Monday, February 9, 2009

BMW to cut 3 and 7-Series production by reducing worker hours

BMW to cut 3 and 7-Series production by reducing worker hours

BMW announced today that it will cut production by introducing shorter hours at four of its German plants due to “challenging” conditions in global auto markets. The German automaker said that 26,000 workers at its Dingolfing, Regensburg, Landshut and Berlin will work shorter hours in February and March.

The reduced hours will help BMW cut labor costs and production without firing employees. The cuts will reduce the production of the 3 and 7-Series along with some parts.

“The highly qualified employees we are able to retain today will give us a decisive competitive edge in the future,” BMW said in its press release.

BMW also said that it is applying state guarantees to back up its borrowings.

Source: AutoObserver

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BMW: Volumes adjusted while securing jobs

BMW has extensively cut the number of temporary workers, but managed to safeguard many jobs by having its employees work less hours on certain days.

The upcoming months are critical for BMW and shortening the work time for 26,000 employees, will allow BMW to emerge from current difficult situation. The 26,000 employees are part of the German plants in Dingolfing (15,000), Regensburg 8(,000), Landshut (2,700), Berlin (190).

picture-bmw-logo

Harald Krüger, Human Resources Director of BMW AG, is very optimistic about the outcome:  “Our wide variety of work schedule models helps us to achieve that. In addition to these measures we are also using a sophisticated combination of flex-time accounts, proactive leave planning and temporary short-time working at specific plants. I am confident we will emerge from the current difficult situation stronger than before - not least as a result of these measures.”

These news come together with the one posted today by Reuters, in which they talk about the rumor of BMW looking into state aid, not necessarily breaking news since we reported that months ago, but certainly something that could go hand in hand with the actions taken earlier today by BMW.

There is no doubt that most of the carmakers are hurting, and BMW is not the exception. With the economic crisis reaching new levels, I expect the first half of 2009 to be one of the worst time periods in the past 10-15 years, for all the automobile manufacturers.

BMW is betting on a new set of vehicles and focusing more on fuel efficient and clean technologies. Many unique cars will be introduced this year and the following one, with the primarily scope of succeeding in new markets and creating new automobile segments.

Will they survive this crisis? Without a doubt, but it will require sacrifices from all of its people.

Press Release

Munich. Conditions remain challenging on the international automotive markets. This trend also has an impact on the BMW Group. Thanks to a number of flexibility instruments the company has been able to adjust production early to weaker demand over the past few months, while the same time safeguarding jobs. Flex-time accounts have been reduced and leave taken for this purpose. Greater use has been made of sabbaticals and flexible deployment of employees within the BMW Group’s production network. In addition, the company also made extensive cutbacks in the number of temporary workers, as earlier reported.

Management and employee representatives have now agreed to expand the initiatives for adjusting production volumes to include selective short-time work at specific plants. The goal is to achieve the necessary cost reductions while at the same time securing jobs. This measure is restricted to the Dingolfing, Regensburg, Landshut and Berlin facilities. In Berlin only brake disc production for automobiles will be affected and not motorcycle production. A total of approximately 26,000 employees will work short-time on certain days during the months of February and March (Dingolfing 15,000, Regensburg 8,000, Landshut 2,700, Berlin 190). There are no plans for short-time work at other German vehicle production plants such as Munich and Leipzig.

Even working short-time, the net income of employees with tariff contracts will amount to at least 93% of regular levels. In the event that the net compensation of such employees, inclusive of a short-time allowance, should fall below 93% of this level, the company will compensate employees for the difference.

“Safeguarding jobs - even in difficult times - by using a broad range of flexibility instruments has always been one of our key strengths,” said Harald Krüger, Human Resources Director of BMW AG, on Tuesday in Munich. “Our wide variety of work schedule models helps us to achieve that. In addition to these measures we are also using a sophisticated combination of flex-time accounts, proactive leave planning and temporary short-time working at specific plants. I am confident we will emerge from the current difficult situation stronger than before - not least as a result of these measures. The highly-qualified employees we are able to retain today will give us a decisive competitive edge in the future.”

Manfred Schoch, Chairman of the General Works Council of the BMW Group:
“Particularly in the difficult times we are currently experiencing, the agreement we have reached represents a good compromise, achieved through constructive cooperation between management and employee representatives. It allows the necessary volume adjustments to be made, while securing jobs for employees.”

