luxury 
BMW is fleshing out its range at the bottom, top and middle
for 1995.
The 318ti is an all-new model for Canada. It is BMW's first
hatchback since, well, it depends on what you call a hatchback.
The "t" stands for touring, which BMW has used in the past for
both high performance (as in Grand Touring) models and
semistation wagons, like the current 5-series wagon. Except that
there it's 530iT, with an uppercase "T". No wonder we get
confused; I thought Germans were supposed to be logical.
Front end styling of the 318ti is identical to the current
3-series, while the back looks like the car has gone through a
rearend barrier test.
Mechanically, the 318ti is a cross between the current and
previous-generation cars.
Front suspension and the 1.8 litre, twin-cam engine are the
same as other current 318s; the loss of about 100 kg of weight
gives better performance. The semitrailing arm rear suspension
is adapted from the older car. Four-wheel disc ABS brakes are
standard.
The interior reminds me of my 1991 318is, although no parts
were apparently carried over. Clever shaping of the interior
yields sufficient backseat space for two friendly adults.
The base model is priced at $24,900, which includes just about
everything you'd really want except air conditioning. Two
special editions are offered: the Active, with air, cruise,
trick wheels, sun roof and those dreaded fog lights, and the
Sport, with stiffer suspension, leather-trimmed sport seats,
limited-slip differential, the sun roof and the wheels. Both are
$29,200.
This is still pricey compared, for example, to an Acura
Integra of similar performance and specification. But the 318ti
brings BMW style, prestige and driving feel to a lower price
range than before. I have no doubt it will be a huge hit on this
side of the ocean, as it has been in Europe.
In the high-middle end of BMW's spectrum comes the M540i, a
unique-to-Canada variant of the aging-beautifully 5-series. The
M540i, as the "M" designation suggests, borrows from the
European M5, notably in the deep front-end spoiler, rearview
mirrors, trick wheels and exclusive colors.
The so-called Nurburgring suspension includes electronic
adaptive shock absorbers to improve ride quality while still
delivering neck-straining cornering power. New "floating rotor"
disc brakes are claimed to be a breakthrough in high-performance
retardation technology.
Sadly, we don't get the megahorsepower M5 engine. But the
standard 4 litre V8's 282 horses are, as BMW's aircraft
partner, Rolls-Royce, would say, adequate. Zero-to-100 km/h in
6.2 seconds isn't shabby for a car that's equally at home taking
you and three friends to the opera.
At $84,900, just a tick over the last M5 sold in Canada (in
1993), BMW Canada should have no trouble moving the 50 examples
of the M540i that will start arriving in spring.
At the top end, the 750iL is no surprise; it was known from
the debut of the new 7series that a V12 engine was coming too.
It now displaces 5.4 litres (why not 754iL? Don't ask) and
produces 323 horsepower and 361 poundfeet of torque. Despite
increased output, fuel consumption is lower than before.
The 750iL retains all the ride, handling and quality
attributes of other 7series cars, with additional dollops of
luxury. At $121,900, it splits the difference between the other
12-cylinder cars offered in our market, the Jaguar XJ12 and the
Mercedes-Benz S600.
BMW will also show the Z13 concept car from the 1993 Frankfurt
show. This tiny but stylish three-seat urban car has a BMW
motorcycle engine wedged sideways in the back of the car.
Anybody here remember the NSU Prinz 1000?
