2002 BMW M3 GTR Images, Information and History
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2001 BMW M3 GTR Pictures, Specifications, and Information
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2002 BMW M3 GTR
The 2002 BMW M3 GTR and 44000 other cars made since 1900. Specifications. Pictures. Ratings. Discussions. … GTR 2002. General image of a 2002 BMW M3. Picture …

2002 BMW M3 GTR Strasse Pictures, Specifications, and Information
… BMW presented a pure-bred sportscar for road use – the BMW M3 GTR powered … The BMW M3 GTR features an extremely lowered suspension and enormously sporty …

A German tuner has boosted the BMW 135i coupe to 350bhp – making it more powerful than the last generation BMW M3.

The BMW 135i coupe is a sleek two-door version of the baby 1 Series hot-hatch and comes with 300bhp as standard.

Now Hartge – who specialise in tuning BMWs – have upped the 135i coupe’s twin-turbocharged 3-litre engine to a massive 350bhp.

View more images of the Hartge BMW 135i coupe

And the performance figures are on par with the new V8-powered BMW M3 – 0-62mph takes just 4.8 seconds, and the Hartge-tuned 135i coupe will hit a top speed of 174mph, which is faster than any standard BMW.

Read Used BMW 1 Series Car Review

“Car and Driver” ha seleccionado los diez mejores automóviles del 2010. Entre los ganadores, está el Golf GTI, Mazda MX-5, Porsche Boxster y el Cayman, que repiten un año más y que se han hecho con la distinción al superar a otros 48 vehículos.

Como todos los años, “Car and Driver” ha elegido los mejores coches de 2010. Los candidatos han sido coches nuevos o modificados, que saliesen al mercado no más tarde de enero de 2010 y que su precio no superase los 80.000 $. Además, en el lote han entrado los diez ganadores de 2009: BMW 3-series / M3, Cadillac CTS / CTS-V, Chevrolet Corvette, Honda Accord,Honda Fit, Infiniti G37, Jaguar XF, Mazda MX-5 Miata, Porsche Boxster / Cayman y Volkswagen GTI.

Pues bien, sólo cabe decir que coches como el Mazda MX-5, Porsche Boxster / Cayman y el Volkswagen GTI repitieron un año más y que otros como el Chevrolet Corvette, Infiniti G37 y el Jaguar XF se cayeron de la lista. And the winner are…

Audi S4 
BMW Serie 3 / M3 
Cadillac CTS / CTS-V 
Ford Fusion Hybrid 
Honda Accord 
Honda Fit 
Mazda MX-5 
Mazda3 / MazdaSpeed3 
Porsche Boxster / Cayman 
Volkswagen GTI

En total, “Car and Driver” recibió un total de 58 automóviles en su “base secreta escondida en medio de las parcelas agrícolas del sureste de Michigan”.

Acura TL 6-sp manual
Acura ZDX
Audi A5 2.0T
Audi A6 3.0T
Audi S4 Cabriolet
Audi S5
Audi TTS
BMW Z4
BMW Serie 3/M3
Buick LaCrosse
Cadillac CTS / CTS-V
Chevrolet Camaro
Chevrolet Corvette / Grand Sport /Z06
Ford Fusion / Fusion híbrido
Ford Mustang Shelby GT500
Ford Taurus / Taurus SHO
Honda Accord
Honda Fit
Honda Insight
Hyundai Genesis Coupe
Infiniti G37
Jaguar XF / XFR
Kia Forte / Forte Koup
Kia Soul
Lexus HS250h
Lexus IS convertible
Lincoln MKS EcoBoost
Lotus Evora
Lotus Exige S 260 Sport
Mazda MX-5
Mazda 3/Mazdaspeed
Mercedes-Benz Clase E
Nissan Cube
Nissan 370Z
Pontiac G8 GXP
Pontiac Solstice coupé
Porsche Boxster / Cayman
Porsche 911 Carrera
Subaru Legacy
Subaru Outback
Suzuki Kizashi
Toyota Prius

FUENTE: Car and Driver

Se o M3 já era um carro absolutamente desportivo e que, já o escrevemos e dissemos, é o único que nos pode tirar a vontade de ter um Porsche, a nova versão construída praticamente à mão pelos artesãos da BMW M GmbH, é um automóvel impressionante e congrega no seu aspecto musculado e nas suas características surpreendentes tudo aquilo que os amantes de carros desportivos gostam. E ainda por cima o carro é giro!

