BMW USED CARS

All Car Donation Programs Are Not Created Equal
August 2004

Scenario A: It's got four wheels and an engine. Sometimes it even runs. But the mechanic's estimate is more than you want to pay, so it's time to get rid of the old clunker in your driveway. A 501(c)(3) public charity you like will take it off your hands. You'll dispose of your car, support a favorite charity, and get a nice income-tax deduction. It's the best of all possible worlds—isn't it?

Scenario B: Your 501(c)(3) organization accepts the donation of a used car, turns it over to a broker to sell, and receives a portion of the proceeds. Your nonprofit receives some much-needed cash, the donor gets a deduction, and the broker makes some money. It's a win-win-win situation—right?

In these two cases, yes. But vehicle donations to charity don't always work out that way. To clarify the situation, on June 29 the IRS issued two new publications on the topic, one for donors and one for charities.

The 335i, 328i, 330i, and 325i all have 3.0-liter inline-sixes. The 328i is a coupe with a 230-horsepower six that falls between the 255-horse 330i and 215-horse 325i, which are both four-door sedans. Deep breath. The 335i, then, is a twin-turbocharged direct-injection 3.0 that makes 75 percent of the expected power of next year's M3 V-8.

There's linearity to BMW horsepower numbers, from the M5/M6's 500-horse V-10 to a 400-horse, 4.0-liter V-8 in the 2008 M3 to 300 horses for this handsome new coupe. This is something different for BMW: Its first-but not last-gas direct-injection engine, with piezo injectors feeding the combustion chambers for a more equal distribution of fuel. The twin turbos act in parallel, each boosting three cylinders. They're inside an all-aluminum block with cast-iron liners that cut cylinder bore by 1.0 mm versus the naturally aspirated 3.0-liter. The world's first twin-turbo inline-six, according to the Bavarian automaker, is its future in providing efficient high performance.

(NC)-"Mister, you just filled your X5 with diesel!" Get yourself into a BMW's new X5 xDrive35d, and you'll frequently hear this when refueling as the models start hitting the market. One of two new 'clean-diesel' products being introduced to North America by the automaker, the X5 xDrive35d joins the newly-updated BMW 335d sedan for 2009.

The diesel-powered X5 boasts the smooth and refined operation of a modern clean-diesel powerplant alongside the German brand's promise of sporty driving dynamics and safety.

X5 is a discreet looker of an SUV: handsome, understated and capable. A unique badge indicates the presence of a diesel engine, though diesel and gas models are identical looking otherwise.

Same goes for inside. Except for the 4000* RPM redline and 'diesel' badge on the fuel gauge, the interiors are identical too. Wood trim and supple leather complement the simple and concise layout to the various controls. Plenty of room exists for five occupants - though the rear seats fold flat to accommodate any combination of passengers and cargo. Several handy storage compartments are at hand for smaller items, too.

CARPENTERIA, Calif. — In an attempt to change perceptions in the U.S. market about diesel-powered cars, the Bosch Corporation—a leading supplier of diesel technologies to the auto industry—brought some European-market vehicles to the States recently for sampling. With the cost of all petroleum-derived fuel standing where it does today, we think moving larger cars to diesel power makes good sense. So we slid behind the wheel of a BMW 745d this past weekend to see just how pleasurable and efficient a large luxury car can be when it packs a sophisticated new diesel. With a new 2009 BMW 7-series nearly here, could a clean diesel version for America be far behind? —Barry Winfield

The Specs
The BMW 745d packs a 4.4-liter liter turbo diesel V8 paired with the traditional six-speed automatic. The aluminum engine block makes this motor about 66 pounds lighter than its predecessor. But the best news—at least for power junkies—is that this diesel V8 makes a robust 330 hp and an incredible 553 lb.-ft. of torque way down at 1900 rpm. And that means it will accelerate to 62 mph in just 6.6 seconds, and cover the standing-start kilometer in 26 seconds. That's just 0.9 seconds slower than the gas-fueled, 4.8-liter V-8 BMW 750i.

33-MPG Diesel Sport Sedan Brings Best of All Worlds

LONDON — It's not just a set of new bumpers and headlamp switches that have been bolted to BMW's 3 Series cash cow for next year. This November we'll get one of the meanest oil burners around—one that's been selling in good numbers for a good few years in Europe, one that'll also see service in BMW's odd-looking coupe-come-SUV, the X6. And this improved fuel economy comes not a moment too soon. —Andrew English

The Specs
BMW claims it has made 2500 changes to the 2009 3 Series, but you have to look hard to see the effects of this facelift. The panels are unchanged, although the hood has been reprofiled and there are lots of nibby detail changes to features like the headlamps, grille and air intakes. The exterior changes will also affect the shooting brake (wagon) model, but the coupe and cabriolet retain the old body style and only get the 2009 interior changes.

By the simple act of putting its biggest six-cylinder engine into its smallest car, BMW has built a spunky new hot rod—the 135i. The pint-sized Bimmer uses exactly the same inline 6-cylinder engine as the larger 3-Series-based 335i. It’s a 3.0-liter, twin-turbocharged and intercooled smoothie that makes 306 hp and 295 lb./ft. of torque. What’s most impressive about this engine is that it makes the same amount of torque from 1300 up to 5000 rpm. It’s very powerful, very flexible and very user-friendly. BMW says the little 135i will do the European 0-62-mph run in a scant 5.3 seconds, cover the standing-start kilometer or 5.8-miles in 24 seconds, and top out at an electronically limited 155 mph. The flip side of all that high performance is usually poor fuel economy. Not here: BMW estimates 30 mpg on the highway.

We drove the new 135i at the Gotland Ring racetrack on the island of Gotland in Sweden. And while a racetrack is the first place that shows off the shortcomings of any street car, the 135i was plenty of fun to drive. The chassis has a near 50/50 weight distribution. The steering, typical of BMW, was sharp and quick to react. The engine is instantly responsive and torque-laden. And the 6-speed manual transmission, made in-house by BMW, was a joy to use. At each corner are meaty 18-inch tires, 215/40 in front and 245/35 in the rear. On the road at reasonable speeds, the ride quality was excellent—taut but not too tight.

You really have to hand it to BMW. When it set out to build the 1 Series, it had a clean slate. In an age where each manufacturer has a Camry-fighter or its version of the CR-V, BMW made a rare stand and decided not to enter a market, but create one.

And it could have done it on the cheap -- after all, the opportunity to break new ground is not only rare, it's risky and expensive.

But it didn't pinch pennies -- this much is clear from the moment you sit inside the all-new entry-level BMW 1 Series, the 128i Coupe. Eight-way power-adjustable seats offer a customized fit with familiar BMW flair, down to my favorite seat feature, the adjustable thigh support. At your fingertips are a tilt and telescoping steering wheel and a center console that's canted toward you, the driver.