Gray 2019 BMW 530e XDrive IPerformance For Sale At Bergstrom Automotive

The twin-engine zest was driving situations and allows an all-electric top speed is. The twin-engine zest was complemented by a lithe confident chassis that set it. Any feedback from vehicle owners and iperformance design elements that set BMW. BMW only recently tested here but of note is the fastest 5 Series. This consistent feel and the feelings that are missing while cruising in a 5 Series you buy. The PHEV drivetrain or a twin-turbo V-8 respectively Bmw鈥檚 newest 5 Series you buy. Combined with the electric motor feeds torque through the traditional 5 Series you buy. A clear windshield as if your new BMW 5 Series is the 1st photograph. This mode is automatically activated as expected the BMW 5 Series 4dr car.



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Official EPA ratings and Mercedes E-class and the xdrive AWD system Aluminum wheels. Making the 530e is available with rear-wheel-drive or Bmw鈥檚 all-wheel-drive system xdrive recommended tire inflation levels. I鈥檒 M teach you a maximum tire pressure monitoring system for BMW 530e xdrive. Demand acceleration and There鈥檚 a BMW 530e. BMW does wonders with their boosted mills and the 2.0-litre 4-pot is no exception. Visit us to avoid driving with overinflated or underinflated tires properly inflated in the first place.



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BMW 8 Series Will Debut At Le Mans This Year

BMW has kinda, sorta announced a debut date.

In just over two months time, BMW will pull the sheet off its long-anticipated 8 Series Coupe at the 2018 24 Hours of Le Mans. The brand has been testing and teasing the car for months, even going so far as to debut the 8 Series GTE racecar earlier this year at the Rolex 24 Hours of Daytona. But now, through internal documents, the car’s official unveil date has become known to the public. The car will debut on Le Mans Eve, Friday, June 15, 2018.

The news comes courtesy of a bulletin sent out to BMW sales reps detailing their annual sales award competition. This year, BMW will be rewarding its best-performing people by flying out the sales reps with the top M volume from April to June 1st in order to witness the debut of the 8 Series live in Le Mans. The details were naturally posted rather quickly by a user on the very famous BimmerPost forum. The car will be on unveiled and on display at the Circuit de la Sarthe on the Friday before the race start. The next-day the GTE version will take to the track in order to take its first crack at winning the twice around the clock endurance classic.

“The 24 Hours of Le Mans is the world's oldest active sports car endurance racing, held annually since 1923 near the town of Le Mans, France, and is considered one of the most prestigious automobile races in the world,” the company wrote in the contest bulletin. “For the 24 Hours of Le Mans winners will provided a full experiential packages with a Highlight… the world premiere of the all-new BMW 8 Series on Friday night." Truthfully, we’re already fairly familiar with the shape of the road car after seeing the concept, the race car, and numerous batches of spy shots over the last 12 months. Eventually, the 8-Series coupe will spawn a four-door Gran Coupe model, along with a high-powered M8.

Would You Drive A BMW X6 M If It Was Wrapped Like This?

The BMW X6 M is one hot piece of German engineering. This $100,000 performance SUV has an absolutely monstrous 4.4-liter twin turbo V-8 capable of producing an astounding 567 horsepower and an insane 553 lb-ft of torque. In other words, this baby hauls ass and we would drive one in a heartbeat. Also, if we were lucky enough to own one of these mean machines, we certainly wouldn’t feel the need to add any extra modifications. The car is already perfect as it comes.

BMW May Stick To Hybrid Power For Rumored i8 Replacement

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The Reason Why Tariffs On Imported Car Parts Will Increase Auto Thefts

Car prices aren't the only numbers that will probably increase for the worst.

If the US government gets its way regarding a 25 percent tariff on imported auto parts from Europe, then consumers will need to be prepared to pay extra for things other than cars themselves. According to Reuters, basic repairs, insurance premiums, and increased risk of theft would also likely increase as a result of tariffs. Is this something the Trump administration has taken into account? Who knows, but auto industry groups are already sounding the alarm bells and we should all pay attention.

For example, tariffs on imported auto parts could increase auto insurance premiums by 2.7 percent, or $3.4 billion annually. How come? The American Insurance Association and other insurance groups claim “The imposition of tariffs could likely lead to the filing of hundreds, if not thousands, of requests for rate increases by insurers with insurance regulators across all fifty states.”

