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xDrive: Intelligent grip to match even more power
BMW's revised X5 has the grip to match the power of its up-rated engines
thanks to a new intelligently controlled infinitely variable torque splitting
drive train called xDrive.
This system raises the benchmark for on and off-road capability in the luxury
market and will also be shared with the 2004 X3 all-wheel drive Sports Activity
Vehicle.
The xDrive system delivers improvements in stability, driving pleasure and safety, both on and off-road.
Even though critics around the world hailed the original X5 for its secure
and confident handling, its muscular and agile performance on and off road, BMW
engineers have devised a new system that is even more refined, more responsive
and more controlled, all with the aim of enhancing the driving experience under
all road conditions.
The key xDrive benefit is that it ensures drive forces are always delivered
to the axle that needs it most - in an instant.
BMW's xDrive is not simply a reactive system. Using a multitude of inputs
from the Dynamic Stability Control system, xDrive is almost clairvoyant in its
ability to predict vehicle behaviour and act early to enhance traction at the
wheels with most grip, to maintain the vehicle's balance and control.
The xDrive concept has two key ingredients - a centrally mounted,
electronically activated, multi-plate clutch to distribute power between axles,
combined with the familiar DSC system to regulate power to individual wheels.
The electronically controlled clutch is able to respond more quickly than
conventional four-wheel drive systems that require the build-up of hydraulic
pressure to change drive distribution.
It is also fully variable, constantly monitoring and channelling optimum
drive forces from axle-to-axle.
DSC sensors constantly monitor individual wheel speed, steering angle,
lateral acceleration and yaw rate angles - giving xDrive the predictive
information it needs.
In extreme conditions where wheel spin is inevitable, DSC builds on xDrive,
acting on individual wheels, cutting power and applying brakes if necessary.
Whether the car is used on or off road, new xDrive breeds driver confidence by
reducing the risk of understeer or oversteer.
Off-road, on rough tracks or slippery surfaces, xDrive responds in
milliseconds, redistributing power from the slipping wheels to those with most
grip, just as a rock climber, who senses his feet are about to slip, immediately
puts all his energy into bracing himself with his hands.
In normal driving, the multi-plate clutch is able to distribute power from an
extreme of 100 percent rear drive (with the clutch fully open) through to 50:50
front-to-rear drive with the clutch completely closed.
In theory however, if the rear wheels were sitting on ice, DSC removes power
to the slipping wheels giving virtually 100 percent drive to the front axle.
The new xDrive system reacts in just 100 milliseconds. Put in context, this
is just half the time it takes for the pedals to react to driver inputs.
Whenever the car threatens to oversteer, xDrive closes the multi-plate
clutch, increasing power to the front wheels and 'pulling' the car around the
corner.
Equally, where understeer threatens, xDrive reduces the power to the front
wheels to a maximum of 100 per cent to the rear if necessary.
BMW did not hesitate to adopt an electronically controlled clutch rather than
an electro hydraulic one (as used by some competitors).
The electronically controlled clutch provides instant power transfer in all
situations, rather than an electro hydraulic system that requires movement,
generating hydraulic pressure before power transfer occurs.
Hence BMW's xDrive system is far quicker and less 'reactive' than
competitors.
Simple four-wheel-drive systems use a viscous coupling or a Torsen
differential that respond mechanically to a difference in speed and torque
between the front and rear axles.
Conventional, all-electronic set-ups require at least one wheel to be
spinning for power reduction. Systems using a Haldex coupling use engine control
data alongside wheel speed signals.
However, BMW's xDrive benefits from the full range of DSC information
including yaw rate and lateral acceleration, allowing the car to predict the
road conditions and react far sooner.
In a first for an all-wheel-drive vehicle, xDrive replicates the function and
locking action of a differential with a multi-plate clutch (without resorting to
a weighty central differential).
By simply using the clutch, the front and rear wheels can be powered or
completely separated if circumstances require, such as in fast, dynamic
situations.
On hard throttle acceleration and without any wheel slip being detected, the
clutch fully engages, providing a 50:50 power distribution and maximum traction.
Under normal driving conditions, the clutch provides fully variable
distribution to front or rear axles.
Transferring power to the front wheels is the responsibility of the two front
drive shafts that are of equal length, assisting power distribution and helping
eliminate drive train feedback through the steering.
The right hand shaft is mounted in a bearing case, passing through the sump
to the opposite hub. This assists the car at parking speeds, where drive to
front wheels can compromise maneuverability. In such cases, full power is
transferred to the rear wheels.
