Showing posts with label Auto/Motor Cars. Show all posts
Showing posts with label Auto/Motor Cars. Show all posts
Friday, November 27, 2009
Monday, April 27, 2009
2009 Seat Exeo Review
Overview
To the untrained eye it's hard to tell the difference between the new Seat Exeo and the current Audi A4. The front and rear light clusters and, of course, the badge give the game away.
With this in mind the ordinary family saloon buyer looking to cut costs may consider the Exeo a wise choice. Indeed, the 2.0 TDI PS Sport we tested costs £19,230 whereas the equivalent Audi A4 TDI retails at £23,425 - over £4,000 more expensive.
This car, however, is based on the previous-generation A4, first built in 2001. It's not a cynical rebadging exercise, though: Seat has taken the trouble of changing 30% of the parts.
It's not a direct rival to the current A4 anyway - it's taking on the likes of the Ford Mondeo and the Vauxhall Insignia, and it's hard not to be seduced by the thought that you are getting Audi quality for Seat money. Prices start at £17,735 for the generously equipped entry-level Exeo and that's pretty competitive when you compare it the base-spec Mondeo which starts at just over £17,390. It's here the Exeo starts to make sense.
The Exeo uses the new generation of Volkswagen engines so it's not been short-changed. The old noisy, lethargic and unrefined pumpe duse diesel engines makes way for a torquey 2.0-litre common-rail engine and there's also a smooth-revving 2.0-litre in the line-up. So are you really getting Audi quality at Mondeo money? Read on to find out.
With this in mind the ordinary family saloon buyer looking to cut costs may consider the Exeo a wise choice. Indeed, the 2.0 TDI PS Sport we tested costs £19,230 whereas the equivalent Audi A4 TDI retails at £23,425 - over £4,000 more expensive.
This car, however, is based on the previous-generation A4, first built in 2001. It's not a cynical rebadging exercise, though: Seat has taken the trouble of changing 30% of the parts.
It's not a direct rival to the current A4 anyway - it's taking on the likes of the Ford Mondeo and the Vauxhall Insignia, and it's hard not to be seduced by the thought that you are getting Audi quality for Seat money. Prices start at £17,735 for the generously equipped entry-level Exeo and that's pretty competitive when you compare it the base-spec Mondeo which starts at just over £17,390. It's here the Exeo starts to make sense.
The Exeo uses the new generation of Volkswagen engines so it's not been short-changed. The old noisy, lethargic and unrefined pumpe duse diesel engines makes way for a torquey 2.0-litre common-rail engine and there's also a smooth-revving 2.0-litre in the line-up. So are you really getting Audi quality at Mondeo money? Read on to find out.
Reliability and Quality
The previous-generation Audi A4 was a pretty solid car, so we think it's fair to assume your shiny new Exeo will stay bolted together for years to come. The cabin is of a decent quality but we did get a rather annoying rattle from the alloy trim on the gearlever.
The mechanicals and exterior quality should stand the test of time if customer satisfaction surveys are a guide. In the 2008 JD Power Survey the A4 finished 20th out of 100 models - not bad- but Seat finished 21st out of 28 brands - not particularly good. Still, we think the A4 result gives a more accurate picture for the Exeo.
The mechanicals and exterior quality should stand the test of time if customer satisfaction surveys are a guide. In the 2008 JD Power Survey the A4 finished 20th out of 100 models - not bad- but Seat finished 21st out of 28 brands - not particularly good. Still, we think the A4 result gives a more accurate picture for the Exeo.
On the road
There are three engines on offer with the Seat Exeo: a 2.0-litre 140bhp common-rail diesel, a 170bhp diesel and a 197bhp turbocharged 2.0-litre petrol.
We tested the 140bhp diesel and came away extremely impressed with the low-down pull - the maximum torque of 236lb-ft is delivered as low as 1,750rpm, ideal for A-road cruising and more than adequate for town driving. It will take you from 0-62mph in 9.2 seconds and then all the way up to a top speed of 133mph and that's on par with a similar powered Ford Mondeo and even a BMW 3-Series.
The 170bhp does 0-60mph in 8.4 seconds with a top speed of 142mph and the petrol will complete the benchmark sprint in 7.3 seconds and top out at 149mph.
Handling-wise the Exeo is pretty predictable: dynamically it's not in the same league as the Mondeo and 3-Series, but it's acceptable and you'd have to be a picky travelling salesman to start complaining to the fleet manager about it. Turn in and the car will respond nicely - it's not prone to too much body lean because the springs are rather firm. But it feels safe and secure and it's only when you are charging into a corner that you'll start to experience any levels of understeer.
The old A4's steering didn't feel particularly precise but the new Servotronic power has helped things on the Exeo. There's a bit more weight now to give you more confidence behind the wheel.
The brakes have a nice progressive feel but the gearchange is fractionally notchy at times, particularly if you are going down from third to second.
We tested the 140bhp diesel and came away extremely impressed with the low-down pull - the maximum torque of 236lb-ft is delivered as low as 1,750rpm, ideal for A-road cruising and more than adequate for town driving. It will take you from 0-62mph in 9.2 seconds and then all the way up to a top speed of 133mph and that's on par with a similar powered Ford Mondeo and even a BMW 3-Series.
The 170bhp does 0-60mph in 8.4 seconds with a top speed of 142mph and the petrol will complete the benchmark sprint in 7.3 seconds and top out at 149mph.
Handling-wise the Exeo is pretty predictable: dynamically it's not in the same league as the Mondeo and 3-Series, but it's acceptable and you'd have to be a picky travelling salesman to start complaining to the fleet manager about it. Turn in and the car will respond nicely - it's not prone to too much body lean because the springs are rather firm. But it feels safe and secure and it's only when you are charging into a corner that you'll start to experience any levels of understeer.
The old A4's steering didn't feel particularly precise but the new Servotronic power has helped things on the Exeo. There's a bit more weight now to give you more confidence behind the wheel.
The brakes have a nice progressive feel but the gearchange is fractionally notchy at times, particularly if you are going down from third to second.
Safety and Security
The 2001 Audi A4 secured 4 stars out of 5 for adult occupant protection and 1 star out of 4 for pedestrian safety in the Euro NCAP crash tests. That's not too shabby for a 2001 car but the game has moved on and there are now better-performing four-doors out there including the BMW 3-Series, Ford Mondeo and Vauxhall Insignia.