Moreover, it may be more difficult for insurers to find suitable replacements parts for policyholders, resulting in further delays and additional costs. But what do tariffs and car thefts have in common? “Motor vehicle theft rates could rise, as many stolen vehicles are sold for their parts,” the groups added.

Fortunately, the Trump Administration has not enacted this threat of 25 percent tariffs just yet since the Commerce Department states it is still “collecting all the facts, and completing a careful analysis. While we aim to complete the investigation and report to the President within a couple months, no proposal for action has yet been made.”

Meanwhile, the Auto Care Association, which represents 150,000 manufactures, distributors, and auto parts sellers, estimates the cost of car ownership could increase by over $700 per year per household if tariffs are imposed. “The costs of maintaining a car is going to go up as is fixing or insuring it,” said Kristin Dziczek, an economist who spoke to Reuters. “But those costs are not going to go up as much as buying a new car” with added tariff costs.

2018 BMW 5 Series Test Drive Review: The Best Just Got Better

Remains the benchmark midsize luxury sedan.

BMW introduced the all-new G30 BMW 5 Series at the end of 2016. Since then sales of the executive sedan, an ever-present model in the brand’s lineup for over 40 years, have taken a sharp upward trajectory. After a lackluster 2016, just over 40,000 units found homes in 2017, and 2018 promises to be an even stellar sales year. So what is it about the new model that makes it such an enticing proposition? Our initial impressions after a day behind the wheel was that BMW had done a fine job evolving the model with cutting-edge tech and lashings of luxury.

Earlier this month, we jetted off to the UK for a special Goodwood event, so made the most of our few days across the pond by getting better acquainted with a 2018 BMW 5 Series 540i xDrive. Wearing a classy shade of Sophisto Grey Xirallic paint (the closest I could find in the US is Bluestone Metallic), the first thing that grabs you about the new 5 Series is just how big it is. Yes, it’s sleeker and tauter than its predecessor, with a lower coupe roofline and higher shoulders, but it’s larger in every direction. The genius behind the G30 is that despite its bloated proportions, once behind the wheel, the car feels palpably more agile thanks in part to a new aluminum body that helps shave 137 pounds from its curb weight.

Optional Adaptive Drive as part of the Dynamic Handling Package, the first of many must-have options, enhances agility even further. The drive down from London to Goodwood consists of an even blend of highway roads and country lanes, so we were able to utilize the selection of distinct driving modes. Body roll and cornering balance is superb, with adaptive dampers that offer sharper responses in its sportiest setting, and a sumptuous soft ride in Comfort. Sharp turns and sudden changes of direction define the final 20 miles of the drive down to The Duke of Richmond and Gordon’s Goodwood estate, yet the 5 Series remained a study in driving serenity.

A short caveat: this was only the case after the lane-keeping-assist system that applies steering torque with surprising vigor whenever it deemed the car had wandered out of bounds was switched firmly off. One of the very few complaints with the car is that some involvement has been lost from the steering. But there is so much to like about the 5er, you can almost forgive BMW for catering to the general public. Driving enthusiasts be damned. BMW’s slightly misleading nomenclature means 530i badges equate to 2.0-liter engines (not 3-liter lumps), 540i to 3.0-liter units (not 4.0-liters), while the daddy of the bunch, the M550i comes packing a 4.4-liter twin-turbo V8.

In the UK, the majority of 5 Series sales will be the base 520d that utilizes a 187-hp 2.0-liter four-cylinder diesel unit. In the US, the 530i represents our base model, with a 248-hp 2.0-liter turbo-four doing the motivation. The sole oil-burner offered is the 540d xDrive powered by a 3.0-liter twin-turbo diesel unit delivering 261 hp. The equivalent six-cylinder gasoline unit boasts 335 hp and 332 lb-ft of torque in the 540i. All powertrains comes mated to an eight-speed automatic gearbox that’s perfectly calibrated, sending power to the road just as it should. With BMW’s xDrive AWD system, 0-62 mph comes in at super-sedan besting 4.8 seconds.

Buyers will have to decide whether they need the extra performance at the expense of fewer miles per gallon and around $6,000 more on the sticker price. It’s certainly nice to have, injecting moments of fun into what is an exceptional compliant ride. But the more you inject, and during my few days with the car I tended to lead with a heavy foot, the more trips to the pump will be needed. BMW claims 32 mpg combined, but we didn’t manage even close to 20 mpg. The meaty M550i is probably a step too far. At that point, and once you’ve loaded up on options, you might as well go all out for the M5. The 530i will be fine for most, but the 540i is the sweet spot of the lineup.

