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If you know, letting your car idle after intense driving. Lets say you drove home for about 50 km's or 30 miles. As soon as you park up at home you shut off the engine. All of that heat you leave trapped in the engine which will eventually cause damage. Instead as soon as you park up, let your car idle for 1 - 3 minutes to let the coolant and oil cool turbos, engine down. Especially important on highly complicated cars like this BMW F10 M5, twin-turbo S63 V8, their most complex engine at the time.

If you know, letting your car idle after intense driving. Lets say you drove home for about 50 km's or 30 miles. As soon as you park up at home you shut off the engine. All of that heat you leave trapped in the engine which will eventually cause damage. Instead as soon as you park up, let your car idle for 1 - 3 minutes to let the coolant and oil cool turbos, engine down. Especially important on highly complicated cars like this BMW F10 M5, twin-turbo S63 V8, their most complex engine at the time.

125,042 görüntüleme

In 1974 Volkswagen built a Golf. Two years later they built the GTI - the same car with a tuned 1.6L fuel-injected four-cylinder producing 108 HP, stiffer suspension, a closer-ratio gearbox, front disc brakes, and a golf ball gear knob that became one of the most recognisable details in automotive history. VW's plan was to build 5,000 of them to recoup development costs. They ended up building 461,690. It weighed around 810 kg, hit 100 km/h in around 9 seconds, and had a top speed of 182 km/h. Those numbers tell you nothing about what it meant. Before the MK1 GTI, a fast car had to be a sports car. After it, a hatchback was enough. Every hot hatch sold today exists because of this one. This is the big daddy, the benchmark. Volkswagen MK1 Golf GTI.

In 1974 Volkswagen built a Golf. Two years later they built the GTI - the same car with a tuned 1.6L fuel-injected four-cylinder producing 108 HP, stiffer suspension, a closer-ratio gearbox, front disc brakes, and a golf ball gear knob that became one of the most recognisable details in automotive history. VW's plan was to build 5,000 of them to recoup development costs. They ended up building 461,690. It weighed around 810 kg, hit 100 km/h in around 9 seconds, and had a top speed of 182 km/h. Those numbers tell you nothing about what it meant. Before the MK1 GTI, a fast car had to be a sports car. After it, a hatchback was enough. Every hot hatch sold today exists because of this one. This is the big daddy, the benchmark. Volkswagen MK1 Golf GTI.

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The VR6 engine was born out of a packaging problem. VW's engineers needed a six-cylinder that could fit transversely in a front-wheel drive Golf engine bay. Something a conventional V6 with cylinder banks spread 90 degrees could never do. The solution was a narrow-angle 15-degree configuration with a single cylinder head shared across all six cylinders, making it barely wider than a four cylinder. The MK3 Golf VR6 was the first car to receive it in the Golf family 2.8L, 174 HP, 235 Nm, 0-100 km/h in around 7 seconds, and a sound unlike anything else in a hatchback body. Not the fastest car of its era. The most characterful one in its class without question. That engine went on to power the Corrado, the Passat, and eventually the Phaeton and even some Porsche models. This example here is the GTI VR6 and the VR6 produces 201 hp, looks like a lot of fun.

The VR6 engine was born out of a packaging problem. VW's engineers needed a six-cylinder that could fit transversely in a front-wheel drive Golf engine bay. Something a conventional V6 with cylinder banks spread 90 degrees could never do. The solution was a narrow-angle 15-degree configuration with a single cylinder head shared across all six cylinders, making it barely wider than a four cylinder. The MK3 Golf VR6 was the first car to receive it in the Golf family 2.8L, 174 HP, 235 Nm, 0-100 km/h in around 7 seconds, and a sound unlike anything else in a hatchback body. Not the fastest car of its era. The most characterful one in its class without question. That engine went on to power the Corrado, the Passat, and eventually the Phaeton and even some Porsche models. This example here is the GTI VR6 and the VR6 produces 201 hp, looks like a lot of fun.

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It used a turbocharged 2.1L five-cylinder, 200 HP, and a permanent all-wheel drive system with manually lockable centre and rear differentials. Rally regulations at the time said nothing about AWD because nobody thought it was relevant. Audi entered anyway, and won the World Rally Manufacturers' Championship in 1982 and 1984, and the Drivers' Championship in 1983 and 1984. Only 400 cars were required for homologation. Demand was high enough that Audi built 11,452 in total between 1980 and 1991. Before the Quattro, all-wheel drive belonged to tractors and military vehicles and was a rare feature among sports cars. After it, every performance car manufacturer in the world had to reconsider what a fast road car could be.

It used a turbocharged 2.1L five-cylinder, 200 HP, and a permanent all-wheel drive system with manually lockable centre and rear differentials. Rally regulations at the time said nothing about AWD because nobody thought it was relevant. Audi entered anyway, and won the World Rally Manufacturers' Championship in 1982 and 1984, and the Drivers' Championship in 1983 and 1984. Only 400 cars were required for homologation. Demand was high enough that Audi built 11,452 in total between 1980 and 1991. Before the Quattro, all-wheel drive belonged to tractors and military vehicles and was a rare feature among sports cars. After it, every performance car manufacturer in the world had to reconsider what a fast road car could be.