Perpetuando o hábito de oferecer versões muito especiais dos M3 (M3 Evo na versão E30, M3 CSL e muitos outros) a marca bávara decidiu criar um carro radical com orientação para as provas em circuito homologado para andar na estrada. É assim um carro pronto para os “Track Days” em Portugal ou para as corridas “Clubsport” que no nosso país não existem. Quer sto dizer que é possível ir fazer corridas no carro que nos vai levar ao circuito…

Redução de peso, elementos aerodinâmicos ajustáveis, aumento da cilindrada e da potência do magnífico V8, novas afinações para as suspensões com ajuda da tecnologia oriunda da competição, bancos de competição com cintos de seis apoios e um “roll-bar” integrado na estrutura a partir do pilar B para trás. Espectacular!

O peso total fica abaixo dos 1500 quilogramas e para isso a BMW M GmbH deitou mão ao carbono para o tejadilho (já usado na versão M3 Coupé) forros das portas (forradas a Alcântara) e consola central e o titânio para as panelas de escape, além da remoção dos bancos traseiros, dos revestimentos insonorizantes, do ar condicionado automático e do sistema de som. Existe um sistema de extinção de fogo e um corta corrente. Tudo como nas corridas.

Quanto ao motor V8, viu a cilindrada crescer até aos 4,4 litros, debitando agora 450 CV. O conceito de motor rotativo dá a este bloco um som maravilhoso e uma utilização alargada graças a vários truques oriundos da competição e também pela adopção de cárter seco.

A caixa de velocidades é a M DKG Drivelogic de sete relações, uma unidade de dupla embraiagem que foi adaptada para a maior potência e binário disponíveis e agora com ainda maior rapidez na troca de mudanças.

A suspensão é a mesma do M3 Coupé, mas atrás recebeu casquilhos rígidos em teflon, como num carro de competição, e os amortecedores e molas receberam taragens mais duras e adaptadas à competição. Na travagem, a BMW recorreu a maxilas de seis pistões à frente e quatro pistões atrás que mordem discos enormes escondidos atrás de jantes de 19 polegadas com diferentes dimensões à frente e atrás.

Finalmente, o M3 GTS recebe uma aerodinâmica revista, com uma entrada de ar dinâmica à frente e um difusor que leva o ar para trás, onde uma asa traseira regulável cola a traseira ao asfalto. Registe-se que esta asa traseira e o difusor dianteiros além de reguláveis são muito semelhantes aos usados nos 320si do WTCC e do PTCC.

A data de comercializaçao e os preços ainda estão no segredo dos deuses, mas quanto ao valor final não devará andar longe dos 130 mil euros.

“Nacido sobre la pista para vivir en la calle”. Así es el nuevo M3 GTS, el modelo más radical de BMW hasta la fecha. Tiene 450 CV, 30 CV más que el modelo base, y un aspecto tremendamente deportivo. Supera en potencia al Corvette 6.2 V8, Audi  R8 4.2 FSI quattro, Porsche  911 GT3 y al Maserati  GranTurismo S, entre otros.

After releasing highly controversial cars like the 5′ er GT, X5M and X6M, BMW get their act together finally by releasing a car that wants to be just one thing: a stripped-out track car that you can use on the road. To put it simply, it’s the new M3 CSL, now called GTS, like an “normal” M3, only more hardcore. It’s now got a rear wing to push those wheels down into the tarmac as well as a roll bar, racing seats with 4-point harnesses and that most charming of touches: a fire extinguisher. So if your brand new Beemer suddenly bursts into flames you’ll be quite relaxed to know it’s all there. Not that you’re going to be away from intense heat because now the big V8 upfront has been enlarged to 4.4 litres sending no less than 450BHP to the rear wheels. And not only do you get more power, you also get less weight. Not only do you get a carbon fibre roof already present on the standard M3, you get no rear seats, silencers made out of titanium, lighter center console and door linings. All these add up to a total weight of 1,490 kg. With all this to shout about BMW hasn’t actually released any proper facts about the M3 GTS so we can only guess the 0-60 time. We also don’t know if this car will have a limiter like the normal M3, bugging the car down at 155mph. So here are some photos for you to drool at:

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The most powerful ever production BMW M3 GTS revealed, and, yes, it’s a street-legal. More power from a larger capacity 450HP V8 engine and much juicy upgrades that you usually find on aftermarket tuned cars.

