2014 BMW 328d

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I fell deeply, rhapsodically in love with its long-term diesel stormer, the 2009 BMW 335d. That 3.0-liter/265-hp/425-lb-ft I-6 hotrod oil-burner was priced near the top of the range and delivered amazing performance (5.8 seconds to 60 mph), while returning quite respectable fuel economy (EPA ratings of 23 mpg city/36 highway, and an observed average of 29.4 mpg over 30,733 miles). The 335d accomplished its mission of completely rehabbing any lingering image problems the technology might have suffered from the slightly wheezy 524td. Today, BMW believes diesel buyers expect highway ratings in the 40s -- as delivered by our current diesel long-termer, the roomy VW Passat TDI. So the next 3 Series diesel, the 2014 328d, will get the latest 2.0-liter TwinPower turbodiesel I-4, codename N47. Output drops to 180 hp and 280 lb-ft or torque (at 1750 rpm), and 0-60-mph times will stretch to about 7 seconds, but we're promised a 4 in highway fuel economy. Final EPA figures are expected any day, but BMW expects a 20 percent improvement over the 2.0-liter TwinPower turbo gas version, with which this engine shares some 40 percent of its parts, including the aluminum block. If that holds true, we'll see 28 mpg city/40 mpg highway in the automatic sedan. With a 16-gallon fuel tank, that adds up to over 640 miles of bladder-busting highway range. When it goes on sale later this summer (production starts in July), the 328d will be offered in both sedan and wagon bodystyles with all options available on the gasoline models (including xDrive all-wheel-drive), with one exception -- no manual transmission. The take-rate was just deemed too small, and it would have presented the conundrum: Bring the super-wide-ratio Euro box that would blunt performance relative to the eight-speed automatic, or bring the performance-oriented ratios that might kill that 40-mpg number? To meet U.S. NOx emissions regulations, the engine uses a selective-catalytic-reduction (urea) fluid. The onboard tank is not expected to require refilling between oil-change intervals (typically 6000-10,000 miles), unless it's being operated a lot in very cold weather or at higher altitudes. On the eve of the New York auto show, BMW offered brief test drives around its New Jersey headquarters, which revealed the new engine's more earnest earth-hugging mission. This 328d sedan seems to strike a better balance between performance and fuel economy, and as such it comes off as better optimized for drivers inclined toward obsessively Tweeting their fuel economy. Nevertheless, floor the throttle in Sport+ mode and it surfs the waves of 280-lb-ft torque, merging smartly with freeway traffic or easily jumping ahead of a line of dawdlers for the right-hand-turn lane when necessary. Yet, it feels more at home in the EcoPro transmission setting. Leave it there, and you'll never feel either edge of the torque plateau as the car wafts from ratio to ratio seamlessly. The four-cylinder's firing pulses are enough farther apart than the six's that it sounds a bit more

BMW X1

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The BMW X1 is a compact luxury crossover SUV developed by BMW, and manufactured by BMW and

BMW Brilliance, and marketed worldwide in rear-wheel (sDrive) and all-wheel-drive (xDrive)

configurations. Production followed the debut of a concept version at the 2008 Paris Motor

Show. with series manufacture beginning at the BMW Leipzig plant in October 2009 — followed

by production in Chennai, India (from knock-down kits (CDK)), Shenyang, China, (by BMW-

Brilliance Automotive Ltd) and Kaliningrad, Russia (CDK,with local partner Avtotor).

The X1 shares a similar platform with the BMW X3, based on the platform of the BMW 3 Series

(E91) Touring (wagon). The EPA classifies the vehicle under the Midsize Cars category.

The X1 introduced BMW's N20 engine in its xDrive28i model. The X1 is slightly smaller and

more affordable than the X3.

X1 sDrive20d EfficientDynamics Edition (2011-)

The vehicle was unveiled in International Frankfurt Motor Show (IAA 2011).

X1 sDrive 16d (2012-)

It is a version with reduced engine power.

The vehicle was unveiled in 21st Auto Mobil International Leipzig 2012.
Equipment

The X1 offers a 420 litre cargo volume, which can increase up to 1350 litres of storage

space with the seats folded. For comparison, the 3-Series Touring (E91) has 460 and the X3

(E83) has 480 litres. The backrest in the rear is adjustable in 11 steps and can be divided

in the ratio 40:20:40. The vehicle offers adaptive cruise control, seating positions with

modestly raised H-point seating (marketed as Semi Command Sitting position) and Performance

Control.
Engines

All sDrive models are rear-wheel drive, while xDrive models are all-wheel drive.