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When the C219 CLS launched in 2004, it invented a body style that every other manufacturer spent the next decade trying to copy. Four doors, a fastback roofline, no B-pillar, and frameless windows, none of which existed together in one car before this. The CLS 500 came with the 5.0L M113 V8, 306 HP and 460 Nm, fitted with two spark plugs per cylinder for a more even burn across the combustion cycle. It was built on the W211 E-Class platform but with completely different proportions and a lower, more aggressive seating position with 4 seats, not 5. That made it feel like a different car entirely. Most buyers chose the diesel because it was cheaper to run. The ones who chose the V8 got the engine the car was always meant to have.

When the C219 CLS launched in 2004, it invented a body style that every other manufacturer spent the next decade trying to copy. Four doors, a fastback roofline, no B-pillar, and frameless windows, none of which existed together in one car before this. The CLS 500 came with the 5.0L M113 V8, 306 HP and 460 Nm, fitted with two spark plugs per cylinder for a more even burn across the combustion cycle. It was built on the W211 E-Class platform but with completely different proportions and a lower, more aggressive seating position with 4 seats, not 5. That made it feel like a different car entirely. Most buyers chose the diesel because it was cheaper to run. The ones who chose the V8 got the engine the car was always meant to have.

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Its a little weird to buy a convertible for 153 k € here in Spain to just get a four cylinder that you can find in an A45 S hatchback for 90 k €? Both are scam anyway. Mercedes SL 43-AMG, R232

Its a little weird to buy a convertible for 153 k € here in Spain to just get a four cylinder that you can find in an A45 S hatchback for 90 k €? Both are scam anyway. Mercedes SL 43-AMG, R232

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The Mercedes-AMG W205 C63 launched in 2015, which means this car is now ten years old. That is difficult to reconcile because it still feels current in a way few cars manage to do. The 4.0-litre biturbo V8 and with 500 Hp in the ultimate version and relatively compact dimensions defined what a modern performance saloon was supposed to feel like before electrification and downsizing shifted priorities. At the time, the W205 felt like a technical upgrade over its predecessor. Today, it feels like the closing chapter of something more mechanical. The fact that it still holds attention is not about speed or numbers, but about how complete the package was. It represents the end of a period when AMG could still prioritise engine character over efficiency narratives.

The Mercedes-AMG W205 C63 launched in 2015, which means this car is now ten years old. That is difficult to reconcile because it still feels current in a way few cars manage to do. The 4.0-litre biturbo V8 and with 500 Hp in the ultimate version and relatively compact dimensions defined what a modern performance saloon was supposed to feel like before electrification and downsizing shifted priorities. At the time, the W205 felt like a technical upgrade over its predecessor. Today, it feels like the closing chapter of something more mechanical. The fact that it still holds attention is not about speed or numbers, but about how complete the package was. It represents the end of a period when AMG could still prioritise engine character over efficiency narratives.

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The E46 M3 GTR exists because BMW Motorsport needed an engine that did not exist. The P60B40 V8 was developed specifically to homologate the car for racing, and it never appeared in any other BMW road model. It was compact, lightweight and built for sustained high-rpm use rather than everyday refinement. This engine was not a variant of something else. It was a purpose-built solution to a single problem, to BEAT PORSCHE. That is why it disappeared once the problem disappeared. The GTR did not create a new direction for BMW. It marked a moment when the brand allowed motorsport to override normal product logic completely.

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Porsche 911 Turbo, 930 or the Widowmaker. You instantly know this car when you're older. Whale tail spoiler. Wide rear arches. 930's 3.3L turbo flat-six or the rarer 3.0 version that came earlier. This is the shape people picture when they think “classic 911 Turbo”. Aggressive, simple and instantly recognisable. The sound of the flatsix during that time, that sound is so raw, and you can even hear the turbo whistle in the other clip. An icon before any sort of social media, not overhyped today.

Porsche 911 Turbo, 930 or the Widowmaker. You instantly know this car when you're older. Whale tail spoiler. Wide rear arches. 930's 3.3L turbo flat-six or the rarer 3.0 version that came earlier. This is the shape people picture when they think “classic 911 Turbo”. Aggressive, simple and instantly recognisable. The sound of the flatsix during that time, that sound is so raw, and you can even hear the turbo whistle in the other clip. An icon before any sort of social media, not overhyped today.

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BMW M5, E60. This is what made it special. The engine. V10 in a family saloon, what was BMW thinking or snorting back then? 500 hp from the S85B50 V10 engine, high revving and one of the best sounding V10's ever and the best sounding BMW of all time. Nothing else matters as much. Of course, there are downsides. Reliability isn’t great. This is not a simple car to own. But that’s part of it, high risk, high reward. You take care of it, and it gives you that V10 sound. Some even converted them to manual to ditch the SMG gearbox and USA even got the manual from factory. And there’s a Touring as well, even more added insanity.

BMW M5, E60. This is what made it special. The engine. V10 in a family saloon, what was BMW thinking or snorting back then? 500 hp from the S85B50 V10 engine, high revving and one of the best sounding V10's ever and the best sounding BMW of all time. Nothing else matters as much. Of course, there are downsides. Reliability isn’t great. This is not a simple car to own. But that’s part of it, high risk, high reward. You take care of it, and it gives you that V10 sound. Some even converted them to manual to ditch the SMG gearbox and USA even got the manual from factory. And there’s a Touring as well, even more added insanity.

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The E39 525i is not the car you buy when you want an E39. The 530i has more power. The 540i has the V8. The M5 has the S62. The 530d and 525d have torque and efficiency. The 525i has the M54 2.5L naturally aspirated straight-six, 192 HP, and a five-speed manual gearbox. That is exactly why it is worth talking about. The E39 chassis is widely considered the best driving 5 Series BMW ever made - precise steering, near-perfect weight distribution, and a rear-wheel drive setup that communicates everything the road is doing. The 525i with a manual puts you in that chassis without the weight of the V8, without the torque that makes the car easy to drive fast, and with just enough power to make you work for it. It is slower than its siblings, but still nice to drive and still a fun car.

