spoiler. Initially offered as a Coupé, the D3 will also be available as a Saloon and Touring in Autumn 2008. With the advent of the new-generation D3, Alpina furthers the previous model's success. Technical specifications 2,0 litre four-cylinder with two turbo-charger Horsepower: 214 HP [211 bhp, 157 kW] Peak Torque: 450 Nm [332 lbs-ft] @ 2,000-2,500 rpm Acceleration: 0-100 km/h in 6.9 seconds Top Speed: 244 km/h [152 mph] EU-consumption - manual (automatic) combined 5.4 (5.6) l/100 km [52.3 (50.4) Imp. mpg] extra-urban 4.6 (4.5) l/100 km [61.4 (62.7) mpg] urban 6.7 (7.5) l/100 km [42.2 (37.7) mpg] CO2 emission: 143 (148) g/km

 

2008 BMW M3 Sedan

The new M3 follows in the footsteps of its predecessors by being the ultimate high-performance upgrade to the already-excellent BMW 3-series line-up. If you want the best of the best in a car with a less-than-six-digit price tag, the M3 continues to be that car. Where the newest M3 departs from the path is in the source of its power: rather than hotting up the BMW straight-six engine, as in the older M3s, this version installs a downsized V8 version of the BMW V10 engine, which is not only more powerful than the previous M3 engine, but lighter to boot. Rated at 414 horsepower, the engine revs easily to an 8400 rpm redline, so the 295 foot-pounds of torque is more than enough to take the car from zero to 60 in a claimed 4.7 seconds. We didn't have a stopwatch, professional driver, or closed course but found no reason to doubt that claim. In our week-long test, we drove the sedan version – four doors and no carbon-fiber roof – with a straight-up six-speed manual transmission. It didn't have the Technology Package or navigation system, which also meant no iDrive knob to contend with. The M3, like the rest of the 3-Series line, received some minor changes for 2009. We'll be sure to test a 2009 as soon as they become available. What's it up against? It isn't so much what the M3 is up against, since it has been the benchmark for medium-priced four-passenger performance cars for over two decades. Instead, the question more properly is: what currently is trying to knock the M3 sedan off the top of the hill? Looking at the question from that perspective, some of the standard suspects include the Audi S4, Lexus IS-F and, of course, the fantastic Mercedes-Benz C63 AMG, which we tested earlier this year. Any breakthroughs? There's no question that the big breakthrough on the new M3 is that incredible four-liter, V8 engine with double Vanos variable valve-timing technology that enables the car to meet emissions requirements while delivering incredible performance. Don't be deceived by the relatively low torque rating. This engine gives the car an almost schizophrenic personality. At low rpm, it's capable of loafing quietly in traffic like a Toyota Avalon. But if you get an open stretch of highway or clear track ahead, downshift, prod the accelerator and watch the tach swing up to wow or redline, whichever comes first. The g-forces will put a grin on your face. You're not going to average much better than 16 mpg in mixed use driving in the M3. That means you'll have to fork over $1,300 to at purchase to keep the car out of gas guzzler jail. But at this echelon, that's probably not a major factor for most buyers. The only optional equipment on our test car was three-level electronic damping control lined up on the console with the on-off switches that control the electronic throttle and steering response and the dynamic stability control. That is all the control you need to drive it like that Avalon when chauffeuring your wife's maiden aunt, or put it into taut tail-out drifts when track conditions permit. Sure, the optional Technology Package would allow multiple-screen graphical control of engine, throttle, shocks, and stability control response but, except for owners with the skills to test for a professional racing team, we suspect the benefits of this additional flexibility are more likely to be realized in chat room arguments than on the track. How does it look? The M3 in its sedan guise is a worthy successor to earlier BMW performance sedans, managing to convey its power in subtle ways that the initiated will recognize, while not screaming "track rat" to the world at large. Doors, fenders, and roof line are common to other 3-Series cars, but a subtle bulge in the bonnet, flanked by two functional vents, provide clues to the V8 lurking underneath. In addition, the lower front fascia is pure M3, with its functional brake duct openings and black mesh oil cooler grille. There won't be any question when a driver sees that fascia in the rear-view mirror that it's time to give a passing signal, or move out of the fast lane. When the M3 does pass, the car doesn't make as much of an impression – the spoiler