Braman BMW

Braman Gets New Diesel BMW

X5 xDrive35d (Advanced Diesel Vehicle)


The BMW X5 xDrive35d made its debut in the North American market in the fall of 2008. With its introduction, BMW marks a significant milestone in the company’s mission to deliver ultimate driving machines that combine superior performance with exemplary fuel economy. The X5 xDrive35d offers sporting character, while standing out as a high-torque Sports Activity Vehicle with excellent qualities for long-distance motoring. The BMW X5 xDrive35d accelerates from 0–62 mph in just 7.2 seconds and offers average fuel economy of at least 19/25 mpg (city/highway, provisional data).

The X5 xDrive35d hits the US market with one of the most fuel-efficient and economical engines in its class. Featuring the 3.0-liter inline-six with Variable Twin Turbo Technology, this engine has been widely acknowledged as the unchallenged benchmark for sporting performance, motoring refinement and superior efficiency in other markets around the world. The 3.0-liter diesel with Variable Twin Turbo has won the prestigious International Engine of the Year Award multiple times – more than any other prize or acknowledgement.

Through BMW’s new Advanced Diesel with BluePerformance, the X5 xDrive35d optimizes emission management through the placement of an oxidation catalyst just downstream of the exhaust manifold, a diesel particulates filter housed in the same unit and an SCR catalyst with the urea injection. In addition to filtering out even the smallest particles from the flow of exhaust gases, this combination ensures effective reduction of nitric oxides (NOX) by way of a chemical reaction within the exhaust system initiated by the injection of a small dose of urea referred to as AdBlue. The ammonia generated in this process within the SCR catalyst subsequently converts the nitric oxides (NO and, respectively, NO2) in the exhaust gas into environmentally compatible nitrogen (N2) and vapor (H2O).

The X5 xDrive35d features:

265 horsepower
585 miles per tank
425lb-ft. of torque at 1,750rpm
0-62mph in 7.2 seconds*
26 mpg on the highway**

* BMW AG results
** Preliminary estimate – actual mileage may vary depending on speed, driving habits and trip length

To view exterior and interior photos of the new X5 xDrive35d CLICK HERE

 

Taking Sales to the Next Level
 
 
    For more than twelve years, Michael Scharmer has been a mover and shaker at Braman Motorcars of Palm Beach, leading in sales volume and high customer satisfaction ratings.
     His success has landed him alcolades in the prestigious BMW Profiles in Achievement award, receiving top honors for seven continuous years.
     And once again, Michael has eclipsed his peers around the country, winning his fourth Grand Travel Award from BMW. This coveted award, where only the top 50 BMW sales people out of thousands nationwide can qualify for, will send Michael to a far off exotic land to once again toast the awards of his hard work.
     In 2004, it was Monte Carlo, then there was South Africa in 2005 and Paris in 2007. This year it's Hawaii.
     "Michael performs as an elite in the delivery of customer service to his customers" stated Steve Grossman, Director of Sales for Braman franchises. "His level of commitment to clients has earned him not only the respect of BMW, but the loyalty and the rewards of continuous referrals from his customers". Grossman concluded.
     Michael's sales have averaged 240 units a year for the past 5 years and he broke his previous record in 2007 with a total of 317 delivered units, 26 per month.
     As busy as Michael is, his CSI (Customer Satisfaction Rating) of 99.66 is among the highest in the store and the country.
     When Michael is not on the job, he enjoys the game of Golf and family.