The E39 525i is not the car you buy when you want an E39. The 530i has more power. The 540i has the V8. The M5 has the S62. The 530d and 525d have torque and efficiency. The 525i has the M54 2.5L naturally aspirated straight-six, 192 HP, and a five-speed manual gearbox. That is exactly why it is worth talking about. The E39 chassis is widely considered the best driving 5 Series BMW ever made - precise steering, near-perfect weight distribution, and a rear-wheel drive setup that communicates everything the road is doing. The 525i with a manual puts you in that chassis without the weight of the V8, without the torque that makes the car easy to drive fast, and with just enough power to make you work for it. It is slower than its siblings, but still nice to drive and still a fun car.

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Italy doesn't really like engines over 2.0 litres – so BMW built a mini M3 for them in 1987. The 320is had the same S14 engine, just a shorter stroke. A happy high-revving 2.0-litre that made 192 HP, perfectly balanced, and exclusive to Italy and Portugal. The “Italian M3” – engineered purely to beat tax law with precision.

Italy doesn't really like engines over 2.0 litres – so BMW built a mini M3 for them in 1987. The 320is had the same S14 engine, just a shorter stroke. A happy high-revving 2.0-litre that made 192 HP, perfectly balanced, and exclusive to Italy and Portugal. The “Italian M3” – engineered purely to beat tax law with precision.

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BMW M550d, G30/G31. Looks like a normal M-Sport 5 Series, however underneath is B57 quad-turbo diesel straight-six making 394 hp and 760 Nm of torque. That already sounds excessive. The engine isn’t just boosted. It’s been reinforced internally to handle the pressure, which is why it can deliver that kind of performance reliably. And the result is surprising. This thing moves hard Built for long distances, autobahn runs and effortless speed. 250 km/h comes quickly, and without a limiter it can push well beyond that with 280 km/h stock and here where its tuned its even further. You wouldn’t know if you have ever walked by one or one has driven past you just because it never had badges. No aggressive look like an M5 really. Debadge it, and no one can tell what it is. That’s what makes it a real sleeper.

BMW M550d, G30/G31. Looks like a normal M-Sport 5 Series, however underneath is B57 quad-turbo diesel straight-six making 394 hp and 760 Nm of torque. That already sounds excessive. The engine isn’t just boosted. It’s been reinforced internally to handle the pressure, which is why it can deliver that kind of performance reliably. And the result is surprising. This thing moves hard Built for long distances, autobahn runs and effortless speed. 250 km/h comes quickly, and without a limiter it can push well beyond that with 280 km/h stock and here where its tuned its even further. You wouldn’t know if you have ever walked by one or one has driven past you just because it never had badges. No aggressive look like an M5 really. Debadge it, and no one can tell what it is. That’s what makes it a real sleeper.

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BMW M5, E28. The first M5. Hand-assembled by BMW Motorsport in Garching, not built like a normal 5 Series. Powered by a 3.5L straight-six derived from the BMW M1’s engine. 282 hp and 5-speed manual only. At the time, it was faster than many sports cars like Ferrari 328. And it didn’t even look the part with subtle M badges on the exterior. From the outside, it could pass as a normal 5 Series. That’s what made it different and it was the beginning of a new segment of sleeper super saloons. Nothing really competed with it at the time. Everything that came after followed this.

BMW M5, E28. The first M5. Hand-assembled by BMW Motorsport in Garching, not built like a normal 5 Series. Powered by a 3.5L straight-six derived from the BMW M1’s engine. 282 hp and 5-speed manual only. At the time, it was faster than many sports cars like Ferrari 328. And it didn’t even look the part with subtle M badges on the exterior. From the outside, it could pass as a normal 5 Series. That’s what made it different and it was the beginning of a new segment of sleeper super saloons. Nothing really competed with it at the time. Everything that came after followed this.

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Automatic start-stop is absolutely pointless. You wake up, get in the car and start it. Let it warm up. You start driving. First intersection, you stop and the engine just shuts off. Immediately annoying. So what do you do, Turn it off. Every time. It’s meant to save fuel and reduce emissions in theory. In reality, nobody uses it and that’s why it’s useless. I like to think that it hurts the engine more in the long run.

Automatic start-stop is absolutely pointless. You wake up, get in the car and start it. Let it warm up. You start driving. First intersection, you stop and the engine just shuts off. Immediately annoying. So what do you do, Turn it off. Every time. It’s meant to save fuel and reduce emissions in theory. In reality, nobody uses it and that’s why it’s useless. I like to think that it hurts the engine more in the long run.

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The Touareg 4.0 TDI represents Volkswagen pushing diesel technology further than the rest of its range ever required. This V8 diesel was developed specifically for high-torque, high-load use in a luxury SUV format. It was heavy, complex and expensive, and it never filtered into other VW passenger models. It existed because the Touareg demanded it, not because the brand wanted a new engine family.

