World of BMW is delighted to announce that the all-new F 800 GS will be an exciting new addition to the BMW Off Road Skills fleet for 2008.
The F 800 GS expands BMW Motorrad's class-leading traditions into the middleweight adventure sports category. The overall package combines balance, power and weight with excellent ground clearance thanks to an 880mm seat height and long suspension travel. Together with some innovative new BMW Enduro technologies, the result is a machine with excellent off-road riding performance.
If you would like to be one of the very first people in the UK to ride the new F 800 GS in its natural environment, the BMW Off Road Skills 4,000 acre private Enduro Park is the perfect place to do just that. The F 800 GS will be available for participants to book on all BMW Off Road Skills activities, from the newly structured Level One Basic and Level One Advanced courses, through to Level Two courses and the brand new Day in the Dirt and Brecon Beacons Discovery experiences.
Please note that the F 800 GS school bikes will be allocated to customers on a first come first served basis.
Customers who have already booked on a different model for a BMW Off Road Skills activity in 2008 are able to change their choice of model to the new F 800 GS should they wish to (subject to availability).
BMW Off Road Skills dates, running from March to October, together with full details of all 2008 activities have already been announced. With the F 800 GS now available to book, the World of BMW is advising customers to book now to secure their place.
Tuesday, 4 December 2007
30 November 2007RIDER POWER Survey places BMW Motorcycles first,...
The BMW R 1200 RT, the machine that redefined the touring genre, is still the UK's number one motorcycle according to RiDE magazine's annual RIDER POWER Survey - the biggest poll of its kind in the motorcycle industry.
The boxer-engine tourer is as popular as ever with owners and, as if to emphasise its touring capabilities, the RT also topped the Best Tourer category - for the third consecutive time it has won during its three years of production.
A jubilant Tony Jakeman, BMW Motorrad Marketing Manager, was keen to expand on the RT's success: "The R 1200 RT has been voted by owners as the perfect motorcycle for touring and who are we to disagree? With its light weight, dynamic handling, impeccable road holding and a wide spread of power, not to mention its reliability, the RT is a fantastic all-round touring machine. It also features world-leading aerodynamics, Electronic Suspension Adjustment (optional), great ABS braking and safety features, unsurpassed rider and passenger ergonomics, a fuel range of almost 300 miles, and massive luggage carrying capacity.
"RiDE's RIDER POWER Survey awards reflect the opinions of serious motorcyclists and BMW Motorrad is delighted to have done so well in so many categories."
The most predictable award was in the Best Trailie survey where the BMW R 1200 GS Adventure and its standard derivative, the R 1200 GS, came first and second respectively. The Adventure also finished fourth in the overall survey and gave BMW Motorrad three of the UK's top four motorcycles.
However, the big boxer twins did not have it all their own way. BMW's high-tech K 1200 S, with its extremely powerful 4-cylinder engine, was placed first in the Sports Tourer category and second in the entire RIDER POWER Survey. Tony Jakeman commented: "This proves that if you want to go places on a motorcycle, a dedicated BMW is the best bike to get you there!"
BMW Motorrad's excellent dealer network and customer care was also recognised by the survey's voters. Southport Superbikes was voted Best Dealership in not only the North West and Wales, but in the whole of the UK. CW Motorcycles was voted number one in the South West (with Ocean Plymouth second and Bristol Motorrad third), while Wollaston Motors was placed third in the Midlands region.
Full details from the RIDER POWER survey are available in the January issue of RiDE magazine, on sale now.
The boxer-engine tourer is as popular as ever with owners and, as if to emphasise its touring capabilities, the RT also topped the Best Tourer category - for the third consecutive time it has won during its three years of production.
A jubilant Tony Jakeman, BMW Motorrad Marketing Manager, was keen to expand on the RT's success: "The R 1200 RT has been voted by owners as the perfect motorcycle for touring and who are we to disagree? With its light weight, dynamic handling, impeccable road holding and a wide spread of power, not to mention its reliability, the RT is a fantastic all-round touring machine. It also features world-leading aerodynamics, Electronic Suspension Adjustment (optional), great ABS braking and safety features, unsurpassed rider and passenger ergonomics, a fuel range of almost 300 miles, and massive luggage carrying capacity.