IS SMALLER BETTER - BMW 1 SERIES  
 
Is smaller better? Hitting 60 mph in 4.7 seconds is certainly a compelling opening argument.
     February 2008 Article from Car and Driver online.
     It is often said that *small is beautiful.* And when it comes to cars, small quite often is beautiful. Certainly, the diminutive and lightweight Lotus Elise is a beautiful thing. But pushed too far, the idea of small can start to get ugly*the Smart Fortwo comes to mind. So maybe the adage should be smaller is beautiful. Smaller doesn*t necessarily mean tiny, though. In the case of the BMW 135i, smaller simply means smaller than a 3-series. And ever since we sampled a European 1-series a few years ago, the idea of a BMW smaller than the 3-series has struck us as a beautiful thing.
     At 4.7 Seconds to 60, Smaller Is Certainly Quicker
     In overall length, the 135i coupe (the 1-series is only available in the U.S. as a two-door coupe) is 8.9 inches shorter than a 335i coupe, with 4.0 inches taken out of the wheelbase, and it*s also 1.4 inches narrower. These reductions ams amount to a weight saving of 137 pounds; our 135i weighed 3420 pounds versus 3557 for a 335i coup Fortunately, there is no reduction in engine size or output. The 135i gets the same 300-hp twin-turbocharged inline six-cylinder engine as the 335i. We clocked a 0-to-60 time of 4.9 seconds for the heavier 335i; the 135i did it in a blistering 4.7, with a 13.3-second quarter-mile at 106 mph. The 135i is seriously quick, but best of all, the quickness comes easily, as the turbocharged engine has enough torque and horsepower to waft the 135i into triple-digit speeds without any drama. Slightly more engine noise and exhaust hum enter the 135i cabin than in the 335i, but the sounds are good enough to forgo turning on the radio.
     Much like a 3-series from the Driver*s Seat
     Aside from being slightly louder, driving the 135i is much like driving a 3-series. From behind the wheel in the spacious front seat*where there's plenty of headroom*the driver isn*t aware of the 1-series* shrunken size. The four inches lopped out of the wheelbase are, however, noticeable in the back seat. Subjectively, the seats are slightly larger than a Mustang*s back seat*kids will fit just fine, adults will find it acceptable as long as the trip is short.
     Since the 135i comes standard with an M-division sport suspension and 18-inch wheels wrapped with summer-friendly run-flat performance rubber, the 135i rides much like a 335i with the Sport package. There is an almost microscopic line between firm and harsh, but the 135i*s suspension somehow follows it perfectly, even on large, abrupt impacts. The 135i*s structure and suspension never crash or shudder, and aimed in a straight line, the heavy steering and the sense of unyielding structure allow the 135i to approach the composure of the much larger 6-series.
     In fact, the 135i doesn*t feel small until it is challenged by quick transitions or tight corners, and even then it feels light on its feet. Body roll is minimal, the tires hang on tenaciously*to the tune of 0.89 g on the skidpad*and the 135i is easy to place in corners, even when you*re doubling or nearly tripling recommended speeds. In short, the 135i never feels reckless.

New ownership ant total renovation of Moroso Motorsports Park

First Double-Clutch able to handle 9,000 RPM


You likely already know we love BMW’s latest incarnation of its marvelous M3, this time with a mammoth 414-hp V-8. As displayed by its ferocious test numbers and three comparison-test victories, it’s simply one of the most fun and involving cars currently on sale.

But until now, all the cars we’ve driven have been equipped with a six-speed manual as we’ve waited for the brand-new seven-speed, double-clutch automated manual developed with Getrag to arrive. (BMW calls it M DCT, for “M Double-Clutch Transmission with Drivelogic.”)

First Double-Clutch Transmission That Can Handle 9000 RPM

Available as a $2700 option on all M3 coupes, sedans, and convertibles, M DCT is the first double-clutch transmission that can handle engine speeds up to—thank you, BMW—a screaming 9000 rpm. M DCT adds about 45 pounds, according to BMW; our 3630-pound test car weighed in 30 pounds heavier than our last manual M3 coupe.

The M DCT uses two oil-cooled, wet multi-disc clutches and operates much like other transmissions of this type, such as VW/Audi’s DSG/S tronic. One clutch engages the even gears, and the other handles the odds plus reverse. Since only one clutch is engaged at any given time, the transmission anticipates and preselects the next ratio; a gearchange simply requires one clutch to release while the other engages, which means the M DCT can shift quicker than a manual transmission, and it drastically reduces the power interruption between gears. Overall, first gear with M DCT is actually slightly taller than in the manual, but the rest of the ratios are shorter.

The double-clutch arrangement also enables quicker and smoother shifting than in single-clutch automated manuals, such as BMW’s own sequential manual gearbox (SMG) found in the previous M3 and the current M5 and M6. If you’ve ever driven an SMG car, you know what we’re talking about. Even with various iterations and improvements, the current seven-speed unit found in the M5 and M6 leaves large, head-bobbing gaps in power between shifts, rendering it somewhere between annoying and unusable in full-automatic mode.

As with SMG, M DCT has a staggering 11 settings—five in automatic (D mode) and six in manual (S mode)—that determine how aggressive the shifts are, with the most brutal manual setting only available with the stability control off. A setting of four or higher means satisfying throttle blips accompany downshifts; settings one through three yield nearly imperceptible gearchanges. Manual shifting is accomplished via steering-wheel-mounted paddles (right for upshifts, left for downshifts) or the shift lever on the center console.

Thankfully Blessed with Superb Launch Control

In case you ever get your hands on an M3 equipped with M DCT, you need to know how to experience one of the best features: launch control. Omitted from U.S. versions of the M5 and M6, launch control is thankfully now included in the M3.

courtesy: Car and Driver Magazine