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A hot hatch with a straight-six and manual, the recipe nobody else dared make. The forgotten hot hatch that dared to be different. While rivals went smaller and turbocharged, BMW gave the 1 Series its naturally aspirated 3.0-litre N52 straight-six. 265 HP, rear-wheel drive, and a six-speed manual, what an amazing idea created by Bavarians, the recipe no other manufacturer was willing to serve. It made the E82 130i one of the purest driver’s hatches of its time, and today a cult classic among enthusiasts. BMW 130i M Sport (E82)

A hot hatch with a straight-six and manual, the recipe nobody else dared make. The forgotten hot hatch that dared to be different. While rivals went smaller and turbocharged, BMW gave the 1 Series its naturally aspirated 3.0-litre N52 straight-six. 265 HP, rear-wheel drive, and a six-speed manual, what an amazing idea created by Bavarians, the recipe no other manufacturer was willing to serve. It made the E82 130i one of the purest driver’s hatches of its time, and today a cult classic among enthusiasts. BMW 130i M Sport (E82)

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Mercedes 300CE-24. One of the best looking coupes Mercedes made from that era. The pillarless C124 design alone makes it special. This version uses the M104 24-valve straight six instead of the 12v, which was one of the better engines offered in the W124 lineup. Smooth, strong and very much part of classic Mercedes engineering. There were a lot of good powertrains available in these coupes and even an AMG, but the 300CE-24 is a sweet spot. Manual versions also existed, which makes the car even more interesting today, although they’re quite rare. Sometimes I still think a 500CE with the M119 V8 would have made this car even better.

Mercedes 300CE-24. One of the best looking coupes Mercedes made from that era. The pillarless C124 design alone makes it special. This version uses the M104 24-valve straight six instead of the 12v, which was one of the better engines offered in the W124 lineup. Smooth, strong and very much part of classic Mercedes engineering. There were a lot of good powertrains available in these coupes and even an AMG, but the 300CE-24 is a sweet spot. Manual versions also existed, which makes the car even more interesting today, although they’re quite rare. Sometimes I still think a 500CE with the M119 V8 would have made this car even better.

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The F31 335d is an estate that looks calm, sensible, and entirely normal. That is exactly why it works so well as an overachiever. With around 313 HP from the twin-turbo N57 and a huge wave of torque, it moves in a way people do not expect from a diesel Touring. 0–100 km/h in roughly 4.9 seconds puts it firmly into performance territorya and that is still stock. Though nothing about the styling suggests speed. It is not dramatic, and it does not ask for attention. That is the point. It delivers real pace inside a shape most people associate with practicality and restraint.

The F31 335d is an estate that looks calm, sensible, and entirely normal. That is exactly why it works so well as an overachiever. With around 313 HP from the twin-turbo N57 and a huge wave of torque, it moves in a way people do not expect from a diesel Touring. 0–100 km/h in roughly 4.9 seconds puts it firmly into performance territorya and that is still stock. Though nothing about the styling suggests speed. It is not dramatic, and it does not ask for attention. That is the point. It delivers real pace inside a shape most people associate with practicality and restraint.

12,455 görüntüleme

One of only three production Audi saloons in history to use a Lamborghini-based V10 engine. Powered by a naturally aspirated 5.2-litre V10 producing 435 HP, the S6 shared its base with the Lamborghini Gallardo, though tuned for torque and refinement. Weighing nearly 1.9 tonnes, but its Audi, its calmer, its got a different note, different firing order. Economy is not a word for it.

One of only three production Audi saloons in history to use a Lamborghini-based V10 engine. Powered by a naturally aspirated 5.2-litre V10 producing 435 HP, the S6 shared its base with the Lamborghini Gallardo, though tuned for torque and refinement. Weighing nearly 1.9 tonnes, but its Audi, its calmer, its got a different note, different firing order. Economy is not a word for it.

14,627 görüntüleme

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The Up GTI weighs about as much as the original 1976 Mk1 Golf GTI and makes almost identical power - 115 PS from a 1.0L turbocharged three-cylinder, in a body the size of a city car. It is a genuinely strange thing to exist in 2018, a hot hatch built on the smallest, cheapest platform VW makes, with a six-speed manual and a chassis tuned specifically to be thrown around. On The Grand Tour, the Up GTI went around the Eboladrome test track faster than the Countach and the Testarossa. Whatever the exact comparison, the point stands: a city car with 115 PS embarrassed cars costing many multiples of its price simply through being light, direct, and uncomplicated. Rare not because few were built, but because nothing else like it exists today.

The Up GTI weighs about as much as the original 1976 Mk1 Golf GTI and makes almost identical power - 115 PS from a 1.0L turbocharged three-cylinder, in a body the size of a city car. It is a genuinely strange thing to exist in 2018, a hot hatch built on the smallest, cheapest platform VW makes, with a six-speed manual and a chassis tuned specifically to be thrown around. On The Grand Tour, the Up GTI went around the Eboladrome test track faster than the Countach and the Testarossa. Whatever the exact comparison, the point stands: a city car with 115 PS embarrassed cars costing many multiples of its price simply through being light, direct, and uncomplicated. Rare not because few were built, but because nothing else like it exists today.

