Porsche 968

The 968 is a sports car sold by Porsche AG from 1992 to 1995. It took over the entry-level position in Porsche's lineup from the 944, with which it shared about 20% of its parts. The 968 became the final model in an evolving line, starting almost 20 years earlier with the introduction of the Porsche 924 and ending with the Turbo S, Turbo RS, and Turbo RS Lemans, which are three separate versions of the 968.

Information

Porsche's 944 model debuted for the 1982 model year, was updated as "944S" in 1987 and as "944S2" in 1989. Shortly after the start of production of the S2 variant, Porsche engineers began working on another set of significant upgrades for the model, as executives were planning a final "S3" variant of the 944. During the development phase, 80% of the 944's mechanical components were either significantly modified or completely replaced by the engineers, leaving so little of the outgoing S2 behind that Porsche management chose to introduce the variant as a new model, entitling it 968. In addition to the numerous mechanical upgrades, the new model also received significantly evolved styling both inside and out, with a more modern, streamlined look and more standard luxury than on the 944. Production was moved from the Audi plant in Neckarsulm (where the 924 and 944 had been manufactured under contract to Porsche), to Porsche's own factory in Zuffenhausen.

The 968 was powered by an updated version of the 944's straight-4 engine, now displacing 3.0 L with 104mm bore, 88mm stroke and producing 240 PS (236 hp/177 kW). Changes to the 968's powertrain also included the addition of Porsche's then-new VarioCam variable valve timing system, newly-optimized induction and exhaust systems, a dual-mass flywheel, and updated engine management electronics among other more minor revisions. The 968's engine was the second-largest 4-cylinder ever offered in a production car up to that time. A new 6-speed manual transmission replaced the 944's old 5-speed, and Porsche's dual-mode Tiptronic automatic became an available option. Both the VarioCam timing system and Tiptronic transmission were very recent developments for Porsche. The Tiptronic transmission had debuted for the first time ever only 3 years prior to the debut of the 968, on the 1989 Type 964 911. The VarioCam timing system was first introduced on the 968 and would later become a feature of the Type 993 air cooled six cylinder engine.
The 968's styling was an evolution on that of the outgoing 944, itself styled evolutionarily from the earlier 924, but elements were borrowed from the more expensive 928 model in an attempt to create a "family resemblance" between models, and the swooping headlamp design, inspired by those of the 959, previewed similar units found later on the Type 993 911. Along with the new styling, the 968 featured numerous small equipment and detail upgrades, including a Fuba roof-mounted antenna, updated single lens tail lamps, "Cup" style 16" alloy wheels, a wider selection of interior and exterior colors, and a slightly updated "B" pillar and rear quarter window to accommodate adhesive installation to replace the older rubber gasket installation. Because some parts are interchangeable between the 968, 944 and 924, some enthusiasts purchase those parts from Porsche parts warehouses as "upgrades" for their older models.
Like the 944, the 968 was sold as both a coupe and a convertible. Much of the 968's chassis was carried over from the 944S2, which in itself shared many components with the 944 Turbo (internally numbered 951). Borrowed components include the Brembo-sourced 4-piston brake calipers on all four wheels, aluminum semi-trailing arms and aluminum front A-arms, used in a Macpherson strut arrangement. The steel unibody structure was also very similar to that of the previous models. Porsche maintained that 80% of the car was new.

968 Clubsport

From 1993 through 1995, Porsche offered a lighter-weight "Club Sport" version of the 968 designed for enthusiasts seeking increased track performance. Much of the 968's luxury-oriented equipment was removed or taken off the options list; less sound deadening material was used, electrical windows were replaced with crank-driven units, upgraded stereo systems, A/C and sunroof were still optional as on the standard Coupe and Convertible models. In addition, Porsche installed manually adjustable lightweight Recaro racing seats rather than the standard power-operated leather buckets (also manufactured by Recaro), a revised suspension system optimized and lowered by 20mm for possible track use, 17" wheels (also slightly wider to accommodate wider tyres) rather than the 16" as found on the Coupe and wider tires, 225 front and 255 rears rather than 205 and 245 respectively. The 4 spoke airbag steering wheel was replaced with a thicker rimmed 3 spoke steering wheel with no airbag, heated washer jets were replaced with non heated, vanity covers in the engine bay were deleted, as was the rear wiper. The Club Sport has no rear seats unlike the 2+2 Coupe. Club Sports were only available in white, black, Speed yellow, Guards red, Riviera blue or Maritime blue. Seat backs were colour coded to the body. Club Sport decals were standard in either black, red or white but there was a 'delete' option. All Club Sports had black interiors with the 944 S2 door cards. Due to the reduction in the number of electrical items the wiring loom was reduced in complexity which saved weight and also the battery was replaced with a smaller one, again reducing weight. With the no frills approach meaning less weight, as well as the optimising of the suspension, Porsche could focus media attention on the Club Sport variants fast road and track abilities. This helped to slightly bolster the flagging sales figures in the mid 1990s. The Club Sport variant achieved a 'Performance Car Of The Year' award in 1993 from Performance Car magazine in the UK. Club Sport models were only officially available in the UK, Europe, Japan & Australia, although "grey market" cars found their way elsewhere.
A UK-only version called "968 Sport", was offered in 1994 and 1995, and was essentially a Club Sport model (and was produced on the same production line with similar chassis numbers) with electric windows, electric release boot, central locking, cloth comfort seats (different to both the standard and the Club Sport). With the added electrics the larger wiring loom was used. The Sport Variant also got back the 2 rear seats, again in the cloth material specific to the Sport. At £29,975, the 968 Sport was priced £5,500 lower than the standard 968, but had most of the latter's desirable "luxuries" and consequently outsold it by a large margin (306 of the 968 Sport models compared to 40 standard 968 coupés).^[1]

