2009 BMW 335d Fuel-Efficient Sedan Review

Today's diesels, like the BMW 335d, are powerful, clean and fuel efficient, and have overcome previous drawbacks.

Dr. Ronald Golden, my periodontist, had one question beyond the usual inquiry into how I am going so very wrong with his brushing technique.

"Where do you get the diesel fuel?"

Told that BMW's new 335d is my current test car, Dr. Golden, a long-time BMW driver and auto enthusiast, is curious and wide open to the concept of a high-torque engine powering the superb 3-Series chassis. Chasing all over the city for diesel fuel, though, he doesn't fancy.

My usual Petro-Canada self-serve station doesn't offer diesel, it's true, but the Loblaw's just a few blocks further does. The former is 1.7 km from home, the latter 2.8 km, so for me it's no big deal. But how far Dr. Golden's nearest diesel outlet is out of his way requires some research.

And on the topic of FAQs, another is how long your hands stink after filling up. Before the sulphur content of diesel fuel was greatly reduced to 15 ppm in September, 2006, handling a diesel left a lasting stench. The reduction of sulphur has erased the stigma.

A personal experience is illustrative. BMW Canada supplied a filler adapter with our test car because some diesel pump nozzles won't fit. A full-serve attendant at a Sunoco station on Whitby's Thickson Road demonstrated that by sticking a finger in the filler and depressing a doodad, you could insert the nozzle without using the adapter and suggested I try. Thereafter, my finger would have condemned me socially for the remainder of the day, prior to model-year 2007. Today, not a whiff.

Many BMW fanciers will march past such concerns because the 335d is such an exceptional drive. As word spreads of its powerful throttle response and wonderful fuel efficiency (along with the silky ride and handling associated with other 3-Series models), drivers new to the brand will shop the car as well.

It does fall short of this EcoDriver column's standard of consuming no more than 10 litres/100 km in our city area driving. The 335d's EnerGuide city rating is 9.0 L/100 km, which qualifies it for consideration, but driving in the depths of winter, we averaged 11.2.

Considerable spinning of the rear wheels is a factor. Slush freezes overnight, capturing the Bridgestone Blizzak snow tires in icy cavities. The test car is well and truly stuck. Applications of salt, kitty litter and scrap Christmas tree branches purchase no traction. Finally two neighbours push the car free.

Which introduces another FAQ: is all-wheel-drive available in combination with the diesel? Not in the 3-Series in North America, not yet. The company's product planners chose to introduce diesel in only two models in the United States and Canada, the rear-drive 335d and the towering X5 wagon with all-wheel-drive.

This sedan is special. The X5 offers real advantages in practicality, but in terms of driving sensation it is not comparable to the 335d. The perfectly weighted steering, the balance in the handling that makes the car feel slotted into the road, the compliance regardless of surface irregularities, makes the 3-Series the international standard for premium cars of its size.


The twin-turbo diesel motor truly enhances the package. Its 265-horsepower rating is impressive, but the extraordinarily meaty throttle response is attributable to the 425 lb-ft of torque that is felt at only 1,750 rpm. The 3-Series' strongest gasoline engine, by contrast, has more horsepower at 300, but not nearly as much torque at 300 lb-ft.

The only comparable diesel-powered sedan in North America, the Mercedes-Benz E330 BlueTec, isn't a direct competitor. The Benz is larger, leans more to luxury than sportiness and occupies a higher price range as well: $68,100 compared with this car's base $49,700. It's rated at 210 hp and 388 lb-ft of torque, and has the same 9.0 L/100 km EnerGuide city rating as the 335d. It, too, is not offered here with all-wheel-drive.

Acceleration to 60 km/h, EcoDriver's usual measure of in-town get-up-and-go, averages 4.1 seconds in the 335d. Such effortless acceleration affords a measure of safety in accident avoidance, as does superior braking, and the 335d offers premium performance in each over less-expensive vehicles with similar fuel efficiency.

Various electronic stability controls that are standard equipment also come into play in our icy test week. Corner too quickly for the Blizzak winter tires to avoid skidding and the stability control quickly restores control. Indeed, BMW's advanced control technology renders this rear-drive sedan reassuringly easy to drive in winter's worst. Cold starts at -15 C are instantaneous. Waiting for glow plugs to warm up - once a diesel ritual - has gone the way of the stinky finger.

