BMW M4 review

 

The new nomenclature says BMW M4, but for many practical purposes you are able to put that to at least one side. This really is M division’s variant of BMW’s two-door 3-series, hitherto known as M3. The initial M3, the E30 of 1985, would be a homologation car created to permit BMW to reach Group A touring car racing. MattSaundersDeputy road test editorThe M4 is claimed to become proficient at sprinting from 0-62mph in 4. 3secUltimately, however, selling an M3 for an open road was more compelling than racing it. Later versions from the M3, for example the six-cylinder E36 (1992-1999 ) and E46 (2000-2006 ), were road cars first. 

Any racing activity came later and was secondary to development from the production model. The very first and, thus far, only eight-cylinder BMW M4 arrived in 2007, making way now to the current M3 / M4. There will be two things of note this point around. First is that the return of the six-cylinder engine – two more pots than to begin with M3 but two fewer compared to the just-departed version. Second is that the arrival of turbochargers to stay the ability output from the downsized engine appropriate for a brand new performance car. It follows a now-familiar formula : more powerful, faster, lighter, cleaner. 

Turbos aren’t renowned for supplying the type of instant engine response we’re designed to in M cars, however they do produce torque and increase engine efficiency, thereby lowering CO2 emissions – hence their adoption here. How both of these things will impact the BMW M4’s character, then, are the large questions. The ensuing review will supply the answers.

BMW M3 Convertible

 

 What‘s it? This is actually the alfresco version from the BMW M3 Convertible, this point having a folding metal roof set up from the previous model’s fabric one. The roof folds in 22 seconds, and performs the reverse manoeuvre in a similar time. Its structure and mechanism burdens the M3 having a not insignificant 230kg, which adds a split second to its 0-60mph time, although you are able to shave 0. 2 as a result by ordering the £2590 M-DCT, double-clutch seven speed transmission. Operating the roof is a straightforward case of pushing a switch, but mastering every facet of the new transmission is much more complicated. To the greatest simplicity you merely slide the gearlever sideways into drive and leave the transmission to conduct the rest. You are able to over-ride this either by pulling on perhaps one of the neat paddles behind the wheel, during which case it switches to manual, or flick the transmission sideways again to interact Sport, which is really a fully manual mode rather when compared to a lively version of Drive. But if you would like keener responses inside the fully automatic mode you’ll need the Drivelogic button, located just aft from the gearlever. This can be a rocker switch that lets you choose between five settings in Drive, all these the speed from the gearshift, the amount of throttle blipping on downchanges, the transmission’s willingness to hang onto gears, and it is eagerness to downshift. 

Basically, it gets more lively while you dial towards sport from comfort. In Sport, this same switch alters the speed of gearshifts and the amount of automatic throttle blipping, and likewise provides a further launch mode. What’s it like? Complicated, initially, and quick, in fact. Once you’re in third you’ll be struck by how rangey the car feels in its middle bunch of gears since the engine revs thus far, peak power arriving at 8300rpm. However the most noticeable thing of, if you’ve experienced BMW SMG transmissions in past years, could be that the annoying head nod you involuntarily perform every time there’s a gearchange, has largely been banished. Largely, because in its most aggressive setting there remains a short surge while you upshift on hard acceleration. Using the M3’s roof folded, you like a brand new degree of aural entertainment coming from the engine, whose creamily frenetic warble comes on you all the greater clearly coming from the quartet of exhausts. Apart coming from the obvious sunny-day primary attributes of a convertible, this has to become perhaps one of the major benefits of purchasing a drop-top BMW M3 Convertible. The trade-off, apart coming from the £4135 price premium, is its weight, which might doubtless be detectable back-to-back on the track, the extra mass fractionally diminishing the car’s agility. 

But in isolation this M3 Convertible is really a highly athletic beast, changing direction without hesitation and flaunting a cross-country fluency that may be a pleasure to exploit. That pleasure is merely faintly marred from the odd structural quake and quiver, using the removal from the M3’s roof inevitably weakening its shell. Nevertheless, this BMW M3 Convertible is 30 per cent stiffer using its metal roof closed compared to the previous fabric-roofed model. An issue mark still dances during the M3’s steering, which must be more feelsome all around the straightahead. And also the transmission? The surprise is regardless of the potential for seamless shifts that the double clutch transmission provides, this really is not always a jerk-free, quirk-free gearbox, albeit it’s an enormous improvement upon the SMG boxes. Actually, It‘s deliberately been configured to produce a driveline thump inside the sportiest modes, and much more seriously, it is very often slow upon the uptake when you’re moving off from rest. Sometimes you’ll think you’re driving a car by having an automated single plate clutch. And also the descent with the gears while you stop at traffic lights, say, Isn‘t completely smooth. But on the constructive side, the speed of their gearswitches, the extra ratio and it is magnificent downshift blips inside the sportiest settings are major appeals, as is that the convenience of paddle-shifting when you’re rushing a tightly twisty road. Should I buy one? Yes. The pleasures of hearing that V8 altogether its high octane, warbling glory aren‘t be dismissed lightly, and you also lose little from the M3's real-world performance due to additional weight. Undoubtedly, though, those who desire the best in dynamics will go to the closed roof option. And also the transmission? The performance-obsessed should note it helps make the M3 a quicker car, that you will get an additional gear (which makes it more economical, too ) which it provides another intriguing dimension of adjustment and fine-tuning. But this can be a sometimes quirky transmission, one that doesn‘t always do what you need it to – especially from rest – that sometimes jerks, shudders and displays less finesse when compared to a master from the manual gearshift would muster. It’s most likely a transmission whose appeal grows with familiarity, but some will like the simple purity of your respective classic manual transmission.

BMW M3 2007-2013 review

 

The BMW M3 carries possibly the foremost famous single-consonant, single-digit car name inside the world – but because a car wears the well-known badge it doesn’t mean it gains automatic access towards the league of superstars.

The BMW M3 name was born from the company’s motor racing activities, but on the way its reputation has endured a bumpy ride. Today it might be regarded like a de facto performance superstar, but there‘s lots of proof inside the car’s history to suggest the men and ladies from Munich haven’t always been in a position to hit the spot. MattPriorRoad test editorToday, the M3 can be regarded like a de facto performance superstarThe first ‘E30’ M3 was built in small numbers to legitimise its appearance at circuits world wide, but such was the popularity from the concept – high power, low mass and a little footprint on an open road – the company was forced to think about a replacement. One followed in 1993, then another in 2000, after which a fourth-generation M3, and that is what it is that we test here in coupe, saloon and convertible forms. Those with long memories will recall the 1993 3. 0-litre M3, the successor to the good original, was lambasted for being too soft and in possession of poor steering. Initial reports suggest that type E92 might again be too anodyne to carry out justice towards the BMW M3 2007-2013 badge.

Question is, what type of M3 is requried to be made by sale today, and it is it still worth buying with all-new, next-generation models now upon the not-so-distant horizon? BMW M3 2007-2013 review

BMW M3 Competition Pack

 

What‘s it? The high degree of bespoke content and also the low production amount of BMW M3 Competition Pack cars means they do not get altered loads during their heart cycle. So exactly what we have got here -­ forthcoming £100k GTS notwithstanding ­- can be as altered like the regular BMW M3 will certainly get. The new Competition Pack is really a £3315 option that comprises many subtlety. So subtle, actually, that perhaps one of the biggest changes is that the introduction of stop-start included in an Efficient Dynamics rollout. Actually, it is a bigger deal than it first sounds. The M3, with or without Competition Pack, is that the first six-cylinder-plus BMW inside the UK to obtain stop-start, and it also has other ED gubbins for example brake energy regeneration (which activates the alternator to charge the battery upon the overrun ).

Which means the BMW M3 sips six per cent less fuel than before (upon the dual-clutch version, which happens to be the first non-manual BMW to obtain stop-start too ), with CO2 emissions down from 285g / km to 263g / km. But yes, I do know, it is called Competition Pack, right? Therefore the 'competition' bit? Which comes as a 10mm lower ride height and CSL-style 19in alloy wheels. There is also a special setting upon the electronically controlled dampers when in Sport mode and also a tweak towards the stability control system. What is it like? Those Competition pack mods do not sound like plenty but, even so, rather risks overstating its case. In case you have not driven an M3 for a good length of time, you will notice precisely no difference.

When you have driven one recently, you will notice virtually no difference. The wheels look great. Perhaps I am kidding myself, because it is been a while since I last drove an M3, but I wondered in the event that they, coupled towards the lower ride height, kept body control a wee bit tighter. You'd need to be going pretty ballistic inside a back-to-back test to see the difference inside the DSC settings. I wasn't, so I did not, but on the track day it ought to result in the M3 more exploitable, although in truth on the track day the button that turns it off is typically the preferred one. And also the different Sport mode damper calibration? Again, you'd enjoy being on the track before you decide to selected Sport, because it is so firm. That it can be tightly controlled is in little question, but it is also pretty darned hard for an open road. Perhaps one of the dynamic things supposedly entirely unchanged is that the steering.

I assumed there was slightly more weight and feel than I remembered, which could be right all the way down to the lower height and big wheels, but it is a pity it remains upon the mute side but still includes a steering wheel rim that is thicker than it must be. Shame, because what is really happening under the wheels is typically pretty darned impressive. The BMW M3 Competition Pack is just one of those cars that does not instantly blow your socks off, but its unchanged 4. 0-litre V8's performance is vivid (0-62mph stays at 4. 6sec using the optional seven-speed, dual-clutch 'box ), and few cars can match the M3's all-round capcapacity to both cast aside long distances with ease, yet entertain to some decent degree upon the right road. I believe I adore it more now than I did at its 2007 launch. Ever since that day, the dynamically superior Audi RS4 has come and gone and also the RS5 will rock up any moment. M3 Competition Pack versus RS5 on British roads and somewhere with a little bit of sliding space will make for the interesting comparison. Me? I would not be in the least surprised when the M3 greater than held its own. See all the newest BMW M3 reviews, news and video.

