In some European countries diesels account for more than half of all sales.
Even in the previously suspicious-of-diesel UK sales are now very high.
More and more sporty cars are coming out with diesel engines.
It is still a case of horses for courses. For low-mileage drives diesel is
not worthwhile, especially as its price in the UK is higher than
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"bfd" < email@example.com> wrote in message
If you mean 5 and 7 series, then I have dug some info regarding the E60
/ E61 models from Sept 2005; it looks like the diesels (and the N52
engine) have additional heating too.
Maybe they can have 'Basic' and 'High' levels of ACC, as in the E65 /
E66 / E68.
It also seems that the E65 / E66 / E68 have the means to provide cabin
heating independently of the engine as well. It uses a separate burner
to burn fuel to heat the coolant. Slightly different to the lower value
Maybe for some users the novelty of tinkering with the menus through a
knob is a sell,
but I;m sick of computers at work. But, then it could be that MMI and
iDrive came a long way since 2003
A6 where I saw webasto configuration in action.
A default of now plus 24 hours minus 15 minutes on webasto seems
completely arbitrary to me.
After I saw the system in action I thought to myself "thanks, but no
I'd leave diesels+webasto to drivers with patience.
Still, there are a ton of sunbelt states where 25/75 diesel/petrol mix
just does not make sense.
On the other hand there is nothing, aside from cost, preventing brain
challenged customers in snowbelt from buying a diesel.
Hence to sell diesels only on top of the line models in the states
makes a lot of sense.
335d -> sunbelt car
325xi -> snowbelt
I have visions of next vevrsion of iDrive greeting a user of 335d with
"you are an idiot" message on the dash
once 0F and lower outside temp is detected.
Horse caca. The 335D has got plenty of ooomph with tons of torque.
Put four good snow tires on it and it will survive very nicely in the
snowbelt states. With mileage in the high 30s (I believe BMW quotes
37mpg), you have a good looking, sporty car, *and* economy.
I drove the new Audi A8L, A7, and the Porsche Panamera 4s today. Very
impressed with all three of them. Decisions, decisions.
You *are* joking?! My 325d is the only car I've ever driven that is
capable of failing to move off *downhill* in snow! Yes, if you can get
it going, it handles impeccably in snow but stopping and starting in
snow often requires divine intervention in these things.
Yes, with preparation and skill these things can go from a to b in
snow but no way is a rear wheel drive automatic BMW going to "survive
very nicely" in a snowbelt. They are for keen drivers who relish a
Hmmmm. Really? I belonged to the BMW club in Massachusetts for a
number of years (even though I owned an Audi). They sponsored ice
racing on Newfound Lake in NH each winter. BMWs equipped with proper
tires did very well ice racing. They were no match for the Audi
Quattros, but they did well against other cars. It's all in the tires.
And, consider, "snow days" are usually the only time you use snow
tires. The roads are clear *usually* in 24 hours. There's no such
think as "all season tires." There are summer tires that should do
well in the rain, and there are winter tires. If you put all seasons
on a BMW or any rear wheel drive car, you will not be very efficient.
Hell, all seaon tires on front wheel drive cars are not ideal either.
You're talking about two totally different cars here.
My suspicion is that you have two different sets of tires also. Put a
set of Hakkapellitas on that 325d and you will probably find it handles
remarkably well. Put a pair of the factory run-flats on the 335d and you
will have trouble keeping it on the road.
It's all about tires.
"C'est un Nagra. C'est suisse, et tres, tres precis."
That's an interesting one - the peak torque figure in a 325d arrives
at a lowly 1300rpm whereas on the 335d it comes in at 1750rpm. The
actual peak torque figures are probably irrelevant on ice but what it
means on my car is that if your foot is on the accelerator/gas pedal
at all then you're most likely putting peak torque out the back axle.
Even in the dry, I need good tyres in good condition to avoid
occasional wheel slip away from junctions even on the factory 255
section Michelins. It would not surprise me if the auto 335d with it's
slipping clutches and bands were to be actually easier to get off the
mark without wheel spin. Comparing to a pals 325d auto, his back tyres
last longer than mine but his car takes off at much higher revs than I
let mine normally do.
IFAIK, they are only available as automatics :-( I'm not old enough
(I tell myself) to want that yet. :-) Even 330d cars with manual are
not super common in the UK. That's why I ended up with a 325d. It's
not so bad though as I still get that magnificent I6 and a manual box
to have the most fun with it.
If I were in a market for a car lesser than M3 I would've been
appalled by the lack of a limited slip option on 3xx series.
I think that was not offered since E36
heck, even RX-8 manual has LSD. It's not even an option.
You slash $900 off the auto and mazda graciously puts the money into
the back of a stick shift car.
In my used A4 vs used 3xx decision A4 might not have won as easily
if limited slip diff was present on E46. I guess few cusomers
care enough (or know what a limited slip diff is), hence the chances
surfacing in E90 are slim to none.
I hear ya. Most of the bmw diesels in here are from their homeland,
where, I assume,
manual IS an option.
I'm in the only country in the world where domestic market cars are
those exported. Hmm, US of A might be the other of the very few
Indeed. There are two things I would do to improve my 3 series:
1/ Improve the throttle response. I don't know if a remap would
drastically change this.
2/ LSD. Available from a number of suppliers now.
I would do these before getting rid of runflats where the only issue I
can see myself is price (I'm one of the few to use the excellent
My last petrol turbo car produced max torque between 2,500 rpm and 4,500
rpm, but the max power was developed at 5,700 rpm.
But that car *really* came alive after 5,000 rpm, well past peak torque.
My experiments with accelerometers have demonstrated that the greatest
'g' (or acceleration) was produced between the peak torque rpm and the
peak power rpm.
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