One new peculiarity is a subdued whirring noise sometimes heard from the rear of the car after turning it off, related to the tank that injects urea (commercially known as AdBlue) into the exhaust to eliminate nitrogen oxide emissions.

This diesel meets California air standards - as does the Mercedes-Benz using similar urea injection. The AdBlue is routinely topped up by BMW dealerships during annual services. Sharp-eyed observers will spot the pop-out access location on the driver's side of the rear bumper cover.

Any departure from the norm can cause a consumer to look elsewhere - and perhaps all the more so in a premium-priced sedan. BMW expects its globetrotting customers to have taken note of the predominance of diesel-powered luxury vehicles in Europe, and believes a test drive will make it obvious why this is so.

As for Dr. Golden's first concern, a few minutes on the web turned up a Shell station a few blocks south of his office at Yonge and St. Clair - 1.1 km away.

A final FAQ: isn't diesel fuel more expensive than regular gasoline? In our final fill-up, the price of a litre is 86.9 cents at the Sunoco on Thickson Road "we serve" pump. The station doesn't have a diesel among its "serve yourself" pumps where regular gasoline that day rounds off to 81 cents, premium 89 cents and Ultra 94 premium 93 cents.

On this day, at least, fuelling the diesel test car costs less per litre than would a gasoline-powered 335i with its mandated premium fuel. And remember, fewer litres are required with the diesel's superior efficiency. The price paid for its fuel, then, is part of the pleasure, along with its powerful character.

2009 BMW 335d

TYPE: Four-door sedan

BASE PRICE: $49,700; as tested, $59,605

ENGINE: Twin-turbo, inline-six diesel

HORSEPOWER/TORQUE: 265 hp/425 lb-ft

TRANSMISSION: Six-speed automatic

DRIVE: Rear-wheel-drive

FUEL ECONOMY (litres/100 km): 9.0 city/5.4 highway; actual urban driving, 11.2; diesel fuel

ALTERNATIVES: Mercedes-Benz E320 BlueTec, Volkswagen Jetta TDI, Lexus GS450h

2009 New York Auto Show: 2010 GMC Terrain SUV

GMC EXPANDS ITS ENGINEERING EXPERTISE WITH THE EFFICIENT AND CAPABLE 2010 TERRAIN.

* All-new, five-passenger crossover SUV delivers expected segment-best highway fuel economy of 30 mpg
* Comprehensive package of premium features, with an emphasis on vehicle safety and passenger comfort
* GMC's engineering excellence and innovation advances with direct injection technology, programmable power liftgate and standard rear vision camera

GMC's all-new 2010 Terrain makes its world debut at the 2009 New York International Auto Show. The Terrain is a five-passenger crossover SUV that blends bold styling with fuel efficiency and premium features.

"The new Terrain brings GMC's history of innovation and engineering excellence into a smaller, fuel-efficient package for today's buyer," said Susan Docherty, Buick-Pontiac-GMC vice president. "The capability attributes that make a vehicle a GMC are ingrained in Terrain, making it an appealing choice for existing traditional SUV customers who are looking for distinctive styling and increased efficiency."

A new, 2.4L four-cylinder engine that features direct injection is expected to deliver best-in-segment highway fuel economy of 30 mpg. Maximum fuel economy is achieved in part with an "ECO" mode that is activated via a console-mounted button. When engaged, it lowers the torque converter lockup speed to 1,125 rpm to help save fuel on models equipped with the 2.4L engine.

Also available will be a 3.0L DOHC direct injected V-6 engine delivering an estimated 264 horsepower (197 kW). Both engines are mated to efficiency-enhancing six-speed automatic transmissions and offer a refined, confident driving experience.

"GMC is a strong, core brand for GM and the Terrain crossover SUV is the latest example of how we're adapting to changing market conditions," said Docherty. "As we first demonstrated with the Acadia crossover, GMC is committed to offering the capable vehicles customers seek, with the personal technologies they expect."



The 2010 Terrain goes on sale in late summer, with front-wheel-drive and all-wheel-drive models offered in SLE and SLT trim levels. A comprehensive list of standard and available features includes purposeful technologies such as:

* Standard rear vision camera
* Programmable power rear liftgate
* Bluetooth hands-free phone capability
* MultiFlex sliding rear seat that increases passenger comfort or provides optimal cargo space
* Remote vehicle start
* USB audio connectivity; MP3 playback
* Seven-inch touch-screen navigation system and a 40-gigabyte hard drive
* DVD-based rear-seat entertainment system with two independent screens
* Standard OnStar and XM Satellite Radio

Segment-best safety is anticipated, with features that include four-wheel disc brakes with StabiliTrak electronic stability control and traction control, as well as six standard air bags: dual frontal air bags; head curtain side air bags and pelvic/thorax seat-mounted side air bags. OnStar with one-year Safe and Sound service is also standard.