Bentley Flying Spur Speed

[

What‘s it? Bentley Flying Spur Speed is really a new, hotter update of Bentley’s Continental saloon, with increased power and also a claimed 200mph top speed. The Bentley Flying Spur Speed   has got the same uprated version of Bentley’s 6. 0-litre twin-turbocharged W12 that we’ve already seen inside the Speed version from the coupe, with 600bhp and 553lb ft of torque.

Performance is much more than adequate : Bentley claims that, despite a near-three ton kerbweight, the Spur Speed can crack 60mph from rest in 4. 5seconds and obtain north of 100mph in just 10. 5seconds. Visually, the Speed is distinguished using a dark tinted front grille, a 10mm lower ride height and new 20-inch alloys. It costs £16, 000 greater than the conventional Flying Spur. What’s it like? Bentley has offered the Flying Spur a mid-life facelift simultaneously as introducing the Speed package, bringing some mild updates towards the VW-based saloon which was a launched in 2006. The radiator grille is slightly steeper and also the bumpers are new, as the interior is tweaked with piping and a brand new standard multi-spoke wheel. Fresh options include a brilliant Naim premium audio system. The headline improvement usually is to the mechanicals.

Bentley Flying Spur Speed 
The Speed engine gets a series of detail improvements that together raise power coming from the previous 550 bhp (a level retained inside the standard car ) to 600 bhp, while also boosting economy by 3. 5 percent. Both models get refinement updates (thicker glass, an acoustic chief underneath ) plus a thorough revision of suspension bushes, spring and damper rates, and anti-roll bars. The Speed gets its steering rack rigidly mounted towards the chassis, giving it a noticeably more accurate and communicative helm – but it’s still quieter and smoother than its predecessor. On public roads its hard to get the performance difference involving the Speed and also the standard Flying Spur, but the greater powerful car has more exhaust rumble, including a deliciously throaty burble upon the overrun. All sorts of things the Speed combines more refinement and luxury by having an even sharper performance edge. So, should I buy one? If you re able to hack the fuel consumption (which hovers around 16-18mpg for everyday use ) – and afford to pay out the scarily high running costs – the Spur Speed makes a robust case for itself. It possesses an additional helping of exclusivity when compared with lesser big saloons – and it also loses nothing in refinement.

BMW M3 saloon

 

What‘s it? Our first opportunity to try what, for several, will certainly be the foremost appealing version from the BMW M3 saloon – the new four-door saloon option – in right-hand drive form, as well as on UK roads. The reasons the draw of the new M3 may outweigh that from the coupé are actually pretty numerous. It’s cheaper compared to the two-door (only by £1415, but that’s sufficient to spec BMW’s excellent electronic damper control system ) ; it’s more practical (there will be bigger rear seats, there’s better admittance to them through the 2 extra doors, and there’s a much bigger boot ). But, consistent with BMW, the M3 saloon’s damn near as fast like the coupé (4. 9sec to 62mph vs 4. 8 ; 155mph flat out ) But can it be as thrilling to drive down a typical stretch of British B-road? Continue reading to see. What’s it like? The extra practicality that it car offers leads one to expect some type of compromise in its handling ; if it’s bigger inside, you guess it should be bigger outside, heavier, somehow less sharp. However it just isn’t – and also a glance at BMW’s measurements reveals why.

The BMW M3 saloon has an identical wheelbase, and a similar front and rear track widths, like the coupé. It’s actually marginally shorter compared to the two-door (by 35mm ), along with being marginally wider and taller. But using the wheels being in the identical places, and since it carries only 25kg of extra weight compared to the coupé, it gives up next-to-nothing by means of agility. And thus the virtues that shine through one driving experience are just as vivid and compelling here. First among them is that the M3’s phenomenal V8 engine. It truly is really a masterpiece, serving up all-subjugating performance and also a delectable wail above 4000rpm, but proving totally docile, relatively quiet and incredibly easy-to-live-with lower through rev range. The car’s made all-the-more special from the extent to which you‘ll adapt it to suit your needs. The M3’s throttle response, power steering assistance, damper rates and traction control system can all be tweaked for optimum performance, wherever you‘re. Which means, for instance, you are able to cruise 100-miles in the motorway in commendable comfort, using the traction control fully on, the dampers set to comfort mode, and also the ECU mapped for optimum economy.

Then, whenever you hit the track, you are able to switch from the DSC system, beef in the car’s body control, sharpen in the steering and throttle response, and indulge inside the type of tail-led hooliganism which an M-car can serve up. It’s that dept of talent that sets the M3 aside from its rivals. It’s fast, fun and forceful when you would like it to become, yet may also be relatively comfy and relaxing over long distances. Additional practicality the saloon body brings is simply another facet for this M-car’s already-powerful allure. Should I buy one? If you’re purchasing a performance car that could insert occasional family and everyday duties, certainly. We such as the M3 coupé enormously. That you may now buy one with a similar breadth of ability, but added practicality – as well as for less cash – gives this M3 a real tell you they are the very best that BMW M3 has ever produced. Maybe it’s almost as involving being an E30 M3 coupé, or with focussed being an E46 CSL. Without question, however, it’s the M3 using the longest and the majority convincing CV, and the simplest to endure.

BMW M3 review

 

The new BMW M3 saloon is that the sibling towards the BMW M4 coupé. Additional everyday practicality offered from the M3 suggests it might somehow be compromised in overall performance terms against the sleeker-looking M4 coupé. Popular opinion suggests that in case it’s got a better roofline, greater levels of accommodation and 4 doors, it surely can’t be quite as fast, sharp or with engaging as its lower, less spacious, two door sibling, right? GregKableEuropean editorThe new BMW M3 is mechanically identical towards the M4In practice There‘s precious little separating this BMW M3 and also the M4 coupé. When it comes to straight-line speed, sheer agility and overall spread of dynamic ability they’re virtually identical – and also a look during the technical specifications of BMW’s latest M-cars reveals why. 

The M3 has got the same driveline components, engine mounting architecture and chassis like the M4 coupé. The 2 boast a similar 2812mm wheelbase, 1579mm front track and 1603mm rear track, leading to the identical footprint. The nominal 15. 0 : 1 steering ratio along with the spring, damper and roll bar tuning will also be common to both cars, as will be the elasto-kinematic properties from the bushes that locate the suspension. Yes, it’s 23kg heavier and 41mm above the M4 coupé, however you don’t notice. Not on public roads. The inherent driving traits from the M3 saloon prove every bit as compelling as those from the M4 coupé. Setting the tone is BMW M3 division’s new twin-turbocharged 3. 0-litre in-line six-cylinder engine. With huge low-end shove, It‘s incredibly simple to endure. Additionally serves in the kind of storming in-gear qualities that result in the old naturally aspirated 4. 0-litre V8 appear just a little weak by comparison. Just don’t expect the blown unit to provide up same razor-like throttle response or alluring aural qualities like the engine it replaces. Purists will go to the manual – they almost always do. However the optional dual-clutch automatic M-DCT gearbox provides the M3 with the convenience of usability to match its fervent on-boost accelerative properties, leading towards the very same group of official performance figures like the M4 coupé : 0-62mph in 4. 1sec and also the standing kilometer in 21. 9sec. Using the manual, it will take 0. 2sec and 0. 3sec longer respectively. 

The perception of equal performance is backed by BMW M division's development boss, Albert Biermann, who claims the M3 its M4 coupé sibling boast a similar Nürburgring lap time. “We’ve run both cars extensively, both together and in separate tests, suggestion:inch,inches,in Aside from nuances in driving style between our engineers, they‘re all but inseparable in lap time. ” Adding towards the appeal is Drive Performance Control, which lets you alter the character from the M3 over a wider range than before. Accessed via three buttons upon the centre console, you obtain the selection of Efficiency, Sport and Sport+ modes to the throttle mapping along side Comfort, Sport and Sport+ modes to the damping properties and electro-mechanical steering. In which the BMW M3 impresses most is using its capcapacity to be fast and vivid one moment, and cozy and relaxing subsequent. The inherent practicality from the four-door body and also a 480-litre boot only adds to its everyday appeal. It is also cheaper compared to the M4 coupé, if perhaps just at £56, 175 instead of £56, 635. If you’re out there for any performance car which will handle family transport obligations, it’ll be a challenge to ignore. BMW M3Price £56, 175 ; 0-62mph 4. 1sec ; Top speed 155mph (limited ) ; Economy 34mpg (combined ) ; CO2 194g / km ; Kerb weight 1537kg ; Engine 6 cyls in line, 2979cc, turbocharged, petrol ; Power 425bhp at 5500-7300rpm ; Torque 405lb ft at 1850-5500rpm ; Gearbox 7-spd dual-clutch automatic BMW M3 review

BMW M3 GTS

 

What‘s it? The foremost extreme factory backed iteration of the road going BMW M3 GTS yet – the new GTS. The last act to the current M3 just before the arrival in an entirely new model in early 2012, It‘s essentially a track car that just is actually road legal here inside the UK, thus the licence plates front and rear. At 1530kg, It‘s 75kg lighter compared to the standard M3 for any start. The weight reduction is achieved, partially, from the adoption of titanium rear silencers and 19-inch light alloy wheels. In true racecar practice, the glass rear side windows and rear screen make method for lightweight polycarbonate replacements. Further reductions come by means of a pared down interior. It really has been liberated of nearly all its comfort orientated features, including the front seats that replaced by one piece carbonfibre jobs with three-point belts. The M3 GTS’s added performance stems from its engine. It’s no mildly tweaked version from the fifth-generation M3’s naturally aspirated 90-degree 4. 0-litre V8. Rather BMW’s M division has developed what amounts to some whole new powerplant. The bore remains at 92mm however the stroke is extended by 6. 8mm to 82mm, leading to complete capacity of 4. 4-litres.

