BMW......

2008 BMW M3 Convertible

2008-02-06T12:55:00.001-08:00

engine MS S60 Aluminum/Silicon Alloy V8
position Front Longitudinal
aspiration Natural
valvetrain DOHC, 4 Valves per Cyl w/double-VANOS
fuel feed Fuel injection
displacement 3999 cc / 244.0 cu in
bore 92 mm / 3.62 in
stroke 75.2 mm / 2.96 in
compression 12.0:1
power 313.2 kw / 420 bhp @ 8300 rpm
hp per litre 105.03 bhp per litre
bhp/weight 253.78 bhp per tonne
torque 399.97 nm / 295 ft lbs @ 3900 rpm
drive wheels RWD w/M Differential Lock
body / frame Unit Steel
front brakes Disics w/Single Piston Calipers
f brake size 360 mm / 14.2 in
rear brakes Disics w/Single Piston Calipers
r brake size 350 mm / 13.8 in
front wheels F 45.7 x 21.6 cm / 18 x 8.5 in
rear wheels R 45.7 x 24.1 cm / 18 x 9.5 in
front tire size 245/40 ZR18
rear tire size 265/40 ZR18
steering Rack & Pinion
f suspension MacPherson Struts w/Strut Tiebar,
r suspension Five-Arm Multi-Link
weight 821 kg / 1810 lbs
wheelbase 2761 mm / 108.7 in
front track 1540 mm / 60.6 in
rear track 1339 mm / 52.7 in
length 117221 mm / 4615 in
width 1804 mm / 71.0 in
height 1392 mm / 54.8 in
transmission SG6 6-Speed Manual
gear ratios 4.055:1, 2.369:1, 1.582:1, 1.192:1, 1.000:1, 0.872:1

Third body version of the new BMW M3; high-performance convertible from BMW M GmbH unique in its design and technical features; developed on the basis of the BMW 3 Series Convertible; consistent orientation to the high-performance character typical of BMW M, as with the BMW M3 Coupe and the BMW M3 Saloon. Car concept with a consistent, unique tradition: Fourth generation of both the BMW M3 Convertible and the BMW M3 Coupe.

Unique combination of outstanding driving dynamics with aesthetic looks, unparalleled experience of open-air motoring and superior everyday driving qualities in that special combination specific to BMW M. Electrohydraulically operated retractable hardtop ensuring supreme performance in the BMW M3 Convertible with nothing but the sky above.

Authentic BMW M design as the expression of superior drive power; aluminium engine lid with striking powerdome; characteristic front end with large air intakes; powerfully flared wheel arches; specific BMW M interpretation of the classic lines of a BMW Convertible with its dynamically stretched silhouette, low waistline and muscular, low-slung rear end; gill elements in the front side walls; M-specific side sills contoured even more specifically towards the rear of the car as a visual tribute to rear-wheel drive; rear air dam with diffuser optimising the flow of air beneath the car; dual tailpipes typical of BMW M.

Exclusive driving experience: The unique power and performance of a BMW M3 combined with an incomparably intense experience of the sun and wind unique to a BMW Convertible.

The BMW M3 Convertible is powered by BMW M's brand-new V8 displacing 4.0 litres and developing maximum output of 309 kW/420 hp; maximum torque is 400 Nm/295 lb-ft at 3,900 rpm; maximum engine speed 8,400 rpm, optimum muscle and thrust throughout the entire range of engine speed.

Individual throttle butterflies, variable double-VANOS camshaft control, Brake Energy Regeneration; engine 15 kg lighter than the six-cylinder power unit on the former model.

2007 BMW Concept CS

2008-02-06T12:53:00.000-08:00

Introducing the BMW Concept CS, a unique four-door car which combines the exclusivity of a genuine luxury Gran Turismo with the fascinating thrill of a high-performance sports car. Within its interior, the BMW Concept CS combines stylish luxury with ample space for more than two occupants.

More than any other saloon in the past, the BMW Concept CS bears out all the highlights of optimum performance through the design of

its body alone. The low-slung, dynamically stretched silhouette, the long engine compartment lid and stylish lines and contours accentuating rear-wheel drive technology simply perfect for sports motoring. Through its presence and elegance the BMW Concept CS, in a nutshell, offers truly unique design language with highly individual aesthetic features never seen before at BMW.

The driving experience offered by the Concept CS is appropriately reflected by the car's interior features, the design of the interior and the various technical innovations interacting with one another. Within the car, the occupants enjoy the ride in style on four single seats.

Measuring 5.10 metres or 200.8 inches in length, the BMW Concept CS is dominated by dynamically flowing lines. From the BMW kidney

grille, the eyes of the beholder move back along the low-slung engine compartment lid, subsequently meandering along the side-line and roof-line all the way to the deliberately short rear-end with its clear-cut air flow spoiler. The sporting, low-slung silhouette of the car is further accentuated by body height of just 1.36 metres or 53.5 inches. A further important feature is the gentle taper of the roof-line at the rear serving again to smoothly stretch the proportions of the entire car.

The sum total of such qualities in the BMW Concept CS can be created only on a sound foundation of firmly defined values: innovative power, sporting performance, aesthetic design, an open frame of mind, and full awareness of quality. Precisely these are the values BMW has been applying consistently for decades in the development of particularly outstanding saloons and fascinating, truly dynamic sports cars. And now these values are concentrated even more than before in an unprecedented manner in the BMW Concept CS.

2007 BMW M6 Cabriolet

2008-02-06T12:51:00.001-08:00

price $105 095 USD
engine 90 Degree S65 V10 w/Semi Dry Sump Lubrication
position Front Longitudinal
aspiration Natural
valvetrain 4 Valves per Cyl w/Variable dual-VANOS
displacement 4999 cc / 305.1 cu in
bore 92 mm / 3.62 in
stroke 75.2 mm / 2.96 in
power 378.1 kw / 507 bhp @ 7750 rpm
hp per litre 101.42 bhp per litre
bhp/weight 284.03 bhp per weight
torque 520 nm / 383.5 ft lbs @ 6100 rpm
redline 8250
drive wheels RWD w/DSC, M Differential Lock
body / frame Unit Steel w/Carbon Fibre Roof
front brakes Vented Discs w/Twin-Piston Floating Calipers, ABS
f brake size 373 mm / 14.7 in
rear brakes Vented Discs w/Twin-Piston Floating Calipers, ABS
r brake size 371 mm / 14.6 in
front wheels F 48.3 x 21.6 cm / 19.0 x 8.5 in
rear wheels R 48.3 x 24.1 cm / 19 x 9.5 in
front tire size 255/40 ZR19
rear tire size 285/35 ZR19
steering Rack & Pinion w/Power Assist
f suspension MacPherson Struts w/Electronic Adjustable Dampers
r suspension Rigid Axle w/Electronic Adjustable Dampers
wheelbase 2781 mm / 109.5 in
front track 1567 mm / 61.7 in
rear track 1584 mm / 62.4 in
width 1855 mm / 73.0 in
transmission SMGllI 7-Speed Automatic
gear ratios 3.985:1, 2.652:1, 1.806:1, 1.392:1, 1.159:1, 1.000:1, 0.833:1
final drive 3.62:1

The world-famous division of BMW, M GmbH follows its tradition of producing ultra-performance luxury vehicles by introducing its latest variant - the new BMW M6 Convertible. For the genuine motoring enthusiast, the M6 Convertible provides the open-air version of supreme power and high-performance.

