REVIEWS AND ROAD TESTS

James Bond is a lucky guy

What’s not to like about BMW’s all-new Z8. It is, after all, a sports car built on an unlimited budget by a company that’s already proven it can design some of the most desirable cars on the planet. There’s looks to die for, enough torque to alter the earth’s rotation and, of course, James Bond drives one (at least he did in The World Is Not Enough, 007’s latest homage to espionage and bountiful babes).Styling wise, the BMW is quite a departure for the normally-conservative BMW. Inside there’s tons of polished aluminum and a totally unique, painted dashboard. But the best part of the interior is the gauge set. Switch on the high beams and they’re illuminated by a eerie orange light that diffuses away from the needles. On the downside, the relatively small cabin means that the stereo/navigation system controls are quite small, making them clumsy to use. And the system’s screen is just too teeny to be practical. Also, the electrically- retractable roof requires some fiddling to close properly.

Outwardly, the Z8 mimics some of the cues of BMW’s original coupe, the 507, as well as the notably muscular fender bulges of the Z3. But the chrome tidbits (mirrors, fender louvers and front grille) are all Z8 as are the neon taillamps and turn signals (a world first and eight times more expensive than normal lights claims BMW). It’s a beauteous beast seen its best light from the side or the rear. I’m still not 100 percent convinced about the front end treatment, but the overall effect is nonetheless engaging.Of course, one could carp about the $190,000 pricetag that relegates the Z8 squarely in the dot.com CEO and uber-mafioso snack bracket. And we’re not talking about your minor drug lords here. The Z8 is a two- seater only marginally practical for winter use and certainly won’t pass for a family vehicle. So you’ll need a 7-Series for your everyday driver. In other words, Z8 ownership announces you as the capo di tutti capo, reason enough I suppose, for some to part with over two hundred large.

But thankfully not the only reason. Get past that oh- so-gorgeous exterior and the major reason the independently foolish are drooling (and if reports of the advance orders are true, they are indeed embarrassing themselves with automobile lust) is that great honking motor under the front bonnet.

Liberated from the M5, the 5.0 litre V8 is rated at an impressive 400 horsepower (though Munich insiders swear there’s as much as 425 ponies lurking in there). Considering that Z8 weighs about 400 pounds less than BMW’s super sedan, it takes little imagination to anticipate scintillating performance.

The Z8 doesn’t disappoint. I could gush with enough superlatives to fill this entire section, but suffice it to say aftermarket tuners won’t be making much money selling turbochargers to boost the Z8’s acceleration. Row the six-speed manual transmission fast enough and the Z8 will scamper to 400 metres (just a little less than a quarter mile) in a very supercar-like 12.9 seconds. The powerband is a mile wide with the big V8 making power right off idle all the way to its 6,500 rpm redline.

It’s an aural delight, too. Mash the throttle above 4,000 rpm and the twin exhaust pipes react with V8 basso profondo that would make any stock car jealous.

And nothing that’s ever worn a NASCAR sticker ever sounded so sophisticated or generated so little vibration. In fact, the only thing wrong with all that power is that it can be a little intimidating on serpentine roads. Though the Z8 handles with exquisite precision, having all that power at your disposal requires a little discretion with the loud handle, particularly when BMW’s Dynamic Stability Control (DSC) is switched off. Especially in the first two gears, the Z8 will light up its huge 275/40ZR18 Bridgestone Potenzas with remarkable ease.

Other than the need for a temperate throttle foot, the Z8 goes scoots around corners with aplomb for a car weighing 1585 kilograms. There’s precious little body roll and the steering is wonderfully light for a car so heavy. It’s not as chuckable as BMW’s own M- Roadster, but it’s more sporting than, say, a Jaguar XK8.

Constructed of lightweight aluminum (with a little carbon fibre thrown in for good measure), the Z8’s body panels seem thicker than anything else on the road. Even on the roughest roads I’ve ever driven a roadster across, the Z8 exhibited not an iota of cowl shake. It’s probably the only convertible more rigidly constructed than Mercedes tank-like SL500. It’s one reason why the Z8’s ride seems so comfortable despite its aggressive suspension. The dampers may pass some of the road irregularities onto the chassis, but at least it doesn’t exacerbate the intrusion.

Certainly, anyone looking an ultra-expensive coupe is not going to be disappointed. Just shopping a four- wheeled indulgence in this price range means you don’t really need to worry about practical matters like the Z8’s lack of cupholders or the placement of the CD changer behind the rear seat. You have other cars for that.