"RiDE's RIDER POWER Survey awards reflect the opinions of serious motorcyclists and BMW Motorrad is delighted to have done so well in so many categories."
The most predictable award was in the Best Trailie survey where the BMW R 1200 GS Adventure and its standard derivative, the R 1200 GS, came first and second respectively. The Adventure also finished fourth in the overall survey and gave BMW Motorrad three of the UK's top four motorcycles.
However, the big boxer twins did not have it all their own way. BMW's high-tech K 1200 S, with its extremely powerful 4-cylinder engine, was placed first in the Sports Tourer category and second in the entire RIDER POWER Survey. Tony Jakeman commented: "This proves that if you want to go places on a motorcycle, a dedicated BMW is the best bike to get you there!"
BMW Motorrad's excellent dealer network and customer care was also recognised by the survey's voters. Southport Superbikes was voted Best Dealership in not only the North West and Wales, but in the whole of the UK. CW Motorcycles was voted number one in the South West (with Ocean Plymouth second and Bristol Motorrad third), while Wollaston Motors was placed third in the Midlands region.
Full details from the RIDER POWER survey are available in the January issue of RiDE magazine, on sale now.
Spy Photos: 2010 BMW X3
MUNICH, Germany — The first prototype for BMW's all-new 2010 X3 has broken cover, and spy photographers caught it in action yesterday on the streets of Munich.
Despite the heavy camouflage, the sleekness of the revamped X3's new shape is unmistakable. From this first look, it seems that a little more "sportwagen" has crept into the new X3's exterior design. The X3 continues to ride on a BMW 3 Series platform, but it has been stretched and widened for additional functionality.
From an earlier X3 test mule cloaked in 3 Series wagon sheet metal, we have already surmised that the future X3 will get a redesigned suspension setup compared to the current model.
Expect additional mechanical specifications to continue to leak into the media as the X3 nears its launch date.
Despite the heavy camouflage, the sleekness of the revamped X3's new shape is unmistakable. From this first look, it seems that a little more "sportwagen" has crept into the new X3's exterior design. The X3 continues to ride on a BMW 3 Series platform, but it has been stretched and widened for additional functionality.
From an earlier X3 test mule cloaked in 3 Series wagon sheet metal, we have already surmised that the future X3 will get a redesigned suspension setup compared to the current model.
Expect additional mechanical specifications to continue to leak into the media as the X3 nears its launch date.
BMW brings Internet Protocol under the hood
MUNICH, Germany — A BMW research group has tested the Internet Protocol to network automotive controllers. The engineers found that IP could well suit the real-time requirements even of safety-critical applications. But the most prominent benefits are in another area: With IP networking, costs for automotive electronics probably could be lowered.
The research group, working at BMW Research and Technology GmbH, an R&D think tank for the Bavarian luxury car maker, had the enviable task to develop a vision of tomorrow's car networking technology. Their experiments included the usage of standard Ethernet for certain aspects of in-car networking.
The most recent concept addressed the fact that in today's cars up to 70 embedded computers are networked by a host of different networking systems including CAN, LIN, MOST and Flexray. While these different types of networking are optimized each for specific purposes, the variety creates complexity and costs.
In order to enable a radical simplification of the network jungle, the BMW engineers tested the aptitude of the Internet Protocol for applications in engine compartment and dashboard. For their experimental in-car network, they used standard PC and embedded electronic parts and included, among other ECUs, engine control (DME), Dynamic Stability Control (DSC) and dashboard head unit. In addition, a multimedia server and a camera were part of the network; gateways connected conventional non-standard automotive applications.
The results were very positive towards potential future IP in-car networks. "One of our research goals was to verify the real-time capabilities of IP for safety-critical applications," said project manager Richard Bogenberger. "In order to guarantee the short response times required, we used features such as QoS and traffic shaping. Our experiments with prototypes demonstrated, that the real-time behavior far exceeded the requirements — even when we ran multimedia applications across the same network."