UPDATED: with new video

The new M3 GTS is distinguished by several exclusive features borrowed from the Porsche 911 GT3-like orange finish and the numerous dull-black applications, to the adjustable front splitter and rear wing that can grant a higher rank of downforce and the single 19-inch wheels with ample 255/35 tires at the front and 285/30 at the rear.

Read more (details, photos and video)!!

An earlier look at the car also reveals the heavy rigid caliper brake system with six pistons at the front and four at the back as well as the new yellow springs with a small M logo. BMW says that the M3 GTS skin a special threaded suspension, adjustable in compression and ricochet.

The credence-saving dealings adopted on the new 2011 M3 GT3 include a new set of light body-contoured front seats, optimization of the insulation, the use of lightweight parts in the interior, the use of Macrolon for the car’s windows in the back, the exclusion of the air conditioning, navigation and radio systems and the rear seats that have been abandoned altogether – who wishes them anyhow on a car like this.

Furthermore, the GTS features a new titanium rear silencer that not only promises to create a more nation car-like symphony but it is also much lighter than its serial production counterpart.

According to BMW’s M rift, the M3 GTS tips the scales at around 1,490 kilograms (3,285 pounds). That’s more than impressive given that the criterion M3 (U.S.-spec example) weighs in at 1,680kg (3,704 lbs).

The M3 GTS has been ready for installation of 6-time seatbelts for use on the event track while there also mounts for the reel-over protective shape bolted on from the B file bonus a fire extinguisher and a string master alter/emergency shut-off preparation.

The serial production M3 gets an openly aspirated 4.0-liter V8 engine pumping out 420HP. For the M3 GTS, BMW’s M department enlarged the displacement of the V8 to 4.4-liters thus hopeful an output of around 450 horsepower. Power is sent to the rear wheels through a 7-momentum M dual clutch transmission with adapted period characteristics.

We’re still waiting at BMW to method performance figures and more technical facts on the new M3 GTS, but we can tell you that the price of the custom prepared standard is likely to be €115,000 (US $170,000) for delivery in Germany, counting 19% VAT. BMW said that the first examples are due to be supplied in Germany in May 2010 while according to tide forecast, registrations in other countries will be potential from Summer 2010.

BMW’s M division has kicked off development of the fifth-generation M5, 25 years after the first model went on sale in the UK.

The new performance saloon, known internally under the codename F10M and due to make its first public appearance at the Frankfurt motor show in 2011, is set to mark a major departure from its predecessors by adopting turbocharging for the first time.

See the hi-res spy pics of the BMW M5 testing

The decision is part of the drive to cut fuel consumption, a key element of BMW’s Efficient Dynamics programme. M division’s head of development, Albert Biermann, said the new driveline will also receive taller gearing, helping to cut CO2 emissions by 20 per cent, from 344g/km to around 275g/km.

“We’ve been forced to switch to an engine offering greater low-end torque than the naturally aspirated engine to ensure it can cope with the longer axle ratio,” Biermann said. “It’s the only real way we can balance achieving the environmental improvements we want while retaining similar levels of performance to today’s car.”

The engine’s output remains secret. But with the same unit pumping out 555bhp in the X5 and X6 M, the new car should stick to the M5 tradition of being more powerful than the car it replaces.

The most noticeable difference will be the way the new engine delivers its power. The V10’s 500bhp comes at 7750rpm, but the V8’s peak power should arrive at not much more than 6000rpm.

More than outright power, though, it is the added torque that is likely to bring the biggest change in character. Biermann indicated there will be a 30 per cent increase, taking torque from today’s 383lb ft at 6100rpm to somewhere around 500lb ft at little more than 1500rpm. Biermann is also confident the V8’s unique induction system will provide similar levels of throttle response to today’s model.