Nonetheless, it still makes the M5 sedan seem a relative bargain and miles more practical. As delightful as the Z8 is, it doesn’t shake my conviction that the former is the best car in the world, even if its roadster sibling will gather a larger crowd in front of the Friday ’ s.

PROS
Chassis rigidity
Fantastic engine
Amazing performance

REVIEWS AND ROAD TESTS

Moden 50’s

With the Z3, BMW got its revenge for the failure of its 507 roadster, withdrawn in 1959 after finding only 252 takers in four years, the most famous of whom was "the King" himself.

The Z3 is an entirely different story and the Carolina assembly plant is running full steam to keep up with an insatiable clientele. Confident that it has found the right formula, the Munich company upped the ante by offering the 2.8 (six-cylinder 2.8-liter), the M Coupe, a Z3 coiffed with a metal top and reminiscent of the fun-loving Volvo P1800 and other MGBs, as well as a diabolical M version (convertible this time) packing a 240-hp output.

In 1999, the unassuming 1.9-liter four-cylinder engine (138- hp) gave way to an in-line 2.5-liter six-cylinder (170-hp), an improvement that easily won approval from fans. The same goes for the subtle changes to interior details and the rear fascia design (trunk lid, taillights and fenders), intended to put a stop to the main source of criticism heaped on the Z3 since it made its debut in 1996.Despite a small cockpit, there are a number of practical storage spaces. Although the trunk is small, it provides an adequate amount of space for baggage. Another positive aspect is the ample size of the sideview mirrors. On the negative side, controls for the electrical roof could be placed elsewhere than at the back end of the console. And why position cupholders where they hit against the driver’s elbow every time gears are shifted? Not to mention the considerable size of the pillars that hinder visibility, the continued lack of a height-adjustable steering column, bucket seats with stiff backs and the quality of the finish, an area where there’s obvious room for improvement. And I almost forgot: seat belts are anchored so low they saw into your collarbone and the rear windshield is made of plastic and has no defroster.The 2.5-liter six-cylinder lets owners have fun without breaking the bank. The fact that it’s almost on a par with the 3.0-liter six-cylinder is certainly an added bonus. So why pay more? Maybe for a bit of extra chrome?

If you really want to attract attention, go for the M Version. Its 315 hp 3.2-liter six-cylinder offers phenomenal acceleration and vigorous pickup. It’s enough to give you goosebumps. Like all Z3s, the M has an ultra-precise steering system and powerful brakes, but its chassis is beginning to show its age and despite bit tires and a series of driving aids, it no longer sticks to the road surface like Velcro.

Another criticism is its slight instability on rough roads and a limited cruising range when the driver decides on travelling at consistently higher speeds.

Even though it has a harder time to hide its age when it rubs shoulders with the up-and-coming generation (Honda S2000 and Porsche Boxster S), the Z3 is still the best at reflecting the roadster spirit, the very spirit that has you digging out your white silk scarf, goggles and leather helmet to fill your lungs with fresh air.

PROS
Choice of models
Sporty handling
Superb engines

CONS
Aging chassis design
No tilt steering wheel
Inconsistent finishing

REVIEWS AND ROAD TESTS

In the Running

In Munich, no creation has, these past thirty years, threatened the leitmotiv of the name bearing the propeller logo: "The ultimate driving machine". None! So then, by venturing into the very fashionable utility vehicle market, doesn’t BMW risk damaging its sports tradition? Not in the least, since under its frontiersman exterior, the X5 conceals a sporty spirit.

Skeptical? Here’s something to convince you otherwise.Is the X5 a utility vehicle or sports sedan? It’s debatable, but everyone will agree with BMW’s statement that its latest recruit constitutes the "world’s first Sports Utility Vehicle". A unique hybrid? Let’s just say that the RX300 (Lexus) had already paved the way.

The Aerodynamic drag coefficient is remarkable (Cx 0.36) for a vehicle of such ample dimensions. In fact, to gain perspective in relation to the other models of the brand, the X5 is shorter than a Series 5 but wider than a Series 7. And compared to the Mercedes ML? The X5 is longer, larger, but also sits lower.

There is no confusion at first glance: this is a true BMW. The nose-like grill, the athletic profile of the wheels and taillights all present kinship with the other models of the same brand. In fact, BMW amateurs will feel right at home when climbing inside. Cozy wood paneling, fragrant leather, outstanding finishing, the X5 has everything to stimulate the senses of its owners.

