Now that is one spicy German monster of a meatball.

That's because we're told to only expect a limited run of 350 over a 12-month period. Luckily, 200 of them are slotted to hit U.S. shores, so there's at least a shot of seeing one of these amazing monsters of Deutschland on the streets.

Jalopnik Snap Judgement: Although we totally dig the styling, and those horsepower numbers are through the roof, at that pricepoint, we'd rather wait for the 2011 Mercedes SLC gullwing supercar. Of course, if we had the money to play in this price range, we'd probably just buy 'em both. You know, to have one for the missus. [via Edmunds]

On the exterior — changes to the head lights and tail lights, and umm — oh yeah, they changed the profile of the curves on the bumper.

Now that we have the exterior details differentiating the old from the new out of the way, let's talk about the interior. The dash gets extra buttons to further imbue i-Drive with irrelevance. Along with those new buttons you get a bigger, brighter 8.8" screen and an optional 80 GB entertainment-storing hard drive. No changes have been made to the powertrain, so these and any other changes you're able to spot to the baby Bimmer's beauty treatment, only go skin deep. [World Car Fans]

Compared to the current crop there are some obvious changes to the front of the car, including revised lamps, fog lights and mirrors. They've also taken a lot of care to squeeze a few more lines into the hood.

Understandably, our biggest interest in the 2009 3-series is the possibility of all-but confirmed BMW 335d, which we hope will hit shores this fall. What do you all think? Going in the right direction or retreating from classic BMW style?

It's those funny switches hidden in the ashtray that give away this 3-series as an undercover police car. The good chap who runs BridgeToGantry spotted it lurking around, we're assuming for off-track hoons or anyone engaging in fun stuff drifting while overtaking. [BridgeToGantry]

Spy Report
BMW is in the midst of its final testing for the U.S.-spec 335d—the first diesel-powered Bimmer to be sold in North America. The introduction of the 335d will coincide with the launch of facelifted sheetmetal destined for the entire 3-series lineup.

Due to e-mission restrictions, the U.S. version of the 335d will reportedly be down on power from its European cousin (265 hp and 425 lb-ft of torque vs. 282 hp and 428 lb-ft.), but even our U.S. numbers—especially the fat torque number—promise terrific performance that may well be enough convince people to make the move to diesel.

As with the 335i gasoline engine, BMW will use two turbochargers—a small, low-pressure turbo to aid low-end acceleration and a more potent turbo to help at higher engine speeds. Acceleration for the 335d is expected be around 6.2-seconds to sixty, while fuel consumption will likely yield 23 mpg city and 33 mpg highway.

BMW's new diesel range is expected to launch under the banner: BMW Advance Diesel with BluePerformance (Blue denotes the use of AdBlue—the aqueous urea solution used to reduce the diesel's nitrogen oxide emissions). The 335d is expected to bow this fall.

There's been some speculation as to just what engine would be used, either the 6.2-liter or the 5.4-liter V8. But, since the truck was seen pulling into a Roush building, we're pretty sure it'll have a blower on it. Of course, this obviously all depends on if the truck even sees the light of day. Remember, Ford has already delayed the 2009 F-150 for two months due to slumping sales. [Inside Line]

THE NEW BMW 7 SERIES

* World's first Night Vision system with individual pedestrian recognition
* World's first production car with front side view camera
* First BMW Saloon with speed-related Integral Active Steering
* First BMW with Lane Change Warning
* BMW 7 Series to feature EfficientDynamics for class-leading CO2 emissions and fuel consumption

The launch of the fifth generation of the BMW 7 Series sets a new benchmark in automotive luxury, technical innovation and class-leading driving dynamics, combined with emissions reducing and fuel saving technology.

The flagship of the BMW model range debuts in November with a host of world firsts and will initially be offered with a choice of three powerplants, one diesel and two petrol engines. The two petrol-powered cars will be offered with a long-wheelbase body too. All three engines produce more power yet use less fuel and produce less emissions than the models they replace.
Model

Power
hp

Torque Nm

Zero - 62mph Seconds
0 - 62

Top Speed Mph

Combined
Mpg

CO2 Emissions g/km

BMW 730d

245

540

7.2

153

39.2

192

BMW 740i

326

450

5.9

155*

28.5

232

BMW 740Li

326

450

6.0

155*

28.2

235

BMW 750i

407

600

5.2

155*

24.8

266

BMW 750Li

407

600

5.3

155*

24.8

266

* Electronically-limited.

The BMW 730d sets a new benchmark in terms of drivetrain performance. The new all-aluminium 3.0-litre straight-six cylinder diesel engine produces 245hp at 4,000rpm. Its effortless real world driving smoothness comes courtesy of a peak torque figure of 540Nm attained from 1,750rpm through to 3,000rpm.

The 2,993cc powerplant posts the lowest ever CO2 figure of any previous BMW 7 Series and it is also the most economical 7 Series ever. Its 192g/km emission figure is class-leading for conventionally powered luxury cars, while no other competitor comes close to its 39.2mpg combined consumption figure. It can accelerate from zero to 62mph in 7.2 seconds and has a 153mph top speed.

To put the BMW 730d's competitive advantage in context this luxurious vehicle records near identical fuel consumption and CO2 emissions to the Mercedes C320CDi - a car that is two market segments below the 7 Series and is smaller and lighter than the BMW.