BMW 740i

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The 2011 BMW 740i is the 7 Series that new car Goldilocks would have chosen. That is, if she were in
the garage instead of the kitchen and three bears somehow owned BMW's current stable of no
fewer than 15 variations of 7 Series. Sure would beat three measly bowls of porridge.
As she spotted it in the bears' big garage, the 740i would appeal to Goldie's rational side.
It has a six-cylinder engine, so it's frugal at the pump, and it doesn't cost as much to buy
as its V8- and V12-powered brethren. On the other hand, its twin-turbocharged torque would
fire her back into the forest long before the bears came home.

Maybe you should start thinking like Goldilocks, too. Because the thing that makes the 2011
BMW 740i so attractive is that it's "just right." You could drive one car to Trader Joe's and
still bring your own biodegradable bags without feeling ridiculous. And let's face it; you
aren't going autobahn speeds anywhere in the U.S. unless you just love donating to your
state police department anyway.

Old Recipe, New Ingredients

You'll probably recall that this isn't the first time BMW has offered a 7 Series powered by
an inline-6 on our shores. Far from it, as the company started doing so in 1977 before it
had thought of doing a modern V8 engine and then continued into the 1990s. That meant you
could even have a six in the big-bodied E32 cars (remember the 735iL?). Whether you wanted
your 2-ton luxury car to be powered by the noble-but-overworked 208-horsepower inline-6 of
the day was another question altogether, however.

Toss all that aside, though, because Johnny Carson's not at The Tonight Show anymore and
we're not exactly reading the lips of George Bush the Elder these days. The twin-
turbocharged inline-6 in the new F01 body is an entirely new ballgame, as it's pounding out
a conservatively rated 315 hp at 5,800 rpm and 330 pound-feet of torque from 1,500-4,500
rpm.

It's not the first time you've seen this engine, of course. BMW has found tremendous scope
in its turbocharged N54 engine, nestling it under the hood of every model offered, bar the 6
Series and X3. Despite seemingly arbitrary nomenclature car that has nothing to do with
displacement (it's typically a "35i," and here it's a 40i"), the impetus behind the
company's bread-and-butter inline-6 is simple — fuel economy.

You've heard it before. BMW says that the new engine can grunt like an eight-cylinder while
using no more fuel than the standard inline-6. The EPA mpg figures support this assertion,
as the 2011 BMW 740i is rated at 17 mpg city and 25 mpg highway — though as you might
expect, this girl drinks premium only. If these don't seem like astounding fuel-efficiency
figures, bear in mind that the engine is lugging around a full 4,432 pounds with the new-
style F01 body, while that big, bad 750Li returns a less-than-stellar 14 mpg city and 21 mpg
highway.

The Price of Entry

It's hard to use terms like "base model" and "entry-level" when referring to a machine like
the 7 Series, but despite the starting price of $71,025, the 740i is nevertheless such a
thing. There is no massive V12 or twin-turbocharged V8, nor a complicated hybrid system or
all-wheel drive. This is a luxury vehicle with a clean and smooth turbocharged inline-6
powering the rear wheels, and no shortage of amenities.

Subtlety makes the 740i cool. While the big-engine 7s are bedecked with polished brightwork
throughout the cabin, the 740i features more subdued black chrome bits. (We think the car
looks much classier with them.) Almost as a bonus, the rest of the option sheet reads pretty
much the same. Buyers still get niceties like heated leather seats and BMW's reworked iDrive
system.

Check all the boxes and you end up with a loaded 750i — minus the engine. Think of it this
way. You can go to the BMW dealer and plunk down the same amount of cash and decide whether
you want a loaded 7 Series with an inline-6 or a plain 7 Series with a V8. That's why we
hate to call the 740i "entry level."

Size Doesn't Matter

Now here's the thing. BMW has effectively flipped the 7 Series lineup on its head in 2011.
The eco-friendly ActiveHybrid 750i turns out to be one of the fastest flagship cars ever
built, while the lowly 740i returns the exact same fuel economy as the supposed tree-hugger.
More confusing still, the 740i produces the most entertaining drive of all the 7 Series
variants. Allow us to explain.
We're well aware of the fact that the epic V12 in the 760Li packs a full 220 hp more than
our plucky little 740i. And yes, the BMW Alpina B7 is forged in the den of the most
successful BMW tuner to ever walk the earth. But here's where it really counts: The 760Li
weighs more than 680 pounds more than the 740i. Six hundred and eighty! That's not the kind
of weight you can Jenny Craig away, and advanced chassis systems or not, each and every one
of those pounds comes to bear on vehicle dynamics. Yes, the big V12 is plenty quick in a
straight line, but the 740i feels — dare we say — tossable. We've never wanted to wring out
a big sedan  car on a proper track so badly, and that's something that no car in this segment
should have the right to offer.