Bogenberger and his team used the current IP version 4. They even evaluated the future version IPv6. "We found great potentials for IPv6 applications," Bogenberger said. "But the research goals could all be met by just using IPv4."
The motivation to test IP in car networking was twofold, Bogenberger said. "We expect rising requirements as to automotive electronics with respect to consumer electronics integration and the interconnectivity of cars with other vehicles and with the infrastructure. Also, we were interested in exploring the chances and possibilities created by making a vehicle an integral part of the global internet."
By using IP components and software routines, automotive OEMs could use standard components. "This would facilitate coordinating and matching processes with external partner since they would have access to hardware and software building blocks," Bogenberger said.
Since the study was not part of the serial car development, there is no schedule in place as to when the first "internet cars" could hit the roads. But, Bogenberger pointed out, talks with other automotive OEMs and tier ones will follow soon.
The research group, working at BMW Research and Technology GmbH, an R&D think tank for the Bavarian luxury car maker, had the enviable task to develop a vision of tomorrow's car networking technology. Their experiments included the usage of standard Ethernet for certain aspects of in-car networking.
The most recent concept addressed the fact that in today's cars up to 70 embedded computers are networked by a host of different networking systems including CAN, LIN, MOST and Flexray. While these different types of networking are optimized each for specific purposes, the variety creates complexity and costs.
In order to enable a radical simplification of the network jungle, the BMW engineers tested the aptitude of the Internet Protocol for applications in engine compartment and dashboard. For their experimental in-car network, they used standard PC and embedded electronic parts and included, among other ECUs, engine control (DME), Dynamic Stability Control (DSC) and dashboard head unit. In addition, a multimedia server and a camera were part of the network; gateways connected conventional non-standard automotive applications.
The results were very positive towards potential future IP in-car networks. "One of our research goals was to verify the real-time capabilities of IP for safety-critical applications," said project manager Richard Bogenberger. "In order to guarantee the short response times required, we used features such as QoS and traffic shaping. Our experiments with prototypes demonstrated, that the real-time behavior far exceeded the requirements — even when we ran multimedia applications across the same network."
Bogenberger and his team used the current IP version 4. They even evaluated the future version IPv6. "We found great potentials for IPv6 applications," Bogenberger said. "But the research goals could all be met by just using IPv4."
The motivation to test IP in car networking was twofold, Bogenberger said. "We expect rising requirements as to automotive electronics with respect to consumer electronics integration and the interconnectivity of cars with other vehicles and with the infrastructure. Also, we were interested in exploring the chances and possibilities created by making a vehicle an integral part of the global internet."
By using IP components and software routines, automotive OEMs could use standard components. "This would facilitate coordinating and matching processes with external partner since they would have access to hardware and software building blocks," Bogenberger said.
Since the study was not part of the serial car development, there is no schedule in place as to when the first "internet cars" could hit the roads. But, Bogenberger pointed out, talks with other automotive OEMs and tier ones will follow soon.
BMW's high-velocity hauler is here
BMW's M5 Touring - arguably the most muscular station wagon yet unleashed on the motoring public - is now available in South Africa, with prices starting at R1 050 000.
When Beem's überwagen was launched in Britain in May 2007, BMW SA confirmed that there were "no plans" to release it locally; we're glad that decision was revised.
The front end is pure M5, complete with front air dam, side-sills, air intakes in the side panels, 19" rims shod with 255/40 rubber and, of course, BMW's award-winning 373kW, 520Nm, five-litre, V10 engine, driving via a seven-speed, programmable, semi-automatic, sequential gearbox
The front end is pure M5, complete with BMW's award-winning 373kW, 520Nm, five-litre, V10 engine...
.
I'll launch from 0-100km/h in a spooky-fast 4.8sec and reach its electronic limit of 250km/h rather sooner than most drivers are ready for – BMW claims it'll cover a standing kilometre in 22.9sec.
BUT
It also has a spacious, versatile interior with luxurious seating for five and a luggage compartment that can swallow from 500 to 1650 litres, self-levelling air suspension and an electric tailgate with separately-opening window.
