Concluding the story of the BMW E12-generation 5 Series.
The new 5 Series received a generally positive if not euphoric reception from the automotive press. With its 2-litre four-cylinder engine, it was not powerful enough, even in fuel-injected form, to exploit fully the capabilities of its chassis, and the engine itself was somewhat lacking in refinement when pushed hard.
BMW answered these criticisms in 1973 with the introduction of the 525. This was fitted with a straight-six SOHC engine with a capacity of 2,494cc which produced maximum power of 143bhp (107kW). Stiffened front springs and a thicker anti-roll bar were fitted to counter the extra weight of the engine. The 525 was fitted with disc brakes on all four wheels. Power steering and a limited-slip differential were now on the options list. Badging apart, the only external identifier for the new model was a subtly different bonnet: the 525 had a slightly raised centre section instead of the slightly indented section on the 520.
Car Magazine published its first impressions of the 525 in October 1973 and these were very positive: “the sheer performance was predictable, but the smoothness, flexibility and sweetness of [the] package was more of a surprise. It will potter along at very low speeds in top, rarely needs anything lower than third once on the move and will storm to over 120mph with beguiling ease.” The reviewer went on to Continue reading “Der Fünfer (Part Two)”
Half a century ago, BMW quietly launched its first 5 Series. The automotive world did not realise what a seminal car it would become.
The trio of German so-called ‘premium’ automakers like to represent themselves as operating at the cutting edge of automotive engineering, technology and design. Hence, instead of using whimsical or ephemeral names for their cars, they instead identify them with scientific precision, using alphabetic and/or numerical model designations that are entirely logical in their construction and impossible to confuse(1).
In earlier times, the business of model nomenclature was much more straightforward. Smaller cars had smaller engines and vise-versa, so the engine capacity alone was often enough to distinguish between different models. When BMW introduced its ‘Neue Klasse’ mid-sized saloon in 1962, it was simply called the 1500. Larger-engined versions followed and these were duly called 1600, 1800 and 2000. However, when BMW introduced a range of smaller saloons using the same engines, they had to Continue reading “Der Fünfer (Part One)”
Two decades before BMW launched its first production EV, there was the E1 Concept.
Energy Density and Specific Energy are the twin holy grails for any automaker wishing to bring a viable electric vehicle to market. These two units of measurement are often confused, even by people who really should know better(1). In simple terms, energy density is the amount of energy that can be stored in a given volume, whereas specific energy is the amount of energy that can be stored in a given mass. The S.I. unit for the former is joules per cubic metre and for the latter is joules per kilogramme. In the context of electric vehicles, the energy component is more usefully measured in kilowatt-hours, since the joule is a very small unit of energy(2).
Petrol has a specific energy(3) of around 12.5kWh/kg. Diesel is slightly lower at around 11.5kWh/kg. These numbers might appear meaningless in isolation, but compare them with the specific energy of a traditional lead-acid battery, which is a tiny 0.04kWh/kg and you can Continue reading “E1 before i3”
Blowing the dust off another set of rediscovered envelopes and their contents, rekindling some memories.
Project 2758, as the Mercedes-Benz 500E was known internally at Porsche AG, who partly built the car, was a ‘Q-car’ in the vein of the BMW M5 but, this being Stuttgart, the 500E presented itself in an even more discreet way than Munich’s autobahnstormer.
The 5-litre, 32-valve M119 V8 propelled the 500E to an electronically limited maximum speed of 250km/h (155mph) although, without the limiter, its terminal velocity was known to have been quite a bit higher. The 500E was strictly a four-seater, which was not entirely by choice: the differential needed was so large that there was no room left for any suspension or even padding in the middle of the rear seat area. Continue reading “Show and Tell (Part Six)”
It has become customary nowadays to discuss the carmaking giant of Bayerische Motoren Werke AG in anguished tones, akin perhaps to the sort of concern one might feel towards a once-reliable friend in the throes of an unnerving and potentially damaging life-crisis. But it wasn’t always thus. A little over a decade ago, the German carmaker was at the forefront of automotive future-thinking and a genuine pathfinder towards zero emission mobility. Not only that, the cars with which BMW entered the EV market were as futurist in appearance as they were beneath their arresting skin panels.