The impressive performance of the 730d is, in part, possible due to third-generation common-rail direct injection technology, incorporating piezo injectors, that operates at a peak pressure of 1,800 bar. This system ensures a near perfect combustion process. Weighing 185kgs the new six-cylinder diesel engine is also 5kgs lighter than its predecessor.

The BMW 730d is set to be the biggest seller in the UK, accounting for approximately 85 per cent of sales.

The BMW 750i and 750Li are the range flagships. The new 4,395cc V8 engine from the recently launched X6, featuring twin-turbochargers and high-precision direct injection technology, produces 407hp from 5,500rpm to 6,400rpm; impressive figures that are backed up by an equally stunning 600Nm of torque from 1,750rpm to 4,500rpm. Such breathtaking performance sees the BMW 750i accelerate from zero to 62mph in 5.2 seconds (5.3 seconds for the 750Li) before going on to an electronically-limited top speed of 155mph. Consumption on the combined cycle is 24.8mpg, while CO2 emissions equate to 266g/km.

The all-aluminium V8 engine powering the 750i and 750Li also features its own world first - twin-turbochargers and catalysts that are placed within the V-space of the engine block. This not only optimises packaging but the reduction in manifold length and larger cross sections mean the engine breathes better for enhanced performance. Double-VANOS variable valve technology and high-precision direct injection technology further aid engine performance to the degree that all the innovations combine to offer a V8 engine that has an equivalent output of a traditional 12-cylinder unit.

Aimed at customers who prefer the characteristics of a petrol-powered BMW six-cylinder engine, the BMW 740i and 740Li are also offered. Using an internationally-acclaimed 2,979cc powerplant, the BMW 740i musters 326hp and 450Nm of torque for rapid yet serene performance. The twin-turbocharged engine features high-precision direct injection and Double-VANOS variable valve technology to achieve optimum performance. The car accelerates from zero to 62mph in 5.9 seconds (6.0 seconds for the 740Li) before going on to an electronically-limited top speed of 155mph. The 3.0-litre BMW 740i and 740Li post combined fuel consumption figures of 28.5mpg and 28.2mpg respectively, while returning emissions figures of 232g/km and 235g/km.

All BMW 7 Series models come with a six-speed automatic gearbox as standard.

EfficientDynamics
The launch of the new 7 Series means the entire BMW range now comes equipped with EfficientDynamics technologies as standard. With its roof, doors, bonnet and side panels all made from aluminium to dovetail with the principle of lightweight engineering, the BMW 7 Series also has other innovative class-leading technology which improves engine performance, while cutting fuel consumption and emissions.

Brake Energy Regeneration uses the engine's power on overrun, such as braking, to charge the battery for the car's electrical circuit. When the driver is accelerating the alternator disengages so all of the engine's power is channelled towards the car's performance. Other ancillaries, such as the air-conditioning compressor, are also able to disengage to improve the all round performance of the car. This intelligent use of drivetrain power is why EfficientDynamics technology has helped the 7 Series become a class-leader in terms of performance, fuel consumption and emissions.

World firsts
The BMW 7 Series' drivetrain superiority is reinforced with a plethora of automotive firsts. All 7 Series can now be specified with the world's first car available with a Side View camera system. In addition to Park Distance Control that aids slow speed manoeuvring, the front side view camera system provides another tier of driver awareness. With the touch of a button two forward facing cameras mounted in the front bumper can show an overview of traffic conditions on the iDrive display. This allows the driver to negotiate a partially obscured junction, leave a car park or drive through a narrow gate with absolute confidence.

The new BMW 7 Series can be specified with the world's most advanced Night Vision system in a production car. BMW was the first manufacturer to fit Night Vision to a premium car and it has now upgraded this package to include a pedestrian recognition system in another world first. A control unit analyses video data of human behaviour as part of the Night Vision camera's reach and can subsequently alert the driver if it detects a human is moving into the path of the vehicle.

Building on the impressive list of innovations, the 7 Series is the first BMW to feature Lane Change Warning combined with Lane Departure Warning. The latter is a system that first appeared on BMW 5 and 6 Series models and uses a camera to monitor road markings. Should the driver start to stray out of lane, a gentle vibration of the steering wheel provides an alert. However, courtesy of two radars located at either side of the rear bumper, Lane Change Warning adds another level of driver safety. The sensors constantly scan the blind spot either side of the vehicle, up to a distance of 60 metres, and alert the driver to the presence of another vehicle with a triangular symbol in the door mirror housing.

Cars that are specified with Head-up Display and Lane Departure Warning have the added driver benefit of a speed limit warning system. The camera used as part of the Lane Departure Warning system can now also scan oncoming road signs to alert the driver of any impending speed restriction. The current speed limit is then displayed in the Head-up Display. This is the first time a production car has been offered with a speed warning system that can read road signs.

Completing the host of innovations is speed-related Integral Active Steering. A car specified with this optional equipment allows the rear wheels to turn by up to 3º. At slow speeds it is highly manoeuvrable, while at a faster pace it offers enhanced composure and driving dynamics.

