BMW’s latest G20 3-Series iteration has already caused no end of offense, but it appears the affront goes beyond the visual.
“The BMW 3 Series Sedan represents the heartbeat of the BMW brand and the epitome of sporty driving pleasure in the premium midsize segment. Exuding dynamic design, agile handling, exceptional efficiency and innovative equipment features, it takes the signature characteristics of a BMW and turns the volume up several notches.
Precisely drawn lines and strikingly contoured surfaces mark out the exterior, which showcases the brand’s new design language. The interior also has a clear, modern and sophisticated design. The new-edition 3 Series sees BMW building above all on the sporting tradition of the best-selling car.” (BMW Press).
BMW have presented the G20 iteration of their long-running 3-series saloon. Autocar very kindly put images of the new car (blue) up against the outgoing car (not blue).
Last night as I was writing my comprehensive and thorough report on the 2018 Paris Mondiale, it occurred to me that I might do a new/old comparison of the car. I also considered doing a short design review. I didn’t because I had the intuition it would be rather too much work to say anything about something so slight. Continue reading “Micropost: Two BMWs”
Today we have a Twix of an article, a consideration of recent offerings from DS and BMW, with a side-order of architectural musing.
At the risk of being pretentious, these designs ask one to reflect on what Farshid Moussavi discusses as the function of style (in relation to buildings, but it is true of design generally).
“What is style? Whether used to identify an individual architect’s oeuvre, or to indicate some common features in a place or a period, “style” has historically been the word employed. Embedded within this usage,” writes Moussavi “are several dubious and conflicting assumptions. Firstly that style consists in the repetition of formal elements. Second that style is the product of an individual personality. Thirdly, that style relates to something larger and less tangible than the actual buildings thatContinue reading “Here’s Your Samarra, The Tinders And Brush Await You”
I had been my intention to ignore the introduction of the new BMW Z4, given that last year’s concept Z4 had already lent a strong inkling as to the direction BMW were taking. Couple this to the götterdämmerung afflicting BMW’s FIZ under the tepid design leadership of Adrian van Hooydonk and the last scintilla of doubt had already ran screaming from the building with a fit of the vapours.
Some years ago, a German poultry giant tried to add a whiff of luxury to cold cuts. Today, BMW is attempting something eerily similar.
The German word for turkey is Pute (poo-tuh).
This needs to be kept in mind when envisaging a tv commercial playing to the tunes of Ram Jam’s Black Betty, advertising turkey cold cuts by the name of Black Puty. If this sounds utterly absurd, it is not due to cultural misunderstandings – for Black Puty is an utterly daft monicker, regardless of whether one’s mother tongue is German or English.
The company behind Black Puty is Wiesenhof, a German meat industry giant. And a company that, in 2010, when Black Puty was introduced, had even more of an image problem than it does eight years later. First of all, turkey meat never Continue reading “Black Puty”
Chris Bangle may have been maligned for a good deal during his tenure at BMW, but there are some things one can never quite forgive.
All evolutionary pathways have their variances, those points of deviation from the natural course, most of which lead to dead-ends. Some however mutate, leading to strange and unnatural creations. In 2007, BMW unveiled one such grotesquery, an incongruously formed fastback SUV concept, dubbed a Sports Activity Coupé, which was revealed the following year in production form as the X6.
There is more to BMW’s new 8 series GT than meets the eye.
These past few weeks have seen the unveiling of more than one automotive eyesore, courtesy of the German ‘premium’ brands. And the one among these that truly stood out was the BMW 8 series.
This is mainly due to what this BMW is not. It is not an oversized ‘utility’ behemoth, nor another ‘crossover’ of some sort. It also isn’t some supposedly all-new category of car (like its ‘first ever’ X2 sibling, to name but one). Instead, it is among the most traditional of automobiles there is, a gran turismo. Which means it is the kind of car that ought to Continue reading “8½”
Here we go again. Another week, another dispiriting announcement from the Vierzylinder. The new 8-Series however represents a new low.
At least it isn’t an SAV: It’s doubtful BMW’s all-powerful marketers will employ this line in their advertising for the new 8-Series, yet it just might be the sales pitch it deserves.