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2008 BMW X6 xDrive50i - Long-Term Road Test

It’s been 13,000 miles and we still don’t understand our BMW X6. But then again love doesn’t always make sense.

2008 BMW X6 xDrive50i - Long-Term Road Test

Current Mileage/Months in Fleet: 13,111 miles/5 monthsAverage Fuel Economy/Range:

15 mpg/338 miles

Service: $0Normal Wear: $5Repair:

$0

Love is an inexplicable phenomenon. After all, love can make people quit stable jobs and move across the country. It can drive some to crime. Love can also force folks to commit simple evils like feigning interest in tripe like the film27 Dresses or talking in syrupy baby talk. Right now, love has theCar and Driver crew fawning over a pointless, $80,000 truck.

The X6’s size and weight still have us wanting to dismiss it as a senseless—yet stylish—SUV, but its behavior and enthusiastic manners have us amazed. As one editor put it, “This is such a stupid concept executed so well. It’s staggering how well the X6 goes down the road.” Another called the X6 “further proof that BMW isthe master of chassis tuning and dynamics.”

One Cushy Snowmobile,

One Curious Warning The

X6’s standard front tires measure 275/40-20, but the rears are 315/35-20, a size in which it’s impossible to find winter tires. That is a common problem with the big-wheeled members of our long-term fleet, and the solution here was to fit 275/40-20 (just within the approved range to fit the fat rear rims) Pirelli Scorpion ice and snow rubber at all four corners. Combined with BMW’s fantastic xDrive all-wheel-drive system, the new footwear has turned even this winter’s worst snowstorms into almost non-events.

Keep Reading: 2008 BMW X6 xDrive50i - Long-Term Road Test

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All you should know about the BMW Sauber F1.09

All you should know about the BMW Sauber F1.09

This article was written by Stew, found of BMWF1blog.com, a place where you can get your Formula 1 “fix”.

I guess you could say the 2009 F1 season is underway now for BMW Sauber. It was the F1.09 unveiling today in Valencia Spain that officially starts the new season off. I for one have been waiting to see this car since seeing a glimpse of what it may resemble back in December testing.

There was little fan fare this year, just a simple ‘here it is, do you like it?” Shortly after the unveiling, Robert Kubica took the car out for an official photo op spin or shakedown as it’s more commonly called.

Willy Rampf

“Developing a new Formula One car is always exciting, but this time there was something even more special about it. We really were starting from scratch.”

“First and foremost, the switch from grooved tyres to slicks means more grip, of course, but it also moves the balance of forces further forward: removing the grooves gives the front tyres proportionally a greater contact area and more grip than the rear tyres.”P90044760

Back in February of 2008 work on the F1.09 started and started with a clean sheet. This car as all other F1 cars this year was designed from the ground up as a result of the great change in aerodynamic rules for 2009 and does look quite different than we are use to, but I have to say that although it is different, I like it.

Just one look and the differences from last season and they are of course dramatic. The nose is much higher and wider than the F1.08 and earlier. The front wing, a component where a lot of time was spent in the past working on airflow and downforce creating a sort of work of art is now basic and functional. The rear wing is much higher and slimmer than previous in order to comply with the new regulations. The car is also completely void of any aerodynamic add-ons such as the ‘antlers’ of 2008 and any other air deflectors.

KERS and slicks have added a little more excitement to the design process. Slicks of course will provide much improved front-end grip allowing designers to add more weight up front.

Once again it was technical coordinator Willy Rampf and his team of engineers charged with the initial development of the car and now further development will be transferred over to managing director Walter Reidl.

Mario Theissen

“In the three years since the BMW Sauber F1 Team was formed, we have always met the goals we set ourselves and are confident that we can do so again this season,” says Theissen. “However, no matter how motivated the team may be and how much development work they have behind them, gauging their progress against the competition has never been so difficult. You can plan your level of performance, but not your results.”

Technical Specs of the F1.09

Chassis: carbon-fibre monocoque

Suspension: upper and lower wishbones (front and rear),inboard springs and dampers, actuated

by pushrods (Sachs Race Engineering)

Brakes: six-piston brake callipers (Brembo), carbon pads and discs (Brembo, Carbone Industrie)

Transmission: 7-speed quick shift gearbox, longitudinally mounted, carbon-fibre clutch

KERS electronic system, BMW Sauber F1 Team

Chassis electronics: MES

Steering wheel: BMW Sauber F1 Team

Tyres: Bridgestone Potenza

Wheels: OZ

Dimensions: length 4,690 mm

width 1,800 mm

height 1,000 mm

track width, front 1,470 mm

track width, rear 1,410 mm

Weight: 605 kg (incl. driver, tank empty

BMW P86/9 – technical data.

