8 posts tagged “bmw”

I enjoy these behind-the-scenes design stories a lot, and check out the video of the designer drawing the new BMW 7-series (F01). From Lucire.

 

Not everyone in New Zealand has a brand-new car. At Bristol Motors in Upper Hutt, where I get my car serviced by Stephen Hamilton (one of the rare breed: an honest mechanic, ex-New Zealand Army), there are quite a few classics being looked after. New Zealand does not salt its roads, so many of these have been well preserved. I have blanked out the number plates of the cars shot indoors since these are not vehicles you would see passing by Bristol Motors’ building.

   Two Germans: a BMW 633 CSI (one of my old favourites from this company) and a Hansa coupé, from the now-defunct Borgward company. There’s a small plate inside mentioning Goliath-Werke AG, another name from the past. Next to them is a Bentley.    I am no authority on Rileys but I assume this is a 2½-litre model?    Another rarity, a Vauxhall Velox drophead. A saloon version was parked outside:    If it were not for the SUV across the road, you’d have to ask what year this photo was shot:    And finally, an Australian Ford LTD from the 1970s with a grille that aped Rolls-Royces and Lincolns:

Yesterday wasn’t all Audis. Some of my journalist colleagues came in other press cars.

   There were plenty of jokes being bandied about the BMW X6, the car that blends a coupé roofline with a four-wheel-drive concept. I even joked that someone had left the Rover SD1 files around when BMW owned Rover. But really, I quite like the shape and I even think a market exists for it. This is not because of any “category” but because there are people who want something looks butch—yet they do not want to have the “domestic” feeling of an upright tailgate, particularly from the inside. I reminded my colleagues of the AMC Eagle SX/4 of 1981, which found buyers—ultimately the market will decide, not us.
   The registration is BMW 630, which was something else altogether 30 years ago.    Everyone loved the Jaguar XF, apart from its thirst. Again, it’s a coupé roofline—just that it’s mated to a saloon. It’s on my must-drive list.
   All in all, I found the journos on this press launch far nicer as a group than what I confront in the fashion media. Maybe it’s a gender thing but everyone was so relaxed. We in the fashion media tend to be uptight most of the time and the only people who appear relaxed are the people who can fake looking relaxed. There were some genuine friendships and colleagial respect at Pukekohe.

[Cross-posted] ‘Oh, duck! I canardly believe it! The new Mini Cooper S Clubman!’
   One of the shots we won’t publish (in print) from my 35 mm roll.

This was my set of wheels when in Auckland. A great little car, and thanks to Piers, Kelly and Grant for their help at BMW. And thanks in addition to Kelly for sending back my Italian Job CD, which I left in the CD player. A full review in an upcoming Lucire.

I’ve inputted some information into Autocade over the last half-hour about the Rover 75*, a model that saw the end of volume British-owned car manufacturing—and which might mean the beginning of two marques in Red China. Here I chart the history of this tragic car, beset by publicity gaffes from BMW and a British press with its claws out, only for it to begin making good produced in Shanghai and Nanjing. Even in Italy it won an award for the most beautiful car when it launched, but the Brits never warmed to the 75. Summary: fairly timeless look, but I still wouldn’t buy one due to quality concerns.

* It took many times longer to copy and paste this into Vox (hours!) than writing and researching all of the below, due to the site crashing my browser due to a script error constantly!

Rover 75 Mk I

Rover 75. 1998–2004 (prod. 169,250, 1998–2003). 4-door saloon, 4-door LWB saloon, 5-door estate. F/F, 1794 cm³ (4 cyl. DOHC), 1997, 2497 cm³ (V6 DOHC), 1951 cm³ diesel (4 cyl. DOHC). Retro-themed and too-English Rover styled by Richard Woolley, with lavish use of chrome. Soft ride to distinguish it from BMW cars. Very robust, refined car but never appealed to enthusiasts; suffered from BMW’s indecision on and changes to marketing from launch day onwards, as well as British media apathy. Related MG ZT from 2001, after production shifted to Longbridge for all models following BMW sale of Rover. LWB saloon brought back Vanden Plas tag temporarily.

MG ZT Mk I

MG ZT. 2001–4 (prod. 27,149 all models, incl. Mk II). 4-door saloon, 5-door estate. F/F, 1794 cm³ petrol, 1951 cm³ diesel (4 cyl. DOHC), 2497 cm³ (V6 DOHC). Sporting versions of Rover 75, finally with firmer suspension and better handling. Helped keep MG Rover numbers up for a short time, though package began looking more dated toward the end of the run. V8 model introduced 2003, covered separately.


MG ZT 260

MG ZT 260. 2003–5 (prod. 883 incl. Rover 75 V8). 4-door saloon, 5-door estate. F/R 4601 cm³ (V8 SOHC). MG Rover, on a shoestring budget, sourced a new V8 engine from Ford and, in order to get it working, changed the standard 75 platform to rear-wheel drive. Prodrive did the initial work; MG Rover brought it in-house. Hairy, raw car, in line with MG image, and with few visual cues to signify the larger engine other than badging and four exhausts. Facelift one year in, in 2004; automatics introduced toward end of run (bound to be rarest of all), but production came to an end in 2005, with no Chinese equivalent.

Rover 75 Mk II

Rover 75. 2004–5 (prod. unknown). 4-door saloon, 4-door LWB saloon, 5-door estate. F/F, 1794 cm³ (4 cyl. DOHC), 1997, 2497 cm³ (V6 DOHC), 1951 cm³ diesel (4 cyl. DOHC). Essentially carryover technology from Mk I with cosmetic facelift, while Project Drive eliminated certain parts deemed unnecessary to cut costs, which meant less refinement on some models. Never had its full run as MG Rover collapsed and the 75 found its rights sold to SAIC of China. V8 model introduced in 2004, covered separately. LWB model simply called Limousine, rather than Vanden Plas, for these final years.