Bold styling

Terrain has a balanced, athletic stance and offers a commanding view of the road. Its design is characterized by bold, muscular fender flares, representing GMC's aesthetic. Surfacing is angular yet refined, with a strong and capable front-end appearance that features precise, squared-off edges.

"We wanted to carve the GMC Terrain away from the pack and establish its identity as a powerful, fresh crossover SUV with a confident and strong stance," said John Cafaro Jr., director of exterior design, Global Crossover Vehicles. "Everything about the Terrain communicates a sense of tailored toughness and passionate craftsmanship."

Additional design features include a unique, three-element grille that is accented by a prominent chrome surround and projector-beam headlamps mounted in large, rectangular housings with chrome accents.

Interior details and flexibility

The Terrain's rich, premium interior is influenced by industrial sculpture and exudes refinement exemplified by contrast stitching and fine materials that create a structured look throughout the cabin. A "floating" center stack, highlighted by warm ambient lighting, houses a multitude of ergonomic comfort and convenience controls.

The Terrain also features great attention to detail, with smart use of storage space and compartments that are suitable for a variety of items. They include an oversized glove box; a closed storage area in the instrument panel above the center stack; a closed storage compartment under the center armrest large enough for a laptop computer; and two-tier storage in the doors.

Terrain's seats were developed to provide outstanding comfort and the standard MultiFlex sliding rear seat can be moved fore or aft nearly eight inches (200 mm), providing increased passenger comfort or greater rear cargo capacity. The 60/40-split rear seatback offers additional configurations for passengers and cargo; and the rear cargo area offers 31.6 cubic feet (894 liters) of storage, as well as one of the Terrain's four auxiliary power outlets.

Confident and agile driving experience

Two new engines are offered on all Terrain models, each with fuel-saving direct injection and variable valve timing technology. Vehicle highlights include:

* New 3.0L DOHC direct injected V-6 engine estimated at 264 horsepower (197 kW), which delivers an estimated 25 mpg highway, 18 mpg city (EPA certification pending).
* New 2.4L Ecotec direct injected I-4 engine estimated at 182 horsepower (136 kW) that delivers an estimated 30 mpg highway, 21 mpg city (EPA certification pending)
* Driving range of more than 500 miles (800 km) with both engines, for less-frequent fill-ups

The powertrains are mounted on a rigid, body-integral structure, with single-piece body side stampings and targeted applications of high-strength steel. It is the foundation of a confident driving experience that is both smooth and responsive.

GM's first application of Active Noise Cancellation (ANC) technology is used on 2.4L-equipped models. ANC uses microphones to detect booming sounds inside the vehicle and sends counteracting sound waves through the audio system's speakers, ensuring a quiet driving experience at almost all vehicle speeds.

The Terrain rides on a 112.5-inch (2,857 mm) wheelbase and features a four-wheel independent suspension system, with wide front and rear tracks that enhance the ride and handling. A family of 17-inch, 18-inch aluminum and 19-inch chrome-clad wheels is available.

Terrain's rack-mounted electric power steering system provides greater fuel efficiency on four-cylinder-equipped models, saving nearly 11 miles per tank of gas.

GMC Terrain will be produced at the CAMI assembly facility in Ingersoll, Ontario.

Mitsubishi Lancer Ralliart Sportback (2009-) Review

We last drove the Ralliart Sportback as a pre-production car and even then it was shaping up to be a good compromise for someone who can't stretch to an Evo.


The prototypes had their flaws, though. The Ralliart's auto 'box blunted the 237bhp 2.0-litre turbo's performance, while others complained that Mitsubishi had gone too far in softening the Ralliart to make it palatable for the Golf GTI buyers and the like.


Mitsubishi listened and got to work. The finished Ralliart still sprints to 62mph in 7.1 seconds, but now boasts better gear ratios. Even more significantly, engineers have found the 'box is strong enough to take the full 253lb-ft of torque without the need for the pre-production car's torque limiter on first gear, promising for harder acceleration.


