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BMW 760Li - First Drive Review

It's muscle-flexing time among the world's carmakers, making for a horsepower race that we haven't seen the likes of since the 1960s. Only this time around, the objects at center stage are 12-cylinder cars with stratospheric price ranges, such as the Mercedes-Benz S600 and its 493-hp, twin-turbocharged V-12, or the upcoming Bentley Continental GT that'll make more than 500 horsepower from a twin-turbocharged W-12 mill. Fat-cat rides simply aren't cool these days unless there are 12 thumping pistons underhood. Even Cadillac has a V-12 in the works.

In the meantime, we recently sampled the newest V-12 from one of the big daddies in the engine biz: BMW. This all-new engine is only available in the U.S. in the long-wheelbase $116,495 760Li.

Its latest street engine, the 6.0-liter DOHC 48-valve all-aluminum V-12, is a billboard of BMW engine technology. There's the Double VANOS system that uses phasers on both the intake and exhaust cams to infinitely vary cam timing. The intake manifold and the valve covers are made from lightweight magnesium rather than aluminum or steel. There's also Valvetronic, a separate but ingenious system that adjusts intake-valve lift, thereby obviating the usual throttle plate and reducing pumping losses.

Both Valvetronic and Double VANOS are also on the V-8 745i and 745Li, but only the V-12 gets a new fuel-injection system, known in the industry simply as direct injection (DI), meaning the fuel injector pokes through the top of the combustion chamber. That may seem like a subtle difference when compared with regular fuel injection, where the injector is mounted outside the combustion chamber and in the intake port. However, conditions inside the combustion chamber are about as welcoming as, well, Hell, with temperatures of more than 1000 degrees Fahrenheit and pressures up to 70 atmospheres.

DI yields a variety of benefits. Fuel can be injected at any time, not only when the intake valve is open. Also, in certain conditions, the injectors pulse twice during a compression-and-combustion event to promote complete burns. BMW's direct fuel injection squirts the gas at very high pressures (between 435 and 1450 psi), which effectively mixes the fuel with the incoming air.

This excellent mixing can allow the engine to run with lean air-to-fuel ratios, which increases gas mileage. But there's a rub: Running lean produces an exhaust that's rich in oxides of nitrogen, and current catalysts can't remove them. New catalysts that can are intolerant of typical high-sulfur U.S. gasoline. So the BMW V-12 doesn't run lean, but it does take advantage of DI's cooling effect (vaporizing fuel removes combustion-chamber heat) to run a high compression ratio (11.3:1). BMW says direct injection increased the engine output by five percent.

Okay, enough techno babble. What kind of power does the big sedan make? Try 438 horsepower at 6000 rpm and 444 pound-feet of torque at 3950 rpm. It's less power than the Mercedes V-12 makes, but that's made with turbocharging. BMW considers turbos or superchargers to be low-tech shortcuts to power, horsepower solutions unfit for a flagship engine. Blowers, they say, add weight and complexity and reduce throttle response. Ask a BMW engineer if the V-12 might one day be turbocharged, and you'll get a scowl and a curt, "Nein!"

After a brief drive in the 760Li, we didn't argue. This new V-12 is pure magic, with a seamless power curve and an extremely satisfying muted roar. Like the V-8-powered 745i/Li, the 760Li uses a six-speed automatic that almost completely masks shifts. The power is so smooth that in some ways the nearly 5000-pound 760Li doesn't feel as fast as it is. We haven't tested one yet, but BMW estimates a scoot to 60 mph will take about 5.4 seconds.

We appreciate BMW's steadfast devotion to the aural and visceral characteristics of a non-turbo engine, and the new V-12 is wonderful. The rest of the car is still a somewhat mixed bag. We love the driving dynamics, but as we've reported before, we're perplexed by the ergonomics and the overly teched iDrive interior-control system. Maybe we simply need more time in one to get used to iDrive. How about a long-term 760Li, BMW?Continued...

2011 BMW 535i

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The good: The 535i has a high level of available infotainment technology and driver aid features, including a Park Assist feature that automates parallel parking. Performance is good and efficiency is up despite this being a larger, more spacious sedan than years prior.

The bad: Suspension feels a bit floaty and body roll is evident despite active suspension tech. Nearly every feature we like in the 5 Series is an additional cost option, which adds considerably to the bottom line.

The bottom line: The 2011 BMW 535i is easily one of the best sport sedans in its class for handling, fit and finish, and prestige, but it doesn't represent the highest value on the market.

Photo gallery:
2011 BMW 535i

The new-for-2011 BMW 5 Series is no mere visual refresh. This updated model is physically larger, yet visually smaller. It features updated drive-train tech and an overhauled infotainment system, but has the 5 Series lost some of the fabled BMW driving dynamic with this revision? We got behind the wheel of 3.0-liter TwinPower turbocharged 535i variant to put it to the test.