Styling update: An eye for detail
- Revised bonnet pressing
- Adaptive Headlamps
- Revised light alloy wheel range
- New trim and exterior colours
Four years in from global launch and the BMW X5 Sports Activity Vehicle is
selling more strongly than ever, in Australia and around the world.
So BMW engineers were set the problem of improving a vehicle that created a
new market niche and established an as yet unsurpassed benchmark in design,
manufacturing and performance.
BMW's answer is to marry a substantial improvement in off-road capability,
delivered by ground-breaking new xDrive, with a series of subtle styling
enhancements.
Fine tuning a design execution as successful as the X5 was not easy, however
the front end of the new X5 is subtly freshened from the lower air dam to the
bonnet pressing.
Headlamps have new exterior contours and the now famous double ring glow on
parking light settings, allied to Bi-Xenon lamps for V8 models (optional on
six-cylinder vehicles and optional Adaptive Headlamps). A revised integral
indicator is also included in the lamp cluster, sweeping from the grille across
the front wing.
The trademark double kidney grilles are engorged to reflect the more powerful
engines within, with 'wave-profile' vertical slats, titanium on V8 and black on
six-cylinder models.
The bonnet is re-contoured with more pronounced styling curves for a more
heavily sculpted look, muscular character lines stretching powerfully towards
the base of the A pillars on either side.
The completely revised air dam and bumper is colour-coded and split by a
central vertical section creating individual air ducts. Faired-in fog lamps
follow the form of the new headlamp clusters.
Revised tail lamps bear horizontal-lined surround glass.
User-friendly features abound on the revised X5 including the all-new refined
soft-close boot mechanism.
Reflecting the high level of owner satisfaction with BMW's dramatic and
stylish interior, there are only a few changes inside, most obvious of which is
the bolder styled steering wheel.
Four new exterior metallics join the revised X5 family. They are Kalahari
Beige, Sterling Grey, Olivine and Toledo Blue. They replace Sienna Red II, Topas
Blue, Steel Grey, Pearl Beige and Grey Green.
All Australian specification X5 vehicles are standard with leather seat trim
but now there is an additional colour combination featuring Truffle Brown Dakota
leather.
Nappa Leather upholstery is optionally available in Light Beige, Lava Grey
and Black.
Wheels
The arrival of the freshened range brings a change in the light alloy wheel
line-up. The 17 inch Star Spoke item previously standard on the 3.0i is now
fitted to the 3.0d, while a 17 inch V-Spoke design is now fitted to the 3.0i.
A new 18-inch Y-Spoke wheel is fitted to the 4.4i and optionally available on
both six cylinder versions, while two new 18-inch Star Spoke designs are no cost
options on the 4.4i and optionally available on both six-cylinder vehicles.
The 19-inch light alloy option has also been replaced by a star spoke design
for vehicles ordered with the Sports Package.
Power Train: Engine and Gearbox move to new levels
- 4.4-litre V8 adapted from 7 Series
- Enhanced 4.8-litre V8 for ultra performance for 4.8is
- Substantial power and torque upgrade for 3.0d
BMW's commitment to building the most invigorating and exhilarating cars
remains a top priority, so it is no surprise that the upgraded X5 is blessed
with a new, more powerful, more exciting V8 engine.
Progressive drivers quick to appreciate the benefits of a modern turbo-diesel
engine will be delighted by the new 3.0d straight-six engine with its second
generation common rail fuel injection.
The stalwart 3.0-litre straight-six petrol engine in the 3.0i model remains
unchanged, yet performance and economy are improved by the addition of a
standard six-speed manual transmission with ratios calibrated to extract even
more performance from what is accepted as the benchmark for engines of this type
around the world.
BMW's engineers have delivered all-round improved performance for the V8 and
turbo-diesel engines, improving power and torque, flexibility, refinement, fuel
economy and reducing emissions.
3.0-litre turbo-diesel
BMW introduced the 3.0-litre turbo-diesel engine to Australia in March 2003.
It quickly attracted a strong following and accounted for more than 30 percent
of all X5 sales.
The revised engine now produces 150 kW (previously 135 kW), but it is the
huge hike in torque that will be most noticeable. From a peak of 370 Nm in the
original motor, torque now peaks at a mountainous 480 Nm, promising M5-style V8
muscle that is readily available as low down as 2,000 rpm.