If access to the front seats is problem-free, the same can’t be said of the rear, hindered somewhat by protruding wheel wells and the pronounced curves of the bench seat. It is unfortunately impossible to slip our toes under the front seat, while a third passenger will curse the intrusion of the central console. In the front, the bucket seats offer adequate support, no more; bucket seats with more efficient lumbar support are available for a supplement, as are tinted glass, an onboard computer or a ski storage bag. Disappointing!

Elevated driving position, flawless visibility and reassuring manufacturing quality. What else? Interesting cargo space, which can be increased by folding down part or all of the bench seat (quite heavy). The luggage compartment, incidentally, is accessible through a liftglass/dropgate combination. Practical, but the loading remains difficult due to a relatively high sill.Only a 4.4-liter V8 engine was available on the X5 at first. A 3.0-liter in-line six-cylinder was introduced last year. That said, this remains the first modern BMW to fall short of a perfect weight distribution, but not for lack of trying, since it currently registers (with the V8, of course) at 48/52. To this end, BMW has moved the battery (maintenance-free) to the rear, under the spare tire. To transfer power to the wheels, the Bavarian maker makes use of a five-speed semi- automatic transmission (Steptronic).

The all-wheel drive system (inspired from that formerly found on the 323iX) distributes torque in the following fashion: 62% to the rear wheels and 38% to the front. And to increase active safety, the X5 is equipped with a DSC system, which integrates ABS as well as automatic stability and traction control for descents. The latter system (Hill Descent Control) is borrowed from the Land Rover (former property of BMW).

The X5 rests on an entirely independent suspension (including electronic trim control), and is equipped with rack-and-pinion steering as well as four disc brakes with ASC+T control. A stiffer suspension and 19-inch wheels are available at an additional cost.

For the X5’s initial performance trial, the industry press was invited to test it on the Road Atlanta racetrack. A bluff? Not in the least. The X5 appeared at ease and never out of place. Only the brake calipers seemed to suffer under the abuse of stopping this heavyweight (over two tons, after all) launched at speeds approaching 200 km/h. Impossible to measure the performance on- site, but, according to its maker, the X5 reaches 100 km.h in 7.5 seconds, and its top speed is electronically capped at 207 km/h (230 km/h for the Sports version). On the other hand, fuel consumption boasted by BMW seems optimistic, to say the least: 13.9 liters per 100km! The onboard computer reported an actual consumption of 17.1 liter per 100km. It remains to be verified. But beyond numbers, this powerful V8 distinguishes itself by its smoothness, and its excellent performance with the semi-automatic transmission.

The suspension withstands road irregularities with elegance and displays very little roll when turning. However, steering on the X5 equipped with 19-inch wheels seemed a little sluggish at low speeds. Equipped with the standard 18-inch wheels, steering is lighter and, strangely enough, makes the X5 more susceptible to crosswinds, requiring more frequent adjustements to stay on course. Still, the surprisingly short turning radius keeps the X5 nimble in the city.

PROS
Astonishing road handling
Active and passive safety
Energetic V8

CONS
Sluggish steering at low speeds
Options numerous and costly
Restricted foot space at the rear

REVIEWS AND ROAD TESTS

Moden 50’s

With the Z3, BMW got its revenge for the failure of its 507 roadster, withdrawn in 1959 after finding only 252 takers in four years, the most famous of whom was "the King" himself.

The Z3 is an entirely different story and the Carolina assembly plant is running full steam to keep up with an insatiable clientele. Confident that it has found the right formula, the Munich company upped the ante by offering the 2.8 (six-cylinder 2.8-liter), the M Coupe, a Z3 coiffed with a metal top and reminiscent of the fun-loving Volvo P1800 and other MGBs, as well as a diabolical M version (convertible this time) packing a 240-hp output.

In 1999, the unassuming 1.9-liter four-cylinder engine (138- hp) gave way to an in-line 2.5-liter six-cylinder (170-hp), an improvement that easily won approval from fans. The same goes for the subtle changes to interior details and the rear fascia design (trunk lid, taillights and fenders), intended to put a stop to the main source of criticism heaped on the Z3 since it made its debut in 1996.Despite a small cockpit, there are a number of practical storage spaces. Although the trunk is small, it provides an adequate amount of space for baggage. Another positive aspect is the ample size of the sideview mirrors. On the negative side, controls for the electrical roof could be placed elsewhere than at the back end of the console. And why position cupholders where they hit against the driver’s elbow every time gears are shifted? Not to mention the considerable size of the pillars that hinder visibility, the continued lack of a height-adjustable steering column, bucket seats with stiff backs and the quality of the finish, an area where there’s obvious room for improvement. And I almost forgot: seat belts are anchored so low they saw into your collarbone and the rear windshield is made of plastic and has no defroster.The 2.5-liter six-cylinder lets owners have fun without breaking the bank. The fact that it’s almost on a par with the 3.0-liter six-cylinder is certainly an added bonus. So why pay more? Maybe for a bit of extra chrome?