968 Turbo S

Porsche briefly produced a turbocharged 968 sold as "Turbo S", a fairly odd naming choice for Porsche which usually reserves the added "S" moniker for models that have been tuned for more power over a "lesser" counterpart, such as with the 911 Turbo which has infrequently been available in both "Turbo" and higher-performance "Turbo S" guise. Only 16 were produced in total and only for sale in mainland Europe. Tests conducted in 1993 produced a 0 to 60 miles-per-hour time of 4.7 seconds and a top speed of approximately 180 miles-per-hour, performance comparable to the much newer Type 996 911.

968 Turbo RS

A further stripped out version of the Turbo S which was built for Porsche's customer race teams between 1992 and 1994, this variant was available in two states of tune; a 337 bhp version which was built to the German ADAC GT specification and used the K27 turbocharger from the Turbo S, and an international spec version which used a KKK L41 turbocharger producing 350 bhp and was reduced to 1212 kg in weight (the ADAC GT version had to have ballast added to bring the car up to the 1350 kg minimum weight limit allowed by ADAC regulations). Only 4 were produced.

Historical significance

The 968 was Porsche's last new front-engined vehicle (of any type) before the introduction of the Cayenne SUV. Its discontinuation in 1995 coincided with that of the 928, Porsche's only other front-engined car at the time.
As of 2009, Porsche has not yet built another front-engined sports car, although a 4-door sports-touring sedan, called Panamera began production in 2009, and a successor to the 928, based on that sedan's architecture, is predicted to follow.
The 968 was also the last Porsche sold with a four-cylinder engine.

Collectability

While lacking the wider ranging appeal of the 911, the 968 has nonetheless carved out its own niche in the hearts of enthusiasts.^[2] This is likely due to the 968's unique combination of speed and practicality.^[3] Noteworthy drawbacks to purchasing a 968 as a collector's car include its visual resemblance to the earlier 944 model, its status as a late model car, and the fact that the 968 is still depreciating.^[4]

Production^[5]

Model year	Production			Notes
	Total	Non US/Canada	US/Canada
1992	5353	3913	1440
1993	3783	2701	1082
1994	2484	965	1519
1995	1156	532	624
Total	12776	8111	4665	Of these, 4389 were cabriolets, of which 2248 to US

Porsche 959

The Porsche 959 is a sports car manufactured by Porsche from 1986 to 1989, first as a Group B rally car and later as a legal production car designed to satisfy FIA homologation regulations requiring that a minimum number of 200 street legal units be built.^[2]
In 1986, it held the title as the world's fastest street-legal production car^[3]. During its production run, it was hailed as the most technologically advanced road-going sports car ever built and the forerunner of all future super cars. It was one of the first high-performance vehicles to use an all-wheel drive system, providing the basis for Porsche's first all-wheel drive Carrera 4 model. In fact, it convinced Porsche executives of the system's viability so well that they chose to make all-wheel drive standard on all versions of the 911 Turbo starting with the 993 variant. In 2004, Sports Car International named the 959 number one on its list of Top Sports Cars of the 1980s.Development of the 959 (originally called the Gruppe B) started in 1981, shortly after the company's then-new Managing Director, Peter Schutz, took his office. Porsche's head engineer at the time, Helmuth Bott, approached Schutz with some ideas about the Porsche 911, or more aptly, a new one. Bott knew that the company needed a sports car that they could continue to rely on for years to come and that could be developed as time went on. Curious as to how much they could do with the rear-engined 911, Bott convinced Schutz that development tests should take place, and even proposed researching a new all wheel drive system. Schutz agreed, and gave the project the green light. Bott also knew through experience that a racing program usually helped to accelerate the development of new models. Seeing Group B rally racing as the perfect arena to test the new mule and its all wheel drive system, Bott again went to Schutz and got the go ahead to develop a car, based on his development mule, for competition in Group B.
Porsche developed an already existing engine instead of creating a new one from scratch. The powerplant, a twin-turbocharged six-cylinder boxer engine with an air-cooled block and water-cooled heads, displaced 2.85 liters, about half a liter less than a contemporary 911 engine. It was coupled to a unique manual gearbox offering 5 forward speeds plus a "G" off-road gear, as well as reverse. The motor had originally been developed for the "Moby Dick" race car and then been redeveloped slightly for the short-lived Porsche Indy Car and several other projects before being "tweaked" a last time for use in the 961, the 959's racing counterpart. The water-cooled cylinder heads combined with the air-cooled block, 4-valve heads and sequential turbochargers allowed Porsche to extract 331 kW (444 hp) from the compact, efficient and rugged power unit.^[4] The use of sequential twin turbochargers rather than the more usual identical turbochargers for each of the two cylinder banks allowed for smooth seamless delivery of power across the engine RPM band, in contrast to the abrupt on-off power characteristic that distinguished Porsche's other turbocharged engines of the period. The engine was used, virtually unchanged, in the 959 road car as well.