Power tops out at 444bhp – 30bhp greater than the conventional M3, while torque jumps from 295lb ft to 325lb ft and it is developed 150rpm earlier at 3750rpm. Channeling the new car’s added reserves is really a beefed up version from the M3’s optional Getrag-engineered seven-speed M DCT (dual clutch transmission ). As is now a feature on several of BMW’s M models, there’s a power button and toggle switch to change the characteristics from the engine’s power delivery in five distinct steps. What’s it like? Fire the M3 GTS’s new V8 and you’re immediately made mindful of all of the under bonnet tinkering because it catches and settles into your lumpy idle overlaid having a pulsating exhaust note that‘s filled with purpose and fantastically naughty. Moving off, it’s additional torque that make its presence felt above all else. At lower revs, the M3 GTS feels more muscular compared to the standard M3 – not plenty but enough in order to make You Think That the engine changes happen to be worth the effort. The acceleration is clearly stronger and never so heavily weighted in the direction of the business end from the rev range, one that provides it with added flexibility and a far more determined feel. The response is a thing else. BMW’s M division has retained individual throttle butterflies for every cylinder and full variable valve timing, endowing the new V8 with sensational grab. It’s almost as rabid as similarly sized engines boasting a set crank design, though it‘s mightily impressive nonetheless. All which, gives the impression of added speed right through the entire range. Less mass helps, in fact. At 290bhp / tonne, the M3 GTS’s power to weight ratio is rather sharp – not stunningly sharp but sharp enough in order to make the conventional M3 appear somewhat blunt by means of comparison.

The dual clutch transmission makes light work from the engine’s added reserves, providing rapid shifts in manual mode without having the startling clunk you have using the old sequential manual unit when changing gears in the redline. It’s definitely the best choice to the car. A standard manual could be from place here. Overall effect : this hardcore M3 goes faster, feels faster and, the majority of all, sounds faster than any road going versions of Munich’s legendary coupe which have come before it in the last quarter century. What sets the GTS apart most coming from the standard M3 from is its sharpness. All the things you ask from the new coupe is performed with greater immediacy, added response and heightened accuracy. The steering is heavenly – heavier compared to the standard power assisted hydraulic set-up, but additional effort that’s required is much more than made up for in precision. Turn-in is instant. There’s no slack while you come off centre, just eager, linear response. Even at high speeds the M3 GTS remains wonderfully flat and neutral during cornering, with the DSC (dynamic stability control ) switched into M-mode there’s rarely any intervention. Arrive too fast into your corner, though, and you also discover the new BMW M3 GTS will eventually understeer. But with a very good deal of commitment and DSC transitioned you are able to drive around it. The limits are so high, though, you’d likely never get near them on public roads. The upgraded brakes will also be well as much as the work, providing firm and solid retardation. Granted, we didn’t run many laps, and people we did were broken up by cool down pass with the pit lane, however the pedal action remained strong there wasn’t any obvious sign of fade. Should I buy one? I ache to invest additional time using this car.

The M3 GTS possesses a singularity of purpose that‘s utterly intoxicating. At this time, we can’t say what it may be like on an open road. Firm, for sure. Although with manually adjustable dampers, the default road setting with which it is going to be delivered to customers is claimed to provide a great deal more compliance compared to the race setting we experienced. But with BMW’s M division set to supply less than 150 samples of the M3 GTS in both left-and right-hand drive, it’s apparently already past too far to lodge an order. Word is each and every body is sold.

BMW M235i review

 

Having passed every test we’ve laid in its path, BMW M235i review’s latest M Performance brand introduction – the M235i coupé – has an additional hurdle to leap, an additional chance to show if – and in that case, why – it’s the foremost exciting sports coupé upon the block at this time. The entire Autocar road test workout awaits. Rebranding the 1-series coupés and convertibles as 2-series is section of BMW’s new naming strategy, it gives a nod to Munich’s original compact coupé : the 02 coupé series. MattPriorRoad test editorThe 1966 1600-2 was BMW's original compact coupéThe two-door BMW 1600-2 arrived in 1966, using the 2002 following in 1968.

Then in 1973 BMW launched the car most would consider as being closest spiritual antecedent from the M235i : the 170bhp 2002 Turbo, Europe’s first turbocharged mainstream passenger car. On first inspection inside the US earlier in 2012, Richard Bremner described the new BMW M235i as “the most enjoyable, well balanced model in BMW’s range”. Following a subsequent European drive, road tester Nic Cackett labelled it “a sports car of the very best order”.

The M235i also bettered its competition from Mercedes AMG and Audi inside a UK group test, shaded only from the significantly more costly but less practical Porsche Cayman. Could we get on for any perfect five-star score? The omens are promising. Moreover, are we taking a look at a brand new performance legend? Having turned the final M3 coupé into your £60, 000 buy and placed the upcoming M4 equally from reach for an excellent many people, has BMW invented a brand new affordable sporting hero inside the M235i? Time to reach searching for greatness. BMW M235i review

BMW M135i review

 

Making the case for that car is hardly difficult. We adored the bespoke savagery from the 1-series M Coupé BMW M135i review, but which was a a high-priced, low-volume M-car model never intended for mass production. Clearly, that which was needed would be a similarly outrageous output wrapped inside a cheaper-to-buy hatchback shell, atop a slightly less spiky chassis.

Step forward the M135i. Whereas the 1M was meant like a showy halo product to the hardcore enthusiast, the M135i, in line with BMW M135i’s new performance strategy, is supposed like a natural range-topper and also a genuine prospect to the lot of buyers drawn to the modern mega-hatch concept. MattPriorRoad test editorWe such as the M135i at its cheapest price so we'd keep your car as near its cooking spec as possibleIt’s hardly alone in which market, but its appearance is remarkably well timed.

The hideously expensive Audi RS3 Sportback is and gone, subsequent generation of Volkswagen Golf R and Ford Focus RS aren’t visiting appear sooner and It‘s had the very best section of a year's head start on Mercedes-Benz's new turbocharged four-cylinder A45 AMG, which is much more powerful still compared to the M135i but additionally significantly more costly. Consequently, BMW’s effort has had the breathing space to establish itself like the benchmark premium mega-hatch. Having a starting price of just over £30, 000 and 315bhp from its turbocharged six-cylinder engine, the rear-drive M135i promises a massive bang for the buck.   BMW M135i review

Bentley Azure

 

What’s new?  Upon the surface, not much. Apart given by a slight redesign from the wheels, you’d be hard pushed to inform it apart coming from the previous Bentley Azure visually. It’s the gearbox that’s the large news. Gone is that the ancient three-speed US-sourced auto ; in comes a similar snappy six-speed auto as utilized in the Continental GT / GTC. What’s it like? Inside a word, wonderful.

And, more towards the point, notably better to the new gearbox. Inside the old Bentley Azure there have been occasions on that you had to contemplate your navel as the auto gearbox worked out actually wanted to carry out. Not anymore. Now there’s a gear for each event, and no delay whatsoever in response. We did notice a little hiccup when downshifting, however this was almost certainly a software glitch, rather when compared to a common fault.

Overall, it’s amazing just simply the amount difference a decent auto ’box tend to make. Should I buy one? Yes, in fact. However, unless you‘re a premier league footballer, landed gentry or extremely good at robbing banks, the Azure is perhaps a little away from your league. Not that it can stop the remainder of people dreaming in regards to the world’s most delightful convertible.  Bentley Azure

BMW M3 Coupe Edition

What‘s it? BMW M3 Coupe Edition has enhanced the seminal two-door version of the performance icon, the M3 coupe, having a model known as Coupe Edition. It sports some new colours and body bits, some dark chrome treatments, a 10mm lower ride height, and also a series of subtle but telling interior changes that only enough to justify a special name. What’s it like? You’re referring to a compact car having a 420 bhp, 4. 0-litre V8 inside the nose, driving the rear wheels via a seven-speed paddle-shift gearbox. The coupe already has a number of advantages : an inferior frontal area compared to the saloon and less seating position, plus lower weight (fewer doors ) and less centre of gravity (courtesy of the carbon fibre roof that shaves 15kg from your equivalent steel structure ). Throw during this new Editon model’s 10mm lower ride height for which BMW primly calls “enhanced dynamic capability”, plus the undeniable fact that it may come equipped having a super-looking group of black 19-inch wheels, and you’d be in your rights to conclude that this is actually the best BMW M3 the strategies all. This make a difference is best confirmed on the circuit for example the Bedford Autodrome, and that is where we tested the M3 Coupe Edition during a BMW track day.

The car has true powerhouse performance, usable right as much as its 155 mph electronic limit, and also the howl from the V8, rev-limited at 8400 rpm, provides sound effects to match. The smooth, super-quick gearshifts from the seven-speed twin-clutch gearbox (a distinctly pricey option at £2500 ) result in the car much easier for many normal mortals to drive in anger, something you especially notice while you flick down three gears to pile into one among Bedford’s hairpins from 130 mph-plus through straight. The car turns brilliantly, throttle-steers beautifully, resists body roll alright and it is brakes are huge and fantastically effective at washing away speed without apparent effort. Does that coupe handle better than another BMW M3 Coupe versions? It’s arguable, given its slight chassis advantage. However it feels plenty like its siblings, too.