A curious car to consider in terms of BMW’s stylistic nadir, you might argue, after all what could be bad about a suave, low-slung GT? However, it does not require much study to realise the full extent of BMW’s current styling malaise which is embodied here. Because quite frankly, if this is the best Adrian van Hooydonk’s design team can muster, the crisis at the Vierzylinder is indeed far worse than feared.
BMW hasn’t a brilliant track record with open two-seaters. As the Bavarian carmaker prepares its latest sports car salvo, we examine one of their better efforts.
Given its current status as a generalist manufacturer with an increasingly thin residual veneer of aspirant prestige, it is with some incredulity one recalls how thirty years ago the BMW range consisted almost entirely of three volume saloons of an athletic mien.
Not that the Bayerische Motoren Werke lacked interest in more, shall we say, emotive vehicles, but an innate conservatism, coupled to a weak financial position meant that apart from the 507 model (a low-volume halo car created entirely for the United States market in 1959), and 1978’s M1 supercar, BMW cleaved to what it knew best.
By the mid 1980s, with the carmaker’s fortunes and upmarket reputation burnished like never before, a growing sense emerged within the Petuelring that BMW’s ‘Ultimate Driving Machine’ credentials were not being sufficiently well served merely by selling emboldened 3-Series’.
The official line, as forwarded by research and development chief, Wolfgang Reitzle, was to push upmarket into Mercedes-Benz territory, where profit and image were considerably more abundant. Reizle advanced his preferred ‘sporting’ model, the technically dense and witheringly expensive range-topping, V12 engined E31 8-Series coupé. However, factions within Munich’s Forschungs und Innovationszentrum had other ideas as to the nature and form of an overtly sporting BMW motor car.
This isn’t a discussion about BMW motorbikes. It’s more about wear and tear which are together a bad thing, generally.
I noticed this old BMW motorbike and the working decay had an appealing character to it. My own bicycle is heading for the same style of worn tattiness which is something I cultivate as I don’t want the thing stolen.
Clandestinely, a minor piece of both automotive and architecture history has been destroyed. And not in Italy either.
Austrian-American car importer, Max Hoffman, is best known for his crucial role in establishing European (mostly West German) car makers in the US market after the Second World War. What is less well known is the fact that Hoffman, was a bonafide connoisseur of architecture.
As such, Hoffman was particularly fond of the seminal work of Frank Lloyd Wright. For this reason, Hoffman commissioned the architect to Continue reading “Wright or Wrong”
After a bit of a hiatus, Driventowrite’s ashtray series is back. Today, how the decline in the popularity of cigar smoking made in-car satellite navigation possible.
For this article, I had the pleasure taking a closer look at our Dublin correspondent, Mick’s BMW 728i. At the same time I had a chance for a small and very tame test drive, another one of those revelations that comes unexpectedly now and, to some extent, again.
The Wiesmann story ended in 2014 with liquidation. It began in 1988 with the launch of the MF30, a rear-wheel drive retro-inspired roadster powered by a 3.0 six-cylinder BMW engine. What occurred in between?
Weisman produced four iterations of their signature theme, variants of the 1950s roadster idea. Idiosyncacy is the name of the game at Dülmen. The bodies stayed much the same while names and engines changed as time went by. The second car, the 1993 MF-3 (confusingly, a smaller number than the predecessor) had a different BMW engine, a BMW M54 with 3.2 litres capacity.
The first series was the MF, coming in two versions with some lesser variants known as the MF 28 and MF 35, each having a different BMW engine and minor trim variations. In 2003 Wiesmann felt it was a good idea to Continue reading “Far From The Mainstream: Wiesmann”
Cometh the hour, cometh the car. 1988’s E34 BMW 5-Series arrived at just the right moment, redefining the model line and clarifying a template that arguably hasn’t been bettered.
If 1961’s Neue Klasse saloons served to define Bayerische Motoren Werke’s style template and 1966’s 1600-2 popularised it, the Paul Bracq-inspired E12 5-Series of 1972 would take the design principles of Wilhelm Hofmiester and recast them in a modish, yet still highly disciplined context.
A design which married a sharply pared and engineered steeliness with an almost Latin softness, the E12 became BMW’s visual touchstone for almost two generations. So much so that its replacement, 1981’s E28 was essentially a reskin of the outgoing car. Continue reading “Five in Time”
Reporting from the 88th Geneva motor show, Driven to Write, in conjunction with Auto-Didakt searches in vain for signs of progress amid the weaponised SUV landscape.
