Monster Mercedes C63 AMG Comes in Thousands Cheaper than Expected

In what continues to be an ever-evolving enthusiast’s sports-sedan dream, the fire-breathing 451-hp C63 AMG will start at $57,225—about $6000 less than initially expected—when it reaches dealerships this April.

The lower price seems to be in response to the C63’s main competitors—the 414-hp BMW M3 and the 416-hp Lexus IS F—also providing extraordinary bang for the buck. First, Lexus set the IS F price at $56,765, and then, in a surprise to all, BMW priced the benchmark M3 even lower—just $55,875 for the sedan.

The C63’s price would be even thriftier if it weren’t for the hefty $2600 gas-guzzler tax (the M3 carries only a $1300 charge) due to its thirsty 12 mpg city and 19 mpg highway EPA fuel-economy ratings.

Either way, the C63 is a tremendous value. With the same 6.2-liter V-8 found in the $138,425 CLK63 AMG Black Series and big brother $88,225 E63 AMG—as well as most other AMG models—the C63 catapults itself to 60 mph in 3.9 seconds and through the quarter-mile in 12.3 seconds at 116 mph. Those are the quickest acceleration numbers for any AMG with this engine and are ahead of both the BMW and Lexus

Mercedes-Benz SL63 AMG Safety Car and C63 AMG Wagon Medical Car

The SL63 AMG, with its 518-hp, 6.2-liter V-8, may be one of the sportiest AMG models to date—but there’s apparently room for improvement, which Bernd Mayländer will experience at the helm of this modified SL63 Formula 1 safety car this season.
The surgeons at the AMG performance studio managed to cut a whopping 485 pounds from the stock SL63 AMG; the weight drops from 4400 pounds to just over 3900. Take note that this is almost exactly what the SLR McLaren weighs, with its super-costly carbon-fiber monocoque.
How was the feat achieved? The safety car's front and rear skirts, spoilers, and hood are made of carbon-fiber-reinforced plastic, and the power-folding metal top is gone in favor of a lightweight fixed unit. Say goodbye to extensive sound absorption and fancy telematics. AMG's "selective omission" also includes deleting the active suspension-control system (called “active body control,” or ABC).
There are further changes: A louder exhaust system and four-point seatbelts emphasize the sporting aspirations of this safety car, as does the front bumper with larger air intakes and without fog lights. The rear diffuser is altered for better rear-axle cooling.
Now don't get too jealous of Bernd Mayländer. Rumor has it that you will be able to get most of the safety car's improvements in an upcoming SL63 Black Series edition of the SL. Start saving now.
Rather less extensive are the changes to the hot C63 AMG wagon that in modified version is the Formula 1 medical car in 2008. Europeans get the C63 wagon option at a $4020 premium over the sedan. The Formula 1 medical car gets a modified interior, larger exhaust pipes, and a front end without the somewhat tacky fog lights of the standard

Mercedes-Benz ConceptFASCINATION

This may just be the sexiest station wagon ever.

Technically, with just two doors instead of four, Mercedes-Benz’s Paris auto show design study is a shooting brake and not a wagon, but it is a looker nonetheless. The angular, businesslike nose isn’t too dissimilar to current Mercedes-Benz models, while a sharply sloped roof and chunky rear haunches make for an aggressive stance. All the side windows are frameless, à la CLS-class, and can be lowered all the way.

Things look just as good on the inside. The cabin is decked out in walnut wood trim, aluminum, and leather. The cargo bay is exquisitely finished but poorly adapted for hauling. It has a wooden floor with aluminum rails to prevent scratching, and there’s 11 square feet or so of floor space for hauling stuff.

Compartments in the cargo area conceal two pairs of binoculars and a high-end digital camera. Mercedes says these are “the perfect equipment for a day at the races, for example.” The bay also houses a smoked-glass table that hides a humidor and refrigerator. The table slides to the rear of the car for picnicking, presumably with cigars and champagne.

No concept is complete without a panoramic glass roof, and the typical Mercedes two-bulb headlight design has been squared off into rhomboid shapes now employing LED bulbs with fiber-optic running lights.

The ConceptFASCINATION is powered by a 2.2-liter diesel four-cylinder. The engine boasts Mercedes’s BlueTec and AdBlue planet-saving technology and produces 204 horsepower.

Other than the greenhouse and roofline, this concept's exterior styling shows us the next-generation E-class, which will go on sale in the U.S. in late 2009 as a 2010 model. The LED headlights aren't quite ready for primetime, but the face and sculpted sides look nearly identical to the production vehicle. The wild rear fender flares are confirmed for the E-class, and they appear to be decoration for the sake of decoration. We'll withhold judgment until we see production cars in the sheet metal. We don't expect to see humidors in M-B showrooms, but the production car's cabin will wear this concept's theme.

The 2010 replacement for the CLK-class will be based on the E-class (the current CLK is based on the smaller C-class) and also will share ConceptFASCINATION's styling. Picture this concept with a conventional coupe's roofline and you're not far off. Possibly called the E-coupe, it will go on sale in the U.S. before the E-class sedan, possibly as soon as fall of 2009. A convertible is expected to follow as a 2011 model.

We don’t expect an official look at the new E-class or the CLK-class's replacement until the 2009 Geneva auto show in March.

Mercedes-Benz Concept BlueZERO

The times are changing: For years, Mercedes-Benz has tried to become more "approachable" in the U.S. market, but its cars are still relatively upscale and powerful. With the unveiling of the Concept BlueZERO at the 2009 Detroit auto show, the U.S. gets a glimpse of the same small-car thinking that Europe has been exposed to since 1997. It was then that the A-class made its debut at the Geneva auto show. The car is now in its second generation and has been joined by a sister model, the slightly bigger and more conventionally styled B-class.

The Concept BlueZERO has two purposes First, it showcases alternative technology currently under development at Daimler. Second, it gives a glimpse of the upcoming B-class, styled under the tutelage of chief designer Gorden Wagener.
Before we dive into the technological details, we decided to ask an expert about the concept's aesthetic merits. Gernot Bracht, who teaches transportation design in Pforzheim, Germany, likes the "negative" front grille treatment, which reverts to the classic SL grille design that Mercedes abandoned in 1989 with the R129 model. "The side-window graphics mimic the current B-class," adds Bracht, but he also finds evidence of foreign influence in the front headlights, which remind him of recent Mazda prototypes.

"Stuttgart-Sindelfingen meets Tokyo" is Bracht's assessment of the rear end, with its busy roof spoiler and huge composite tailgate that encompasses the taillights. The flanks, with their striking creases, are "perhaps too close to BMW," says the designer. Elements that aren’t likely to survive the trip from concept to production are the rear fender skirts—a styling element last seen on the original Honda Insight.

The interior takes little getting used to. Apart from the typically creative materials for the seats and dashboard, which will be abandoned for series production, the key elements of the concept's interior are surprisingly conservative. The instrument cluster, the COMAND infotainment system, and the HVAC controls seem as if they were taken straight out of a parts bin at the Rastatt, Germany, production line. Even the gear selector is where it belongs—right on the center console.
Perhaps Mercedes doesn't want to overwhelm customers on too many fronts, because under the hood and floor of this concept, which comes in three versions—E-Cell, E-Cell Plus, and F-Cell—lie advanced technologies that some believe could define the future of motoring:

The BlueZERO E-Cell is powered only by an electric motor making up to 134 hp for a short time period, 94 hp for an extended time—until the battery runs out, which Mercedes claims takes about 125 miles with careful driving. Charging the lithium-ion battery pack at a household power outlet takes four hours. This time can be halved if the car is charged at special power outlets, which Mercedes hopes will become widely available.

Mercedes a clas

Mercedes lovers wince when the conversation turns to the tallish, compact A- and B-class cars that litter European cities. They are a far cry from anything the brand stood for in the past, and frumpy looking to boot. Mercedes is setting out to change that with a new family of front-drive vehicles that will be far more stylish and powerful than the current A and B.

Whaddup, Shorty?