If that's not enough, the brakes have been boosted, suspension tweaked and it's competitively priced from £21,649 - that's £7,000 cheaper than the cheapest Lancer Evo and about £1,300 cheaper than the five-door Golf GTI.

So has Mitsubishi succeeded in providing an appetising cut-price alternative to one of the fastest, most accomplished four-door saloons ever made? Read on to find out.
Source:http://www.channel4.com

2010 BMW 760i,760Li Debut at Shanghait Auto Show 2009

Two turbochargers, two more gears: The BMW 760i leads the V-12 game now, which is making world debut at the 2009 Shanghai Auto Show.

Each country makes its specific contribution to automotive greatness: Germany, for example, has the autobahn, where unlimited speed still rules. But with gasoline prices approaching the equivalent of $7.50 a gallon and more, it's no wonder that fuel-sipping technologies such as BMW's "efficient dynamics" are all the rage. This is where other markets, such as the U.S. or Asia, come in. They don't have much to offer in terms of high-speed, long-distance cruising, but thanks to status-conscious customers, ultra-powerful V-12 engines are in sufficient demand to warrant constant updates.
Huffing and Puffing

"We need a V-12 mainly for Asian and American customers," confirms a BMW engineer. And so, the Shanghai auto show will see BMW launch a new V-12 version of the new-for-2009 7-series. The 2010 760i and the long-wheelbase 760Li are powered by an all-aluminum, direct-injected 6.0-liter V-12, which, unlike its 439-hp predecessor, is force-fed by two turbochargers. The two compressors are placed in a conventional manner outside the cylinder banks, each feeding six cylinders. Output for the new engine is 536 hp at 5250 rpm, while 553 lb-ft of torque is available from as low as 1500 rpm.

BMW says the engine is an all-new design, but we can't help noticing that it retains the same displacement of its predecessor, which in turn is related to the 6.7-liter, naturally aspirated V-12 in the Rolls-Royce Phantom. A compression ratio of 10.0:1 is high for a turbocharged engine, but is manageable due to the cooling effect of injecting fuel directly into the combustion chambers. A 6.6-liter version of the new V-12 with up to 600 hp also is expected to make its way under the hood of the Phantom’s upcoming little brother, which will go on sale next year and was previewed by the 200EX concept at the Geneva auto show in March.

Transferring the power to the rear wheels is a ZF-sourced eight-speed automatic transmission. This gearbox, which also will be featured in the upcoming 2010 Audi A8, can skip through its ratios while engaging only one clutch mechanism, shortening shift times and allowing for multiple-gear downshifts. Additionally, it is configurable for hybrid-electric operation, which BMW will employ on several upcoming models, including the 7-series.

Movin’ the Metal

Twin-turbocharging catapults the biggest Bimmer into another league. Despite its considerable mass, 62 mph comes up in 4.6 seconds, BMW says, while fuel consumption is 18 mpg in the European cycle, which we believe is a tad unrealistic. The 760i also is ULEV II-rated in the U.S., but we are even more impressed by the flaps in the exhaust system, which BMW promises will let the normally silent V-12 sing when you apply sufficient pressure to the throttle.

We are also impressed by the fact that the model designation accurately reflects the vehicle’s engine displacement—something of a rarity in BMW's lineup, as well as Mercedes-Benz’s. Speaking of which, the new 760i should be a closer match for the Mercedes S600, which makes only 510 hp from its twin-turbocharged, 5.5-liter V-12 and in our hands has sprinted to 60 mph in 4.2 seconds. The top-level S65 AMG, however, remains in the lineup and is rated at 604 hp. Given BMW’s newfound openness to M-badged SUVs, though, a future M7 doesn’t seem like such a stretch.

Executive Status

The 760i comes with or offers every gadget currently available on lesser 7-series models, including standard electronic dampers, stability control, and front and rear air suspensions with a self-leveling function in the rear. Active steering and anti-roll bars are optional, as are safety nannies such as night vision, lane-departure warning, adaptive headlights, and active cruise control with stop-and-go capability.

While we don't have pricing yet, we expect the 760i will command a hefty premium over V-8 750i models, which start at $82,125. And to inform neighbors of your taste for luxury and power, the 760i’s somewhat obtrusive fender badge—common to all 7-series—bears a V-12 moniker, while chrome strips accent the quad exhaust pipes and the lower front bumper. The front kidney grilles also get larger chrome surrounds, with other unique touches including special 19-inch wheels, a nappa leather-lined instrument panel, and an Alcantara headliner.