161,987 görüntüleme • 27 gün önce

The first Touareg had a V10 TDI. The second generation replaced it with something far less in size: a 4.2L V8 TDI, 340 PS and 800 Nm, which is actually 50 Nm more torque than the V10 it succeeded. This is also the generation that moved onto the same platform as the Porsche Cayenne, sharing its underpinnings and several engines with Audi and Porsche - a level of platform sharing that is unusual for a VW-badged car. As a daily driver it solved everything the V10 made difficult, but lighter, simpler, far less likely to leave you searching for obscure parts. Most people who know the Touareg only remember the V10 story. The V8 that replaced it was the better car in almost every way, and almost nobody talks about its since its not as great as the V10

The first Touareg had a V10 TDI. The second generation replaced it with something far less in size: a 4.2L V8 TDI, 340 PS and 800 Nm, which is actually 50 Nm more torque than the V10 it succeeded. This is also the generation that moved onto the same platform as the Porsche Cayenne, sharing its underpinnings and several engines with Audi and Porsche - a level of platform sharing that is unusual for a VW-badged car. As a daily driver it solved everything the V10 made difficult, but lighter, simpler, far less likely to leave you searching for obscure parts. Most people who know the Touareg only remember the V10 story. The V8 that replaced it was the better car in almost every way, and almost nobody talks about its since its not as great as the V10

90,977 görüntüleme • 28 gün önce

The 525e was designed at a time when power was no longer the only thing that mattered. The e stands for eta, the Greek letter used in thermodynamics to denote efficiency. BMW took the M20 2.0L petrol engine, stroked it to 2.7L, and optimised it not for peak power but for maximum torque at the lowest possible RPM. The result was 125 PS, almost identical to the 520i alongside it, but with 240 Nm available from just 3,250 RPM, which was more low-end torque than even the turbocharged 524td diesel at the time. 0-100 km/h in around 11 seconds is honest about what it is. What those numbers don't tell you is that the 525e pulls from 1,500 RPM, cruises at motorway speeds without working, and does it all with the inherent smoothness of a naturally aspirated inline-six that simply cannot be replicated by a diesel or a four-cylinder. Fuel consumption ended up being somewhere around 8 to 9 L/100 km and with a 70 L fuel tank the car could even do 1000 km trips. BMW sold it with a very long final drive ratio specifically to keep revs low at speed. It was designed for people who drove and appreciated the journey rather than the sprint. A slow BMW that is genuinely enjoyable, in the most honest way a BMW can be.

The 525e was designed at a time when power was no longer the only thing that mattered. The e stands for eta, the Greek letter used in thermodynamics to denote efficiency. BMW took the M20 2.0L petrol engine, stroked it to 2.7L, and optimised it not for peak power but for maximum torque at the lowest possible RPM. The result was 125 PS, almost identical to the 520i alongside it, but with 240 Nm available from just 3,250 RPM, which was more low-end torque than even the turbocharged 524td diesel at the time. 0-100 km/h in around 11 seconds is honest about what it is. What those numbers don't tell you is that the 525e pulls from 1,500 RPM, cruises at motorway speeds without working, and does it all with the inherent smoothness of a naturally aspirated inline-six that simply cannot be replicated by a diesel or a four-cylinder. Fuel consumption ended up being somewhere around 8 to 9 L/100 km and with a 70 L fuel tank the car could even do 1000 km trips. BMW sold it with a very long final drive ratio specifically to keep revs low at speed. It was designed for people who drove and appreciated the journey rather than the sprint. A slow BMW that is genuinely enjoyable, in the most honest way a BMW can be.

47,031 görüntüleme • 15 gün önce

The E46 330i is the car BMW wanted you to buy. Rear-wheel drive, the same M54 3.0L straight-six producing 231 PS, a chassis widely considered one of the most balanced and communicative BMW ever built. The 330xi adds the xi all-wheel drive system with a fixed 38/62 front-to-rear split. It weighs more, sits slightly higher, and the steering is noticeably heavier due to the added front drivetrain components. In dry conditions and on a demanding road, the 330i is the better driver's car. In wet and icy conditions the 330xi is the one to be more confident to drive in. In snow and ice, particularly in mountainous or cold-climate regions, it is genuinely transformative, the combination of xDrive and a good set of winter tyres makes it capable in conditions where a rear-wheel drive car requires significantly more skill. If you live somewhere that sees serious winter weather and you need one car to do everything, the 330xi makes complete sense. If you live somewhere mild, the 330i is simply the better car. The xi is not a compromise. It just has a specific reason to exist and if that reason applies to you, it is the right choice.

The E46 330i is the car BMW wanted you to buy. Rear-wheel drive, the same M54 3.0L straight-six producing 231 PS, a chassis widely considered one of the most balanced and communicative BMW ever built. The 330xi adds the xi all-wheel drive system with a fixed 38/62 front-to-rear split. It weighs more, sits slightly higher, and the steering is noticeably heavier due to the added front drivetrain components. In dry conditions and on a demanding road, the 330i is the better driver's car. In wet and icy conditions the 330xi is the one to be more confident to drive in. In snow and ice, particularly in mountainous or cold-climate regions, it is genuinely transformative, the combination of xDrive and a good set of winter tyres makes it capable in conditions where a rear-wheel drive car requires significantly more skill. If you live somewhere that sees serious winter weather and you need one car to do everything, the 330xi makes complete sense. If you live somewhere mild, the 330i is simply the better car. The xi is not a compromise. It just has a specific reason to exist and if that reason applies to you, it is the right choice.

36,595 görüntüleme • 14 gün önce

The W140 was the most overengineered car Mercedes ever built. Double-glazed windows, soft-close doors, and a body structure so rigid it weighed nearly two tonnes before anyone sat in it. Mercedes built it at a time when cost and weight were secondary concerns, the brief was simply to make the best car in the world, the perfect luxury car. The S420 uses the M119 4.2L V8, 275 HP and 400 Nm, not as powerful as the S500, not as expensive as the S600, but the same platform, the same interior, and the same build quality that allows these cars to cover 400,000 km and still drive as they should. This was just the base V8 model for the people that didn't want to pay the premium for the S500. Credit: @Esprit1196 from youtube.

