May 24, 2013

BMW and Pininfarina are two of the most tradition-swathed names in the motoring world. Each is a byword for cutting-edge technology, style, dynamics and aesthetics. With the BMW Pininfarina Gran Lusso Coupe?, the two time-honoured companies are unveiling the outcome of their first collaboration at the Concorso d’Eleganza Villa d’Este 2013.

The BMW Pininfarina Gran Lusso Coupe? is a one-off and represents the exclusive interpretation of a luxurious BMW Coupe? as seen through the eyes of Pininfarina. Working in close consultation, the two design teams have created a new automotive persona brimming with character and ready to join the high-end luxury class – typically BMW while sporting the distinctive signature of Pininfarina.

With the BMW Pininfarina Gran Lusso Coupe?, the BMW Design team took up exclusive design aspects such as luxury and elegance and fed them into a creative exchange with long-established specialist car designer and manufacturer Pininfarina. In this elaborately created one-off, the renowned companies BMW Group and Pininfarina joined forces to bring an idea to fruition: “The appeal of this collaboration with Pininfarina is that you get another, very different and special angle on facets like luxury and exclusivity,” notes Karim Habib, Head of BMW Design. “The Italian company, after all, has always been a byword for these criteria in particular, demonstrating time and again its keen sensitivity and exceptional finesse in these areas. In Pininfarina we have found the ideal partner to lend shape to this vehicle concept.”

“The result of this cooperative venture is far greater than the sum of its parts,” says Fabio Filippini, Head of Design at Pininfarina. “When two such tradition-rich and experienced brands join forces to turn a vision into reality, something utterly new and exciting emerges. From start to finish, this project was defined by a mutual respect for the identity of the other company.”

Consummate elegance.

The BMW Pininfarina Gran Lusso Coupe? adds a new dimension to the BMW claim to exclusivity. This painstakingly created one-off captivates the viewer at first glance. Liberal surface areas and taut contours are the distinguishing elements of an elegant car body. Typical BMW proportions – a long wheelbase, stretched bonnet and set-back greenhouse – imbue the BMW Pininfarina Gran Lusso Coupe? with imposing dynamics even when stationary. At the same time the car exudes balance and harmony: BMW values such as technology, dynamics and precision are complemented by the skilled craftsmanship of Pininfarina to create a very special holistic experience. “The BMW Pininfarina Gran Lusso Coupe? has an extraordinary impact. It expresses hallmark BMW values such as luxury and sheer presence in a highly elegant form,” says Adrian van Hooydonk, Senior Vice President BMW Group Design. “I admire the reductive clarity and precision in Pininfarina’s design. Their expectations for the end result have been just as high as ours, and their understanding of design perfectly complements the BMW design DNA for a vehicle of this kind.”

Dynamic presence – the front view.

With its broad, wheel-focused stance, the front of the BMW Pininfarina Gran Lusso Coupe? radiates sheer presence and dynamics. The hallmark double- kidney grille and the road-focused headlights with their suggested twin circular look reveal at a glance the family bond with BMW. At the same time the distinctive Pininfarina elements have been interpreted with Italian finesse to lend the front end a special flair.

The trademark BMW kidney grille forms the central element of the front-end design, and all surfaces and lines take their bearings from it. It symbolically points to the engine at the heart of the vehicle, its size reflecting the power of the V12 unit nestling behind it. The “kidneys” are angled towards the road, citing the typical BMW “shark nose” and lending the front end an even more dynamic look, particularly when seen from the side. Viewed up close it discloses highly accomplished detail work: the front part of the bipartite kidney grille is made of matt-sheen aluminium, while behind it an identically shaped part in high-gloss black adds visual depth and makes for an exciting contrast of materials.