It may not make much of an effort to save the world, but we can't wait to get the new 760 on an open stretch of autobahn and celebrate the result of all that multi-cultural input.

GMC Sierra and Chevrolet Silverado Hybrid Pickup Trucks Deliver Fuel Economy

Working on the theory that saving fuel is most important in the vehicles that consume the most, General Motors has introduced the GMC Sierra and Chevrolet Silverado hybrid pickup trucks.

Already out in Yukon and Tahoe SUVs, the two-mode hybrid was developed in a joint venture with Chrysler and BMW. The idea came about as a scaled-down version of GM’s hybrid bus drive train and is especially well-suited to vehicles that need some towing and hauling capability.

The system is distinct from most other hybrid systems because it can automatically run on straight mechanical power as well as pure electric or a combination of the two.

Based on the reengineered Sierra and Silverado pickups that debuted in 2007, the hybrids look the same as the crew cab versions of the base trucks with the exception of some hybrid badges, optional hybrid graphics and a standard tonneau cover that helps out aerodynamics.

The battery pack is underneath the rear seat, and the hybrid drive unit is about the same size as the transmission it replaces. It contains two compact electric motors (one reverses field to generate power) and four mechanical gears.

The two-mode hybrid system sees the most advantage in city driving, so GM planned an all-city driving route as the first demonstration for the press.

Starting off in a four-wheel-drive Sierra rated at 20 mpg n in both city and highway driving, I clocked an indicated average of 22.3 mpg over approximately 75 minutes of driving.

The small print in the EPA ratings do say 16 to 24 mpg is the “expected range for most drivers.” I was driving conservatively, but not to the extent of holding up traffic. My driving partner for the day nearly duplicated my efforts on the return trip with a 22 average mpg reading.

Like other hybrids, the engine shuts off when the vehicle is stopped so as not to idle unnecessarily.

When you start moving again, the hybrid pickups are capable of driving up to a stated 30 mph on electric power alone. The gasoline engine starts up automatically and seamlessly when it is needed.

As I had experienced previously in a GMC Yukon hybrid, it was difficult to start moving at a normal rate without the engine kicking in.

However, once it was rolling with a steady throttle input, the engine would turn off and we were able to run up to around 28 mph on electric power for a quarter mile or so at a time. Above that, engine power would do the driving duties.

Ideally, at the 35 mph cruising speeds we were getting, the truck would run on hybrid power, a combination of gas engine and electric drive, but this seemed hard to maintain unless we were on a longer stretch at steady speed.

When you back off the accelerator and coast, the batteries start recharging. The 6.0-liter V-8 engine will also automatically cruise in four-cylinder mode for extra fuel savings.

Next, two Sierra and Silverado hybrids were hooked to trailers and others were loaded with 800 pounds in their beds. We took a drive towing a 5,400-pound Sea Ray boat with inertia brakes on the trailer.

The hybrid was able to pull the boat in electric mode up to 15 mph. When briskly accelerating from a stop, the hybrid felt especially potent.

I asked lead development engineer John Turzewski what was the hybrid drive’s equivalent to first gear.

“You have infinite gear ratios,” he said “The 6.0-liter will do zero-to-60 in 8.4 seconds, plus you get the additional assist of the electric motors, which is instantaneous.”
In that regard, the hybrid might even be better for towing than a conventional truck, not to mention more fuel efficient. The short towing test loop resulted in a quite respectable indicated 15 mpg.

The Silverado and Sierra hybrids do deliver as promised, and the hybrid drive functions in a silent, seamless manner. However, their advantage can only be used to its full potential in a fairly narrow set of circumstances.

Extensive city driving, perhaps as a delivery truck or a longer stop-and-go commute are some areas where the hybrids would excel in efficiency.

On short trips, especially in cold weather, you won’t see any savings over a similar gas-only pickup with cylinder deactivation, as the engine must be fully warmed up before the hybrid drive starts functioning.

Yukon and Tahoe hybrid SUVs hit the market last year only fully loaded at upper-end sticker prices; GM has made the price of admission for the pickups more affordable with a decently equipped package starting at $38,995, including destination.

Probably not low enough to save money in the long run at today’s gas prices, but it’s still a compelling product and an impressive engineering achievement.