The result is an engine that is more responsive at lower engine speeds with
smoother acceleration since power delivery is spread more evenly.
With such a large increase in output it is not surprising that the 3.0d now
boasts acceleration ability comparable to the 3.0i petrol unit.
The 3.0d accelerates from 0-100 km/h in just 8.8 seconds (previously 10.1
seconds) and keeps going all the way to 210 km/h.
Even more impressive is the fact that the new more powerful engine actually
uses less fuel as judged by the European combined cycle, where it consumes
8.6l/100km.
The second-generation common rail fuel injection system supplies the
injectors with highly compressed fuel at a constant pressure. With a higher
delivery pressure of 1,600bar (compared to 1,350bar), fuel is atomised more
efficiently through micro-hole injectors, aiding efficient combustion and
therefore performance.
The fuel is injected through these micro-hole injectors up to four times per
engine cycle in a 'double pilot', main and post-injection process.
While 'double pilot' injection makes the combustion process gentler,
post-injection of fuel into the combustion chamber reduces particle oxidation
and cuts emissions.
Atomisation of the fuel through the micro-hole injectors on the four
injection cycle means that instead of constantly compressing the entire volume
of fuel to maximum pressure, the system pressurises only what is needed, when it
is needed. This means the high-pressure pump requires less energy and very
little unburned fuel remains in the system, making a significant contribution to
fuel economy.
The result is that the new BMW X5 3.0d is even quieter and smoother to drive
and burns fuel more efficiently.
This second-generation diesel engine is managed by a new Digital Diesel
Electronics (DDE5) engine management system. This operates with a 32-bit
architecture, a 1.5 megabyte memory and an operating cycle frequency of 40
megahertz. With DDE5, the car selects the ideal operating conditions at all
times from over 6,000 control 'maps'.
DDE5 also controls the combustion process, managing a rapid glow plug heating
system. Only the tips of the glow plugs are heated, offering immediate starts at
lower temperatures using less energy in the process. This prevents the delays
associated with conventional systems that need the whole plug to be heated.
The X5 3.0d engine starts instantly at temperatures as low as five degrees
celsius, and takes a mere two seconds to fire at a chilly minus 20 degrees,
conditions most Australian drivers are unlikely to experience.
3.0i Petrol
Carried over from the outgoing range, the powerful six-cylinder 3.0i petrol
engine blends power delivery, response and economy. The in-line six-cylinder
develops 170 kW at 5,900rpm with 300 Nm of torque on tap at 3,500 rpm.
Acceleration from standstill to 100 km/h takes just 8.3 seconds; while the
composite European economy test revels the 3.0i uses a more than respectable
12.7l/100 km.
Like other models in the X5 range, many significant technical innovations and
attributes contribute to its performance.
Four-valve technology, adaptive knock control and individual coils for each
cylinder combine with Double-VANOS for the kind of engine performance expected
and demanded by discerning BMW customers.
Controlling these innovations is a Siemens MS43 engine management system that
masterminds all engine functions, including an all-electronic throttle
butterfly. A drive-by-wire throttle delivers inputs immediately. The system
knows which gear is selected, and activates an individually programmed butterfly
control for each gear ratio.
4.4i V8 Petrol
Australians love V8 engines, and BMW's silky-smooth, advanced technology
eight cylinder athlete is no exception.
First seen in the 745i, the 4.4i engine has been retuned to perfectly match
the requirements of X5 drivers.
Blessed with VALVETRONIC, the X5's 4.4i V8 sets new benchmarks for power and
refinement, delivering 235 kW at 6,100 rpm and 440 Nm of torque at 3,700 rpm
from its 4,398 cc engine.
As with the 3.0d, the revised V8 engine matches improved performance with
improved economy. According to the composite European test cycle, the X5 4.4i
consumes just 13.1l/100 km, a significant six percent more economical than
before.
Numerous technical innovations have made these increases possible. As well as
VALVETRONIC variable valve lift, the engine features continuously variable
induction tubes and the previously seen Double-VANOS variable valve timing.
VALVETRONIC
VALVETRONIC is a BMW-developed and patented system that consigns the
traditional throttle butterfly to history. The system ensures that the induction
valve only lifts as much as is necessary (between 0.3 and 10 mm) to deliver
instantaneous throttle response, no matter how delicate or heavy the driver's
right foot is.
Initially launched on four-cylinder 3 Series engines in January 2001, the
VALVETRONIC principle is easily explained with a physiological analogy.