And there's a standard two-piece "sundim" glass roof, each panel of which can be tilted for extra ventilation; the front panel can be opened completely. Daytime lights and adaptive headlights are standards; a trailer hitch, rated for 1800kg, is an extra-cost option
... while the luggage compartment can swallow from 500 to 1650 litres
.
The rear body and luggage compartment floor have been reinforced and stiffened to cope with the extra stresses imposed by the car's performance levels and an optional storage package includes individual subdivision of the luggage compartment floor, folding partition panels, tie-down straps in the side panels, and multi-function supports.
All the BMW Individual options are available on the M5 Touring, including head-up display and a new, concert-class, 825W, 16-speaker audio system. The BMW M5 Touring comes with a two-year warranty and a five-year or 100 000km maintenance plan.
When Beem's überwagen was launched in Britain in May 2007, BMW SA confirmed that there were "no plans" to release it locally; we're glad that decision was revised.
The front end is pure M5, complete with front air dam, side-sills, air intakes in the side panels, 19" rims shod with 255/40 rubber and, of course, BMW's award-winning 373kW, 520Nm, five-litre, V10 engine, driving via a seven-speed, programmable, semi-automatic, sequential gearbox
The front end is pure M5, complete with BMW's award-winning 373kW, 520Nm, five-litre, V10 engine...
.
I'll launch from 0-100km/h in a spooky-fast 4.8sec and reach its electronic limit of 250km/h rather sooner than most drivers are ready for – BMW claims it'll cover a standing kilometre in 22.9sec.
BUT
It also has a spacious, versatile interior with luxurious seating for five and a luggage compartment that can swallow from 500 to 1650 litres, self-levelling air suspension and an electric tailgate with separately-opening window.
And there's a standard two-piece "sundim" glass roof, each panel of which can be tilted for extra ventilation; the front panel can be opened completely. Daytime lights and adaptive headlights are standards; a trailer hitch, rated for 1800kg, is an extra-cost option
... while the luggage compartment can swallow from 500 to 1650 litres
.
The rear body and luggage compartment floor have been reinforced and stiffened to cope with the extra stresses imposed by the car's performance levels and an optional storage package includes individual subdivision of the luggage compartment floor, folding partition panels, tie-down straps in the side panels, and multi-function supports.
All the BMW Individual options are available on the M5 Touring, including head-up display and a new, concert-class, 825W, 16-speaker audio system. The BMW M5 Touring comes with a two-year warranty and a five-year or 100 000km maintenance plan.
BMW may bring back Isetta
Auto Express is reporting that BMW is currently considering bringing back the Isetta, the three-wheel mini car with a door where the hood should be that achieved pop-culture celebrity status as the personal whip of Urkel on the sit-com Family Matters (did I just date myself?). Unlike the original, the modern interpretation will have four wheels and two doors on the sides (damn safety regulations), but it will retain the rear-engine layout of the original. While BMW has not corroborated any of this speculation, there are many reasons why resurrecting the Isetta would be a good move for the Munich-based automaker. For one, the minicar segment is a robust one around the world, especially Europe where the new Isetta would do battle with the Fiat 500, smart fortwo and Volkswagen's up! lineup. Secondly, the Isetta would be powered by a clean engine that, coupled with its light weight, would yield the most eco-friendly BMW of them all. Its inclusion in the propellor's line up would serve to bring down the average emissions of BMW's entire fleet. Finally, the Isetta brand is eminently bankable thanks to the cult status it's achieved in car culture and the generally fun and jolly nature of the original. Hopefully, however, Urkel didn't damage the brand too much back in the '90s.
BMW Hydrogen 7 - Behind the wheel
During my visit to the LA Auto Show, I was fortunate enough to drive a hydrogen-powered BMW 7 Series. Unlike hydrogen-powered fuel-cell vehicles, it uses the hydrogen to power its regular internal-combustion engine.
The hydrogen solution is still debatable, but it is considered by many to be the ultimate clean fuel since it uses a widely available resource. And despite division over the merits of hydrogen, most automobile companies are betting on it in one form or another. Even a casual stroll of shows this season it is clear that automakers are investing serious engineering resources and money into developing hydrogen-powered test vehicles.
