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    BMW M5
    Engines like the one shoehorned into the M5 need to be savoured while they are still around – even if your neighbours don’t think it’s all that cool…

    Date acquired March 2018
    Total mileage 12,418
    Mileage this month 3246
    Costs this month £0
    mpg this month 23.9

    / #2018-BMW-M5-F90 / #BMW-M5-F90 / #BMW-M5 / #BMW / #2018 / #BMW-F90 / #BMW-5-Series / #BMW-5-Series-M5 / #BMW-5-Series-M5-F90 / #BMW-5-Series-F90 /

    It’s to be expected that the 4.4-litre, twin-turbo #V8 lurking behind the M5’s kidney grille is going to generate levels of heat normally associated with my living room when someone ignites the fire and forgets to turn the central heating down. What I didn’t expect was how much cooling it requires post engine shutdown, no matter what the length of journey. Nor how much noise is generated in the process.

    In the early hours, after a late-night run back from evo HQ , the M5 can get a bit of a pant on and doesn’t hold back on the decibels (around 88), and it can be a good five to seven minutes before it’s sufficiently cooled. Only Mercedes’ new AMG G63 has annoyed the neighbours with more of the same and for longer.

    Lift the M5’s aluminium bonnet and it’s clear why those eight cylinders can get a little hot under the collar. Most modern engines look larger than a Spitfire’s Merlin when dressed with the de facto moulded plastic cover, but remove the M-branded hat from the S63 motor and there’s barely a millimetre to spare. As a piece of packaging it’s quiet remarkable, although I can’t imagine the independent specialists who will be working on it in a decade’s time thinking the same.

    Despite its antics after every run the F90’s V8, like those found in AMG’s hotrods, is a mighty piece of engineering to control. It doesn’t have the theatrics of the Affalterbach power units in terms of vocal support every time the crank rotates, but its performance is on a par and it’s every bit as exciting when you let it off the leash. Yet despite being based on the motor fitted to its F10 predecessor, the considerable changes #BMW-M has made have turned a potent yet anodyne engine into a characterful and deeply layered V8. And while its downsized and electrified replacement will blow our minds in terms of technology, I’m worried it won’t tug at our heartstrings like this one does. Truth be told, I already know it won’t.

    Which means we should enjoy cars such as the M5 while we can. One day we’ll need to dig deep on these memories of driving a car with supercar performance, sports car agility and family practicality as we’re transported everywhere in an electric pod.
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    CHRIS GRAHAM F30 335d xDRIVE #Shadow-Edition

    CAR: #BMW-F30 335d #xDrive
    YEAR: 2018
    TOTAL MILEAGE: 4,863
    MILEAGE THIS MONTH: 1,073
    MPG THIS MONTH: 49.4
    COST THIS MONTH: Nil

    / #BMW-F30 / #BMW-335d-xDrive-F30 / #BMW-335d-xDrive-Shadow-Edition / #2018-BMW-335d-xDrive-Shadow-Edition / #2018-BMW-335d-xDrive-Shadow-Edition-F30 / #BMW-3-Series / #BMW-3-Series-F30 / #BMW / #2018 / #BMW-335d-F30 / #BMW-335d / #2018-BMW-335d /

    This month I’ve mostly been revelling in the results of Mark Farrell’s excellent new car detail, carried out on my 335d a few weeks ago. The way his expert attentions enhanced the clarity and depth of the superb Sunset Orange metallic paint finish, is a wonder to behold! Sadly, there simply wasn’t room to do the results he achieved justice in the article. Ideally, I’d have used the ‘before’ and ‘after’ photographs much larger in last month’s Valeting bay feature, but there was just so much technical information to be included that we ran out of page space.

    Mark recommends washing the car every two weeks once it’s been treated with a ceramic coating, to maximise the life of that finish. So, it was with some trepidation that I tackled this recently. It was the first time that I’d had any direct, physical contact with the bodywork, having confined my cleaning activities to snow foam and jet wash up until then.

    I was careful to give the whole car a thorough rinse with the jet wash before starting, then apply a thick layer of snow foam before using a soft cotton wash pad to agitate and lift away any dirt. I also had two buckets (one with a grit guard) for rinsing and re-wetting the wash pad as I worked. Finally, the vehicle was jet-washed again before being patted dry using a large, soft microfibre towel.