This car is not 750i fast, but it goes. Despite developing full boost (and torque) by a near
miraculous 1,600 rpm, the twin-turbocharged six does sometimes feel as though it could use
just a little bit more low-end oomph, but it's far from unacceptable. Just allow the tach
needle to continue its steady swing across the tachometer and the 740i picks up speed with
an eerie quickness. Keep your foot on the floorboard and your eyes on the road, and you'll
expect the car to hit redline and shift three times before it finally does, at 7,000 rpm.
BMW claims that 60 mph is dispatched within 5.8 seconds.

Best 7 Series for the Buck

While we try not to make a habit of inciting rage among German engineers and Bimmer fans
worldwide, we're nevertheless awfully tempted to say the BMW 740i is the best 7 Series to
date — or at least the best variant in 2011. The car provides all of the same fuel economy
benefits as the ActiveHybrid 750i without the $32,000 technology surcharge.
And since it weighs less by the margin of two well-fed executives, the 740i is also a hoot
to drive, too. Sure, it doesn't quite offer the kick in the pants of its 7 Series siblings,
but let's face it, the average American 7 Series owner isn't doing much stoplight drag
racing anyway.

The 2011 BMW 740i is the perfect choice for nearly everyone who is considering big luxury,
and exactly what the 7 Series lineup needed to stay innovative and current. It combines
efficiency, luxury and technology without sacrificing the driving dynamics for which BMW is
so renowned. The car is pure BMW in the best way possible.

BMW E38

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The BMW E38 model was the basis for the 1995 through 2001 BMW 7 Series automobiles. In early

1988, development began on the third generation 7-series codenamed "Entwicklung 99". From

1989 to 1991 styling work was done, when Boyke Boyer's concept design was chosen and further

refined into 1992. In August 1992, the final production design for the new 7-series was

approved by the board for production. On April 27, 1993 German design patents were filed

featuring a pre-production prototype as a design representation. Patents were later filed on

October 27, 1993 in the United States. In early 1994, development concluded and in May 1994,

the 1995 E38 BMW 7-Series was unveiled. Production started on February 17, 1994 on pilot

production variants, with series production commencing in the second half of the year.

The E38 models were offered with either a five-speed automatic or manual transmission; 730d,

740d, 740i/iL, and 750i/iL had a 5-speed ZF automatic standard. The engine variants in

Europe were 725tds, 728i, 730i, 730d, 735i, 740i (4.0 and 4.4 L), 740d and 750i. In the

Americas, the models were sold as the 740i, 740iL and 750iL. The 740i/iL were powered by a

4.4 L V8 engine. The base prices in 2001 were US$62,900 for the 740i, US$66,900 for the

740iL and US$92,100 for the 750iL. The considerably rarer 5.4 L V12 was BMW's flagship

vehicle, with a 5.4 L 322 bhp (240 kW; 326 PS) engine, also shared by the Rolls-Royce Silver

Seraph. V8 and V12 cars had long-wheelbase variants, with the "L" added to the designation.

A rare European executive long-wheelbase limousine model was also produced, called the BMW

L7, available as both 740iL (4.4 L V8) and 750iL (5.4 L V12) variants. Protection Line

light-armored vehicles were built from 2000–2001, again utilizing the 740iL and 750iL

platforms, and cost US$99,100 and US$124,400, respectively. These models included body

armor, bullet-resistant glass and run-flat tires.

Features of the E38 7 Series included high-pressure headlight washers, auto-leveling xenon

HID headlamps, power moonroof, a sound system with 14 speakers and four subwoofers as well

as 6-disc CD changer, onboard satellite navigation (1994-1996 MKI based on the VDO-Dayton

Carin system, 1997-2000 MKII based on the Phillips system with separate Trimble Navigation

receiver, 2001 MKIII based on the Phillips system with internal Trimble Navigation receiver.