First impressions
Bmwhydrogen7sedan The Hydrogen 7 is hybrid/flex-fuel/bi-fuel car that can run on both hydrogen and gasoline. This switch can be done on the fly by simply pushing a button on the steering wheel. Otherwise, the cabin is very similar to the regular 7 Series. Trunk space is very limited (smaller even than in a 3 Series) and acceleration seems a bit lethargic. Another noticeable difference was a slight pinging at low speeds when using hydrogen. The car always starts consuming hydrogen and once the catalysts are up to working temperature, the car can then be switched over to gasoline without any noticeable hesitation. The 6.0-liter V12 engine produces only 265 hp and 287 ft-lb of torque, which is not much for a vehicle that weighs about 5,000 pounds. Those figures explain the rather slow takeoff and the effort needed to merges in to traffic. The Hydrogen 7's performance is a stark contrast to typical BMWs, which have long been known for their wonderfully smooth and powerful engines. On the plus side, the car itself is quiet and drives adequately in dense traffic.
The 8 kgs of hydrogen is kept in liquid form in a tank just behind the rear seat. That amount yields a range of around 120 miles. Unlike the current group of hydrogen-powered fuel-cell vehicles—which store their hydrogen in a compressed form at 5,000 or 10,000 psi—the Hydrogen 7 holds its hydrogen in a liquid state at -253 degrees Celsius (-423 degrees Fahrenheit). Unfortunately, even with its double-walled tanks and insulation, the hydrogen slowly evaporates. And if the car remains parked for 10 to 12 days, the hydrogen is completely depleted. When running on hydrogen, the emissions are mainly water, although there are traces of CO2 and NOX as a result of burning engine lubricants.
One unforeseen issue I had with the car during my stint with it was the inability to park it inside a garage. The BMW representative insisted that the vehicle had to be parked outdoors at all times. This became the subject of many interesting conversations with parking valets, who were intrigued by the technology but were worried about being part of another Hindenburg tragedy.
Refueling with liquid hydrogen is the biggest challenge when driving the car. After all, where does the liquid hydrogen come from and where are the filling stations? These same issues affect fuel-cell vehicles, as well. Currently, most hydrogen is obtained from natural gas but it can also be generated from splitting water using renewable electric energy.
In sum, the Hydrogen 7 has some drawbacks, including a small trunk and not being able to park in a garage. However, it allows the flexibility of using hydrogen (when/where it's available) or gasoline. Likely, we'll have to wait decades for a hydrogen infrastructure to catch up to the petroleum-based transportation system, which also applies to a lesser extent to electric vehicles. Plus, we can add these drawbacks to the list of other negatives:
* The prohibitive cost of developing the technology and the vehicles.
* Skeptic public with potentially explosive and unfamiliar fuel.
* Lack of fueling infrastructure and production obstacles.
Still, these are similar to the hurdles early automobiles had to deal with at the dawn of the 20th century. Back then, the horse was king, roads were little more the dirt cart tracks, and there were no gas stations or oil companies. A major difference is that today's cars are really good when compared to a horse and the current alternatives are not quite there yet. BMW's approach may be an interesting interim solution between a hydrogen-powered world and the current oil-based transportation system.
Final thoughts:
I used to live in the LA area before moving to Connecticut, and I had almost forgotten the vast volume of traffic that is constantly moving around the LA freeways. At lunch time on a Saturday morning, I was struck in stop-and-go traffic, seven lanes wide (no car pool lane) for no apparent reason except for just an extreme volume of vehicles. Now, I love cars -- probably more than most people -- but it struck me that even if everyone was driving a hydrogen-powered fuel-cell vehicle, this volume of stationary cars is such a waste of time and energy, regardless of whether or not the energy is renewable. It goes against my grain to say it, but something must be done in the future to expand telecommuting, public mass transit, or other ways to reduce congestion. Simply building wider freeways is not a responsible option.