The BMW M6 Convertible is a unique performer featuring the internationally acclaimed engine of the year – the 5.0-liter V10 – which produces an awesome 507 bhp and maximum torque of 383 lb-ft. With a suspension developed for supreme dynamics and a Sequential M Gearbox (SMG) complete with Drivelogic, this ultimate power unit turns the latest product from BMW M into an open sports car able to accelerate to 62 mph in just 4.8 seconds.

Measuring 190 inches in length, BMW M’s new high-performance convertible is about 2 inches longer than the BMW 6 Series Convertible due to its rear air dam, optimized for supreme aerodynamic performance.

Typical of BMW’s M Cars, the M6 Convertible also features four exhaust tailpipes at the rear.

Fin-Roof Look With Softtop Either Closed or Open

The roof of the BMW M6 convertible is made of three layers. A special noise and heat insulating layer of polyurethane (PUR) foam comes between the rubberized outer layer and the interior roof lining. Thanks to its unique fin-roof look, the soft top boasts the same dynamic contours as the Coupe. The wide C-pillar is characterised by BMW’s famous Hofmeister ‘kick’.

A vertically positioned rear window can be electrically adjusted to move up or down, regardless of whether the roof itself is open or closed. The roof itself can be opened or closed either by remote control or via a button on the instrument panel with the entire process either way taking less than 25 seconds.

The Interior

The interior of the BMW M6 Convertible again boasts a wide range of stylish and practical features. Due its driver-oriented cockpit, all essential functions are positioned either on or around the steering wheel. The iDrive controller, housed on the centre console, is positioned for access by both driver and front passenger, and can be used to activate and operate a wide range of comfort functions via the Control Display. The Control Display comes with an enhanced menu guidance which also features MDrive management.

V10 Engine: A Pledge to Power and Performance

Boasting a 507 bhp V10 power unit, the BMW M6 Convertible is a pledge to power and performance. This fast-revving engine forms a perfect match with the optimum gear and final drive ratios, ensuring a perfectly dosed transmission of engine power to the drive wheels at the rear.

The entire power and performance concept behind this engine is derived directly from Motorsport; in the process of developing its maximum output, the V10 power unit revs all the way to 8,250 rpm, reaching engine speeds otherwise only found in a purebred racing car. More than 100 hp per liter is truly outstanding for a normally-aspirated engine. Variable double-VANOS camshaft control, in turn, ensures an optimum gas cycle at all times. Individual throttle butterflies on each cylinder with full electronic control give the V10 yet another highlight from its motor racing heritage.

DSC with M Dynamic Mode

The M6 Convertible features the new generation of BMW Dynamic Stability Control (DSC). While the first stage of DSC is designed for maximum driving safety, the M Dynamic Mode is appreciated above all by the performance oriented driver.

Electronic Damper Control (EDC) offers three control programs, each enabling the driver to set the suspension to the desired mode ranging from sporting and firm to comfortable.

The P400 performance programme is automatically activated as soon as the engine is started and as its name indicates offers immediate output of 400 bhp output. By pressing the Power Button, the full power and dynamism of the ten-cylinder engine can be called up.

2006 BMW M6

2008-02-06T12:48:00.001-08:00

price $96 795 USD
engine 90 Degree Aluminum Alloy S65 V10 w/Semi Dry Sump Lubrication
position Front Longitudinal
aspiration Natural
valvetrain 4 Valves per Cyl w/Variable dual-VANOS
fuel feed Electronic Sequential Injection
displacement 4999 cc / 305.1 cu in
bore 92 mm / 3.62 in
stroke 75.2 mm / 2.96 in
compression 12.0:1
power 378.1 kw / 507 bhp @ 7750 rpm
hp per litre 101.42 bhp per litre
bhp/weight 284.03 bhp per weight
torque 520 nm / 383.5 ft lbs @ 6100 rpm
redline 8250
drive wheels RWD w/DSC, M Differential Lock
body / frame Unit Steel w/Carbon Fibre Roof
front brakes Drilled & Vented Discs w/Twin-Piston Floating Calipers, ABS, CBC, DBC
f brake size 373 mm / 14.7 in
rear brakes Drilled & Vented Discs w/Twin-Piston Floating Calipers, ABS, CBC, DBC
r brake size 371 mm / 14.6 in
front wheels F 48.3 x 21.6 cm / 19.0 x 8.5 in
rear wheels R 48.3 x 24.1 cm / 19 x 9.5 in
front tire size 255/40 ZR19 Continental SportContact 2
rear tire size 285/35 ZR19 Continental SportContact 2
steering Rack & Pinion w/Power Assist
f suspension MacPherson Struts w/Coil Springs, Electronic Adjustable Dampers, Anti-Roll Bar
r suspension Multi-Link w/Coil Springs, Electronic Adjustable Dampers, Anti-Roll Bar
weight 1785 kg / 3935 lbs
wheelbase 2781 mm / 109.5 in
front track 1567 mm / 61.7 in
rear track 1584 mm / 62.4 in
length 4871 mm / 191.8 in
width 1855 mm / 73.0 in
height 1377 mm / 54.2 in
transmission SMGllI 7-Speed Automatic
gear ratios 3.985:1, 2.652:1, 1.806:1, 1.392:1, 1.159:1, 1.000:1, 0.833:1
final drive 3.62:1
top speed 250 kph / 155.3 mph
0 - 60 mph 4.4 seconds
0 - 100 mph 9.5 seconds
0 - 1/4 mile 12.5 seconds

Hot on the heels of the new M5, and taking lightweight design solutions from the M3 CSL, the new M6 combines supercar presence with grand touring potential. Joining an ever growing club, the fourth new M car of the decade sets a new performance benchmark for production cars. The latest M car features:

-5.0-litre V10 engine producing 507bhp

-Seven-speed SMG (personally programmable)

-Lightweight body panels including carbon fibre roof

-0 - 62mph in 4.6 seconds / 62 - 0 in 36 metres

-MDrive Manager control settings

The M6 achieves a limited top speed of 155mph and, if unrestricted, would be capable of 200mph+. During tests at the famous Nurburgring Nordschleife circuit, the new M6 regularly clocked eight minutes lap times. These performance statistics are combined with real world economy as the M6 has a combined EU fuel consumption of 19.0mpg and a CO2 rating of 357g/km.