Above the kidney grille the bonnet stretches across the front of the car, its subtle contours appearing to emanate from the BMW emblem and lending the bonnet a dynamic elegance. The flat headlights underline the road-focused look associated with a BMW and round off the “face” of the BMW Pininfarina Gran Lusso Coupe?. Their dynamic contours are in perfect harmony with the classic BMW twin circular look in an interpretation that leaves them open at the top. The use of LED technology creates a technically premium impression while adding a striking depth to the headlights.

The eye-catchingly sporty front apron concludes the front end of the BMW Pininfarina Gran Lusso Coupe? as it dips towards the road. The flat, one- piece air intake accentuates the breadth of the front, an impression reinforced by chrome trim that adds a classy touch. The air intake is larger at the wheels and draws attention to the car’s wide, sporty track. Just above the road surface, discreet Pininfarina lettering points to the contributing partner from Italy, like a signature on a work of art.

Elegant sculpture – the side view.

The designers at BMW and Pininfarina set particular store by creating the right proportions. The car’s surfaces display the elaborate form language of BMW while being sculpted with a clarity that is hallmark Pininfarina. Within a powerfully present silhouette, convex taperings on the side add a dynamic elegance and give the body a tautly athletic shape.

At the same time the reduced, precise contours stretch the vehicle and underline its exclusivity with a contemporary touch. The high shoulder line extends almost horizontally along the entire side of the car, imbuing the
BMW Pininfarina Gran Lusso Coupe? with stature and presence. Above it the long roof line flows elegantly into the rear to define the short tail end. Below the shoulder line, a striking countersweep to the roof line emanates from the Air Breather behind the front wheel. Ascending towards the rear, it lends the back section of the car a light and dynamic appearance. All the lines have been designed with keen sensitivity: as they trace their course they become stronger or weaker and, through the changing play of light and shadow, show off the surrounding surfaces to their best effect.

Numerous details accentuate the elegance of the side view. The matt-sheen embellishment behind the front wheel adds a stylish accent as it integrates the side indicator. Another signature BMW detail is the Hofmeister kink – the eye- catching forward bend in the window graphic that is perfectly integrated into the surrounding play of lines. Behind it the V12 logo indicates the powerful engine within the BMW Pininfarina Gran Lusso Coupe?. Pininfarina lettering in the side panel points to the definitive role played by the Italian design company in creating this vehicle, with the Pininfarina logo above it indicating that the BMW Pininfarina Gran Lusso Coupe? was also built by Pininfarina.

The exclusively designed 21-inch wheels perfectly augment the sporty, elegant statement made by the BMW Pininfarina Gran Lusso Coupe?. Five trios of graceful yet powerfully sculpted spokes display a strong visual depth through the application of matt-sheen aluminium, black and black chrome. As such the wheel design blends an elegant multi-spoke style with the sportiness of five-spoke rims.

Sophisticated stance – the rear view.

The elongated side profile leads to a slender and elegant tail end. Striking horizontal elements imbue the entire rear end with a very broad, flat impression. At the same time, the generous surface design of the rear lends it a powerful presence. Between the surfaces, precise contours and horizontal lines break up the rear aspect, resulting in a clever interplay of light and shadow that partitions the entire design and brings it alive. An eye-catching detail is the transition from the roof to the rear lid: two elaborately shaped struts extend the roof pillar towards the rear, ensuring an elegantly fluid transition of the roof line into the tail section.

Extending from the sides, the tail lights embrace the rear end in a single sweeping gesture that brings the side and rear together visually. The tail lights reveal elaborately detailed workmanship and lend the BMW L-shape a slender, almost filigree interpretation. They are set – jewel-like – within high-grade trim in matt-sheen aluminium. A particular highlight is their open design, allowing air to flow through them.

A contemporary take on classical values – the interior.

The interior of the BMW Pininfarina Gran Lusso Coupe? takes up the accomplished fusion of modern elegance and authoritative dynamics as displayed by the exterior. Here the melding of sportiness, exclusivity and comfort makes for a unique interior experience. The fluid underlying geometry of the interior design by BMW takes on an individual character courtesy of the Pininfarina touch. With a special colour concept, choice materials and geometrical details in the doors, centre console and dashboard binnacle, Pininfarina lends further emphasis to signature BMW elements such as the driver focus and layering principle, while accentuating the sporty character of the interior with a fine instinct for cutting-edge and elegant details alike.