If you really want to attract attention, go for the M Version. Its 315 hp 3.2-liter six-cylinder offers phenomenal acceleration and vigorous pickup. It’s enough to give you goosebumps. Like all Z3s, the M has an ultra-precise steering system and powerful brakes, but its chassis is beginning to show its age and despite bit tires and a series of driving aids, it no longer sticks to the road surface like Velcro.

Another criticism is its slight instability on rough roads and a limited cruising range when the driver decides on travelling at consistently higher speeds.

Even though it has a harder time to hide its age when it rubs shoulders with the up-and-coming generation (Honda S2000 and Porsche Boxster S), the Z3 is still the best at reflecting the roadster spirit, the very spirit that has you digging out your white silk scarf, goggles and leather helmet to fill your lungs with fresh air.

PROS
Choice of models
Sporty handling
Superb engines

CONS
Aging chassis design
No tilt steering wheel
Inconsistent finishing

REVIEWS AND ROAD TESTS

Moden 50’s

With the Z3, BMW got its revenge for the failure of its 507 roadster, withdrawn in 1959 after finding only 252 takers in four years, the most famous of whom was "the King" himself.

The Z3 is an entirely different story and the Carolina assembly plant is running full steam to keep up with an insatiable clientele. Confident that it has found the right formula, the Munich company upped the ante by offering the 2.8 (six-cylinder 2.8-liter), the M Coupe, a Z3 coiffed with a metal top and reminiscent of the fun-loving Volvo P1800 and other MGBs, as well as a diabolical M version (convertible this time) packing a 240-hp output.

In 1999, the unassuming 1.9-liter four-cylinder engine (138- hp) gave way to an in-line 2.5-liter six-cylinder (170-hp), an improvement that easily won approval from fans. The same goes for the subtle changes to interior details and the rear fascia design (trunk lid, taillights and fenders), intended to put a stop to the main source of criticism heaped on the Z3 since it made its debut in 1996.Despite a small cockpit, there are a number of practical storage spaces. Although the trunk is small, it provides an adequate amount of space for baggage. Another positive aspect is the ample size of the sideview mirrors. On the negative side, controls for the electrical roof could be placed elsewhere than at the back end of the console. And why position cupholders where they hit against the driver’s elbow every time gears are shifted? Not to mention the considerable size of the pillars that hinder visibility, the continued lack of a height-adjustable steering column, bucket seats with stiff backs and the quality of the finish, an area where there’s obvious room for improvement. And I almost forgot: seat belts are anchored so low they saw into your collarbone and the rear windshield is made of plastic and has no defroster.The 2.5-liter six-cylinder lets owners have fun without breaking the bank. The fact that it’s almost on a par with the 3.0-liter six-cylinder is certainly an added bonus. So why pay more? Maybe for a bit of extra chrome?

If you really want to attract attention, go for the M Version. Its 315 hp 3.2-liter six-cylinder offers phenomenal acceleration and vigorous pickup. It’s enough to give you goosebumps. Like all Z3s, the M has an ultra-precise steering system and powerful brakes, but its chassis is beginning to show its age and despite bit tires and a series of driving aids, it no longer sticks to the road surface like Velcro.

Another criticism is its slight instability on rough roads and a limited cruising range when the driver decides on travelling at consistently higher speeds.

Even though it has a harder time to hide its age when it rubs shoulders with the up-and-coming generation (Honda S2000 and Porsche Boxster S), the Z3 is still the best at reflecting the roadster spirit, the very spirit that has you digging out your white silk scarf, goggles and leather helmet to fill your lungs with fresh air.