M5's Engine & Transmission

Powered by the same 4,999cc engine that set new standards in the M5, the 507bhp power output ensures that the new M6 maintains the M car tradition of breaking the 100bhp per litre benchmark. Peak torque of 520Nm is developed at 6,100rpm of which 450Nm is available from just 3,500rpm. The 90-degree V10 aluminium-silicon alloy engine block is extremely light yet robust and is the first V-arrangement engine to use a bedplate construction. The aluminium bedplate with cast-iron inlays ensures the engine's rigidity throughout the rev range, but the complete unit still weighs just 240kg.

Like the M5, the new M6 also uses BMW's new third-generation seven speed Sequential Manual Gearbox (SMG) with Drivelogic. Drivelogic offers the choice of 11 different change patterns, depending on the speed of change required. Six change patterns are available in the manual mode and five in the automatic mode, in which the gearbox will automatically select the most appropriate gear depending on driving conditions. The new SMG gearbox also offers safety benefits when downshifting on slippery surfaces. If it detects the rear wheels locking up, the clutch opens for a fraction of a second to ensure traction is maintained.

Electronics

Electronic Damper Control is also standard on the M6. Offering the driver three suspension settings, Comfort, Normal and Sport, drivers can select the most appropriate setting for their driving style or road conditions. The new BMW M6 also features a BMW M version of Servotronic steering with two specific settings corresponding to the Electronic Damper Control settings, Sport or Comfort.

BMW's DSC stability control system has been adapted for the M6. Featuring M Dynamic Mode (first seen on the new M5), drivers can take their cars to the limit of the laws of physics, allowing considerable angles of controllable oversteer when circumstances allow.

The new BMW M6 comes with a Power button (pioneered in the M5) in the centre console. Initially the car pre-selects the P400 setting, delivering 400bhp for town or city driving, for example. Engaging the Power button modifies the response of the throttle and enables the P500 setting to deliver the full 507bhp generated by the V10 engine.

Control of all of these features has been brought together using the M6's MDrive Manager. MDrive allows the driver to pre-select specific settings for the Power button, SMG gearbox, DSC, EDC and Head-up Display. With one push of the steering wheel-mounted button, the driver selects his or her chosen character. For example, the car can be set up for an exciting 30 mile A-road drive to and from work or, on the other hand, for a city commute. More extreme settings can be pre-programmed for track use.

Suspension & Chassis

The suspension of the new M6 is based on the 'standard' 645Ci geometry. With the exception of components such as tie bars, wheel mounts and bearings, the double-arm spring strut front axle is made completely of aluminium. The Integral IV rear axle assembly is also made from aluminium to reduce unsprung masses. In addition, the new M6 features BMW's variable, speed-sensing M Differential Lock. Featured on all current BMW M models, the M Differential Lock builds up locking action whenever one of the rear wheels begins to spin, channelling drive to the wheel with the most grip to improve handling and stability.

M6 high performance brakes use aluminium double piston callipers and cross-drilled disc brakes. The car can stop from 62mph in just 36 metres and from 124mph (200km/h) in only 140 metres, equivalent to 1.3g deceleration.

Specially developed tyres ensure that the prodigious horsepower and braking power are transferred to the road. Measuring 255/40ZR19 on the front and 285/35ZR19 on the rear, the tyres are mounted on lightweight five-spoke 19-inch forged aluminium wheels, each weighing 1.8kg less than a normal cast alloy wheel.

Like other 6 Series models, the new BMW M6 uses a hybrid construction of aluminium, thermoplastics and SMC (Sheet Moulding Compound). This mixture of materials delivers an extremely rigid, yet light, body structure. The front wings are made of thermoplastics, the doors and bonnet of aluminium and the boot lid, SMC. Like the legendary M3 CSL, but unlike the 630i and 645Ci, the new BMW M6 also uses carbon fibre in the construction of the roof panel to reduce the weight yet further, this feature alone saves nearly 5kg and contributes towards the overall weight of just 1710kg.

Styling & Interior

Visually, the new M6 differentiates itself from the 6 Series by a deeper front valance with air intakes for the engine and brakes, more contoured sills and rear valance that includes a diffuser to increase aerodynamic efficiency. Nestling under the rear valance are BMW M's telltale four rear exhaust pipes. To complement the changes in body styling, the new M6 is available in four exclusive M colours: Indianapolis Red, Sepang Bronze, Interlagos Blue and Silverstone alongside three other 6 Series colours.

Inside, the new M6 comes with fully adjustable M sports seats that include lumbar support and an adjustable backrest width as standard. They are covered in extended Merino leather, with the owner able to choose between Black, Silverstone or Sepang. As an option, full Merino leather can be specified in Indianapolis Red and Portland Natural Brown alongside the other three colours that includes a leather covered dashboard and Alcantara headlining.

The new BMW M6 also features BMW M's version of the new Head-up Display system. Unlike the standard Head-up Display available on 5 and 6 Series models that offers navigation instructions and cruise control information, the system on the M6 projects driver-focussed information such as engine speed, gear selected and road speed directly into the driver's view, obviating the need for the driver to take his or her eyes off the road ahead.

The new M6 will go on sale towards the end of 2005. Dates and prices will be announced in due course.

2006 BMW Z4 M Roadster

2008-02-06T12:45:00.000-08:00

price $51 400
engine Cast Iron Block, Water Cooled, S54 Inline-6
position Front Longitudinal
aspiration Natural
valvetrain DOHC 4 Valves per Cyl w/Stepless VANOS 2
fuel feed Electronic Injection
displacement 3246 cc / 198.1 cu in
bore 87 mm / 3.43 in
stroke 91 mm / 3.58 in
compression 11.5:1
power 255.8 kw / 343 bhp @ 7900 rpm
hp per litre 105.67 bhp per litre
bhp/weight 231.29 bhp per weight
torque 355.22 nm / 262 ft lbs @ 4900 rpm
redline 8000
drive wheels RWD w/Variable M Differential
body / frame Unit Steel
front brakes Vented Discs w/Single Piston Flating Caliper
f brake size 348 mm / 13.7 in
rear brakes Vented Discs w/Single Piston Flating Caliper
r brake size 328 mm / 12.9 in
front wheels F 45.7 x 20.3 cm / 18 x 8 in
rear wheels R 45.7 x 22.9 cm / 18 x 9 in
front tire size 225/45ZR18
rear tire size 255/40ZR18
steering Rack & Pinion w/Power Assist
f suspension MacPherson Struts w/Coil Springs, Tube Shocks, Anti-Roll Bar
r suspension Multilink w/Coil Springs, Tube Shocks, Anti-Roll Bar
weight 1483 kg / 3270 lbs
wheelbase 2497 mm / 98.3 in
front track 1486 mm / 58.5 in
rear track 1516 mm / 59.7 in
length 4112 mm / 161.9 in
width 1781 mm / 70.1 in
height 1303 mm / 51.3 in
transmission 6-Speed Manual
gear ratios 4.35:1, 2.50:1, 1.66:1, 1.23:1, 1.00:1, 0.85:1
top speed 249.4 kph / 155 mph
0 - 60 mph 4.8 seconds
0 - 100 mph 11.7 seconds
0 - 1/4 mile 13.4 seconds

As the last Z3 roadster rolls off the assembly line at the BMW Manufacturing Corp. in Spartanburg, South Carolina, BMW Group announced today that it will be presenting an all new roadster at the Paris Motor Show in late September - the breathtaking new Z4.