The birth of the BMW i programme goes back to the latter portion of the post-millennial decade, a time of unfettered expansion for the Vierzylinder, not only in commercial and product terms but also in the visionary sense. During this fecund period, in a quiet corner of BMW’s FIZ engineering nerve centre, a radical and potentially transformative project was gaining impetus and momentum. Project i brought together a small group of electrical engineers, chemists and product strategists under the leadership of Ulrich Kranz, to Continue reading “Sons of Pioneers”
The author attempts to explain his violently opposed reactions to the design of the 2020 Rolls-Royce Ghost and 2022 BMW 7 Series.
In a comment appended to a recent piece on DTW, a reader asked me to elaborate on why I thought that the Rolls-Royce Ghost works as a design, whereas the latest BMW 7 Series* simply doesn’t. It is a good question, and one I have been pondering. In what follows, I will attempt to explain my thoughts. As ever, I should begin with the caveat that, while there are well understood principles of good design, I have no formal training in that field. Hence, my observations are simply those of an enthusiastic amateur, no more or less valid than any others, so I am very happy to be challenged on anything that follows.
The author recalls his experiences with two of Munich’s finest.
My partner and I had the good fortune to run as company cars two E30-generation 3 Series models for six years during the 1990s. The first was a 1990 320i convertible, which was followed in 1993 by a 325i convertible. The 320i replaced a 1988 Mercedes-Benz 190E, about which I have previously written here. I would have liked to maintain my allegiance to Stuttgart, but my partner and I wanted a convertible and the C124 was too large, with an image that suggested middle-aged Miami orthodontist rather too strongly for our tastes and ages at that time. Continue reading “Living with the BMW E30-Generation 3 Series”
Concluding the story of the seminal BMW E30-generation 3 Series.
Sales of the new 3 Series, initially available in two-door saloon form only, started briskly around the end of 1982. Renowned automotive journalist Leonard (LJK) Setright drove the new 3 Series for the first time and reported his findings in the January 1983 issue of Car Magazine. Whilst largely agreeing with Georg Kacher’s assessment of the car, published in the previous month’s issue of the magazine, he took a more nuanced view of the handling issue.
The hunt for quality: where does the perception of goodness reside in this car?
Editor’s note: Since we are currently evaluating the E30 3 Series BMW, it seemed germane to re-run this piece by Richard Herriott, considering some of the finer points. First published on DTW – 21 May 2017.
Recently the opportunity afforded itself for me to take a lot of photos of a car Clarkson called an over-priced Escort, a chance to hunt for quality. What did I find? Continue reading “The Panther of Bavaria”
Forty years ago, BMW launched a car that would help to propel the company into the automotive stratosphere.
Automotive historians often identify two models as seminal in the history of the storied Bavarian automaker. The first is the BMW 700, a modest car that quite literally saved the company from bankruptcy after it plunged to a huge DM 15 million loss in 1959, mainly thanks to its misadventure with the beautiful but financially ruinous 507 roadster.
Launched in the same year, the 700 was a small rear-engined model available in two-door saloon, coupé and convertible variants. Styled by Giovanni Michelotti, it was an attractive and contemporary looking car that was well received and sold strongly from the off, bringing desperately needed income and stability to the company. The 700’s success encouraged the Quandt family to Continue reading “Breakthrough (Part One)”
Editor’s note: A version of this piece was first published on 6 January 2014.
As the new Millennium approached, motor manufacturers, having established that engineering integrity would only take them so far in the quest for market leadership, would increasingly rely upon the spreadsheets and focus groups of their product planning departments. The key differentiator would henceforth be defined by one word: Segmentation. Departments sprang up in demographically significant hotspots such as Miami, London and Southern California, all tasked with seeking the elusive new market niche that enable them to Continue reading “A Niche Too Far?”
The 1990 E31 shown here is an example of what was up to then a rare bird in the BMW cage.
The E31, also known as the 8 Series, embodied everything BMW knew about making cars. Oddly, it didn’t really move many people, didn’t change the gameplay or influence anyone much. What it did do was to exist as an example of excess everything. It also trotted in a race in which the public had lost interest, the race to make the fastest, most technically accomplished production road car in the world. As it happened, BMW won that contest, zooming over the finish line ahead of the competition(1).
Even I have come to accept that sports car marques can barely survive, and certainly not thrive, without having an SUV or crossover in their portfolio. Indeed, it seems that even developing a saloon car is not worth the R&D these days, given the news that Mazda will not be replacing the Mazda6, although its new FR platform, RWD, straight-sixes and all, looks tailor made for that job.