is almost invisible and the quad tail pipes could easily be those of a Honda or Toyota – but since it isn't likely to be in sight for very long, the rear quarter aesthetics don't really matter much. The optional 19-inch wheels with low-profile tires on our test car did look pretty trick against the dark blue paint, but we wouldn't have been unhappy, nor would we have compromised handling performance, if the car came with the standard 18-inch wheels to reduce unsprung weight, and their slightly thicker tires to provide cushioning against deteriorating California freeways. And inside? Because BMW still spurns the very thought of any dashboard ornamentation – wouldn't want to distract the driver, after all – there isn't much to say about the view forward beyond paying respect to its functionality. Controls are neatly presented, and the white on black gauges, illuminated at night in soft submarine red, echo that straightforward design. We also liked the simplicity of the basic interior accessories. By avoiding the Techology Package, we were free of the extra screen stuck in the center of the dash board and the chrome knob competing with the gear shift for attention in the center console. Everything we needed was right there, and there was nothing that wasn't necessary. Another design element we appreciated is that BMW has become more liberal in recent years in trim choices for its pure-performance automobiles. The rich Interlagos Blue metallic paint of our sedan was nicely complimented with Bamboo Beige leather, while we noticed other M3s at the press launch with lighter exterior colors counterpointed by deep red and butterscotch interiors. We suppose one could elect black on black, but why should the car look so restrained just to emphasize its performance capabilities? Here's another point where we depart from the conventional wisdom of high-performance: A four-door sedan is a more practical package for an automobile than a coupe. If you aren't going to use your performance car for anything other than personal errands and track entertainment, then why not go all the way and buy a two-seat roadster? In our view, the sedan is ideal, making it convenient to use to stow packages, dry cleaning, or whatever, even when you're not hauling more than one other passenger. Certainly performance isn't going to suffer. In our week with this car we found any number of reasons to be grateful that BMW has returned to making a four-door sedan (BMW did offer a four-door M3 in 1997 and 1998). Rear seat space wasn't overwhelming, but then no one expects that a car with a bulge in the hood is going to double as a limousine. Nevertheless, our rear seat passengers had no complaints during evenings out in town. But does it go? With the M3's well-earned reputation, it almost seems silly to ask "does it go?" You better believe it does. With each generation, M3 power and responsiveness has improved, and handling and braking capabilities have kept pace. We could describe the feeling of taking the car out on a country road for a little fun, or what it felt like to drive the coupe version at Laguna Seca, but Mark Elias did that well in his review in February. Instead, what we'd like to note is the comparison to some of the new cars that are coming out now. All-wheel drive, electronically controlled "sway bars" that modulate the shock absorbers to keep the car level in corners, and variable torque controls do deliver results if all you care about is how fast you can get around the corner or around the track, and don't care to invest any time actually learning to drive a high-performance car. For us, the appeal of the M3, especially in the manual-transmission version without the high-tech handling controls, is that it is becoming almost retro, with more in common with a vintage race car than with much of the other automotive magic being introduced today. Sure the car is a little tightly-wound in everyday use, but that's like a wink and a nod to what we could be doing, if we weren't going to the grocery store or office. Why you would buy it: The M3 is still king of the hill in mid-priced performance automobiles, and the basic sedan package with manual transmission is a perfect way to enjoy the capability of the new V8 engine without buying or paying for any more than you need. Why you wouldn't: If the enjoyment of high-performance driving isn't number one on your priority list, there are lots of other BMWs, or even other sedans, that will give you the same feeling of quality without compromising on ride comfort. What we drove: base price: $53,800. As tested: $61,450. Interlagos Metallic paint, $475; Cold weather package, $1,000; Premium package, $1,900; 19" alloy wheels, $1,200; Electronic damping control, $1,000; Gas guzzler tax, $1,300; Destination and handling, $775.