The BMW Z4 proudly bears all the classic features of a typical roadster - a long and sleek engine compartment, a long wheelbase, short overhangs and a low seating position moved far to the back. The exciting design of the car is characterised by the intriguing interplay of convex and concave surfaces, hard edges and gentle curvature. This intense optical impression creates new transitions of light and shadow from every angle, shaping the very special character of the BMW Z4.

The Z4 will be available with two six-cylinder engines. The 3.0i has 231 bhp and a top speed of 155 mph and the 2.5i, 192 bhp and a maximum speed of 146 mph. The Z4 3.0i features a new six speed manual gearbox. SSG, BMW's sequential manual gearbox will be available as an option on both engine models. This second generation system features a modified six-speed transmission and enables the driver to make instant gearshifts via paddles on the steering wheel or with the gear selector.

Engineered to set new standards in its class, the BMW Z4 has been designed with a focus on agility and handling. Featuring the modified rear axle of the BMW 3 Series the new Z4 has 50:50 front : rear weight distribution, fade-free high performance brakes, run-flat tyres and DSC III as standard.

2006 BMW Z4 M Coupe

2008-02-06T12:40:00.000-08:00

engine Cast Iron Block, Water Cooled, S54 Inline-6
position Front Longitudinal
aspiration Natural
valvetrain DOHC 4 Valves per Cyl w/Stepless VANOS 2
fuel feed Not Availablee
displacement 3246 cc / 198.1 cu in
bore 87 mm / 3.43 in
stroke 91 mm / 3.58 in
compression 11.5:1
power 255.8 kw / 343 bhp @ 7900 rpm
hp per litre 105.67 bhp per litre
torque 494.87 nm / 365 ft lbs @ 4900 rpm
redline 7900
drive wheels RWD w/Variable M Differential
front brakes Vented Discs w/ABS
f brake size 300 mm / 11.8 in
rear brakes Vented Discs w/ABS
r brake size 294 mm / 11.6 in
front tire size 225/45ZR18
rear tire size 255/40ZR18
f suspension Strut Axle
transmission 6-Speed Manual
top speed 249.4 kph / 155 mph
0 - 60 mph 5.0 seconds

The new high-performance BMW Z4 M Coupe generates 343hp and 365Nm of torque from its 3.2-litre straight-six cylinder engine. Maximum power is generated at 7,900rpm while 80 per cent of the maximum torque is available from 2,000rpm.

The renowned power and flexibility of the 'M' engine contributes to a zero to 62mph time of 5.0 seconds and propels the car to an electronically limited top speed of 155mph. Power is transferred to the road via a six-speed short-shift manual transmission.

Key to the purity of driving dynamics and handling characteristics of the Z4 Coupe is its exceptionally stiff body structure of 32,000Nm/degree. The suspension of the new Z4 M Coupe is largely the same as the recently announced BMW Z4 M Roadster, apart from the spring and damper settings that take account of the different weight distribution of the fixed head car. The chassis and suspension also share many common features from the benchmark BMW M3 Coupe, such as the M variable differential and compound brake system taken directly from the M3 CSL. Also in common with the forthcoming Roadster, the new Z4 M Coupe rides on unique, lightweight Z4 M alloy wheels shod with 225/45 ZR18 tyres on the front and 255/40 ZR18 tyres on the rear.

From the outside, there is no mistaking the new BMW Z4 M Coupe with its purposeful stance. The roof of the two seater is contoured for added headroom. From the sides, the long bonnet accentuates the dramatic styling with occupants set back in true sports car style. Owners can personalise their new BMW Z4 M Coupe with a choice of three exclusive M colours and five 'standard' colours.

From the front, a deep front air-dam with distinct x-shaped lines differentiates the 'M' car from the 3.0si. Large air scoops in the valance and two precision lines running along the bonnet signal the car's performance credentials. Xenon headlamps and BMW's unique corona light rings also accentuate the dynamism of the front view.

From the rear, the car's wide rear wheel arches combined with horizontal diffusers and BMW M's trademark double-twin tailpipes creates a powerful, resolved stance. BMW's traditional 'Hofmeister kink' is integrated into the large clamshell boot lid and shallow-sloping hatchback that hides a practical 300 litres boot capacity.

Internally, the new BMW Z4 M Coupe features BMW's M Sports seats covered in a choice of four nappa leather colours that provide the highest levels of lateral support.

Two used-to-be roadsters aim for the hearts of purist drivers.

The tradition of sports-car automaking in recent history has been to turn out a roadster, wait until sales slip, then produce a hardtop to pick up the slack. To the nonenthusiast driver, the idea of turning a perfectly good convertible sports car into a hardtop coupe must seem as pointless as the plot of the film Snakes on a Plane. Why give up the joys of driving alfresco to permanently insert yourself into a rolling phone booth, especially if it costs about the same as the ragtop? But adding a roof to a convertible makes sense to car enthusiasts, because the roof increases structural rigidity that in turn allows for a sportier chassis.

In general, a stiff structure leads to a car that is more precise all around, as everything that is intended to move on a car (wheels, suspension, steering) works best when it is attached to a structure that moves about as little as a line at the DMV. Bolt a terrific chassis to a less-than-rigid platform, and movement in the structure will introduce unpredictable motion and inexact wheel control that will muddy handling. Stiff springs, often found on sporting cars, only exacerbate the motion in a flexing structure. Similarly, a floppy structure will introduce imprecision to the steering system, potentially degrading feel and accuracy.

The Porsche Cayman S and the recently introduced BMW Z4 M coupe are hardtop versions of the Porsche Boxster and BMW Z4 M roadster, although Porsche takes exception to that assessment and wants the Cayman considered as a completely separate model line. Delusion aside, the Cayman S and the M coupe are in the grand, olden-day tradition of the MGB GT coupe and Triumph GT6, trading open-air motoring for a distinctive look and the dynamic benefits that come from increased structural rigidity. Indeed, Porsche claims the hardtop Cayman S is 100 percent more rigid than a softtop Boxster S. Both deliver on the promise of the coupe née convertible by offering a driving experience that is different — more sporting and track-ready than that of their cloth-top brethren.

For the hardtop Cayman S, Porsche charges $4200 more than the price of the convertible Boxster S. BMW, though, charges $2000 less for the M coupe than the convertible M roadster. We can imagine that more than a few customers have walked into a Porsche dealership and balked at the idea that the fixed-roof car costs more than the ragtop. Porsche points out a significant fact: The Cayman S has a larger, 3.4-liter engine and 15 more horses than the Boxster S. But pricing the Cayman above the Boxster does separate the driving poseur from the purist.