Tailormade driving dynamics
The latest generation BMW 7 Series is the first to have Drive Dynamic Control featuring Variable Damping Control as standard. Drive Dynamic Control is the umbrella function that lets a driver customise the characteristics of his or her car. As part of this Variable Damping Control can bet set in comfort, normal, sport, sport + modes. For the first time though these settings are infinitely variable depending on driving style and road surface condition. The selected mode now alters the throttle response, gear change speed and steering feel.

To aid driving dynamics and comfort the 7 Series is the first BMW Saloon to feature race car-like double-wishbone front suspension. This arrangement allows engineers to fine-tune the suspension for the best kinematic configuration. The rear suspension consists of a five-link arrangement made of aluminium which can be further optimised with the inclusion of Adaptive Air Suspension.

The BMW 7 Series comes as standard with Dynamic Stability Control + featuring additional functions such as Hill-Start Assistant, Brake Drying, Brake Pre-tensioning, Soft-stop and Brake Fade Compensation. Dynamic Traction Control can be activated via a button to enable spirited driving or greater traction of slippery surfaces such as snow and ice.

A new interior
The new BMW 7 Series comes with one of the most luxurious interiors of any premium car. In addition to a new iDrive controller and larger 10.2-inch screen, owners will be able to programme frequently selected radio stations or navigation destinations on favourite buttons located on the centre console. For the first time on a BMW the instrument cluster comprises a high-resolution colour display with Black Panel technology. This new style of display makes for greater character clarity and, when not in use, forms a smooth, homogenous black surface that gives the interior an added level of modern elegance.

The 7 Series is the first BMW to enable a customer to upload their favourite music to be stored on the vehicle courtesy of an 8Gb hard drive. In excess of 100 albums can be saved in this way for the driver's enjoyment. Four-zone automatic air-conditioning is fitted as standard while, for the first time, the 7 Series can have a rear seat ventilation system combined with massage function. The air-conditioning system feeds cool air to the seat squab and backrest, while 12 massage bubbles gently knead the occupants' upper body.

The BMW 7 Series comes with BMW ConnectedDrive. This facility features elements such as a dedicated call centre with a concierge service, automatic fault awareness and BMW Assist, the electronic safety net that automatically dials the emergency services in the event of an accident, free of charge for three years.

The BMW 7 Series goes on sale in the UK on 15 November, 2008. Prices will be announced in due course.

After a quick glance we can positively say that despite taking it on the chin for the styling on the current 7-series, it seems BMW has only decided to fix one end of the car. The front end finally looks balanced and although bland, it's at least attractive with the headlights from the CS concept we expected it to receive. The tail end? Well, that's been "blessed" with some really odd, droopy tail lights at the corners. Seems they want to make you look at its ass, even if the only thing you'll do is make fun of it.

Also notable is the new 7 will be abandoning the goofy, column mounted shifter in favor of a more traditional console shift, even if it does look weird. The car will also be getting BMW's internet system, no surprise there, with what appears to be back seat individual monitors which we bet will hook up to the net when the car is in motion. While i-Drive remains, it seems button creep is working it's way into the new 7's cockpit, just as it is for other cars in BMW's lineup. Also, we see faux chrome side vents are continuing their onslaught on our senses with the new 7-Series. Look to hear a lot more about the car very shortly.

Oh and by the way, it's now pretty obvious that "purported" leaked shot of the 2009 BMW 7-Series was more like an "actual" leaked shot. [BMW via WCF]

This new teaser gives us a nice look at the LED headlights that get their style from the sleek CS Concept. We may not be serious golfers, but we can't wait to see what kind of driver this new 7 is going to be. Wait, what? "Driver" is a golf term? Really? Who knew? [roadfly via 7post] hat tip to Jason!

Yes, it's what appears to be a genuine first-generation BMW M6 (or a really, really good fake). I was out for a walk and spotted this red shark parked in a handicapped zone next to Alameda Hospital. You see, handicapped drivers here in the Bay Area don't allow their disabilities to dilute their love for fast German cars.


Fewer than 2,000 E24 M6s were sold in North America during the 1983-89 period. The '87 came with a 256-horse six and a price tag of $55,950 ($106,695.07 in 2008 bucks), just a few grand less than a new Porsche 928S.


This example is in very nice condition for a street-driven 21-year-old car. Sure, 256 horsepower in a 3,570-pound car isn't such a big deal nowadays, but this thing was a fearsome factory hot rod in its time.

Urea is actually a compound found in mammal urine. Utilizing a method that's been put to use on Mercedes' Bluetec models, BMW will be using urea to clean up exhaust emissions. The urea will be stored on-board in a separate tank, and your friendly BMW service department will take care of refilling it for you. In a completely unrelated story, BMW dealership service departments are now serving St. Pauli Girl in the break room. (Update! Steel_ETC sent in some shots of what looks to be a very similar car testing in Maryland. Thanks Steel_ETC!)
[autofiends via BimmerFile]

FORD FURTHER CUTS TRUCK PRODUCTION AS DEMAND SLOWS; MORE CARS, CROSSOVERS, FUEL-SAVING POWERTRAINS ADDED

Next-generation European Ford Focus and Fiesta small cars reach North America in 2010

* North American large truck and SUV production further reduced for remainder of 2008; new Ford F-150 pickup introduction timing adjusted due to market conditions and current-model sell-down

* Production reductions will be achieved through additional downtime, shift reductions and line-speed actions at Ford's large truck and SUV assembly plants