Humans breathe deeply when exerting themselves for long or short periods, but
inhale shorter breaths when running at 'idle'. What we don't do is close either
mouth or nose, which is what a conventional induction system with throttle
butterfly does.
With its infinitely variable valve lift, the VALVETRONIC system is able to
take shallow or deep breaths according to the demands of the engine - just as
nature intended!
Double-VANOS
Double-VANOS, or double variable camshaft control, improves the delivery of
torque by constantly varying the inlet and exhaust camshafts' valve timing
depending on engine speed and throttle position. It also ensures idling quality
and enables optimum fuel economy.
The system controls the re-flow of hot exhaust gas in the combustion chamber
after start up. While the engine is warming up, VANOS also improves the fuel to
air mixture and helps to raise the temperature of the catalytic converter as
quickly as possible to its normal operating level.
Continuously Variable Induction Tubes
BMW's variable intake manifold constantly adjusts the length of the pipe
leading to the inlet manifold, immediately tuning the inlet system for the
required power delivery, contributing to optimum power and torque availability
across the entire engine speed range.
All three enhancements offer significant, tangible benefits to drivers in all
situations.
Six-speed Manual and Automatic Gearbox
- Two overdrive ratios for relaxed cruising, fuel economy benefits
Six-cylinder 3.0i and 3.0d models are fitted with new six-speed manual
gearboxes while the eight-cylinder 4.4i uses the new six-speed automatic gearbox
from the 7 Series, suitably modified.
This six-speed automatic is also available on the 3.0d.
A masterpiece of compact engineering, the new ZF GA6HP26Z automatic
transmission was developed by ZF in conjunction with BMW.
At its heart is the Lepelletier planetary gear train, which supersedes the
more common, but bulkier, Wilson gear train.
The electro hydraulic unit blends perfectly with the power delivery of the
new engines, with three driving modes, selected using the gearlever - Drive,
Sport and Manual. In Sport mode, gearshifts are made at higher revs and sixth
gear is not used.
In Manual mode, gear selections are made by pulling the gear lever backwards
to progress up the gearbox, and pushing the gear lever forwards to shift down.
A six-speed gearbox means a larger spread of transmission ratios, or smaller
gaps between ratios. This makes the car more responsive in any given situation
and improves fuel consumption.
First gear is lower than in the five-speed gearbox, which allows the X5 to
pull away quickly, and contributes to acceleration. At the other end of the
spectrum, sixth gear helps reduce engine speed when cruising and therefore
improves fuel consumption and reduces noise levels.
The gearbox in the new X5 4.4i has not one, but two overdrive gears (fifth -
0.87:1 and sixth, a long 0.69:1).
Adaptive automatic gearboxes have been a feature of BMW models since they
were pioneered in the 7 Series in 1992. The gearbox 'learns' the driver's style
and adjusts up and down changes to suit.
The new six-speed transmission offers a refined version of this Adaptive
Transmission Control which also ensures that the gearbox doesn't change up when,
for example, lifting the throttle to go round a bend or down the other side of a
hill.
Enhanced management of the torque converter lock up enables it to be
operational in all six gears rather than previously just the top two.
Additionally, it offers a smoother gear engagement and improved fuel economy
thanks to enhanced converter clip control.
Chassis and suspension:
Balance and poise on all surfaces, in all
conditions
- Stiff body shell
- Self-levelling rear air sprung suspension
One of the many things that makes the X5 stand out from the crowd is the
quality and security of its handling. Its balance and poise put many cars to
shame - let alone other four-wheel-drive vehicles - and inspires complete
confidence in the driver.
At the same time it performs extremely well off-road thanks to good ground
clearance, long suspension travel and excellent traction thanks to new xDrive.
The demands of an on-road and an off-road vehicle might seem at odds, but the X5
caters to both needs with sublime ease.
Contrary to four-wheel drive convention, the X5 has a unitary body, offering
extraordinary dynamic and torsional rigidity (23,100 Nm/degree), making it
almost as stiff as the accomplished 5 and 7 Series Sedans.
This soaks up vibration from road, suspension, engine and drive train,
insulating passengers in a cocoon.
The X5 has all the attributes of a fine-handling driver's car; an
exceptionally rigid foundation, allied to a wide track, long wheelbase, 50:50
weight distribution, a relatively low centre of gravity and of course the new
xDrive.