The primary difference between the current and upcoming vehicles is that the next-gen cars will sit much lower. The controversial stance of today’s little Benzes comes from the “sandwich floor” design, a leftover from their initial development as electric cars. The batteries were to sit beneath the floor, but when the EV project was scrapped, the lofty height forced by the design remained.

The A-class will remain the backbone of the family. It will likely be complemented by a two-door coupe, which should be low and sleek—very much unlike the three-door "coupe" version of the current A-class, which was prematurely killed a few months ago. Of the bunch, the B-class will be closest in concept to the current model, remaining a compact minivan. And the Continental’s October 8 educated guess has been confirmed: The A- and B-class will be complemented by a crossover and a conventionally styled four-door sedan.

It is rumored that the tough-looking crossover will go by the name GLC (remember the Mazda of the same name?), and the four-door model could be called CLC. The latter name is currently used by a Europe-only hatchback Mercedes, which is based on the last-gen C-class and won’t survive much longer. The four-door will supposedly evoke the CLS, but we’ll have to see whether the styling team under Gorden Wagener gets the proportions right. There are easier tasks than designing a truly sporty-looking, front-wheel-drive compact sedan.

Front-wheel drive will be standard throughout the compact lineup, and all-wheel drive will be an option. Power will come from turbocharged three- and four-cylinder engines, with transmission options being a series of traditional manuals or a seven-speed dual-clutch automated manual. If new AMG head Ola Källenius and his team get their hands on the A-class coupe or the CLC, power ratings approaching 300 hp are entirely possible.

Ironically, Mercedes is ditching the previous two generations' sandwich concept just at the moment electric cars are becoming fashionable and perhaps even feasible. But the new, lower platform will do miracles for the looks and the handling of these cars. If the U.S. market matures to appreciate the fuel-efficient, compact premium cars that dominate cities in Europe and Asia, Mercedes might actually bring them here. That’s a big “if,” but our aggressive fuel-economy legislation will push us in that direction. And if the next small Mercedes-Benzes look like those shown here, that’s a nudge we’d be happy to receive

2013 Mercedes-Benz A-Class Pricing Revealed Ahead Of March Debut

Mercedes-Benz has revealed Australian details of its new A-Class, ahead of the small hatch's local debut in Sydney this week, and March 2013 sale date.
Priced from $35,600, the new A-Class will compete directly with BMW's new 1 Series, which currently kicks off at $36,900.
The A-Class will also go up against Audi's A3, and while local pricing for the new model is still to be announced, the current range begins at $40,500.
The new Merc's price will also make it a rival for upper-shelf models in the Volkswagen Golf range, and likely Volvo's new V40 hatch.

The new A-Class will debut with three petrol engines and one diesel, starting with the A 180 and topping out with the flagship A 250 - at least until the hot A 45 AMG arrives.
The A 180 is driven by a 1.6 litre turbocharged and direct-injected four-cylinder petrol engine, delivering 90kW and 200Nm of torque. Merc promises fuel consumption figures of 5.8 l/100km.
The mid-spec A 200 variants - priced at $40,000 and expected to be the volume sellers - are available in petrol and diesel form.
For the petrol A 200, power is provided by a more powerful version of the A 180's engine, listed at 115kW and 250Nm. The 1.8 litre diesel model produces 100kW and 300Nm.

Fuel consumption in the petrol version is rated at 6.1 l/100km, while the diesel model returns 4.6 l/100km.
The range-topping $49,900 A 250 will draw power from a 2.0 litre turbocharged petrol engine, producing 155kW and 350Nm of torque.
The A 250's also gets an AMG-developed front axle, along with a four-link rear axle. Various suspension settings can be optioned, including optional sports suspension with Direct-Steer.
All three models will be sold exclusively with a seven-speed dual-clutch automatic transmission.

The entry-level A 180 gets 17-inch alloy wheels and automatic headlights, along with a 5.7 inch display, USB and Bluetooth audio connectivity, reversing camera, and fabric/Artico combination interior trim.
With the A 200, there's 18-inch wheels and a twin exhaust, a chrome grille, leather steering wheel, sports highlights in the cabin and powered exterior mirrors.
The A 250 gets a standout styling package, including an AMG sports body kit with a 'diamond' grille pattern, 18-inch AMG alloy wheels and lowered AMG suspension, red brake calipers, bi-Xenon headlights, panoramic glass roof and tinted rear windows.
In the cabin are Artico-trimmed sports seats, an AMG steering wheel, carbon-look dash highlights, red vent rings, sports pedals and red seatbelts.
Standard safety features will include nine airbags, collision warning, fatigue detection and Mercedes' Pre-Safe system, designed to prepare the vehicle for

Mercedes-Benz A-Class (2013) pictures and hands-on

The new A-class is a new type of car. That might be stating the obvious, but what we mean is that while it’s kept the name of the model, Mercedes has fundamentally changed the concept of its smallest car.
The A-class used to be a packaging marvel – a family-friendly, mini people-carrier. It’s now a sportily proportioned, regular five-door hatch that cribs the format of BMW’s 1-Series and Volvo’s V40. Just in case you’re in any doubt, this is no longer a short-but-tall car, so there won’t be any roly-poly action when this A-class gets put through an Elk test.

Mercedes is hoping that what you lose in packaging genius will be more than made up for by the new, super-sculptural body and a massive up-tick in sense of quality. If you’re after a premium, compact car (probably on a company car scheme), this instantly needs to go on your list next to that BMW and Volvo and Audi’s new A3.
Should it be at the top of your list though? It’ll depend primarily on three things: how much you want a car with the three-pointed star on the front; how much space you need; and what you think of the way this thing looks.
We’ll tackle this last point, first. The A-class follows Mercedes’s recent design language approach by etching huge, sculptural creases into the body side, to really draw your eye around the car. We think they work rather better here on the A-class than they do on the E-class and CLS and give the car a good measure of distinction.

It’s a little try-hard though with that aggressively diving beltline - which also makes life in the back a little claustrophobic - and all the sharp slashes and creases. It doesn’t have the restrained elegance of some of its German competition and is available in some very bling, very un-Merc-like trim colours and finishes. However, it is alternative, different and new. With Audi’s "blink and you’ll miss it" evolutionary design and the fact many people we talk to seem to think the BMW 1-Series is wilfully ugly, Mercedes may be on to something if you’re bored of what’s already out there.
And with that big grille and massive three-pointed star - you’ll need to stump up for the engineered by AMG model to get the trendy pixellated grille pattern, by the way - you’ll never be unsure of what car’s approaching in the rear-view mirror. It’s only at the back that we think the whole thing falls apart and isn’t very obviously Merc.
Space-wise, if you’re currently in an Audi A3 Sportback and are happily ferrying you and your family’s clobber round in it, the A-class is going to feel like a step down in size. The A-class isn’t a small car - it’s the same size as a Golf - so if you’ve not got two kids or the need to carry four people around regularly, space isn’t going to be a problem and up front it’s great. It’s just no longer cleverly packaged and Tardis-like.




We drove two versions, the A250 petrol and the – likely to be big-selling – A220 CDi diesel, both with an auto box. Both cars have different strengths but fundamentally do most things well.
Considering they are front-wheel drive, they turn in and steer with a good deal of sharpness, and when you’re really pressing on you can trim your cornering line with the throttle pedal, which is fun. The steering is light but way more talkative than in an Audi and, despite 18-inch wheels, the little Merc rode comfortably on all but the craggiest moorland roads.
The diesel is punchy if a little agricultural-sounding for this day and age, while the petrol is nearly hot-hatch quick, with corresponding fuel consumption if you give it a work out. The twin-clutch, 7-speed gearbox comes with a column stalk gear selector and paddles on the back of the steering wheel and works better mated to the diesel, but changes snappily and smoothly most of the time - only moving out of junctions and when asked to give two quick downshifts did it feel that it lagged behind VW’s latest DSG or the ZF 8-speed fitted to the latest BMWs. Of the two cars, we felt the diesel engine suited the A-class more - it even managed to be fun and lose an Audi TT when we were in a hurry and running late for our next appointment on a dash across a (very twisty) moorland road.
Mercedes prides itself on leading in technology and prioritising your safety, so every A-class comes with a pre-safe system as standard, which warns you when you’re too close to the car in front, beeps at you to alert you if it thinks you’re about to crash and then helps you brake with maximum force when you begin to apply the brake. That’s all great, but don’t expect it to brake for you, if you’ve taken your eye off the ball completely. Hopefully, it won’t come to that though, because on the A-class you also get attention assist, which knows when you aren’t looking at the road or are falling asleep. And that’s just the start, because you can add radar cruise control, lane-keep assist and all manner of safety systems to an 18 grand A-class. It even recognised a speed-limit change in a very new section of 50mph average speed camera roadworks on the M1, which we thought was impressive. And it’s all the kind of stuff that wasn’t even an option on the S-class 15 years ago.