* Production will increase for the Ford Focus sedan and Ford Escape and Mercury Mariner small utility vehicles

* Next-generation, European Ford Focus and Fiesta small cars to begin production in North America in 2010, as Ford confirms it is revising its product plan to add more small cars, crossovers and fuel-efficient powertrains, including many from Ford's acclaimed European lineup

* More details and an updated outlook will be provided during Ford's second-quarter financial report in July; it is clear, however, that 2008 Automotive results will be worse than 2007, cash outflows will be greater than previous guidance and, unless the economy improves, it will be difficult for Ford to break even companywide on a pre-tax basis in 2009, excluding special items

* Ford Motor Credit Company will incur a pre-tax loss this year - excluding any potential payment related to Ford's profit maintenance agreement - primarily due to further weakness in large truck and SUV auction values; Ford Credit no longer plans a distribution payment to Ford in 2008

DEARBORN, Mich., June 20, 2008 - Ford Motor Company [NYSE: F] today said it is making further reductions to its North American truck production plan while adding more small cars, crossovers and fuel-efficient powertrains, as the company responds to the continued deterioration in the U.S.business environment and the accelerated shift away from large trucks and SUVs.

"As gasoline prices average more than $4 a gallon and consumers worry about the weak U.S. economy, we see June industry-wide auto sales slowing further and demand for large trucks and SUVs at one of the lowest levels in decades," said Ford President and CEO Alan Mulally. "Ford has taken decisive action to respond to this accelerating shift in customer demand away from large trucks and SUVs to smaller cars and crossovers, and we will continue to act swiftly moving forward."

Ford now expects U.S. industry volume in 2008 - including medium and heavy vehicles - to be between 14.7 million and 15.2 million units, compared with the previous assumption of 15 million to 15.4 million units. Accordingly, in the third quarter, Ford now plans to produce 475,000 vehicles, a reduction of 50,000 units from previously announced plans and a decline of 25 percent compared with the 2007 third quarter. In the fourth quarter, Ford plans to produce 550,000 to 590,000 units, a reduction of 40,000 units from previously announced plans and a decline of 8 to 14 percent compared with the 2007 fourth quarter.

In parallel, Ford is adjusting the public introduction timing of the new 2009 Ford F-150 by approximately two months due to the industry-wide slowdown in the U.S. truck market and the need to sell down dealer inventory of the current model. The new F-150 now will go on sale in late fall.

"The new 2009 F-150 raises the bar yet again on capability, quality and durability, and we know core truck customers are eagerly awaiting its arrival," said Mark Fields, Ford's President of The Americas. "Our plan all along has been to introduce the new F-150 after our dealers had a chance to sell down inventory of the existing model, and - with the current slowdown in the marketplace - we decided it was prudent to adjust the start of public sale for the new truck by about two months."

With these actions, Ford said it now is clear that 2008 pre-tax Automotive results will be worse than 2007, cash outflows to fund operating losses and restructuring will be greater than previous guidance and, unless the economy improves, it will be difficult for Ford to break even companywide on a pre-tax basis in 2009, excluding special items. Ford North America still expects to reduce annual operating costs by about $5 billion by the end of 2008 - at constant volume, mix and exchange, and excluding special items - compared with 2005.

Ford Motor Credit Company now will incur a pre-tax loss this year - excluding any potential payment related to Ford's profit maintenance agreement - primarily due to further weakness in large truck and SUV auction values. Ford Credit no longer is planning a distribution payment to Ford in 2008.

Ford said it will provide more details on changes to its overall plan when it announces second-quarter financial results in July. In the meantime, Ford is taking the following production actions:

* Production of the 2009 F-150 now will begin in August at Kansas City Assembly Plant and in September at Dearborn Truck. One shift will be eliminated at both Kansas City (from two to one) and Dearborn (from three to two). Dearborn Truck will be idled most of the third quarter.

* Michigan Truck Plant will be idled for nine consecutive weeks beginning the week of June 23, in line with demand for the company's full-size SUVs.

* One shift of production will be eliminated at Louisville Assembly Plant for mid-size SUVs in the third quarter.

* The line speed will be reduced at Kentucky Truck Plant for large pickups in the third quarter.

* The line speed will be reduced at Chicago Assembly in the third quarter for full-size sedans.

* Production will wind down at Cuautitlan Assembly Plant in Mexico by the end of 2008. The plant, which now produces large pickups, will be retooled for production of the new Fiesta small car for North America beginning in early 2010.

Ford also is taking the following actions to increase capacity in the third quarter:

* Oakville Assembly will add a third shift for production of the Ford Edge, Lincoln MKX and all-new 2009 Ford Flex crossovers.

* Kansas City Assembly Plant's line that produces the Ford Escape, Escape Hybrid and Mercury Mariner and Mariner Hybrid small utility vehicles will add a third shift.

* Wayne Assembly Plant's body and paint shops will add a third shift, and the line-speed will be increased for final assembly production of the popular Ford Focus small car.

Production at Ford's stamping, engine and transmission plants is being adjusted in line with the changes in assembly capacity.

"We view the move to smaller, more fuel-efficient vehicles as permanent, and we are responding to customer demand," Mulally said. "In the near term, we are adjusting production to the actual demand - increasing small cars and crossovers and reducing large trucks and SUVs. For the long term, we are moving fast to introduce more small cars, crossovers and fuel-efficient powertrains - including more hybrids - and we will adjust our manufacturing facilities to match our updated product lineup."