Suspension
The suspension was derived from the current 7 Series and, in the rear, uses
aluminium components to reduce unsprung weight (which improves ride control) and
an electronically controlled self-levelling pneumatic system.
Completing the sensory feedback for the driver, a rack and pinion steering
system was developed which allows a small turning circle for a vehicle of its
size and type, of only 12.1 metres.
The revised BMW X5 4.4i comes with pneumatic springs instead of conventional
steel springs on the rear axle. A compressor driven by an electric motor
supplies the system with compressed air. Working with the electronically
controlled self-levelling function, pneumatic suspension offers two key
advantages.
Firstly, the vehicle's ride height and ground clearance remains virtually
unchanged regardless of load. Secondly, ride comfort is ensured thanks to the
pneumatic springs' load bearing capabilities.
These benefits are controlled by two sensors, which measure the deflection of
both rear axle swinging arms to determine ride height and ground clearance. As
soon as extra weight is loaded on to the rear axle, pressure in the spring units
increases and the springs firm up automatically.
The damping effect is provided by separate gas pressure shock absorbers,
which are fitted beneath the floor of the load area, ensuring greater space
between the wheel arches.
The system itself adjusts to uneven loads and changes in weight while
driving, depending upon current driving conditions. For example, in a corner
computers can tell that self-levelling would cause unnecessary body sway and
deactivate the control function momentarily.
Double-axle self-levelling
Double axle self-levelling is available as an option for front and rear
axles. The system offers the same function as the single-axle self-levelling
available on the rear axle only.
The biggest advantage of this option is consistent ride height at all times
regardless of the load being carried.
Once selected, ground clearance remains unchanged at all times, no matter
whether the vehicle is empty or fully laden. Apart from the standard setting, a
further two height levels are available.
The entry mode makes loading and access to and from the X5 much easier by
lowering the vehicle by a full 20 mm, with the off-road setting providing 40 mm
more body clearance.
Further advantages of double-axle self-levelling are the compensation of
front-to-rear imbalance and improved handling on normal roads in conjunction
with pneumatic springs and the sports suspension.
Brakes
Braking performance for the X5 is significantly better than conventional
off-roaders.
Discs are ventilated at the front, measuring 332 mm in diameter and solid at
the back, measuring 324 mm (ventilated on the 4.4i).
Electronic brake force control, which is a standard part of the system,
ensures maximum stopping power in an emergency and of course, ABS is standard.
Safety: A Five Star performer
- Active and passive systems rate Five Stars in NCAP test
- Adaptive Headlamps available
- Built at state-of-the-art plant
Active and passive safety systems abound in the new X5, cocooning and
protecting the driver and passenger like in no other four-wheel drive.
F.I.R.S.T. (Fully Integrated Road Safety Technology) incorporates all of
BMW's comprehensive safety systems under one umbrella.
Adding to driver, passenger and front door airbags, the new BMW X5 features
front and rear head airbags as standard.
Called IHPS 2 (Inflatable Head Protection System), the head airbags prevent
the head and shoulders from hitting the door in the event of an accident.
As they remain inflated longer than conventional airbags these continue to
protect passengers in the event of the car rolling over or from any objects
entering the car from the outside.
This combination of safety features offers customers the ultimate in
protection - a fact recognised recently when, with the addition of an
intelligent seat belt occupancy sensor, the car was elevated from a four to a
five star Euro NCAP award - the highest safety accolade possible.
Hill Descent Control
As a function of the DSC system, Hill Descent Control (HDC) is carried over
from the previous model. Further improving the X5's off-road abilities, HDC
allows drivers to proceed smoothly and safely down hill.
When travelling slowly, pressing one button on the dash activates the HDC.
The X5's speed is then limited to between 5 km/h and 25 km/h. Downhill speed can
be varied using the multi-function steering wheel, or via the accelerator.
Without touching either the brake or throttle, DSC automatically controls the
speed of the car applying the brakes individually, ensuring it remains at a
safe, constant speed down the incline. HDC is deactivated when the driver
intervenes and depresses the brake pedal.
Trailer Stability Control
Many Australian specification X5s have been supplied with towbars, so BMW's
new Trailer Stability Control will be warmly welcomed.
Linked into the DSC system, it offers significant improvements in safety,
particularly during high speed cruising.
Trailer Stability Control uses DSC sensors to monitor yaw information. When
the X5 exceeds 65 km/h sensors are on alert for any undue pendulum motion,
applying all four brakes, illuminating the brake lights and reducing engine
power. This deceleration brings the vehicle and trailer back under control in a
matter of seconds.
