BMW 335i Convertible

The latest 3 Series droptop

It’s no wonder that the BMW 3 Series is one of the most sought after cars available on the market today. Since its introduction it has gotten progressively better, growing slightly in size and engine displacement yet remaining the essential GT - an aspirational car that everyone wants once they’ve managed to tuck a bit of savings away.

This version of the 3 Series we’ve tested is the latest convertible on offer from the company with the blue and white propeller badge. In this iteration, BMW has decided to follow a path blazed by other automakers by fitting a hardtop retractable roof, which improves side and rearward visibility. Plus, unlike the coupe, the rear windows go down all the way.

The front end of our test model, fitted with the more aggressive front air dam (and side skirts) denoting the sportier 335i derivation, is at once elegant and purposeful. The design is clean and simple so as not to alienate the brand faithful, and though somewhat diluted, the hood design and the sharp waistline are clearly evolved from the convex/concave design initiated by BMW design chief Chris Bangle. Thankfully, the profile has not been tarnished by the choice of roof (as on other hardtop convertibles) and the rear end remains well conceived, with a simple taillight design and two slightly oversized exhaust outlets protruding from the rear bumper valance.

It certainly looks the business, and when you depress the start/stop button to the left of the steering wheel firing the engine to life, it definitely sounds the business too. The 3.5-liter twin turbocharged six cylinder is more than capable of propelling the car to breakneck speeds faster than you can say “I’m sorry officer, I didn’t notice that speed limit sign”. And it will do so in sublime comfort, even though its more rigid M-suspension and 40-series run-flat tires wrapped around 18-inch wheels aren’t all that forgiving.

Inside, it’s large enough to be roomy and ergonomic, has beautiful interior appointments and is finished with the quality of materials and detail expected of BMWs. The sport seats are very well designed, providing a high level of lateral support whilst being very comfortable for long distance driving. Our car was fitted with the notorious BMW iDrive controller, which operates everything from the heating and ventilation controls to the audio and navigation system. Though not exactly intuitive, after a few days with the car it all became clear and proved easy to use. At the same time it frees up a lot of dashboard space as all the features have been neatly integrated into one console mounted dial, allowing the interior to be less cluttered with buttons. Those of us from the computer age will have no difficulty with this device.

Perhaps the only drawback then is the storage space in the trunk of the car. The hardtop is a welcome addition to an already superb design and makes it the best all-weather contender in this segment, but when the top is stowed and the wind deflector isn’t in place there is absolutely no trunk space at all. Forget about bringing along a weekend bag unless you put it in the backseat. Happily BMW have thought of that too, with a rear seatback that folds flat and anchor points to secure your baggage. While this transforms the car into a two-seater rather than a four passenger car, most owners will likely only cruise up and down Sunset Blvd and not be too concerned with the lack of storage space.

Ultimately, the verdict after only having spent a week in this car is: is there some sort of auto journalist discount I can apply for? And if there is, where do I sign up? Even if you forgo the over £6,000 worth of options fitted to our test car, the 335i’s price tag of £40,355 is unfortunately well above my budget. But of all the cars I've had the pleasure to drive, this is one I would recommend unreservedly to my wealthier (and childless) friends.

BMW's Stunning M5 Touring

Power and space combine in Touring shell

For many, estate cars are a necessity. A new addition to the family or a large dog demands additional space, so a reluctant decision is made to trade in the sporting two-seater for a spacious wagon. Usually that also means the sorry individual has to leave a piece of his soul at the dealership, driving off in a sedate and often mundane practical hauler. BMW’s latest addition to the range fills the needs of those buyers but doesn’t make any compromises: it’s the new M5 Touring. Already heralded as a quick but refined five-seater in saloon guise, the Touring M5 variation is equally capable of whisking occupants along at brisk speeds while providing 500 litres of cargo volume.

As expected, the M5 Touring delivers blistering performance through its high revving V10 powerplant, putting out 507bhp (or 400bhp without the ‘Power’ button depressed) at 7750rpm and generating 384lb.ft of twist at 6100rpm. To say the M5 has an abundance of power would be an understatement of epic proportions. The engine packs prodigious power and it’s happy to rev to a 8250rpm redline repeatedly as it shifts through the cogs, firmly casting the driver back into the grip of the active front seat and easily rocketing past prescribed motorway limits. The Active Seat bolsters do well to grip and hold front seat occupants firmly in place while cornering and can be set at three different settings: Comfort, Normal and Sport. Each setting provides a higher degree of support, though all feel akin to someone grabbing you around the waist. It could take some time to get used to.