PROS
Choice of models
Sporty handling
Superb engines

CONS
Aging chassis design
No tilt steering wheel
Inconsistent finishing

REVIEWS AND ROAD TESTS

An engineering marvel

Since its first appearance six years ago, the 5 Series got its first remodeling in 2001. The front and back ends have been reshaped, and additional air bags helped reduce the risk of injury in case of collision. And the M5? It is still bursting with power. The M5 ’ s technical card indicates that its 5-litre V8 engine produces 400 hp, but this data does not do justice to its power thrust upon acceleration. A good comparison is the new Porsche 911 Turbo, which also develops 400 horses. In other words, the M5 is a BMW four-door luxury sedan with a performance that could shame the Camaro 1969.As is often the case, the fifth spot (equipped with a head-rest) requires the occupant to tighten the buttocks, squeeze the shoulders, move the legs (thanks to the transmission tunnel) and tuck the head (the centre section of the rear seat is slightly elevated). The trunk only has the limited loading capacity of a Neon. While two-tone plastics give the dashboard a less sober appearance, the similarly upholstered steeringwheel and dashboard are hard to distinguish.Those who somehow manage to resist the temptation to abuse the accelerator will not find a marked difference between the M5 ’ s imposing V8 engine and the BMW 540I ’ s standard 4.4-litre V8 offering 282 hp. Even the 6-speed transmission is impressive. Gears change flawlessly despite extraordinary 395 pound-feet of torque.

Only one small criticism the sound emitted by the bulky V8 is not as pleasant to the ear as that of the L6 engine that once powered the M5. Its growls will demand respect for this large V8, but I still prefer the melodious sound of the original L6 ’ s exhaust.

In regards to handling, the M5 could easily be confused with any BMW sedan known for exceptional control. Eighteen-inch rims are the only external evidence that the M5 is no ordinary 5 Series model. Suffice it to say that if you follow an M5 around a corner, you ’ ll understand its capabilities as quickly as lose sight of it.

Its huge rear 275/35ZR18 radial tires offer exceptional road adherence. The same goes for its front 245/40ZR18 tires. BMW lowered the 540 ’ s powerwheel by 15 mm in the front and 10 mm in the back, and made adjustments in the springs and shock absorbers. Similar to the 540 base model, most of the M5 ’ s suspension is fabricated with lightweight aluminum in order to eliminate undesirable weight. Not only does this improve handling, but it also makes the M5 almost as pleasant to drive as the 540.

Immense vented disc brakes, that are 345 mm in diameter in the front and 328 mm in the rear, perfect the package. Even after a series of sudden stops from more than 200 km/h, the brakes never showed signs of fatigue.

The M5 is just as impressive in terms of power and handling as a typical BMW sedan. All things considered, nothing critical can be said about the M5, expect perhaps its inflated price.

PROS
Very secure
Irreprochable brakes
Very sporty ride

CONS
Loud engine
High price
Restricted interior

REVIEWS AND ROAD TESTS

Just like good wine

The 3 Series is certainly, the most affordable, versatile and popular at BMW. It has also become the benchmark for sport compacts over the last quarter of century. Although the current generation is already three years old, it remains as crisp as new. Just like good wine, it keeps improving with time.

Aware of the impact of any revamping attempt on its fetish model, the propeller brand took its time. We were offered the sedan first, and then fourth generation coupe and convertible in many deliveries, among which the Xi, according to Tobias Nickel, BMW Canada’s spokesperson, should account for 30% of all national sales.

The 3 Series sedan has taken into account the number of errors indicated on the previous version. Such a list is quite surprising when considering the prestige halo that surrounds the brand: uneasy access to rear seats, narrow cabin with little head room and most of all questionable assembly. The cold presentation did contrast with Bavarians’ legendary gemytlichkeit that inspired beer celebration among other things. And the endless and costly list of comfort and luxury options - including accessories often considered a must by BMW drivers - was also questioned. Is it history? It’s your call. The current 3 series is definitely roomier at the back, but legroom remains limited and access through narrow rear doors is still tight. Driver controls and driving position are impeccable. The steering wheel height and depth are adjustable. Standard seats offer adequate comfort, but optional sport seats are superior. The dashboard is still a classical design, but materials used reveal far superior to those of the previous version. Standard equipment is complete (Xenon headlights, heating headlight washers, CD player, cruise control, automatic air conditioning, 16-inch wheels and fog lights, wow!) This does not mean however that a few accessories can be added, like metal paint ($800), Montana leather seating ($2375), trunk access with ski bag ($660), or heating seats ($520.)