Inside the cabin you can have Mercedes’s command interface system and get a tablet-like screen fixed on to the top of the dash, available in 5 or upgraded 7-inch versions - both of which have screen graphics which lag behind BMW and Audi. Overall, it’s okay and nannyingly safe, but the cabin isn’t the brilliantly simple but tech-smart space the new A3 is. Nor does the overall interface and display have the crisp, intuitive qualities of BMW’s iDrive. But that’s not to say it’s not a nice place to sit. The steering wheel feels great, the seats on the Sport models are superb and the materials are mostly high quality and soft touch.
If this makes the A-class sound a mixed bag, then it’s probably because this car doesn’t have one truly standout element, but rather does most things very well. While it’s easy to nitpick individually, spend time with it and it’s a very well-judged coherent whole. We’re not 100 per cent sold on the looks or the tech but you might disagree, and we would fully understand if you went for an A-class simply based on its being a new and different car in a class of same-agains.
If you do, not only will you be getting that three-pointed star on the front, but also a car that’s a fundamentally nice place to sit, one of the best in the class to drive and which - you just know, regardless of spec and engine - comes with that engineering depth that few besides Mercedes are capable of achieving. It goes on sale shortly, starting at £18,945 - which realistically becomes about £25-27,000 for a moderately well-specced diesel in Sport trim.

2013 BMW M550d xDrive

In what seems like the blink of an eye, the BMW 5-Series range has established itself as the best-selling model in the executive segment. A convincing balance between dynamics and ride comfort, exemplary efficiency, premium quality and innovative equipment features has earned both the Sedan and the Touring versions their huge popularity. Added to which, sporty yet elegant design and agile handling have helped fuel the fascination associated with the brand. And now the arrival of the BMW M Performance Automobiles aims to accentuate the sporting aspects of the BMW 5-Series' character. The BMW M550d xDrive and BMW M550d xDrive Touring capture the imagination with performance figures that leave their diesel-powered class rivals firmly in the shade. And they combine these leading values with the efficiency drivers have come to expect from diesel BMW cars.The sporting focus of the BMW M550d xDrive and BMW M550d xDrive Touring is highlighted by bespoke modifications to power transfer, chassis and design components. These upgrades bear the signature of BMW M GmbH, which uses its development expertise to mould the two models into extraordinarily harmonious overall packages. The outstanding power of the tri-turbo straight-six diesel engine is translated into thrilling driving dynamics with impressive precision. This allows the 5-Series-based BMW M Performance Automobiles to offer the driver not only supreme diesel power, but also remarkably agile handling and predictable, controllable responses when exploring their dynamic limits.

The new and globally unique M Performance TwinPower Turbo technology gives the six-cylinder in-line diesel engine powering the BMW M550d xDrive and BMW M550d xDrive Touring maximum output of 280 kW/381 hp and peak torque of 740 Newton metres (546 lb-ft). The engine's instantaneous and sustained wave of torque allows it to lay down benchmark performance values for diesel-powered executive cars. The BMW M550d xDrive Sedan goes from 0 to 100 km/h (62 mph) in 4.7 seconds, while the BMW M550d xDrive Touring records 4.9 seconds for the same sprint. The duo also display addictive elasticity at higher speeds thanks to their engine's vast reserves of power. Top speed is electronically limited to 250 km/h (155 mph) in both cases.

The diesel technology developed exclusively for the BMW M Performance Automobiles also gives the new arrivals a convincing head start in terms of efficiency. The Sedan offers fuel economy figures of 6.3 litres per 100 kilometres (44.8 mpg imp) in the EU test cycle, while the Touring achieves 6.4 l/100 km (44.1 mpg imp). CO2 emissions are 165 grams per kilometre for the BMW M550d xDrive Sedan and 169 g/km in the case of the BMW M550d xDrive Touring. Standard-fitted BMW BluePerformance technology also allows the two models to meet the stipulations of the EU6 exhaust standard.

The new cars' outstanding balance between driving pleasure and fuel consumption can be credited to the impressive efficiency of the new diesel powerplant and the spread of BMW EfficientDynamics technology fitted as standard. The BMW M550d xDrive and BMW M550d xDrive Touring benefit, among other things, from the pace-setting efficiency of an eight-speed Sports automatic transmission with long high gears, precisely graded responses and minimal converter slip. Another standard feature, the Auto Start-Stop function, switches the engine off automatically when the driver stops at junctions or in congestion. And the ECO PRO mode activated using the standard Driving Experience Control switch helps the driver maintain an economical and relaxed driving style through tweaks to the engine management, accelerator responses and gearshift program. In addition, ECO PRO mode regulates the output of electrically operated functions such as the climate control, heated seats and exterior mirrors to provide extremely efficient energy management. The BMW M550d xDrive and BMW M550d xDrive Touring also come with Brake Energy Regeneration, need-based operation of ancillary units, active air flap control and a disengageable air conditioning compressor.

The BMW M Performance Automobiles come as standard with BMW xDrive to channel the engine's power variably and as the situation demands between the front and rear wheels. The electronically controlled all-wheel-drive system works using a bespoke control strategy, which allows the threat of understeer in extremely dynamic driving situations to be counteracted by adjustments to the power split, without the DSC (Dynamic Stability Control) system linked up to xDrive having to intervene. The system's M-specific tuning accentuates the traditional rear-wheel bias of BMW cars when it comes to power distribution.

The all-wheel-drive system of the BMW M550d xDrive and BMW M550d xDrive Touring sends more drive to the rear axle on the entry into a corner, delivering exceptionally precise cornering and impressive directional stability. In addition, the likewise standard Performance Control divides power between the rear wheels to maximise the cars' sports performance. Carefully judged braking of the rear wheel nearest the inside of the bend coupled with a simultaneous increase in drive power ensure the car responds to the driver's steering commands instantaneously and with high precision. The driver can even use the self-steering response typical of M cars to execute controlled drifts through dynamically taken corners.

The chassis technology of the BMW M550d xDrive and BMW M550d xDrive Touring is based on a double-wishbone front axle and integral rear axle. In addition, the Touring model has air suspension with automatic self-leveling at the rear axle. The suspension, spring and damper system, and hydraulic steering with Servotronic function also benefit from M-specific tuning. The associated modifications imbue both models with a fresh take on the traditional M handling characteristics, the cars' agility under lateral and longitudinal acceleration - and the precision of its responses to steering commands - entering a new dimension.

Special rubber bearings and anti-roll bars optimise the bodyshell mounting of the BMW M550d xDrive and BMW M550d xDrive Touring. Plus, modified springs and dampers give the two models tighter basic responses to dynamic forces. Optimized anti-roll control promotes instantaneous turn-in at any speed. The build-up of lateral forces under changes in direction is pleasingly linear and can therefore be controlled at all times. All of which means the BMW M Performance Automobiles also preserve the familiar comfort-enhancing properties of the BMW 5-Series when it comes to ironing out bumps and ruts in the road surface. If the optional Dynamic Damper Control or Adaptive Drive system is specified, COMFORT+ mode can also be selected using the Driving Experience Control switch. The M-specific overall set-up of the BMW M Performance Automobiles also includes modifications to the tuning of the electronically controlled dampers and anti-roll control. The result is a well-resolved, typically M overall set-up regardless of the equipment options chosen.