Stability control with electronic brake assist is standard as are front, side, and passenger airbags. Front active head restraints are also standard-fit.
An alarm and immobiliser are also included on the Seat Exeo's standard equipment list.
Stability control with electronic brake assist is standard as are front, side, and passenger airbags. Front active head restraints are also standard-fit.
An alarm and immobiliser are also included on the Seat Exeo's standard equipment list.
Running Costs
Thankfully the VW group diesels are refined and frugal. Official fuel consumption for the 140bhp version is 51.4mpg and that compares well with rivals. The 170bhp diesel returns 48.7mpg and the petrol 36.7mpg. Emissions levels are reasonable: the lower-powered diesel emits 143g/km of carbon dioxide which will put you in the Band F for road tax. The 170bhp emits 153g/km (Band G) and the petrol 179g/km (Band I).
Insurance will be affordable since the diesel models in groups 12 and 13. A group 14 rating for the high-powered petrol version should keep premiums low.
You won't pay a king's ransom if you choose the Exeo as a company car: Benefit-in-Kind rates are pegged at 19 % for the 140bhp diesel, 21% for the 170bhp diesel and a very affordable 23% for the petrol model.
Insurance will be affordable since the diesel models in groups 12 and 13. A group 14 rating for the high-powered petrol version should keep premiums low.
You won't pay a king's ransom if you choose the Exeo as a company car: Benefit-in-Kind rates are pegged at 19 % for the 140bhp diesel, 21% for the 170bhp diesel and a very affordable 23% for the petrol model.
Comfort and Equipment
The benefits of having an Audi A4 as a base are obvious as soon as you step inside the Exeo - this is probably the best cabin of any Seat. All the controls and switches respond with a satisfying thunk and the layout is no-nonsense and logical. All the materials look and feel decent and the addition of chrome on the rotary dials and the more aesthetically pleasing chromed circular vents offering an overall feeling of quality.
Fire up the Exeo and there's a slight sense of disappointment. The common rail diesel engine is noisy and rumbly, which is especially tiresome when you're pootling around town. It does settle down once you get up to motorway speeds, though.
The ride, although fidgety at times, is compliant and nicely balanced to give you reasonable comfort levels when cruising. The driving position is a little low but the seats are comfy and there's plenty of legroom and headroom available in the front and the back. Wind and road noise is well contained.
You can fold the rear seats down to get more space from the 460-litre boot. We stuck three golf bags in there with no problem with two rear seats folded down.
Base models get stability control, cruise control, electric windows and mirrors, split-folding rear seats, CD player and climate control.
Fire up the Exeo and there's a slight sense of disappointment. The common rail diesel engine is noisy and rumbly, which is especially tiresome when you're pootling around town. It does settle down once you get up to motorway speeds, though.
The ride, although fidgety at times, is compliant and nicely balanced to give you reasonable comfort levels when cruising. The driving position is a little low but the seats are comfy and there's plenty of legroom and headroom available in the front and the back. Wind and road noise is well contained.
You can fold the rear seats down to get more space from the 460-litre boot. We stuck three golf bags in there with no problem with two rear seats folded down.
Base models get stability control, cruise control, electric windows and mirrors, split-folding rear seats, CD player and climate control.
Used Value
Used prices for the Exeo are unlikely to be in the same league as the current Audi A4, but Seat still performs pretty well in the second-hand market.
The 140bhp 2.0-litre diesel will be the pick of the bunch and we expect it to retain between 38-40% of its original value after three years/36,000 miles. That trumps the 2.0-litre diesel Ford Mondeo's 35% residual value.
The 140bhp 2.0-litre diesel will be the pick of the bunch and we expect it to retain between 38-40% of its original value after three years/36,000 miles. That trumps the 2.0-litre diesel Ford Mondeo's 35% residual value.
Sunday, April 26, 2009
Feature: Best of 2009 Shanghai Auto Show
Detroit may be in the doldrums, but Shanghai is swinging: the Chinese motor industry is growing rapidly, investing in design expertise and preparing to have a significant global impact in coming years.
And besides the domestic manufacturers, who are producing ever-more interesting concepts, the established European and Western car-makers are finding that they can't afford to ignore China, where new-car sales are rising exponentially. Here's the low-down on the most important cars of this year's Shanghai Auto Show.
Bertone Mantide
Based on the 620bhp Corvette ZR1, the insectile Mantide (Italian for 'praying mantis') is a one-off, road-legal creation from the Stile Bertone studio for a private client.
Designer Jason Castriota - the man behind the one-off Pininfarina P4/5 - says it's inspired by jet-fighter aircraft, and its fuselage-type body, butterfly-opening doors and canopy certainly make it look ready to fly away.
Though the underpinnings are Corvette, the extra-aerodynamic Mantide is some 100kg lighter, thanks to its carbon fibre bodyshell and interior - which help it to 217mph and 0-60mph in less than 3.5 seconds. Downforce is 30% better than that of the Corvette, thankfully.
Buick Business Concept
Chinese buyers love GM's Buick brand - they see it as the epitome of American luxury - and the Business Concept MPV is suitably kitted out with armchair-type seats, plush burgundy and cream suede upholstery and carpets, and high-tech LED displays.
The work of the GM-SAIC Pan-Asia joint research and development facility, it incorporates traditional Chinese patterns in its trim, and evokes Chinese crystal sculptures in its headlight design. It shares its hardware with the Chevrolet Orlando and thus also the upcoming new Vauxhall Zafira, and also previews a next-generation GM hybrid powertrain.
Source:http://www.channel4.com
Jaguar XF 5.0 (2009-) Review
The new 3.0-litre diesel is the pick of the Jaguar XF range. How can it not be? It's relatively low on emissions, it'll return 42mpg and the 271bhp version sprints from 0 to 62mph in just 6.4 seconds and then all the way up to a limited 155mph.
So why bother with a thirsty V8? The new £49,900 5.0-litre is also limited to 155mph, only beats the diesel to the 62mph benchmark by only 0.6s but can't come close to matching the 3.0-litre's fuel consumption managing a distinctly unimpressive 25.2mpg.
Factor in an additional £5,700 premium and the 380bhp 5.0 looks like an unnecessary luxury - until you consider the price of the XFR. At £10k less than the high performance XF, the 5.0-litre offers a lot of bang for your bucks.