Those who turned their back on the previous edition of 3 Series should take note that this delivery is 4cm longer and wider, has a 2,5 cm longer wheel span and a 6cm wider front and rear wheelbase. BMW says the new chassis is twice as rigid and can absorb 80 % more kinetic energy in a collision. It has nevertheless been equipped with front and side air bags in the front as well as ITS (Inflatable Tubular Structure) tubular air bags intended to protect the head, plus optional rear seat air bags, for a total of eight - the record in its category. In spite of its larger size and the addition of numerous systems and devices, the 3 Series gained only 5% in weight, thanks in par t to the increase use of aluminum in many suspension parts. The new "3" doesn’t look fatter at all with the new look that American body designer Chris Bangle and its team gave to this familiar silhouette. When the new version was launched, Bangle commented on the front end of his creation: "The headlights are like a woman’s eyes and the central part is like her nose. Surrounding details act like jewelry to suggest a level of pure and high quality." The man is creative.In spite of its most sophisticated anti-skid system, the 3 Series, like many rear-wheel drives, has never been completely at ease on snow. It’s no longer the plain truth, however, since the Bavarian brand has introduced, for an extra $3,100, integral traction in its options list. With this addition, ground clearance is raised by 17 mm (which makes it impossible to combine with the sports option package which includes a lower suspension) and although a hundred kilograms are added to the bulk weight, but weight balance between the front and the back remains uncompromised.

The 325Xi is powered by a deeply reengineered 2,5-litre in-line 6-cylinder engine. Lighter, more environment-friendly and definitely more powerful (184 hp compared to 170 hp previously) and produces sensibly more torque, especially at low revolution, thanks to the use of a double VANOS system that varies valve opening and a variable volume intake collector. This nervous and performing mechanics fully benefits from the 3 Series fine-tuned chassis. For additional pleasure, the 5-speed standard gearbox is as smooth as it gets. On the road, the car’s behavior is balanced and safe and the steering precision adds to the pleasurable driving experience.

Road handling is simply fantastic, better than ever before, which is not a small feat. With an improved weight balance and modified front train geometry borrowed on the old M3, it never seems heavier or larger than before. It is easy to drive and its balance remains undisturbed.

More comfortable, more luxurious, roomier, safer (even in winter), better equipped, better assembled and quieter, the 3 Series sedan satisfies its demanding reputation and once again reveals as the most desirable sport compact.

PROS
Magic engines
Surefooted
Compact size

CONS
Too many options
Dark interior
Compact size

REVIEWS AND ROAD TESTS

A natural BMW

Very few convertibles have been idolized the way the BMW 3 Series has been. It ’ s even more attractive when you look under its hood.

Eager to please, BMW redesigned the four-seater convertible last year to be even more tempting. Inspired by the huge success attained by the sedan and coupe, the Convertible 325 Ci provide both affluent people and aficionados another excellent method of flaunting their wealth, if not their good taste. BMW significantly reinforced the convertible ’ s body and the company claims that the new model is much stronger than earlier versions.Speaking of options, the new convertible is swimming in them: attractive hard top ($3,400), automatic five-speed transmission with Steptronic gear changer ($1,200), luxury package — anti- reflective automatic rear-view mirror, myrtle trim, front central armrest and electric seats with memory — ($1,275), Sport package — sport suspension, 17-inch alloy wheels and sport seats — ($1,900), navigation system ($3,900) and electric soft-top ($1,980).

Standard equipment includes: traction control, sport tilt telescopic steering wheel decked in leather, manual soft-top, front and side air, air conditioning, dashboard computer and 16- inch wheels.

That ’ s to say nothing of a slew of small yet significant improvements, such as the seatbelt attached to the front seat for better security and accessibility, a two-speed button that advances the front seat more quickly to improve backseat access, and a highly sophisticated headlamp washer system.Driving along the bumpiest roads in rural Quebec, dashboard vibrations and body squeaks were not noticeable. This alone justifies the BMW convertible ’ s price.

As other BMW models, the 325 is not designed for winding roads in poor conditions - unlike, say, the Z3 - but it does extremely well on highways. It boasts excellent handling and a smooth drive thanks to looser spring adjustment.

Performance is also impressive. Less bulky, the convertible is powered by a marvelous 2.5 litre six-cylinder engine far more refined than all others in its category. The vibrations are so unnoticeable that it ’ s easy to forget to shift into fifth gear and suddenly find yourself at 5,000 rpm in fourth.

With its 184 hp and 175 lb-ft, however, the produced torque does not impress anyone. Let ’ s just say it is satisfactory. The gear ratios have been reduced, and as a result, the engine has to turn faster at a given speed, because the vehicle is heavier than the sedan and the coupe. Drivers who insist on disobeying the 11th commandment (thou shalt not exceed the speed limit) would do better to get the 330 model equipped with the 3-litre double overhead camshaft in-line six-cylinder engine.