The powerful braking system on the BMW M550d xDrive and BMW M550d xDrive Touring features inner-vented discs; like the discs charged with stopping the V8 petrol-engined BMW 550i, they have a diameter of 374 millimeters at the front axle and 345 millimeters at the rear. The standard 19-inch M light-alloy wheels in double-spoke design are fitted with 245/40 R 19 format tires. 20-inch M light-alloy wheels - developed exclusively for the BMW M Performance Automobiles - with mixed tires can be ordered as an option.

Another feature of the typically M overall set-up are the aerodynamic characteristics of the body, which help to give the BMW M550d xDrive and BMW M550d xDrive Touring their precisely controllable dynamics. The sporty yet elegant appearance of the two cars is complemented by a bespoke, airflow-optimizing design for the front and rear aprons. The front view of both models is dominated by large air intakes. For example, the spaces around the outer air intakes normally reserved for foglamps on regular BMW 5-Series models are used to enhance the inflow of cooling air. The three-dimensional shaping of the front apron incorporates air-channelling flaps at the lower edge of the outer intakes, which are split horizontally by bars painted Ferric Grey metallic. The same shade is used for the exterior mirror caps and optional 20-inch M light-alloy wheels. BMW Individual High-gloss Shadow Line trim for the B-pillars, exterior mirror base and window surrounds also comes as standard.

Impressive statistics headline the enviable regard in which modern diesel engines are held. The output now within their compass, but more significantly the maximum torque they are capable of generating have fueled their popularity among even performance-minded drivers. The high efficiency of diesel technology also ensures extremely low fuel consumption and CO2 emissions. BMW has played a major role in the burgeoning appeal of the diesel engine, developing units which have time and again raised the bar in terms of sports performance and efficiency. The company's record of diesel engine development, which began in 1983 with the launch of its first diesel model, now continues into another fascinating dimension. The first of the new BMW M Performance Automobiles - founding a product category focusing on sporty driving pleasure - are powered by a diesel engine. The 3.0-litre six-cylinder in-line unit, whose cover bears the M Performance badge, has all the necessary tools to fulfil the brief handed to the new breed: technology without parallel worldwide, the highest output ever achieved by a BMW diesel engine and outstanding levels of efficiency.

Fitted in the BMW M550d xDrive, BMW M550d xDrive Touring, BMW X5 M50d and BMW X6 M50d, the 2,993 cc engine generates maximum output of 280 kW/381 hp. No less imposing is its peak torque of 740 Newton metres (546 lb-ft), all of which the driver will find on tap as low down as 2,000 rpm. Instantaneous torque development maintained into the upper reaches of the rev range is the hallmark feature of the new unit, one underpinned by an array of innovative and globally unique technical wizardry. Taking centre stage - for the first time in a BMW - are a trio of turbochargers. Their arrangement and interplay strategy are the key to the engine achieving its exceptionally high efficiency.

The combination of the most powerful diesel engine ever offered for a BMW with an eight-speed Sports automatic transmission ensures that drive is transferred onto the road surface extremely effectively and efficiently. The configuration of the transmission management system for the BMW M Performance Automobiles promotes dynamic acceleration. The M-specification gearshift dynamics enable extremely rapid gear changes with an almost uninterrupted flow of power. The eight-speed Sports automatic transmission offers the driver two automated shift programs - D and S modes - as well as the option of changing gear manually (in M mode).

The automatic gearbox is operated using an electronic gearshift lever on the centre console adorned with an M logo. Manual mode allows the driver to change gears sequentially using either the gearshift lever or the paddles on the steering wheel. In customary M fashion, the right-hand paddle changes up a gear and the left-hand paddle is used for downshifts. If the driver activates manual mode using the gearshift lever, the transmission holds the gear selected until the engine's revs hit the limiter. By not shifting up automatically in this mode, the gearbox gives the driver maximum control over the car when pushing the dynamic boundaries. The driver can also switch instantaneously from automatic gear changes to M mode with a nudge of one of the gearshift paddles; if M mode is selected in this way, the gearbox's automatic shift-up function remains active. The transmission also restores automatic mode if the gearshift paddles are not used again following an upshift or downshift.

2013 BMW 3-Series GT

The new BMW 3 Series Gran Turismo adds an innovative new concept to the successful BMW 3 Series line-up. The third body variant in the current model family combines the Sedan’s dynamic, sporting genes with the practicality and versatility of the Touring, qualities which are backed up by a palpable increase in space and driving comfort. The Gran Turismo exudes aesthetic and emotional appeal, boasts a distinctive presence on the road and offers similarly pronounced driving pleasure. All of which allows the new Gran Turismo to make a compelling case for itself as both an elegant business carriage and a dynamic, comfortable tourer.
Typical BMW proportions, four doors with frameless windows, a coupe-style, gently downward-sloping roofline and a large, automatically opening and closing tailgate define the distinctive exterior character of the BMW 3 Series Gran Turismo. An active rear spoiler – the first of its type on a BMW – provides visual lightness and reduces lift at touring speeds. The new BMW 3 Series Gran Turismo is 200 millimetres longer in total than the BMW 3 Series Touring, comes with a 110-millimetre longer wheelbase and stands 81 millimetres taller. However, the clever use of proportions, surfaces and lines ensures that the BMW 3 Series Gran Turismo is immediately recognisable as a member of the new BMW 3 Series range.
BMW 3 Series Gran Turismo to sit back and enjoy an impressive feeling of space and unbeatable freedom of movement. The front and rear passengers all benefit from a seating position raised by 59 millimetres, which provides an outstanding view out and makes entry and exit significantly more comfortable. Plus, the BMW 3 Series Gran Turismo also offers extra headroom. The increase in space will be particularly noticeable in the rear compartment, where a full 70 millimetres of additional legroom over the Sedan and Touring – giving luxury-car levels of spaciousness – is there to be enjoyed. The cocooning nature of the interior, complemented by its design forms, colour scheme and materials, creates a lounge-style ambience which allows passengers to enjoy short trips and long journeys alike in relaxed comfort.
The load area also reflects the car’s increased dimensions, its 520 litres of boot capacity even outstripping that of the BMW 3 Series Touring by 25 litres. The large load aperture and high-opening tailgate make access easier. Practical standard features – such as the 40:20:40 split/folding rear seat bench with folding head restraints and tilt-adjustable backrests (cargo function), and the two-piece parcel shelf – underscore the impressive functionality of the BMW 3 Series Gran Turismo. The large load area can be utilised in many different ways, allowing intelligent space management. Practical features such as lashing points, multifunction hooks and an underfloor storage compartment make it even more convenient to use, while the LED strips that illuminate the cargo area emphasise the premium quality of the 3 Series Gran Turismo.
High-end material combinations and fit and finish of the highest quality underline the premium ambience on board the new BMW 3 Series Gran Turismo. The latest addition to the 3 Series family can be ordered in an entry-level version, with the Sport Line, Luxury Line or Modern Line equipment packages, or with the optional M Sport package, which will already be available from July 2013.
Customers can choose from a selection of five powerful, refined and economical engines – covering an output range from 105 kW/143 hp to 225 kW/306 hp– from the launch of the new BMW 3 Series Gran Turismo. All the powerplants use BMW TwinPower Turbo technology. The range-topping six-cylinder petrol engine under the bonnet of the BMW 335i Gran Turismo is joined by the four-cylinder petrol units in the BMW 328i Gran Turismo and BMW 320i Gran Turismo. The two 2.0-litre diesel engines powering the BMW 320d Gran Turismo and BMW 318d Gran Turismo round off the line-up at launch.
Power is sent to the rear wheels via a six-speed manual gearbox as standard, although BMW also offers an eight-speed automatic as an option for all engine variants. Both gearboxes link up with the fuel-saving Auto Start-Stop function.
Advanced suspension technology, featuring a large number of light-alloy components, the torque steer-free Electric Power Steering, finely-balanced axle load distribution (50:50) and a torsionally stiff lightweight body ensure outstanding handling attributes and a high degree of agility and precision.
The longer wheelbase (+ 110 mm), greater wheel diameter and baseline specification of the new BMW 3 Series Gran Turismo– which includes 17-inch wheels – result in a car offering excellent directional stability and long-distance comfort.
In addition to its enviable practicality and sporting dynamics, the outstanding fuel economy of the new BMW 3 Series Gran Turismo also serves the cause of driving pleasure. The key here is the BMW EfficientDynamics development strategy, whose influence can be seen in virtually every area of the new model. Building on the good work of the ultra-frugal petrol and diesel engines, the intelligent lightweight construction concept of the BMW 3 Series Gran Turismoand its optimised aerodynamics (including Air Curtains, Air Breathers and the active rear spoiler) do their bit to maximise efficiency and dynamics. And other measures, such as the Auto Start-Stop function, Brake Energy Regeneration, Optimum Shift Indicator and on-demand operation of ancillary components join the campaign to ensure the powerful BMW 3 Series Gran Turismoboasts impressively low fuel consumption and emissions. The economy drive doesn’t stop there, either; the car still has the potential to cut fuel use by as much as another 20 per cent using ECO PRO mode and the new ECO PRO Route function.
An extensive selection of driver assistance systems and mobility solutions, offered under the BMW ConnectedDrive programme, allows the new BMW 3 Series Gran Turismo to set the benchmark in its segment in terms of safety, convenience and infotainment. One highlight of the range is the latest-generation full-colour Head-Up Display, which projects key information onto the windscreen in sharp resolution. Included alongside an array of other convenience and safety-enhancing assistance systems is highly effective interface technology that allows extensive use of external mobile phones and numerous Bluetooth office functions for internet-based services.
The Apps option and free BMW Connected application provide access to services such as social networks, web radio and iPhone calendar functions. Last but not least, information and office services, and travel and leisure planners using the Google Maps and Panoramio services, further increase levels of passenger comfort in the new BMW 3 Series Gran Turismo.