Type: naturally aspirated V8

Cylinder angle: 90 degrees

Displacement: 2,400 cc

Valves: four per cylinder

Valve train: pneumatic

Engine block: aluminium

Cylinder head: aluminium

Crankshaft: steel

Oil system: dry sump lubrication

Engine management: standard ECU (MES)

Spark plugs: NGK

Pistons: aluminium

Connecting rods: titanium

Dimensions: length 518 mm

width 555 mm

height 595 mm (overall)

Weight: 95 kg

Max. engine speed: 19,000 rpm

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Jon Sibal BMW M1 PROCAR Concept

m1 pro car

From artist Jon Sibal comes a fantastic concept based off the BMW M1 Homage Concept Car that was revealed back in 2008. With styling cues that can kill the unprepared as well as the interesting use of such a huge wing, I do believe Sibal makes the original Homage car look COMPLETELY boring with this new rendition. Below is his detailed story of how he went about designing the BMW M1 PROCAR Concept.

Jon Sibal BMW M1 PROCAR Concept

Jon Sibal Explains

“As a BMW fanatic, I was excited when BMW Group Design unveiled the design study M1 Hommage Concept Car at the Concorso d’Eleganza Villa d’Este 2008 to celebrate the 30th anniversary of the legendary M1 by Giugiaro. My first thoughts were “Oh cool, what about the ProCar?”

“Seeing an original M1 dressed in a ProCar body kit in person, I knew a race version of the new M1 could be a very interesting idea. Needless to say, BMW is due for a supercar of their own to compete with the likes of Audi’s R8, Mercedes Benz’s SLR 722, Porsche CGT, Lexus LF-A etc.”

“So I got working on a full rendering on how an M1 Hommage ProCar might look like if it were ever produced.”

The Design Process - Rebirth of an Icon

“I began the process by studying the different angles of the M1 Concept Car to get a feel for the lines, shapes and curvature of the body. And with any BMW concept car, the design and contours are all new which required a ProCar body kit that suits these lines properly. The “flamed surface” is very evident so to properly convert this M1 to the ProCar, all of these design elements needed to be considered. I sketched out a new wide body kit design making sure that it stays true to the BMW design language by continuing the new lines of the concept car. The front fascia was also modified and given the updated ProCar look. So with Photoshop CS, the new design was applied and rendered. The BMW M1 ProCar is basically a raced-out version of the original street M1 so the addition of the race rear wing was important to complete the conversion along with new super deep dish wheels.”

“Regardless of the accuracy of my speculation to the actual BMW Group Design Team’s design, it will just be awesome to see the M1 ProCar tearing up it up in the ‘ring.”

Fuel to the fire
“The day right before I finished the M1 ProCar rendering, BMW announced the BMW M1 Procar revival at Hockenheim.”

[Source: JonSibal.com]

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BMW Sauber F1.09: BMW's 2009 Formula One Missile

 BMW Sauber F1.09: BMW's 2009 Formula One Missile BMW is ready to tackle the 2009 Formula One season with a new, KERS-equipped BMW Sauber F1 racer. Full details and the stunning gallery below.

The new BMW 2009 Formula One entrant is strikes a clear visual difference from its predecessor in the three-element nose on the F1.09 car, which is higher and larger than the previous generation. On the other end, the rear wing has gotten much smaller because of new regulations.

Despite the overwhelming visual presence, the Kinetic Energy Recovery System (KERS) is probably the biggest story of the new car. The new system, which collects energy from braking, will be able to supply an extra 80 HP for a period of about 6.67 seconds at the push of a button. This system will allow for better passing, or so the theory goes.

Of course, at the launch BMW team leader Mario Theissen said he wasn't sure they're ready to use the system. Whatever happens with the car, expect it's performance to be shocking.

 

The BMW Sauber F1.09 – fundamentally different.