Driving dynamics
Beneath the BMW's hood breathes a 300-horsepower, TwinPower turbocharged three-liter inline six-cylinder engine. However, this isn't exactly the same mill that can be found in the previous model year. For 2011, BMW has moved from a true twin-turbo setup to a twin-scroll single turbo for the 3.0-liter engine's forced induction. This configuration retains the quick spooling characteristics of the twin-turbo, reducing turbo lag, and maintains identical power ratings and the same 300 foot-pounds of torque as the previous model had--although peak torque now comes on 200rpm earlier.

Power delivery is smooth, with a flat torque curve that makes the inline six-cylinder feel more like a small displacement V-8. However, though the 535i isn't wanting for grunt, its power delivery is not overwhelming. There's an adequate amount of torque to motivate the car, but not enough to bend the laws of physics and mask the fact that you're behind the wheel of heavy sedan.

Two automatic transmission options are available on the 5 Series, a no cost optional eight-speed and a $500 sport automatic with paddle shifters, but we were happy to find a six-speed manual shifter gracing our tester's center console. Shifts are chunky, with deliberate engagement, and the heavy clutch pedal will give your left leg a workout, but there is little that's more satisfying than rowing through your own gears.

Between the sedan's unibody and where the rubber meets the road there's a good deal of adaptive chassis tech available to the 5 Series owner. By checking the box next to the $2,700 Dynamic Handling Package, the 535i gains electronic damping control, which varies the stiffness of the sedan's suspension for a more comfortable or sporty ride, and Active Roll Stabilization (ARS), which uses adjustable antiroll bars at the front and rear of the vehicle to help keep the sedan flat when cornering. Tying these systems together is BMW's Adaptive Drive system, which gives you the choice of Comfort, Normal, Sport, and Sport+ presets.

Choosing the Dynamic Handling Package requires you to also choose the Sport Package, adding 19-inch wheels with performance tires, swapping in sportier seats and steering wheel, and raising the top speed limiter--all for an additional $2,200.

Even with the Adaptive Drive set to Sport, the BMW feels heavy through twisty mountain roads. Body roll was evident and noticeable, despite the ARS system, and the 535i feels as though it's relying too heavily on its gadgets to offset the increased mass. Thankfully, although the BMW rolls, it doesn't feel like it's floating or is disconnected from the road, and the increased low-end grunt meant that we were almost never caught without enough torque to power the sedan out of turns.

After unsuccessfully trying to make a canyon carver out of this Ultimate Driving Machine, we switched modes and tackled a few wider roads with sweeping high speed turns and found the 5 Series to be an excellent grand-touring machine. Its long wheelbase and compliant suspension made the sedan quite comfortable for relaxed blasts through the countryside, but its communicative steering never lets you forget that you're driving rather than merely transporting.

Also available on the 5 Series is a feature called Integral Active Steering, which adds up to 2.5 degrees of rear wheel steering. It steers against the front wheels at low speeds to reduce turning radius, and steers with the front wheels to add stability for highway speed lane changes. Our vehicle was not equipped with this $1,750 option.

Cabin tech
The 5 Series' cabin tech package checks all of the right boxes, but only if you make sure to check the those boxes when making your purchase, as nearly all of the Beemer's gee-whiz gadgets are optional.

Starting at the top of the center console, the BMW's wide-screen hard-drive-based navigation system features 3D terrain data and satellite imagery when zoomed far enough out and, in major metropolitan areas, 3D building data when zoomed far enough in. The wide screen allows users to split the screen to display secondary data (audio source, trip computers, and turn-by-turn directions) alongside the map, or fill the entire screen with the beautifully rendered maps. The navigation system also features traffic data.

Bluetooth connectivity with BMW Assist is standard on the 535i. BMW Assist is the automaker's connected-telematics system that integrates GPS positioning, cellular connectivity, and something of a concierge service to give you access to a live operator who will assist the driver with locating destinations (and queuing up the vehicle's turn-by-turn directions) or alerting first responder services in the event of an emergency. The system also enables hands-free calling with voice activated dialing and supports Bluetooth PBAP, allowing it to automatically import contacts from a paired handset that also supports this profile. A2DP audio streaming is not supported, so smartphone users wanting to get their Internet streaming-radio fix will need to use the BMW's analog auxiliary input

2011 BMW X5

The BMW X5 continues to offer superior driving dynamics and a plush interior. For 2011, new gasoline engines give it more power and better fuel economy than before. Though it costs slightly less than the outgoing model, it’s still pricey for its class.