The four-seater luxury coupe? rolls out an exclusive ambience to welcome driver and passengers. The front and rear seats from the Pininfarina drawing board embrace all occupants with sporty side supports while providing the highest levels of comfort. From the driver’s seat, a sideward glance will initially reveal the hallmark BMW driver focus: all driving-related functions and controls are slightly angled towards the driver to be within optimal ergonomic reach. The horizontal alignment of the surfaces and lines of the dashboard create an expansive sense of space. The doors take up the flow of lines and invest them with greater dynamics as they follow their course, while the door handles cite the incisive shape of the tail lights as well as the side-panel embellishments as they bring these styling cues into the interior. The rear of the cabin likewise boasts spacious design, with legroom in the back seats of the BMW Pininfarina Gran Lusso Coupe? almost on a par with that of a large luxury sedan.

Select materials and top-quality craftsmanship.

The exclusive colour and material concept is one of the stand-out features of the BMW Pininfarina Gran Lusso Coupe? and eloquently reflects its unique character. Extensive handcraftsmanship further enhances the interior ambience. Finest leather and kauri wood aged more than 48,000 years lend the cabin of the BMW Pininfarina Gran Lusso Coupe? a special aura. The high-grade leather from the Foglizzo leather factory – in black and a light shade of Tobacco Brown – creates a warm, exclusive ambience. Metal highlights in black chrome set a technical counterpoint to the extensive application of natural materials.

All the wood elements in the cabin are sourced from a single piece of kauri wood selected by the Italian timber experts of Riva 1920 exclusively for the
BMW Pininfarina Gran Lusso Coupe?. Kauri wood has a unique grain and shifts in colour from gold to red to brown, depending on the incidence of light and angle of view. Simply polished and oiled, it exudes a particular warmth and naturalness in league with the exclusive leather surfaces of the interior. Native to New Zealand, kauri wood is among the rarest timbers in the world. Its special character derives from the fact that the toppled kauri trees have been preserved in swamps for millennia and can be processed like fresh timber after being retrieved from the fossil swampland.

The roof liner of finest Italian virgin wool features the striking “Principe di Galles” pattern. This grey plaid strikes a bold contrast to the traditional materials used for the doors and dashboard. The brown leather seats also pick up on the pattern in their all-round piping. Allowing extra light into the interior is an oblong aperture in the roof liner which is additionally illuminated by white LEDs. In the footwell areas, a soft deep-pile carpet in dark grey adds to a subtle sense of wellbeing. Another interior detail are the freestanding B-pillars, whose elegant design when viewed from the outside creates a homogeneous glazed area and frameless doors that appear very light.

Pininfarina.

Pininfarina ranks as one of the most time-honoured names in automotive design. What began in the 1930s as a “carrozzeria” building one-offs and limited editions, alongside the visual refinement of high-end automotive technology, has today become one of Italy’s leading design companies. Its operating spectrum stretches far beyond automobiles to include product and industrial design. Through numerous collaborations with a wide range of carmakers, Pininfarina has established itself as a style-defining partner. Simplicity and harmony in look and feel, perfect proportions and innovative functionality are the hallmarks and underlying concept of each and every Pininfarina design.

The article World Premiere: BMW Pininfarina Gran Lusso Coupe appeared first on BMW BLOG

May 22, 2013

The good old days of the German sport sedan were much simpler times. Your carmaker of choice – be it Audi, BMW or Mercedes – would bolt together a supremely competent family sedan that blended high-class comfort and luxury with the ability to cruise leisurely at triple-digit speeds should the need arise. Then, for those who demanded more performance, their motorsport departments would simply massage the power, the chassis and the cosmetics before appending special letters to the badge – S, M or AMG, respectively. Voila, your uber-sedan is ready!