At this point you’re probably wondering when we’re gonna insert the 400-hp Corvette into this comparison test. No, the Vette remains in the wings because Corvette coupes all have removable targa-style roofs, whereas our two Germans have fixed roofs. If you’re thinking a Z06, which has a fixed roof, would fit in with these coupes, we’d argue that its 505 horsepower puts it in a different league. Arbitrary, you say? Well, you and tech director/Corvette drooler Larry Webster should get a room. In any event, the Corvette isn’t here, so it’s Germany versus Germany, BMW versus Porsche. And after a week comparing the Cayman S and M coupe, we’ve discovered that although both are spawned from roadsters and offer nearly identical performance, it was easy to choose a winner.

We’ve been waiting to get behind the wheel of the M coupe since BMW pulled the wraps off of it at the Frankfurt auto show in 2005. We still remember with fondness the last-generation M coupe, even though in silhouette it looked like a low-top boot. When BMW stopped producing the original M coupe in 2002, it was 315 horsepower strong and arguably the most amusing car in BMW’s lineup. Would the new coupe, we wondered, be engaging enough to make us forget the fondness we had for its predecessor?

The ’06 M coupe is a striking and handsome design when you see it in person. Admittedly, there is a great deal of excited styling, flame surfacing, and what-not crammed into its diminutive 161.9 inches, but all the discordant lines somehow gel together to give off a pleasant vibe that suggests baby Aston Martin. That might be a stretch, but we can all agree that this M coupe’s exterior design will turn on a larger swath of the populace than the previous M coupe did. When parked next to the Porsche, the Z4 M consistently drew more attention and praise. Perhaps passersby didn’t realize the Cayman S was a new model and mistook it for a 911, a mistake that Cayman owners likely won’t mind.

Under the long hood of the M coupe is the familiar iron-block inline six-cylinder engine with an aluminum head that currently propels the M3 and the Z4 M roadster. As in the M roadster, the engine makes 330 horses high up at 7900 rpm, with 262 pound-feet of torque coming at 4900 rpm. The BMW’s logbook on this comparo was full of praise for the responsive flexibility and “angry metallic wail” of the powerful straight-six. It’s connected to the engine by a ZF six-speed manual that boasts short throws but has a slightly rubbery feel. We also found that it’s easy to beat the second-gear synchros during a high-rpm shift from first to second gear. You get a teeth-rattling grrauuch!

A quick run through the 3303-pound M-car’s gears produces a 0-to-60 time of 4.8 seconds, a quarter-mile time of 13.4 seconds at 105 mph, and a governed top speed of 160 mph. The Cayman S rang in at 4.8 seconds to 60 and posted a slightly quicker quarter-mile time of 13.3 seconds at 107 mph on its way to an ungoverned top speed of 166 mph. This M coupe proved to be a couple of ticks slower than the M roadster we tested in June, which was just 26 pounds lighter (the performance difference is likely attributable to production variation and a green engine). Nevertheless, the BMW is quick and has shorter gearing (through the first four gears) than the Cayman S, endowing it with an eagerness that makes it feel faster than the Porsche in day-to-day urban driving.

On the highway, the coupe locks onto the horizon and rarely requires any correction to stay steadfastly in a lane, but the addition of a roof means it’s not so easy to see the traffic around you. The view out the back is only good for reading the license plate of the car directly behind, rear-quarter views are blocked by the large C-pillars and hatch, the windshield is so short you’ll have to crane your neck to see stoplights dangling overhead, and the roof creeps into one’s peripheral vision. Not surprisingly, six-foot-five tech editor Dave VanderWerp griped the loudest about the pillbox-view interior. It does feel smaller and more intimate than the one-cubic-foot difference between the two cars suggests. However, for humans of a more reasonable stature, the M coupe’s intimacy lends a special feel that is absent in the more spacious Cayman. Whenever we’re in the Cayman, we’re reminded of its brother, the Boxster. The M coupe somehow manages to make us completely forget the Z4 with which it shares much of its interior.

After a slog of 150 or so miles, we arrived at GingerMan Raceway in South Haven, Michigan. We would have been fresh and ready to start lapping the M coupe, but we needed a moment to walk off the miles owing to the stiff ride, unyielding seats, and seating position that arranges the driver almost between the rear wheels. Perhaps our glutes were just sore and sensitive from racing go-karts a few days before, but the Cayman S didn’t draw any such complaints. This would also be a good time to mention that the M coupe ran out of gas on the way to the track while continuing to show an eighth of a tank on hand and a range of 40 miles. Unnervingly, it repeated this failure a second time, the needle showing a quarter of a tank and 60 miles still in the bank. A fill-up revealed that the coupe had mysteriously run out of fuel with four gallons in its 14.5-gallon tank.

On the track, the M-car’s engine proved willing and eager to pull the coupe hard out of corners. Steering feel through the thick-rimmed, multifunctional steering wheel received praise from associate technical editor Robin Warner. “I love gripping the thick wheel in my hands,” he enthused, “and I always know what the car is doing.” However, what Warner giveth, Warner taketh away: “Unfortunately, what it’s always doing is understeering.”

Supporting the M coupe are struts up front and a multilink setup in back. Compared with the M roadster, the coupe has higher spring rates and more aggressive damping. Many chassis parts are shared with the M3, and although the tuning is different, the setup is conceptually the same. Common components include the rear subframe, limited-slip differential, rear anti-roll-bar mounting points, wheel bearings, front control arms, and vented and cross-drilled rotors clamped by single-piston calipers that are shared with the M3 Competition package. On the skidpad, the coupe clung to the tune of 0.89 g. On the track, it lacks the fluidity, sensitivity to weight transfer, and overall grip of the Cayman. We all agreed that the M coupe is willing and easy to drive on the track, but it takes only one corner in the Cayman S to realize the Porsche has one of the best sports-car chassis this side of a Lotus.

Even before we started lapping GingerMan’s 1.88-mile circuit, the brake feel of the M coupe drew some flack: “Longish pedal travel, strong and grabby, but lacking the firm pedal of the Porsche.” Nonetheless, the BMW equaled the Porsche’s 154-foot stop from 70 mph. After three hot laps, the brake pedal became familiar enough with the carpet that we’re surprised they didn’t get engaged. As the brakes began to fade, the Continental ContiSportContact tires began to lose grip and squirm underneath. Interestingly, BMW was stuck with tires that are a generation old. Continental couldn’t make sufficient quantities of its ContiSportContact 2 series in the necessary sizes in time for the M coupe’s launch. The old Contis have an M3 marking on the sidewall, which indicates that BMW had some say in their development, but they still pale next to the Cayman S’s rubber. Porsche equips most of its cars with Michelin Pilot Sport PS2s, and the extra grip the Cayman S enjoys over the M coupe is probably due to Porsche’s choice of rubber. With more time, we might have outfitted the M coupe with PS2s to see how the tires affect skidpad grip and lap times. We certainly could have purchased a lot of tires for the $12,380 difference in as-tested prices between the two cars [or bought a Kia Rio — Ed.]. Our $56,270 Z4 M (that price includes a $1000 gas-guzzler tax) came equipped with rain-sensing wipers, power seats, auto-dimming mirrors, and a navigation system and still managed to undercut the Cayman S’s $59,695 base price, not to mention the $68,650 as-tested price. There is some value here, and the M coupe feels sporting and alive in isolation, but life becomes unsettled for the BMW as long as a Porsche is around.