Ford said it is uniquely positioned to build on its strength today as a crossover vehicle leader, while leveraging its small car expertise in Europe and bringing more of those vehicles to North America.

In addition to hatchback and sedan versions of the European-engineered Ford Fiesta small car that goes on sale in North America in early 2010, Ford is announcing today that four- and five-door versions of the next-generation European Ford Focus small car will be produced in North America beginning in late 2010.

The new Focus will be common with Europe, South America and Asia Pacific and represent the next generation of today's successful European Focus. Excellent fuel economy will be achieved through new highly efficient direct-injection engine technology and a new advanced six-speed transmission.

The new Focus and Fiesta - as well as other small cars and crossovers from Europe - will be part of an unprecedented period of new Ford product introductions that has only just begun in North America. The new Ford Flex crossover and Lincoln MKS sedan went on sale this month, and the new F-150 goes on sale in late fall. New versions of the Ford Fusion, Mercury Milan and Lincoln MKZ mid-size cars debut late this year, as do all-new hybrid versions of the Fusion and Milan.

By the end of this year, 70 percent of all Ford, Lincoln and Mercury products by volume in North America will be new or significantly upgraded compared with the 2006 models. By the end of 2010, 100 percent of the product lineup will be new, including in 2009 the next-generation Mustang, new fuel-saving EcoBoost engines and new European Transit Connect.

"We remain absolutely committed to accelerating the development of the new products that customers want and value," Mulally said. "We sell some of the best smaller cars and utility vehicles in the world in our profitable European and South American operations, and our plan is to introduce these same vehicles in North America as quickly as possible. This is an integral part of our plan to leverage our global assets and achieve our goal of profitable growth."

[Source: FORD]

2010 BMW 5-Series A new BMW 5-series prototype has hit the 'Ring, this time without the heavy mesh camouflage that usually covers its grille. Of course its twin-kidney grille is no surprise, but there are some nuances to the new 5-er's face that promise an improved look over the somewhat awkward lines of the current model. Elements of the upcoming 7-series can be seen in the grille of the 5-series, such as the larger, smoother shape to the openings. To our eyes, the shape of the front "kidneys" is a bit of a throwback to the E39 5-series which ended production in 2003.

Pushrod engines can do insane things. Despite all the changes that have made "stock cars" kind of a tongue-in-cheek joke, the iron block/aluminum head powerplants hail straight from the Eisenhower era. At 358 cubic inches, these 12:1 compression V8s still suck mixture from a Holley 830 and spin at just under 10,000 RPM. Doug Yates explained to us that NASCAR engines actually see higher piston speeds than F1 engines due to their longer stroke. He also noted that pushrod deflection actually helps fling the valvetrain open; we figure the valves can use all the help they can get, considering they have an inch of lift. All this brings us to our next point.

You shouldn't break your motor. Remember that pushrod engine that's doing all that insane stuff? Yeah, well, you gotta wring it within an inch of its life during qualifying but you can't break it: You only get one engine per weekend. That says a lot about the engineers, but it says a lot about the guys who screw these things together too.

They let KIDS drive these things. We met with Colin Braun (pronounced "Brown," but still ironic since he's got a few years before facial hair will appear), the current rookie of the year in the Craftsman Truck series. This 19-year-old is better mannered than the combined Jalopnik staff, and he explained how his Roush-Fenway race truck completely changes character during the course of a race due to tire wear, brake wear, suspension loosening, and fuel usage, requiring the driver to constantly adapt to a different-feeling vehicle.

"Scrap tire" means different things to different people. Seeing a stack of grooved tires outside the Wood Brothers' trailer, we asked if they were rain tires. Len Wood explained to us that the technical term was "scrap tire." Teams are only allowed a certain number of sets of tires per weekend (it varies by track), and those tires have to be turned-in to officials at the end of the event. To keep a few sets around for shows, testing and such, teams are allowed to groove the tires, thus making them unsuitable for high-speed runs. The result is a scrap tire, not to be confused with the mosquito nursery you have behind your garage.

Two tenths on a big oval is a huge improvement. NASCAR regulations combined with 50 years of development work on the same basic designs have conspired to make competitive breakthroughs nonexistent. What that means is that a change resulting in a repeatable one- to two-tenths per-lap gain is considered huge. Vehicle engineers are seeking microscopic improvements now, literally shaving hundredths in the search for a winning edge.