But that was all before the turbo revolution of the last few years. Where we once were given the choice of either standard or hot-rod variants, today there exists a broad spectrum of performance options thanks to the nearly infinite tuning possibilities of the modern turbo engine.

Within BMW alone, most models offer a Sport package, an M Sport package and a full-on M model. Mercedes-Benz has Sport and AMG packages as well as proper AMG models, with optional enhanced performance packages for those, even. Audi offers a similar progression, starting with its S-Line and moving up to S models before reaching the pinnacle RS designation.

With so many choices, striking the right balance between functionality and performance is harder than ever. Enter the Audi S6, freshly updated for 2013 with a fresh makeover and a new twin-turbo V8 feeding its legendary quattro drivetrain. While it represents the top of the mid-size A6 lineup in America (we don’t get the true range-topper RS6, which is built exclusively as a wagon), it actually ends up a bit of an in-betweener in the market. Its most direct BMW competitor, for instance isn’t the M5 but rather the 550i with the M Sport option.

Like the last-gen BMW M5, Audi’s previous S6 was powered by a high-revving V10, in this case a 5.2-liter that shared its basic architecture with the engine in Lamborghini’s Gallardo. Large displacement and high revs make for a thirsty beast though, and in the face of stricter emissions and fuel economy standards, Audi chose a more efficient path for 2013 and beyond. The new formula, as adhered to by BMW and Mercedes as well, involves a smaller direct-injected V8 for everyday efficiency, boosted by a pair of turbos when additional performance is required.

The 4.0-liter TFSI V8 makes 420 horsepower and 405 lb-ft, swapping a modest drop in horsepower (from 429) for a bump in torque (from 398) over the outgoing V10. The sole transmission for the S6 is a 7-speed S-tronic dual-clutch unit feeding power to each corner via quattro all-wheel-drive. It’s a potent combination, allowing a 4.5-second bolt to 60 mph from a dead stop.

While the 4400-pound S6 can keep up with genuine sports cars in the sprint, it’s also quite docile to drive in real-world traffic. Unlike its V10 predecessor, peak torque can be summoned with as little as 1400 rpm on the tachometer. You don’t have to drive this one like an animal to dip into its performance potential.

Power delivery is exceptionally linear, feeling much more like a supercharged engine than one boosted by turbos. Missing is that wallop of out-of-nowhere torque that often accompanies high-strung V8s when the boost lights up. Instead, it has strength from down low and just keeps making more as the tach winds up. This engine is a distance runner more than a sprinter, eager to soak up long stretches of Autobahn at triple-digit speeds without breaking a sweat.

Cruising at a more relaxed pace allows the S6 to take advantage of its cylinder-deactivation feature. In steady-state driving where its only job is to maintain momentum, the engine seamlessly shuts down four of its cylinders, effectively becoming a naturally aspirated 2.0-liter miser. This works in conjunction with active engine mounts that counteract the resulting arrhythmia and an active noise cancelling system that tunes out unpleasant frequencies in the cabin. Automatic start-stop is also standard, and this whole collection of energy conservation tricks results in EPA ratings of 17 mpg city/27 mpg highway/20 mpg combined, though we barely broke through the city EPA rating in over 300 miles of mixed driving.

The 7-speed gearbox shifts quickly, as expected of its dual-clutch arrangement, though it seems a little too eager to upshift, even in its sport setting. Presumably the priority here is fuel efficiency, which begs the question of why Audi chose a 7-speed DSG when more efficient 8-speed automatics are available. Manual shifting remains an option with either paddle shifters or the shift lever, but otherwise the transmission is a bit of a letdown for performance-minded drivers.

Common wisdom holds that all-wheel drive offers an undeniable performance advantage, but whether it makes for a more engaging driving experience remains the subject of much debate. Without a doubt, the S6’s 0-to-60 sprint benefits greatly from all four wheels clawing at the asphalt when torque is unleashed upon it. But what about fast corners on a perfect road?