Source:http://www.channel4.com
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
Thursday, April 16, 2009
2009 BMW 750Li: The Best Luxury Sedan
The 400-horsepower BMW 750Li has rear-wheel steering. Below 40 miles per hour, the rear wheels can turn as much as 3 degrees opposite the direction of the front wheels, thereby reducing the big car’s turning radius.
I'm quite certain that somewhere right now, emotionally shattered BMW technicians are gathering in a church basement for a support group, huddled around the cookies and the coffee urn, their hands fairly vibrating with frustration. For as well deserved as is the title Ultimate Driving Machine, BMWs also have earned the reputation as the Ultimate Hangar Queen, taking up residence in dealership service bays and sending mechanics over the crumbling edge of insanity. Hello -- sob! -- my name is Dieter and I'm a BMW tech . . . . Hello, Dieter, keep comin' back. . . .
Yes, BMWs have middling initial quality and distinctly less-than-middling reliability -- so sayeth J.D. Power -- but people still buy them and adore them, because they are inarguably spectacular cars. Even the BMWs that I loathe are great cars. The new 135i is uglier than a Radcliffe glee club, but it's also fierce, fervid, delicious, a bottle of Bollinger that's lost its cork.
And then there's this car, the 2009 BMW 750Li, the flagship of BMW's starfleet, which might be -- one hates to draw lines in this particular sand -- the best luxury sedan in the world. Oh, sure, it could be better. It could run on the tears of disgraced CEOs or cure warts of the keister. But as an executive saloon, as a synthesis of power and grace and ease and prestige, the new 7-series demands that we reset our calipers, raise our ceilings and throw out our measuring sticks. There is now a new standard.
And yet, the 750Li boldly/daringly/foolishly leverages its greatness on the fulcrum of one of the company's perennial weaknesses: electronics. This car comprises a blazing amour fou of control modules, sensors, microcontrollers, solenoids and mechatronic actuators, all wired together with the CAN-bus network from hell.
Our fully optioned $110,170 test car provides an acute example. Among the systems: night vision display with enhanced pedestrian detection; active blind-spot detection; lane-departure warning; park-distance control; head-up display; adaptive headlights with high-beam "assistant"; three high-resolution cameras on the rear deck lid and front fenders.
Of course, there's an 80-gigabyte, hard-drive-based navigation system, satellite radio and premium audio system; and a completely redesigned version of the multifunction iDrive controller (the previous system was nicknamed "iQuit").
My favorite? The integral active steering system, which is to say, rear-wheel steering. Below 40 miles per hour, the rear wheels can turn as much as 3 degrees opposite the direction of the front wheels, thereby reducing the big car's turning radius. Great for parking and tight city traffic. Above 40 mph, the wheels turn in phase with the front wheels to increase handling responsiveness, cornering and agility.
Does integral active steering perform as advertised? Has Hasselhoff had work? This car runs like mighty winged Pegasus, carving mountain roads and dicing switchbacks as if it were an M3 with a pituitary problem. No big car has ever had so much rail-to-rail slaloming agility, such effortless composure at the limit. It's uncanny, it's eerie, it's surreal.
Indeed, the effect of all these electronics is to knit together a kind of digitized meta-reality where the surly bonds of physics have slipped a bit, a place where this enormous, heavy sedan can dance like a sports car. Think of it like the world of "The Matrix," inside of which Keanu Reeves can fly, or act.
And so we arrive at the truest portrait of the 750Li: half machine, half machine code; a kinetic sculpture, partly aluminum and steel, partly a stream of zeros and ones. Wonderful, epic, historic.
But can you trust it?
I really don't know. On the one hand, I'm utterly smitten by the technology. I love piloting a leather-lined spaceship with a 20-way adjustable captain's chair with heating/cooling and massage function.
There are moments on the interstate at night -- when the ghostly thermal-imaging night-vision display is on, the head-up display is reading out navigation messages, the lane-departure warning system is gently reminding me to use my turn signals, and all is bathed in serene LED cabin light -- that the 750Li really feels like something that comes after the Automobile.
Still, I'm nagged by doubt. All of these exotic systems, such as the head-up display (Nippon Seiki), lane-change warning (Hella) and night vision (Autoliv) come from suppliers in Japan, Germany and Sweden, respectively. The 750Li is practically the U.N. of Tier 1 suppliers. Considering the state of global comity, a question occurs to me: Can they all get along?
Bear in mind, all of this gear is overlaid on the car's, the brand's already fraught electronics: the e-throttle-equipped 4.4-liter, 400-horsepower, twin-turbocharged V8 with variable valve timing on intake and exhaust cams; the adaptive six-speed ZF transmission; the adaptive dynamics system, which itself has four distinct modes (Comfort, Normal, Sport and Sport+), which ratchet up performance thresholds for the engine, transmission, brakes, steering and stability control. The braking module governs anti-lock, traction and stability control, brake "drying," brake-fade compensation. . . . It just goes on and on.
What few buyers appreciate is how difficult systems integration is on a car like this. For the BMW 750Li to work, every system and subsystem has to mind-meld with the others in a cold chatter of instant, endless algorithms, faultlessly, every time, forever and ever, amen. No wonder they go buggy.
So when I say the 750Li is the best luxury sedan in the world, imagine a weather-balloon-size asterisk. I guess, as long as it starts, it is.
READ MORE - 2009 BMW 750Li: The Best Luxury Sedan
I'm quite certain that somewhere right now, emotionally shattered BMW technicians are gathering in a church basement for a support group, huddled around the cookies and the coffee urn, their hands fairly vibrating with frustration. For as well deserved as is the title Ultimate Driving Machine, BMWs also have earned the reputation as the Ultimate Hangar Queen, taking up residence in dealership service bays and sending mechanics over the crumbling edge of insanity. Hello -- sob! -- my name is Dieter and I'm a BMW tech . . . . Hello, Dieter, keep comin' back. . . .
Yes, BMWs have middling initial quality and distinctly less-than-middling reliability -- so sayeth J.D. Power -- but people still buy them and adore them, because they are inarguably spectacular cars. Even the BMWs that I loathe are great cars. The new 135i is uglier than a Radcliffe glee club, but it's also fierce, fervid, delicious, a bottle of Bollinger that's lost its cork.
And then there's this car, the 2009 BMW 750Li, the flagship of BMW's starfleet, which might be -- one hates to draw lines in this particular sand -- the best luxury sedan in the world. Oh, sure, it could be better. It could run on the tears of disgraced CEOs or cure warts of the keister. But as an executive saloon, as a synthesis of power and grace and ease and prestige, the new 7-series demands that we reset our calipers, raise our ceilings and throw out our measuring sticks. There is now a new standard.