The W140 was the most overengineered car Mercedes ever built. Double-glazed windows, soft-close doors, and a body structure so rigid it weighed nearly two tonnes before anyone sat in it. Mercedes built it at a time when cost and weight were secondary concerns, the brief was simply to make the best car in the world, the perfect luxury car. The S420 uses the M119 4.2L V8, 275 HP and 400 Nm, not as powerful as the S500, not as expensive as the S600, but the same platform, the same interior, and the same build quality that allows these cars to cover 400,000 km and still drive as they should. This was just the base V8 model for the people that didn't want to pay the premium for the S500. Credit: @Esprit1196 from youtube.

116,290 görüntüleme • 1 ay önce

Modern RS engineering reached its peak with the C8 RS6. Still a 4.0-litre twin-turbo V8, now around 592 hp, paired with mild-hybrid systems and far more chassis complexity. The character shifted slightly - heavier, more managed, quieter, but the aftermarket solves that easily.

Modern RS engineering reached its peak with the C8 RS6. Still a 4.0-litre twin-turbo V8, now around 592 hp, paired with mild-hybrid systems and far more chassis complexity. The character shifted slightly - heavier, more managed, quieter, but the aftermarket solves that easily.

264,586 görüntüleme • 5 ay önce

The MK1 Scirocco was styled by Giugiaro and launched six months before the Golf it shared its platform with. For the MK2 in 1981, VW brought design in-house under Herbert Schäfer - Giugiaro submitted a proposal and it was rejected. The result was a longer, lower, more aerodynamic coupe that was 10% more slippery through the air than its predecessor, assembled by Karmann in Osnabrück throughout its eleven-year production run. The range ran from a 1.3L base model all the way to the GTX 16V - which used the same 1.8L 139 HP 16-valve engine as the MK2 Golf GTI. A coupe that shared its running gear with one of the most famous hot hatches in history, in a body that the Golf GTI never had. Produced until 1992. Never directly replaced really. This Scirocco in the video is a GT.

The MK1 Scirocco was styled by Giugiaro and launched six months before the Golf it shared its platform with. For the MK2 in 1981, VW brought design in-house under Herbert Schäfer - Giugiaro submitted a proposal and it was rejected. The result was a longer, lower, more aerodynamic coupe that was 10% more slippery through the air than its predecessor, assembled by Karmann in Osnabrück throughout its eleven-year production run. The range ran from a 1.3L base model all the way to the GTX 16V - which used the same 1.8L 139 HP 16-valve engine as the MK2 Golf GTI. A coupe that shared its running gear with one of the most famous hot hatches in history, in a body that the Golf GTI never had. Produced until 1992. Never directly replaced really. This Scirocco in the video is a GT.

45,916 görüntüleme • 1 ay önce

Putting a diesel in a two-seat roadster sounds like a decision nobody at Mercedes should have signed off on. They did it anyway. The R172 SLK250 CDI used the OM651 2.1L twin-turbo four-cylinder. 204 HP, 500 Nm of torque from just 1,600 RPM, available with a genuine six-speed manual or a seven-speed automatic. 0-100 km/h in 6.5 seconds and a top speed of 244 km/h, which is not slow for a roadster of any kind, let alone a diesel one. Fuel consumption sat around 4L/100km combined, a figure that made it more efficient than almost anything else in this class, petrol or diesel. It was the first diesel SLK Mercedes ever built, and it outperformed the contemporary diesel Audi TT it was positioned against. A genuinely fast, genuinely efficient diesel roadster that nobody asked for and nobody remembers.

Putting a diesel in a two-seat roadster sounds like a decision nobody at Mercedes should have signed off on. They did it anyway. The R172 SLK250 CDI used the OM651 2.1L twin-turbo four-cylinder. 204 HP, 500 Nm of torque from just 1,600 RPM, available with a genuine six-speed manual or a seven-speed automatic. 0-100 km/h in 6.5 seconds and a top speed of 244 km/h, which is not slow for a roadster of any kind, let alone a diesel one. Fuel consumption sat around 4L/100km combined, a figure that made it more efficient than almost anything else in this class, petrol or diesel. It was the first diesel SLK Mercedes ever built, and it outperformed the contemporary diesel Audi TT it was positioned against. A genuinely fast, genuinely efficient diesel roadster that nobody asked for and nobody remembers.

38,402 görüntüleme • 28 gün önce

The 1.9 TDI became almost independent from any single car. It powered Golfs, Passats, Octavias Ibizas and so much more, and in many cases the same engine was swapped through several bodies over its life. The mechanical simplicity and conservative boost strategy made it nearly impossible to kill in normal use. Later 2.0 TDIs delivered better performance and cleaner emissions, yet they never matched the 1.9’s reputation for tolerance. Gearboxes wore out, interiors collapsed, but the diesel kept commuting. It turned from an engine into a benchmark for what durability in everyday transport should look like.

The 1.9 TDI became almost independent from any single car. It powered Golfs, Passats, Octavias Ibizas and so much more, and in many cases the same engine was swapped through several bodies over its life. The mechanical simplicity and conservative boost strategy made it nearly impossible to kill in normal use. Later 2.0 TDIs delivered better performance and cleaner emissions, yet they never matched the 1.9’s reputation for tolerance. Gearboxes wore out, interiors collapsed, but the diesel kept commuting. It turned from an engine into a benchmark for what durability in everyday transport should look like.