The E38 7 Series never had the factory DVD-ROM based Navigation system although upgrading to

this system is a simple process) and rain-sensing wipers. Other features included an

automatic climate control system with separate controls for the driver and passenger, a

three-position memory system for the driver’s seat, safety-belt height, new steering wheel

and outside mirrors. Front-seat side airbags and a Head Protection System (HPS) were also

standard. The 750iL featured an all-leather interior with burl walnut trim, while the sport

model featured Sports seats and "Vavona" wood trim . The continuous-motion Active Comfort

Seat technology was introduced in 1998 to improve comfort and reduce fatigue for the driver

and front passenger.



When the E38 was phased out in 2001 to make way for the new E65, sales of E38s increased

noticeably in the car's final months of production as people moved to buy the car before it

was replaced. The E65's radical styling and iDrive were not initially well received by

consumers, so used E38s increased in value as demand increased. Also contributing to the

E38's continued popularity was its appearance in several films such as Tomorrow Never Dies,

The Transporter, Bimmer and The Game. The E38 740i featured in the BMW Film Ambush, even

though it was the only featured car in the series to be replaced the following year.

BMW 7-series

If BMW’s philosophy for the 3-series is “the best sports sedan we can make,” the strategy for the 7-series may well be “just cram in everything we have.” But it’s been a long four years since the current 7 was introduced, and in the meantime BMW has acquired, invested in, developed, built, or invented so much more, er, stuff. It’s all headed for the 7-series this summer, along with some very subtle visual changes.

New car  for Everyone, Except the Billionaires

Other than the V-12–powered 760Li, every 7-series model will see significant upgrades to its powertrain. The 750i (and long-wheelbase 750Li) still use a twin-turbo 4.4-liter V-8, but BMW has added Valvetronic—its variable valve timing and lift system—to this engine. It helps pump up output from last year’s 400 hp and 450 lb-ft of torque to 445 and 480.

The six-cylinder 740i and 740Li models also were sent to the operating room, emerging with the newer version of BMW’s turbocharged inline-six underhood. Power and torque stay at 315 hp and 330 lb-ft, but BMW says it expects the single-turbo N55 engine to improve upon the fuel economy of the outgoing twin-turbo N54. BMW has replaced virtually every N54 in its lineup with the N55 during the past year or so, but we haven’t noticed major fuel-economy improvements in the cars we have tested.

Every 7-series model—yes, even the V-12 cars—now features an eight-speed automatic transmission in place of six-speed boxes. There are some other, less-headline-worthy upgrades car: The eight- and six-cylinder cars now have standard stop-start systems to shut down the engine when the car is at a standstill. A self-flagellation system, called “Eco Pro,” has been added to the range of Driver Dynamics Control settings; it has the power to transform an ordinary 7-series into a Prius, strangling throttle response and shutting off the heating or air conditioning while stopped. Eco Pro also decouples the engine from the rest of the driveline when coasting at speeds between 30 and 100 mph. Finally, all-wheel drive now is available on the long-wheelbase version of the six-cylinder 7-series. In the past, it was offered just for the 750i and 750Li.


The outgoing 7-series hybrid was not a winner. It was often unpleasant to drive, and was positioned more like Lexus’s LS600hL, aiming to give V-12 performance with V-8 consumption. BMW has binned the whole system for the 7, fortunately, and the new ActiveHybrid 7 seems to make more sense. This new car gas-electric setup—available only in long-wheelbase configuration—is essentially the same as is used in the hybrid versions of the 3- and 5-series, pairing the N54 twin-turbo inline-six to an electric motor and an eight-speed automatic transmission. Combined output is 349 hp and 367 lb-ft of torque, down from the previous hybrid’s 455 hp and 515 lb-ft. Fuel-economy ratings aren’t out yet, but BMW says that in European testing the hybridized 7-series delivered a 14-percent improvement over a six-cylinder 740i.

Suspension, Steering, and Everything Else

There are, quite frankly, so many mechanical modifications and new gadgets for the refreshed 7-series that we’d need to buy a new computer server to list the rest of them. Here are some selected highlights:

● Active Roll Stabilization now is standard on the 760Li and continues to be optional on the rest of the range; it aims to mitigate body roll through active front and rear anti-roll bars.

● A self-leveling rear air suspension is now standard across the board; such a suspension was previously available only on long-wheelbase eight- and twelve-cylinder models.

● Adaptive LED headlights are now available and come standard on the 760Li; these replace the adaptive xenon headlights.

● The iDrive navigation and infotainment system has been updated to the latest spec.

● BMW’s Parking Assistant now is available; this feature uses ultrasonic sensors to find a parking space large enough for the 7 and handles steering the car into the space. You know, if you’re afraid of parallel parking.