The winds of change are blowing through Formula One. 2009 sees arguably the
most significant rewrite of the F1 technical rulebook in the history of the sport.
Whereas up to now the engineers had always been able to use the previous
year’s car as a basis for the design of their new machine, now they’ve been asked
to start with a clean slate – or, more accurately, a blank computer screen.
Completely redefined aerodynamics, the return of treadless tyres (slicks) and the
option of fitting KERS (Kinetic Energy Recovery System) technology have
literally brought the teams back to the drawing board.

In early 2007 the FIA set up the OWG (Overtaking Working Group) to think up
ways of making Formula One more attractive; in other words, to identify areas
where change was needed to make overtaking easier.

The principle problem of modern Formula One cars lay in the massive
amounts of downforce they lost once the distance to the car in front dropped
below around two seconds. This “dirty air” whipped up by the preceding car
significantly diminished the effect of the front wing in particular, and this
manifested itself in pronounced understeer. As a result, changes in position
were more frequently the result of strategies in the pit lane than overtaking
manoeuvres out on the track.

The OWG looked into this phenomenon with the help of a series of
experimental tests in the wind tunnel and computer-aided airflow simulations,
before coming up with a proposal: less aerodynamic downforce combined
with more mechanical grip would be the way ahead. Indeed, the OWG
recommended reducing downforce by some 40 percent.
This has led to radical changes, especially as far as aerodynamics are

The BMW Sauber F1.09 – fundamentally different.

The winds of change are blowing through Formula One. 2009 sees arguably the
most significant rewrite of the F1 technical rulebook in the history of the sport.
Whereas up to now the engineers had always been able to use the previous
year’s car as a basis for the design of their new machine, now they’ve been asked
to start with a clean slate – or, more accurately, a blank computer screen.
Completely redefined aerodynamics, the return of treadless tyres (slicks) and the
option of fitting KERS (Kinetic Energy Recovery System) technology have
literally brought the teams back to the drawing board.

In early 2007 the FIA set up the OWG (Overtaking Working Group) to think up
ways of making Formula One more attractive; in other words, to identify areas
where change was needed to make overtaking easier.

The principle problem of modern Formula One cars lay in the massive
amounts of downforce they lost once the distance to the car in front dropped
below around two seconds. This “dirty air” whipped up by the preceding car
significantly diminished the effect of the front wing in particular, and this
manifested itself in pronounced understeer. As a result, changes in position
were more frequently the result of strategies in the pit lane than overtaking
manoeuvres out on the track.

The OWG looked into this phenomenon with the help of a series of
experimental tests in the wind tunnel and computer-aided airflow simulations,
before coming up with a proposal: less aerodynamic downforce combined
with more mechanical grip would be the way ahead. Indeed, the OWG
recommended reducing downforce by some 40 percent.

This has led to radical changes, especially as far as aerodynamics are
concerned. The front wing of the F1.09, for example, has grown in width from
1,400 mm to 1,800 mm, making it as broad as the car as a whole. It is also fixed
lower down than before. Added to which, spectators will find the significantly
narrower, higher-mounted rear wing takes some getting used to.
The regulations have also limited the use of air deflectors and cooling apertures
to a minimum. The result of all these new rules is a totally new look for the
F1 cars.

Even more exciting than ever.

For Willy Rampf, the BMW Sauber F1 Team Technical Coordinator and the
man responsible for the concept of the BMW Sauber F1.09, and Walter Riedl,
Managing Director of BMW Sauber AG – who also heads up the technical
department in Hinwil and is responsible for the development of the new car –
this project has represented a memorable challenge. “Developing a new
Formula One car is always exciting, but this time there was something even
more special about it. We really were starting from scratch,” says Rampf.
The combination of the return of slicks with the possible use of KERS
technology places particular importance on weight distribution. “First and
foremost, the switch from grooved tyres to slicks means more grip, of course,
but it also moves the balance of forces further forward: removing the grooves
gives the front tyres proportionally a greater contact area and more grip than
the rear tyres,” explains Rampf. Consequently, more weight has to be shifted
towards the front of the car and the aero balance adjusted likewise.

This is no easy task, especially in conjunction with KERS, as the new system
adds extra weight and the engineers have much less scope for juggling ballast.
Furthermore, they also have to find a way of packaging the KERS elements –
the electric motor/generator, energy storage unit and control unit – which mini-
mises their negative impact on aerodynamics and at the same time ensures
there is sufficient cooling for all these components.
Work begins earlier than usual.