The impressive package offers all the advantages of driving in the open air, and none of the inconveniences. Without a doubt, being the happy owner of a BMW convertible will make you more popular, if only during the summer months.

PROS
Fantastic handling
Security features
Choice of models
CONS
Numerous and expensive options
Wind noises
Access to rear difficult (convertible and coupe)

REVIEWS AND ROAD TESTS

Isn ’ t life complicated enough?

All has become so complicated, did I say to myself when I was issued the 70-page document containing all there is to know about the new BMW Series 7. The reading is compulsory for automobile writers, but also for the owners, who will be paying some $100,000 and will still have to learn and try the state-of-the-art technologies aboard this sedan to fully appreciate the value of this car.

As heavy as always, the Series 7 now has an even longer, wider and higher body. Though bulky, this new German is more aerodynamic and must we admit, nicer to look at than ever before. To surprise or to shock, the Series 7 features a fat front end that reminds the Z9 prototype introduced in Frankfurt two years ago. In such a conservative segment, the gesture is daring, to say the least. The aesthetic revolution is not only apparent on the outside. Actually, it is mainly noticeable on the inside. Once again, the Z9 prototype announced quite accurately the shape of things to come in the Series 7 ’ s evolution, like the iDrive driver-vehicle interface, a user-friendly approach that sets new standards in terms of ergonomics, according to BMW. In other words, controls for each situation and purpose have been adapted to the driver, and not the other way around. One single element, a huge round dial accessible to the driver and front passenger, controls some 700 commands. All you need to do is select one of four function groups (Air conditioning, Communication, Entertainment and Navigation) and follow the directions displayed on the video screen located in the center of the dashboard. The system is impressive, but not as user-friendly as BMW would like us to believe. Before our test drive, a BMW official took no less than 44 minutes for an overview of the iDrive ’ s main features. Like many of my colleagues, I could not manage to fully understand this supposedly-intuitive system even after 300 km. Don ’ t even think of exploring it while driving! Even if the cruise control sensors keep a reasonable distance with the vehicle in front and put the brakes on if needed.

At a time when some people can hardly program a VHS recorder, this Series 7 BMW may make some feel like quitting altogether. And if ever you leave the door open on your way out, don ’ t worry: an electronic device will close it behind you.

Unless you spend several hours reading and experimenting in order to master this array of accessories, the iDrive system will certainly wreck your nerves and make you look like a perfect idiot. To avoid such a situation, the Series 7 owner can ask the dealer to make some adjustments on his behalf before taking possession of the car, according to Julie Segall, Canadian spokesperson for the Munich car builder. That ’ s the least you can do for a car that costs nearly $100,000!

Despite its complexity, the Series 7 can still make your life easier. Take the front bucket seats, for example. Their multiple functions can warm up or cool off your fanny, or let you adjust the length of the seat and the position of the headrest, and so on. Great! And the Series 7 is packed with such accessories, in fact, all that you ever wanted from a luxury sedan but were afraid to ask is aboard the Series 7. From the heating steering wheel to the residual heat air conditioner that recuperates heat from the engine and blows it inside the cabin when the ignition is off. And guess what? Yes, there are refrigerators under the central armrest and behind the back seat armrest… All this pizzazz comes at a price that forces you to keep good business relationships with your banker (upon purchase) and your dealer (repair costs promise to be astronomical). But all those of us who can ’ t afford a Series 7 can stop crying: the iDrive system isn ’ t the car ’ s only criticized point. Some materials show questionable quality (like the sun visors) and access to the rear seats is too tight for an elegant entrance. The well-finished trunk, considering the size of this car, could have been roomier. Also, the refrigeration hardware infringes on cargo space and prevents from carrying long objects like skis. Once again, technology (i.e., electronics) is a great help in this new sedan. But before addressing the computer issues, let ’ s talk about nuts and bolts.

The Series 7 will arrive next January with a 4.4-litre V8. Though the same size as the preceding engine, the new edition is more powerful (325 hp vs. 282 hp) and more frugal (14% less fuel, apparently). To reach such a level of performance, BMW motorists have completely redesigned the engine. Variable camshaft timing and distribution (the Vanos System) and Valvetronic valve lift control are two of the improvements made on the engine. The end result is a dream-like power plant that runs efficiently, smoothly, responsively and musically. In terms of branding, all the Series 7 needs to measure up to the Mercedes S Class is a 12-cylinder engine that should be offered within a few months.