Having heard the critique of auto journalists and driving enthusiasts alike, Audi has made a conscious effort in recent years to dial out the traditional front-biased chassis dynamics of its Quattro system. That means addressing both simple matters like tuning the front-to-rear torque split as well as more complex issues like getting more of the engine’s mass behind the front axle for better overall balance.

The electronically controlled “sport” center differential favors the rear axle in the 2013 Audi S6, delivering 60 percent of the torque there under normal conditions, and as much as 80 percent under severe conditions. Should conditions warrant, as much as 70 percent of the torque can be sent to the front. The result is a chassis that feels much more neutral than previous generations, though it’s still no replacement for the thrills of tail-out oversteer.

Audi’s steering feel has long been the other point of contention with drivers in the know. Unfortunately, the S6’s electrically boosted power steering does more to uphold the tradition than eradicate it. Steering effort is light at low speeds and predictably firmer at higher speeds, but communication still gets diluted from the road to the tires to the steering wheel. Audi isn’t alone in the dilemma of how to deliver meaningful road feel while filtering out unwanted feedback like potholes and expansion joints, but its cars still suffer from a more synthetic feel than its peers.

Thankfully, the rest of the S6’s chassis behaves better than the steering. The suspension benefits from air springs, which compensate automatically for driving conditions and load to deliver an excellent balance between handling performance and overall comfort. There is no selectable damper setting, however, as with some if its competitors.

The brakes are up to the task of hauling the big sedan down safely from serious speeds, though they’re probably less than ideal for a track day. Conventional cast iron rotors measure up at 15.7 inches up front and 14.0 inches in back, squeezed by four-piston and two-piston calipers respectively. Finished in black with the trademark “S” logos, these are prominently visible behind the S6’s standard 19-inch alloys, wearing 255/40 performance rubber at each corner.

Forever the underdog in the race for German sedan supremacy, Audi has gained a lot of lost ground with excellent design, both inside and out. Clean, minimalist exterior styling combined with rich, elegant interiors has been its game plan for more than a decade now, and this new S6 isn’t about to derail that.

A clean-sheet design for 2013, the new S6’s exterior is less controversial than a BMW 5-series and less fussy than the recently updated Mercedes E-class. That said, it also breaks no new ground in terms of style, essentially the latest evolution of a form language that debuted before Y2K. Reshaped grilles and new all-LED lighting are the main differentiators between this and previous A6/S6 generations, and the average guy on the street probably still can’t tell an S6 from an S4 or S8 at first glance.

The interior upholds Audi’s tradition of combining elegance with technical sophistication through superior material selection. The S6 cockpit is a classy blend of real carbon fiber and aluminum with sumptuous leather. The sport seats even feature perforated and diamond-quilted inserts, lending it an air of bespoke exclusivity that was once a rarity served up only on cars like Aston Martin and Bentley. Back seat passengers are treated to generous space and their own climate controls.

Audi’s MMI system, once regarded as the standard in multi-function interfaces, remains simple and easy to navigate with its direct-jump buttons. Audi also mounts the single-purpose audio volume knob on the center console, adjacent to the main MMI controller; while this is convenient when your hands are already there, it’s a bit less intuitive when your hands are on the steering wheel, and it seems to encourage one-handed steering accompanied by the “Ingolstadt Lean.” In contrast to its competitors’ decision to mount fixed iPad-like displays on the dash, Audi installs a unit that neatly disappears when not needed for a cleaner, less distracting appearance and perhaps a reduced likelihood of a miscreant breaking into to nab what appears to be a valuable tablet.

With the latest S6, Audi is determined not to give up any ground to either Mercedes or BMW in the hot sedan space. It’s a fast, comfortable, good-looking missile that checks all of the right boxes on paper. Its only shortcoming – and this only applies to the fringe loonies who actually, you know, like to flog their expensive toys on a twisty backroad – is in the driver engagement department, where too many layers of electronics separate the guy at the wheel from the action at the road.