The team had to carefully consider all of these practical constraints in the basic
concept of the car. Key areas included the definition of parameters such as
the wheelbase, weight distribution, position of the engine and gearbox, shape
and size of the fuel tank, and the positioning of the KERS elements. “Because
the car differs so significantly from its predecessor, we already started work
on the first concept studies in February – two months earlier than normal and
before the F1.08 had even started its first race,” says Rampf, highlighting
the extraordinary nature of the situation.

“Our aim,” continues Rampf, “was to build a car with high aerodynamic
efficiency and in so doing claw back as much of the downforce as possible,
which the new regulations had taken away.” The first phase of the project
involved conducting studies on several different concepts in which the team
assessed the interplay of aero balance, tyre requirements and weight
distribution. This was followed by an optimisation phase.

The aerodynamics experts invested a great deal of time in the development of
the front wing in particular, as this area influences the airflow over the entire car.
As far back as February, the BMW Sauber F1 Team specialists used CFD –
and therefore the capability of the Albert3 supercomputer – to look into the
functioning of the front wing and, more specifically, its interaction with the
underbody. “No longer being allowed to use turning vanes to guide the airflow
makes the task a whole lot more difficult,” explains Walter Riedl. Another
complicating factor is the centre section of the front wing, which is also
precisely defined in the regulations and thus imposes further constraints on
how much the engineers can do.

The result is a three-element front wing with a very dominant visual presence,
which does much to shape the appearance of the car as a whole. Its outer
edges are fitted with several auxiliary elements, which are all designed to
channel the air as efficiently as possible around the front tyres. The less air
hitting the turning wheels directly, the less uncontrolled turbulence occurs.
Another new feature of the regulations allows the drivers to move the flaps on
the front wing upwards or downwards. Again, this is intended to make it easier
to get up close behind the car in front.

They may have already made admirable progress, but this is just the beginning
for the engineers, as Riedl explains. “The complexity inherent in the interaction
of the front wing with the open front tyres means there is still a lot of potential
for further development here. Indeed, we picked up a wealth of valuable
knowledge in this area with the F1.08.”

The nose of the car also reveals striking changes and is now considerably
higher and, above all, much wider than its predecessors. After a large number of
tests, this variant proved to be the most efficient when working in combination
with the new front wing.

Severe demands on cooling.

The new regulations have also presented the engineers with a challenge when
it comes to the car’s cooling concept, as lamellar outlet vents in the engine
cover are no longer permitted. For this reason, at the rear of the car the air now
flows back centrally through the aperture between the engine cover and the
gearbox. The channelling of the airflow takes on particular importance here, as
the hot air heats up all the nearby components. Where you used to be able to
vary the level of cooling through chimneys and lamellar outlet vents of different
sizes, now you can only vary the size of the air outlets.

But that’s not all, since the KERS elements also need to be cooled. While the
energy storage units fitted with impressive compactness in the two sidepods
are kept within the required temperature band by the flow of air, the KERS
control unit, which is fitted in the right-hand sidepod, has an integrated cooling
system.

The sidepods are high at the front and do not fall away as sharply to the rear as
in previous years. As chimneys or lamellar outlet vents may no longer be used
as an escape route for the exhaust air, the whole rear area of the car, including
the engine cover, has to increase in volume to enable optimum airflow over this
section as well.

The rear wing is totally new in terms of both its form and its position. It now
measures only 750 mm in width – instead of 1,000 mm, as on last year’s car –
but is 950 mm in height, up from the previous 800 mm. This change in the
regulations means that cars following behind will be subjected to less
turbulence. A particularly striking feature are the side endplates, whose form
has a major influence on the optimum functioning of the rear wing.
The lower levels of downforce will have an effect on the car’s aerodynamic
set-up. “In 2009 we’ll be running maximum downforce at a lot more circuits
than last season,” says Rampf.

Something the observer will not be able to spot at first glance are the changes
to the diffusor also specified in the regulations. This element now rises over
a longer area than before and leads further back along the car. As a result there
will no longer be direct interaction between the diffusor and the lower element
of the rear wing, which will make the car less sensitive to different airflows.
Making optimum use of tyre potential.

The switch to slick tyres was a central factor in the development of the car’s
suspension. The team collected initial data with the grooveless tyre, which
generates far greater grip than its predecessor, over the course of the summer
after Bridgestone delivered the first batch of slicks for testing. It quickly became
clear that achieving the right weight distribution would play a critical role. At the
front axle the priority was to extract the full potential from the tyre in the various
situations. Plus, optimised kinematics and high rigidity should allow it to give
the driver high-quality feedback.