Most long-established readers of this noble site will know that I am a bit of a Mazda fanboy. A few years ago, I wrote a series of long-term tests regarding my Mazda3 Fastback, and more recently I did a retrospective on the 1983 Mazda 626. I have admired the company’s innovation over the years, its independent spirit and, most recently, its ‘Kodo’ design language. Oh, and I still think that Soul Red Crystal is the still most beautiful paint colour on any mass-production car.
The current Mazda3 is somewhat divisive, mainly due to the arguably over-generously proportioned rear pillar on the 5-door hatch. However, the sophisticated surfacing, restrained detailing and beautifully assembled and finished interior really do rival or even exceed the design standards of premium marques such as BMW, Audi, Mercedes-Benz and Lexus. I don’t recall Mazda claiming full-blown ‘premium’ aspirations for the current 3, but much about the car is giving a vigorous nod in that direction. Continue reading “Mazda’s BMW”
In October 2000, UK rock band, Radiohead released their fourth studio album, the much-awaited follow up to their acclaimed and large-selling 1997 release, OK Computer. But the Gloucestershire five-piece, having foreseen a future trapped upon the stadium rock treadmill instead took a leap into leftfield and recorded a soundscape as haunting as it was alienating. Kid A was received by fans and critics with a mixture of shock, awe and a certain dismay. Many would not Continue reading “Raking the Embers  : How to Disappear Completely”
Why the facelift failed to fix the BMW E65-generation 7 Series’ most egregious faults.
Someone much more literate in such matters than me once used the terms lumper and splitter in connection with automotive design. I find these terms useful and try to be a holistic lumper, but often find myself unduly irritated by what I perceive to be flaws in the detail execution, hence I am an inveterate splitter. This is why Adrian van Hooydonk’s(1) 2001 Siebener has always irritated me to an irrational degree, and why I feel the facelift did little to address its many flaws.
In the photos below, the blue car is the pre-facelift model, the grey is the facelifted version(2).
The most egregious of these flaws are to be found in the area of the rear door, rear quarter panel and C-pillar. The horizontal bodyside crease in the door skin appears to come to a dead stop when it reaches the door’s trailing-edge shut-line. It has to do so to avoid interfering with the curvature of the rear wheel arch. Actually, if you Continue reading “Raking the Embers  : Details, Details, Details”
Calendar pages numbering two hundred and forty months have turned since the E65 BMW 7 Series rocked the upper automotive echelons. With sober feelings toward most blue and white propellers, along with puzzlement as regards their food additive nomenclatures (they begin at 100 – curcumin), this fourth generation flagship has never been a common sight for this particular author. Engaging though, when seen.
To these now more nuanced eyes, time’s hand has been gentle, keeping that deportment smooth with appropriate treatments liberally applied – difficult for granite-made objects. One cannot deny both the heft and gravitas of the machine: move over, coming through.
The Bavarian range topper cleaved opinions practically 50-50 on matters of importance to the average auto enthusiast. Love it, or as many see even today, lost it in the stakes of styling. Customers and commentators alike have lasting memories when the moniker Bangle or much over-used phrase ‘flame surfacing’ climbs the parapet. Is it not time to Continue reading “Raking the Embers  : Love Is Lost”
Introducing the first of a four-day meditation from the DTW editorial team: reconsidering the E65 Siebener on its 2oth anniversary.
Why are we still discussing the E65? It’s because twenty years ago it mattered when BMW produced a new model. As a clear leader in automotive engineering, people interested in the intellectual challenges of designing better cars looked to BMW’s products for clues about the rate and direction of progress. Retrospectively, we still wonder about whether BMW’s thinking was wrong, ahead of its time or instructive. Or a combination of all three.
The E65 attempted to answer some pressing questions, offering solutions to the problem of a changing market, solutions that many did not understand at the time or could accept. The first change in the market related to Europe’s ageing population and a greater awareness of the urgent need to Continue reading “Raking the Embers  : Chi Non Fa, Non Falla”
Uncovering some stillborn concepts of German origin, now largely obscured by the mists of time.