The M3 Coupe Edition powerslides in the limit of grip having a predictability that‘s flattering, entertaining, and when sparingly used, pretty damned fast upon the right circuit. For sheer predictability it shades most supercars, which are likely to convey more complicated mechanical layouts. Should I buy one? If you undertake, you’ll spend £60, 000 by time you will find the right suspension and gearbox, wheels and tyres. That’s 911 money, and also to some eyes it seems plenty as long as there’s there’s a BMW 320d two-door that shares the majority of its two-door shape. The secret for perceiving an M3’s value is driving it. Experience using the Coupe Edition on road and track and we’ll be astonished if this doesn’t strike you as something near the best expression of the compact rear-wheel-drive high performance car. To its mixture of high ability with accessibility to decent-but-ordinary drivers, no rival comes close.

BAC Mono Review

 

The BAC Mono, built from the Cheshire-based Briggs Automotive Company, is that the first serious attempt to supply a single-seater driving experience for the general public road. And quite some attempt It‘s, too. With styling said to happen to be “heavily influenced” from the Bjork video ‘All is filled with love’, with a little bit of F-22 Raptor jet fighter thrown in once and for all measure, the BAC Mono is probably the most extreme road cars we’ve yet run into. However the team behind It‘s convinced there’s a little but perfectly formed marketplace for this type of machine. SteveSutcliffeEditor-at-largeThe Mono is really a F-22 Raptor for an open road, only better builtThe undeniable fact that there’s a queue of individuals wanting to purchase the 50 cars BAC will build a year would suggest the team knows the things doing. 

As would the data that BAC's Project Director Neill Briggs was the most consulting engineer on the initial Focus RS, and also has been associated with the event of “quite a couple of Stuttgart-based cars” in recent years. The Mono is powered  by a 280bhp, 206lb ft version from the four-cylinder, 2. 3-litre Cosworth engine that’s also utilized by, among others, Caterham in its Seven CSR. This really is attached to some six-speed Hewland gearbox that’s lifted straight from an F3 car, with paddle-operated hydraulic shifts. So however are three perfectly placed pedals down inside the surprisingly roomy footwell, changing gear merely requires a gentle flick on perhaps one of the carbonfibre paddles. 

An enormous, green neutral button upon the removable steering wheel is beneficial to the ‘F1 car to the road’ impression, as will the fully adjustable pushrod suspension and some specially developed Kumho tyres. And boy, does all of it gel together beautifully upon the move. Merely climbing straight into the Mono is definitely an event in itself, but once you’re ensconced, the shortage of compromise inside the single-seat design becomes immediately apparent. You press a centrally mounted button upon the steering wheel and also the digital screen involves life – and, as a result moment onwards, the driving experience has an impossibly strong whiff of F1 about this. You wonder if it’s actually legal to start with, so obvious is that the connection towards the competition world, right right all the way down to the very fact you have to don an accident helmet, adore it or otherwise, seeing as there’s no windscreen whatsoever. 

Yet once you will get going, the intimacy from the driving experience and also the immediacy of their responses are such that it causes you to become totally immersed inside the business of driving it.  And, amazingly, the suspension isn’t inside the least bit skateboard-like on an open road, as you’d surely half expect it to become. There’s a genuine maturity inside the way the Mono deals with poor surfaces. I’d say it rides better when compared to a Lotus Elise for much of time, and that is little in need of incredible given just simply the amount grip There‘s through a corner, and just how incisive the suspension feels all of the time. Additionally sounds and accelerates – and stops – in a manner that no Elise driver could even dream about. To start using the acceleration doesn’t somehow think that nuts, considering there’s 520bhp per tonne and 0-60mph in 2. 8sec on offer.

BMW 535d DMS

 

Just how fast do you wish to go with your BMW 535d DMS? When you have £1000 to burn, and you’re somehow dissatisfied using the sensational performance from the fastest-accelerating diesel production car this magazine has ever tested, the boffins at tuning house DMS may help. By re-profiling the 535d’s engine management computer, torque is ramped up from 413lb ft to some claimed 478lb ft, with power up from 272bhp to some claimed 321bhp. We haven’t rolling-roaded the car independently so can’t verify those figures, however we did spend each day in DMS’s 535d Sport demonstrator created sure we included a performance figuring session on the way.

The conventional car Isn‘t slow : headline figures are 0-60mph in 6. 0sec, 0-100mph inside a stonking 15. 0sec and 50-70mph in 3. 3sec. But when we stepped straight into the BMW 535d DMS car it felt much more brutal – it sounds louder and much more aggressive, and also the throttle response is breathtaking. This car is astonishingly, ludicrously fast in the least speeds, but especially above 100mph. It drank a bit more fuel compared to the standard car, with cruising consumption dipping from around 31mpg to 28mpg at normal motorway speeds, however the electrifying throttle response would lead you to believe it’s worthwhile.

The only real other downside would be a bizarre surging whenever you floored the throttle and kept the car inside a high gear at lowish speed. Apparently a faulty air mass sensor was the matter. How quick can it be? Try 0-60mph in 5. 5sec, 0-100mph in 13. 5sec and 50-70mph in 3. 0sec. Once we really rack our consciences, we’d probably hesitate before chipping a 535d we’d bought with these own money – it’s already incredibly fast and there’s something comforting about leaving it like the factory intended. However that shouldn’t stop anyone attempting to find much more pace coming from the greatest diesel car on this planet, because this conversion is an effective one. Bill Thomas EXTRACT#EANF# BMW 535d DMS

BMW 5-series GT 550i

 

What‘s it? This is actually the car which you never knew you needed, unless you’ve always hankered following a BMW 5-series GT 550i saloon, estate and X5 all rolled into one. The 5-series GT has, consistent with BMW, no direct competitors and if you feel the 535 petrol and 530 diesel versions are niche products, then this range-topping 550 ought to be much more exclusive. Actually amounts to is really a halfway house between executive car and SUV. It‘s 8cm above most saloons, having a coupe-like roofline and side window graphic, X5 rear headroom and 7-series legroom, but having a twin-turbocharged V8 engine mounted inside the front. It’s a heady mixture, and all sorts of things it partly skirts all around the “social acceptability” issue that clings onto large SUVs.

The V8 is mated for an eight-speed ZF automatic gearbox that actually weighs lower than the previous six-cog auto, and everything power is (perhaps unusually, checking mild SUV styling ) channeled through the 2 19-inch wheels behind from the car. Four-wheel drive Isn‘t an option. What’s it like? When it comes to comfort and space, the BMW 5-series nails it. Impressively for any BMW, there‘s a very high degree of standard kit, with items such as the panoramic roof and leather seats all thrown in. The car we drove is at Executive trim, which curiously offers fewer seats for about two grand more. A minimum of the rear X6-style chairs are electrically operated. The 550 has got the potential as being most GT-like from the 5-series GT range. As is proved with cars such as the X6 and X5, BMW includes a knack of defying physics with big SUVs. In several ways It‘s worked its magic using the 550i. Beneath the bonnet is identical 402bhp V8 as inside the X6 xDrive50i. It features a healthy 443lb ft from 1750rpm, meaning lots of low-end grunt. It is best described as deceptively quick ; the numbers upon the head-up display always register far above you anticipate, and also the V8 is silky smooth throughout towards the red line.

Actually, the engine and gearbox really certainly can be a sublime combination, delivering both a mixture of linear shove and almost seamless shifts. It may be much more impressive when the eight-cylinder soundtrack were slightly more audible, but BMW has clearly worked towards cabin refinement, and that is top drawer., / pThere’s no denying that, at over two tonnes, the GT is really a big car and it really is constantly evident in the quantity of inertia associated with moving it. It isn‘t the foremost incisive drive, never feeling particularly agile, then it‘s more suited to flowing through bends instead of attacking them. Using the standard ‘Drive Dynamic Control’ in comfort mode the GT wafts along, but place it in Sport or Sport+ and also the throttle, steering, suspension and gearchange speed are sharpened. The car becomes tauter however the ride, especially upon the bumpy Scottish backroads where we tested the car, becomes too harsh to really make it a mile-munching GT. The overall exerience is just like that inside an SUV such as the X5 or X6 ; the levels of capability are deeply impressive for that scale car but they are never that near anything you‘d call truly sporty. Should I buy one? If you would like an X6 but can’t stand the thought of buying one, then absolutely. Which suggests BMW has pretty much achieved actually began related to the 5-series GT. Oliver StallwoodMore BMW 5-series GT pictures.

Audi TTS Roadster

 

What‘s it? The hottest version of Audi TTS Roadster fabric-roofed TT. Like its coupe sister, the roadster S gets a highly tuned version from the familiar Volkswagen group 2. 0-litre TFSI petrol engine, with drive supplied to all four wheels via a Haldex clutch on the rear axle. Suspension has also been uprated and also the Roadster S gets a unique bodykit. The headline figures are 269bhp and 5. 6-second 0-62mph time. That’s better compared to the standard, 2. 7-litre version from the Porsche Boxster – however the Audi is likewise more costly than its ultra-desirable rival.

That’s a brave – or possibly foolish - decision on Audi’s part. What’s it like? A curious mixture of the brilliant and underwhelming. The engine is that the highlight from the experience – torquey, happy to rev and almost completely free from the kind of lag you may expect to afflict a turbocharged engine using this kind of per-litre output. The optional quick-shift gearbox in our test car would be a pleasure to make use of too, swapping ratios having a precision and speed in order to make the extra investment required to the full-spec twin-clutch DSG seem like relatively poor value. And nobody would deny the S looks good – the mixture of low stance, well-judged bodykit Audi TTS Roadster and chunky alloy wheels giving it the kind of visual purpose that the remainder of the TT range struggles to provide. Nobody will certainly accuse this one among looking girly.