2011 BMW i8 Concept

The BMW i brand is now poised to enter the consciousness of the automotive public with two new vehicles. On the one hand there is the BMW i3 Concept. Previously known as the Megacity Vehicle, the BMW Group’s first series-produced all-electric car focuses squarely on the mobility challenges in urban areas and, as the first premium electric vehicle, reinvents the hallmark BMW attributes for the future. Then comes the BMW i8 Concept, a sports car of the most contemporary variety – forward-looking, intelligent and innovative. Its unique plug-in hybrid solution brings together a combustion engine and an electric drive system to create an extraordinary driving experience complemented by extremely low fuel consumption and emissions.BMW i8 Concept – emotional, dynamic and efficient. The BMW i8 Concept and the fascinating approach that underpins it embody the vision of a sustainable contemporary sports car brought to life. Its innovative plug-in hybrid concept combines the modified electric drive system from the BMW i3 Concept – fitted over its front axle – with a high- performance three-cylinder combustion engine producing 164 kW/220 hp and 300 Nm (221 lb-ft) at the rear. Working in tandem, they allow the two drive systems to display their respective talents to the full, delivering the performance of a sports car but the fuel consumption of a small car.

Acceleration of 0 to 100 km/h (62 mph) in under five seconds combined with fuel consumption in the European cycle of under three litres per 100 kilometres (approx. 94 mpg imp) are figures currently beyond the capability of any vehicle powered by a combustion engine of comparable performance. Thanks to its large lithium-ion battery, which can be charged from a domestic power supply, the BMW i8 Concept can travel up to 35 kilometres (approx. 20 miles) on electric power alone. Added to which, the 2+2-seater offers enough space for four people, giving it a high level of everyday practicality.

The LifeDrive architecture of the BMW i8 Concept has been carefully adapted to enhance the vehicle’s sports car character, and therefore to deliver unbeatable performance and excellent driving dynamics. The motor in the front axle module and combustion engine at the rear are connected by an “energy tunnel”, which houses the high-voltage battery. This gives the car a low centre of gravity – and the dynamic benefits that come with it. The positioning of the electric motor and engine over their respective axles and the space-saving and well-balanced packaging of all components result in an optimum 50/50 weight distribution.

The emotional design of the BMW i8 Concept ensures its qualities are clear for all to see. Its dynamic proportions give the BMW i8 Concept the appearance of surging forward before it even turns a wheel and lend visual form to its extraordinary performance.

The sporting character continues into the interior. Boasting a driver-focused environment unmatched by any BMW Group vehicle before it, the BMW i8 Concept immerses the driver fully in the unique driving experience. The BMW i8 Concept is the sports car for a new generation – pure, emotional and sustainable.

The BMW i8 Concept sees the LifeDrive architecture concept adapted to suit the vehicle’s sports car character – i.e. primed to deliver leading performance and sharp dynamics. In a departure from the purely horizontal configuration favoured for the BMW i3 Concept, the LifeDrive architecture of its BMW i8 Concept sibling also features vertical layering. The drive systems powering the BMW i8 Concept are integrated into the front and rear axle modules, with the CFRP Life module providing the bridge between the two.

As a plug-in hybrid,the BMW i8 Concept is not designed purely for all-electric propulsion, and therefore carries fewer battery cells than the BMW i3 Concept. These are stored in the Life module inside the energy tunnel, a structure similar to a central transmission tunnel.

2013 BMW 135is Convertible

In the long standing tradition of high performance BMW “is” models, BMW announced an enhanced performance version of the 1 Series Coupe and Convertible called the BMW 135is. The 2013 135is Coupe and Convertible focus the qualities that made the 135i such a success amongst driving enthusiasts – with more performance, enhanced sound and dynamic design details.

Both models are equipped with BMW’s award winning TwinPower Turbo 3.0-liter inline-6 engine (N55) featuring Valvetronic throttle-less intake technology, direct injection and a single twin-scroll turbocharger. For the 135is, the engine has been tuned to increase peak horsepower to 320 hp (+20 hp increase) and 317 lb-ft of torque (+17 lb.ft) while maintaining the same emissions level and MPG ratings of the 135i. A Performance exhaust system complements the increased engine performance and provides a sporty exhaust tone. The engine cooling system has been upgraded to match the additional performance output by adding a larger, and more powerful radiator fan and an auxiliary radiator.
Both BMW 135is models will be offered with either a standard 6-Speed manual transmission or an optional 7-Speed Double Clutch Transmission. The 135is is equipped with sport suspension incorporating an aluminum double-pivot front suspension and a five-link fully independent rear suspension in lightweight steel.
BMW’s Dynamic Stability Control (DSC) also includes a Dynamic Traction Control (DTC) function that provides electronic intervention to prevent loss of vehicle control, but at a higher threshold before activation. This allows the driver to experience more spirited driving on dry roads and offers more flexibility when driving in more challenging conditions such as in snow. If the driver desires, both DSC and DTC can be disabled entirely. In addition to its duties as a safety system, the DSC system on the 135is is programmed specifically to enhance performance-oriented driving.
The differential in the 135is comes from a new generation of final drives optimized for running smoothness and fuel efficiency. Featuring double-helical ball bearings, the differential runs at an even lower operating temperature reached more quickly than before thanks to the reduction of fluid required in the differential. Electronic rear brake management is used to simulate a differential lock for stronger acceleration in turns and low-traction conditions.
The exterior of the new 135is Coupe / Convertible will be clearly identified by exclusive 18” wheels, unique high-gloss black kidney grill, black mirror caps and special exterior badges in additional to the standard M Sport Package components. Interior highlights include stainless steel pedals, special interior badges and optional black leather seats with blue stitching for the standard sport seats.