In an attempt to create a rugged, lightweight shell, Porsche adopted an aluminium and Aramid (Kevlar) composite for body use along with a Nomex floor, instead of the steel normally used on their production cars.^[5] The vehicle's weight of 3,190 pounds (1,450 kg) helped to achieve its high performance level.Porsche also developed the car's aerodynamics, which were designed to increase stability, as was the automatic ride-height adjustment that became available on the street car (961 race cars had fixed suspensions). Its "zero lift" aerodynamics were a big part of keeping it drivable^{[citation needed]}. The 959 also featured Porsche-Steuer Kupplung (PSK) which was at the time the most advanced all-wheel-drive system in a production car^{[citation needed]}. Capable of dynamically changing the torque distribution between the rear and front wheels in both normal and slip conditions, the PSK system gave the 959 the adaptability it needed both as a race car and as a "super" street car. Under hard acceleration, PSK could send as much as 80% of available power to the rear wheels, helping make the most of the rear-traction bias that occurs at such times.^[6] It could also vary the power bias depending on road surface and grip changes, helping maintain traction at all times. The dashboard featured gauges displaying the amount of rear differential slip as well as transmitted power to the front axle. The magnesium alloy wheels were unique, being hollow inside to form a sealed chamber contiguous with the tire and equipped with a built-in tire pressure monitoring system.
The 1983 Frankfurt Motor Show was chosen for the unveiling of the Porsche Group B prototype. Even in the closing hours of October 9, finishing touches were being applied to the car to go on display the next morning. After the first two prototypes, the bodywork was modified to include air vents in the front and rear wheel housings, as well as intake holes behind the doors. The first prototype modified like this was code named "F3", and was destroyed in the first crash test.^{[citation needed]}

The street version of the 959 debuted at the 1985 Frankfurt Motor Show as a 1986 model, but numerous issues delayed production by more than a year. The car was manufactured in two levels of trim, "Sport" and "Komfort", corresponding to the race version and the street version. First customer deliveries of the 959 street variant began in 1987, and the car debuted at a cost of $225,000 USD per unit, still less than half what it cost Porsche to build each one. Production ended in 1988. In total, 337 cars were built, including 37 prototypes and preproduction models.^[1] At least one 959 and one 961 remain in the Porsche historic hall in Stuttgart, Germany.
In 1992/1993, Porsche built eight 959s assembled from spare parts from the inventory at the manufacturing site in Zuffenhausen.^[1] All eight were "Komfort"-versions: four in red and four in silver. These cars were much more expensive (DM 747,500) than the earlier ones (DM 420,000). The later cars also featured a newly developed speed-sensitive damper system. The cars were sold to selected collectors after being driven by works personnel for some time^[1] and are today by far the most sought-after 959s.
The 959 was not street legal in the United States prior to 1999 when the "Show and Display" law was passed, although an unknown number were imported via the "grey market" during the late 1980s as show pieces. During the model's development Porsche refused to provide the United States Department of Transportation with the four 959s they required for crash testing, and the car was never certified by the National Highway Traffic Safety Administration for street use in the U.S. With the passage of "Show and Display" the crash test requirements were removed and importation of the 959 was allowed, assuming the car could meet the emissions standards applicable in 1987. The 959 can be fitted with a catalytic converter and a rechipped computer which allows it to meet those emissions requirements.

Most owners refuse to modify their 959s, however, and the cars remain collection pieces. Most 959s are in the hands of collectors, but a few do occasionally come to market, with prices in the region of 180,000–250,000 EUR (cars produced in 1987/1988). It is impossible to estimate the price of cars from the highly limited batch of 1992/1993.

The lessons learned from the 959 project about engine management, aerodynamics, suspension tuning, and 4-wheel drive were what enabled the production life of the 911 to be extended to the present day.

Performance

The performance of the 959 Sport is as follows:^[8]

• 0–100 km/h: 3.7 s (62 mph)


• 0–160 km/h: 8.3 s (99.5 mph)


• 0–200 km/h: 13.0 s (124 mph)


• 0–1000 meters: 21.6 s (standing)


• 0-1/4 mile: 11.9 s (standing)

  Replicas and conversion kits

  
  
  
  
  
  
  
  Due to the scarcity and price of existing genuine 959s, several companies have offered body kits over the years for Porsche owners to apply to their own cars, mainly the 911 model.