    I’ve also been doing a little research into AdBlue, which is something that had more or less passed me by until getting this car. To be honest, I didn’t even realise the #BMW-335d-F30 was fitted with the system until I opened the fuel filler flap for the first time. AdBlue, which is a diesel exhaust fluid – not a fuel additive – is injected into the engine’s exhaust stream in small quantities, and triggers a chemical reaction that converts harmful nitrogen oxide into nitrogen and water.

    The fluid, which is a nontoxic solution made from very pure, synthesised urea (not pigs’ urine, as is popularly believed!) and de-ionised water, is gradually consumed as the engine runs. The level of the remaining fluid can be checked via iDrive, which will display the car’s range given what’s left in the tank, plus the amount of AdBlue needed to top-up the tank. In my case, the range is still showing >4,500 miles, and that there’s a 0.0-litre top-up requirement. The level is something worth keeping an eye on, though, as allowing it to run out will bump the engine into a limited power mode, and prevent it from being re-started when it’s next switched off. There are, of course, obvious dashboard warnings issued as AdBlue levels start to fall too low for comfort so, in practice, there’s no excuse for actually running out of the stuff.

    According to the owner’s handbook, when the #AdBlue reserve indicator on the dashboard first shows, the tank should be replenished with at least five litres (1.3 gallons), which is likely to cost about £5. The handbook also points out that it’s important to use Adblue that meets the ISO 22241-1 standard.

    Right: Sad though it may be, I’m still getting a great deal of pleasure from the depth and richness of the Sunset Orange metallic paint on my car.

    AdBlue diesel exhaust fluid is now part of my life, for the first time.
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    Fast Fleet / #2018-BMW-M5-F90 / #BMW-M5-F90 / #BMW-M5 / #BMW / #2018 / #BMW-F90 / #BMW-5-Series / #BMW-5-Series-M5 / #BMW-5-Series-M5-F90 / #BMW-5-Series-F90 /

    The refined M5 continues to delight and astound with its abilities – whoever’s at the helm – but those auto wiper settings need sweeping changes…

    As text messages go, this was a good one. ‘Are you free to drive my M5 to the Nürburgring 24 Hours race and test drive the new M3 CS while you’re there?’ My stubby fingers couldn’t type an answer fast enough. The majority of the drive there may be a dull one, but the M5 was a very pleasant companion, refined and supple in its Comfort setting, while its easily operated infotainment set-up and Bowers & Wilkins upgraded stereo kept me entertained. But thus far a well-specced 520d would have done the job equally effectively.

    Thankfully, the first speed limit sign I encountered upon entering Germany was of the derestricted variety, and I discovered why an M5 is twice the price of the 520d. Its ability to accelerate from 120kph (75mph) to its limiter at an indicated 263kph (163mph) is ridiculous for a machine that weighs nigh on two tons, and never fails to bring a smile to your face. It’s ferociously unrelenting, and with the sports exhaust bellowing its approval each time you change gear it’s a thoroughly intoxicating process. It’s rock steady at speed, too, and feels like it could sit at the limiter all day long.

    Once off the autobahn the roads around the Ring offered plenty of opportunities to enjoy the performance, with the all-wheel drive offering a surfeit of grip in all situations. Even on streaming wet roads the M5 just stuck to the tarmac and got on with the job.

    The journey home was in pretty filthy weather and I was reminded how poor BMW’s programming for its automatic wipers is these days. In my E46 3-series and E39 5-series it was spot-on, but more recently the wipers are often hyperactive in light drizzle and impossibly lethargic in monsoon conditions – surely it can’t be that difficult to get right? Swapping the LED headlight aim for driving on the right was a doddle, though, using the iDrive controller.