Unfortunately the S’s chassis is less convincing. Grip levels are high, and also the car could be driven rich in confidence at serious velocities. However it fails to provide the kind of dynamic involvement you’d expect to locate in something so explicitly driver focussed. The steering lacks feel and also the front-end loses grip sooner than you‘d expect. So, should I buy one? There’s lots to like in regards to the TT S roadster, however it doesn’t feel as special as it requires to if this wishes to justify its Boxster-beating pricetag. Good like the Audi is, it may be very difficult to justify choosing one over a 2. 7-litre Boxster.

BMW ActiveHybrid 5 review

 

BMW’s latent scepticism about vehicle electrification should have given method to grudging acceptance midway through the final decade, hence this ActiveHybrid 5.  In 2005, Munich signed a deal to collaborate with Daimler, Chrysler and General Motors on the event of hybrid vehicle technologies, and in 2009 BMW ActiveHybrid 5 launched the X6 ActiveHybrid and also the ActiveHybrid 7 limousine production models. They weren’t hybrids inside the economy sense, however, as they simply featured V8 engines and weren’t proficient at electric-only running.

NicCackettRoad testerFuel economy is not as good because it should beBeyond the gaze of people Brits, you may wonder why, offered the market-leading diesel engines the company makes, BMW ActiveHybrid 5 is dabbling inside the global marketplace for petrol-electric hybrid luxury cars. The reality is many of the biggest car markets inside the world remain all but closed off on diesel-engined cars. Petrol hybrids are therefore particularly important inside a global sense.

The ActiveHybrid 5 appears before hybrid 3 and 7-series models and all will use a similar parallel hybrid powertrain, which promises to combine limited zero-emissions, electric-only running with diesel-challenging real-world economy, allied towards the type of distinguishing performance We‘ve all arrived at expect of the BMW. So, can it be time for them to chop with your 535d? BMW ActiveHybrid 5 review

BMW 5-series GT 535i Executive

What‘s it? Not only a new kinds of BMW 5-series GT 535i Executive with a totally different type of agenda to any we’ve seen before, but one having a new petrol engine too ; this is actually the new 535i Gran Turismo. The 530d GT has already impressed using its blend of performance, refinement, quality and class, and the majority of using its spacious levels of accommodation. Because the petrol-powered 535i has got the potential to better its diesel cousin on two of these counts, this should become a damned convincing car. Read our BMW 5-series GT 530d first drive hereIf you haven’t run into the BMW 5-series GT yet, allow us to plan to summarily describe it. Using its raised ride height seating position, you may consider it BMW’s answer towards the Mercedes R-class and Cadillac SRX.

But you’d be wrong ; this car has a far more spacious second row of seats than either of these cars, no third row, no standard (or indeed optional ) four-wheel drive and no conventional estate car silhouette either. Rather it features a roof line much like that of a giant four-door coupe, and also a gently-sloping liftback having a two-stage opening. Thankfully, the BMW 5-series GT 535i Executive’s new petrol engine isn’t so tricky to introduce. All new, it’s BMW’s first engine to combine high-precision direct injection with both mechanically driven variable valve timing and lift (Vanos and Valvetronic in BMW-speak ) and also a twin-scroll turbocharger. Albeit it’s only got one turbo, the new engine slots in where Munich’s twin-turbo petrol six may need during this particular model range, producing 302bhp and an incredibly accessible 295lb ft or torque, available all of the way from 1200rpm to 5000rpm. What’s it like? Just as fascinating to drive - or perhaps to ride in - as it‘s to contemplate. That’s because underneath the new 5 GT lies a similar mechanical platform (BMW calls it a ‘backbone’ ) that underpins the current 7-series, which will continue to form the idea of subsequent 5-series and 6-series. And it also makes this car a seriously sophisticated section of kit. As standard, this car has steel-spung double-wishbone suspension early on, an air-sprung self-levelling multi-link arrangement in the rear, and an eight-speed ZF automatic gearbox. Tick the choices boxes for ‘Adaptive Drive’ and ‘Integral Active Steering’ (delivering the service will cost you slightly below £3500 ) and also your 5 GT also will include a variable-ratio, variable-assistance steering system, rear-wheel steer, active anti-roll bars and adaptive dampers. The dampers are particularly interesting, BMW claims, because they’re the only real ones inside the world which will continuously and independently alter damping rates on both compression and rebound. And that they can perform so within lower than 0. 1sec. All those active systems could do more harm than good for this car’s dynamic performance were it not for the undeniable fact that they’re very effectively harmonised and marshalled employing a four-stage control system called Dynamic Drive Control.

Audi TTS Review

The TT RS could be the quickest inside the range, however the Audi TTS provides an appeal that is much more subtle. It carries a substantially reworked 2. 0-litre turbo generating 268bhp, mated to Audi's Quattro four-wheel drive system. That will make the TTS good for any sprint to 62mph in 5. 4sec, which you‘ll shave to 5. 2sec in case you order the car with Audi’s optional S Tronic double clutch paddle shift. The roadster version, despite some extra mass and also a shape that is slightly less slippery, will reach 62mph in 5. 6sec. 

All versions are pegged at 155mph. MattPriorRoad test editor. The Audi TTS lacks the hard-edged thrills from the RS, but is much more civilised You can identify a TTS by its prominent, body-coloured front spoiler lip, a metallic grey-finished grille and rear diffuser, Audi’s trademark LED running lights, deeper sills, aluminium capped door mirrors, 18in alloys and also a quartet of exhaust pipes from the surface – inside, it gets alcantara / leather seats, more aluminium finishing and grey-faced instruments. Upon the mechanical front, magnetic variable rate dampers, with two settings, are standard, and packaged with stiffer springs and anti-roll bars. Otherwise, the TTS is largely stock TT, which suggests a lightweight bodyshell of aluminium and steel, the steel concentrated in the rear end inside the quest for additional favourable weight distribution. The conventional 2. 0 TT is itself a significant brisk device, well in a position to spin its front wheels inside the dry in case you turn from the traction control, so it’s also the TTS gets four wheel drive, since it is obviously quicker still. This really is very accessible power too, the strengthened balancer shaft four reaching peak torque at a coffee 2500rpm and staying there all of the method to 5000rpm. 

Such is its enthusiasm that sometimes you need to deploy deft footwork to avoid jerking changes, a problem completely banished in case you go to the S Tronic version. That fat torque spread causes it to be effortlessly simple to surge over the countryside, the all-wheel drive system heightening the Audi’s reassuring aura of stability. However, tight bends inside the wet can trouble it if you’re over-ambitious, with understeer setting in pretty determinedly, if briefly since the ESP soon quells it. That’s a small surprise given the quattro’s Haldex clutch has scope to transmit just the maximum amount of 100 per cent from the available torque to either axle, which it’s quicker to react now it uses an electric rather when compared to a hydraulic pump. But it’s not quick enough if our experience for this tight, sodden bends would be a guide, extra torque reaching the rear wheels only after you’ve gone in briskly, backed off, and re-applied the throttle, the Audi TTS then sitting on its haunches to slingshot, quite impressively, from the corner. There’s shortage of finesse here, and never just the maximum amount of feel as you’d enjoy inside the quite closely priced Cayman either. 

The steering inside the TTS is precise and it is weighting, which varies with speed, is usually well judged, however it doesn’t offer the crisp feedback you’ll enjoy coming from the Porsche. The Audi TTS ride is firmer than you’ll experience inside the standard car, and firmer still in case you prod the game button upon the centre console, which stiffens the magnetic dampers towards the point the car bobs and jerks uncomfortably on motorways. Firm ride apart the Audi TTS is really a civilised thing, the pleasure of sitting in which top quality, satisfyingly well-crafted cabin underscored by refinement that persists at speeds well into three figures. Also mighty impressive is that the mixture of performance and fuel consumption delivered by this engine. True, It‘s the benefit of less weight to push around, however the mixture of a 5. 5sec 0-62mph time and also a combined consumption figure of 29. 4 mpg (and CO2 emissions of 191g / km ) is a genuine achievement. The engine is pretty civilised too, however you won’t be hearing particularly tuneful sounds from it since it sounds rather flat despite those quad exhausts. If you’re after the very best driving experience during this class, you will want to direct your hard earned money Porsche’s way, both the Cayman and also the Boxster outpointing the TTS Coupe and Roadster for this score. If dynamics are less of the priority, probably the TTS makes a good car to endure, its security, general agility, refinement and build quality all strong draws. If Audi could apply more money from the dynamic polish that will make the R8 this type of fine device this TT could be serious challenger to Porsche’s position. But despite these shortfalls, There‘ll be lots of buyers who’ll see it a challenge to resist the foremost potent TT yet made.

First drive review: BMW ActiveHybrid 7 L SE

 

What‘s it? This can be a petrol-electric First drive review: BMW ActiveHybrid 7 L SE. BMW shifted 1400 7-series models inside the UK last year. Tellingly, 91 per cent of these were diesels. Seemingly even those with pockets deep enough to become purchasing a luxury saloon having a starting price of slightly below £60, 000 are feeling the pinch sufficient to head to the black pump. The ActiveHybrid 7 fills an uncomfortable niche, then. Its combined 3. 0-litre in-line six-cylinder petrol engine and 40kW electric motor offer a similar 5. 7sec 0-62mph some serious amounts of electronically limited 155mph top speed from the TwinPower 3. 0-litre straight six 740i, yet it costs greater than its conventionally powered relation. It’ll take many lots and lots of miles to recoup the £5000 difference too, having a 41. 5mpg combined fuel consumption figure only 5. 7mpg better than that from the 740i.