WIESMANN MF series

Wiesmann is an automobile manufacturer in Germany. The company was founded in 1985 by the brothers Martin Wiesmann (graduate engineer) and Friedhelm Wiesmann (bachelor of commerce). The cars are manufactured by hand in Dülmen. The Wiesmann logo portrays a gecko, as Wiesmann cars "stick to the road like geckos to a wall".

The company originally manufactured custom hard-tops for convertibles, which they continue to do. The first roadster left the workshop in 1993. As of 2006, they produce the Wiesmann MF 3 and MF 30 roadsters and the Wiesmann GT MF 4 coupé, all of which utilize engine and transmission components supplied by BMW.
Wiesmann had planed to begin exporting vehicles to the USA by 2010, but recent reports indicate that Wiesmann has no immediate plans to sell vehicles in the United States because of exchange rates and the high costs of modifying and testing the cars in order to make them road-legal there.

MF 30

The MF 30 is a classic, open two-seater roadster.

Specifications

Chassis	Hot-dipped galvanized steel, aluminum clad
Body	High-quality, fiber glass reinforced composite material
Engine	BMW 6-cylinder engine – Capacity 2,979 cc
	Rated power/rated speed 170 kW/231 hp / 5,900 rpm
	max. torque/speed 300 N·m (221 ft·lbf) / 3,400 rpm
Fuel Consumption	City 12.8 L/100 km (22.1 mpg-imp; 18.4 mpg-US) - Highway 6.9 L/100 km (41 mpg-imp; 34 mpg-US)
	Combined 9.1 L/100 km (31 mpg-imp; 26 mpg-US)
Transmission	5-speed or 6-speed manual or 6-speed sequential (SMG II)
Power Train	Rear wheel drive
Performance	Maximum speed: 230 km/h (143 mph)
	Acceleration: 0 –100 km/h: 5.0 sec.
Suspension	MacPherson strut front suspension with transverse link, stabilizer
	Central control arm rear axle with leading and transverse link, stabilizer
Weight	1,080 kg (2,381 lb)
Dimensions	Length: 3.86 m (152 in) / Width: 1.75 m (69 in) / Height: 1.16 m (46 in)

MF3
The MF 3 differs from the MF 30 only in its engine.

Specifications

Chassis	Hot-dipped galvanized steel, aluminum clad
Body	High-quality, fiber glass reinforced composite material
Engine	BMW 6-cylinder engine (see BMW S54) – Capacity 3,246 cc
	Rated power/rated speed 252 kW / 343 hp / 7.900 rpm
	max. torque/speed 365 N·m (269 ft·lbf) / 4.900 rpm
Fuel Consumption	City 17.8 L/100 km (15.9 mpg-imp; 13.2 mpg-US) - Highway 8.4 L/100 km (34 mpg-imp; 28 mpg-US)
	Combined 11.1 L/100 km (25.4 mpg-imp; 21.2 mpg-US)
Transmission	5-speed or 6-speed manual or 6-speed sequential (SMG II)
Power Train	Rear wheel drive
Performance	Maximum speed: 255 km/h (158 mph)
	Acceleration: 0–100 km/h: 5.0 sec.
Suspension	MacPherson strut front suspension with transverse link, stabilizer
	Central control arm rear axle with leading and transverse link, stabilizer
Weight	1,180 kg (2,601 lb)
Dimensions	Length: 3.86 m (152 in) / Width: 1.75 m (69 in) / Height: 1.16 m (46 in)
Price	~£60,000

GT MF 4
The GT is a closed two-seater with more power than the other models, intended for long distance touring. The GT was first produced in 2003.

Specifications

Chassis	Aluminum
Body	High-quality, fiber glass reinforced composite material
Engine	BMW 8-cylinder engine (see BMW N62) – Capacity 4,799 cc
	Rated power/rated speed 270 kW/367 hp / 6,300/rpm
	max. torque/speed 490 N·m (361 ft·lbf) / 3,500 rpm.
Fuel Consumption	City 17.2 L/100 km (16.4 mpg-imp; 13.7 mpg-US) - Highway 8.6 L/100 km (33 mpg-imp; 27 mpg-US)
	Combined 11.6 L/100 km (24.4 mpg-imp; 20.3 mpg-US)
Transmission	6-speed manual
Power Train	Rear wheel drive
Performance	Maximum speed: 280 km/h (174 mph)
	Acceleration: 0–100 km/h: 4.6 sec.
Suspension	Single wheel suspension front and rear
	front: aluminium double transverse link
	rear: aluminium double transverse link with trailing link
Weight	1,240 kg (2,734 lb)
Dimensions	Length: 4.23 m (167 in) / Width: 1.85 m (73 in) / Height: 1.19 m (47 in)

GT MF5

The GT MF5 is a closed two-seater & two-seater roadster with more power than the other models. The GT MF5 was first produced in 2009, and the roadster will be limited to just 55 examples. GTspirit gave the GT MF5 Roadster a positive review during their road-test in September 2010.^[3]