The Cayman S, fresh off a win against the barely legal Lotus Exige [“Coup de Coupes,” C/D, March 2006], faces a more sensible and civilized competitor in the Z4 M coupe. The Cayman S couldn’t quite match the track prowess of the Exige, but it clobbered it everywhere else. This time, the Porsche is up against a BMW that is similar in concept and is blessed with more than a modicum of practicality.

The Cayman S matches or beats all the BMW’s performance numbers (except the 5-to-60-mph time) and proved to be more usable and easier to live with on a daily basis. A lot of the livability can likely be traced to the Porsche Active Suspension Management (PASM) that drops the suspension by 0.4 inch and allows the dampers to be adjusted with the touch of a button. PASM costs $1990, but it gives the Cayman S a smooth and supple ride in the normal mode — even when equipped with 19-inch wheels with rubber-band-like sidewalls — and if you want a track-ready setup, push the PASM button or the sport button, and a firmly damped suspension is immediately at hand.

In the suspension’s normal mode, we settled into the flawless seating position and reveled in the Cayman’s superior outward visibility. After slipping into the supportive if simple-looking chairs, we happily spent hours at a time behind the wheel. A couple of hours in the harsher M coupe are all one needs to begin to feel a bit battered.

On the track, the Cayman S was nearly two seconds quicker than the BMW. That time can likely be traced to the glued-to-the-track Michelin tires, fade-resistant brakes, and easy-to-exploit and neutral handling. We’ve come to expect strong brakes from Porsche, so it’s no surprise that the four-piston calipers clamping large cross-drilled rotors offered fade-free performance and a firm, reassuring pedal feel. Perhaps due to its mid-engine layout and slightly rearward weight distribution, the Cayman S felt more stable and balanced during severe braking. Steering is similarly reassuring, direct, and communicative. Effort builds predictably through the relatively thin-rimmed, three-spoke wheel. With 295 horsepower and 251 pound-feet of torque, the throaty 3.4-liter flat-six makes short work of straightaways. In the Cayman S, shift efforts are lighter and throws from the six-speed manual transmission are longer, but if you demand shorter throws, Porsche offers a sport-shift option for $765.

Through the 11 corners of GingerMan Raceway, the Porsche felt alive. It’s seemingly unperturbed by cornering pressure. Brake late into a corner, and the rear end will begin to come around ever so gradually and predictably. Do all your braking in a straight line, and the Cayman S will take a neutral set that can only be upset by a quick lift or quick stab of the throttle. Add more steering, and experience understeer. Unlike so many things in life, the Cayman S’s handling is faithful and vice-free.

Like so many things in life, the $68,650 Cayman S makes you pay through the nose to get a taste. But it feels worth the extra cash over the M coupe, because you get a sports car that has two personalities — mild-mannered daily driver and ready-to-fly, track-day-friendly racer. There’s a legendary character with those two personalities, and he went by the name Superman. Or was it Cayman?

2005 BMW M5

2008-02-06T12:37:00.000-08:00

price $81 200 USD
engine V10
position Front Longitudinal
aspiration Natural
valvetrain DOHC, 4 Valves per Cyl w/bi-VANOS
fuel feed Electronic Sequential Injection
displacement 4999 cc / 305.1 cu in
bore 92 mm / 3.62 in
stroke 75.2 mm / 2.96 in
compression 12.0:1
power 378.1 kw / 507.0 bhp @ 7750 rpm
hp per litre 101.42 bhp per litre
bhp/weight 126.75 bhp per weight
torque 520 nm / 383.5 ft lbs @ 6100 rpm
redline 8250
drive wheels RWD w/M differential lock
body / frame Unit Steel
front brakes Vented and Cross Drilled Discs w/Twin Piston Sliding Calipers
f brake size 374 mm / 14.7 in
rear brakes Vented and Cross Drilled Discs w/Twin Piston Sliding Calipers
r brake size 370 mm / 14.6 in
front wheels F 21.6 x 45.7 cm / 8.5 x 18 in
rear wheels R 24.1 x 45.7 cm / 9.5 x 18 in
front tire size 255/40 ZR 19 Continental SportContact 2
rear tire size 285/35 ZR 19 Continental SportContact 2
steering Rack & Pinion w/Servotronic Power Assist
f suspension MacPherson Struts, Adj Shocks, Coil Springs, Anti-Roll Bar
r suspension Multilink, Adj Shocks, Coil Springs, Anti-Roll Bar
weight 4000 kg / 8818 lbs
wheelbase 2889 mm / 113.7 in
front track 1580 mm / 62.2 in
rear track 1566 mm / 61.7 in
length 4864 mm / 191.5 in
width 1847 mm / 72.7 in
height 1468 mm / 57.8 in
transmission 7-Speed SMG Sequential w/Fully Automatic Mode
gear ratios 3.99:1, 2.65:1, 1.81:1, 1.39:1, 1.16:1, 1.00:1, 0.83:1
final drive 3.62:1
top speed 259.1 kph / 161 mph
0 - 60 mph 4.2 seconds
0 - 100 mph 9.4 seconds
0 - 1/4 mile 12.4 seconds

BMW unveils the fourth generation

It has been 20 years since the launch of the first BMW M5. After three generations, more the 35,000 sales the BMW M5 still makes its position as the benchmark. The all-new fourth generation M5 has the first V10 engine to power a production sedan. This new engine is mated to a seven-speed SMG transmission. In the tradition of BMW M, the chassis has been engineered to keep up with the power while the exterior treatment is subtle, yet distinctive.

All new high-revving V10 engine

Each time BMW M introduces a new model, the focus of attention is rightly centred on what lurks beneath the domed bonnet bulge. For the E60 M5 sedan due on sale in mid-2005, the answer is a high-revving ultra-powerful V10. This engine shares more than just its number of cylinders with the Formula 1 engine that powers the BMW WilliamsF1 team. Technology forged in the heat of motorsport has enhanced the processes and components used in this new powerhouse.

As you would expect from BMW M, this high-performance normally aspirated engine generates enormous pulling force over its entire speed range. The most powerful production engine in the company's history is manufactured along with other BMW special engines on a highly flexible production line at the BMW plant in Munich.

The BMW M V10 is the only high-revving power unit to be featured in a series-production car. The M5's V10 boasts a cubic capacity of 5.0-litres and produces a maximum output of 507 BHP (378 kW) and a maximum torque of 520 Newton metres, making the M5 the most powerful production model in the BMW line-up.

The one-piece aluminium cylinder heads of the V10 engine are arranged in banks. The V10 power unit features four valves per cylinder, a typical BMW trait. All valve train components are of low mass. Thus, for example, the M engines feature for the first time low-weight, flow-optimised 5 mm-shaft valves, spherical valve tappets with hydraulic valve play compensation and single valve springs. All this results in a considerable mass reduction, which is a prerequisite for the realisation of the high-revving concept.