Whereas the front axle for the new car shows only minor differences to the one
fitted on the F1.08, the rear axle is an all-new design adapted to the changes in
tyre characteristics. The aim was to achieve excellent traction, while at the same

time exploiting the lateral force potential of the tyres through an extremely wide
band. Added to which, the F1.09 should retain the impressive braking stability
of its predecessor.

And, of course, the engineers also placed considerable importance on keeping
the weight of the new car as low as possible. Numerous components were
further optimised to this end. There were no compromises, however, when it
came to rigidity.

“The development of the F1.09 centred on three key areas: aerodynamics,
optimum tyre utilisation and the integration of KERS. That’s where our focus
has been from the outset and where we have channelled the large reserves
of knowledge amassed during the course of last season. The F1.09 contains
the combined expertise of a highly motivated team – one which will be pulling
out all the stops to fulfil our ambitious aims once again in our fourth year on
the F1 grid,” sums up Managing Director, Walter Riedl.

[Source: BMW]

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Spy Shots: BMW X6 M hangs out in LA

BMW recently confirmed that it is indeed working on a ‘M’ version of the BMW X6 crossover. A friend of our friends at Fast Lane Daily recently spotted a BMW X6 M prototype driving through the streets of Los Angeles.

After a 25 mile pursuit, the BMW engineers finally pulled into a gas-station to fill up the gas-guzzling high-performance crossover giving VODCars photographer Jason Thorgalsen a chance to snap some photos.

BMW has not yet confirmed when it will bring the X6 M to the market but we expect an official debut during the 2009 auto show season.

Make sure you check out Fast Lane Daily’s YouTube Channel.

Follow the jump for more pictures and an episode of Fast Lane Daily.

Spy Shots: BMW X6 M hangs out in LA:

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1974 BMW 3.0 CS

Welcome to Down On The Street, where we admire old vehicles found parked on the streets of the Island That Rust Forgot: Alameda, California. Here's an example of one of BMW's best-looking designs.


The BMW New Six cars aren't hard to find on the island; we've seen this '73 3.0 CSi and this '74 3.0 CS, and now we're adding another '74 today.

Remember when BMW wasn't afraid to run with weird science-fiction-esque styling touches on their cars? If so, you also remember WIN Buttons. In '74, the 3.0 CS came with a 170-horsepower six-cylinder engine, which made 25 more horses than Chevrolet's base 350-cube V8 that year. See, Malaise wasn't ruining all the cars!

This car is owned by the same BMW lover responsible for this '82 633CSi, and he also owns that turbocharged, Euro-grade 745i in the driveway. I mentioned that I was considering an E9 for my personal Hell Project and his horror stories ("lots of 'em just break in half from hidden rust") did a good job of steering me away from the idea… of course, now I've got a line on one of those 745i turbo engines, which I may have to drop into a '75 Nova 4-door.

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Hamann BMW X6 Tycoon - SUV What?

SUV? Do you see an SUV? I surly don’t. All I see is a beefed up BMW of some type with HAMANN written on it.

Okay, so it is an SUV, the BMW X6 tricked out in German tuner, Hamann, accessories including a power bump to the twin-turbo inline-6 found in the xDrive35i model to an astounding 360hp.

Below (after the jump) is a press release from Hamann portraying the different aspects of design and engineering gone into the Hamann BMW X6 Tycoon.

[source: autoblog]

 

 

 

 

PRESS RELEASE:

As far as the latest project by HAMANN-Motorsport is concerned, the name says it all: the Laupheim-based refiner called its latest creation for BMW X6 TYCOON. This description has its roots in Japanese culture and is originally a synonym for an extraordinary shape – a comparison which can also be transferred to the X6-makeover.

The TYCOON – an auto-body pack which sets benchmarks

Already the design department at HAMANN-Motorsport ensures that the TYCOON meets the expectations in his name. They designed and developed an impressive broad makeover for this BMW crossover model and ensured that all accessories reflect and perfect the shape of the car. The masculine appearance of the TYCOON is mainly emphasised by its new front wings and back wing extensions made of light composite material. They broaden the body by striking 60 millimetres. The perfectly designed side skirts render the optical connection while the front apron is an outstanding eye-catcher with its large air inlets and the LED daytime running lights under the serial headlights. At the rear section of the X6, the HAMANN-engineers added a three-part diffuser to the original apron. The back appearance of the TYCOON is enhanced by a rear- and roof spoiler. It goes without saying that all used HAMANN-components do not only convince with their design but also with their aerodynamics. They ensure an optimised air flow over the car silhouette and render an additional downthrust.