Steyr-Puch / BMW AM2, 1981
BMW’s 1999 X5 claim to fame is being the Bavarian car firm’s first SUV, but BMW passed on an opportunity to introduce one almost two decades earlier. In August of 1981 Steyr-Puch unveiled a 1:10 scale model of what was at that time an almost unknown quantity: what we now call a Sport Utility Vehicle. Steyr claimed they had developed a new type of passenger car – a multipurpose family vehicle with four-wheel drive, a car-like body with an elevated roofline, room for five to seven, and a moveable rear bench seat to Continue reading “Vier Bleierne Luftballons*”
The 1978 BMW M1 should have been simply a road-legal version of a racing car, but it was so much more rounded and accomplished than that.
More than any other mass-market(1) automobile manufacturer, BMW has built its reputation on producing dynamically accomplished cars, designed to appeal to keen drivers above all else. It is a moot point as to whether the vast majority of BMW drivers have the skills and talent to exploit such cars to their maximum potential, but many are surely flattered by the inference that they might Continue reading “Uncompromised, not Uncompromising”
The main reasons for certain countries to develop (or have developed for them), unique variants of established car model lines can roughly be traced back to tax laws, vehicle or traffic legislation and domestic motorsports homologation requirements. BMW is a brand that has sired several bespoke cars only available in certain markets. Italian and Portuguese legislation resulted in the E30-series 320iS which was fitted with a 2-litre version of the M3 engine, avoiding the severe tax hike for engines with a displacement exceeding 1999cc.
BMW South Africa gave birth to an E23-series BMW 745i with a different and arguably better engine than the 3.2 litre turbocharged six with which it was originally equipped (because the turbocharger got in the way of right hand drive conversion), and homologation rules put cars such as the E30-series BMW 333i on public roads, again in South Africa, which turned out to be a fertile ground for deviant model versions. Today, let’s Continue reading “Slegs Vir Suid-Afrikaners*”
A re-assessment of what really was the first BMW M road car.
BMW Motorsport GmbH, the Munich manufacturer’s sports division and the go-to specialists for creating the coveted M models, was established in 1972. In the public conscience the legendary M1 of 1978 has long been regarded as the first M vehicle, but the car presented in this article casts doubt upon that assumption. Two years earlier, what is now regarded as the first M car, although it did not actually Continue reading “The South African Connection”
Concept cars are often used to gauge public reaction to a new design direction before applying it to mainstream models. Not so the BMW Z07 concept, which became the Z8 Roadster.
By the mid 1990’s BMW had acquired an enviable reputation as a manufacturer of finely wrought and handsome drivers’ cars. The 1990 E36 3 Series and 1995 E39 5 Series were both rightly regarded as dynamically superior to their competitors from Audi or Mercedes-Benz, so possessed a more youthful appeal (to drivers of all ages). Plans were already well advanced for the 1997 E46 3-Series which, in design terms, would be a careful evolution of its predecessor.
The car that gave hope to BMW that independent, consistent success would materialise after a difficult post-war period.
As the 1950s drew to a close, BMW was in deep trouble. Only the tiny Isetta bubble car, built under license from Iso was a modest money maker. An enormous chasm gaped between the Isetta and the large, expensive 2600 and 3200 models, modernised versions of the 501/ 502 and by that time past their best.
The author charts the evolution of BMW’s design over the past sixty years and laments the dismal state it is in today.
In the late 1950’s BMW was a company in deep financial trouble. It had been posting losses for a number of years as an increasingly affluent West German middle-class turned away from its motorcycles and Isetta bubble car but could not afford its 501 luxury saloon.
Moreover, the BMW 507 roadster, although beautiful, had proved financially ruinous for the company. Only 252 roadsters were produced over three years in production between 1956 and 1959. It was virtually hand-built and, even at a price of almost $10,000 (equivalent to $97,400 in 2021) in the US market for which it was primarily designed, BMW lost money on every single one sold. Consequently, the company posted a loss of DM15 million in 1959 and found itself on the verge of bankruptcy.