Specifications

Chassis	Aluminium-monocoque, bonded and riveted
Body	High-quality, glass fiber bodyshell
Engine	BMW Twin-Turbo V8 engine (see S63) – Capacity 4,395 cc
	Rated power/rated speed 408 kW / 555 hp / 6.250 rpm
	max. torque/speed 680 N·m (502 ft·lbf) / 5.650 rpm
Fuel Consumption	City 15.8 L/100 km (17.9 mpg-imp; 14.9 mpg-US) - Highway 7.9 L/100 km (36 mpg-imp; 30 mpg-US)
	Combined 10.7 L/100 km (26.4 mpg-imp; 22.0 mpg-US)
Transmission	6-speed sports automatic gearbox (steering wheel paddle shifters)
Power Train	Rear wheel drive
Performance	Maximum speed: 311 km/h (193 mph)
	Acceleration: 0–100 km/h: 3.9 sec.
Suspension
	Front: Aluminum double wishbone suspension with coil springs, anti roll bar
	Rear: Aluminum double wishbone, trailing arm suspension with coil springs, anti roll bar
Weight	1,405 kg (3,097 lb)
Dimensions	Length: 4.22 m (166 in) / Width: 1.95 m (77 in) / Height: 1.18 m (46 in)
Price	€189,500 +

BMW 328 Kamm Coupe

The BMW 328 Kamm Coupé, named after the German aerodynamics pioneer Wunibald Kamm, disappeared without trace back in 1953. But now - 70 years after BMW's famous Mille Miglia victory - BMW Classic has recreated this legendary racing car, once again illuminating an important milestone in both motor sport history and the development of vehicle aerodynamics. "We are very proud to be able to bring this car back into the public spotlight," said Karl Baumer, Director of BMW Group Classic. "We've come up against some major technical challenges, had many discussions and racked up countless hours of research, but when you see the car for the first time you can sense the passion and expertise invested in the project by everyone involved - all those years ago and today."
BMW was quick to appreciate the unique status of its Mille Miglia cars following the victory in 1940, and they were soon moved out of Munich into a rural hideaway to save them from potential destruction during the Second World War. The evacuation was successful, with all five surviving the hostilities essentially unscathed. However, in the upheaval of the immediate post-war period BMW lost track of the cars. With Allied soldiers scouring Germany for rare racing cars, it was hardly surprising that the three Mille Miglia Roadsters resurfaced in Russia, England and America. The winning Touring Coupé from 1940 was initially seized by the Americans before being whisked away by a senior BMW employee. However, it also found its way across the Atlantic when the employee decided to emigrate.

Only the BMW 328 Kamm Coupé remained in Germany, former BMW Director of Racing Ernst Loof having acquired the car for his personal use. By this time he had become a manufacturer in his own right, supplying speedy Veritas racing sports cars to customers in a resurgent post-war Germany.
However, he also laboured consistently under financial woes and a few years later he was forced to part company with the BMW 328 Kamm Coupé. Sadly, this automotive gem was not blessed with a long life under its new owner, succumbing to the scrap heap after an accident in the early 1950s.
There was certainly no denying the historical value of this very special car and, after BMW founded BMW Mobile Tradition in the mid-1990s to oversee an extended reappraisal of the company's history, plans were put together to build a reproduction. But the resurrection project proved to be a tricky undertaking. All design drawings for the car seemed to have disappeared into thin air and there was hardly a rich supply of historical photos around either. It was only with the hands-on assistance of a private collector in Munich that the project team were able to gather together a much larger selection of photos showing the car from a wide variety of angles. Indeed, these even included a good number of shots detailing the car's tubular frame construction.
Now it was time to tackle the exacting task of piecing together a likeness of the complete car from the available information. Computer specialists in the design department embraced the challenge. They started by scanning in the most detailed photos to use as a basis for a 3D geometry program. Then the few reliable constants, such as the wheel rim diameters, wheel offset, headlight size, door handles, wing nuts, indicators and BMW logos, were added until they appeared in the same position in every projection. Every image provided a fresh series of reference points for wheel arches, windows and other parts linked to the fixed constants. Gradually, the well of information deepened until the experts were able to produce a virtual solid model, in which every detail looked right in every view of the car. This was used to generate a program for a five-axis milling machine, which would cut an original-size model from a massive block of highly compacted foam.

A restorer was then commissioned to stretch an original BMW chassis by 20 cm and build a steel space frame according to the templates provided by the photos. However, not long afterwards the project was put on ice. As part of the concept design process for the new BMW Museum an idea was floated of rebuilding the intricate Elektron space frame of the BMW 328 Kamm Coupé as a showpiece for the "Lightweight design" area of the museum. An exact copy of the original space frame was duly produced with the help of a specialist based near Munich. Aluminium was chosen as the material in place of the original Elektron, and the frame's weight duly came very close to that of the original. Although this display frame was never intended to be used in an actual car, the BMW 328 Kamm Coupé idea remained on the table. In the end, it was a project initiated by the Meisterschule für Karosserie- und Fahrzeugbau Leipzig-Leisnig-Erlbach (master craftsmen''s college for body and vehicle construction serving Leipzig, Leisnig and Erlbach) in partnership with the BMW plant in Leipzig that got the ball rolling.