2011 Mercedes-Benz M-Class       

Introducing the 2011 M-Class. Five-star safety. Five-star comfort. One Star leads the way. What drives us to continually reinvent, redefine and reimagine what a vehicle can do? When Mercedes-Benz introduced the original M-Class more than a decade ago, it forever altered what people expect from SUVs. But it didn’t change what they count on from the Three-Pointed Star. The first luxury SUV to feature 4-wheel independent suspension, 4-wheel traction control and electronic stability control, after all, came from the same engineering leadership that brought each of these innovations to passenger cars. No matter how times change, the ingenuity to lead drivers into the future remains a way of life for the people who invented the first automobile125 years ago. And it’s why the M-Class continues to guide the way with advanced low-emission power, top safety scores, the right balance of space and size, and innovations that give its driver and passengers the Star treatment. Elevating your driving enjoyment, satisfaction and confidence will always be what drives us.Performance that’s milestones ahead. From the gasoline-powered ML350 V-6 and ML550 V-8, to the clean diesel V-6 of the ML350 BlueTEC, every M-Class offers torque-rich performance over a wide range of speeds, with certified Ultra Low Emissions across the 50 states. A nimble independent suspension and available 4maticTM all-wheel drive1 seamlessly collaborate to handle a sudden turn in the weather as eagerly as an unexpected twist in the road. But the precise handling, refined ride and rugged capability of an M-Class do more than inspire your sense of security and satisfaction. The countless innovations in performance and safety it’s pioneered have influenced every SUV that’s followed in its tracks. An M-Class is driven not just by a powerful engine, but by the motivation to lead like a Mercedes-Benz.

     

2012 BMW X6 M50d Review

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Quality: Built in the United States, the X6’s cabin quality is a little below the standard of other models in the marque’s stable.
Besides having an instrument cluster that’s now a generation behind that of the 1, 3, 5 and 7 Series, we heard a couple of trim squeaks from the boot area while driving over rough tarmac.
But, that aside, there’s loads of soft surfacing in the cabin, and supple leather upholstery throughout.
Comfort: The front seats have ample proportions and good bolstering, particularly in the squab. Given the kind of cornering loads the X6 can generate, supportive seats like these are definitely appreciated.
Most controls fall readily to hand, and the adjustable steering column and power seats make it easy to get settled in behind the wheel.
Rearward visibility is poor though, thanks to the X6’s sloping, fastback shape. To help get around this, a trio of cameras give the driver a bird’s-eye view of what’s around the car while parking.
The backseat is also claustrophobic because of the rake of the X6’s roofline, although headroom isn’t quite as bad as we were expecting.
New for model year 2012 is a three-position rear bench, which replaces the two-position rear seat setup of the original X6.
The centre seat isn’t the most accommodating thanks to a lack of width (and that roofline), but it does offer more flexibility when it comes to carrying passengers.
Rear passengers will appreciate the rear air-outlets and quad-zone climate control, as well as the generously-sized centre armrest.

Equipment: The M50d is very well equipped straight out of the box, with plenty of modern technology as standard.
Features include a head-up display, quad-zone climate control, keyless entry and ignition, bi-xenon headlamps, a powered tailgate, satellite navigation, a six-disc CD stacker, USB audio input and Bluetooth phone integration.
There’s also the usual luxury car staples of auto-on headlamps, rain-sensing wipers, powered front seats (and steering column), trip computer and foglamps.
Our tester was also equipped with a glass sunroof ($3500), LED headlamps ($3400) and metallic paint ($2000).
Storage: Owners can stuff up to 570 litres of luggage into the X6’s boot without dropping the 60/40 split rear backrests.
Fold those backrests down, and the load area grows to 1450 litres. That’s not too bad for a car that - from the outside - looks to be quite compromised as a load-lugger.

ON THE ROAD

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Driveability: While the average turbodiesel can pump out impressive torque, that torque is usually only available over a very narrow rev range.
The M50d’s mill is different. By strapping two small turbos and one large turbo to a 3.0 litre six-cylinder diesel, BMW has managed to engineer an oil-burner that produces massive amounts of torque across a wider range of engine speeds.
The result is 740Nm of torque and 280kW. You read that right; those are big numbers in any language.
And, while maximum torque is spread between 2000rpm and 3000rpm, the X6 M50d provides thumping power either side of that window.
Those outputs are good enough for a 0-100km/h time of 5.3 seconds. That’s quick for a sportscar, let alone a two-tonne SUV that’s about as petite as an apartment block.
Chalk the X6 M50d’s sprinting ability down to its Hurculean midrange. Just off idle, there’s a bit of lag to contend with, and the turbos run out of steam about 500rpm short of the 5500rpm redline.
But everywhere in-between there’s gobs of pulling power.
Stomp the accelerator pedal and the M50d hauls like a locomotive. If you’re not prepared for it, the sheer thrust will surprise you.
Backing up that muscular diesel six is BMW’s by-now-familiar eight-speed automatic. We’ve raved about BMW’s eight-speeders before, and the M50d’s ‘box is no different to those we’ve sampled in the past.
Gearshifts are swift and smooth, there’s the right ratio for every occasion and it’ll blip the throttle on manual downshifts with rev-perfect accuracy.
It’ll also hold the engine against redline in manual mode, which gives the driver better control when driving at ten-tenths.

Refinement: The M50d’s performance-oriented tyres have slim sidewalls and are mounted on 20-inch alloy wheels, so there’s an elevated level of road roar that makes its way into the cabin.
Pleasingly though, there’s few other unwelcome sounds - bar a slight rattling from the rear of the cabin, which we suspect is caused by the rigid cargo cover.
The engine is quite muted for a diesel, and actually has a smoothness that’s rare in turbodiesels of this size. It sounds pretty good when worked hard too - another very un-diesel like trait.
Suspension: The X6 M50d is an affront to Newtonian physics. It weighs around 2.2 tonnes empty, and its tall, chunky body implies that there’s a high centre of gravity - and thus, plenty of body roll.
But while the X6 M50d looks like a heavyweight, it moves like a Thai kickboxer. The steering is wonderfully direct (but not especially feelsome), and the M50d’s M-tuned pneumatic suspension is completely unflustered by hard cornering.
In fact, the M50d’s ability to suppress body roll is remarkable, as is its threshold of grip.
Break that threshold, and you get progressive and predictable understeer. You’ll need to be pushing pretty hard though, for the X6’s AWD system can funnel up to 100 percent of torque to either axle to maintain traction.
Downsides? It’s a firm, jittery ride on suburban streets, and there’s some steering kickback over corners that are less than smooth.
Braking: The M50d’s mammoth 385mm front and 345mm rear brake discs are clamped by equally sizable sliding-calipers, and the stopping force they generate is formidable.
However, the M50d’s 2.2-tonne mass works against it here; while initial braking force is plentiful, prolonged hard driving will see the brakes start to overheat and fade.

SAFETY

ANCAP rating: Not rated
Safety features: Stability control, traction control, hill descent control, cornering brake control, a head-up display, ABS, EBD and brake assist are all standard.
Passengers are protected by three-point seatbelts on every seat, as well as dual front, front side and full-length curtain airbags.

WARRANTY AND SERVICING

Warranty: Three years/unlimited kilometres, additionally paintwork is warranted for three years, and body panels for up to 12 years against corrosion.
Service costs: Servicing costs can vary according to vehicle usage, and BMW does not set servicing intervals for the X6 range.

HOW IT COMPARES | VALUE FOR MONEY

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Porsche Cayenne S Hybrid ($164,400) - Porsche’s hybrid Cayenne is perhaps the closest competitor to the X6 M50d in terms of price, performance and fuel consumption, if not shape.
It’s 245kW/440Nm supercharged V6 engine is no match for the M50d’s turbodiesel powerhouse though, and the Porsche is well over a second slower in a 0-100km/h sprint. (see Cayenne reviews)
Note: all prices are Manufacturer’s List Price and do not include dealer delivery or on-road costs.

TMR VERDICT | OVERALL

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The X6 M50d doesn’t have the most practically-proportioned interior (just ask the rear passengers), but it crams so much engine and drivetrain tech into its frame that it’s hard not to be impressed.
To feel it pin you back in your seat with just 2000rpm showing on the tach is a unique experience, and the way it handles a twisty road is something else altogether.
But, it’s perhaps no small coincidence that “X6” is just a slip of the tongue away from “excess”. It is massively expensive for a diesel SUV, and the X6’s love-it-or-hate-it styling is strictly for extroverts.
Yes, it is significantly more affordable than the $190,900 X6 M (and will no doubt cost less to run in fuel costs). But, for all its power and performance, the X6 M50d just doesn’t make sense: a high-riding SUV masquerading as a sports car has the pragmatic part of our psyche rebelling against the notion.
But fret not, for the X5 M50d is also on sale in Australia. It’s bigger inside, costs ten grand less than the X6 M50d, has the same tri-turbo diesel powertrain and is just one tenth of a second slower to 100km/h.