The hydrogen solution is still debatable, but it is considered by many to be the ultimate clean fuel since it uses a widely available resource. And despite division over the merits of hydrogen, most automobile companies are betting on it in one form or another. Even a casual stroll of shows this season it is clear that automakers are investing serious engineering resources and money into developing hydrogen-powered test vehicles.
First impressions
Bmwhydrogen7sedan The Hydrogen 7 is hybrid/flex-fuel/bi-fuel car that can run on both hydrogen and gasoline. This switch can be done on the fly by simply pushing a button on the steering wheel. Otherwise, the cabin is very similar to the regular 7 Series. Trunk space is very limited (smaller even than in a 3 Series) and acceleration seems a bit lethargic. Another noticeable difference was a slight pinging at low speeds when using hydrogen. The car always starts consuming hydrogen and once the catalysts are up to working temperature, the car can then be switched over to gasoline without any noticeable hesitation. The 6.0-liter V12 engine produces only 265 hp and 287 ft-lb of torque, which is not much for a vehicle that weighs about 5,000 pounds. Those figures explain the rather slow takeoff and the effort needed to merges in to traffic. The Hydrogen 7's performance is a stark contrast to typical BMWs, which have long been known for their wonderfully smooth and powerful engines. On the plus side, the car itself is quiet and drives adequately in dense traffic.
The 8 kgs of hydrogen is kept in liquid form in a tank just behind the rear seat. That amount yields a range of around 120 miles. Unlike the current group of hydrogen-powered fuel-cell vehicles—which store their hydrogen in a compressed form at 5,000 or 10,000 psi—the Hydrogen 7 holds its hydrogen in a liquid state at -253 degrees Celsius (-423 degrees Fahrenheit). Unfortunately, even with its double-walled tanks and insulation, the hydrogen slowly evaporates. And if the car remains parked for 10 to 12 days, the hydrogen is completely depleted. When running on hydrogen, the emissions are mainly water, although there are traces of CO2 and NOX as a result of burning engine lubricants.
One unforeseen issue I had with the car during my stint with it was the inability to park it inside a garage. The BMW representative insisted that the vehicle had to be parked outdoors at all times. This became the subject of many interesting conversations with parking valets, who were intrigued by the technology but were worried about being part of another Hindenburg tragedy.
Refueling with liquid hydrogen is the biggest challenge when driving the car. After all, where does the liquid hydrogen come from and where are the filling stations? These same issues affect fuel-cell vehicles, as well. Currently, most hydrogen is obtained from natural gas but it can also be generated from splitting water using renewable electric energy.
In sum, the Hydrogen 7 has some drawbacks, including a small trunk and not being able to park in a garage. However, it allows the flexibility of using hydrogen (when/where it's available) or gasoline. Likely, we'll have to wait decades for a hydrogen infrastructure to catch up to the petroleum-based transportation system, which also applies to a lesser extent to electric vehicles. Plus, we can add these drawbacks to the list of other negatives:
* The prohibitive cost of developing the technology and the vehicles.
* Skeptic public with potentially explosive and unfamiliar fuel.
* Lack of fueling infrastructure and production obstacles.
Still, these are similar to the hurdles early automobiles had to deal with at the dawn of the 20th century. Back then, the horse was king, roads were little more the dirt cart tracks, and there were no gas stations or oil companies. A major difference is that today's cars are really good when compared to a horse and the current alternatives are not quite there yet. BMW's approach may be an interesting interim solution between a hydrogen-powered world and the current oil-based transportation system.
Final thoughts:
I used to live in the LA area before moving to Connecticut, and I had almost forgotten the vast volume of traffic that is constantly moving around the LA freeways. At lunch time on a Saturday morning, I was struck in stop-and-go traffic, seven lanes wide (no car pool lane) for no apparent reason except for just an extreme volume of vehicles. Now, I love cars -- probably more than most people -- but it struck me that even if everyone was driving a hydrogen-powered fuel-cell vehicle, this volume of stationary cars is such a waste of time and energy, regardless of whether or not the energy is renewable. It goes against my grain to say it, but something must be done in the future to expand telecommuting, public mass transit, or other ways to reduce congestion. Simply building wider freeways is not a responsible option.
Subscribe to:
Posts (Atom)