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MINI family grows

New MINI One and Cooper D diversify MINI portfolio

MINI has been a sales success for BMW since the firm launched a modern version of the original back in 2001. So much so in fact that the company had to build a whole new wing to its building facility in Oxford, where 4700 employees put together the all-new version launched in September last year and the convertible model. Back in 2001, the employees at Oxford numbered 2400 and the facility was 45 per cent smaller, but now the company regularly builds up to 700 MINIs a day (up from 300 in 2001) and recently produced its one millionth model.

So MINI - and the plant where BMW manufactures them - has grown, and so does the second-generation MINI portfolio, which has now effectively doubled with the addition of two new variations: The MINI One and a new diesel-powered MINI Cooper D. Both cars offer the exemplary build quality and driving fun factor of the previous generation, but engineers have recalibrated the suspension settings and added a 1.4 litre petrol engine (jointly developed by PSA and BMW) and a new PSA-sourced 1.6-litre oil burner, replacing the previous iteration’s Toyota diesel.

Continue reading full road test

Prodrive may relieve Ford of Aston

Ford Motor Co. is apparently in exclusive talks with Prodrive over a potential sale of Aston Martin. Prodrive has long been a favourite to snatch Aston Martin away from its ailing parent, given the company's already strong ties to the fabled marque.

According to an article in The Times, Ford selected Prodrive because it has offered to pay close to £450 million to secure Aston Martin, higher than any other shortlisted bidders. David Richards, Prodrive's founder and CEO, is understood to be working with investors from the US and Middle East to gather the financing necessary to secure the deal.

Doughty Hanson, a UK buyout firm, is claimed to have dropped its offer to between £350 and £400 million after discovering certain previously undisclosed items in Aston Martin’s books, The Times reports. It also said that UBS, the Swiss investment bank running the sale, was moving ahead with the Prodrive group over Doughty Hanson and Syrian property tycoon Simon Hilalbi, another shortlisted bidder.

At least 30 groups were said to have expressed an interest in Aston Martin when Ford put the Midlands-based carmaker up for sale for between $1 and $2 billion. Final offers for Aston Martin were received on 31 January and Ford was expected to pick a preferred bidder by the end of February.

A sale could be announced as soon as next week.

Lamborghini’s Light Fantastic

Gallardo Superleggera sheds weight and adds power.

Who said going on a diet wasn't fun? For the automotive enthusiast, a car on a diet is the ultimate feast. Lamborghini proves this with the special edition Gallardo Superleggera it will unveil at the Geneva motor show next week.

The Superleggera (meaning super light in Italian) weighs in at a scant 1330kg – shedding 100kg off the already lightweight Gallardo frame. These weight reductions were achieved through extensive use of carbon fibre, aluminium and polycarbonate.

The series of lightweight carbon fibre elements include the rear diffuser and underbody covering, rearview mirrors, door panels and the central transmission tunnel covering. A carbon fibre bonnet has been fitted with transparent polycarbonate instead of glass to show off the V10 powerplant, and some steel components within the chassis are now made from aluminium. The cabin also features monocoque carbon fibre sports seats swathed in Alcantara.

Lamborghini’s five-litre V10 engine is the same unit found in the Gallardo, but the intake and exhaust systems have been tweaked to moderately boost power. The engine’s improved volumetric efficiency through reduced intake load losses and exhaust backpressures has enabled engineers to squeeze a further 10bhp from the unit, raising output to 530bhp. Torque is still rated at a healthy 376lb.ft, but revised engine performance and decreased weight allow the Superleggera to shed two-tenths off a 0-62mph run, to 3.8 seconds.

As with the standard Gallardo, drive is channelled to all four wheels via Lamborghini’s six-speed electro-manual gearbox (a standard feature) and viscous coupling four wheel drive system. Rolling stock includes all-new alloy wheels shod with 19-inch Pirelli P-Zero Corsa tyres.

A carbon accessories kit for the interior, fixed rear spoiler, four-point seatbelt, tubular rear frame, and carbon-ceramic brake discs can be ticked off the options list.