We assumed that there was more to stock car racing than we gave it credit for. So were we surprised by the level of precision and engineering that goes in to one of these pushrod, live-axle beasts, whether it's a Craftsman-series truck, Busch car, or Cup car? Yes. Are we gonna be hootin' and a hollerin' at race time every Sunday? Not so much.
(Photo Credit: funnyhub.com)

Classic with Added Appeal Affalterbach — Following its most recent makeover, the G 55 AMG from Mercedes-AMG is now even more attractive. Boasting an upgraded performance of 373 kW/507 hp, this offroad classic has also been given a fresh look, incorporating a reworked radiator grille and new 19-inch AMG light-alloy wheels. Inside, the exclusive interior features the latest generation of telematics equipment and optional climatised seats in combination with designo leather upholstery for enhanced passenger comfort. The inclusion of some of the latest technology has made this classic from the AMG stable fit for the future. Thanks to the integration of a new engine control unit, the performance of the supercharged AMG 5.5-litre V8 engine has been nudged up from 368 kW/500 hp to 373 kW/507 hp, with maximum torque remaining at 700 Nm. Likewise unchanged is the vehicle's effortless performance, with the G 55 AMG accelerating from zero to 100 km/h in 5.5 seconds and peaking at a top speed of 210 km/h (electronically limited). The upgraded G 55 AMG also features improvements in the areas of safety and comfort. The Electronic Stability Program (ESP®), for example, now boasts a new and more powerful control unit, incorporating a transverse acceleration control to allow more precise recognition of dynamic driving situations and thus provide even better vehicle stability. In addition, the new G 55 AMG now comes with a hill-start assist. A sensor recognises whenever the off-roader comes to a halt on an ascending gradient. The system instantly memorises the braking pressure applied and maintains this for a short instant, giving drivers sufficient time to move from the brake to the accelerator pedal without the vehicle rolling backward. The big advantage of this technology is that in most cases it eliminates the need to use the parking brake.

Page 2
Discreet but effective design modifications

The new G 55 AMG boasts discreet but effective design modifications, including
a new radiator grille with three distinctive horizontal bars that are painted the
same colour as the rest of the body and — exclusive to the AMG top-of-the-range
model — also feature chrome inserts. Moving around the vehicle, the highlight of
the side view are the new polished 19-inch five-spoke AMG light-alloy wheels
painted titanium grey. They are 9.5 inches wide and equipped with 275/55 R 19
tyres that impressively bulk out the wheel arches.

Still a standard feature of the AMG body-styling package are the bumpers painted
in body colour and the characteristic AMG wide fenders. Other features include a
brushed-aluminium trim set boasting a distinctive AMG logo and the twin oval
chrome tailpipes of the AMG sports exhaust system, emerging from beneath the
stainless-steel running boards on either side of the vehicle — an unmistakable
sign of the power of the supercharged AMG 5.5-litre V8 engine.

New COMAND APS and designo leather upholstery fitted as standard

The G 55 AMG also underscores its exclusive character with designo leather
upholstery, which is standard and now features a new silver-coloured designo
emblem on the front backrests. The seats are colour-coordinated with the designo
decorative wood trim as well as the wood/leather steering wheel and the
redesigned wood/leather selector lever bearing a G 55 logo. Also new is the
interior roof lining made of anthracite Alcantara. Helping to enhance passenger
comfort, particularly in the summer months, are the new climatised seats, which
are available for the first time with this model.

Drivers of the new G 55 AMG will also benefit from the latest generation of
telematics equipment developed by Mercedes. The standard equipment COMAND
APS system boasts a high-definition 6.5-inch colour display, rapid HDD navigation
with aerial view, LINGUATRONIC for controlling audio, navigation and phone
systems, a 4 GB memory for music files, and a slot for SD memory cards. Also available as an option is a DVD changer and a universal interface for plugging
in USB sticks, iPods, or other external audio devices.

The G 55 AMG is only available as a long-wheelbase station wagon with
five doors. The vehicle will be available from September 2008 at a price of
121,618 euros (incl. 19 percent sales tax).

[Source: MB]

So, in a battle of epic modifying wills, who runs the show here? The CL has got serious craziness going on, but this Bimmer, at certain angles, actually looks pretty hot...particularly in light of the devilish license plate. What say you, fine peoples?

Gawker Media polls require Javascript; if you're viewing this in an RSS reader, click through to view in your Javascript-enabled web browser.

Suitability Parameters:
Speed Merchants: No
Fashion Victims: Yes
Treehuggers: No
Mack Daddies: No
Tuner Crowd: No
Hairdressers: Yes
Penny Pinchers: No
Euro Snobs: Yes
Working Stiffs: No
Technogeeks: Yes
Poseurs: Yes
Soccer Moms: No
Nascar Dads: No
Golfing Grandparents: Yes

Also Consider:
• VW Eos
• Mini Cooper S Convertible
• Mazda MX-5
• Volvo C70
• A well-sorted 1992 325i convertible with Eibach springs and shocks, Yokohama AVS Intermediates, AP Racing brakes, a K&N filter, Borla exhaust, performance chip, a sweet 5-speed manual and performance driving lessons.

Vitals:
• Manufacturer: BMW
• Model year: 2008
• Base Price: $33,100
• Price as Tested: $33,100 plus a Suzuki ($47,395)
• Engine type: 3.0-Liter DOHC I6
• Horsepower: 230 @ 6,500 RPM
• Torque: 200 @ 2,750 RPM
• Transmission: 6-Speed STEPTRONIC Automatic Transmission
• Curb Weight: 3,571 lbs
• LxWxH: 171.7" x 68.8" x 58.0"
• Wheelbase: 104.7"
• Tires: P205/55R17
• 0 - 60 mph: 7.0 Seconds
• EPA Fuel economy city/highway: 18/27 MPG
• NHTSA crash test rating: NA

Also see:

• 2008 BMW 128i Convertible, Part One
• 2008 BMW 128i Convertible, Part Two

[r3vlimited] Hat Tip to TheGuinnessTooth!