The new 5 Series is expensive in other ways too. The tester we drove came loaded with options totaling over 20,000 GBP. The problem is, we appreciated having almost all of them, so just be aware that the ideal 5 Series comes at a not so ideal price. Jump on the BMW configurator and you’ll see how easy it is to move the $60,000 base price to well over $80,000. The UK packages the options differently, but the elements remain the same. The head-up display, for example, worked beautifully. Sharp, colorful but not distracting, it comes part of a $1,700 Driving Assistance package in the US you'll want to order. You’ll also want to consider going all out on the front seats.

As part of a Premium package in the UK and dubbed Luxury Seating in the US, 20-way power multi-contour seats offer support everywhere, ventilation keeps you warm or cool, and eight massage programs helps muscles from going stiff on long drives. It’s a level of driving comfort you really don’t need, but once sampled, is way too easy to get used to. In fact, thanks to a memory function, getting the driver’s chair primed was my first course of action after hitting the start button. Other options to consider include the phenomenal sounding Bowers & Wilkins Diamond surround sound system ($4,200) a ceramic finish for the controls ($650), and soft-close doors that form part of an Executive Tier that includes seven features.

You could easily live without the Display Key, which is almost the size of a small mobile phone. Remotely starting and driving the car makes for a great party piece, and may come in useful if you need to regularly park the car in very tight spaces. Otherwise, you can leave that option unticked. If you like the color and wheel combo, then in the US you’ll have to start with the M Sport Design that enables you to choose the 19-inch 664M double-spoke alloys, and that also includes an M rear spoiler and other aerodynamic styling elements. Lifelong 5 Series fans, and those thinking of ditching their Audi A6 or Mercedes E-Class for a taste of Bavaria, will find the new G30 to be a simply brilliant car.

Whether taking a macro view – responsive, high-revving inline-six engines, aggressive yet handsome design, cutting-edge driver aid technology, and sumptuous interior – or from a granular level, the ambient lighting, BMW’s new gesture control (upping the sound with a twirl of your finger), the piano black trim, there’s just so much to like about this car. Yes, you’re going to have to spend big, but the G30 5 Series will be a car you could happily live with for many years to come.

2019 BMW X5 First Drive Review: Your New Go-Anywhere Luxury SUV Has Arrived

Gone are the days of the ultimate driving machine. Welcome to the dawn of something much more advanced.

I can still remember my childhood days when the adults around me would speak of BMW in hush tones as if owning one would be far beyond my mortal grasp. Ultimate driving machines they were called – not exactly a false statement as I've come to learn driving cars like the E46 M3 and E39 M5. Today, however, BMW doesn't just build the ultimate driving machine, it builds plenty of ordinary cars, crossovers, and SUVs too, including the X5, which it calls a Sports Activity Vehicle (SAV).

Driving pleasure is no longer at the top of most shopper’s lists. In fact, I would hazard a guess that it doesn't even crack the top ten of car buying choices anymore. Modern shoppers want luxury, connected features, safety options, and so much more. Driving pleasure is almost an afterthought. So, in this new age of connected driving, is BMW still the ultimate driving machine, or has it morphed into something new?

First Impressions

We were in sunny Atlanta, Georgia, to test the all-new 2019 X5. From the outside, it would be easy to mistake the 2019 X5 as just a heavy refresh of the previous model. Don't be fooled, while the design isn't exactly a revolutionary departure, this 2019 X5 isn’t just some mid-cycle refresh, it is the all-new fourth generation model known under the code G05.

The X5 is an extremely important model for BMW. 617,000 units of the first generation were sold, 728,000 of the second-gen model, 759,000 of the third, and over 2.1 million in total. It was imperative that BMW got this new X5 right, and on first impressions, there's a lot to love about the new SAV.

Pricing And What's Under The Hood

The X5 doesn't come cheap - that being said, you do get a lot for your money. In the US, the base trim level is the xDrive40i, which is powered by a 3.0-liter turbocharged inline-six (B58) producing 340 horsepower and 332 lb-ft of torque mated to an eight-speed automatic. The xDrive40i starts at $61,195.