Lamborghini will begin taking orders for the Gallardo Superleggera March 7th at the Geneva show. Be prepared to stand in a cue with other rich folk...

YouTube and BBC strike deal

Interestingly enough - following yesterday's Clarkson posting - I have come to find out that YouTube is in the midst of striking a deal with the BBC.

It appears that the deal between the BBC and the popular video sharing service will now allow us to view clips of BBC shows, including Top Gear, legally. Previously the shows were posted by some hack and promptly removed from the site by the network. Obviously, the clips will be flanked by advertising, and possibly include pre-roll adverts before the actual content of the clip begins to play.

The deal is part of a larger strategy by the BBC to provide content on YouTube in three distinct channels: the BBC channel that shows clips, trailers and shorts; BBC worldwide that is supported by ads and shows clips from Top Gear and other popular shows; and BBC News that will show about 30 news clips per day.

The deal was struck in the hopes that by showing video on YouTube, the BBC will be able to drive traffic back to its own website where people can watch full length programs on the corporation's own video player.

Needless to say, I'm elated to know that clips of Top Gear will now be readily available for my enjoyment, when and where I please!

Clarkson on Army Vehicles

I like Jeremy Clarkson. Really I do. Having met him at a local coffee shop I can personally say that he’s actually a nice bloke who, away from the TV cameras, will sit down and have a conversation with you. Even though – and I’m sure he could tell – I’m not a Brit.

Those who know Clarkson or have ever come across one of his interviews or columns will note that he has very strong viewpoints about certain things; namely environmentalism and Americans. I think this is mainly a character which he plays to sell newspapers, magazines and lure people to watch his TV program. Evidently it works. No one is going to buy or tune in to something that doesn’t have an air of controversy about it. They like people to speak their minds about whatever it is that they can’t muster up the courage to say themselves.

So yeah, I like the guy. Despite the fact that he consistently bashes Americans for, well, damn near everything. A recent Top Gear episode where he and his compadres went down to the rural deep southern State of Alabama is case in point. If you haven’t seen it I suggest you do (get it on You Tube or click the link below), and I won’t sit here analysing it in some form of play by play. Needless to say, whoever does what they did in that show deserves what they’ve got coming to them. You know what it’s like down there ‘mate’. Not to make a sweeping generalization, but it’s rather backward and homophobic.

I know it's a TV show and they’re looking to provide entertainment, but surely the Top Gear cast realise their comments are highly influential to viewers. Clarkson’s "don't go to America" advice at the end of the show prompted the uneducated masses to believe in this single-sided portrayal of the US. Some poor fool now thinks that incidents – such as the one which transpired in the cleverly edited ‘American Special’ – happen all across the vast continent. That’s like saying all Brits are pompous, hypocritical individuals with bad teeth who eat fish and chips every Friday. Wait…

Seriously though, Clarkson has made an absolute fortune exploiting his brash and arrogant demeanour, qualities which are stereotypically American! And now with his recently published Top Gear column, he seems to have got it wrong again.

In the quest for an entertaining topic, Clarkson writes about the British army’s antiquated Land Rover vehicles which will soon be replaced by the ‘Panther’, a truck manufactured by Fiat-owned Iveco. He claims that since Fiat is not “in rude health”, it may eventually be bought by some country which does not have Britain’s best interests at heart. He may well be right, but suggesting that Britain should be tooling around war zones in a Land Rover is a bit off the mark. Who owns that company again?

Sure they’re built in the UK, but that doesn’t mean that parent company Ford has any greater interest in manufacturing a quality bruiser for its ‘allies’. The Humvees that the US army use spawned the now defunct (much to the chagrin of California Governator Ahnold) pedestrian Hummer H1, but are built by AM General. Built by the US, for the US. Do we see a pattern here? With Britain’s fledging car industry, who have they got to turn to? Well if you listen to Clarkson it may well be the Bowler Wildcat (pictured above). And what chassis is that based on again? Right…


American Special
An abbreviated version of Top Gear's American Special by fatewithme

Bertone's new Fiat-badged concept

According to Winding Road, Italian coachbuilder Bertone will unveil a new concept car wearing Fiat's new red badges at the upcoming Geneva motor show.

The sporty two-seater is based on Fiat’s new 100HP Panda unveiled in Paris, but employs a lightweight aluminum chassis and transparent plastic body panels. It is rumoured to be powered by the same 1.4-litre 16v 4-clinder engine from the 100HP, developing 100bhp at 6,000rpm and 97-lb.ft of twist at 4,250rpm.