The bi-VANOS variable valve timing featured in the new M5 engine ensures an optimum charge cycle, thus helping to achieve extremely short adjustment times. This means in practice: increased performance, an improved torque curve, optimum responsiveness, lower consumption and fewer emissions. Thanks to the bi-VANOS technology, intake and outlet valves are always opened and closed at precisely the right moment. The naturally aspirated engine uses ten flow-optimised intake trumpets to inhale air from two intake plenums. Each cylinder has its own throttle, a feature typical of racing cars. All throttles are actuated simultaneously and are electronically controlled in order to make the engine highly responsive in the lower speed range, as well as to achieve an immediate response of the vehicle at the high end of the performance spectrum.

The MS S65 engine management system is the central factor behind the V10's outstanding performance and emission data. With more than 1,000 individual components, this engine management system is unparalleled in its package density. Its processors are the most powerful currently approved for use in automobiles, as high engine speeds and comprehensive management and control tasks demand the utmost from this system. Receiving more than 50 input signals, this system calculates for each individual cylinder and for each individual cycle the optimum ignition point, the ideal cylinder fill, the injection quantity and the injection point. At the same time this system calculates and makes the necessary adjustments for the optimum camshaft angle and the optimum position of the ten individual throttles.

7-Speed Sequential

The high-revving M5 maximises the driver enjoyment quotient via a new seven-speed gearbox optimised for split-second changes. BMW M is the first manufacturer worldwide to offer a seven-speed sequential gearbox with drivelogic function. Even more highly refined than the previous six-speed transmission, the seven-speed SMG gearbox enables manual gear selection with ultra-short shifting times as well as comfortable cruising thanks to the automatic gear selection mode. The purpose of the additional seventh gear is to reduce engine speed and torque gaps.

The new seven-speed SMG gearbox allows gears to be changed using the central gearshift lever or via paddles mounted on the steering wheel. Compared to the previous SMG transmission, gear change times are increased by 20 per cent. Thanks to the SMG's drivelogic function, the driver can choose from eleven gear change options, which enable them to adapt the SMG's characteristics to their very own style of motoring.

Chassis Ride Comfort & Agility

Basis of the M5 suspension is the all-aluminium suspension of the basic 5 Series, the kinematics of which were adapted to the more powerful M5. The extremely stiff body construction used for the 5 Series and the large proportion of light aluminium axle components and ancillary parts are ideal preconditions for achieving optimum driving pleasure. These features are supplemented by a well-balanced, almost 50:50 weight distribution on the front and rear axles and, of course, the typical BMW rear wheel drive that keeps the steering entirely free from drive forces.

The suspension is mated to 19-inch wheels with performance tires. Keeping power on the road is critical, so the M5 features the Variable M differential lock. By constantly monitoring and comparing the speed of the rear wheels, the Variable M differential lock can ensure that power gets to the drive wheel with the most traction even in extreme driving situations. Its benefits are particularly apparent when accelerating out of a corner.

The M5's Electronic Damper Control (EDC) allows the driver to adjust the suspension's characteristics from sporty to comfortable by utilising a choice of three different modes - comfort, normal and sport. The driver operates EDC via the MDrive button on the steering wheel or by means of a push button adjacent to the SMG selector lever. The M5's suspension also features optimised DSC Driving Stability Control. The Dynamic Stability Control system in the M5 has been designed to suit its performance. Of course, the DSC can be deactivated at the push of a button.

M Dynamic Mode (MDM) is a unique feature in the achievement of driving dynamics and an awesome experience for the driver with racing ambitions. Until now a similar feature was found only in the M3 CSL high-end racing machine and was known as M Track Mode. This subfunction of Dynamic Stability Control adapted for deployment in motor sport allows the M5 driver to push the car to the absolute limit of longitudinal and lateral acceleration at the touch of a button located on the steering wheel. In this mode DSC is not activated until the absolute limits have been reached, thereby permitting a sideslip angle the driver can just about cope with by means of moderate countersteering.

To complement its performance potential, the M5 is equipped with generously sized high performance brakes with perforated compound brake discs. The aluminum twin-piston brake calipers have been designed for minimum unsprung weight and maximum stiffness. The wheels sport 374 x 36 mm brake discs at the front and 370 x 24 mm brake discs at the rear.

Styling

In the tradition of BMW M, the exterior styling of the new M5 follows the wolf in sheep's clothing philosophy. The casual observer may not, at first glance, recognize the M5's performance potential. The less casual observer instantly will. The modified front spoiler and rear apron are instant giveaways. So too are the modified side sills. The wheel arches are more prominent in order to house the generous wheel and tire package. Following BMW M's recent traditions, the new M5 has more aerodynamic exterior mirrors, four tailpipes and exclusive wheels. Similar to the latest M3, the M5 features exclusive gills incorporated into the front fenders.

The exclusive leather interior features sports seats. Other styling touches, from the instrument cluster to the center console and the steering wheel are all unique to the M5. Even the optional head-up display is M-specific.

The M5 is due on sale inmid-2005. Pricing and further specification details will be announced closer to launch.

2004 BMW M3 Competition Package

2008-02-06T12:35:00.001-08:00

price $47 300 USD
engine Cast Iron Inline-6
position Front Longitudinal
aspiration Natural
valvetrain DOHC, 4 Valves per Cyl w/VANOS Variable Timing
fuel feed Electronic Sequential Injection
displacement 3245 cc / 198.0 cu in
bore 87.1 mm / 3.43 in
stroke 90.9 mm / 3.58 in
compression 11.5:1
power 255.8 kw / 343.0 bhp @ 7900 rpm
hp per litre 105.7 bhp per litre
bhp/weight 222.44 bhp per weight
torque 364.72 nm / 269.0 ft lbs @ 4900 rpm
redline 8000
drive wheels RWD
body / frame Unit Steel
front brakes Vented & Cross Drilled Discs w/Single-Piston Swing Calipers, ABS
f brake size 345 mm / 13.6 in
rear brakes Vented & Cross Drilled Discs w/Single-Piston Swing Calipers, ABS
r brake size 328 mm / 12.9 in
front wheels F 45.7 x 20.3 cm / 18.0 x 8.0 in
rear wheels R 45.7 x 22.9 cm / 18.0 x 9.0 in
front tire size 225/45ZR-18
rear tire size 255/40ZR-18
steering Rack & Pinion w/Power Assist
f suspension MacPherson Stuts w/Lower L-Arms, Coil Springs, Tube Shocks, Anti Roll Bar
r suspension Multi-Link w/Lower L-Arms, Coil Springs, Tube Shocks, Anti Roll Bar
weight 1542 kg / 3400 lbs
wheelbase 2731 mm / 107.5 in
front track 1508 mm / 59.4 in
rear track 1504 mm / 59.2 in
length 4492 mm / 176.9 in
width 1780 mm / 70.1 in
height 1372 mm / 54.0 in
transmission 6-Speed Manual
gear ratios 4.23:1, 2.53:1, 1.67:1, 1.23:1, 1.00:1, 0.83:1
final drive 3.62:1
top speed 249.4 kph / 155.0 mph
0 - 60 mph 4.7 seconds
0 - 100 mph 11.6 seconds
0 - 1/4 mile 13.2 seconds

November 16, 2004. Already renowned for its performance and handling, the new Competition Package takes M3 performance to the next level. Every aspect of the M3's handling has been tweaked to match that of the M3 CSL.