And yet, the 750Li boldly/daringly/foolishly leverages its greatness on the fulcrum of one of the company's perennial weaknesses: electronics. This car comprises a blazing amour fou of control modules, sensors, microcontrollers, solenoids and mechatronic actuators, all wired together with the CAN-bus network from hell.
Our fully optioned $110,170 test car provides an acute example. Among the systems: night vision display with enhanced pedestrian detection; active blind-spot detection; lane-departure warning; park-distance control; head-up display; adaptive headlights with high-beam "assistant"; three high-resolution cameras on the rear deck lid and front fenders.
Of course, there's an 80-gigabyte, hard-drive-based navigation system, satellite radio and premium audio system; and a completely redesigned version of the multifunction iDrive controller (the previous system was nicknamed "iQuit").
My favorite? The integral active steering system, which is to say, rear-wheel steering. Below 40 miles per hour, the rear wheels can turn as much as 3 degrees opposite the direction of the front wheels, thereby reducing the big car's turning radius. Great for parking and tight city traffic. Above 40 mph, the wheels turn in phase with the front wheels to increase handling responsiveness, cornering and agility.
Does integral active steering perform as advertised? Has Hasselhoff had work? This car runs like mighty winged Pegasus, carving mountain roads and dicing switchbacks as if it were an M3 with a pituitary problem. No big car has ever had so much rail-to-rail slaloming agility, such effortless composure at the limit. It's uncanny, it's eerie, it's surreal.
Indeed, the effect of all these electronics is to knit together a kind of digitized meta-reality where the surly bonds of physics have slipped a bit, a place where this enormous, heavy sedan can dance like a sports car. Think of it like the world of "The Matrix," inside of which Keanu Reeves can fly, or act.
And so we arrive at the truest portrait of the 750Li: half machine, half machine code; a kinetic sculpture, partly aluminum and steel, partly a stream of zeros and ones. Wonderful, epic, historic.
But can you trust it?
I really don't know. On the one hand, I'm utterly smitten by the technology. I love piloting a leather-lined spaceship with a 20-way adjustable captain's chair with heating/cooling and massage function.
There are moments on the interstate at night -- when the ghostly thermal-imaging night-vision display is on, the head-up display is reading out navigation messages, the lane-departure warning system is gently reminding me to use my turn signals, and all is bathed in serene LED cabin light -- that the 750Li really feels like something that comes after the Automobile.
Still, I'm nagged by doubt. All of these exotic systems, such as the head-up display (Nippon Seiki), lane-change warning (Hella) and night vision (Autoliv) come from suppliers in Japan, Germany and Sweden, respectively. The 750Li is practically the U.N. of Tier 1 suppliers. Considering the state of global comity, a question occurs to me: Can they all get along?
Bear in mind, all of this gear is overlaid on the car's, the brand's already fraught electronics: the e-throttle-equipped 4.4-liter, 400-horsepower, twin-turbocharged V8 with variable valve timing on intake and exhaust cams; the adaptive six-speed ZF transmission; the adaptive dynamics system, which itself has four distinct modes (Comfort, Normal, Sport and Sport+), which ratchet up performance thresholds for the engine, transmission, brakes, steering and stability control. The braking module governs anti-lock, traction and stability control, brake "drying," brake-fade compensation. . . . It just goes on and on.
What few buyers appreciate is how difficult systems integration is on a car like this. For the BMW 750Li to work, every system and subsystem has to mind-meld with the others in a cold chatter of instant, endless algorithms, faultlessly, every time, forever and ever, amen. No wonder they go buggy.
So when I say the 750Li is the best luxury sedan in the world, imagine a weather-balloon-size asterisk. I guess, as long as it starts, it is.
Hertz Buy Advantage Rent A Car For $33M
Hertz Global Holdings Inc. (HTZ) will buy Advantage Rent A Car for $33 million, after the rental-car company's bid won out over another offer for the company.
Advantage, suffering along with the rest of the sector from the weak economy and tight credit, filed for Chapter 11 bankruptcy protection in December. The company, which posted 2008 revenue of $146 million, has 20 locations, down from 140 at its peak.
Hertz hasn't been immune from those issues, having swung to a big fourth-quarter loss on charges. Revenue also fell 16% to $1.78 billion in the quarter. Just this week, Standard & Poor's Ratings Services lowered Hertz's long-term corporate credit rating two notches deeper into junk.
The car-rental industry has suffered as everyone cuts back on travel. The weak economy and credit crunch also have made it harder for rental-car companies to find buyers for their used automobiles and to secure financing to buy new ones. The industry is lobbying Congress to allow car-rental companies to use Troubled Asset Relief Program funds to finance new auto purchases.
Still, Hertz gains a brand aimed at price-sensitive customers in U.S. leisure destinations, showing how the recession has made it easier for bigger, stronger players to pick up distressed competitors.
The bankruptcy court will hold a hearing Friday, with Hertz expecting a close next Wednesday.
Hertz shares were unchanged in after-hours trading. They ended the regular session up 7.4% at $4.22.
READ MORE - Hertz Buy Advantage Rent A Car For $33M
Advantage, suffering along with the rest of the sector from the weak economy and tight credit, filed for Chapter 11 bankruptcy protection in December. The company, which posted 2008 revenue of $146 million, has 20 locations, down from 140 at its peak.
Hertz hasn't been immune from those issues, having swung to a big fourth-quarter loss on charges. Revenue also fell 16% to $1.78 billion in the quarter. Just this week, Standard & Poor's Ratings Services lowered Hertz's long-term corporate credit rating two notches deeper into junk.
The car-rental industry has suffered as everyone cuts back on travel. The weak economy and credit crunch also have made it harder for rental-car companies to find buyers for their used automobiles and to secure financing to buy new ones. The industry is lobbying Congress to allow car-rental companies to use Troubled Asset Relief Program funds to finance new auto purchases.
Still, Hertz gains a brand aimed at price-sensitive customers in U.S. leisure destinations, showing how the recession has made it easier for bigger, stronger players to pick up distressed competitors.
The bankruptcy court will hold a hearing Friday, with Hertz expecting a close next Wednesday.
Hertz shares were unchanged in after-hours trading. They ended the regular session up 7.4% at $4.22.