175,543 görüntüleme • 6 ay önce

BMW M760Li, G12. This breaks 305 km/h with the M Drivers Package. Hiding serious speed. The car just wants to keep going after 300 km/h. For BMW its unusual to make a V12 M performance car, its what makes it unusual.

BMW M760Li, G12. This breaks 305 km/h with the M Drivers Package. Hiding serious speed. The car just wants to keep going after 300 km/h. For BMW its unusual to make a V12 M performance car, its what makes it unusual.

82,596 görüntüleme • 2 ay önce

Audi RS6, C6. This breaks 300 km/h. A twin-turbo V10 wagon. Built for speed, but only upwards to 250km/h, factory limited. But capable of going to 320 km/h without the limiter. And tuned versions like this example with 850 hp set the number even higher. A family car doing supercar numbers, it is literal insanity.

Audi RS6, C6. This breaks 300 km/h. A twin-turbo V10 wagon. Built for speed, but only upwards to 250km/h, factory limited. But capable of going to 320 km/h without the limiter. And tuned versions like this example with 850 hp set the number even higher. A family car doing supercar numbers, it is literal insanity.

72,138 görüntüleme • 2 ay önce

BMW 540i, G30. Powered by the B58 straight-six, one of BMW’s most reliable modern engines. Exact same version of engine as the M140i and M240i. Just used differently here and this isn’t a car you push all the time since its all about smooth effortless speed. You get rear-wheel drive, estate versions, even hybrid options in the 545e. And a much more refined experience overall. Most people go straight for the M340i, but this is just as good in a different way. Better interior, the best in the pre-LCI. A proper balance daily car and a tuners favourite.

BMW 540i, G30. Powered by the B58 straight-six, one of BMW’s most reliable modern engines. Exact same version of engine as the M140i and M240i. Just used differently here and this isn’t a car you push all the time since its all about smooth effortless speed. You get rear-wheel drive, estate versions, even hybrid options in the 545e. And a much more refined experience overall. Most people go straight for the M340i, but this is just as good in a different way. Better interior, the best in the pre-LCI. A proper balance daily car and a tuners favourite.

89,917 görüntüleme • 3 ay önce

Most people know the F01 7 Series as a V8 or V12 petrol car or in Europe, the 730d. The 750d tells a different story. BMW fitted the N57S - a 3.0L inline-six diesel with three turbochargers working in sequential stages, two small high-pressure units and one larger low-pressure unit. 381 HP and 740 Nm from three litres of diesel. The torque figure surpassed that of the petrol V8 M5 of the same era. 0-100 km/h in 4.9 seconds in a full-size luxury saloon with air suspension, all-wheel drive, and a cabin that competes directly with the S-Class. Fuel consumption: 6.4L/100km combined (44 MPG). A forgotten diesel in a body that was always known for its petrol engines or the 730d.

Most people know the F01 7 Series as a V8 or V12 petrol car or in Europe, the 730d. The 750d tells a different story. BMW fitted the N57S - a 3.0L inline-six diesel with three turbochargers working in sequential stages, two small high-pressure units and one larger low-pressure unit. 381 HP and 740 Nm from three litres of diesel. The torque figure surpassed that of the petrol V8 M5 of the same era. 0-100 km/h in 4.9 seconds in a full-size luxury saloon with air suspension, all-wheel drive, and a cabin that competes directly with the S-Class. Fuel consumption: 6.4L/100km combined (44 MPG). A forgotten diesel in a body that was always known for its petrol engines or the 730d.

33,491 görüntüleme • 1 ay önce

10 years ago, this is what an Audi RS5 was. A naturally aspirated V8 revs all the way to 8500 RPM. And the way it builds power is just smooth and even. That’s what makes it special. Look at the rivals: W205 C63, F80 M3 are both turbocharged. This wasn’t so this was screaming compared to the muffled noise from the Mercedes and M3. And you can hear the difference immediately. The sound alone puts it ahead. Compared to newer cars, it’s the same story. They might be faster. But they don’t sound like this when they have gone more quiet, downsized and use filters because EU wants them.

10 years ago, this is what an Audi RS5 was. A naturally aspirated V8 revs all the way to 8500 RPM. And the way it builds power is just smooth and even. That’s what makes it special. Look at the rivals: W205 C63, F80 M3 are both turbocharged. This wasn’t so this was screaming compared to the muffled noise from the Mercedes and M3. And you can hear the difference immediately. The sound alone puts it ahead. Compared to newer cars, it’s the same story. They might be faster. But they don’t sound like this when they have gone more quiet, downsized and use filters because EU wants them.

74,511 görüntüleme • 3 ay önce

BMW M3, E92. 414 hp. From a 4.0L naturally aspirated V8. Revving to 8,400 rpm with no turbo. 0–100 km/h in around 4.6 seconds. Back then, 400 hp meant revs and sound in the 2000s. Not torque, not instant speed. This was about the experience, this car wanted you to rev the engine hard, this is a backroads car for going fast. One of the last naturally aspirated M3s. Compared to a modern M340i with maybe similar power, this feels slower, but this M3 is way better feeling and its a V8 M3, the only V8 M3 and the older M3's feel way way more alive.

BMW M3, E92. 414 hp. From a 4.0L naturally aspirated V8. Revving to 8,400 rpm with no turbo. 0–100 km/h in around 4.6 seconds. Back then, 400 hp meant revs and sound in the 2000s. Not torque, not instant speed. This was about the experience, this car wanted you to rev the engine hard, this is a backroads car for going fast. One of the last naturally aspirated M3s. Compared to a modern M340i with maybe similar power, this feels slower, but this M3 is way better feeling and its a V8 M3, the only V8 M3 and the older M3's feel way way more alive.