    Overall, the M5 returned 28.5mpg for the trip: pretty decent for a machine with almost 600bhp, and 1855kg to lug about. It’s a special car, and one that seems to get better the further you drive it. You’re a lucky man Mr Gallagher. Do let me know when another road trip is in the offing… Bob Harper (@m5bob)

    Date acquired March 2018
    Total mileage 7701
    Mileage this month 2622
    Costs this month £0
    mpg this month 24.3
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    / #2018-Kia-Stinger-GT-S / #2018 / #Kia-Stinger-GT-S / #Kia / #Kia-Stinger

    The Stinger gatecrashes BMW’s party, and shows that it can soak up the miles, too

    I guess it was a teeny bit provocative turning up to the drive of the still-prototype BMW M850i Coupe in the Stinger, what with Hyundai-Kia having lured a couple of significant Germans to work on the increasingly impressive Korean brands. They are Peter Schreyer, the former top Audi designer, and Albert Biermann, once chief engineer of BMW’s M Division. But, hey, it’s my long-termer, and when you’re going to assess dynamics it’s useful to arrive in a car that you rate, and for me the Stinger has great steering and brake feel.

    If I’d not been hurrying back I’d have taken the Kia onto some of the very best north Wales roads, but I had to make do with those to and from the hotel in Ruthin where the BMW event was hosted. Happily, this included the famous Horseshoe Pass (featured in the dummy ‘issue 000’) and I was pleased to find my take on the Stinger’s on-centre steering feel and initial brake response stood the test.

    These roads challenge a chassis and I confess that even in its firmer Sport mode, the sense of mass in the Stinger is inescapable. It’s a 1780kg saloon, and it was on roads more suited to fast hatches and sports cars weighing 500kg less. The many thousands of development miles at the Nürburgring have delivered much, but there are a few questions asked by Welsh asphalt that it can’t answer. Maybe, as with BMW, it will become a stop on Kia’s new car development programme.

    Another big trip this month was to Cadwell Park, which luxuriates in the nickname of the mini-Nürburgring. The weather looked good and the club racing had something for everyone – Caterhams for me, 2CVs for my big brother, and karts for my eldest two boys. After that it was off to see my mum in Cleethorpes.

    Across country from Northants to the coast, via Cadwell, the roads are ideal for the Stinger, flowing but challenging, and it soaked it up. It’s terrifically comfortable all the time, and that twin-turbo V6 has the response you need to dispatch the dolly danglers that would otherwise spoil some of the best stretches. On a long, gentle run (i.e. clogged motorways), I’ve seen over 33mpg, which is impressive. More generally, I’m seeing about 26mpg, and as low as high teens stropping along favourite local runs, but the trend is upwards, suggesting the V6 is running in nicely. And still the admiring glances come.

    Downsides? A few, mostly details. I haven’t yet found out how to stop the seats reversing and the steering wheel raising when I stop the engine and open the door. It’s unnecessary, and upon getting back in I have to wait for them to whirr back into position. Also, on first start-up or shut-down, the Stinger plays a tune that sounds like a Windows operating system firing up. Of more consequence, the lever of the eight-speed auto seems to be becoming less responsive when rowing between drive and reverse when manoeuvring, occasionally stranding me in neutral. Overall, though, I’m still very much enjoying life with the Stinger.

    Date acquired April 2018
    Total mileage 2751 Mileage this month 1527
    Costs this month £0
    mpg this month 28.5

    ‘It’s comfortable all the time, and has the response you need to dispatch the dolly danglers’
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    The all-new #BMW-X5-G05 - Product Highlights ( #2018 ).



    Fourth generation of the #BMW X family patriarch. New #BMW-X5 opens the next chapter in the success story of the Sports Activity Vehicle (SAV) segment’s founder, of which more than 2.2 million units have been sold so far. New edition of the BMW X5 captures the imagination with clarity of design, comfortable, sporty and authoritative driving attributes and innovative equipment features. Production at BMW Plant Spartanburg (USA). Market launch in November 2018.

    Significantly larger than its predecessor: Length increased by 36 millimetres to 4,922 mm, width by 66 mm to 2,004 mm and height by 19 mm to 1,745 mm. Wheelbase extended by 42 mm to 2,975 millimetres.

    Exterior employs a robust and clear design language that is new to BMW X models. Powerfully sculpted surfaces, precise lines. Large BMW kidney grille with a one-piece surround, eye-catching character line and dynamic roofline, rear lights have a three-dimensional form.

    Interior exudes a classy and modern aura thanks to sophisticated materials, harmonious design and an innovative control concept.