Car Rental Agencies Cut Fleets as Tourists on Decline
With fewer tourists vacationing on Maui, car rental companies have decreased their fleets - some by double-digit percentages, leaving renters scrambling to find available vehicles.
"We probably won't come (to Maui) until June, if we can get a car over there," said John Farmer, of Portland, Ore., who visits Maui five times a year.
Farmer was planning a March visit but said cars were sold out at his usual rental agency, Alamo Rent A Car. He also couldn't find cars at National Car Rental and Avis Rent A Car. Hertz Rent A Car was offering a rental at $500 a week, which Farmer said was too much to pay so he canceled his trip.
Oahu resident John Naughton and his wife were trying to find a rental car on Maui in February so they could attend a special ceremony in Hana to remember the crew members of the Sarah Joe, a lost boat from Hana that Naughton found years later on a remote atoll.
"Several of us were trying to get over there and get cars. My wife and I had a big problem: We couldn't find cars anywhere," he said.
Naughton said his wife, who works in the travel business, called Hawaiian Airlines, which helped them get a rental from a national chain.
"I never had a problem before," he said.
Terryl Vencl, executive director of the Maui Visitors Bureau, said bureau officials are aware of the rental car shortage and are working on the problem.
"Obviously, visitors need a car in a destination such as Maui.We are hoping that the situation is remedied soon and always stand ready to assist if we can," she said.
Apparently, Maui isn't the only place where the rental car pool has shrunk. Rental car chains said it's also a trend elsewhere.
Alice Pereira, a spokeswoman for Avis and Budget Car Rental, said in an e-mail that, in response to lower demand, the companies have also decreased their fleets "everywhere, not just Maui."
"There's no secret that the economy has had a dramatic impact on tourism to the islands," said Chris Payne, senior manager of corporate communications for the Dollar Thrifty Automotive Group. "With fewer vacationers, we've had no choice but to cut fleet in order to remain profitable and be able to serve customers to the area."
In an e-mail, Payne said Dollar Rent A Car Systems and Thrifty Car Rental decreased their fleets on Maui by a double-digit percentage, but he said he couldn't be more specific because such information is proprietary.
Adjustments to the fleet began in the second quarter of 2008, following and as a direct result of last year's shutdowns of Aloha Airlines and ATA, he said.
Payne compared the drop in business with falling hotel occupancy rates. But unlike hotels that can't "unload" rooms, car rental companies can lower their inventories and are fortunate to be able to make such "nimble adjustments," Payne said.
"If we had not cut fleet consistent with decreased traffic, we would have had to dramatically cut pricing to the point that it would have a negative impact on our business," he wrote.
"Our fleet size is continually adjusted to correlate to customer demand," wrote Laura Bryant, a spokeswoman for Enterprise Rent-A-Car, which also owns National Car Rental and Alamo Rent A Car. "In addition, we are positioned for - and committed to - future growth in Maui."
Alamo plans to launch service on Molokai in June and hire locally for the operation, said Alamo Vice President and General Manager Paul Kopel.
A Hertz official did not respond to an inquiry last week.
Kim Schauman of Oahu received rides from friends and borrowed cars after she couldn't find a rental car on Maui over the President's Day weekend in February.
"I was really surprised to not be able to find a car to rent on Maui, especially since all reports pointed to lower-than-usual hotel occupancy rates," she said via e-mail.
She said she tried Hotwire.com and searched for cars on Dollar, Hertz and Alamo Web sites, but found nothing. A smaller rental car company, Word of Mouth Rent-A-Car, was also booked, she said.
Schauman found a flight-and-car package with Hawaiian Airlines, but it would cost her $158 plus tax to rent a car for a day. That was too expensive, she said.
Schauman, who is with the nonprofit group Hawai'i Council for the Humanities, was heading to Maui to attend the opening of the exhibit "Key Ingredients: America by Food" at Maui Community College.
"If I had just wanted to travel to Maui for vacation, I probably would have canceled my plans when I couldn't find a car to rent," she said.
Farmer warns that the lack of rental cars could be another hit for Maui's visitor industry, which is already suffering.
"People won't come over if they can't get a car," he said.
READ MORE - Car Rental Agencies Cut Fleets as Tourists on Decline
"We probably won't come (to Maui) until June, if we can get a car over there," said John Farmer, of Portland, Ore., who visits Maui five times a year.
Farmer was planning a March visit but said cars were sold out at his usual rental agency, Alamo Rent A Car. He also couldn't find cars at National Car Rental and Avis Rent A Car. Hertz Rent A Car was offering a rental at $500 a week, which Farmer said was too much to pay so he canceled his trip.
Oahu resident John Naughton and his wife were trying to find a rental car on Maui in February so they could attend a special ceremony in Hana to remember the crew members of the Sarah Joe, a lost boat from Hana that Naughton found years later on a remote atoll.
"Several of us were trying to get over there and get cars. My wife and I had a big problem: We couldn't find cars anywhere," he said.
Naughton said his wife, who works in the travel business, called Hawaiian Airlines, which helped them get a rental from a national chain.
"I never had a problem before," he said.
Terryl Vencl, executive director of the Maui Visitors Bureau, said bureau officials are aware of the rental car shortage and are working on the problem.
"Obviously, visitors need a car in a destination such as Maui.We are hoping that the situation is remedied soon and always stand ready to assist if we can," she said.
Apparently, Maui isn't the only place where the rental car pool has shrunk. Rental car chains said it's also a trend elsewhere.
Alice Pereira, a spokeswoman for Avis and Budget Car Rental, said in an e-mail that, in response to lower demand, the companies have also decreased their fleets "everywhere, not just Maui."
"There's no secret that the economy has had a dramatic impact on tourism to the islands," said Chris Payne, senior manager of corporate communications for the Dollar Thrifty Automotive Group. "With fewer vacationers, we've had no choice but to cut fleet in order to remain profitable and be able to serve customers to the area."
In an e-mail, Payne said Dollar Rent A Car Systems and Thrifty Car Rental decreased their fleets on Maui by a double-digit percentage, but he said he couldn't be more specific because such information is proprietary.
Adjustments to the fleet began in the second quarter of 2008, following and as a direct result of last year's shutdowns of Aloha Airlines and ATA, he said.
Payne compared the drop in business with falling hotel occupancy rates. But unlike hotels that can't "unload" rooms, car rental companies can lower their inventories and are fortunate to be able to make such "nimble adjustments," Payne said.