The early prototype pictured here is one of 10 road-going mules for the new M5. It is being used to test the cooling provided by a new front end. “The development process is at an early stage. We’re concentrating on the durability and cooling of the driveline at the moment,” said Biermann.

The V8 means the M5 will require additional cooling capacity for the intercooler as well as a means of extracting hot air created by the turbochargers.

Along with the new engine, the car will also get a new gearbox, a beefed-up version of the M3’s seven-speed DCT (dual-clutch transmission), as previewed on the 25th anniversary version of the M5 unveiled last week.

Although BMW has just introduced a new petrol-electric hybrid system on its new Active Hybrid 7, it has not been considered for the M5 due to the 100kg it adds to the car’s weight.

Weight saving is playing a big part in the M5’s development, with carbonfibre being used in the bodyshell. BMW is working on a carbonfibre roof and bootlid, mainly because, being sited on top of the car, they are less vulnerable to impact damage.

At the same time, a lot of effort is going into honing the aerodynamics at BMW’s new wind tunnel in Munich. The car will get Active Aerodynamics, which blanks off parts of the grille and cooling intakes during warm-up and under light throttle load.

The new M5 will continue the car’s tradition of visual understatement with a muscular appearance. LED lighting will be used to enhance the look and differentiate the M5 from the standard 5-series, a new generation of which is due early next year.

Underneath, there will be new double wishbone front suspension in place of the MacPherson strut set-up that has been a mainstay of the M5. It will be combined with multi-link rear suspension.

As with today’s model, active dampers will be used to provide the driver with the choice of differing levels of ride comfort. They will be part of a new chassis system that also includes reworked traction and stability management.

The M5 will also get new, fully electric power steering, described by Biermann as a third-generation system that offers similar levels of response and feedback to today’s hydraulic set-up.
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BMW M GmbH, la filial de vehículos deportivos de la marca bávara, acaba de presentar una versión más deportiva del M3 Coupé, que se pondrá a la venta en la primavera de 2010. Además de por su mayor potencia, este nuevo deportivo se caracteriza también porque prácticamente está hecho a mano por los ingenieros más especializados de BMW.

Estos especialistas han tomado la base del M3 Coupé para modificar la carrocería, el conjunto de las suspensiones y el motor, todo con la intención de crear un modelo aún más deportivo. Con el M3 GTS BMW no sólo ha continuado su tradición de desarrollar modelos más deportivos tomando como base los productos M, sino que además permite trasladar a los compradores gran parte del saber hacer de la compañía en la competición.

El principal destino del M3 GTS es el circuito. No obstante, BMW ofrece la posibilidad de montar en este deportivo un kit de homologación para su uso por carretera. Con ello, BMW pretende que el usuario se desplace por una carretera tradicional hasta el circuito y que una vez en el trazado pueda exprimir al máximo su deportivo.

Entra las modificaciones realizadas, una de las más importantes es la reducción de peso. Frente a los 1.700 kilos del M3, este deportivo presenta un peso de 1.500 kilos. Para lograr esta reducción de peso la firma bávara ha recurrido -además del techo de fibra de carbono que ya lo incluía el M3- a unos escapes realizados en titanio, una consola central y unos revestimientos de las puertas más ligeros y la eliminación de los asientos traseros, del aire acondicionado y del equipo de sonido, entre otras modificaciones.

Otras modificaciones realizadas afectan al motor. BMW ha optado por mantener el motor de gasolina de ocho cilindros en V, aunque ha incrementando su cilindrada de 4 litros a 4,4 litros. Con ellos, la potencia también ha subido de los 420 caballos del M3 hasta los 450 caballos de este M3 GTS.

El M3 GTS es la última creación BMW. Hasta ahora es el M3 más potente fabricado en serie gracias a sus 450 CV. Destaca por su peso, 1565 kg, y por su aspecto deportivo.

En mayo de este año, BMW sacaba a la luz una versión del M3 Coupé denominada Edition Models. Un vehículo muy bonito, sin duda, pero a las personas que les gusta este coche desde que saliese la primera generación, querían más, tal vez el sustituto del M E46 CSL.