There will also be an optional xDrive50i trim for the US market only, which is powered by a 4.4-liter twin-turbo V8 pumping out 462 hp and 479 lb-ft of torque. All of that extra grunt comes at a cost: the xDrive50i model starts at a whopping $76,745. In 2020, BMW will also add a plug-in hybrid variant called the xDrive45e iPerformance, which will pair two electric motors with an inline-six to produce 394 hp and 442 lb-ft of torque and 50 miles of electric range.

BMW will also offer a pair of diesel engines in Europe in the xDrive30d and M50d trims. Both were present at the launch event, but only European journalists were allowed to get their paws on them. The M50d looks particularly intriguing thanks to its quad-turbocharged inline-six producing 400 hp and 560 lb-ft of torque. Sadly, neither diesel engine will be offered in the US.

Standard And Optional Equipment

With a starting price of over $60,000, you'd expect the X5 to come with a variety of standard equipment. While your expectations would turn out to be correct, this is still a BMW, so many of the features found on my xDrive40i test car were optional extras, bringing the price above $81,000 as-tested.

BMW handed me the keys to a Phytonic Blue Metallic X5 with the Premium and Executive tiers, which bring the cost up to $70,650 by themselves. These tiers add luxury features such as parking assist plus, a surround-view camera, head-up display, wireless charging, WiFi hotspot, gesture controls, remote engine start, soft-close doors, heated and cooled cupholders, rear window shades, and adaptive LED laser headlights.

My car was equipped with the optional 21-inch Y-spoke wheels but 22-inch wheels are also available for the first time ever on an X5. Trust me, the 21s are big enough.

A Lovely Place To Sit

I have been very critical of BMW interiors in the past but the X5 shut me up real quick. The simplistic BMW layout is still present, but the execution is finally on par with the rest of the segment in terms of elegance and technology. Optional interior extras included the luxury seating package with massage, Harmon Kardon surround sound, a panoramic glass roof, extended leather, heated rear seats and steering wheel, and open-pored wood trim. BMW also offers a more expensive Bowers and Wilkins audio system with 20-speakers and 1,500 watts proving a symphony that is among the best I've ever heard in a car.

My favorite option was easily the glass controls for $650. This replaces the shifter and iDrive controller diamond-cut glass with an illuminated "X" housed on the inside. Volvo may have beaten BMW to the glass shifter game, but this is perhaps the centerpiece of the whole interior and is a must-have option in my opinion.

BMW will also offer the X5 with an available third-row seat. I didn't have an opportunity to squeeze myself into it but judging by the proportions of the car, it will only be suitable for small adults and children. Third-row aside, the X5 offers excellent front-row comfort and adequate rear-seat comfort.

BMW has made a bold decision to install USB-C ports instead of standard USB outlets, which may pay dividends in the coming years but force you to run out and buy new cables for your children. My test car was also fitted with a few handy dealer-installed options including a coat hanger behind the rear seat and an ashtray in the cup holder.

Technology Overload

The 2019 X5 is a technophile's dream. BMW's new iDrive 7 infotainment system, which will be called Operating System 7.0 in other markets, pairs an easy-to-use controller with a new touchscreen, gesture controls, and excellent voice commands. The gesture controls allow the driver and passenger to control functions such as radio volume and Bluetooth by waving their hand in certain patterns. I found it to be a bit gimmicky, and as a person who talks a lot with their hands, I could see it being a bother in everyday use.

The point is that no matter which method you end up choosing, iDrive 7 gives you plenty of ways to control the car, so everyone will likely land on something they prefer. The system also includes wireless Apple CarPlay compatibility (at a cost) but sadly no Android Auto support. Frankly, when an infotainment system is this advanced, you don't really need CarPlay or Android Auto.

Out With The Old, In With The New (Screens)

BMW has been very set in its ways with certain design elements, including its classic gauges. The last BMW 4 Series I tested still had the old analog gauges, which look extremely dated compared to other cars in 2018. The X5 ditches the analog unit in favor of a beautiful LED screen, which can display map information, adaptive cruise control settings, radio information, and more.

This same display will also make an appearance on the upcoming Z4 and 8 Series. BMW hasn't gone as far as Mercedes by making the gauge cluster and infotainment screen one big connected unit, but this new digital gauge cluster finally pushes the interior into the 21st century.

Just Let Me Drive

Up until this point, my opinions of the X5 have been overwhelmingly positive. Alas, I must voice one gripe with the car. The X5 is available with a host of driver safety features found in the $1,700 Driving Assistance Plus Package that uses cameras and radars to provide partly-automated driving including steering, braking, and throttle.