The original plan was to cover the existing steel space frame with aluminium body panels to replicate the external appearance of the car at least. The Meisterschule produced moulds of the foam model in which the panels of the outer skin could be shaped. The finished body has since been on display at the Leipzig plant.
With the 70th anniversary of the Mille Miglia victory fast approaching, BMW Classic was determined to bring its plan to recreate the BMW 328 Kamm Coupé to fruition. However, highly skilled specialists were required to turn the collection of individual parts into a car that could actually be driven. With his excellent BMW 328 Touring Coupé and Mille Miglia Roadster restorations for the new BMW Museum still fresh in the mind, it was clear that René Große - based in Wusterwitz in the state of Brandenburg - would be the right man for the job.
Große used the foam model as the basis for a glass fibre-reinforced plastic mould. This was then shaped (with the help of additional wooden elements) into a strong casing which was split down the middle into two parts. The 25 mm-diameter tubes for the space frame - made from an aluminium alloy that allowed work-hardening - were then fitted into these two half-shells. Extreme precision was the order of the day here, as no corrections could subsequently be made to the outer skin. All this endeavour was aimed at ensuring that the frame would get close to the 30 kg weight of the original. For the outer skin, the team used pure aluminium body panels from a second set supplied by the Meisterschule. The newly made panels for the inside - for the inner front wings, bulkhead, double floor section of the body, dashboard and fuel tank, for example - then had to be integrated into the mould.
The body experts in René Große's team called on all their skill and experience to fit the body to the space frame. An interesting detail of the construction were the 40-mm-wide aluminium strips which were welded to the frame at the outer edges of the metal skin. The outer skin was then edged inwards around these strips to a width of a few millimetres to achieve the visually intricate edges on the bonnet, windows, doors and wheel arches. This detail, like the design of the bonnet hinge and door hinges, had been patented by BMW. And that meant there were sketches available which enabled the team to render the new parts as close as possible to their original templates.
Other challenges included the technical tweaks which set the BMW 328 Kamm Coupé apart from its series-produced siblings, such as the set-back radiator, engine and transmission, modified rear axle and a host of other alterations requiring meticulous detailing.
The BMW 328 Kamm Coupé was finally handed over to BMW Classic in a brief ceremony in March 2010. That left only a short amount of time to prepare the newly created racing car for its big day at the 2010 Mille Miglia - 70 years after its last, memorable appearance in the race.

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BMW X6 M

The BMW X6 is a mid-size luxury crossover released for sale in the second quarter of 2008 by German automaker BMW. The X6 was marketed as a Sports Activity Coupé (SAC) by BMW. It combines the attributes of an SUV (high ground clearance, all wheel drive and all-weather ability, large wheels and tires) with the stance of a coupé (bold styling, dramatic sloping roof).

BMW X6 M (2009-)

The BMW X6 M and BMW X5 M are the first xDrive all-wheel-drive vehicles from the M GmbH. The vehicle was unveiled in 2009 New York Auto Show.^[10]
The high-performance M derivative features a twin scroll twin turbo version of the 4.4-liter V8 BMW N63 engine with Cylinder-bank Comprehensive Manifold (CCM). Engine is rated 555 PS (408 kW; 547 hp) at 6000 rpm and 680 N·m (500 lb·ft) at 1500-5650 rpm.

Other features include 6-speed M Sports Automatic transmission with aluminum pull-style paddles on steering wheel, M Dynamic Mode feature, 10 mm (0.4 in) lower Adaptive Drive suspension, 4-piston fixed calipers with 15.6" rotor at front and single piston floating calipers with 15.2" rotor at rear, 20-inch alloy wheels with 275/40R20 front and 315/35R20 run flat tires, special gills in the front fenders, 20-inch light-alloy wheels.^[11]
The car can accelerate from zero to 60 mph (0–97 km/h) in 4.5 seconds and 0-62 mph (0-100 km/h) in 5 seconds.^[12]

Dynamic Performance Control

Engine

Using BMW’s “M TwinPower Turbo” unit with High Precision Direct Injection and twin turbochargers as a basis, the new M engine introduces twin-scroll twin turbochargers and patented exhaust manifold technologies to increase thrust and pulling force, while preserving the most compact dimensions possible. Two low-mass twin-scroll turbochargers are positioned together with the catalytic converters in the “V” section between the two banks of cylinders. By reversing the flow of gases through the engine from traditional arrangements, the intake and exhaust ducts are shortened and widened. The result is that pressure losses on the exhaust side are minimized.
The goals were to virtually eliminate turbocharger lag while maximizing combustion efficiency and power output. The new M V8 engine with twin-scroll twin turbo technology uses a single exhaust manifold with tuned-length runners, incorporating both cylinder banks and connecting cylinders in carefully selected pairs. This configuration, patented by BMW M and known as Cylinder-bank Comprehensive Manifold (CCM), offers quick response, a linear build-up of engine power, and a broad, consistent torque curve by feeding each of the twin turbochargers with a “charge pulse” at approximately every 90 degrees of crankshaft rotation, rather than the more traditional “irregular schedule” of charging.