While the Panda manages to achieve 0-62mph sprints in 9.5 seconds and has a top speed of only 115mph, the Bertone concept will likely better those figures considerably. Stay tuned for impressions of the concept in the metal.

Congestion Charges Arrive

I received the dreaded letter in the post this morning and though I expected it, I was faced with another harsh economic reality that will soon be draining funds from my bank account. The congestion charge is coming.

I knew it was going to happen; the City of London has made a killing charging those who enter the city centre between the hours of 7am and 6:30pm - to the tune of £93m in 2004/2005. All those "No C in K&C" bumper stickers did little to slow its advancement.

When the congestion charge was introduced in February 2003, the charging zone encompassed the City of London (the financial district) and the primary commercial and entertainment centre, the West End. It cost £5.

Though revenue was meant to be put towards making improvements to London transport – including providing more buses and routes, and better facilities for cyclists and pedestrians – the £200m initial cost of setting up the scheme and numerous Automatic Number Plate Recognition (ANPR) cameras seem to be sucking up a lot of it as well. A lot of infrastructure had to be modified to watch the boundaries and ensure fees were paid, and as a side benefit it allows police to track every vehicle within the limits. It makes the old Soviet Union method of crude roadblocks and entry and exit passes look pre-historic.

But Mayor Ken Livingstone is so pleased with the income generation and traffic relief presumably caused by the charge, that in July 2005 he decided to raise the fee from £5 to £8, and devised a plan to include Kensington and Chelsea within the charging zone. So now the zone is scheduled to extend further to the West on February 19th, including Bayswater, Notting Hill, North and South Kensington, High Street Kensington, Knightsbridge, Chelsea, Belgravia and Pimlico. The hours of operation will also be reduced by 30 minutes, running from 7am to 6pm.

When you take into account that the city’s routes are already built and maintained using taxes paid by those living in the area, it seems Mr. Livingstone has mastered the art of "ripping you off". But London is not the first city to impose a charging system for motorists. That title goes to Singapore, who inaugurated the Area Licensing Scheme (ALS) in June 1975.

By 1998, the ALS was replaced with an Electronic Road Pricing (ERP) system which required all motor vehicles on the island to be fitted with "smart" debit cards containing microchips. Entering the ‘restricted zone’ activates sensors in road to emit a microwave beam and deduct a set amount from the debit card.

The ERP tolls vary according to the number of entries, the amount of time spent within the restricted zone, and the distance travelled. Fees can also be set according to the anticipated level of congestion, with the highest tolls imposed during the peak periods of 8:00-9:30am and 4:30-6:00pm, with prices declining with traffic density.

So perhaps it’s not that bad. With congestion charging systems already in place in Oslo, Stockholm, Bergen, Trondheim and many on their way to other UK cities, the road charging system will simply be a means of further extracting money in the name of traffic relief. And everyone who uses their car will be forced to pay. And pay. And pay some more.

EU battles automakers over CO2 emissions

One of the present and ongoing debates between the European Commission and automakers is the reduction of CO2 from all new vehicles sold in the EU by 2012. Automakers would have to decrease levels of the global warming gas to an average 120g/km for cars sold in individual member states.

According to automakers and the Commission's own estimates, meeting the proposed target would add 4000 Euros to the cost of the development and manufacture of new vehicles if the reduction went from the current 160g/km average per vehicle to the 120g/km average called for by the EC. According to the carmaker’s analysis, imposing the 120g/km target is likely to make European industry unviable “[resulting] directly in the outflow of numerous jobs at car producers as well as in the suppler industry.”

Ivan Hollic of the European Economic Commission claimed that it would cost 2007 Euros more to develop and manufacture a new vehicle if the Commission called for a 10 per cent decrease of the gas to 140g/km in the same timeframe, and could have a severe economic impact, affecting industry jobs.

No one is fighting the Commission's proposed reduction in CO2 emissions more than the German automakers, who tend to produce luxurious and heavy vehicles which emit higher levels of the global warming gas.

So my question to Germany is: Do we want future generations to suffer from increasingly severe environmental disasters, or do we want to ensure the German economy remains competitive and doesn't shift production to low-cost Eastern European member states? Hmmm, tough decision...