Article sponsored by Audi of Bedford

The article Test Drive: 2013 Audi S6 appeared first on BMW BLOG

May 21, 2013

Tesla has had quite a good run lately. Their stock has nearly tripled in the past six months; the Model S has been showered with accolades including Motor Trends 2013 Car of The Year, Automobile Magazines 2013 Automobile of The Year and Consumer Reports recently awarded it the highest score of any car they have ever tested. Think about that for a minute. Consumer Reports has been testing cars for over seventy five years, they now test about 80 cars per year and the Model S achieved a score of 99 out of 100 which is the highest any car they have tested has ever scored. Ladies and gentlemen, the electric car has arrived.

I’ve had the chance to take a Model S on a short drive before, but last week I had a brand new 85kWh Model S for the afternoon, courtesy of friends Phil & Nancy Blackwood. The Blackwoods were in BMW’s MINI-E program as I was but elected not to lease an ActiveE as I did; citing the need for more range than the 94 mile EPA rated ActiveE would deliver.

Like me, a few months after they got their MINI-E back in 2009, the Blackwoods installed a solar array on the roof of their house. As was the case for me, it only took a few months of driving electric to convince the Blackwoods that they would be driving electric from then on. Once you experience that revelation, the decision to go solar is an easy one. Having the ability to make your cars fuel by capturing sunshine is just too good to pass up and many other electric vehicle owners have done exactly what the Blackwoods and I have.

So wanting to drive electric but needing more than 100 miles of range the choice was clear; they would buy a Tesla Model S. The Model S is available in two battery sizes. The 60kWh battery is EPA rated at 208 miles of range and the 85kWh battery is rated at 265 miles. The 60kWh version starts at $71,070 and the 85kWh costs $81,070. There is also a performance version which costs $96,070. They all qualify for a $7,500 federal tax credit which is not included in the above pricing. Some states also have additional incentives for zero emission cars. For example I live in NJ and electric cars are tax exempt so that would account for an additional $5,000 to $7,000 of savings over a comparably priced gasoline car. The car I drove was an 85kWh, (non performance version) and with options cost about $86,000 before the $7,500 federal tax credit.

When Motor Trend tested the 85kWh performance version it achieved a 0-60 time of 3.9 seconds. The non-performance version such as the one that I drove has a 0-60 time of 5.4 seconds. I’ve driven cars as fast as this, but the experience of driving an electric car this fast is really surreal. Having 325lb-ft of instant torque at your disposal at any speed, combined with the ultra quiet and vibration-less cabin is hypnotizing. All you want to do is punch the accelerator at every opportunity. It handles like a sports car, partly because of the low center of gravity. The battery pack which is the heaviest component of the car is located beneath the passenger compartment, and employs the same modern body-on-frame architecture that the BMW i3 will use. I believe this is the best way to properly engineer an electric car and I am very happy BMW agrees. Internal combustion vehicles can never have such a large percentage of the vehicle’s weight at or even slightly below the axle line and this is a great advantage for improved handling.

Once inside the Model S it’s apparent the cabin is very spacious for a car of its size. Cargo space is also plentiful and in addition to the rear hatch area there is a large front trunk or as Tesla calls it, a “frunk”. This is also due to the dedicated electric vehicle architecture. Since the entire drivetrain is below the passenger compartment, there is more interior and cargo space available. Again, the i3 will share this advantage and BMW has said the interior volume of the i3 will be nearly as much as in a 3-Series, even though the car is much smaller.

However the i3 will not have a 17” touchscreen display that is basically the entire center console and controls just about everything in the car like the Model S has. It’s huge, very clear, full of features and intuitive to use. You can open and close the sunroof by sliding a bar back and forth, browse the internet, get directions, view your energy consumption data and much more. The rearview camera display uses half of the screen and is necessary in my opinion as looking back from the drivers seat doesn’t offer the best rear view. You also have access to any song you want to hear, all you need to do is use the voice command and call out the song you want. The car finds it over the internet and plays it. I used all day and only once did I have trouble getting the song I wanted to play.