Perfectly styled from head to toe – the suitable rim in XXL format

The suitable rim for the broad makeover of the BMW X6 is the DESIGN EDITION RACE ANODIZED. The ultra-light forged wheel combines both agility and also elegance. The black rim star and the titanium bolting underline the dynamics of the wheel. The highly polished rim flange on the contrary gives the car a noble impression. HAMANN offers the 23-inch wheel with tyres sized 315/25 R 23. Special chassis springs fantastically enhance the light alloy wheels. Thereby, progressively coiled springs lower the barycentre of this Sports Utility Vehicle by maximally 40 millimetres at the front- and back axle.

HAMANN performance kits – from tycoon to typhoon

The choice of different HAMANN performance kits is as manifold as the selection of BMW engines. The tuning expert bestows the X6 xDrive35i with an engine output of 360 hp / 265 kW at 5230 rpm. Parallelly, the maximum torque rises by 140 Nm to 540 Nm in the rpm-range between 1300 and 5000. At the same time, HAMANN also suspends the speed limit of 250 km/h and allows impressive 275 km/h.

The Diesel series also profits from extra power. After the serial motronic is re-programmed, the xDrive30d has 265 PS / 195 kW and transfers a maximum torque of 600 Nm to the crankshaft. The engine variation xDrive35d also turns into a racy sprinter: HAMANN is able to tease 320 PS / 235 KW and a sensational torque of 660 Nm at 2000 rpm out of the Diesel car. Engine performance kits for the xDrive50i are already in the final stages of the development process. Moreover, sport mufflers by HAMANN-Motorsport can be adjusted to any performance kit. The product range includes a two-pipe and also four-pipe exhaust system which render a sonorous and earthy sound.

The inner values of HAMANN – noble accessories for the TYCOON interior

In addition to the present, serial inner design, HAMANN offers accessories made of high-quality aluminium. Pedals and foot rests render motorsports sensations and perfectly match the 12-part HAMANN decoration set made of carbon fibre. An instrument dial with a scaling up to 300 km/h and a 3-spoke sport steering wheel further underline the sportive overall appearance of the TYCOON. For the boot of the X6, HAMANN offers an elegant and also practical boot mat with chequered decorative stitching and an embroidered logo.

For more information about the extensive HAMANN tuning programme, please visit the web site www.HAMANN-MOTORSPORT.com .

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Fifth Gear reviews 2009 BMW 750i

Tom Ford of Fifth Gear recently got behind the new 2009 BMW 7-Series - or 2009 750i to be exact. The 2009 7-Series will be available in the U.S. in two variants including the 750i and the 750 Li with prices starting at $81,125 and $85,025 respectively.

Power for the 2009 BMW 750i comes from a 4.4L twin-turbocharged V8 making a total of 400-hp with a maximum torque of 450 lb-ft.

Sales start later this spring.

2009 BMW 750i:

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BMW Concept Scribble Video - Is This The New 5-Series GT?

BMW Concept Scribble Video - Is This The New 5-Series GT?

This makes you start to really think how BMW designs their cars. Why do they use those silly round headlights with halos around them? Why do they have well balanced vehicles with rear wheel drive? What if they had to design a car to “appeal” to certain customers or circumstances? Hmm, what if.

This new BMW video draws speculation of the upcoming BMW V5 PAS (BMW 5-Series GT Concept). From the subtle suggestions of new features being transferred to a “car” with more legroom, truck room and headroom complete with a panoramic roof. New storage area features that are revolutionary and “ingenious”… that’s what it is all about.

BMW Concept Scribble Video - Is This The New 5-Series GT?

Below we have included the first video of a series presenting a revolutionary concept by BMW. Innovative space concepts, premium comfort. It is not a sedan, no SUV and no station-wagon, but 100% BMW.

BMW Concept Scribble Video - Is This The New 5-Series GT?

We thought this was interesting enough to post leading up to the silly Superbowl Commercials this weekend. At least they didn’t pay millions of dollars to air this one. Thank God! Enjoy!

[source: BMWwebTV]

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