Pues bien, BMW ha creado una máquina de competición “adaptada” a la calle. Se trata del M3 GTS, un vehículo que monta un propulsor V8 de 4.4 litros capaz de rendir 450 CV, 30 CV más que el V8 4.0 del M3 base. La fuerza del motor se transmite a las ruedas traseras mediante un cambio automático de doble embrague denominado DKG.

Con la supresión de las plazas traseras, el climatizador y el equipo se sonido, el peso del vehículo es menor. Además, con la utilización de materiales ligeros como la fibra de carbono o la sustitución del la luna trasera de cristal por una realizada en Makrolon (plástico duro transparente), se ha conseguido que el peso del M3 GTS no pase de los 1.565 kg, 110 kg menos que el M3 Coupé con el mismo cambio automático.

Destaca por su aspecto tan radical, tanto exterior como interior. El parachoques delantero lleva una moldura aerodinámica que junto con el alerón de grandes dimensiones montado sobre la tapa del maletero, permiten una mayor carga aerodinámica. Igual que estos dos elementos, las tomas de aire frontales, las laterales, el techo y las llantas de aleación vienen pintadas en negro brillante. Éstas son de mayores dimensiones que las llantas opcionales del M3 de serie, 19 255/35 y 19 285/30 frente a 19 245/35 y 265/35.

El habitáculo presenta notables diferencias respecto al modelo base. A parte de la supresión de las banquetas traseras, las delanteras han sido reemplazadas por unos bacquets de competición con cinturones de seis puntos de anclaje. Lleva barras antivuelco pintadas en el mismo color que la carrocería. Entre éstas y los asientos se sitúa un pequeño extintor similar a los coches del WTCC.

If you thought we were on a Bayerische Motoren Werke kick today, you’d be correct. Here is, in our view, the perfect E36 M3: four doors, aggressively lowered, Style 23 M Contour OEM wheels- this is the way to do it. No tint. No wing. No aftermarket body kit. We could see ourselves paying somewhere between $10-15K for a clean, low miles, unmolested example.

And no, it’s not our first time singing the E36’s praises.

- Gyro

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A more efficient version of BMW M3 won’t be named CSL, but GT4 Street or GT. The debut will be taken in 2010 and will cost around 110,000 euros. Some additional information about GT4BMW M3 emerged on the Internet. In the first phase, the new M3 GT will be available only in tone Inka Orange, as a tribute to the first sports models from BMW. Later, BMW M3 GT will be available in other colors. ….
BMW dealer network will offer this model for sale, customers who want a M3 GT will be forced to go directly to BMW Motorsport to buy one. Customers who will purchase a BMW M3 GT can run with it on the road without any problem because the model will hold the approval for circulation on the market launch.

Production of the BMW M3 GT will be limited to around 25 units per year and will be a direct rival to Porsche 911 GT3. Performance model promises to be high, BMW M3 GT was able to go through Nurburgring circuit in seven minutes and 40 seconds. S65B40 engine of BMW M3 E92 was changed before it was put on the M3 GT, it now have about 4.4 liters and 450 hp.

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O que sobressai mais neste videoclip? O carro , a música ou a morena?

Desde 1977, BMW imparte cursos de conducción por todo el mundo. Suponen una fuente de conocimiento para el conductor, que perfecciona la escasa técnica que aprende en la autoescuela. BMW Driver Training ofrece una jornada divertida en la que se agudiza la destreza y el nivel de conducción.

Acudíamos al Jarama, por segunda vez este año, a realizar el curso de Conducción Deportiva que ofrece BMW a cualquier persona que esté dispuesto a aprender, pasar un rato agradable y pilotar coches deportivos que superan los 300 CV. Es una oportunidad excelente para rodar por un circuito siguiendo las orientaciones de un experimentado instructor.

El curso tiene una duración aproximada de ocho horas y está compuesto por: una clase teórica, diferentes pruebas prácticas de conducción y la que todo el mundo espera con impaciencia, rodar por el circuito con el BMW 335i y el M3.