The wheels are 19-inch forged-alloy wheels with high-performance tires. They connect to a suspension that has been tuned specifically for the Competition Package. Turn-in is quicker with a more direct steering ratio which goes from 15.4:1 to 14.5:1.

M Track mode and brake system taken from the BMW M3 CSL: The Dynamic Stability Control system includes a less intrusive M track mode, as on the M3 CSL, ensuring the security of DSC and spirited driving too. For inclement conditions the regular DSC mode remains. The brakes, also adopted from the M3 CSL, include compound and cross-drilled rotors. The front rotors have also been enlarged from12.8 to13.6 inches.

As the serious enthusiast would expect, the Competition Package is available in combination with the standard six-speed manual or the optional Sequential Manual Gearbox.

The interior enhancements of the package are subtle but purposeful. The Alcantara steering wheel and handbrake grip feel good to the touch. The addition of the steering wheel-mounted button for the DSC M track mode requires the deletion of the multi-function controls and cruise control. The Competition Package is available with all M3 Coupe interior and exterior color combinations. Two trim items are exclusive to the Competition Package. Special Competition Package aluminum trim is included on the interior. A new exterior color, Interlagos Blue, is offered only with this package.

The Competition Package will be available for 2005 M3 Coupes beginning with December 2004 production and it will make its debut at the Los Angeles Auto Show. The price for the package will be $4,000.

2004 BMW 645Ci Convertible

2008-02-06T12:32:00.001-08:00

engine 90 Degree V8
position Front Longitudinal
aspiration Natural
valvetrain 4 Valves per Cyl
displacement 4398 cc / 268.4 cu in
bore 92 mm / 3.62 in
stroke 82.7 mm / 3.26 in
compression 10.0:1
power 248.3 kw / 333 bhp @ 6100 rpm
hp per litre 75.72 bhp per litre
bhp/weight 183.47 bhp per weight
torque 450.13 nm / 332 ft lbs @ 3600 rpm
drive wheels RWD
body / frame Steel, Aluminum, SMC & Thermoplastic Monocoque
front brakes Discs w/Single Piston Calipers, ABS
f brake size 348 mm / 13.7 in
rear brakes Discs w/Single Piston Calipers
r brake size 345 mm / 13.6 in
front wheels F 45.7 x 20.3 cm / 18 x 8 in
rear wheels R 45.7 x 20.3 cm / 18 x 8 in
front tire size 245/45 R 18 96W RSC
rear tire size 245/45 R 18 96W RSC
steering Rack & Pinion w/Power Steering
f suspension MacPherson Struts w/Control Arms
r suspension Rigid Axle
weight 1815 kg / 4001 lbs
wheelbase 2780 mm / 109.4 in

The 645Ci Convertible joins BMW's range as its first luxury performance cabriolet.. It combines a V8 engine, lightweight materials, six-speed transmission, four seat accommodation and a new roof concept . Key competitors include Jaguar's XK8 Convertible, Porsche's 911 Carrera 4 Cabrio, Maserati 4200 Spyder GT and the Mercedes' SL500 or SL350

Design

The starting point for the 6 Series Convertible was to develop the car alongside the Coupe, rather than the more traditional, and compromising, route of taking an existing coupe, chopping off its roof and adding the requisite strengthening materials. In developing the 6 Series Convertible, BMW retained the Coupe's silhouette.

Despite the fad for fancy folding metal roofs, BMW engineers preferred to advance the art of the folding soft-top. Such systems afford greater flexibility, more boot space and contribute to lightweight engineering. Its multi-layered folding roof is made of a rubberised cloth inner and outer with a polyurethane material called PUR sandwiched between. This results in virtually the same high standards of acoustics and thermal insulation as a folding hard-top, reducing wind noise by up to 3dB(A). However, the benefits of the new convertible roof do not end there.

The fin structure roof is BMW's innovative solution to maintaining a coupe-like profile with a soft folding roof. The soft top fins double back, allowing the car to feature a comparatively small, independent, electrically-powered vertical rear window. This glass can be raised or lowered with the roof open or closed, either for extra ventilation or as an effective wind deflector.

The fully automatic roof opens both by remote control from the key and via a button at the base of the centre console. The complete process of opening or closing the roof takes around twenty seconds and, within this time, all windows are lowered or raised as required.

Drivetrain

At the heart if the 645 is the 4.4-litre V8, already seen in the revised BMW X5, 545i and 745i. The conflicting demands of performance and economy of this engine have been well met thanks to the adjustment of vital engine functions such as valve lift (VALVETRONIC), valve timing (Bi-VANOS) and the differentiated, fully variable intake manifold (DIVA).

In addition to the fully automated valve control and intake manifold systems, BMW's advanced Dynamic Drive Control (DDC), or Sport mode, can be activated at the touch of a button. Among its myriad functions DDC monitors the car's on-board power management and can switch off power-consuming items not currently needed. At the same time it re-prioritises energy as required to other power consuming systems, ultimately improving and indeed maximising, throttle response.

By activating DDC via the Sport button by the gearlever, the driver is able to sharpen the dynamic characteristics of the car with increased throttle response and weightier steering. The system also offers gear changes at higher revs in the Automatic or Drive function on the SMG.

Low weight offers improved safety, enhanced environmental compatibility and increased comfort. But keeping weight low on a convertible is a more exacting task than on a closed car where a fixed roof contributes significantly to torsional body stiffness. To overcome this, the 6 Series Convertible replaces conventional materials with lighter materials wherever possible.

Lightweight technology can be found in the Convertible's body, which features a unique aluminium front end that is significantly lighter than a conventional front end constructed from steel. Additionally, the housings supporting the front struts are in pressure-cast aluminium alloy, while the doors, rollover safety system, the inner and outer skins of the bonnet, the brake disc callipers and carriers plus most suspension and axle parts are also made of aluminium.

Further weight saving comes from the front wings which are made from thermoplastic and the boot and roof compartment lids which are formed from SMC (sheet moulding compound). As a result, BMW becomes the first manufacturer in volume production to have a hybrid bodyshell of four different materials.

The 645Ci customer has a choice of three six-speed transmissions: a conventional manual, an automatic with STEPTRONIC manual selection, or the sequential paddle-shift, clutchless SMG system. Power in all cases is directed to standard fit 18 inch alloys (19 inch optional) rolling on Run-flat tyres with a tyre puncture warning system.