Add the diesels straight into the equation and also the ActiveHybrid 7’s case gets much more shaky, using the 730d and 740d in a position to offer 50mpg consumption and sub-150g / km CO2 emissions. They cannot cruise around town for around two to three miles on pure electric power, though, which is a thing BMW claims the ActiveHybrid 7 can perform. You’ll should be an absolute puritan using the accelerator if you’re to obtain that, however, like the 3. 0-litre six is all too quick to hitch in to assist shift the near-two-tonne Bavarian barge in case you greater than brush the ideal pedal. There’s no push-button EV mode to assist, either, meaning the ActiveHybrid 7’s silent party trick is both hard-won and infrequent. What‘s it like? A lot of the time the petrol engine’s arrival is smooth, though occasionally the drivetrain feels slightly muddled, which with eight gears and two power sources isn’t perhaps surprising. However, other elements from the 7’s make-up are. The steering in particular, where BMW’s engineers appear to relate heft to feel, is inconsistent in its weighting and feeling particularly dead and lifeless.

Fiddle using the myriad of options and presets of ECO PRO, Comfort+, Comfort, Sport and Sport+ and also the steering only adds more effort, with no corresponding increase in feel or accuracy. Forget economy for a while and pushing the accelerator will certainly allow you to that business meeting in time, however the reality could be that the 7-series is better experienced inside the rear than coming from the driver’s seat. The ActiveHybrid 7 has got the comfort-enhancing suspension alterations that feature across the complete 7-series line-up, and though it makes a decent stab with a supple ride it’s unable to match the impervious isolation you’ll fall into an S-class. Should I buy one? BMW has been realistic, with anticipated sales inside the UK being inside the tens, instead of the hundreds. If you’re a wealthy technology fan who doesn’t mind losing some boot space to batteries then it’s got some appeal, but for everybody else the 730d is really a better alternative, and also the Mercedes S350 CDI BlueTec is better still. BMW ActiveHybrid 7 L SEPrice : £69, 140 ; 0-62mph : 5. 7sec ; Top speed : 155mph ; Economy : 41. 5mpg ; Co2 : 158g / km ; Kerbweight : 1995kg ; Engine : 6 cyls in-line, 2979cc, plus 40kW electric motor ; Power : 349bhp ; Torque : 500Nm ; Gearbox : 8-spd automatic Paul Bailey.

BMW 5-series GT 530d

 

What‘s it? The X6 is all well and good, so is that the 7-series and thus is that the 5-series Touring. BMW 5-series GT 530d insists, though, that in case you earn a triangle out of these three cars, the car that fills the space in the center will certainly be perfect for any lost generation of potential buyers who desire a number of each car, although not all. Therefore the 5-series Gran Turismo was built specifically to mop them up and, BMW evangelistically claims, to make an entirely new market segment – something the car industry really hasn’t managed because the Renault Scenic. So BMW’s got big claims behind this car, however it actually does offer 7-series front and rear leg room, luxury and entertainment features, along with X5 head room, monster luggage space and cracking new engine and gearbox technology. What’s it like?

Everything evangelism can turn you off a car before you decide to even drive it, but that might be a mistake using this car. First of all, there’s the technology. It‘s the newest generation of 3. 0-litre diesel, which is predicted to comfortably outsell the 535i GT in Europe. It deserves to also, because It‘s 241bhp of power at 4000rpm and 398lb ft of torque from 1750 to 3000rpm. It can help that it’s the cheapest Gran Turismo, but it’s also the very best of the BMW 5-series GT 530d’s engine range. But while it’s not the quickest, it never actually feels wanting. Our side-by-side charges showed the 535i consistently pulling away, even in rolling in-gear sprints, however the 530d version was never humbled because it smoothly charged through its eight gears, swapping seamlessly whether the brilliant new transmission is at its softest or sportiest settings. BMW claims It‘ll pull 43. 5mpg upon the EU combined cycle, however we didn’t come near that. Actually, we comfortably halved it without even trying and, with merely a 70-litre tank, the GT could be stopping to refuel greater than we’d like. Short-range tank apart, it is going to be a legendarily good cruiser. The engine idles at 700rpm, and also at 62mph it’s only ticking over at 1350rpm. At 80mph it’s only pulling 1700 revs – which isn’t even in the torque peak yet – and also at 124mph it’s still only around 2200rpm.

Relaxed? You bet. When the driveline is comfortable, the cabin backs it up, after which some. It is going to be the tank dictating your stops, not your back. The seats are brilliant, with soft initial cushioning and firm support beneath it – which goes for many four the strategies (a bench seat, having a strictly temporary middle seat, is really standard ). It’s almost better inside the back, too. It sits on the identical wheelbase (and tracks ) like the 7-series, so there’s lots of space, but it’s been cleverly worked on. The planning from the dash and front doors flows beautifully straight into the rear, in which the seats adjust fore and aft individually and thus do their backrests. And BMW has rediscovered the joy of oddments storage space inside the cabin. BMW makes much from the rear hatch, with a small opening that doesn’t crack the passenger bulkhead and an enormous one which does, but the important subject could be that the space is extremely flexible, with as much as 1700 litres using the rear seats folded down. Everything would mean nothing when the chassis wasn’t this astonishingly good. At 1960kg, the 530d GT has every excuse to become a floppy mess. It isn’t. Dynamic Drive Control, which tweaks the gearbox, throttle and steering maps and also the dampers, is standard and ranges from Comfort to Sport+ programs. Forget the extremes (Comfort is just too wallowing and Sport+ is just too aggressive on bump ) and will keep it inside Normal and Sport and you’ll discover a terrific chassis lurking here.

First drive review: BMW 760Li SE

 

What‘s it? The flagship First drive review: BMW 760Li SE, and one which you’re pretty unlikely to discover prowling our streets – nearly all BMW 7-series sold inside the UK come fitted using the excellent 3. 0-litre diesel engine. That’s no reason to not take notice from the 760Li though ; it’s effectively the pinnacle from the firm’s expertise, a showcase of precisely what the engineers can perform given a (relatively ) free rein. There’s pedigree too, BMW celebrating the 25th anniversary of their flagship model owning a 12-cylinder engine beneath the bonnet.

And it’s what lies under that lengthy nose that defines this car : a 5. 0-litre TwinPower V12 petrol unit using the type of numbers which will have a supercar blush. The 537bhp peak power figure doesn’t arrive until 5250rpm but its 553lb ft is available in at only 1500rpm and holds for any further 3, 500rpm. Facelifted earlier inside the year, the BMW 760Li SE differentiates itself from other long wheelbase 7-series because of V12 badging upon the wings and squared-off tailpipes in the rear. What‘s it like? Smooth, but additionally rather deceptive. With everything torque delivered so low down inside the rev-range, the 760Li’s wake up and go is delivered instantaneously. People often talk of cars in which the accelerator need merely be brushed lightly to attain licence-losing speed ; and also a brief foray onto a derestricted section of autobahn proved that, inside the BMW 760Li SE, this hyperbole is entirely justified. In fact it could be driven smoothly and serenely, the engine almost silent at both idle and low throttle openings. The V12 has 89mm piston bores and an 80mm stroke, giving a ratio between the 2 dimensions of 0. 9 – considered ideal by engine specialists – and also the 60-degree bank angle ensures vibration is kept to some minimum.

Keep your throttle deployed through the entire rev range though and because of active exhaust flaps the turbocharged 5. 0-litre snarls with pedigree and class. Fitted with Integral Active Steering, Dynamic Damper Control, Driving Experience Control and Dynamic Drive roll stabilisation, together with self-levelling rear suspension, the BMW 760Li SE is without doubt probably the most involving drives inside the sector. But it’s a legitimate car to relax in and revel in with a slower pace of life, and like several model inside the 7-series range it still suffers given by a ride that remains too firm, exacerbated from the run-flat rubber thumping into potholes along with other road imperfections. Should I buy one? Most likely not. Taking a look at the 760Li in isolation There‘s little to become critical of, certainly nothing greater than using the regular car, itself hampered using a firm ride and also a design that, regardless of the recent facelift, still won’t sit too easy for some. Performance is exemplary, the V12 engine a masterpiece of engineering and refinement and also the interior modern and luxurious. But fuel costs will likely be as astronomical like the purchase price, and nice though It‘s we’d see it a challenge to recommend the 760Li during the 730Ld ; a car that covers 99 per cent from the bases the flagship does for a smaller amount cash. BMW 760Li SEPrice £101, 805 ; 0-62mph 4. 6sec ; Top speed 155mph ; Economy 21. 1mpg ; CO2 303g / km ; Engine 12 cyls, 5972cc, turbocharged petrol ; Power 537bhp at 5250rpm ; Torque 553lb ft at 1500rpm ; Gearbox eight-speed automaticGraeme Lambert EXTRACT#EANF# First drive review : BMW 760Li SE

BMW 530d GT M-Sport

 

What‘s it? The newest version of the car that represents a small commercial disaster for BMW : the 5-series Gran Turismo. This luxury crossover happens to be failing to satisfy sales targets all over the planet. Inside the North American market, pitched like a replacement to the 5-series Touring, It‘s caused customers to steer far from the BMW 530d GT M-Sport brand in droves. And inside the UK, the car remains a rarer find when compared to a satisfied public servant. Inside an plan to stir up interest, BMW GB has turned to that reliable old chestnut – an M Sport specification upgrade – for that high-rise four-seater heavyweight. The new edition has an aerodynamic bodykit, M Sport suspension settings, some M Sport equipment and trim additions, and – because of the 5 GT’s raised ride height – the smallest-looking 19in alloy wheels we’ve run into in quite some time. What’s it like? The most conceit from the 5 GT’s positioning remains a broadly convincing one, which falls down ever-so-slightly inside the detail. This is an refined and luxurious car for as much as four passengers, with reclining rear chairs that offer just the maximum amount of legroom like a full-sized limousine, and lots of headroom too.