Adaptive Headlamps
Adaptive Headlamps, in conjunction with Bi-Xenon headlamps will be optionally
available on X5 for the first time.
Monitoring speed, steering signals and yaw rate, the lamps can swivel up to
15-degrees left or right, increasing illumination of the road by up to 90 per
cent.
As a critical safety enhancement, Adaptive Headlamps focus on more of the
road ahead rather than where the front of the car is pointing.
Front-view joins existing rear-view camera
Front-view camera
- Will be available in Australia from end of 1st quarter 2004
- Indicative pricing for the front camera is the same as the rear camera -
$955 + GST + installation.
Introducing a new assistance package, BMW offers motorists a much better
overview of traffic conditions providing the safety of a true partnership.
Front- and rear-view cameras present the immediate vicinity of the car on the
on-board monitor.
In particular, the front-view camera is a significant benefit acting like a
prism to transmit a broad range of visibility to the on-board monitor covering
90° from left to right.
Integrated discreetly beneath the numberplate in the front spoiler, the CCD*
colour camera gives the driver a clear view of traffic coming from the side at
the earliest possible point when leaving an otherwise unclear exit - for example
when leaving a car park or driveway.
The driver is therefore able to recognise pedestrians or cyclists otherwise
hidden out of sight, behind parts of a building or other vehicles, and is able
to let them pass by without the slightest risk.
In practice, this means that the driver is no longer required to slowly edge
his or her way forward in a rather dangerous situation, without really seeing
what is coming from the side.
The camera used for this purpose is almost as sensitive as the human eye,
operating even in dim light and with a high surface quality on the lens ensuring
a good self-cleaning effect.
Rear-view camera
The front-end camera complements the rear-view camera offering the driver a
much better view of the area behind the car when backing up, thanks to its
vision angle of no less than 131°.
As soon as the driver shifts to reverse, the picture from the camera is
automatically transmitted to the on-board monitor.
This camera package is the logical enhancement of BMW PDC (Park Distance
Control) introduced by BMW as the pioneer in the market, since the camera also
recognises objects PDC is unable to detect, such as slender poles holding up
road signs.
Depending on the model, the CCD colour camera is integrated in the luggage
compartment lid at various points, in all cases remaining discreetly in the
background. PDC, in turn, uses ultrasound to measure the distance from obstacles
in front of and behind the car, and informs the driver by way of signals of the
current distance from an obstacle.
The front- and rear-view camera retrofitting kit is available on all models
fitted with an on-board monitor in the current BMW 3 Series range, on the
predecessors to the BMW 5 and 7 Series, on the X5, and on the current BMW 7
Series. Owners of new 5 Series and X3 will also be able to order the kit
shortly.
* CCD (Charge Coupled Device)
BMW working on advanced parking assist systems
Focusing on vehicle technology, BMW's engineers are developing a
semi-automatic Parking Assistant in a parallel process.
Incorporating sensors and active motoring, this PA ensures safe and
convenient parking even in very confined space.
A BMW X5 research car has already proven the performance this system is able
to offer, a sensor measuring the width, beginning and end of a parking space
while the car is driving by.
Then the Assistant tells the driver whether the space is large enough,
allowing the driver to come to a halt, shift to reverse, and activate the
Parking Assistant, which subsequently does all the steering with the help of an
electric motor.
So while the driver is responsible only for acceleration and applying the
brakes, the Parking Assistant automatically turns the steering at exactly the
right point, allowing the car to manoeuvre ideally into the parking space.
And as soon as PDC Park Distance Control tells the driver that he is
approaching the rear end of the space available, all the driver has to do is
apply the brakes as usual.
The Parking Assistant then turns the steering wheel and the front wheel to
the right point for shifting to a forward gear and allowing the driver to park
the vehicle perfectly right in the middle of the space available.
During this entire parking process, the driver is able to take his or her
hands off the steering wheel and concentrate fully on their surroundings.
Further details on Parking Assistant will be advised in due course.
Spartanburg: Home of the global success story
The BMW X5 is built exclusively for all world markets at BMW's production
facility in Spartanburg, South Carolina. Following an investment of US$2.1
billion, the plant now occupies 1,039 acres and employs more than 4,700
associates.
The plant also boasts a world record - the fastest production start up in
automotive history - just 23 months from construction to the shipment of the
first customer car.