Having launched what is quite likely the star of the Geneva motor show in the comely form of the Jaguar I-Pace, JLR are quite understandably basking in peer-group approbation and the warm glow of being on-zeitgeist. But meanwhile, there is more conventional fare to be made and sold – and a bottom line to be protected. After all, introducing a BEV is a witheringly expensive business, especially one whose sales potential still remains a relative unknown.
So offering what is arguably the yang to the I-Pace’s ying, JLR also debuted the limited-run Range Rover SV Coupé – all £220,000 (before options) of it. To be constructed at JLR’s Special Vehicle Operations atelier in Coventry, only 999 examples will Continue reading “Geneva 2018 Reflections – Above and Beyond”
We do seem to be having a bit of a BMW binge here, what with last week’s photo having been the illustrious success/catastrophic failure known as the 1977 BMW 7-series. Who can remember the internal code number?
Two of the more storied automotive marques happen to have owned representative headquarter buildings at some point. The respective fates of these edifices has proven somewhat poignant.
High-rise buildings inevitable lend themselves to illustrate human hubris. As the building of a monument to oneself is among the least humble of acts imaginable, skyscrapers typically invite less-than-kind comparisons: From the bible’s Tower of Babel to JG Ballard’s High-Rise, architecture aiming for the skies regularly acts as a metaphor for an aloof state of mind.
The automotive industry, whose core business of selling a commodity finds itself in constant battle with that product’s simultaneous role of a social entity, is even more prone than others to Continue reading “A Tale of Two Towers”
The recent crop of new models coming from Munich inevitably leads to a simple question: What on Earth has been going on at BMW in recent years?
Ever since the Neue Klasse reinvented and saved the brand, BMW could only ever, leaving matters such as personal taste aside, be described as assertive.
Assertively conservative insofar as an adherence to driven rear wheels, straight six engines and the evolution of the themes established by the Neue Klasse were concerned. Assertively daring when it comes to Continue reading “Crossed Over”
Sales success is relative. Some unimpressive sales figures go unremembered and stay that way. BMW sold fewer 728s per year than Citroen did the XM or Peugeot the 604, both viewed as laugh-until-you-faint failures.
Do I sound bitter? I suppose so. Injustice always rankles. The E23 (write it down, learn it, use it: “e-twenty three”) can be defended by its defenders though. The car represented a new market for BMW so anything was better than nothing. The next model sold a bit better (and not worse). The XM’s sales fitted into a downpointing jagged line, a nose-dive to extinction. Towards the end the production line at Rennes was a carpark. The 605’s sales held steady at or near irrelevance, so they judge it. Continue reading “Photos For Sunday: 1977-1986 BMW 728”
The history of the motor industry is littered with lost causes and alternative realities. Today, we look at one of the more poignant examples.
Even in automotive terms, Karl-Heinz Kalbfell is not a household name, although perhaps he ought to be. The late German engineer and product supremo enjoyed a stellar career at BMW and in 2004, landed what appeared to be not only a dream job, but one which promised truly great things.
Whether it was Liz’s Jubilee, BL’s annus horriblis, the death of Elvis, the first space shuttle flight or the beginning of the Star Wars juggernaut, 1977 was a year of transitions. Even the music business reflected this, with Fleetwood Mac’s cocaine and divorce epic, Rumours topping the album charts while David Bowie (now off the white powder) offered the icy sheen of Low, a record which suggested a future (if not necessarily the future).
Three German cars, each of which share a birthdate and a complex web of gestational links, share one further distinction. Each helped put post-war Germany back on four wheels.
Sixty years ago, Europe was still reeling from the effects of World War Two. Germany was inching its way back to political credibility and prosperity thanks to the economic miracle and a little help from an American named Marshall. Mobility was very much the name of the game, with most domestic manufacturers focusing on simple, affordable cars for everyman.
BMW’s daring X2 crossover breaks new ground by changing the rules, thereby ruling the game. No really – it totally does.
In the BBC comedy, 2012 and it’s spinoff, W1A, the standout character is that of Brand Consultant and head of PR agency Perfect Curve, Siobhan Sharpe, played with considerable aplomb by actress, Jessica Hynes. In the show, Siobhan is engaged, enthusiastic, totally on-zeitgeist. Her dial is set to communicate, yet lacks a filter or indeed much in the way of genuine insight. As a communicator, Siobhan never seems to Continue reading “It’s Dare!”