Carrying power to the rear wheels is a six-speed semi-automatic, a world premiere, equipped with shift by wire controls. That means there is no mechanical link between the gearbox and the shifter. This shifter, by the way, can be mistaken for the wiper lever (located a few centimetres above), which is confusing. Luckily, you won ’ t have to use it too often. To satisfy your appetite for sporty performance, gears can be shifted with impulse buttons located on the steering wheel. The two buttons located on the steering wheel crown shift down and to shift up, you have to move your grip up. Why is this so complicated, when Lexus (among others) offers a much simpler system. Except for the controls, this transmission is flawless.

The size of the Series 7 can lead us to believe it shows limited capabilities on windy roads or in urban conditions. The rack and pinion steering (replacing a ball system) is very accurate and well assisted, which makes for a surprisingly nimble behaviour, even with a longer turning radius. Yes, this BMW is remarkably drivable in turns (it features excellent 19-inch tires) and contrary to a Class S for example, never feels as heavy as it actually is. In fact, it drives almost like a Series 3 in many aspects.

Along with electronic shock absorbing (unlimited variations are possible), it features a pneumatic suspension (also very complicated) that erases almost every road imperfection (except tire noise) and electronically contains body movements.

What about braking? With its 17-inch floating callipers, it reveals powerful, controllable and flawless. The Series 7 certainly redefines the standards in prestige sedans. More powerful, easier to drive, more comfortable, this BMW nonetheless demands that you study the owner ’ s manual thoroughly to fully appreciate its potential! Good reading!

PROS
Technological tour de force
Road performance
Interior comfort

CONS
Trunk lid design
Drive System
Access to the rear seats

REVIEWS AND ROAD TESTS

An engineering marvel

Since its first appearance six years ago, the 5 Series got its first remodeling in 2001. The front and back ends have been reshaped, and additional air bags helped reduce the risk of injury in case of collision. And the M5? It is still bursting with power. The M5 ’ s technical card indicates that its 5-litre V8 engine produces 400 hp, but this data does not do justice to its power thrust upon acceleration. A good comparison is the new Porsche 911 Turbo, which also develops 400 horses. In other words, the M5 is a BMW four-door luxury sedan with a performance that could shame the Camaro 1969.As is often the case, the fifth spot (equipped with a head-rest) requires the occupant to tighten the buttocks, squeeze the shoulders, move the legs (thanks to the transmission tunnel) and tuck the head (the centre section of the rear seat is slightly elevated). The trunk only has the limited loading capacity of a Neon. While two-tone plastics give the dashboard a less sober appearance, the similarly upholstered steeringwheel and dashboard are hard to distinguish.Those who somehow manage to resist the temptation to abuse the accelerator will not find a marked difference between the M5 ’ s imposing V8 engine and the BMW 540I ’ s standard 4.4-litre V8 offering 282 hp. Even the 6-speed transmission is impressive. Gears change flawlessly despite extraordinary 395 pound-feet of torque.

Only one small criticism the sound emitted by the bulky V8 is not as pleasant to the ear as that of the L6 engine that once powered the M5. Its growls will demand respect for this large V8, but I still prefer the melodious sound of the original L6 ’ s exhaust.

In regards to handling, the M5 could easily be confused with any BMW sedan known for exceptional control. Eighteen-inch rims are the only external evidence that the M5 is no ordinary 5 Series model. Suffice it to say that if you follow an M5 around a corner, you ’ ll understand its capabilities as quickly as lose sight of it.

Its huge rear 275/35ZR18 radial tires offer exceptional road adherence. The same goes for its front 245/40ZR18 tires. BMW lowered the 540 ’ s powerwheel by 15 mm in the front and 10 mm in the back, and made adjustments in the springs and shock absorbers. Similar to the 540 base model, most of the M5 ’ s suspension is fabricated with lightweight aluminum in order to eliminate undesirable weight. Not only does this improve handling, but it also makes the M5 almost as pleasant to drive as the 540.

Immense vented disc brakes, that are 345 mm in diameter in the front and 328 mm in the rear, perfect the package. Even after a series of sudden stops from more than 200 km/h, the brakes never showed signs of fatigue.

The M5 is just as impressive in terms of power and handling as a typical BMW sedan. All things considered, nothing critical can be said about the M5, expect perhaps its inflated price.

PROS
Very secure
Irreprochable brakes
Very sporty ride

CONS
Loud engine
High price
Restricted interior