Construction of the plant began in April 1993 and the customer deliveries
started in March 1995, with the first car being a 318i.
After initially producing some 3 Series models, September 1995 saw production
of the first Z3 Roadster.
By October 1997, 100,000 roadsters had rolled off the line, with 250,000 cars
built by February 2001. After production of nearly 300,000 cars, Z3 output
ceased in June 2002 to make way for BMW's newest roadster, the Z4.
Production of the BMW X5 began in September 1999 and the car was launched in
Australia in November 2000.
Following a US$300 million investment in the plant, the 100,000th X5 was
built in August 2001. The most recent milestone was the plant's 500,000th car
which built on 11 July 2002.
All production processes including the paint shop, body shop, assembly area,
logistics and quality assurance are housed under the one roof, creating a smooth
flow of information and knowledge.
Additionally, environmental considerations are high on the agenda, with the
plant adopting a number of ecological firsts.
For example, a nine-mile pipeline was constructed from the local Palmetto
Landfill site to the factory channelling methane gas generated by the landfill
site to power gas turbines at the factory.
This gas-to-energy project lowers emissions of greenhouse gasses equivalent
to removing 61,000 cars from the US roads each year.
The plant is also one of the most automated in the world with the body shop
alone working to 95 per cent automation.
The body shop covers some 19,000 square meters and uses over 100 robots for
welding, transportation and quality assurance.
Continuing BMW's reputation for the highest-quality paintwork, the paint shop
at Spartanburg was the first in the USA to use water-based paint on all coats,
including the primer, filler, basic paint and clear lacquer.
The Assembly Area is more labour-intensive; employing the majority of
associates and works on the 'just-in-time' principle. Components arrive from
suppliers to the production line at the point and time of manufacture
(just-in-time) and associates work in teams, accompanying the car through the
production process, undertaking several jobs before the car moves on.
BMW is now a truly global company, with the Spartanburg Plant being one of 14
production facilities and eight assembly sites around the world, producing
engines, gearboxes and complete cars and motorcycles, with every product built
to a specific customer order.
BMW X5 Highlights
- Benchmark setting X5 sells up a storm
- V8 accounts for almost half all local sales
- Adventure weekends for extreme exploration
Soothing the rough with the smooth
BMW's luxury X5 Sports Activity Vehicle has been a huge hit with buyers in
Australia.
Since launch in Australia in November 2000, 6,578 have been delivered to
customers (to end December 2003) out of a global sales total of 328,439 (to end
December 2003).
A total of 345,843 X5s have been built, with just 17,404 in transit or stock
at BMW dealers around the world, by industry standards a very low number,
underlining the continuing popularity of the model.
Launched in the United States late in 1999, 1,407 X5s were sold, with 37,927
following in 2000 as production increased. Extending the X5 to European, Asian
and other global markets saw a substantial lift to 82,645 in 2001 with the
100,000 barrier broken in 2002 at 100,906. In 2003, the tally was around 105,554
sales, despite the old model run out and facelift introduction.
BMW Australia launched its first ever diesel powered model in March 2003 in
the form of the X5 3.0d, and sold 671 of them in the first ten months, a full 10
percent of total X5 sales since launch and almost 27 percent of total X5 sales
for the year.
BMW's hyperformance X5, the 4.6is, boasted a 240 kW enhanced 4.6-litre V8
engine; 255 Australian buyers from a global tally of in excess of 9,600 snapped
up this tar and dirt sizzler.
The X5 4.6is ceased production in September 2003, with the last customer
deliveries at the end of 2003. The 4.8is, unveiled at the 2003 Frankfurt Motor
Show will be launched onto the Australian market mid year. Pricing and final
specifications will be released at a later date.
Reflecting Australian tastes for powerful V8 engines, sales of the X5 4.4i
are proportionately greater than the global average.
More than 43 percent of all X5s sold here are V8-powered, where the global
average is around 28 percent.
In 2002 BMW Australia initiated a series of Adventure Experience weekends
where customers could experience the extremely elevated limits of their X5's
abilities under the watchful eye of BMW Driver Training professionals.
Teamed with luxurious weekend retreats offering relaxing five star
accommodation set amid stunning native scenery, the BMW X5 Adventure Experience
weekends in the wild allowed X5 drivers to put their vehicles through their
paces, experiencing the thrills of serious four-wheel driving.
Following the success of the concept, the BMW X5 Weekend Adventure series is
set to return in 2004.
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