 

2009 Mazda RX-8 R3

Slicing through traffic on West Palm Beach's Okeechobee Boulevard while trying to avoid the blue-haired seniors in their Avalons, as well as the landscape contractors in their F250 pickups, is a high-art form in Mazda's flagship RX-8 R3. Our deep blue example attracts almost no attention except for those glancing up when hearing the high-pitched squeal emanating from the dual chrome-tipped exhausts. Is the RX-8, successor to the RX-7, a car whose time has come and gone or is it still a viable alternative to the other players in this niche? We'll take a look and see how this man/child of a vehicle adds up. A differently executed four-door coupe with a pair of supplemental ("don't call them suicide") doors in the rear to allow temporary access to little people or contortionists, who don't mind the "knees in the chest style of seating." It is a novel approach that manages to move away from the two-seater format of the RX-7 model that preceded it. It's also a sports car with a not-too-shabby reputation for great handling. Competitors to the RX-8 include the BMW 128i, Nissan 350Z, Infiniti G37, and Mitsubishi Eclipse. If you squint hard enough, maybe you could squeeze in an Audi TT, too. Not a new breakthrough, but something that virtually no other car has: The Renesis rotary engine. Similar in type to the original rotary engine as seen in various RX-7 models, it is compact enough to sit back in the car to the point where Mazda engineers have been able to achieve a 50/50 weight distribution. That type of weight distribution equals great handling. Based on our time with the RX8, we'd have to agree. Weird. That's it in a nutshell. An aggressive stance, lent to it by large arched front fenders that appear rather pronounced from the side, but relatively subdued from the front. If Zoom-Zoom had a face, it's probably the one you see looking at the newly refreshed RX-8's front end. With the Xenon headlights mimicking eyes, and the main under bumper intake grille as the mouth, the face is nearly complete. From behind the front wheels, mild ground effects wrap the rocker panels. The RX8 is a long car; it bears a passing resemblance to a long wheelbase sports car, but the use of a blacked-out B-pillar helps to minimize that feature. Bulging rear fenders lead to the rear bumper where the fascia ties things all back together again. The RX-8's interior is all business to start with. The triangle shape of the rotary engine's rotor is carried over into the cockpit as the shape atop the short throw shift knob. Baseball stitching adds a red accent to the leather-covered steering wheel and e-brake handle. The addition of the R3 performance package brings several new features including Bluetooth, a nine-speaker Bose Surround System and a pair of Recaro seats with leather side bolsters. About that audio system: We wished the controls were more intuitive and easier to use than they turned out to be. While picking nits, let's discuss the Recaros. We have sat in many different variations of Recaro sport seats through the years. We have loved most of them. But the seats in this RX-8 R3 are not for the corn-fed, or those who are broad of back. The RX8 is gifted with a more powerful version of the Renesis engine than models sold prior to 2006. The 1.3-liter 2-rotor engine is sold in two versions contingent on which model and transmission you choose. Buy the RX-8 with an automatic tranny, and you'll get a Renesis with 212-horsepower. But when you opt for the RX-8 R3 with its standard six-speed, you are rewarded with 232-horsepower and 159 lb-ft of torque, which arrives at 5,500 rpm. All the better to push the 3084-pound RX-8 around with. The Renesis engine is a high-revver with a 9,000-rpm redline. The trouble is that it has a rather thin power band that doesn't realize its maximum horsepower output until nearly 8,500 rpm. As a result you end up running at a high rpm, making the "Fast and Furious" exhaust note that goes with putting your foot in it. The six-speed manual that gets you up to speed is one of the best that we've driven, and the single-plate clutch makes it all the easier to do so. Despite the high-revving nature of the RX-8, it is not really a speed demon of a sports car, and you may find yourself on the losing end of a stoplight drag smack down. Take it to the twisties to experience where and how the RX-8 really shines. With the 50/50 weight distribution and the double wishbones up front trailed by the multi-link suspension in the rear of the unibodied RX-8, this rotary rocket is one of the best at cutting the apex of a tight turn. Mazda has seen fit to tighten up the stiffness in the body by the addition of a strut tower brace on top and anti-sway bars down below. The rack and pinion steering with direct-drive electronic assist help the Mazda to track true through the turns and supply good feedback to the driver. Even more feedback can be had if you turn off the Dynamic Stability Control and Traction Control by its dashboard-mounted switch. Putting the RX8's power to the ground are R3-specific 19-inch forged alloys in a gunmetal metallic, which are covered with 225/40 R19s all around. With an EPA mileage rating of 16 mpg city and 22 mpg hwy, we would call the RX8 R3's mileage fairy average, an inherent downside to the rotary engine. You would like the most "British-handling" of all Japanese sports cars available on the market today. That, and a certain cache of owning a car that you won't see on every block in the neighborhood. The shape. The power. The hum of the high-pitched rotary. 2009 Mazda RX-8 R3 base price, $31,930. As tested, $33,010. Sirius Satellite Radio, $430; Destination, $650.