    Neatly judged individualisation with BMW xLine and M Sport lines, plus model-specific features from BMW Individual.
    BMW Laserlight with Adaptive LED Headlights available as an option. Light sources have a striking design; lenses spread in a distinctive X shape; signature blue colour of #BMW-Laserlight .

    First BMW model to be available with 22-inch light-alloy wheels (optional). M light-alloy wheels in twin-spoke design and BMW Individual light-alloy wheels available from launch in this size.

    Market launch of the new BMW X5 with four engine variants: Newly developed #V8 petrol engine with 340 kW/462 hp in the #BMW-X5-xDrive50i-G05 (not available in Europe), six-cylinder in-line petrol engine with 250 kW/340 hp in the #BMW-X5-G05 xDrive40i (fuel consumption combined: 8.8 – 8.5 l/100 km [32.1 – 33.2 mpg imp]; CO 2 emissions combined: 200 – 193 g/km)* and two six-cylinder in-line diesel engines with 294 kW/400 hp in the #BMW-X5-M50d-G05 (fuel consumption combined: 7.2 – 6.8 l/100 km [39.2 – 41.5 mpg imp]; CO 2 emissions combined: 190 – 179 g/km)* and 195 kW/265 hp in the #BMW-X5-xDrive30d-G05 (fuel consumption combined: 6.8 – 6.0 l/100 km [41.5 – 47.1 mpg imp]; CO 2 emissions combined: 179 – 158 g/km)*. All power units feature cutting-edge exhaust gas treatment technology, including a gasoline particulate filter or SCR catalyst, and meet the #EU6d-TEMP standard. Eight-speed Steptronic transmission fitted as standard.

    BMW xDrive intelligent all-wheel drive with new, more efficient control system and rear-wheel bias as standard. Differential lock at rear axle provides noticeably enhanced agility, traction and directional stability when accelerating out of corners and in other dynamic driving situations.

    First BMW X model with optional Off-Road package. Two-axle air suspension, underguard at the front and rear, plus specific displays in the instrument cluster and Control Display. Choice of four driving modes available at the touch of a button. Ride height and the responses of #BMW-xDrive , DSC, the transmission and the accelerator are adjusted to give an optimum set-up for driving on sand, rock, gravel or snow.

    Dynamic Damper Control with electronically controlled dampers as standard. New chassis systems available for the first time in a BMW X model: two-axle air suspension offering ride height adjustment of up to 80 millimetres. Integral Active Steering, Adaptive M suspension Professional with active roll stabilisation.

    Debut appearance of the BMW Live Cockpit Professional display and control concept (fitted as standard). Further development of the iDrive operating system to include a fully digital instrument cluster and 12.3-inch Control Display. Clear graphics and flat menu structure designed for touch control ensure quick access to settings and functions. Situation-linked and customisable displays supply the driver with the right information at the right time.

    Increased ease of use through multimodal use of the touchscreen display, Controller, voice control and BMW gesture control.

    New generation of the BMW Head-Up Display with a larger projection surface (now 7 × 3.5 inch), optimised 3D graphics and additional display content.

    Optional third row of seats (expected to be available from 12/2018) offers two additional seats; comfortable entry and exit thanks to electrically forward-tilting second-row seats.

    Two-piece split tailgate, hands-free opening and closing of both sections with optional Comfort Access. Automatic boot cover can be lowered electrically into load compartment floor (expected to be available from 12/2018). Boot capacity can be increased from 650 litres to a maximum 1,860 litres.

    Standard leather trim in new variant Vernasca and optional BMW Individual Merino leather trim both available in a choice of four colours.

    New options provide the interior with exceptional creature comforts: Multifunction seats with massage function, four-zone automatic climate control, heated armrests, cooled/heated cupholders in the centre console, Panorama glass roof Sky Lounge with a 23 per cent larger glass surface, Ambient Air package for interior fragrancing, Bowers & Wilkins Diamond Surround Sound System (expected to be available from 12/2018), Rear-seat entertainment Professional system with 10.2-inch touchscreen display (expected to be available from 12/2018).

    First appearance of new glass applications (optional) for the newly designed transmission selector lever, the Controller, the start/stop button in the centre console and the audio system control knob.

    Telephony with wireless charging for compatible mobile phones. #BMW-Display-Key shows vehicle status information and allows user to control vehicle functions.

