#2021 BMW X5 M Drivetrain | Explore Tumblr posts and blogs

dipulb3 · 4 years ago

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2021 530e isn't BMW's best plug-in hybrid option

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2021 530e isn't BMW's best plug-in hybrid option

The 530e is a very handsome sedan.

Emme Hall/Roadshow

The seventh-generation BMW 5 Series gets a few small changes for 2021, including tweaked style and better tech. You can buy the 5 Series with everything from a sensible four-cylinder turbocharged engine to a stonking V8, but for folks who want great power without totally destroying their efficiency cred, BMW continues to offer the plug-in hybrid 530e.

Slight power bump

Smoother front-end styling

Larger infotainment screen

Don’t Like

Poor electric range

M Sport option doesn’t add handling upgrades

In the 530e, BMW pairs a four-cylinder gas engine with an electric motor for a total of 288 horsepower — 40 more than last year — and 310 pound-feet of torque. Power goes to the rear wheels through an eight-speed automatic transmission, but you can also get the 530e with BMW’s xDrive all-wheel-drive system.

I like plug-in hybrids for their ability to do double duty: I can cruise around town in EV mode but I still have the convenience of a gas engine for longer trips. The bummer here is that the 530e is only EPA-rated for 21 miles of all-electric range (the xDrive model lowers that rating to 18 miles). That’s slightly less range than what you get in the smaller 330e, which uses the same powertrain. The larger X5 PHEV, meanwhile, offers more power and more EV driving range.

Electricity is stored in a 12-kilowatt-hour battery, fed by a 3.7-kW onboard charger. Don’t expect super-quick charging times here, folks — PHEVs are definitely meant to be plugged in overnight. On my Level 2 home charger it takes 3 hours to go from totally empty to full-on full. BMW says an 80% charge from 0% takes 2 hours.

The 530e isn’t particularly quick but the instant electric torque makes the sedan scoot. There’s an XtraBoost feature that delivers an additional 40 hp under full-throttle acceleration when the car is in Sport mode, but the difference isn’t terribly noticeable. BMW estimates a 5.7-second 0-to-60-mph time for the rear-wheel-drive 530e.

These LEDs double as the running lights and turn signals.

Emme Hall/Roadshow

As for on-road handling, the 530e is enjoyable but not what I’d call sporty. Plus, the plug-in hybrid drivetrain adds weight; this sedan tips the scales at over 4,200 pounds, and that’s before you tack on an additional 100 pounds for all-wheel drive. My tester’s M Sport package doesn’t offer any real handling upgrades, though there’s a lot of grip thanks to the Michelin Pilot Sport 4 tires. Body roll is kept in check and the steering is nicely weighted but vague — typical 5 Series attributes. Really, my only major complaint is that the M Sport brakes are a little squishy and hard to modulate.

Of course, the big reason to pick a plug-in hybrid is overall efficiency. After a week of spirited driving and regular charging, I’m seeing 37 miles per gallon. That’s a great increase over the base 530i’s 28 mpg combined.

The 530e’s interior is largely the same as before, save for the addition of a now-standard 12.3-inch infotainment screen. This display runs BMW’s iDrive 7 tech with wireless Apple CarPlay and Android Auto, which is great since I find the native system’s menus and submenus a little tough to navigate. The 530e has one USB-A and a 12-volt outlet up front, and there’s a USB-C port tucked away in the center console. Rear-seat passengers get two USB-Cs and a 12-volt outlet, as well. Wireless charging is available as part of the $1,850 Premium Package that also includes heated front seats, a head-up display and a Harman Kardon audio system.

The 530e’s plug-in powertrain makes 288 hp and 310 lb-ft of torque.

Emme Hall/Roadshow

I’m a big fan of BMW’s optional Back-Up Assistant technology that records the last 50 yards of your drive (at speeds below 20 mph, like when you’re parking) and can then steer the car along that same path in reverse. It’s very useful for getting out of a tight parking space or navigating a tricky driveway.

However, the 530e’s list of standard driving aids is minimal, which is sadly par for the course for most German luxury sedans. While blind-spot monitoring, lane-departure warning and rear cross-traffic alert are standard, you’ll need to pony up for the good stuff. Adaptive cruise control, lane-keeping assist, front cross-traffic alert and an emergency stop assist are all part of the $1,700 Driving Assistance Plus Package.