Acceleration: ***
In the sportiest of modes, which requires nudging the shifter to the left and pushing the button on the dash, the heavy convertible manages to trot to 60 mph in a reasonable 7.0 seconds, slightly faster than the 328i Convertible. Unfortunately, the whole process is, and I feel strange saying this about a car, a bit mechanical. There's no rush of speed, no woosh of sound, just a car competently completing the task it's presented with.

Braking: ***
The one place where the BMW doesn't feel as heavy as it is, is when it comes to stopping. There are a variety of electronics involved, including automatic Brake Fade Compensation, but in this instance there's no loss of feel. Step on the brakes and all that heft comes to a fulfilling stop.

Ride: **
If you were to drive the BMW 128i along a straight, bumpy road you'd be excited. All that jostling must indicate there's some sort of highly tweaked and insanely fun suspension lurking beneath you. The problem is, there's not.

Handling: ***
What initially feels like a responsive rear wheel drive chassis turns out to be disappointingly underwhelming. Switch the plethora of electronic nannies off and all you get is a soft, unpredictable, unsporty drive. Still, it's competent and capable of a somewhat satisfying turn of speed, just not the responsive, lithe revelation we'd hoped for.

Gearbox: **
Err... which mode? There's the regular, boring hands-off automatic six-speed that's too slow or the thumb paddle-interfaced version that's too confusing. The sport option is the best choice for those, like me, always in a hurry to get where they're going.

Audio: ****
Maybe it's because of the lo-fi music I listen to, but the 10-speaker stereo managed to keep me in tunes through the noisy top-down conditions. Even better, the satellite radio is easier to navigate with the newer iDrive system, meaning that I can swap between Grandmaster Flash and Cat Power without having to complete any post-graduate programming classes. The BMW also features an adjustable audio auxiliary port for my iPod.

Toys: ****
When configuring this particular press fleet vehicle, the folks at BMW must have gone on a box-checking spree. Xenon headlights? Check. Comfort access. Check. USB-port? Check. Voice dialing? Check. Automatic dimmers? Check. Mirrors that bend downward when parallel parking? Check. Navigation with traffic updates? Check. And as much as people like to criticize the iDrive system, after a few minutes I found this version to be fairly easy to use. But, we'd trade it all for less weight, more communication and a better drive.

Value: *
At approximately $33,100, a base-priced 128i comes in $10,100 below the larger 328i despite sharing the same engine and basically the same chassis. That would be good deal as the extra room you get in the back of the 3-Series isn't $10,000 worth of space. Unfortunately, to get a fully loaded baby Bimmer you're going to be out $47,395. Even with our current currency issues our money goes a little further than that.

Overall: **
Underwhelmingly adequate isn't a phrase normally associated with BMW's products, nor one that we want to use to describe them. Unfortunately, the 2008 BMW 128i suffers too much from its own hype. There are those that may argue it should be judged in a vacuum, avoiding comparisons to either the older E30 3-Series or even older 2002. But that's what BMW promised and then failed to deliver. At the end of the day, it's a three star car with four star ambitions at a five star price, which means giving it more than two stars would be overly generous.

Also see:

• 2008 BMW 128i Convertible, Part One
• 2008 BMW 128i Convertible, Part Three

Alas, this isn't that car. Meaning I look ridiculous only for the amusement of Mark. The new 1-Series, at least in 128i trim, is only going to fulfill the desire of a trophy wife lusting after a toy taken from the profits of her hubby's burgeoning orthodontic practice, or perhaps for old men who find the Z4 too two-seatery. BMW is lucky in that, as niches go, that one is large enough to require a specific model. The enthusiast community is the loser here. This new Bimmer is just too heavy, too complicated and too expensive to be mentioned in the same breathe as the much-loved E30.

It isn't obvious by looking at the 128i standing by itself that the smallest BMW is such a porker. BMW's flame surfacing is toned down to Zippo level with only the straight crease across the beltline and the curved line running wheel to wheel as indicators that this is part of the company's Bangleized look. Unlike the coupe version, there's no too-tall greenhouse to distort proportions. In fact, its large eyes and kidney grille entice the driver to hop in and enjoy a bit of fast, topless fun. But once you do get in, that desire quickly turns into annoyance and then boredom.

Before you can even turn the key you... well, you can't even turn the key. You have to push the start button (as nightmares of Vista dance in your head). Then interface with the iDrive system to select the navigation screen, but only after you agree that using a GPS system while driving is bad and subsequently relinquish your ability to sue BMW for directing you into a ditch. Then click the iDrive a few more times to select a radio station and poke at the multiple switches to adjust the sport seats into a comfortable position. All this involves more button pushes and time than it takes me to transfer funds, check balances and otherwise completely reorganize my meager finances at an ATM.

Once you actually start moving even more obstacles appear between you and an ideal driving experience. The six-speed STEPTRONIC automatic transmission our car came with offers a variety of ways not to enjoy the engine's potential power. Assuming you want to do none of the shifting yourself you have the choice between the painfully slow standard mode, which makes quick shifts way earlier than you'd want them, or the sportier mode, which lets you enjoy those precious lower gears slightly longer. Assuming you prefer the hands-on approach, you can bounce the shifter up and down or blip one of the two thumb paddles located behind the steering wheel. Of all the options I preferred the sport setup with the occasional nudge, usually in the wrong direction, of the shifter. The 1-series uses BMW ridiculously unintuitive new paddle set up, both the left and right move forward and back instead of the traditional right for up, left for down. It doesn't sound that bad, but if you've ever driven another paddle-equipped vehicle you'll end up up shifting every time you go to shift either way.