Its raised ride height makes getting in and out that bit easier than it may be, although it will little for visibility. Meanwhile, that hatchback rear-end provides easy access towards the boot, but only when fully opened ; the halfway-house chute opening is useful only when loading small items in confined parking spaces. Perhaps most disappointing of, when the hatchback is open, you’ll discover the boot is merely averagely accommodating ; as big like a middle-sized saloon’s, but no bigger. Still, the M Sport chassis is well worth the premium. It brings better damping and roll control straight into the 5 GT’s handling without compromising its quiet, pliant ride. Our 530d test car had higher grip levels and crisper dynamic responses compared to the standard car.

With ‘Sport’ mode selected upon the Drive Performance Control BMW 530d GT M-Sport, it was eventually also a far more composed backroad machine ; still not particularly enticing or engaging to drive, but a far more competent car allthesame, with a strong, efficient and refined six cylinder diesel powertrain. At this stage we’d usually add a caveat about BMW’s optional Adaptive Drive package, without which the 5 GT makes do with passive dampers and conventional anti-roll bars – and in your experience is really a a smaller amount agreeable car dynamically. But BMW happens to be giving away a free specification upgrade using the 5 GT that features a head-up display, nappa leather, adaptive xenon headlights, soft close doors and Adaptive Drive. And so long as they continue doing that, this is a hard car to locate significant fault with dynamically. In ‘Comfort’ mode, there’s a gentle, wafting gait towards the GT’s primary ride that will do credit to some more traditional stretched limo, along with excellent low-speed bump absorption. Must you in the pace and obtain tired from the car’s slightly wallowy body control, stouter damping is simply a flick of the toggle switch away. While it’s true that no single mode quite delivers the most suitable ‘automatic’

Audi TT 2.5 RS Roadster

 

What‘s it? This is actually the Audi TT 2.5 RS Roadster – the chop-top version from the range-topping TT complete with 335bhp turbocharged five-pot and six-speed manual transmission. Losing the roof will cost you not only the substantial four-figure premium during the coupe. You also lose the 2 rear seats, a decent chunk of boot space and put on 60kg in weight. So it’s a very good thing the Roadster loses little from the coupe’s potent performance. 0-62mph is dispatched in 4. 7 seconds as well as the highest speed remains a similar electronically limited 155mph. What’s it like? In isolation, the TT RS does all the things you could want of the focused sports roadster. The engine is brilliantly accessible, offering up a continuous mass of torque throughout a lot of the rev range.

Combine that using the reassuringly predictable behaviour from the Quattro chassis and direct steering the RS makes to the type of performance car that‘s both forgiving and entertaining. It even has the ideal dose of rebelliousness, which you’ll discover in case you push the ‘S’ button to sharpen up throttle response and permit the exhaust free rein to scandalise your neighbours. Driven hard you‘ll notice a particular level of flex inside the Audi TT 2.5 RS Roadster  on UK roads but it’s unlikely the average TT RS owner will let that bother them. More troublesome is the quantity of wind flutter you will get past the A-pillars at motorway speeds, to not mention the ride quality, which settles only on very smooth tarmac and descends into plain uncomfortable on very uneven surfaces. Regardless of the on-paper prowess, and also the strengths from the new engine, the Audi TT RS Roadster amounts to lower than the sum of their parts. It‘s undeniably the quickest car among its rivals, however it offers none from the cohesion and precision from the benchmark Porsche Boxster S, nor the touring ability and plush cabin from the BMW Z4 and Merc SLK.

 It settles instead for as like a blunt instrument that majors on drama and magnificence instead of driver reward. Should I buy one? Audi predicts really low sales volumes to the TT RS Roadster, with lower than 100 units expected to leave showrooms in 2010. There’s little question that they’ll achieve that. Even so, apart from an aversion to rear-wheel drive there’s no reason to choose the TT over its rivals. Throw inside the inflated price – over £4000 more when compared to a Boxster S – and it’s a no-brainer.

BMW Hydrogen 7

 

 What‘s it? Ostensibly, a BMW 7-series – a 760iL AND BMW Hydrogen 7, specifically – engineered to operate on either ordinary unleaded petrol or liquefied hydrogen. When burning the latter, it emits only water vapour and trace levels of nitrogen dioxide and harmful particulates. That, says BMW, causes it to be the world’s first super-low-emissions luxury vehicle, and also a totally sustainable means of personal transport. So exactly what have Munich’s engineers done for this symbol of conspicuous consumption to transform it into a possible climate-saver? Well, surprisingly little. Externally, the Hydrogen 7 is identical to some long-wheelbase 7-series except for its 'Hydrogen' badging and slightly tweaked rear valance styling. Beneath the bonnet is how you’d expect a lot of the labor to happen to be done, but actually BMW Hydrogen 7 hasn’t had to carry out much to its 6. 0-litre V12 to really make it accept hydrogen as readily because it does unleaded. It runs a slightly lower compression ratio compared to the standard V12, includes a hydrogen injection system and an aluminium-lined induction system specifically designed to do business with the fuel. Otherwise it’s unchanged, and knocks out a steady, if slightly underwhelming 256bhp whether it’s running on petrol or hydrogen. To won’t fail to recognize this Seven from your ordinary 760iL, however, happens when lifting the bootlid. This really is where BMW has accommodated the 165-litre aluminium tank essential to store the liquid hydrogen to the engine, which gives the car a 120-mile hydrogen range, on surface of its 300-mile petrol range.

The Hydrogen 7 does possess a boot, but it’s greatly reduced in size – and there’s four inches less legroom inside the back compared to other long-wheelbase Seven – another compromise made to the hydrogen tank. What is it like? Once it’s started up, so well-insulated is that this car’s engine which you really wouldn’t know it was eventually turning over in the least, including have the ability to know the fuel it’s burning. On an open road, it’s not the foremost convincing exponent of BMW’s  philosophy, and that’s since it weighs 250kg greater than standard car along with being less powerful. Performance is acceptable, though ; 0-62mph taking just over nine seconds. Top speed is limited to 143mph. BMW’s real achievement here is just one of refinement instead of outright performance. When running on hydrogen, the Hydrogen 7 delivers its power just as freely and responsively because it does on petrol – and that’s a considerable success whenever you consider that hydrogen burns 10 times as quickly as petrol, and it is therefore a lot more difficult to control during combustion. You are able to switch in one fuel to a different as the engine is running in the touch of the button upon the steering wheel ; there’s a momentary interruption in drive, but nothing more intrusive when compared to a gearchange might otherwise be.

And although the engine takes on a far more hard-edged induction note when it’s consuming hydrogen, it remains as refined as most diesel engines, even at high revs. Should I buy one? Well, you can’t. BMW is merely making 100 Hydrogen 7s, and can retain ownership of every body. If you’re a forward-thinking captain of industry or an environmentally-aware celebrity, you may be offered the opportunity to lease one for a couple of months – however the rest of people will need to always drive fossil-fuelled cars for time being. That is not such a nasty thing, in fact, because only a couple of filling stations in continental Europe sell the liquefied hydrogen had the need to run the car. Even if they should did stock the ideal stuff, it'd cost you three times just the maximum amount of to operate your BMW onto it at this time because it would ordinary unleaded. Worse still, since that hydrogen would probably be extracted from natural gas instead of from renewable sources, you'd actually do more harm towards the environment by performing so than you‘d by burning the equivalent petrol with your tank. Nevertheless, BMW should still be congratulated. The Hydrogen 7 is really a fully homologated and type-approved production car ; therefore it is been put through every relevant crash and stress test, and proves that hydrogen-powered cars could be made safe for our particular roads, produced in a similar factories as other car, and can also provide levels of performance and refinement which are within touching distance of the petrol-powered siblings. The remainder of the world might not be able to accept it, but BMW certainly seems ready and able to create a near zero-emissions car.

Audi TT RS Review

 

With the Audi TT RS Review, has dared to shake the dust coming from the memory of one its greatest cars : the all-wheel-drive, five-cylinder Quattro. Dared, because inside the 20-odd years because it disappeared, Ingolstadt hasn‘t quite were able to capture the magic of the 1980 trailblazer – partly since the manufacturer hasn‘t configured a car in quite a similar way, but mainly because It‘s failed to provide a driving experience quite as fulfilling. That can be close to change, though. MattSaundersDeputy road test editorUnlike its rivals, the RS is available in both coupé and convertible guisesIn this latest TT, much from the promise can there be.

 True, it’s not the entire four-seater the original Quattro was, but it’s an all-wheel-drive, lightweight coupé powered using a turbocharged five-cylinder engine – an addition towards the Audi range that’s since found its way straight into the RS3 super-hatch.

This 335bhp confection and it is accompanying £42, 985 price ticket vault the Audi TT RS into contention with many of the most powerful cars during this class, including probably the most accomplished, the Porsche Cayman S. But unlike the majority of its rivals, the TT RS will come in both coupé and convertible variants.  In evoking the well-known Quattro, Audi is clearly confident that it features a worthy descendant.