    Updated ambient lighting (optional) with Welcome Light Carpet for the entry area to the car and Dynamic Interior Light with pulsating illumination in the instrument panel (when receiving incoming phone calls) and in the door panel and opener (when the door is opened with the engine running).

    Innovative suite of driver assistance systems takes another step towards automated driving: Driving Assistant Professional includes further developed Active Cruise Control with Stop & Go function, Steering and lane control assistant, Lane Change Warning and Lane Departure Warning, side collision protection, evasion aid, Crossing traffic warning, Priority warning and Wrong-way warning.

    Emergency Stop Assistant available for the first time; brakes the vehicle automatically if required, and steers it to the side of the road.

    Parking Assistant with automated longitudinal and lateral guidance. New Reversing Assistant takes over steering to manoeuvre the vehicle along a path recently negotiated forward – over a distance of up to 50 metres. Parking Assistant Plus also includes Surround View, Top View, Panorama View and Remote 3D View.
    Complete range of services from BMW ConnectedDrive. Full connectivity between the vehicle and the customer’s digital devices via the BMW Connected personal mobility assistant. BMW Digital Key allows users to access the vehicle and start the engine using their smartphone. Hazard warning provided by connectivity with other BMW vehicles. Software upgrades “over the air”. Integration of Microsoft Office 365 and Skype for Business.
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    BMW M240i
    The M Performance coupe surprises a sceptical staff writer with its ability to feel more like a proper M Division car.

    / #BMW-F22 / #BMW-M240i / #BMW-M240i-F22 / #BMW-2-Series / #BMW-2-Series-F22 / #BMW-2-Series-Coupe / #BMW-2-Series-Coupe-F22 / #BMW-M240i / #2018

    Our M240i has been with us for a good six months as I write this, but despite plenty of opportunities, I haven’t felt particularly compelled to hop into this 335bhp rear-wheel- drive coupe. Why? Because I’ve simply never fallen for the M240i, nor its predecessor, the M235i, or its hot hatch equivalent, the M140i. To me they’re good, ordinary #BMW s: fast enough and with decent handling, but the M Division influence implied by the ‘M Performance’ branding has never felt overwhelming.

    Then recently I noticed that our 240 had spent a couple of nights in the car park, so I took pity on it. And I found more obvious M-car traits than I was expecting, although, as is the modern way, I had to select Sport or Sport+ mode before these characteristics became apparent. The first was from the gearbox.

    Unfortunately, the abrupt gearchange that you experience with the #DCT ’box in current M-cars has made its way into the M240i’s eight-speed auto. At every full-throttle upshift the change of ratios is so forceful that it sends a shock through the drivetrain. If you change up mid-corner the whole car becomes flustered. Thankfully this isn’t as frightening as in the proper #M-cars , as the 240i’s open differential means only one tyre will lose traction, rather than both, if the gearchange is especially brutal. It’s perhaps the first time in my life I’ve been glad a rear-wheel-drive car didn’t have an LSD.

    Once accustomed to the brusque ’box, things got much better. In Sport mode the M240i feels more willing to weave its nose through a set of bends than any other sub-full-M BMW I’ve driven. Instead of the squidgy-soft chassis I had expected, I found much tighter control, less body roll and more precision. And even despite the lack of LSD, the throttle had a much greater influence on the car’s attitude than I thought it would.

    This is the first M240i I’ve driven with adaptive dampers, and they clearly expand the car’s repertoire: every-day-comfortable on long journeys but sharper when you want to have fun. The M2 may make do with passive items, but the fancy dampers on the 240 do make it feel like more of an M-car when you need it to. Will Beaumont (@ Will-Beaumont)

    Date acquired November 2017
    Total mileage 8798
    Mileage this month 1561
    Costst his month £0
    Mpg this month 28.5
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    / #Porsche-Mission-E-Cross-Turismo / #2018 / #Porsche-Mission-E / #Porsche / #Electric-Car

    With an 800 volt electric architecture, the big news here is the Mission E Cross Turismo is capable of recharging using the new Ionity 350kW chargers, offering 250-miles range in 15 minutes. 590bhp allows 0-62mph in 3.5 seconds and 124mph in under 12 seconds. Porsche says its latest EV is already “road ready”.
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