2013 BMW 730d Review

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OVERVIEW

Don’t be fooled for a minute into thinking BMW’s 730d is somehow a poorer cousin to the petrol-powered cruise ships from the Bavarian automotive alchemists.
This engine gets by with a 'mere' 560Nm of torque. Enough to launch it effortlessly ahead of the traffic, and just the thing for the imperious cruising dictated by the limousine classes.
The rest of the package carries the same attributes: an impressive interior, gadgets aplenty and sumptuous comfort.
Best of all, the recently updated 7 series diesel now slips under the government’s Luxury Car Tax consumption-threshold, allowing it to skip a very

Though it may lack the hand-crafted look of a Jaguar XJ, the interior is a convincing interpretation of modern luxury with beautiful soft-touch finishes, quality appointments and snug construction.
If it opens or closes, its damped; leather is flawlesssly stitched and grained, the metalwork is real metal and cool to the touch, and the optional ‘natural finish’ woodwork is exactly what it purports to be - quality wood.
Just five seconds inside and you'll know: the 730d is a premium purchase.
Comfort: BMW applies the Goldilocks treatment to the seats with a ‘just right’ size, shape and padding. Powered adjustment of the front seats and steering column make it simple to find the right seating position - in no time the BMW will fit like a glove.
Those being chauffeured will find good rear room, but the centre position is best kept for occasional use. Those requiring the extra legroom of the long wheelbase 7 need to forgo the diesel option and head for a petrol or hybrid-powered model.
Equipment: Standard features include BMW’s iDrive interior control system governing the six-disc DVD player, CD/MP3 player, 20GB built in hard drive, navigation system, bluetooth phone and audio, and in-car internet display.
Also standard: heated and cooled front seats with electric adjustment, multi-function electrically adjustable steering wheel, multi-function trip computer, electric opening boot, soft-close doors and proximity key with keyless start, electric rear sun blind, dusk sensing LED headlights with automatic high beam, automatic wipers, sunroof, four-zone climate control and 18-inch alloy wheels.
Optional equipment as tested included natural finish wood interior (no cost), Exclusive Nappa leather ($6900) and surround view cameras ($1300).
Storage: Boot capacity measures 500 litres, The boot itself is long and deep, but the loading lip is high and the boot is narrower than expected (the well trimmed wheel-wells intrude). As is the standard for the class, rear seats are fixed.
Inside the cabin, the glovebox, centre console and door pockets provide a little storage, but not a lot and the front lidded cup-holder really only holds cups, lacking even the ability to swallow a mobile phone or set of keys due to its  folding mechanism Driveability: There is a very good reason for buying a 7 Series, and it is the precise reason you’d be less inclined to buy an S-class or Audi A8. The drive.
In the same way that BMW crafts precise-handling hatches and class-leading sports sedans, it also turns its mastery to grand touring limos. This car not only provides the quiet and comfortable ride occupants expect, but will also leave the driver with a self-satisfied smug grin.
Part of that joy lives in the 730d’s 3.0 litre turbo diesel engine: it pumps out 190kW of power at 4,000 rpm and 560Nm of torque from just 1500rpm.
That’s less torque than Mercedes or Jaguar offer, but the low peak has the big 730d surging forward on an effortless wave should a stab of power be called for.
For a big car, it has no trouble picking up its skirts.
Our recorded fuel consumption was higher than the factory claim, but still acceptable after a week of harder work than you might subject the car to.
With better conditions there’s no doubt the 730d would be capable of much better figures.
Refinement: No qualms with refinement. Inside the cabin is whisper quiet, theres hardly a murmur of wind or road noise, and no diesel clatter, just a stirring throb that grows into a metallic symphony should you decide to push hard.
Selecting from the different drive modes sees the superb eight-speed automatic deliver crisp shifts in Sport and Sport+, or seamless changes in Comfort and Comfort+.
Only in EcoPro mode did the gearbox dither and occasionally shudder through gearshifts.
Suspension: A double wishbone front-end provides precise control, while the rear features a self-levelling multi-link setup. The result is impressive passenger comfort while still offering razor road holding.
Braking: Four-wheel ventilated discs take the job of bringing the circa 1840kg 7 Series to a halt.
Its hard to find fault with these stoppers, they’re strong when they need to be,

Safety features: The 7 series safety roll-call includes six airbags, Dynamic Stability Control, with Cornering Brake Control, Dynamic Traction Control and brake assist, three-point seltbelts with load limiters for all seats and front pretentioners.
There's also adjustable head restraints and Active Protection to close windows and sunroof, tension seatbelts, and adjust the passenger seat if a probable accident situation is detected.

Warranty: Three years/unlimited kilometres, body panels are warranted for up to 12 years against corrosion.
Service costs: Service intervals and costs are ‘condition based’ and vary with usage. Consult your BMW dealer for more information From the moment you punch the starter button and slip into traffic, the 730d's feel as an effortless touring saloon will be apparent.
Its breeding is unmistakeable: never skittish nor abrupt, comfortable but always willing, and always the 'driver's car'.
The 7 Series answers the demands of owners who expect more. Something comfortable for clients during the week, that can be pointed at a sweeping road with verve on the weekend.
The diversity of the segment, and the different styling approaches and dynamic feel of the top-tier luxury sedans proves how broad this market can be.
And, at the same time, leaves little doubt that the 730d is the pick for keen drivers looking for the effortlessness and economy of diesel power.

Infiniti M35h, Lexus GS 450h and BMW ActiveHybrid 5 Comparison Test

OVERVIEW

In 2005 Lexus launched the world’s first RWD hybrid luxury sedan, the GS 450h. For the greater part of the years since, Lexus has had a monopoly of sorts on luxury hybrids.
The Japanese automaker today has four distinct lines with a hybrid model among them, and with one - the CT 200h - available only as a hybrid.
The midsized IS line, which has missed out to date, will also get a long-awaited hybrid variant later this year. By the end of 2013, the only Lexus that won’t be available with a petrol-electric powertrain will be the Landcruiser-based LX SUV.
That iron-clad grip on the luxury hybrid market was challenged in the latter half of 2012 with the arrival of the Infiniti M35h, and has since been followed by BMW’s ActiveHybrid 5 and ActiveHybrid 3.
With these fresh new entrants, now seems as good a time as any to see which one can lay claim to the title of “best luxury hybrid”.

The What's What

We’ve chosen to pit the GS 450h F Sport against the M35h and the ActiveHybrid 5.
Each have their own distinct advantages.
The Lexus has been on the market longest. Meanwhile the Infiniti M35h was, for a time, the world’s fastest hybrid with a 0-100km/h sprint time of 5.5 seconds (the BMW Activehybrid 3 took that crown last year with a time of 5.3 seconds).
The Infiniti is also the most affordable of this group, with a retail price of $99,900.
BMW’s Activehybrid 5 is backed by the Bavarian automaker’s reputation for fine-handling cars, and it's got one of the best engines in existence under its bonnet - the N55 3.0 litre turbocharged inline six.
All of them have claimed fuel economy figures of under 7.0 l/100km, meaning all qualify for a reduction in Luxury Car Tax.
All of them also have power outputs in excess of 250kW (so none could ever be described as ‘slow’).
But how do they drive? And importantly, with each offering express-saloon performance, what, if any, fuel economy benefits do they offer?
We took all on a 78km road loop through Melbourne’s CBD and inner suburbs, onto dual-carriageways and freeways out of town. To ensure parity, each car repeated the route three times with a different driver.
Each car carried roughly the same amount of fuel, and with a similar charge showing on the batteries.