Daimler-Benz considered what would effectively have been a takeover of its troubled Bavarian rival. A proposal for a merger was tabled, but this was rejected by BMW’s shareholders. Instead, it was the Quandt family, whose wealth derived from a wide range of industrial holdings, that came to the rescue and recapitalised the company. A plan was formulated for a product-led reinvigoration of BMW. Continue reading “A Longer Read: Six Decades of Separation”
Ten years have elapsed since actor, Russell Crowe was carrying out his contractual media duties on BBC’s Radio 4 to promote Ridley Scott’s feature film adaptation of Robin Hood. The notoriously thin-skinned Australian leading man, when challenged by the broadcaster’s Arts Correspondent, Dominic Lawson about the somewhat wonky Yorkshire accent in his portrayal of the folk hero (which critics characterised as sounding more akin to Irish), replied with the following immortal line; “You’ve got dead ears mate. You’ve seriously got dead ears if you think that’s an Irish accent.”
Overshadowed by both its predecessor and successor, the 1990 E36 generation BMW 3 Series celebrates its thirtieth birthday this year, but will anyone turn up for the party?
By the late 1980’s, the E30 generation 3-Series, although still popular and well liked, was beginning to look (and feel) distinctly old fashioned. The E30 had been in production since 1982 and was, stylistically, a careful update of the 1975 E21 original. The 1986 E32 7 Series and 1988 E34 5 Series had introduced a new and more dynamic style for BMW. It was time for the 3 Series to follow suit.
The E36 was launched in October 1990 in four-door saloon form, followed shortly by a two-door coupé version. The design was credited to Pinky Lai and Boyke Boyer. The coupé represented a break with 3 Series tradition for BMW: the E30 two-door was a saloon that shared its profile and most body panels with its four-door sibling, while the E21 was produced in two-door saloon* form only.
With the E36, the saloon and coupé shared no external body panels. The saloon’s doors were one-piece pressings incorporating window frames that covered the A-pillars and concealed the roof drip-rails. The coupé instead employed frameless door glasses. Even items one might expect to Continue reading “Forgotten Hero”
It might seem like a lifetime ago, but it was only last September when Volkswagen unveiled its new logo at the Frankfurt Motor Show. The logo was launched in conjunction with the ID.3 EV and was intended to herald a new era for the company, where the wholesale electrification of its model range would take centre stage. Unspoken, but undoubtedly the case, was the hope that it would Continue reading “Flattening the Curve”
There appears to be a fairly broad consensus (outside the Forschung-und Innovationszentrum at least), that brand-BMW has, from a visual perspective in particular, lost its way. It isn’t today or yesterday that this has occurred and it certainly isn’t as if we haven’t already commented at length upon it, but to suggest that Adrian van Hoydoonk is presiding over a loss of face which brooks no retrieval is these days hardly an exaggeration.
During his short stint as a motoring technical editor-at-large, legendary motoring correspondent Archie Vicar wrote for the Whitchurch Advertiser & Bugle. This appears to be a transcript of a review of the BMW 520 from September 1972 entitled “Another new car from BMW”.
(Sept. 22, 1972. Original photos by Douglas Land-Windmanure (sic.). Due to abrasion and scuffing of the originals, stock photos have been used).
As Rolls-Royce like to say of their engines’ power output, English engineering is never less than adequate. If you want something safe and solid, Ford and Vauxhall have some quite good cars for you: the indomitable Granada 3000 and the fine Ventora; Triumph offer the notably louche and brash 2500 while Rover can sell you a 3500 with its innovative and rust-prone body engineering.
Recently we had a lengthy debate about the best car in the world and the E34 BMW didn’t get much of a look in.
You’d imagine this car which is one of the natural competitors for the E-class might have had a few boosters. It’s a well-rounded machine, comes in a lot of flavours and is not known for its fragility. Well, here in the Ashtrays department of DTW we don’t Continue reading “Ashtrays: E34 BMW 5-series”
This car, especially from the angle shown above, looks at first glance to be an ‘E3’ BMW 2500-3.3Li, but is nothing of the sort. In fact, it did not even start life as a BMW. In the mid-60s, Praetor Monteerders, the South African BMW importer – was in discussions with Munich, the aim being to be allowed to Continue reading “Die BMW Dit Was Nie’n BMW*”
Some car designs either mature with age or wait for the beholder’s eye to mature. The second-generation BMW Einser is an example of this phenomenon.
The passage of time can have peculiar side effects, in that both one’s own tastes tend to change, just as changing context can significantly alter one’s perception and hence opinion.
In automotive terms, for example, my (much) younger self was left unreservedly enchanted by the Rover 75 upon its unveiling. The attention to detail of its styling, as well as the obvious nods to historic British car designs completely won me over; to me, the 75 was everything the Jaguar S-type most equivocally was not.