On top of that, you can also add the Extended Traffic Jam Assist, which allows for limited hands-free driving in stop and go traffic. This system isn’t nearly as robust as Cadillac’s Super Cruise, which can operate at higher speeds and has lane-changing abilities. BMW’s tech, meanwhile, only works below 37 mph. In my experience, the system doesn’t react quick enough when someone cuts in front of me, and I find myself needing to take over a lot of the time. Best to just skip this one, I’m afraid.

The 530e is a nice car, but not the BMW plug-in we’d buy.

Emme Hall/Roadshow

The 530e starts at $58,195 including $995 for destination, but the test car seen here tops out above $70,000. Skipping superfluous upgrades like the $2,500 M Sport package can reduce that cost a bit, and poking around on the configurator, I can spec a nicely optioned 530e in the low $60,000s. Much better.

Still, I can’t help but think I’d be better served by the BMW 330e or X5 xDrive45e. The 330e is a little smaller, but it’s a lot less expensive and it adds a few miles of EV range. The X5 PHEV, meanwhile, starts a few thousand dollars above the 530e, but you get standard all-wheel drive, more space, more power and more range. Especially considering today’s SUV-all-the-things trend, good as the 5 Series is, the X5 really seems like the best way to go.

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superautoreviews · 6 years ago

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BMW I8 2021 Interior, Release Date, Price

New Post has been published on https://www.bmwcartrend.com/bmw-i8-2021-interior-release-date-price/

BMW I8 2021 Interior, Release Date, Price

BMW I8 2021 Interior, Release Date, Price – It got used most of two times and times before the first supercar mass media of 2020 emerged. BTW, it seems, is cooking meals upwards a roundabout alternative so that you can the particular BMW I8 2021 cross sporting activities coupe, only now about, the version included is definitely pegged as being a new primary M Performance product that may develop an assembled 700 hp. Hardly ever do somebody notice a great BMW employing the type of power as well as performance that can rival the wants connected with Ferrari along with McLaren. When it rumour has legs with it, we may be considering that basically vehicle: a first BMW supercar that may carry out the best the portion needs to produce.

BMW I8 2021 Redesign

Exterior And Interior Design

Useless to express, the most up-to-date BMW I8 2021 is undoubtedly a person warm sports vehicle design-smart. The lessened nasal area region, the excellent healthy posture, as well as the intensive headlamp in addition to top rated grille webpage structure, give it time to come to be individual within the updated BMW assortment and give it using a robust resemblance for the well known M1. The back ligament furthermore instructs using the BMW M1. Nonetheless, the i8 is indeed a lot more than merely a handling relating to the antique sports vehicle. It can seem modern-day and is particularly intensive. It can usually be a new supercar layout along with lighting, sports vehicle performance.

BMW I8 2021 Exterior

But however the BMW I8 2021, even so, appears fresh inside 2017, this specific most likely usually are not the circumstance within 2020. Sports vehicle inventors will be going out very wilder types. Thus BMW may have to the ante in addition to imagine a much more thrilling exterior.

It is extremely tough to present precisely what the next-gen i8 retains due to purchasers interior this cabin, yet it is safe so that you can express which it will ultimately sport a fantastic-specialist design with lots of excellent features.

BMW I8 2021 Interior

The dashboard design will probably be only at this automobile, so will not depend on any one of the design cues observed interior the actual 3 Series or maybe the X5. Now I am possibly not hinting in which the 2 models are generally a brand new uninteresting place to spend a while. However, the current i8 assumes in the significantly first league, in addition to this completely should never change through the use of usually the new sports vehicle.

BMW I8 2021 Engine

That German athletics functionality instead an unusual drivetrain, merging an essential turbocharged, 1.5-liter a number of-tubing engine, any 6-quickness programmed transmission, and 2 electric motors. I exclusively state “odd” mainly because 3-hose motors are a long way away from widespread, Obviously, the a number of pot is not any stoop regarding 228 hp together with 236 lb-ft . with torque, even so it is not necessarily the sort of final result that contributes “sports” beforehand involving “car.” However cheers on the electric powered motors strapped for the entrance and back end axles, overall outcome sits in a lot more desirable 357 horsepower as well as 420 lb-ft.

BMW I8 2021 Engine

BMW I8 2021 Release Day And Price

The upgrade BMW I8 2021 will be the additionally costliest BMW on offer at the time of 2020. Cost out of $143,400, it is actually substituted only by each of the M760i, which regularly service fees $156,700 ahead of options. Make the available offers and options towards the specific i8, as well as your sticker label information tag explodes to be able to $152,344.