Coupled with special suspension specifically optimized for M that features Adaptive Drive and the newly developed M Servotronic power steering, the performance Sport Activity Vehicle promises very competent handling. Other high-tech features include launch control for maximum acceleration and a six speed M Sport automatic transmission optimized for performance. Drivers can manually select gears using either paddles or an electronic gear selector lever. Electronically controlled, variable power distribution to the front and rear axle prevents even the slightest tendency to over- or understeer right from the start, before DSC Dynamic Stability Control is even required to cut in. BMW is referring to the new 4.4-liter motor as its “M TwinPower Turbo” unit. The name reflects the fact that the motor features Twin Scroll Twin Turbo Technology and a common exhaust manifold encompassing both rows of cylinders. Although traction control is standard, the M Dynamic Mode (MDM) greatly optimises the aggressiveness of the system. The MDM setting allows the driver to enter a controlled drift and push the vehicle’s handling to the limit. There is also a DSC-Off Mode.

Dynamic Performance Control

The X6 marks BMW's first use of its new Dynamic Performance Control system, which works in unison with xDrive all-wheel drive (both are standard on the X6). DPC is a drivetrain and chassis control system that works to regulate traction and especially correct over- and understeer by actively spreading out drive forces across the rear axle. Torque is split not only between the front and rear wheels (xDrive) but also from side to side at the rear for improved agility and added stability (through the DPC rear axle). ^[16]



The DPC differential features clutch packs on both output sides that are actuated by an electric motor. The clutch pack activates a planetary gearset which causes one wheel to be overdriven. A conventional control system will use the brakes to reduce the speed of the faster moving wheel (which is the one with less traction)and reduce engine power. This leads to increased brake wear and slower than optimal progress. The DPC system speeds up the slower moving wheel (the one with the most traction) in order to maintain stability when needed. For example; while turning, the outer wheel is overdriven to provide greater acceleration using the traction advantage through the dynamic loading of the outboard wheel in cornering. In an oversteer situation, the inner wheel is overdriven to regain traction balance.

BMW 7 Series

The BMW 7 Series is a line of full-size luxury vehicles produced by the German automaker BMW. Introduced in 1977, it is BMW's flagship car and is only available as a sedan or extended-length limousine. The 7 Series traditionally introduces technologies and an exterior design theme beforethey trickle down to smaller sedans in BMW's lineup.^[4]
There have been five generations of the 7 Series:

• BMW E23 (1977–1986)
• BMW E32 (1987–1994)
• BMW E38 (1995–2001)
• BMW E65/E66 (2002–2008)
• BMW F01 (2009–present)

  F01/F02 (2009–)

  
  The 5th generation F01/F02 came out January 2009. The F01/F02 heralded the introduction of the ZF 8-speed automatic transmission. Five variants are showcased at debut, the 750Li, the 740Li, the 750i, the 740i and the 730d.
  
  
  Numerous engines also power the 7 Series worldwide. BMW offers diesel, straight 6, V8 and V12 motors. An all-aluminum 3.0-liter straight-six cylinder diesel engine produces 245 hp (183 kW; 248 PS). The peak torque figure of 540 N·m (400 lb·ft) comes in at 1,750 rpm up through 3,000 rpm. Its 194g/km emission figure is class-leading for conventionally powered luxury cars, as is its 38.7 mpg^{[clarification needed]} fuel consumption figure.^[18]
  BMW switched from a MacPherson strut front suspension to a double wishbone design for improved handling. The F01 is also available in a bulletproof version.In April 2009, BMW announced plans for a 760Li, which will be BMW's new flagship model. The 760Li will be equipped with a twin-turbocharged V12 producing 544 horsepower, which will propel the car from 0 to 62 miles per hour in 4.6 seconds.^[22][23]
  In 2010, all-wheel-drive (BMW xDrive) became available on the 7-series.
  
  
  
  
  
  
  
  
  

  Improved iDrive

  The new F01/F02 is equipped with a more intuitive iDrive system with a full featured web browser.
  

  ActiveHybrid 7

  

  2011 BMW ActiveHybrid 7 (U.S).
  
  The BMW Concept 7 Series ActiveHybrid was unveiled at the Paris Motor Show in October 2008.^[24] In August 2009 BMW announced the production versions of the ActiveHybrid 7, together with BMW ActiveHybrid X6.
  