Two decades later, the Jaguar remains no caterpillar-turned-butterfly, but the Rover has lost quite a lot of its charm. The care and attention to detail that went into its design remain as obvious as they were back in 1998, but the entire concept of a twee retro saloon so unashamedly attempting to Continue reading “Guilty Pleasures: BMW 1 Series (F20)”
Scrubs up well for a forty year old. She’s kept her figure, had her wild years, now slowly gravitating toward middle age with maturity and style.
As a child I was mesmerised by the BASF colour scheme on the BMW M1. The car screams out speed, aggression, power; language that only red can truly deliver. The white circles emanate a sense of power, creating reflections akin to water ripples or the blast wave of an explosion, placed on the bodywork at jaunty angles.
Maybe on my tenth birthday the model arrived, not to be raced or hurled into the garden with abandon. No, this Red Devil was for cherishing, made centre stage, set apart from all those lesser model cars; pretty well untouched. My memory does not serve me well, did I Continue reading “Thirty Minutes”
As the World begins to face up to a growing climate emergency, the motor industry illustrates just how tone-deaf it has become.
The question of social responsibility is one with which carmakers have been (vainly) grappling for some considerable time now. Indeed, what little has been shown up to now appears to have been jettisoned by many in a heedless dash for market dominance.
This decadent spiral has (as we have previously discussed) taken corporeal form in the wholesale embrace of needlessly aggressive visual tropes and ‘to-hell-with-it’ consumption, and nowhere has this state been more vividly illustrated than amongst the three foremost rival German prestige marques; excesses not simply embodied in the vehicles these carmakers serve up, but also in the manner in which they Continue reading “Don’t Look Now”
Just as the choice of car tells a lot about its owner, car advertising can say a great deal about its subject’s sensitivities.
Here we have the BMW 3 series, hitherto known as the Dreier or 3er in its home market – before it was recently rechristened The 3, because nothing rolls off the German tongue with quite as much aplomb as a ‘TH’.
We profile a local lad who ‘done good’ – both for himself and the industry he served.
Tom Purves spent forty three years within the car industry; roughly half each for Rolls Royce and BMW, thus, in essence for a German carmaker. From his apprentice years though to management at Crewe, rising to become CEO and Head of the entire American division for BMW from the mid ‘80’s to concluding his career at the very top of Goodwood’s silently slick factory.
Proudly Scottish with twangs of American vernacular; through interviews made nearly twenty years ago, some just before his retirement in 2010, Mr Purves informs us of a world changed beyond recognition. Spoiler alert: there are no mentions of SUV’s. Continue reading “Full Circle”
In 1997, then Tory Party MP, Ann Widdecombe was asked whether she would endorse former Home Secretary, Michael Howard’s bid to become the leader of the UK Conservatives. She refused, stating in the House of Commons that there was “something of the night about him.”
It was a nice line in waspish put-downs and one which is believed to have scuppered Howard’s leadership ambitions, but given Ms. Widdecombe’s reactionary and somewhat unpleasant views on, well, just about everything really, there was a strong whiff of pot and kettle about it. In reality however, the phrase probably served both politicians’ purposes – Howard later going on to Continue reading “They Roam At Night”
Outside of the Driven To Write bubble, a number of new cars were launched over the past few weeks. Time to do a bit of catching up.
The Audi Q3 Sportback is Ingolstadt’s take on the BMW X4. It features all the overwrought details that can be expected from a Marc Lichte-era Audi, including the token overly accentuated ‘shoulders’ above the wheels. Continue reading “The Beat Goes On”
I don’t think you’re ready: Was the 2009 5-Series GT too ‘bootilicious’ for its own good?
Looking back at matters from the distance of a decade, it does appear that niche-filling was the post-millennial pastime du-jour for the automotive industry – at least for those cash-rich and expansionist prestige German carmakers who weren’t busily reinventing them. BMW were somewhat late to this particular party, albeit having introduced the vulgar and corpulent X6 SUV fastback in 2008, they hadn’t exactly been idle.
During the protracted run up to its 2009 introduction, the Bavarian carmaker made much of their forthcoming Progressive Activity Sedan, but when the covers came off the PAG concept, earlier that year, the reaction was let’s just say, somewhat tepid.
Eight days and 1100km through Andalucia – DTW introduces reader, Martin Franklin who reviews the new BMW G20 320d.