The refreshed 2011 X5 starts at $46,675, which is over $1,000 less than the 2010 model. However, that’s still a lot compared to the X5’s competitors -- especially when you consider that higher trims like the V8-powered xDrive50i start at nearly $60,000. But if you value a sporty, luxurious ride above all else, the price premium may be worth it. With an optional third row and seating for seven, the X5 can even function as an upscale family hauler.

"Exercise caution with the options list, and the X5 can still be had for a reasonable price -- well, reasonable compared with the rest of the luxury-SUV flock,” writes Car and Driver. “And like its begotten offspring, the X6, the X5 remains a surprisingly agile and entertaining way to transport the family. The new, more powerful engines will only enhance its appeal."

Not only are the new engines more powerful, but they’re expected to be much more efficient. While the 2010 X5 had only an average base fuel economy rating, the new model is expected to get two more miles per gallon in the city and three more on the highway. That makes its estimated 17/25 city/highway rating one of the best in the entire luxury midsize class. Another advantage the X5 enjoys over competitors is a standard xDrive all-wheel drive system.

Other Luxury SUVs to Consider

Those who can do without German driving dynamics may want to consider the more reasonably priced Acura MDX. It starts at around $4,400 less than the X5 and comes with a spacious three-row interior and smooth handling. It also gets a standard all-wheel drive system, but its fuel economy can’t compete with the X5’s increased ratings.

The Lexus RX 350 is another good option because it will save you money and even a little gas. It's one of the least expensive and best rated SUVs in its class and boasts an 18/25 mpg rating. It doesn't offer a third-row seat, but its cabin controls are more intuitive than those in both the Acura and BMW. The real draw, however, is the RX’s affordable price -- it will save you around $9,000 as compared to the base X5.

Details: BMW X5

In addition to slightly revised styling and two new gasoline engines, the 2011 BMW X5 comes with the latest version of BMW’s iDrive system. It also offers new options, such as Active Cruise Control and a lane departure warning system.

The X5 comes in three trims: the xDrive35i (available in two sub-trims, Premium and Sport Activity), xDrive50i, and diesel-powered xDrive35d. BMW also continues to offer the high-performance X5 M model, which is reviewed separately.

• "Although the price cut is certainly welcome, what's surprising is how much equipment remains optional, including leather upholstery (!), on the base car and the diesel; the third-row seat; navigation, even on the most expensive versions; Bluetooth; and satellite radio. So be prepared to spend a bit more than the base price." --Automobile Magazine
• "If you're a BMW fan, particularly of the X5, this is a nice upgrade. And yes, that is a reason to consider putting it in your garage. More power. Same comfort. Classy, understated looks. It's all here. And it's a well-executed package." --AutoWeek
• "X5 excels for its acceleration, sporty handling, and availability of a frugal diesel engine. Despite improvements to the iDrive control system, the available navigation system remains confounding and the optional 3rd-row seat is a token gesture." -- Consumer Guide
• "BMW's refreshed X5 continues in its quest for total perfection in the luxury crossover/SUV realm by incorporating engine and drivetrain improvements that continue to keep the Sport Activity Vehicle, or whatever they want to call it, relevant in an extremely competitive segment. If your bottom line is healthy, our bottom line says it's definitely a ‘ute worthy of your consideration.” -- Left Lane News

X5 Performance - 8.3 (Very Good)

The 2011 BMW X5 delivers especially sporty driving performance for an SUV. This year it gets two new gasoline engines that offer even more power and better fuel economy. There's also a well-reviewed and more fuel-efficient turbodiesel model. Read More

X5 Exterior - 7.9 (Good)

The 2011 BMW X5 has updated styling, but reviewers say the changes are so subtle that it’s nearly impossible to notice them. The X5 continues to boast sharp lines and a sporty, muscular stance. Read More

X5 Interior - 7.7 (Good)

The 2011 X5 boasts available seating for seven and includes loads of high-tech features. A major drawback is the X5's iDrive system (BMW's radio and climate controls), which can be frustrating and confusing to use – despite the fact that BMW has updated it for this year. Read More

X5 Safety - 10.0 (Excellent)

The 2011 BMW X5 has not been crash tested, but it is expected to do just as well as the previous model. New safety options for 2011 include a lane departure warning system and Active Cruise Control. Read More

X5 Reliability - 5.0 (Mediocre)

The 2011 BMW X5 reliability score shown is the Predicted Reliability rating provided by J.D. Power and Associates. This score is based on trending the past three years of historical initial quality and dependability data from J.D. Power's automotive studies, specifically the Vehicle Dependability Study (VDS) and the Initial Quality Study (IQS). The X5 comes with a four-year/50,000-mile basic warranty.