 

2008 BMW 6 Series Coupe

Vehicle Summary: 2008 BMW 6 Series Coupe The opulent and agile BMW 6 Series Coupe delivers strong acceleration via a powerful 4.8-liter V8 engine. All that power can be mated to a choice of three transmissions: a six-speed manual, a traditional automatic or the automaker's auto/manual-hybrid, called a Sequential Manual Gearbox. The BMW 6 Series Coupe is stylish and well equipped and offers plenty of comfort, at least for front-seat passengers. Rear legroom is nonexistent. Like other BMWs, it also remains saddled with the automaker's confounding iDrive system, which combines various dashboard controls into a single console-mounted knob. 2008 BMW 6 Series Coupe 650i Power and Performance Engine : 4.8L V-8 32 valve DOHC SMPI Horsepower : 360hp @ 6,300RPM Torque : 360 lb.-ft. @ 3,400RPM Transmission : 6-spd manual w/overdrive Drive Type : Rear-wheel drive zero Axle Ratio : 3.46 axle ratio notzeroz 0-60 mph : 5.3 seconds zero 1/4 mile time : 13.8 seconds notzeroz 1/4 mile speed : 103 mph zero Power to weight ratio : 10.6 lb/hp notzeroz Lateral acceleration (g) : .9 zero Slalom speed : 61 mph notzeroz Miles per gallon (city/hwy) : 15/22 zero Payload : 838lbs (380kg) notzeroz Dimensions Seating capacity : 4 Curb weight : 3,814lbs (1,730kg) Wheelbase : 2,779mm (109.4") Exterior length : 4,831mm (190.2") Exterior body width : 1,854mm (73.0") Exterior height : 1,374mm (54.1") Front headroom : 955mm (37.6") Rear headroom : 904mm (35.6") Front legroom : 1,067mm (42.0") Rear legroom : 765mm (30.1") Cargo interior volume : 368L (13.0 cu.ft.) Active and Passive Safety Braking System : 4-wheel anti-lock brakes (ABS) Ignition Security : Ignition disable Driver front impact airbag : Standard Passenger front impact airbag : Standard Driver side impact airbag : Standard Passenger side impact airbag : Standard Overhead airbag : Standard Traction control : ABS and driveline Brake assist : Standard Lane departure warning : Optional Comfort and Convenience Features Air Conditioning : Dual zone front automatic air conditioning Radio : AM/FM/Satellite Door Locks : Power with 2 stage unlock door locks Steering Wheel : Telescoping steering

 

Age Soft Chairman shows off Manga Lambo, M5 and Stratos

Click above for gallery of Itasha supercars In Japan, Otaku are the rabid fans of anime who often take their passion to extremes. One way they show their affection is to pull their favorite characters out of the imaginary world and plant them on vehicles in the real world. The pain caused by leaving their fantasy lives to join mainstream life lends its name to the show vehicles on which these characters land, itasha. Itasha has become a huge fad in Japan, with shows around the country almost every weekend. Fans decorate their cars with custom paint jobs or vinyls that act as a tribute to their favorite movies, games and characters. One such Otaku happens to be a chairman of Age Soft software, creators of the game Total Eclipse, among others. At a recent Itasha show he brought along three of his favorite rides, all decked out with manga. That in itself might not seem so newsworthy, but when you hear what three cars he had done up in anime glory, you might be a bit shocked. Yoshida San showed up with his personal BMW M5, Lamborghini Gallardo and Lancia Stratos. Check out the gallery to see the madness for yourself. Click any image for a gallery of itasha, and follow the jump for an AOL video that explains itasha. Grazie per il tip, Francesco! Gallery: Manga supercars [Source: HobbyMedia.it]