MG ZT Mk II

MG ZT. 2004–5 (prod. 27,149 all models, incl. Mk I). 4-door saloon, 5-door estate. F/F, 1794 cm³ petrol, 1951 cm³ diesel (4 cyl. DOHC), 2497 cm³ (V6 DOHC). Facelifted ZT with minor changes, but no real mechanical changes—and no real improvement to sales. Production shifted to Nanjing, China after collapse of MG Rover in UK, restarted in 2007.

Rover 75 V8

Rover 75 V8. 2004–5 (prod. 883 incl. MG ZT 260). 4-door saloon, 4-door LWB saloon. F/R, 4601 cm³ (V8 SOHC). Short-lived Ford V8-powered version of 75, with platform re-engineered by Prodrive and Rover to rear-wheel drive. Front grille, supposedly inspired by Rover P5B, controversial at the time, accused of copying Audi, and designer’s name not released by MG Rover. No direct predecessor—last hairy Rover V8 was SD1 Vitesse in 1980s. Good performance but car seemed heavy; interior and insulation kept English club-lounge feel. Fuel economy in the high 10s, low 20s (mpg).

Roewe 750

Roewe 750. 2006 to date (prod. unknown). F/F, 1794 cm³ (4 cyl. DOHC), 2497 cm³ (V6 DOHC). Rebodied Rover 75. SAIC acquired the rights to the model in 2005 and proceeded to make its own version on the long-wheelbase platform. British consultants Ricardo did restyle and update. However, SAIC was forced to create a new marque, Roewe, after Ford bought the Rover brand that they wanted; hence, Roewe logo has the same shape as old Rover Viking longship one. Two noses: small grille for lower-spec; large grille (à la last Rover 75 V8) for higher-spec. Not as well built as old 75 according to early reports, with less safety equipment than western markets expect.

MG 7

MG 7. 2007 to date (prod. 13,000 approx.). 4-door sedan, 4-door LWB sedan. F/F, 1794 cm³ (4 cyl. DOHC), 2497 cm³ (V6 DOHC). Chinese edition of MG ZT, offered with both Mk I and II grilles contemporaneously. Engines upgraded to comply with latest Euro IV legislation, and quality said to be better than those of the cars coming off Longbridge in 2005 thanks to new factory at Nanjing. Improved specification. No estate announced. Played heavily on MG’s heritage when launched.

George W. Bush’s first car was a Triumph. So was mine. Come to think of it, my mother’s first car was a Triumph, too—I sort of wound up with hers when I started driving and she bought another car. Dad bought a Triumph as his first car in New Zealand, but it wasn’t his first in his lifetime.
   Unless you count toy cars, in which case my first was a Chevy, my second was … you guessed it, a Triumph.
   Rob Muldoon used to drive his Triumph 2500S to work when he was Prime Minister (who needs chauffeurs? Get your lazy butts out of the LTDs!).
   A great brand, now owned by BMW, and unlikely to see the light of day again. Shame, really. I still would be happy to get a nice Dolomite Sprint.

Again, only the Greens seem to be raising a stink in Parliament (National is silent) about the new BMW limousines on order for governmental use.
   As co-leader Jeanette Fitzsimons pointed out, the new BMW 730Lds on order from the Bavarian automaker contravenes even the government’s own directives for fuel economy.
   The cars, at least based on list prices, are essentially twice the price of the Ford Fairlanes they are succeeding. The government’s defence, that the Fairlanes will be deleted from Ford Australia’s range, falls on deaf ears, since the rival Holden Statesman is still being made, and sold at a comparable price.
   The Dog & Lemon Guide has warned that maintaining the cars will be pricey, too.
   I happen to agree with the opinions of both Ms Fitzsimons and the Guide’s editor, Clive Matthew-Wilson. These cars will send the wrong message: that politicians are somehow above the rest of us (consider who normally buys 7-series BMWs). Additionally, the cars are a bad choice environmentally—contravening the country’s green image.
   We know that this Labour Government and the opposition National Party both think they are above the rest of us and that they have no trouble with hypocrisy.
   I predict that what might happen is that everyday motorists will block these BMW limousines out of a sense of injustice.
   I still remember the days when Prime Minister Robert Muldoon drove his own Triumph 2500S to work and got stuck in traffic like the rest of us.
   Security might deem that unsafe but as the Irish newspaper points out today, even Ms Fitzsimons drives to work in her own 1·3-litre car.
   There has to be a happy medium, maybe having a diplomatic protection police officer accompany the PM if she wishes to drive to work.
   This is spending at a time when we should be more prudent with taxpayer funds, especially in upcoming years.
   While Mr Matthew-Wilson believes a Toyota Crown or Lexus would be a better bet, I was remarking to myself how the diesel Škoda Superb would be quite good today.
   The Superb is one of the most economical diesels I have tested and the legroom—more than an old Mercedes-Benz S-class—is more than suitable for our MPs.
   I have wondered why even taxi fleets have shied away from the Czech-built car here as it affords far more comfort than the Toyota Camry that is fast becoming the choice of cabbies in Wellington.
   And at NZ$59,990 for the current model (to be replaced next year), it makes infinitely more sense than the BMW.
   If the Superb is good enough for the President of the Czech Republic, it is more than enough for our ministers—which reveals that the decision to go with BMW could not have been motivated by proper policy considerations. Something is rotten in Denmark, but we’ve known that for years.
   Choosing a long-wheelbase BMW at this point makes us look more like Red China—oh, hang on—maybe that is the message.
   What a pity National is not taking the opportunity to use this against Labour—again John Key has not been able to see the massive bullseye target painted on the Internal Affairs’ Minister.