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eddiejpoplar · 6 years ago

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INTERVIEW: We spoke with BMW’s Chief of Engineering Klaus Fröhlich in Daytona

As the rain fell hard on the 24 Hours of Daytona, racing was halted for a weather delay. While that was frustrating for a lot of people in Daytona, during that time we had the chance to sit down with BMW’s Chief of Engineering Klaus Fröhlich, to talk about BMW Motorsport, electric mobility, the new 3 Series and the future of the brand.

One of the first questions we wanted to ask him was about Formula E. The all-electric racing series is becoming increasingly popular and exciting, with more manufacturers throwing their hats into the ring. BMW was one of the first manufacturers to really jump on board with Formula E, so we asked Fröhlich what his feelings on the EV racing series were, five seasons in.

“I think at the moment, it’s a very interesting race concept. Especially [because] it addresses other target groups. And that’s the reason why we think it’s the right format for BMW i. And for me it was also an experiment.” said Fröhlich. “There are race engineers that have developed race eDrives for four seasons and I ask my series development guys to do the same.”

Formula E is an interesting new racing series because it doesn’t have the traditional excitement factors, nor does it have the same target audience, as something like Formula One. So BMW is continuing to learn about Formula E but Fröhlich notes that BMW is happy with the series and how it’s unfolding. “We have to understand the target group. So it’s not normal racing but we’re happy with its beginning.”

BMW’s work in Formula E is also incredibly important for its future of electric vehicles. The Bavarians are currently in the process of developing several new EVs, all of which are scheduled to arrive before 2025. So between electric powertrain technology and battery technology, there’s a lot that can be learned from Formula E that can be transferred to BMW’s series production cars. Fröhlich points out that electric cars also have different impacts on different markets. For instance, EVs and plug-in hybrids are much easier to sell in China because of the stricter regulations, and even ban-days, on internal combustion engine cars.

However, the landscape for EVs changes a bit when you get to certain markets, such as the U.S., where places like California favor EVs far more than anywhere else in the Country. “Here in America, it’s more complex,” said Fröhlich. “For example Tesla — and we should have a look at what we can learn from them — they’ve succeed in a very emotional concept. They did not have a sustainability story, something like we do with our i3, a more emotional than intellectual approach.”

“So what will we do in the U.S.? Of course we will have better electric vehicles. But I want to bring the electric vehicles into the core of the brand,” he said. “The [BMW] i4 for example is very important for me because that’s typical BMW. Everybody understands the size of it, 3 Series-size car. And of course, X cars are very important as well.”

Fröhlich also shares his view on the i4 which will offer different battery packs and a choice between rear-wheel drive and all-wheel drive. “There will be a high spec, like we have the M340i, which will be all-wheel drive and will have a range over 400 miles,” Fröhlich said. “In customer usage, we think the range is between 300km and 350 km (186 – 217 miles), so something like that will be available in an entry car. I’m absolutely sure there will be a market for such car at a lower price point.”

Next for the BMW i division is the MINI electric and the first fully-electric SUV – the iX3. The two are due out in 2020 and are somewhat of a bridge between the current generation of BMW electric cars and the fifth generation platform to be seen first in the i4 and iNEXT.

“From a battery perspective, they are on the fourth generation,” Fröhlich told us. “The MINI [electric] is also using the i3’s e-motor and technology, and that’s the third generation of motors. The iX3 is different, it also uses the chemistry of the battery of the fourth generation, but it’s a pilot for the first derivative of our highly integrated architecture with only one power spec of that modular box. So the iX3 is indeed the first fifth generation e-motor we have.”

One interesting point Fröhlich makes is that the United States market is also the biggest M Division market. So to make electric vehicles more popular and more exciting, he’s working with the people at BMW M to help with electric powertrains. “So I’m working with the guys at Motorsport to make very emotional drivetrains.” said Fröhlich. “Of course, at the moment, you still have the weight penalty of electrification. So we work very hard on energy density.”

Which is why he feels plug-in hybrids have become more attractive in the U.S. market, mostly because of their performance benefits. Rather than have the extra heft of a fully-electric car, Fröhlich claims that plug-in hybrids with electric performance boost are actually more popular in markets like America. “I think if you have 200 horsepower or 250 horsepower, electric, which can give you a boost within some milliseconds then I think it’s really exciting.” he said. “The e-motors will have the torque of a [naturally-aspirated] V8 you put additionally as a booster. So I think we will have emotional cars in the U.S.”