  
  The 2011 ActiveHybrid 7 is a mild hybrid and features a 0.4-kilowatt-hour lithium-ion battery pack.^[25] The electric motor is combined with BMW’s 4.4-liter twin-turbo V8 and new 8-speed automatic transmission to accelerate from 0 – 60 mph in just 4.7 seconds.^[26] Estimated EPA fuel economy is 17 miles per US gallon (14 L/100 km; 20 mpg_-imp) city and 26 miles per US gallon (9.0 L/100 km; 31 mpg_-imp) for highway, which represents almost an 18% improvement over the non-hybrid 750i/Li.^[26]
  US sales began in June 2010 with a base MSRP price of $103,125 for the ActiveHybrid 7 and $107,025 for the long wheelbase ActiveHybrid 7L. The ActiveHybrid 7 qualifies for a $900 U.S. Federal Tax Credit.

BMW X5

The BMW X5 is a luxury mid-size SUV introduced in 1999 as the first generation E53. It was BMW's first SUV (Sport Utility Vehicle) also known as "Four-by-Four" (4x4) in the UK. It features all-wheel drive which is branded as the "X" drive system and is available with either manual or automatic transmission. The second generation X5, known as the E70, was launched in 2006, with the first M version announced in 2009.

BMW describes the X5 as a Sport Activity Vehicle (SAV) rather than an SUV, to emphasize its on-road ability despite its size. Like the Lexus RX 300 and Mercedes M-Class, the X5 heralded the shift from truck-based body-on-frame SUVs to sedan-based crossovers that would come to fruition in the late 2000s.
X5s are manufactured in Greer, South Carolina at the Spartanburg BMW plant or Toluca, Mexico at the BMW de México plant.^[1]. Since July 2009, some assembly operations are also performed in Kaliningrad, Russia by Avtotor.

In 2003, BMW launched the smaller X3, which uses the "X" prefix for the 4 wheel drive system or BMW "X" drive system and the BMW SAVs which were derivatives of the BMW number-series models.
The BMW E70 is the second generation X5 Sports Activity Vehicle (SAV). It replaced the BMW X5 (E53) in November 2006. The second generation X5 features many new technological advancements including BMW's iDrive system as standard equipment and, for the first time in a BMW, an optional third row seat. This generation incorporates safety innovations for the crossover segment, such as a unique rear framing section to protect 3rd row occupants from injury due to an impact.^{[citation needed]}

The branding for the X5 from late 2008 onwards follows the new BMW nomenclature scheme, for example the X5 3.0d is now called the X5 xDrive35d, and the 4.8i is called the X5 xDrive48i. The BMW X5 M is a high performance derivative of the X5 and was introduced to the press at the New York Auto Show in April 2009, and started appearing in BMW dealerships in September 2009.The BMW M features the first M Power V-8 Turbo, 555 hp (414 kW) and 500 lb·ft (680 N·m) of torque, and comes with M Dynamic Performance Control for impressive handling.

The X5 was revised for 2010 featuring new front bumper and air intakes as well as a variety of minor cosmetic changes.

BMW 1 Series

The BMW 1 Series is a line of small family cars manufactured by the German automaker BMW since 2004. Successor to the BMW Compact, it has been produced in four different body styles.

The 1 Series was launched globally in Autumn 2004 and shares many structural, chassis, powertrain, hardware and electronic elements with the larger 3 Series. The model was started to provide a lower point of entry into the BMW range as the 3 Series moved gradually up-market. Initially launched as a 5-door hatchback, a 2-door coupe version was also launched in July 2007. The 1 Series is priced between the MINI and the current E90 3 Series. Because the hatchback is the only rear wheel drive vehicle in its class, it is often considered the successor to the BMW 2002. The 1 Series line is produced in Leipzig, Germany at BMW's factory.

The 1 Series coupe (E82) and convertible (E88) went on sale in the United States and Canada in model year 2008 (30 June 2007)^[1] as the 128i and the 135i. Other countries received the 120i and 125i in both platforms. The convertible, unlike the 3 Series convertible, uses a soft-top instead of a folding hardtop. This is lighter and preserves more boot space than the folding hardtop would allow.
The North American introduction of the coupe and cabriolet was during the second quarter of 2008, which was credited for helping BMW overtake Lexus as the top luxury brand.

1 M Coupe

Main article: BMW 1 Series M Coupe

BMW M Boss Dr. Kay Segler officially announced the making of the M variant of the BMW 1-Series Coupe on July 9, 2010, via an official YouTube video and press release.^[4]

1 Series ActiveE

Main article: BMW Concept ActiveE

F20

BMW 1 Series

Production	2012-
Body style	2-door coupe 2-door convertible 3-door hatchback 5-door hatchback
Engine	1.6 L I4 2.0 L diesel I4
Transmission	6-speed manual 8-speed automatic

The next full revision of the 1 Series is expected on sale for the 2012 model year based on the platform F20. The 5 door was unveiled by BMW on 6 June 2011, powered by a new 1.6 petrol and revamped 2.0 diesel engines, both featuring twin-turbos ^[5] Three-door, coupé and convertible versions will follow in due course. There is also expected to be a special hatchback version with a coupé-like style similar to the 5 Series Gran Turismo, and this will slot above the regular 1 Series hatchbacks. The new F20 platform also has support for a front wheel drive layout and this will underpin the next Mini and as-yet undisclosed BMW model to slot in below the 1 series.