The 128i's normally aspirated 3.0-liter inline-six is zippy if not particularly powerful, providing 230 horsepower and 200 ft.-lbs of torque. Whatever oomph is there is, unfortunately, is misused by the transmission. Driving fast, in a straight-line, you find yourself a gear ahead of where you'd like to be, grasping for the 7,000 RPM redline which remains nothing but a red-painted promise. It should be no shock then that the 0-60 time for the automatic is 0.6 seconds slower (at 7.0) than the same car equipped with a manual transmission. There's a finely tuned rumble to the i6, but it's merely a tease the transmission can't fulfill.

And speaking of being unfulfilled, the handling is anything but enjoyable. Mark and I randomly met up with a gentleman driver more familiar with the lay-of-the-land who was piloting a radar detector-equipped BMW Z3 and offered to lead us on a drive through some of the twistier roadways of the suburbs. It required a serious effort to keep up with him as the little Bimmer's suspension (borrowed mostly from the 3-Series) fought against the rapid changes in direction. Considering the car weighs in at 3,494 pounds, not even 300 pounds lighter than the much roomier 328i Convertible, there's not the light-and-easy toss-ability you'd hope would be present. The stiff suspension keeps the hefty cabriolet relatively flat when it starts to accrue G's, but at the price of a bumpy ride over less-than-perfect roads.

If you press the Dynamic Traction Control (DTC) button on the dash, things get slightly better. Power comes a bit quicker and, when pushing the car to its limits, there's a little less insistence from the BMW that it knows more than you about driving. But push too hard while cornering and the power suddenly vanishes. It's not so much a nanny preventing you from having fun as it is an electronic compensation for an inherently un-exploitable chassis

This doesn't mean I couldn't enjoy driving people around in the 128i with the top down. The next day I found myself cruising around the smooth roads encircling Wisconsin's Lake Geneva with my lady friend, blasting old school hip hop through the sound system, which made me feel less like a douche and more like a poser, but a content poser. The car is still a BMW convertible and therefore is a stylish and comfortable way to slowly cruise by jealous onlookers. Though perhaps they wouldn't be jealous if they knew how much it costs. This one's got more options than any one person could possibly use, driving the suggested base from $33,100 up to $47,395, a sum King Solomon himself would blink at.

Leaving the Lake Geneva area I defied the GPS and chose a path that would give me a bit more time to experience the car on some unrestricted back roads. Unfortunately, the 128i isn't as refined as the price might suggest. There's so much wind and noise intrusion, even with the windows up, that when we reached higher speeds my passenger pleaded with me to switch to top-up driving so that we could hear our own thoughts and each other. I happily complied because she was both nice to look at and interact with. I wish I could say the little BMW boasted the same characteristics.

Also see:

• 2008 BMW 128i Convertible, Part Three
• 2008 BMW 128i Convertible, Part Two

Who cares? If you want a lifted 3-Series wagon, why not buy a 3-Series wagon and have it lifted? Really, how many niches must there be? Does the world actually need something that's part wagon, part SUV, part minivan, part sedan? The bad part is that once the F3/V3/X1 finally does arrive, it won't actually be a bad vehicle. We'll test drive it, and declare that it's well-built, drives well, and is quite practical. And then people will buy it. Profit will be made. Other automakers will take notice and build similar vehicles. The niche will be filled. Then, two new niches, one to either side of the old niche, will be created. Those niches will be filled, and sooner or later we'll all be driving (or merely riding along) in nondescript blobs. Our children will have no knowledge of hoonage, at which point the world will likely end.
[BimmerPost.com]

Now, you'd think that a keen ear would have heard a significant increase in the exhaust note's volume before noticing the faint scrapping sound of rusty German metal on American pavement, but the piping was apparently so rusty that it had been significantly loud for as long as I'd known it. So, after pulling over onto the shoulder, I figured it wouldn't be very difficult to just complete the job right then and there. Though only the tailpipe was resting on the ground, the entire muffler felt pretty loose. Rather than hassle with attempting to unbolt this or that, I simply got down in the dirt and started kicking the dang thing. That loosened it up nicely, but it still wasn't off completely. So, lacking any gloves, I grabbed a pair of socks from my bag and slid 'em over my hands so I wouldn't burn myself. Twisting the muffler back and forth, it soon broke off like a tab from a Coke can. Victory. I hoisted it into the air then slammed it on the pavement. That thing ain't gonna muffle any sweet inline-six gurgle-tones no more.

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We're told by the folks at Motor Authority the car pictured here is an early test-mule for the next-generation 1-series hatch due most likely in either late 2011 or early 2012. Makeshift fender flares indicate we could expect the new model to sport a widened track both front and rear, confirming the next 1-series will be bigger than the current model. The larger footprint will also improve the car's dynamics and road-holding abilities and hopefully increase the headroom and legroom in the rear seat to move the demographic of buyers from parents with two child amputees to parents with two children with growth hormone deficiencies. [Motor Authority]