Among the numerous small obsessions nurtured, nay, incubated at DTW is a concern for brightwork. Here’s another example of the art:
The car is a BMW 425d, complete with the rather supernumerary, superfluous and unnecessary label in the rearmost sideglass. Isn’t that the kind of thing you’d expect of a lesser marque in the 1980s? (Prizes for finding the kind of thing I have in mind). We’ve reflected on brightwork here (very good) and here (interesting) here (shocking, frankly) and here (a bit technical but ultimately rewarding) but not here (more people need to read that one). At this point, readers might be wonder when we are going to Continue reading “Combing The Hair Underwater Again, Are We?”
Despite this particular group of people hardly being renowned connoisseurs of the finer things in life, manufacturers try their utmost to make the Frankfurt Motor Show a palatable experience for the press. Do they succeed?
The IAA press days are all about hustle and bustle. Most attendees have appointments to make or deadlines to meet, which – coupled with the distances that need to be covered at Messe Frankfurt, not to mention the above average levels of dehydration, (courtesy of the halls’ air conditioning) one is afflicted with – can render grabbing a bite to eat a difficult necessity. Continue reading “IAA 2017: A Culinary Perspective”
The legendary motoring scribe Archie Vicar, takes a look at the 1972 BMW 3.0 CSi in what may be a transcription of a period review.
The article seems to have been first published in the Clitheroe Morning Register, May 17, 1972. The original photos were by Douglas Land-Windermere. Due to the poor quality of the images stock photos have been used.
In these increasingly competitive times, it is now essential that manufacturers must offer continual improvements every year on a rolling basis. The time when a car could be launched and left unchanged for ten to twelve years are long past, except at Citroen, whose antediluvian DS goes back to 1955. With an eye to staying ahead of the pack, BMW, the specialist maker of sporting saloons, has had another stab at another revision to their slow-selling coupé, the 3.0. With its awkward appearance and lack of space, BMW need to do all they can to Continue reading “Jolly Times On Bavarian Roads!”
BMW have enjoyed a decade of success selling an ever-expanding range of four wheel drive hatchbacks. Now they are making their largest one yet. What madness is this?
“I think if you try and make something impressive, rather than good, you’re doomed.” Spen King, engineer and creator of the Range Rover.
On paper at least, BMW is the smallest and theoretically most vulnerable of the German premium big three. Daimler is bigger and its business more diverse. Audi is insulated to a large extent by nestling within the VW mothership. This however ignores BMW’s deftness as a business, to say nothing of its profitability and net worth, which may well outstrip its rivals.
(Also, I have learned how to make screenshots on my iPhone). The headline suggests a whole new design, something low and slippery. The car shown is, to the layman, the exact same. Anyone who didn’t love the i3 before will still not love it now. This redesign (if it is one) “counters” Tesla like sending a yoga teacher to fight the Visigoths. Continue reading “Written On the Edge”
BMW have released photos and a rather toe-curling video for their new concept Z4, said to provide broad clues as to how next year’s production Z4 will look. Good grief, it’s an angry looking thing, isn’t it?
Here are some words. They’re lifted from BMW’s website, (verbatim) so I take no responsibility. Apart from the annotated comments of course, which are mine. Continue reading “Anger Is an Energy”
The fifth generation BMW 7 comes under scrutiny here.
Ah, the depths of my ignorance. Only a little bit of due diligence led me to discover that until the fifth generation 7er appeared in 2008, this line had McPherson struts at the front. BMW probably argued that if Lancia deemed Mackers good enough for the Trevi then they would suffice for their flagboat saloon.
BMW’s new hatchback is upon us. It isn’t better than the last one. In fact it’s worse.
When the mighty Vierzylinder announced the 5-Series GT in 2009, it was met with almost universal ridicule. So much so, its passing last year was at best unmourned and in some quarters, openly celebrated. There was little wrong with the 5-GT, a large, practical hatchback with a cavernous interior and all the versatility this layout entails. No, the big problem appears to have rested upon the fact that BMW produced a vehicle which placed practicality and convenience above style. A conceit which didn’t play all that well with the marque faithful, or indeed the press.