"If we had not cut fleet consistent with decreased traffic, we would have had to dramatically cut pricing to the point that it would have a negative impact on our business," he wrote.
"Our fleet size is continually adjusted to correlate to customer demand," wrote Laura Bryant, a spokeswoman for Enterprise Rent-A-Car, which also owns National Car Rental and Alamo Rent A Car. "In addition, we are positioned for - and committed to - future growth in Maui."
Alamo plans to launch service on Molokai in June and hire locally for the operation, said Alamo Vice President and General Manager Paul Kopel.
A Hertz official did not respond to an inquiry last week.
Kim Schauman of Oahu received rides from friends and borrowed cars after she couldn't find a rental car on Maui over the President's Day weekend in February.
"I was really surprised to not be able to find a car to rent on Maui, especially since all reports pointed to lower-than-usual hotel occupancy rates," she said via e-mail.
She said she tried Hotwire.com and searched for cars on Dollar, Hertz and Alamo Web sites, but found nothing. A smaller rental car company, Word of Mouth Rent-A-Car, was also booked, she said.
Schauman found a flight-and-car package with Hawaiian Airlines, but it would cost her $158 plus tax to rent a car for a day. That was too expensive, she said.
Schauman, who is with the nonprofit group Hawai'i Council for the Humanities, was heading to Maui to attend the opening of the exhibit "Key Ingredients: America by Food" at Maui Community College.
"If I had just wanted to travel to Maui for vacation, I probably would have canceled my plans when I couldn't find a car to rent," she said.
Farmer warns that the lack of rental cars could be another hit for Maui's visitor industry, which is already suffering.
"People won't come over if they can't get a car," he said.
CarMax Used Cars Incentive Program Launched
Auto retailer CarMax Inc. on Wednesday urged Congress to include used-car buyers in its proposed "cash for clunkers" legislation aimed at jump-starting the auto industry.
Congress is developing legislation that would provide vouchers to consumers who trade in their gas guzzlers and buy more fuel-efficient vehicles. Modeled after successful programs in Europe, the bills before both chambers of Congress are designed to get more gas-sipping cars on the road and boost auto sales, which dropped more than 40 percent among the Big Three carmakers in March.
While used-car buyers are eligible for vouchers under some versions of the proposal, other versions exclude them.
"More people will be able to participate in the program, more jobs will be saved, and more fuel-efficient vehicles will end up on the road by including used vehicles," Tom Folliard, the company's chief executive, said in a news release.
CarMax said its inventory currently includes more than 12,500 vehicles with more than 24 miles per gallon on the highway, which meets the fuel efficiency targets in the some of the legislative proposals.
Congressional leaders have signaled support for some type of car scrappage program and lawmakers are trying to develop a compromise that could win approval in both chambers.
With General Motors Corp. and Chrysler LLC surviving on billions in government aid and few takers at car dealerships, lawmakers have been trying to develop incentives to help the auto industry and respond to environmental groups that want better fuel efficiency in the vehicle fleet.
Analysts have estimated it could boost car sales by 750,000 to 1 million vehicles a year.
But in a recent note Credit Suisse analyst Gary Balter said while he doesn't see a recovery in car sales, either new or used, in the foreseeable future, the proposed legislation could eat into CarMax's sales.
In the Senate, Sens. Dianne Feinstein, D-Calif., Susan Collins, R-Maine, and Schumer want to give consumers a voucher for $2,500 to $4,500 to buy a new vehicle with better fuel efficiency. The older vehicle eligible for scrapping would need to get less than 18 miles per gallon.
The Senate version, which would apply to automobiles built around the globe, would also provide vouchers of up to $3,000 for used vehicles or credits of up to $3,000 for transit fares.
In the House, Rep. Betty Sutton, D-Ohio, wants to give car shoppers $3,000 to $5,000 when they turn in a vehicle for something more efficient. The program would be limited to cars built in North America and require the new car to get at least 27 miles per gallon.
READ MORE - CarMax Used Cars Incentive Program Launched
Congress is developing legislation that would provide vouchers to consumers who trade in their gas guzzlers and buy more fuel-efficient vehicles. Modeled after successful programs in Europe, the bills before both chambers of Congress are designed to get more gas-sipping cars on the road and boost auto sales, which dropped more than 40 percent among the Big Three carmakers in March.
While used-car buyers are eligible for vouchers under some versions of the proposal, other versions exclude them.
"More people will be able to participate in the program, more jobs will be saved, and more fuel-efficient vehicles will end up on the road by including used vehicles," Tom Folliard, the company's chief executive, said in a news release.
CarMax said its inventory currently includes more than 12,500 vehicles with more than 24 miles per gallon on the highway, which meets the fuel efficiency targets in the some of the legislative proposals.
Congressional leaders have signaled support for some type of car scrappage program and lawmakers are trying to develop a compromise that could win approval in both chambers.
With General Motors Corp. and Chrysler LLC surviving on billions in government aid and few takers at car dealerships, lawmakers have been trying to develop incentives to help the auto industry and respond to environmental groups that want better fuel efficiency in the vehicle fleet.
Analysts have estimated it could boost car sales by 750,000 to 1 million vehicles a year.
But in a recent note Credit Suisse analyst Gary Balter said while he doesn't see a recovery in car sales, either new or used, in the foreseeable future, the proposed legislation could eat into CarMax's sales.
In the Senate, Sens. Dianne Feinstein, D-Calif., Susan Collins, R-Maine, and Schumer want to give consumers a voucher for $2,500 to $4,500 to buy a new vehicle with better fuel efficiency. The older vehicle eligible for scrapping would need to get less than 18 miles per gallon.
The Senate version, which would apply to automobiles built around the globe, would also provide vouchers of up to $3,000 for used vehicles or credits of up to $3,000 for transit fares.
In the House, Rep. Betty Sutton, D-Ohio, wants to give car shoppers $3,000 to $5,000 when they turn in a vehicle for something more efficient. The program would be limited to cars built in North America and require the new car to get at least 27 miles per gallon.
BMW X5 Security Plus SAV Official Debut
A new level of comprehensive protection:The new BMW X5 Security Plus.BMW first high-volume manufacturer to offer a vehicle in the bullet resistance class 6.
(14.04.2009 Munich) BMW is extending its range of security vehicles by an additional model in a new protection class.
The BMW X5 Security Plus complies with the requirements of bullet resistance class 6 (APR 2006), bringing versatile mobility and comprehensive protection against criminal assault into line with each other.