El bloque teórico es el primero que fue impartido. Durante aproximadamente una hora y después del desayuno y de la breve introducción, José Ramón Oller, muy conocido en el mundo del motor, enseñó sus conocimientos para que, llevado a la práctica, realizásemos una conducción dinámica casi perfecta. De gran importancia fue el aprendizaje de la correcta trazada de las curvas, la perfecta colocación de las manos en el volante, las inercias, los repartos de peso y los límites de adherencia del coche. Además, dio a conocer una serie de consejos de gran importancia a la hora de rodar en un circuito: hacer los giros progresivos, evitar movimientos innecesarios y mantener las inercias bajo control.

Una vez asimilada la temática, nos dirigimos a la pista donde observamos los 335i con pack M, auténticas preciosidades con motor de gasolina de 6 cilindros en línea capaz de rendir 306 CV y poner en apuros al mismísimo M3 E46. Nos acomodamos a la perfección en los asientos deportivos que equipan y empezamos el bloque práctico.

La primera prueba a la que fuimos sometidos fue la del slalom. Con la segunda marcha engranada, fuimos esquivando los conos. Allí comprendimos la enorme importancia de los múltiples controles de seguridad que equipa el coche.

La siguiente experiencia consistía en una aceleración a tope en la curva de Le Mans. El coche se comportó correctamente y no dio pie a ningún tipo de cruzada.

En la tercera prueba pudimos comprobar la eficacia del 335i ante un cambio de carril a 80 km/h. Increíble, parecía una tabla.

La última maniobra antes de empezar a correr fue la frenada de emergencia. En ella aprendimos a hundir el pie en el pedal y la garantía que ofrece el ABS ante detenciones bruscas.

Una vez finalizadas, tocaba lo que todo el mundo esperaba, meternos en la piel de un conductor profesional y rodar por el histórico trazado del Jarama. La mayoría de los pilotos dicen de él que es un circuito especial, y cuando acabas la jornada, nos dimos cuenta de que realmente lo es. Durante dos vueltas, los monitores nos explican la fórmula para rodar lo más rápido posible. Es el momento en el que apreciamos la enorme experiencia que tienen en sus manos. Después, nos toca el turno a nosotros. Colocamos el asiento en la posición correcta, ajustamos el volante, nos ponemos el cinturón y… ¡a correr!

Nuestro instructor fue Jaime Herrera, más conocido como “Junior”. En todo momento nos iba corrigiendo, explicando las trazadas perfectas, cuando debíamos cambiar de marcha y cuando frenar a tope. Entre medias, nos revelaba la importancia de la física y como la empleaba. A medida que pasaba el día, nos dimos cuenta de lo experto que era en la materia, no se le escapaba nada.

Después de una apetitosa comida nos pusimos de nuevo a los mandos del 335i. Cada vez cometíamos menos errores y nuestra satisfacción era plena. Hemos de decir que cuando veíamos la aguja del velocímetro llegar hasta los 220 km/h a final de recta, nos recorría una sensación de excitación por todo el cuerpo que se complementaba con la vibración del pedal del freno cuando lo pisábamos a fondo, muy a fondo. El mismo efecto producía ver pasar los coches a toda velocidad y oír el ruido de los motores desde el muro.

Y por fin, llegó el momento. El M3 nos esperaba. 3.999 cc, 420 CV y 400 Nm, todo para nosotros. En la primera vuelta observamos la suspensión, más rígida que la del 335i, y como devora las curvas con la mayor facilidad. Su potencia nos incitaba a sacarle el máximo partido y su sonido, más metálico que el del seis cilindros, nos pedia más. Después de una serie de vueltas, volvemos a pilotar el 335i. No se echa en falta el M, porque el motor de 6 cilindros empuja y mucho.

La peor parte del día es el momento en que nos tenemos que separar de estos deportivos y abandonar el circuito del Jarama para volver a las carreteras españolas donde hay una señal que nos recuerda la velocidad máxima.

BMW Driver Training y en especial el Curso de Conducción Deportiva es una experiencia cien por cien recomendable.

Sinceramente, creemos que hay que vivir algo así una vez en la vida. Esta ha sido la segunda vez que la realizamos, pero como dicen “no hay dos sin tres”…

Si lo tuyo no son los circuitos y prefieres conducir fuera de las carreteras asfaltadas o la nieve, BMW realiza diferentes cursos en Suecia, Austria, Pirineos y Namibia.