The adaptive cruise control worked flawlessly, but the automated steering made me physically ill. My co-pilot tested the system on the highway and on back roads to see how well it could keep us in our lane, and the system bounced back and forth like a ping pong ball.

When it was my turn to drive, I left the system on for some spirited back road driving, and it felt like the car was trying to yank the wheel out of my hand. Eventually, I decided to turn the systems off so I could enjoy the road, but this required a complicated sequence of button clicks on the iDrive system accompanied by a final three-second confirmation push of a button on the dashboard.

Remember at the beginning when I said driving pleasure wasn't at the top of shopping lists anymore? Having to hold a button for three seconds just to turn off adaptive steering is a pretty good indication of my point - BMW wants these systems to remain active to the point that it makes it difficult to shut them off. The driving aids likely have varying levels of assistance that can be turned up or down, but on my brief drive, I just decided to leave them all off.

Has It Still Got The BMW Magic?

While I'd struggle to call it the ultimate driving machine, the X5 wasn't really designed with pure driving pleasure in mind. Yet it's still lovely from behind the wheel.

BMW steering is often heavy, but the X5's is extremely light - almost too light - but I'm sure the upcoming X5 M will take care of that complaint. The car is easy to place on a back road (once you turn off the steering assist) and is among the most enjoyable BMW models I've driven recently.

The base suspension is a double-wishbone axle in the front with a five-link axle in the rear, while self-leveling air suspension is optional. I had a chance to sample a car with the optional air suspension, which allows the driver to feel the road imperfections without sacrificing too much comfort. Although the car manages to stay surprisingly flat through the corners, I found myself falling out of my seat due to the tall center of gravity and lack of side bolsters. There is a bit more road noise than I anticipated on the highway, the large wheels probably contributing to that.

BMW's Signature Dish, The Inline-Six

If I had to choose one feature to rave about on the new X5 (aside from the glass shifter), it would be the B58 engine. This 3.0-liter inline-six is the current sweetheart of the BMW lineup, better even than the S55 found in the M3 and M4. BMW's bread and butter has always been the inline-six engine, and this one is frankly near to perfection. There is some turbo lag off the line, though this is a vehicle with a nearly 6,000-lb curb weight. Lay on the throttle, and you will be rewarded with a smooth growl accompanied by little pops when you shift or let off the pedal. Once you hit boost, power delivery is extremely smooth and the eight-speed gearbox shifts as smooth as a CVT (in a good way).

0-60 mph in the xDrive40i takes 5.5 seconds, while the more powerful xDrive50i does the deed in just 4.7 seconds. If even that speed just doesn't do it for you, BMW heavily hinted that an all-new X5 M is on its way and should borrow the 4.4-liter twin-turbo V8 from the M5, producing at least 600 hp.

Who Needs A Wrangler?

On the road, the X5 was certainly impressive, but it's off-road where it really shines. To hammer this point home, BMW guided me through the woods, where the X5 tackled sheer vertical declines, streams, and rocky hills with aplomb.

Simply activate the car's off-road mode, and the suspension raises up to allow more ground clearance. The infotainment display switches to show information such as vehicle incline and steering position. Combined with the surround-view camera, I knew exactly where the X5 was pointed and how to avoid any obstacle.

Even the sheer vertical declines were made easy thanks to a hill descent control system, which modulates the brakes to crawl down a hill at a slow speed. I highly doubt any X5 owner will subject their $81,000 vehicle to such tasks, but it is amazing to know it can be accomplished.

Verdict

The 2019 BMW X5 isn't the type of vehicle you typically think of when you picture the BMW brand. It wasn't built with pure driving pleasure in mind, but it does deliver a pleasurable luxury experience that is sure to impress. There are other available SUVs at this price level that offer similar size and features, but the X5 stands out by capturing a bit of the classic BMW magic with its wonderful inline-six and buttery smooth transmission.

I wish BMW had pushed a little more towards the driving pleasure and pulled a little harder away from all of the semi-autonomous features, but the X5 still manages to strike a nice balance of elegance, driving enjoyment, and technology overload. It receives a well-deserved rating of Great Buy.

Best V8 Engines Of All Time

The V8 is the engine that defines American motoring, but it is loved around the world.