It is the first vehicle produced by a high-volume manufacturer to offer a security concept aimed at lessening the danger of attacks using the world's most widely used handgun of the type AK 47.
The vehicle, which was developed on the basis of the successful BMW X5 Sports Activity Vehicle (SAV), offers room for up to four persons inside an exceptionally well-protected passenger cabin.
Moreover, its superior drive and suspension technology also allows the driver to cope effortlessly with demanding situations, both on the road and on rough terrain. With the BMW X5 Security Plus, BMW is defining a new benchmark in protection against crime on the road.
The security concept for the BMW X5 Security Plus focuses on its armoured passenger cabin. It guarantees excellent protection, including the use of high-performance steel moulded components and panels.
The body features sealed joints, which also provide protection in critical areas – e.g. between doors and frames as well as between side panels and pillars – thus preventing bullet or fragment penetration, as well as security glass conceived exclusively for this bullet resistance class. Furthermore, the windows resist attack using clubs, crowbars etc. and feature a polycarbonate coating that protects the interior from glass shatter.
BMW X5 Security Plus: Premiere for a new benchmark in security.
The BMW X5 Security Plus was tested in compliance with the BRV 1999 guideline for bullet-resistant vehicles and offers protection according to VPAM – APR 2006 in the bullet resistance class 6.
The professional protection concept for the new BMW X5 Security Plus is, inter alia, designed to combat criminal threats such as robbery, abduction or carjacking, however, additionally for employment in hot spots in which the AK 47 has become a typical firearm used by assailants.
The BMW X5 Security Plus offers comprehensive protection against these kind of attacks. Its security features were devised exclusively for this model and thoroughly tested within the framework of product development. The integration of the protective components was effected parallel to the series development of the BMW X5.
Effective protection as standard, perfectly tuned to the Sports Activity Vehicle.
Therefore, like all other BMW security vehicles, the BMW X5 Security Plus also offers comprehensive protection as standard. As opposed to retrofitted armour plating, BMW security vehicle assembly guarantees that all components are perfectly adapted to each specific model and, in addition, correspond the stringent BMW quality assurance guidelines.
Assembly of the BMW X5 Security Plus is effected parallel to the production vehicle at the Spartanburg plant in South Carolina/USA. The installation of protective features is performed in accordance with BMW processes at the Toluca plant (Mexico).
BMW's more than 30 years of experience in security vehicle construction is apparent both in the development and the production of the BMW X5 Security Plus.
The standard security features of the BMW X5 Security Plus include, in addition to the effective armour plating, distinctive technical attributes that provide assistance in dealing with hazardous situations. An intercom system facilitates communication with persons outside the vehicle, without having to open doors or windows. The hold-up alarm ensures that windows and doors lock automatically.
Furthermore, acoustic and visual alarm signals are emitted. The system's control elements are located behind a panel on the centre console. Optional features include a rear view camera which transmits its images to the control display of the iDrive operating system located on the dashboard, providing assistance during reversing.
The camera of the side view system integrated into the front bumper offers a detailed overview of what is going on in front of the vehicle. For example, when leaving a multi-storey car park or driving through narrow gateways, it is possible to identify cross traffic in good time.
Furthermore, the standard features of the BMW X5 Security Plus also include bi-xenon headlights with adaptive cornering light. These ensure optimum visibility thanks to a light beam that follows the course of the bend. In addition, this cornering light function ensures premature illumination of the road ahead when changing direction at road junctions or driveways.
Agile and safe on any terrain.
Over and above the outstanding level of security, the BMW X5 Security Plus also impresses with the highest degree of comfort, first-class handling and extremely sporty road performance.
Thanks to its generous interior, its powerful eight-cylinder engine and intelligent four-wheel drive BMW xDrive, it is adequately equipped both for everyday traffic as well as for situations requiring fast and flexible response.
The 4.8-litre V8 power unit of the BMW X5 Security Plus delivers an output of 261 kW/355 bhp and a maximum torque of 475 Nm achieved at an engine speed of 3,400 rpm. The BMW X5 Security Plus accelerates from 0 to 100 km/h in 8.2 seconds and top speed is electronically limited to 180 km/h.
Thanks to its intelligent four-wheel drive system xDrive, the BMW X5 Security Plus is not restricted to driving on tarmac alone, but can also cope confidently with problematic off-road terrain.
The cross-linking of the four-wheel drive with the stability control system DSC within the Integrated Chassis Management system (ICM) facilitates distribution of power that is optimally and precisely adapted to each driving situation. Taking into consideration the data supplied by the DSC sensors, iDrive transfers power at lightning speed to the wheels with the best traction.
The suspension featured by the BMW X5 Security Plus is perfectly adapted to the increased weight. For this purpose, specific suspension components such as springs and dampers have been employed and the software for suspension management has been adapted to the unique characteristics of a security vehicle.
In order to further enhance superiority in demanding situations, the BMW X5 Security Plus features as standard a high-performance brake system, speed-dependent Active Steering and the Adaptive Drive system, comprising active anti-roll control and variable damper adjustment.
In addition, the BMW X5 Security Plus boasts tyres with emergency running properties. This ensures that the tyres remain functional even after a total loss of pressure, e.g. after being shot at or after running over sharp or pointed objects. When the vehicle is partially loaded, they permit safe driving over a distance of around 150 kilometres at a speed of up to 80 km/h.
A further advantage of the protection concept available ex factory is the neutrally designed integration of all security components. Even to the practiced eye, security vehicles built by BMW can hardly be distinguished from corresponding production models.
This does justice to customer demands for discretion and also provides passengers with a higher level of security.
At the same time BMW offers its customers comprehensive global support. This ranges from discreet consulting and all-round service to the supply of spare parts. All security vehicles are designed to facilitate maintenance and repair at regular BMW garages. The service also includes a company-owned pool comprising security and high-security vehicles.
Moreover, BMW provides special security vehicle driver training. These courses, which BMW has conducted for more than 20 years now, are offered at various grades, depending on the participants' previous knowledge, and are held at several different locations worldwide.
These training courses are conducted by highly qualified experts. The contents range from comprehensive theoretical tuition and practical vehicle handling to instruction on tactical behaviour.
READ MORE - BMW X5 Security Plus SAV Official Debut
(14.04.2009 Munich) BMW is extending its range of security vehicles by an additional model in a new protection class.
The BMW X5 Security Plus complies with the requirements of bullet resistance class 6 (APR 2006), bringing versatile mobility and comprehensive protection against criminal assault into line with each other.
