2019 BMW 3-Series [USA]
The German marque took the covers off new 3-Series at the Paris Auto Show and revealed that European markets would get the option of a stick shift with some of the vehicle鈥檚 four-cylinder engines. In the United States, according to Autoblog, the new 3-Series will initially be sold in 330i and 330i xDrive guise (rear and all-wheel drive respectively). The 330i is powered by a TwinPower Turbo 2.0-liter four-cylinder that delivers a total of 255 hp and 400 Nm of torque and is paired exclusively to an eight-speed automatic transmission in all markets. In 2019, the sporty M340i and M340i xDrive M Performance models are tipped to launch in the U.S. These two models will utilize a straight-six engine pumping out 382 hp and 500 Nm of torque. Unfortunately, the M340i won鈥檛 be offered with a manual gearbox either. As details about the latest-generation M3 remain murky, it鈥檚 hard to say whether or not it will be sold with a manual. Unlike Mercedes-AMG with the C63, BMW鈥檚 M Division has so far been able to retain a manual gearbox for its most-popular sports sedan despite dwindling demand. However, the fact that most customers prefer the dual-clutch transmission has led to speculation that the new M3 will be sold exclusively with an auto 鈥榖ox.
This output is coupled to an essentially carryover seven-speed manual transmission, with perhaps a final-drive ratio change to offset the larger-diameter rear tires. However, the dual-clutch automatic (PDK) option goes from seven to eight speeds. This change was neither for fuel economy nor performance but rather to save some space. For now, however, the eight-speed doesn't get the ultra-wide ratio spread used in the Panamera. Instead, its overall ratio spread is about the same as in the seven-speed PDK 1, with the new gear dropped essentially between the existing sixth and seventh. This gearbox is controlled by a shifter that's not much more than a large flat plastic toggle, although the usual steering-wheel paddles are also present. This compact shifter does, however, leave room for a cupholder in the center console. This shifter is part of a major interior redesign that leaves little in the cockpit unchanged. The traditional five-dial instrument cluster remains, but only the central tachometer has a mechanical needle. The two dials flanking it on each side are computer representations on a pair of LCD screens.
One new feature is an optional night-vision system, which comes up in the multifunction display. It incorporates software that provides a visual warning when it detects a person or an animal in the car's path. This means that the driver is not forced to split his visual attention between looking at the night-vision display and through the windshield. Also new is an optional 360-degree camera system, which should assist in avoiding curbs with those expensive Porsche wheels. A new design theme matches these changes with a small horizontal shelf bisecting the dashboard just below the central screen. The central air vents have been moved below this shelf to allow the screen to be mounted as high as possible; this means that the vents atop the dash now handle more of the airflow and have slider controls. This stylistic shelf is only about an inch wide, so it isn't for storage, and it has a textured-plastic surface that seems designed to capture dust. Moreover, it looks cheaper than the metallic trim that bisects the dash on the current 911, but plusher trim options will be offered.
This sense of cost reduction continues to the steering wheel, which feels more plasticky and has molded facsimiles of hex-head screws. The ignition switch is similarly downgraded from the metallic-looking item in the 991. The upper surface of the center console now sports a piano-black finish that looks good when new but is vulnerable to scratches. Even the manual transmission's shift knob is now plainly plastic rather than having the leather-and-metal look of its predecessor. And the currently standard microsuede headliner becomes an option, replaced by a less-rich cloth. At least the superb driving position remains, with an excellent relationship of seat to pedals and a highly adjustable steering wheel that, unlike in many modern cars, can be positioned low enough for average-size drivers. The same seat options鈥擲port and Sport Plus in Porsche parlance鈥攃an be had, with and without extensive power adjustments. We had no opportunity to drive the car, but from the passenger seat of the Carrera S, all 450 horses feel present. Road noise is slightly reduced鈥攎ostly from the rear wheels鈥攐n most surfaces. And while it's difficult to discern from the right seat, turn-in, even without four-wheel steering, seems more direct with the wider front track. Overall weight is said to be similar to that of the older car, which means a little under 3200 pounds for a stripped manual Carrera S and around 3275 for an automatic. The 992 will be introduced in late November at the Los Angeles auto show. In a break with tradition, the Carrera S and 4S coupes, with PDK only, will hit the market first鈥攊n early March in Europe and American shores in the summer.
It looked like he would drive out but the car died at the edge of the gravel bed, bringing on another slow zone to recover it. 7 Toyota for exceeding fuel allowance and exceeding the number of laps per stint, presumably due to the whole extra lap in slow mode thing, although it really changed nothing. In the final half hour there was no repeat of the last dash to the line we had last year in GTE. The emphasis was more on bringing the cars safely home. Final pit stops for the leaders were uneventful and under blue sky and sunshine the final few minutes counted down. There was a brief slow zone to recover debris on the Porsche Curves with 20 minutes on the clock. Under the chequered flag, Toyota laid the ghost of 2016 and claimed victory in the 24 hours of Le Mans. 26 which led almost from flag to flag in LMP2. 92 'pink pig' Porsche in GTE Pro, both of which ran flawlessly twice around the clock.