58,875 görüntüleme • 3 ay önce

Audi 200 Turbo Quattro, C3. A turbocharged five-cylinder, manual gearbox and quattro. Back then, there were no S or RS models. This was as far as you could go. 217 hp in the 20v version, which was serious performance for the time with permanent all wheel drive from derived from Audi's rally technology. 217 horses was plenty to get you to 240 km/h and there was an Avant version as well. And a tuner favourite too. What makes it important is what came after. This car laid the groundwork for the urS4 and urS6. A real piece of early Audi performance history.

Audi 200 Turbo Quattro, C3. A turbocharged five-cylinder, manual gearbox and quattro. Back then, there were no S or RS models. This was as far as you could go. 217 hp in the 20v version, which was serious performance for the time with permanent all wheel drive from derived from Audi's rally technology. 217 horses was plenty to get you to 240 km/h and there was an Avant version as well. And a tuner favourite too. What makes it important is what came after. This car laid the groundwork for the urS4 and urS6. A real piece of early Audi performance history.

64,069 görüntüleme • 3 ay önce

The SL 65 AMG was never meant to be popular. It was a technical demonstration disguised as a road car. The M275 twin-turbo V12 delivered torque at a level that made numbers almost irrelevant. Mercedes solved performance with cylinders and displacement rather than software. Today you can't buy a completely new SL 65 since the flagship is a V8. It was excessive, intentional, and entirely unrepeatable.

The SL 65 AMG was never meant to be popular. It was a technical demonstration disguised as a road car. The M275 twin-turbo V12 delivered torque at a level that made numbers almost irrelevant. Mercedes solved performance with cylinders and displacement rather than software. Today you can't buy a completely new SL 65 since the flagship is a V8. It was excessive, intentional, and entirely unrepeatable.

97,777 görüntüleme • 5 ay önce

The base 911 Carrera of the 997 generation. And still one of the best. Over 300 hp, naturally aspirated flat-six and a proper manual. That’s all you really need if you're not looking to be the lightning fast goer. Compared to newer cars like the 992, this feels smaller, lighter and not bloated. You don’t need the Turbo or GT3 to enjoy it, you might even find yourself enjoying this more because you can use all the power. That’s why it holds its value, plus its the better version of the 996. Not underrated, but correctly appreciated and overpriced. This is from 911obsessed, their Porsche 911 997.2 Carrera.

The base 911 Carrera of the 997 generation. And still one of the best. Over 300 hp, naturally aspirated flat-six and a proper manual. That’s all you really need if you're not looking to be the lightning fast goer. Compared to newer cars like the 992, this feels smaller, lighter and not bloated. You don’t need the Turbo or GT3 to enjoy it, you might even find yourself enjoying this more because you can use all the power. That’s why it holds its value, plus its the better version of the 996. Not underrated, but correctly appreciated and overpriced. This is from 911obsessed, their Porsche 911 997.2 Carrera.

58,369 görüntüleme • 3 ay önce

BMW 320i, E30. A small, lightweight BMW with a straight-six and a manual. That’s all it needed. Just a modest 123 hp and 170 Nm of torque. It was about how the car felt and not how fast it could go. This 320i has near perfect weight distribution. Analogue, direct and completely connected to the driver. Simple, driver-focused cockpit with supportive seats. Build quality is high for the period, though plastics and electrics can degrade after 30 to 40 years. You don’t need huge numbers to enjoy it. The driving feel does the work. That is why this car has gone up in price as well because over the years its got tougher to find one.

BMW 320i, E30. A small, lightweight BMW with a straight-six and a manual. That’s all it needed. Just a modest 123 hp and 170 Nm of torque. It was about how the car felt and not how fast it could go. This 320i has near perfect weight distribution. Analogue, direct and completely connected to the driver. Simple, driver-focused cockpit with supportive seats. Build quality is high for the period, though plastics and electrics can degrade after 30 to 40 years. You don’t need huge numbers to enjoy it. The driving feel does the work. That is why this car has gone up in price as well because over the years its got tougher to find one.

51,683 görüntüleme • 3 ay önce

Mercedes-Benz 300D, W123. 79-87 hp. From a 3.0L diesel. or 119 hp from the TURBODIESEL unit. 0–100 km/h in over 14 seconds. Back then, it was built to last and to be simple, not complicated with everything with the only downside being the high price. Overbuilt components with the overall car being one of the safest to be in at the time. Minimal electics with no power adjustable seats. Used as taxis, ambulances for decades and still used to this day in Africa. It aged like fine wine because it just keeps going. Compared to modern diesels, this feels slow. But the durability has earned this car a reputation of being indestructible.

Mercedes-Benz 300D, W123. 79-87 hp. From a 3.0L diesel. or 119 hp from the TURBODIESEL unit. 0–100 km/h in over 14 seconds. Back then, it was built to last and to be simple, not complicated with everything with the only downside being the high price. Overbuilt components with the overall car being one of the safest to be in at the time. Minimal electics with no power adjustable seats. Used as taxis, ambulances for decades and still used to this day in Africa. It aged like fine wine because it just keeps going. Compared to modern diesels, this feels slow. But the durability has earned this car a reputation of being indestructible.

34,905 görüntüleme • 2 ay önce