As far back as memory goes, I’ve loved BMWs. I’ve owned two to date: a 2003 E46 325i M-Sport Manual Convertible, followed by a 2005 E46 330i M-Sport Manual Convertible; the latter fixing the primary issue with the former, and both a satisfying driving and ownership experience. But living and working in central London since 2009, owning a car hasn’t been a justifiable luxury, so I compensate on holidays by hiring the cars I’d maybe like to own and then designing some good driving into the travel plans.
This mid-June trip to Andalucia would see us picking up a car in Malaga, and following a more or less circular route through Granada, Cordoba, Seville, Jerez, Cadiz, Vejer, Ronda, Marbella and back up to Malaga. Eight free and sunny days on a mix of Andalucian roads: I was keenly looking forward, pending my luck with the hire car allocation gods. Continue reading “¿Qué pasa, mi alma?”
Just how resilient is a strong brand? BMW are in the process of finding out.
Supposed elitism is one of the car industry’s preferred counter-arguments/excuses. When challenging a particular product, particularly with regards to its design, one is quickly dismissed as a snob, out of touch with what ‘the market’ really wants by those who conceived that product. Any criticism is therefore at best a matter of ‘personal taste’ or, at worst, highly patronising.
As BMW makes plans for Gran’s early demise, we ask what (if any) meaning there is to be derived from it all.
Holed beneath the waterline for some time now, the European MPV/Minivan market is fast approaching an ‘all hands to the lifeboats’ scenario, as market incumbents seek a means of escape from the cost implications of the sector’s sales implosion.
Until now, it has been the mainstream carmakers who have been for the most part wielding death’s scythe, but as market conditions deteriorate, even the more upmarket brands are starting to Continue reading “A Gran Farewell”
The BMW X2 has managed to attract my attention and it’s not due to the colour.
At BMW’s UK website the firm has a set of features it wishes us to be aware of. “With its athletic shoulder line and gently sloping roof line, the dynamic styling of the BMW X2 has a coupé-like character that will definitely grab attention,” they tell us.
Well, yes but at the same time as they have elected to mess with the Hofmeister kink (it doesn’t really have one), they have added a badge to make up for the diminished clarity of the car’s identity. “For true distinction, the BMW emblem has been repositioned next to the Hofmeister kink on the C pillar. Just another case of breaking the rules.” The old saying goes that you should be able to Continue reading “Seduce Me With Meringues And Marchpane, Oh Creature Of The Noon”
Ignoring provisos about spin cycles, we report on some news.
Despite the question marks which remain poised above Groupe PSA’s revival under Carlos Tavares, one cannot deny that the French carmaking giant seems to be playing something of a blinder at present. Last week, following leaked photos which surfaced online, Opel released official images and some details of the forthcoming Corsa B-segment model, due to
go on sale later in the year. Continue reading “Better By FAAR”
Unusually for the company, BMW’s large coupés have traditionally been rather fickle creatures.
The success of the German car industry is founded upon consistency and evolution. BMW is no exception, as exemplified by its core 3 and 5 series models, which have rarely deviated from the proven and tested formulae.
While other BMW models haven’t been as consistent and successful what with the 7 series never quite recovering from the after effects of the very disruptive E65 generation, it’s the brand’s large coupés that have been by far the most systematically unsteady. Continue reading “What’s It Going To Be Then, Eh?”
As a younger man, I used to marvel at the enthusiasm with which my more elderly relatives would pounce upon the obituary section of their local newspapers. At the time it seemed a rather morbid pasttime to seek out those amongst one’s number who had most recently entered the spiritual realm, but as I’ve entered middle age and become a little more empathetic, (not to mention closer to time’s scythe), I’ve realised that this habit stems more from a not unreasonable concern that a neighbour or acquaintance might Continue reading “Gran Illusion”
For a change this is exactly a single photo for Sunday. And it’s about a BMW. And it involves the humble author descending the sheer face of whatever it is from which one climbs down.
The image (one of three attempts) captures our old friend the BMW 7-series. They aren’t exactly common in north central Aarhus, where I am domiciled, which might be why it snagged my attention. As I stood somewhere recently in central Dublin capturing this car with all the photographic skill I could muster, two others in black rolled by**. The sighting necessitated that I Continue reading “A Photo For Sunday: Surface Richness”