Bugatti Veyron 16.4 Grand Sport

What‘s it? This is actually the new Bugatti Veyron 16. 4 Grand Sport, an open-top version from the 987bhp supercar of that you are almost certainly already familiar. Unsurprisingly that roof is that the stand-out change coming from the ‘standard’ car – the transparent polycarbonate unit weighs 19kg and can also be lifted on and off after pushing two release buttons, but can‘t be stowed inside the car. Consequently, Bugatti has incorporated an emergency carbonfibre soft top that may be stowed inside the boot and used at speeds of as much as 99mph if this rains. Beyond that, the bodywork is modified to ensure the car remains stable at high speeds, safety standards are maintained and wind intrusion straight into the cabin is kept to some minimum. As an example, the car has new A-pillars, door sills and a bigger centre tunnel to enhance strength, as the doors are made of carbonfibre instead of the aluminium from the coupe. Beyond that, the Grand Sport retains much from the hard-topped car's eye-watering performance capabilities. What’s it like? Turn the key and wake the 987bhp, 16-cylinder, eight-litre engine and you really are greeted having a smooth, deep sound. It’s not as loud as you may image, but instead distinguished – and perhaps even a little shy. Nevertheless, roof off, you are doing be able to arrive at benefit from the engine note, and thus You are feeling connected towards the car in a manner that never happens inside the coupe. Push the throttle and also the smooth running engine changes its note. Suddenly, it’s alive, loud and screaming intent. The body is nailed towards the seat like the rear end wiggles momentarily, until the electronic systems take over and you really are blown forward by having an incredible force. It’s exhilarating, but somehow also refined. You change gears via a paddleshift behind the steering wheel, however you don’t feel any load change like the car includes a seven speed twin-clutch gearbox to bring the strain. The Bugatti Veyron 16. 4 Grand Sport soars from 0-62mph in 2. 7sec as well as on to some top speed of 253mph once the roof is set up. Eliminate the roof off, which top speed reduces to ‘just’ 223mph. Needless to mention, It‘s sensational in either case. The hardest section of the driving experience is checking up on what’s happening towards the car in your thoughts, because you are able to push on without ever feeling like you will lose control. The steering is sharp, although not nervous, the handling subtle instead of brutal. Even though you drive clumsily, the traction control and ESP will be ready to jump in. It’s a very good cruiser, too, Bugatti having opted for softer damper settings than upon the coupe, reasoning that roadster customers will want a far more comfortable ride. Should I buy one? Perhaps this ought to be rephrased to, ‘Can you afford one? ’ The Bugatti Veyron 16. 4 Grand Sport costs a cool 1. 4 million Euros (£1. 2 million ) – as well as when you have that type of cash, you’ll possess a fight in your hands to obtain one. The very first 40 cars are reserved for existing Bugatti customers, and merely 150 in total are now being built. But if you possess the readies and can also jump the queue, why not consider what many people have dubbed the quickest sun bed inside the world? Juergen Zoellter Bugatti Veyron 16. 4 Grand Sport

BMW 7 Series Active Hybrid 7

#EANF#[EXTRACT]#EANF# #EANF#EXTRACT#EANF# BMW 7 Series Active Hybrid 7

Audi TT 190

 

The new Audi TT 190 is due late next year, so Audi has slimmed-down the current range and offered the venerable 1. 8-litre turbocharged engine a little power boost. The rationalised line-up dumps the 222bhp 1. 8, leaving coupé customers using the 3. 2-litre V6 and two versions from the 1. 8-litre four-cylinder unit : the 237bhp TT Quattro Sport which TT 190, available in front-drive or Quattro four-wheel-drive form.

The Audi TT 190 has a 161bhp or this 187bhp version from the 1. 8, as well as V6. With power increased from 178bhp to 187bhp, the TT 190 coupé takes 7. 4 seconds to sprint to 62mph, 0. 4 seconds quicker compared to the TT 180 it replaces. In reality, however, difference is hard to inform. The turbo provides meaningful shove from as low as 2200rpm but, although smooth, the engine has precious little character. The only real interesting noise comes coming from the muted whoosh from the turbo’s wastegate while you lift from the throttle. Wind noise is well suppressed at motorway speeds, however is an excessive amount road roar, despite this Audi TT wearing high-profile 205 / 55 16-inch rubber. When the TT was an engaging drive we could forgive the unyielding ride, however it isn’t so we can’t. The firm suspension proves especially irritating on long journeys.

As the steering is accurate, it isn’t the foremost talkative, so tyre scrub coming from the front wheels is usually heard before It‘s felt. The Audi TT 190 is proficient at brisk progress, but a series of sweeping bends can soon unsettle the torsion-beam rear suspension. Prices remain unchanged coming from the 180’s, as will the styling. The cabin reeks of quality, with delicious aluminium touches that also feel remarkably fresh over six years following the TT was launched. And that is why, although not really a serious driver’s tool, the TT remains a compelling choice inside the sub-£25k coupé market.

Bugatti Veyron review

Hunian menjadi tempat tinggal yang nyaman tidak hanya tergantung pada bentuk rumah, fasilitas mewah, atau dekorasi elegan. Hunian akan terasa nyaman ketika penghuni rumah menuangkan perhatian pada rumah tersebut.Sebetulnya uang bukan segalanya sebagai faktor utama anda bisa memiliki rumah nyaman. Anda hanya perlu melakukan beberapa hal berikut ini agar terasa lebih nyaman tinggal di dalam rumah: Rasa aman Tempat tinggal Anda tidak akan nyaman jika tanpa adanya rasa aman. Ganti kunci dan gembok rumah dengan model dan merk yang Anda percaya. Bila perlu, pasang kamera pengaman atau perangkat keamanan canggih lainnya. Rapi dan menyenangkan Anda akan sulit menyesuaikan diri dengan kondisi lingkungan yang berserakan. Segera rapikan dan bersihkan tempat tinggal baru Anda. Begitu juga dengan eksterior rumah. Tidak ada salahnya menyambut tetangga dengan taman yang rapi dan menyenangkan, bukan? Cara ini juga memudahkan menerima tetangga atas kehadiran Anda. Racun berbahaya Mengecat dinding dan plafon rumah sebelum ditempati. Cara ini membuat Anda dan keluarga terhindar dari resiko menghirup racun berbahaya dari cat dinding. Jika Anda menggunakan cat bebas toksin, Anda juga bisa mewarnai seluruh rumah dengan warna-warna netral. Baru setelah itu, seiring waktu Anda bisa menambahkan warna-warna lain. Penyimpanan memadai Pastikan Anda menyediakan tempat penyimpanan yang cukup. Lemari, kontainer, rak, dan berbagai tempat penyimpanan memang tampak sederhana. Namun, hunian belum bisa menjadi rumah yang berfungsi penuh jika Anda belum bisa menyimpan barang-barang privasi anda. Percantik jendela Pasang gorden untuk mempercantik jendela. Bagi sebagian orang, hunian belum nyaman jika jendela tanpa gorden. Tidak perlu mahal. Anda bisa membuat sendiri atau dengan teliti mendapatkan gorden cantik dengan harga murah.

Audi TT TDI

 

What‘s it? This really is something rare – a mid-sized, two-plus-two, diesel coupe, the Audi TT TDI’s only direct opposition the seriously handsome and seriously flawed Alfa Romeo Brera, and the greater able but less handsome BMW 123d. The diesel engine in question is Audi’s new and excellent 168bhp common rail 2. 0 litre TDI, which runs to 140mph, zipping through 62mph in 7. 5seconds upon the way. Large in the least, but what’s really compelling is that it performance has a combined fuel consumption figure of 53. 3mpg, promising the actual world probability of consumption inside the high 40s, and CO2 emissions of just 139g / km.

Just as pleasing, the diesel pushes out 258lb ft of torque – the identical to the TTS musters – promising effortless cruising and straightforward overtaking. That there’s such a lot torque is why the TDI has a Quattro drivetrain as standard, the front wheels not able to manage this type of thrust by themselves. Otherwise, this oil-burning TT is largely as to the stock 2. 0 turbo that many of us already know, and it also is allowed to be had having a six-speed manual transmission regardless of the availability of the twin clutch S Tronic gearbox upon the TTS. What’s it like? Civilised, effortless and a really satisfying method to beat the internal system, few other cars this fast which sexy managing around 50mpg. You sometimes hear a coffee, dull drone using this diesel in case you listen hard, but the things you won’t hear is that the harsh cackle and thrum that you will get from numerous oil-burners, producing the Audi TT TDI’s presence under the TT’s shapely bonnet seem entirely appropriate. It‘ll seem much more so when you will get this car on a quick, open road, the generous torque reserve providing useful acceleration even at 80mph in sixth when you’re cruising, and much stouter urge in case you drop a few ratios.

And pick-up from low engine speeds is prompter than you’ll find with many turbodiesels, the variable vane turbocharger helping here. This Audi TT TDI can optionally be had with magnetic dampers - they do little to its ride in sport – but in standard form It‘s comfortably firm, if just a little jostling over smaller, sharper bumps. Otherwise this is an refined car, no small section of its sophistication right all the way down to its high standard of finish, the high-grade furnishings of their cabin, a very good driving position and cozy, supportive seats. Handling is tidy and confident, but tight, slippery bends taken hard betray its basic urge to understeer, a condition the Haldex all-wheel drive system is just too slow to counter. Should I buy one? Yes, in case a super-economical, sexy coupe will be your desire, and also as mentioned, there will be precious few of those. Aside from its looks, the diesel TT plays another strong hand using its exceptional mixture of performance and economy, which should attract both company and private buyers. The TDI model successfully adds another dimension for this desirable coupe.