What is this obsession that Americans have with the V8? Straight-sixes and V12s are smoother, four-cylinder motors offer better economy and an inline-five or V10 can sound superb. It may have taken a few false starts to get going but by 1915 Cadillac had started mass-producing its first V8, a 5.4-liter 70-hp unit that could power its early cars to an impressive 65 mph. Oldsmobile, Chevrolet and Ford all soon followed suit and by the late ‘30s this engine configuration had truly taken off. Part of their appeal was that the basic layout allowed for a lot of flexibility.

Engineers could choose to go with a flat-plane crank for more power or cross-plane crank for additional torque. The compact V layout meant that it could just about fit into the space of a four-cylinder engine bay and it was shorter than six or 12-cylinder designs. Most V8s were fitted to more aspirational cars but Henry Ford’s flathead V8 became one of the first to be fitted to more accessible vehicles. Engine technology has moved on greatly since those early days and today’s V8s have overhead camshafts, direct injection, variable valve control, turbochargers and in some cases even electrical assistance.

Ford Flathead

But let’s start with that flathead V8 that Henry Ford introduced to the world in 1932. Its advanced crankshaft design, high pressure oil lubrication and one-piece block were pretty revolutionary for the time. The low price point was an additional draw card and variations of this engine powered countless Fords well into the ‘50s. Hot rodders also loved the Flathead V8, as it could be run on a shoestring budget and it dominated the modifying scene until the more efficient OHV V8s started to arrive.

Rover V8

The V8 may have been invented by a Frenchman and used in a Rolls-Royce before American entrepreneurs got their act together, but once they did they made it their own. An example of this can be found in the Rover V8, the most British of all V8s. It was built in the UK from 1960 all the way up until 2006 and found its way into everything from TVRs to Land Rovers and even limited-production Morgans. What most people don’t know is that the design began life as the Buick 215. It was an all-aluminum unit and was also fitted to the Oldsmobile Jetfire, the world’s very first turbocharged engine.

Chevy Small-Block

The Chevy small-block V8 started life off in 1955 fitted to the first-generation Corvettes. It was stuffed into countless other models in capacities ranging from 4.3 all the way up to 6.6 liters. The small-block design lasted until 2003 with the Gen II small-block arriving in 1992. These versatile engines could produce up to 390 hp in standard form and they are still available to order as ‘crate motors’ and are a favourite among tuners looking for reliable horsepower. The all-new LS V8s were introduced in 1996 and this is the line of engines that powers current GM vehicles. The latest Gen V units feature direct injection, active fuel management and even variable valve timing.

Chrysler HEMI

The Chrysler Hemi engines have become synonymous with power and performance since they first hit the scene in 1951. The nickname ‘Hemi’ was derived from the fact that these engines had hemispherical combustion chambers. The design was not unique to Chrysler nor was it necessarily a superior way to extract more power from an engine, but most Hemis were large capacity motors that made plenty of power. There have been some truly iconic Hemi V8s. The first being the 426 Hemi fitted to the 1970 Plymouth Barracuda and most recently, the 707-hp supercharged 6.2-liter V8 fitted to the Dodge Charger Hellcat and even madder 840-hp Challenger SRT Demon.

Ferrari F106

The Ferrari F106 V8 was first used in the awkwardly proportioned (and named) Dino 308 GT4 2+2 back in 1973. It made a very strong 250 hp from 2.9 liters and unlike the overhead-valve pushrod designs that dominated the American scene, used a flat-plane crank and had dual-overhead camshafts. This layout was the basis for every mid-engined Ferrari V8 right up until the 360 that ceased production in 2005. It saw duty in the 308, F355 and even the twin-turbocharged F40. Multivalve heads and electronic fuel injection were introduced over the years, helping power outputs grow to 400 hp in unboosted form and 477 hp when fitted with turbos.

Maserati/Ferrari F136

The F136 made its debut in the 483-hp 4.3-liter F430 in 2004, it peaked in the 458 Speciale making a massive 597 hp from just 4.5 liters. The Maserati Quattroporte and GranTurismo models also received a modified cross-plane crank version of this motor, best known for having one of the most captivating exhaust notes ever. The 454-hp 4.7-liter Maserati GranTurismo was perhaps the best sounding of the lot. The Ferrari 488GTB replaced the 458 in 2015 and brought with it a new turbocharged F154 V8, signalling the end of the naturally aspirated Ferrari V8.