It is the first vehicle produced by a high-volume manufacturer to offer a security concept aimed at lessening the danger of attacks using the world's most widely used handgun of the type AK 47.
The vehicle, which was developed on the basis of the successful BMW X5 Sports Activity Vehicle (SAV), offers room for up to four persons inside an exceptionally well-protected passenger cabin.
Moreover, its superior drive and suspension technology also allows the driver to cope effortlessly with demanding situations, both on the road and on rough terrain. With the BMW X5 Security Plus, BMW is defining a new benchmark in protection against crime on the road.
The security concept for the BMW X5 Security Plus focuses on its armoured passenger cabin. It guarantees excellent protection, including the use of high-performance steel moulded components and panels.
The body features sealed joints, which also provide protection in critical areas – e.g. between doors and frames as well as between side panels and pillars – thus preventing bullet or fragment penetration, as well as security glass conceived exclusively for this bullet resistance class. Furthermore, the windows resist attack using clubs, crowbars etc. and feature a polycarbonate coating that protects the interior from glass shatter.
BMW X5 Security Plus: Premiere for a new benchmark in security.
The BMW X5 Security Plus was tested in compliance with the BRV 1999 guideline for bullet-resistant vehicles and offers protection according to VPAM – APR 2006 in the bullet resistance class 6.
The professional protection concept for the new BMW X5 Security Plus is, inter alia, designed to combat criminal threats such as robbery, abduction or carjacking, however, additionally for employment in hot spots in which the AK 47 has become a typical firearm used by assailants.
The BMW X5 Security Plus offers comprehensive protection against these kind of attacks. Its security features were devised exclusively for this model and thoroughly tested within the framework of product development. The integration of the protective components was effected parallel to the series development of the BMW X5.
Effective protection as standard, perfectly tuned to the Sports Activity Vehicle.
Therefore, like all other BMW security vehicles, the BMW X5 Security Plus also offers comprehensive protection as standard. As opposed to retrofitted armour plating, BMW security vehicle assembly guarantees that all components are perfectly adapted to each specific model and, in addition, correspond the stringent BMW quality assurance guidelines.
Assembly of the BMW X5 Security Plus is effected parallel to the production vehicle at the Spartanburg plant in South Carolina/USA. The installation of protective features is performed in accordance with BMW processes at the Toluca plant (Mexico).
BMW's more than 30 years of experience in security vehicle construction is apparent both in the development and the production of the BMW X5 Security Plus.
The standard security features of the BMW X5 Security Plus include, in addition to the effective armour plating, distinctive technical attributes that provide assistance in dealing with hazardous situations. An intercom system facilitates communication with persons outside the vehicle, without having to open doors or windows. The hold-up alarm ensures that windows and doors lock automatically.
Furthermore, acoustic and visual alarm signals are emitted. The system's control elements are located behind a panel on the centre console. Optional features include a rear view camera which transmits its images to the control display of the iDrive operating system located on the dashboard, providing assistance during reversing.
The camera of the side view system integrated into the front bumper offers a detailed overview of what is going on in front of the vehicle. For example, when leaving a multi-storey car park or driving through narrow gateways, it is possible to identify cross traffic in good time.
Furthermore, the standard features of the BMW X5 Security Plus also include bi-xenon headlights with adaptive cornering light. These ensure optimum visibility thanks to a light beam that follows the course of the bend. In addition, this cornering light function ensures premature illumination of the road ahead when changing direction at road junctions or driveways.
Agile and safe on any terrain.
Over and above the outstanding level of security, the BMW X5 Security Plus also impresses with the highest degree of comfort, first-class handling and extremely sporty road performance.
Thanks to its generous interior, its powerful eight-cylinder engine and intelligent four-wheel drive BMW xDrive, it is adequately equipped both for everyday traffic as well as for situations requiring fast and flexible response.
The 4.8-litre V8 power unit of the BMW X5 Security Plus delivers an output of 261 kW/355 bhp and a maximum torque of 475 Nm achieved at an engine speed of 3,400 rpm. The BMW X5 Security Plus accelerates from 0 to 100 km/h in 8.2 seconds and top speed is electronically limited to 180 km/h.
Thanks to its intelligent four-wheel drive system xDrive, the BMW X5 Security Plus is not restricted to driving on tarmac alone, but can also cope confidently with problematic off-road terrain.
The cross-linking of the four-wheel drive with the stability control system DSC within the Integrated Chassis Management system (ICM) facilitates distribution of power that is optimally and precisely adapted to each driving situation. Taking into consideration the data supplied by the DSC sensors, iDrive transfers power at lightning speed to the wheels with the best traction.
The suspension featured by the BMW X5 Security Plus is perfectly adapted to the increased weight. For this purpose, specific suspension components such as springs and dampers have been employed and the software for suspension management has been adapted to the unique characteristics of a security vehicle.
In order to further enhance superiority in demanding situations, the BMW X5 Security Plus features as standard a high-performance brake system, speed-dependent Active Steering and the Adaptive Drive system, comprising active anti-roll control and variable damper adjustment.
In addition, the BMW X5 Security Plus boasts tyres with emergency running properties. This ensures that the tyres remain functional even after a total loss of pressure, e.g. after being shot at or after running over sharp or pointed objects. When the vehicle is partially loaded, they permit safe driving over a distance of around 150 kilometres at a speed of up to 80 km/h.
A further advantage of the protection concept available ex factory is the neutrally designed integration of all security components. Even to the practiced eye, security vehicles built by BMW can hardly be distinguished from corresponding production models.
This does justice to customer demands for discretion and also provides passengers with a higher level of security.
At the same time BMW offers its customers comprehensive global support. This ranges from discreet consulting and all-round service to the supply of spare parts. All security vehicles are designed to facilitate maintenance and repair at regular BMW garages. The service also includes a company-owned pool comprising security and high-security vehicles.
Moreover, BMW provides special security vehicle driver training. These courses, which BMW has conducted for more than 20 years now, are offered at various grades, depending on the participants' previous knowledge, and are held at several different locations worldwide.
These training courses are conducted by highly qualified experts. The contents range from comprehensive theoretical tuition and practical vehicle handling to instruction on tactical behaviour.
Wednesday, April 15, 2009
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
READ MORE - 2009 BMW 335d Fuel-Efficient Sedan Review
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
Subscribe to:
Comments (Atom)
LinkWithin