So goes the old saying anyway. In the year 2000 when we were supposed to be floating on hover-drones and wearing alufoil skinsuits, Porsche still had the engine in the back even if air cooling was out.
And BMW offered the 1950s-inspired Z8 while Aston pursued girth and heft with the Aston Martin Vantage Volante, a V12 topless GT. Where did the future actually go to?
It is hard to be sure of if the three convertibles are comparable even if period reviews seemed to think so.
BMW makes lavish claims for its forthcoming 8-Series, saying it will herald an upward shift in product strategy. But will it be enough?
Last week, BMW displayed a concept previewing a forthcoming 8-Series model line which went on display at the sumptuous annual Concorso d’Eleganza Villa d’Este at Italy’s Lake Como. BMW’s Ian Robertson used the occasion to outline the company’s ambitions, telling Autocar magazine, “We want to bring more cars into the upper luxury segment. We are working on other products as we feel there is a lot of opportunity there. The new 8 series is part of this. In the next couple of years we will see the most comprehensive change in the history of BMW.”Continue reading “Number 8 Dream – BMW Reaches For The Star”
Despite being chronically unwilling to be associated with aftermarket tinkering, ALPINA actually represents the ideal of a specialised manufacturer finessing a mass product.
Alpina Burkard Bovensiepen GmbH + Co. KG is a peculiar company, and not just because the ALPINA part is officially written in capitals. Its signature decorative stripes, called Deko-Set, are also but a mere symptom of an underlying quaintness that is truly without equal in the automotive business. Continue reading “Theme: Aftermarket – ALPINA”
Despite arguably being the most gifted automotive engineer and manager of his generation, Prof Dr Wolfgang Reitzle would only ever enter the captain’s chair once he left the car industry for good.
It is one of automotive history’s more baffling paradoxes that a man of such undisputed talents as Wolfgang Reitzle never reached the post of chief executive at an automotive business. But as with a great many other high achievers, it actually was the same traits that had brought Reitzle so close to the apex that ultimately prevented him from arriving there.
In 1999, when retro was all the rage, BMW’s Z8 roadster did its best to exploit the sense of nostalgia that prevailed at the dawn of the new millennium. Surprisingly though, its sales brochure proves more creative.
Rather a long time ago there were areas of the car market not occupied by the OEMs. How about a nice bit of plastic for your car, sir?
This advert is from the 1992 Daily Mail Motor Review. The back pages of car magazines usually featured this kind of thing. After you bought your car you could get rubber mats, car seat covers (the loud, tweedy ones were best), sun roofs and moon roofs, engine additives and car covers. Fog lamps could also be added, the more the better.
How much does the 2017 BMW 5-series differ from its predecessor? Read on to find out.
Yesterday I moaned about the 2017 BMW 5 (G30) series’ lack of presence. It is, as many have pointed out, quite similar to the 2011 BMW 5-series (F10). How similar? How different?
The image above summarises the main findings. The process of redesigning a car has means and it has ends. The means are the physical forms and the ends are what those forms are intended to Continue reading “Let’s Do It Like Last Time”
This isn’t much of a Photo for Saturday** more of blue car by the side of the road. What is it?
It’s a very Was Then sort of car. From 2006 to 2008 BMW made this car in Regensburg. It’s a variant of the E85 Z4 which had a longer life. The Z4M had one engine, a 3.2 litre six cylinder unit and a six speed ‘box. In some ways you could call it an M3 wearing Z4 clothes. If you want a historical reference, it has the same relation to the Z4 as the Triumph GT6 to the mainstream Spitfire. It’s the kind of car that used to be quite common, a pure sports car which is now rather a freak. Continue reading “Automotive Mayfly”
The keys to the executive lounge are hard-won. Sometimes you’ve got to force your way in…
The 1986 E32 BMW 7-Series may not have been as polarising a styling statement as its E65 descendant, but was if anything a far more significant car. Bayerische Motoren Werke’s ‘here’s Johnny’ moment; it represented a point where BMW took a metaphorical axe to the boardroom door and gave their Swabian rivals the fright of their lives. It also inspired an entire generation of BMW saloons, introducing the distinctive (and patented) L-shaped tail-lamp motif. Continue reading “Benz Buster -1986 BMW (E32) 7-Series”