Best Interior Luxury and Appointments

The Lexus gets off to a good start. It is sumptuously appointed and brimming with all sorts of high-tech features, leaving the other two (particularly the BMW) looking spartan by comparison.
The deep red leather (a no-cost option) of our GS 450h F Sport was sumptuous and flawless, and adorned the seats, door trims and much of the centre console.
The 18-way adjustable power front seats offer plenty of support and an absolutely huge range of adjustment. They’re also heated and ventilated.
In the back seat, legroom is a little short but otherwise head, shoulder and foot-room is good.
Radar-guided cruise control, keyless entry and ignition, a head-up display, automatic high-beam and a digital radio-tuner are among the GS 450h F Sports’ impressive standard feature set.

There’s also a glass sunroof, dual-zone climate control, keyless entry and ignition, reversing camera/radar, sat nav and Bluetooth/USB connectivity - all of the items that you’d expect to be standard on a car costing six figures.
And our tester had even more.
Equipped with the optional Enhancement Package, our GS 450h test car also came with LED headlamps, a thumping 835-watt 17-speaker Mark Levinson stereo and a gargantuan 12.3-inch infotainment screen.
Lavish, certainly, yet still cheaper than the BMW.
It’s a similar tale inside the Infiniti, although the execution is very different. The Infiniti’s organic exterior styling also carries over into the interior, and there are elements of the dashboard and centre console that seem unnecessarily curvy.
Inside, the seating is superb, the ride comfortable (the best of this trio for outright comfort, in fact) and with plenty of space for four adults.
The equipment levels are reasonable, although the ‘forest air’ ventilation is gimmicky, the eco-feedback accelerator is a pain, and the radar-based safety systems are far too eager and intrusive.

There’s loads of standard equipment - radar cruise control, bi-xenon headlamps, heated and cooled seats, they’re all there - but when driven back-to-back with the Lexus and the BMW, the M35h just feels a bit dated.
There’s simply too much carry-over from Nissan’s parts bin. Driven a Maxima, Murano or 370Z? You’ll recognize a lot of the M35h’s switchgear then, which isn’t a good thing for a stand-alone luxury brand.
Ultimately though, it was the BMW which trailed in this category.
Although scoring highly for its build-quality and finish, it does not fare as well when it comes to standard equipment and trim.

While the interior looks stylish, some of the plastics used don’t quite match the polished look or feel of the Lexus. The leather is also firm and not as appealing to the touch.
While the outboard seats in the BMW are good, the centre seat is too high for adults for long stints. The front seats are flat and lack the cosseting feel of the Lexus and Infiniti, and there’s no heated or ventilated seats as standard.

Nor is there keyless entry or a reversing camera as standard, which is preposterous considering this is the most expensive car in this test.
Boot space is something that also needs to be considered. All of these cars have massively truncated boot capacities due to the need to accommodate a bulky battery pack, and none have folding rear seats.
The Lexus leads the pack with its comparatively generous 465-litre boot, while the BMW and Infiniti trailed far behind with their boot capacities of 375 and 350 litres respectively.
The winner then, for interior Luxury and Appointments: the Lexus GS 450h.

1. Lexus GS 450h
2. Infiniti M35h
3. BMW ActiveHybrid 5

Best Performance

You’d expect the German to be the best driver’s car, and the ActiveHybrid 5 doesn’t disappoint. Forget about the “hybrid” part of the badge - this is very much not your Grandma’s Prius.
The ActiveHybrid 5 borrows its turbocharged 3.0 litre inline six and electric motor from the smaller ActiveHybrid 3, currently the fastest production hybrid in the world.
It’s a sweet unit, and thanks to the low-down punch of the electric motor, it produces massive thrust from the moment the accelerator is stomped.
But powerful though it is, the ActiveHybrid 5’s engine is outclassed by the silken 3.7 litre naturally-aspirated V6 of the Infiniti M35h.
The M35h’s power pack develops a combined total of 268kW, which handily eclipses the Activehybrid 5’s 250kW. In the sprint to 100km/h, it’s the Infiniti that crosses the line first, taking just 5.5 seconds against the BMW’s 5.9 seconds.
So, yes, the Infiniti is faster. But for handling, the crown is firmly with BMW.

The BMW impressed us all with its composure and rock-solid feel through corners. The Infiniti, on the other hand, feels under-damped, and there’s a lot of squirm from the tall sidewalls of its 18-inch tyres.
The biggest surprise however was the Lexus.
In F Sport guise the GS 450h is equipped with active rear steering, and cornering (particularly at lower speeds) is incredibly sharp.
Couple that with a willing 3.5 litre V6 and electric motor (combined output 254kW), and the GS 450h fires itself out of corners like a cannon. It’s sporty stuff, but unfortunately not quite as involving as the BMW.
The Lexus turns in very well, but it feels artificial compared to the ActiveHybrid 5. Mind you, the difference in cornering performance between the GS 450h and ActiveHybrid 5 is slim.

Transmission performance had the BMW’s fast-shifting eight-speed duking it out with the Infiniti’s impressive seven-speed. The Infiniti gearbox is every bit as good as the ActiveHybrid 5’s.
The CVT trans in the GS 450h, while great for urban driving, isn’t so easy to live with when being pushed. The typical CVT drone that results from firewalling the accelerator can be grating.
Final finishing order?
Best Performance Ranking sees BMW in first place, followed by the GS 450h then the Infiniti at the back, let down by soggy dynamics when driven against the much sharper BMW and Lexus.

1. BMW ActivHybrid 5
2. Lexus GS 450h
3. Infiniti M35h

Fuel Economy

This was where we had to get scientific. All three cars were driven over the same 78km route three times, with each driver swapping into a different car for each repetition.
Not all drivers are created equal, and while some of TMR’s staff are notorious leadfoots, others are adept hypermilers.
By having all of us cycle through each car, the total fuel economy recorded during the test should provide a meaningfully accurate real-world average.
None of the cars managed to come close to their listed average fuel consumption figures, but it was the Japanese contenders that guzzled the least.
The Lexus GS 450h was the clear winner with an average of 7.4 l/100km, while the Infiniti used 7.9 l/100km and the BMW quaffed 9.3 l/100km.
That’s against listed combined fuel economy figures of 6.3 l/100km for the GS 450h, 6.9 l/100km for the M35h and 6.4 l/100km for the ActiveHybrid 5.

The performance-focused BMW’s result wasn’t such a huge surprise, but, to be honest, we were expecting the gap between the Lexus and Infiniti to be closer.
Although the Lexus has the advantage of a more efficient CVT transmission, the Infiniti is the only car capable of cruising at 100km/h on battery power alone - something we felt would confer a tremendous fuel economy advantage.
But looking at their respective spec sheets, we think we know why the Lexus edges out the Infiniti.
The GS 450h’s electric motor produces 147kW and 275Nm - well above the M35h’s 50kW and 270Nm output under EV power.
That means the level of electric assistance available in the Lexus is much greater, and there’s less reliance on the petrol engine during the critical acceleration phase. Simply put, less load on the petrol engine means less petrol burned.
The BMW’s higher consumption may also likely be explained by the numbers; in the ActiveHybrid 5, there’s only 40kW and 210Nm of assistance under normal driving conditions.
So it’s Lexus on top. The final ranking:

1. Lexus GS 450h
2. Infiniti M35h
3. BMW ActiveHybrid 5

Verdict

Buy the Lexus. It’s a no-brainer.
It’s luxuriously appointed, exceptionally well-made, chock-full of gadgets and very efficient for a large luxury sedan.
It’s also far cheaper than the BMW and more universally appealing than the Infiniti M35h.
But the Infiniti is not without its charms. After all, at $99,900 it’s the only car here that retails for less than $100,000, and it offers nearly as much equipment as the $111,900 Lexus GS 450h F Sport.
The BMW, unfortunately, while a superb drive - and in isolation rewrites how a hybrid can feel at the wheel - its slim standard spec list and $122,900 sticker price count against it in this company.
And, on our test, It didn’t turn out to be particularly fuel efficient either.

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