Datos de interés:
- Duración del curso: Jornada completa, con desayuno y comida. 
- Precio: 595 €.
- Número de participantes: 39. Durante el curso no se admiten acompañantes.
- Condiciones de acceso: Permiso de conducción B. No es necesario tener un BMW.
- Vehículos utilizados: BMW 335i y M3.
- Próximas fechas: 20, 21, 22,25 y 26 de noviembre en el Circuit de Catalunya.
www.bmw.es/drivertraining

Directed by Mike McCoy of Bandito Brothers, with production help from Jacob Rosenburg, also of Bandito Brothers. (Jacob filmed and edited the original Plan B videos along with Mike Ternansky)

“The creative genius of mixing 5K still car shots and the Canon 5D car chase sequences make this groundbreaking visual imagery. From start to finish the all digital project and workflow takes advantage of where technology has gone.” – Shane Hurlbut

Source: Hurl Blog

The Bavarian Motorsort Club, a BMW Car Club is open to owners and enthusiasts of BMW M1, BMW M3, BMW M5, BMW M6, BMW M Coupe, & BMW M Roadsters, X5 M X6 M, 2002, 320i, 325e, 325es, 325i, 325is, 325ix, M3, M5, ,M6 ,528e, 525i ,535i, 535is, 540i , 633csi, 635sci, 733i, 735i, 745i, 840i, 850i, all parts, e12, e21, e23, e24, e28, e30, e32, e34,e38,e39,e46,e65 and more!!E28, E30, E34, E36, E39, E46 and the New 2008 BMW M3 E92 V8, X-Series, Z-Series and Minis! Our BMW Car Club is not associated with the BMW Corporation, including BMW North America, BMW Germany or any other subsidiary or division of BMW. Bavarian Motor sport Group does not imply any relationship through logos, trademarks, copyrights or the like. Bavarian Motorsport Group is privately owned and operated with no link to any existing organizations not already specified. Any similarities to outside corporations are through coincidence only.

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Bavarian Motorsport Club (€st.1999)

Myspace: http://www.myspace.com/BavarianMotorsportClub

LinkedIn: http://www.linkedin.com/in/Bavarian
(Staff@M-Series.com)

Twitter: http://twitter.com/BavarianMClub

Flixster: http://www.flixster.com/user/Bavarian

Celebrating 25 years of M5, BMW reveals today at Nurburgring a one-off BMW M5 CSL.
BMW’s Motorsport surprises us with a special lightweight version of the current E60 M5. The car is being described by M division’s head of development, Albert Biermann, as “the M5 CSL we never built”.
The almighty 5.0 liter V10 engine has been modified taking its capacity up to 5.5 liters. To accomplish this task, the highly strung, 90-degree unit has been enlarged with a longer stroke.
Official horsepower and torque numbers have yet to be disclosed, but Herr Biermann hints at around 580 horsepower and near 400 lb-ft of torque, a significant increase over the standard M5.
A carbon finer manifold increases capacity of the air box and an additional oil cooler. The front bumper gets an additional air duct in the place where the license plate is usually situated.
Channeling the added reserves back to the rear wheels is a beefed up version of the M3’s seven-speed double clutch gearbox. The Getrag engineered unit, operated via steering wheel mounted paddles or push/pull gear lever, supplants the standard M5’s sequential seven speed manual unit, offering smoother and more rapid gear shifts.
Since CSL is all about decreasing the overall weight, the BMW M5 CSL receives a carbon fiber roof, reducing the weight by 50 kg.
The interior has been stripped down, rear seats have been removed while two carbon fiber seats replace the front ones.
No official performance numbers have been released yet, but Herr Biermann hints the M5 CSL did the Nurburgring track in under 8 minutes, 20 seconds faster than the regular M5.
Unfortunately for the BMW fans, the M5 CSL remains an exercise and there are no plans for a production car. ‘

See Photos at http://m-series.com/photos.cfm?type=car

This is, quite possibly, a flawless E30 M3. Nous désirons.

Photo credit: Özgür Çağlar

- Gyro

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