Charging times at home can vary depending on whether or not you buy the optional 20kW onboard charger. The car comes standard with a 10kW charger which would take about 9 hours to fully charge a totally depleted battery. The optional 20kW charger costs $2,700 and cuts the charging time in half. It’s important to note that these charging times are for a fully depleted battery which is good for 200 to 300 miles depending on driving conditions. However let’s say you drove 60 miles one day and then plugged in. With the 20kW home charger you would be back to 100% charged in about an hour, without it two hours.

The 85kWh Model S also comes standard with Tesla’s Supercharging feature allowing owners to charge the car at Supercharger locations for free. Telsa allows their customers to use their Supercharger network at no cost and has promised that they will always be free. Therefore if you happen to live near a Supercharger you can basically charge your car there all the time and never pay a penny for your fuel for as long as you own the car. Superchargers can charge the car more than 50% in about a half hour.

Tesla is installing their Superchargers along major corridors across the US. It’s a proprietary network and other electric vehicles will not be able to use it. Tesla wasn’t satisfied with the industry standard J1772 connector that all other electric vehicles use so they designed their own connector. It’s sleek, much smaller than the J1772 connector and can charge from all sources of electricity from 120V to the 480V Supercharger supply. I like Tesla’s connector much more than the J1772. It’s sleek and lighter and easier to plug in. Telsa also provides Model S owners an adaptor so they can charge the Model S from any standard public charger that uses the J1772. Even the charge port has a unique location and is hidden beautifully behind the driver’s side taillight, eliminating the need for a dedicated fuel filler door.

It doesn’t take long to realize Tesla really took nothing for granted and really started with a clean sheet of paper when designing the Model S. Aerodynamics is very important for efficiency with EV’s and Tesla managed to achieve a .24 drag coefficient for the Model S giving it the lowest Cd of any production car today. The first thing you notice when you walk up to the car are the door handles. They retract into the door to reduce aerodynamic drag but as you walk up to the car with the key they automatically slide out to allow you access.

After getting inside you realize there is no “ON” button. To turn the car on you simply step on the brake and the car silently comes to life. Brilliant. Tesla eliminated everything you usually need to do before you step on the brake and put the car in gear. You don’t need to unlock the door to get in, or put the key in the ignition or even turn it on. You just walk up to the car with the key in your pocket and the door handle automatically extends out to you. You then get in, simply step on the brake, put it in gear and you’re off.

I’ve driven just about every modern electric vehicle and nothing really compares to the combination of luxury and performance of the Model S. My ActiveE is a great car, and I would say the fit and finish of the ActiveE is much better than that of the Model S, but the performance of the Model S is just astonishing. I know many BMWBLOG readers are true performance enthusiasts, and some probably wouldn’t even consider getting an electric car. Do yourself a favor and go to a Tesla store and arrange a test drive, even if you can’t afford one or have no intention of ever buying one. It’s just an experience every car enthusiast should have. The neck-snapping torque will put a grin on any petrol head’s face, I promise you. I can only hope the cars in BMW’s i brand captures the same exhilarating driving experience the Model S provides. Being a premium performance brand, and based on their track record I have no reason to believe otherwise and look forward to driving the i3 and i8 later this year.

It seems others agree the Model S has the goods also because since it’s launch the Model S is selling very well. In fact for the first quarter of 2013 it has outsold all other luxury cars in its class. (Link to CNN story).

I was thinking of the best way to summarize the Model S driving experience and then I read what Consumer Reports Jake Fisher wrote about it and realized he nailed it: “It accelerates, handles and brakes like a sports car, it has the ride and quietness of a luxury car and is far more energy efficient than the best hybrid cars.” That pretty much says it all.

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