 

Hamann tuning kit for the 2009 BMW X6

Hamann was among the first tuners to offer a personalization kit for the 2008 BMW X6 sports activity coupe. Now, after almost five months of work, German tuner presents a comprehensive tuning program for the 2009 BMW X6 xDrive30d and xDrvie35d versions of the car increasing their available power to 265hp / 600Nm and 320hp / 660Nm respectively. Engine upgrade kit for the V8 twin-turbo-powered xDrive50i will be revealed closer to the end of the year. Hamann tuning kit for the 2009 BMW X6

 

Spy Shots: Near Production BMW X6 Active Hybrid Spotted

The hybrid X6 will be a full, two-mode affair as previewed by the X6 Hybrid SUV concept at the 2007 Frankfurt Motor Show, and will make use of two electric motors powered by nickel metal hydride batteries. The configuration is said to deliver 20 percent better fuel economy, in part because it offers a fully electrically powered mode. The production car is likely to make its world debut at the 2009 North American International Auto Show in January. Scroll down below to read the spy photographer's own notes. BMW are in the final stages of testing with the X6 Active Hybrid. The X6 Active Hybrid will come with a Two-Mode-Hybrid-Concept, meaning two electric engines and a big nickel metal hydride battery. With this technology BMW is reporting to save about 20 percent of fuel and it's even possible to drive the car fully electric. The visual changes are very small; you really need to be a BMW fan to notice the differences but here is a tip, check out the bulge on the engine hood.  First introduced as an X6 Hybrid SUV Concept at the Frankfurt Car Show in 2007, the finished X6 Active Hybrid is expected to be unveiled at the Detroit Car Show in January 2009.

 

Porsche Boxter New Project

Porsche is preparing to piggyback VW and Audi's roadster project and build a baby Boxster, a car that could be a true successor to the 356. But this new model won't tread on the toes of any existing Porsches and production numbers will be capped to make this a highly desirable car. Our artist's impression reveals how the new Porsche could look. The first time we'll see anything official from this project will be at November's LA Auto Show, where VW will unveil its third design study of an affordable roadster, following on from the 2004 Concept R and the 2005 Eco-Racer. Just how is the project to build a baby Porsche going to work out? Between 1969 and 1976 VW and Porsche built and marketed just under 120,000 mid-engined 914 two-seaters. And in recent years various VW bosses have wanted to create a contemporary and affordable mid-engined sports car. First there was Bernd Pischetsrieder, the former BMW chairman who wanted a budget roadster along the lines of the Mk1 Lotus Elise. There was even talk of Lotus building the car for VW, but in the end no decision was made.

 

Sport car McLaren F1 has been sold for record $4,12 million usd

At RM Auctions for $4,12 million usd has been sold McLaren F1, let out in 1997. In spite of the fact that the British sport car has not broken a record established Ferrari GTO on the sum $28,5 million, it became the leader in cost McLaren F1, having shown the price in 4 times above, than it was at the given model more decades ago. McLaren F1 is equipped 6,1 l by the V-shaped 12-cylinder engine from BMW capacity of 627 h.p. at 7 400 turns/minutes In March, 1998 of supercar F1 has established a record of speed in 386 km/hour which has held on till February, 2005 while Swedish Koenigsegg CCR has not overcome a mark in 390 km/hour. At auction this McLaren F1 did not become the unique expensive car. On action also have been sold 1965 Ferrari 250 LM Berlinetta and 1959 Ferrari 250 GT Tour de France at the price of $3,67 million for everyone. Retro cars 1938 Horch 853 Special Roadster and 1938 Bugatti Type 57C Atalante have been sold for $1 836 697 and $1 075 140 accordingly.