Though, with plug-in hybrids, range always comes into question. While hybrids have the benefit of also using a gasoline engine to give them the range of a normal car, their all-electric ranges are typically not great. So we asked Fröhlich what the acceptable range for a hybrid will be in the near future. “I think the first-generation of plug-in hybrids was quite limited, especially at cold temperatures.” he said. “If you go above 100 kilometers, range is the most expensive part, the chemistry of the batteries is the most expensive part. And also it brings additional weight into the car. So I think there will be a balance [with the] plug-in hybrids that will achieve about 100 kilometers.”

Plug-in hybrids are getting popular in the ‘States, as Fröhlich mentioned. In fact, the BMW 5 Series plug-in hybrid is one of the best selling 5ers on the market right now. However, in many European markets diesel still reigns supreme as the economical choice. So does Fröhlich see hybrids taking over for diesel in these Euro markets?

“We have very clean and very competitive diesels” he said. “I think the current development of diesel is a little bit unpredictable in Europe. The reason? WLTP” He mentions that petrol-powered cars bring a higher CO2 rating, which brings taxes up. So a lot of customers are scared off by petrol-powered cars, even if they’re hybrids, as they prefer the diesel’s cheaper cost.

The natural questioning progression from electric cars is to autonomous driving. Autonomy seems to be the next hurdle for automotive brands to overcome. It’s also one that BMW has been rather hesitant about thus far. With Tesla and its famous Autopilot making big waves early in the world of autonomy, and Audi doing it more recently, it seems as if BMW’s hesitance is putting it behind the curve. So we asked Fröhlich his thoughts on autonomous driving and where BMW stands on it.

“We from the beginning said ‘We have to make a standardization’, because it’s safety relevant.” said Fröhlich, continuing BMW’s hesitance about autonomy when it comes to safety. Being flexible is another important point for BMW and their CTO.

“You have to be flexible. If you look at the Level 3 in the 7 Series [future model] or iNEXT in 2021, you have some thousand dollars piece cost in the car, so it is a high-end option for the customer. So you need to start at the high-end of the range – even X5, then in the second generation in 2024 [when prices go down], we might reach 5 Series and something like that. ”

The BMW CTO mentions an even better Level 2 capability coming in 2021. “The Level 3 will be an option which will have a smaller take probably, but for me, of course, it’s important to do a Level 3 pilot,” Fröhlich. “At the moment, there is a lot of momentum on Level 5 so we have intensified that [development] as well.”

We also asked if there are major production line changes to accommodate the build of autonomous driven cars. “No, for the factory is easy. The problem is more the robustness of the autonomous driving sensors so we have heavily think about other cleaning approaches. Today, when you have a car and you’re driving through the snow, the radar system might not see anything and you can’t do this when you’re going into high level of automation. So we think about cleaning approaches in daily life because we will not only test cars in sunny states.

Another aspect of autonomous driving is the back-end. These autonomous driving systems need “hundreds of millions of kilometers” of back-end testing. So BMW isn’t rushing to get autonomous driving systems on the market just to try and keep up with competitors.

But let’s get back to real life, right now. We asked Fröhlich about the new G20 BMW 3 Series, one of the most exciting cars in the Bavarian lineup. “I was Head of Strategy after 2012, then I took responsibility from 1 Series to 5 Series. The biggest product line we have at BMW,” he said. “I had to realize that customers were not extremely happy with that generation of 3 Series.” He’s talking of course about the F30-gen 3er, which was heavily criticized throughout its life cycle for lacking the sort of dynamics and feel that 3 Series’ always had. He also noted that there were some quality complaint from customers as well.

“The 3 Series is an icon. The icon has to fight back. We have to win all test drives, by far, not only against our direct competitors.” Fröhlich said ab out the new G20 3 Series. He spoke about how he would consistently drive the G20 and tell the engineers what he did and didn’t like, down to specific maneuvers. Another big part of Fröhlich’s goal for the G20 was rigidity. He wanted the chassis to be as stiff as possible, as it is with all new CLAR-based cars. He even talks about how he went back and drove the E46 3 Series after driving this new G20 and realizes that a lot of what we remember being so great on the E46 might just due to nostalgia.

After that, our time with Fröhlich was up, as he was needed elsewhere. However, during that time he increased our optimism for the future of BMW, its technologies and its performance cars.

The article INTERVIEW: We spoke with BMW’s Chief of Engineering Klaus Fröhlich in Daytona appeared first on BMW BLOG

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