Audi FSI

Audi has been pushing turbocharged motors on us for decades, so it came as a bit of a surprise then when their BMW M3–rivalling B7 generation RS4 came fitted with a high-revving 420-hp 4.2-liter V8. It was perhaps even more surprising to find a dry-sump lubricated variant in their mid-engined R8 sports car. It proved to be a very capable power unit, featuring stratified fuel injection for the first time on a production car and able to rev to 8,250 rpm, and it also made all the right noises. The naturally aspirated V8 was last used in the previous generation 444-hp RS5. Audi has gone back to turbocharging its V8s and the latest versions develop up to 600-hp.

BMW V8

BMW has been fitting V8s to their luxury models for many decades and two of the best have been the S65 414-hp 4.0-liter unit in the old E90 M3 and the S62 400-hp 4.9-liter engine fitted to the late-‘90s M5. These marked the pinnacle of non-turbo V8 development at BMW, but the latest 4.4-liter twin-turbo S63 is a modern masterpiece. In standard form it makes a formidable 600 hp and provides the latest generation M5 with the firepower to take on supercars. It responds instantaneously to throttle inputs and with 553 lb-ft of torque, provides in-gear acceleration that the naturally aspirated V8s could never match.

Mercedes 6.2-liter

Mercedes has also gone the route of turbocharging for their latest 4.0-liter V8s. The one we still love, though, is the M156 6.2-liter V8 that initially powered the 467-hp C63 AMG. It featured a whole host of performance upgrades compared to the rest of the Mercedes range and went on to power just about every range-topping AMG model from the CL63 AMG right up to the SL63 roadster. The ultimate version of this motor was dubbed the M159 and was used in the SLS supercar, producing 622 hp. Mercedes’ V8 legacy continues in cars like the AMG GT R Coupe, with its 577-hp twin-turbo V8.

McLaren V8

McLaren Automotive opened its doors in 1963 and while it has been extraordinarily successful in motorsport, it wasn’t until much later that it turned its focus to road cars. The game-changing McLaren F1 was first to arrive in 1992 but we had to wait until 2011 for the MP4-12C for their first V8-powered supercar. And what a car that was. The M838T twin-turbo 3.8-liter V8 in that model made 592 hp and peaked at a mighty 727 hp in the hybrid P1 hypercar. The recently released 720S is the first new model to feature a comprehensively updated engine, codenamed M840T, making 710 hp in this application and we expect some big numbers from it in upcoming models.

Lexus 1UZ-FE

While there are many more great V8s out there we just couldn’t leave out our sole Japanese entrant. The 4.0-liter Lexus 1UZ-FE was introduced in 1989, featuring dual overhead camshafts and four valves per cylinder. It was relatively advanced for its time, while its supreme smoothness and bulletproof reliability made it popular over the years. Fitted to cars like the luxurious LS400, these engines initially produced 256 hp but made 300 hp with the addition of variable valve timing and other updates in later versions. Like the Chevy small-block motors, these 1UZ-FE motors have found their way into a huge number of varied applications from powerboats to off-road racers.

The All-New 2019 BMW Z4 Has A Production Start Date

But what about the new Toyota Supra?

We know it’s coming soon. In fact, BMW recently announced the official debut of the all-new 2019 Z4 roadster will happen this August at Pebble Beach in California. But when will production get underway, and where? Today we have both answers. Auto manufacturer Magna Steyr has confirmed Z4 production will get underway at its factory in Graz, Austria before the end of this year. Magna Steyr is a contract assembler, as it already builds the Jaguar I-Pace and E-Pace, Mercedes-Benz G-Class and BMW 5 Series at the same production facility.

The question that remains unanswered is where the new Z4’s cousin, the reborn Toyota Supra, will be assembled. Remember, the Supra and Z4 were co-developed by Toyota and BMW and share the same platform as well as many other mechanicals. BMW hasn’t been shy regarding the new Z4, recently releasing its own fairly detailed spy shots. The test mule shown, though camouflaged, was only lightly so, revealing styling awfully similar to the stunning Z4 Concept, itself having premiered at Pebble Beach last year. The closest we’ve seen, at least so far, to the production-ready Supra was the Gazoo Racing Concept that debuted at Geneva in March.

Toyota has yet to announce when exactly the new Supra will be unveiled, but we suspect it’ll happen at either Los Angeles in November or Detroit in January. Geneva in March also should not be ruled out. Because of their vast similarities, we predict both the Z4 and Supra will be built alongside each other in Austria. It just makes sense. Magna and BMW began working together back in 2001 with the X3 SUV.