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BMW Introduces New 1 Series Coupé; Twin-Turbo 4-Cylinder Diesel Model
3 July 2007
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| The 1 Series Coupé. |
BMW has expanded its 1 Series with a new Coupé model that offers a choice of three versions: the 120d, 123d and 135i.
Both the 123d and the 135i are weighted toward power and performance; the 123d marks the production application of the world’s most powerful four-cylinder diesel engine, and the 135i marks the first time a twin-turbo gasoline engine has powered a 1 Series car. The 123d diesel delivers fuel consumption of 5.2 l/100km (45 mpg US) and CO2 emissions of 138 g/km.
The 204 hp (153 kW) 2.0-liter diesel in the 123 is the world’s first all-aluminium diesel to have an output per liter figure in excess of 100 hp. It is also the first four-cylinder production diesel to come with twin-turbo technology.
Peak torque is 400 Nm (295 lb-ft) from 2,000 rpm, while the engine revs to in excess of 4,400 rpm where peak power is attained. This performance equates to a zero to 62 mph time of 7.0 seconds and a top speed of 148 mph—previously unheard of figures in such small capacity production diesels.
The 2.0-liter engine in the 120d produces 177 hp (132 kW) of power; 350 Nm (258 lb-ft) of torque; and a zero to 62 mph time of 7.6 seconds with fuel consumption of 4.8 l/100km (49 mpg US) and CO2 emissions of 128 g/km.
Both the 123d and 120d come with Auto Start-Stop technology, Brake Energy Regeneration, third-generation common-rail fuel injection, a diesel particulate filter, active aerodynamics, Electric Power Steering and low rolling resistance tires to aid in fuel efficiency.
The high-end 135i uses a six-cylinder 3.0-liter twin-turbocharged gasoline engine that produces 306 hp (228 kW). The 135i is capable of accelerating from zero to 62 mph in 5.3 seconds before going on to an electronically-limited top speed of 155 mph. The engine develops peak torque of 400 Nm (295 lb-ft) from just 1,300 rpm.
The 135i has a fuel consumption rating of 9.2 l/100km and CO2 emissions of 220 g/km.
| BMW 1 Series Coupé | |||||
|---|---|---|---|---|---|
| Model | Power hp | Torque Nm | 0-62 mph Sec. | Fuel Cons. l/100km | CO2 g/km |
| 120d | 177 | 350 | 7.6 | 4.8 | 128 |
| 123d | 204 | 400 | 5.0 | 5.2 | 138 |
| 135i | 306 | 400 | 5.3 | 9.2 | 220 |
July 3, 2007 in Diesel, Fuel Efficiency | Permalink | Comments (27) | TrackBack (0)
Comments
Posted by: Greg Faulkner | July 07, 2007 at 05:54 PM
stupids you dont even given a picture of the car sohow would we know the car
Posted by: | November 02, 2008 at 01:02 AM
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A former post referenced that the EPA has now cleared the way for clean diesel autos in the U.S. by finally approving SCR-type, De-Nox reduction technologies, however, this is not entirely the case, especially as it relates to these smaller cars like the one featured in this article.
The real issue for four cylinder diesels in America is the premium cost to bring them here with poor exchange rates and the De-Nox devices that must be used to meet tier 2, bin 5 as it relates to NOx limits. No 2.0 liter four cylinder will require SCR. SCR is used for larger (V-6s and V-8s) engines. Another Nox-reducing technology is used for 2.0ish four cylinder engines. It is called LNT. The EPA did not have to preaprove LNT because it does not require that the consumer or dealer add an external fluid to maintain emission compliance. The downfall of LNT, however, is the high cost premium, which is currently at about $1800 per unit. This is more than the cost of some diesel engines just to help reduce NOx down to American standards. This is why we are not going to see cars like the Mini D and the VW Polo TDI that get outstanding fuel economy. Manufacturers are forced to apply these engines only to high margin vehicles to offset this huge cost investments. This can't be done in subcompact vehicles, because Americans won't spend that kind of money for subcompacts.
VW will introduce three new models sporting an LNT-type system for reducing NOx for sale in all fifty states. First will be a Jetta Sedan TDI and a Jetta SportWagon TDI in the first quarter of 2008. A new SUV, a Tiguan TDI will soon follow. There will be no more models from any manufacturer that will be coming out just for forty-five states as the rest of the country will be moved to tier 2, bin 5 by 2009. In other words, all states will soon be on the same standard for diesel passenger cars, and this is why Mercedes-Benz and VW are working frantically to get their V-6s approved with SCR systems. VW will actually switch from a 5.0 V-10, currently in the Touareg TDI, to a 3.0 V-6 in that vehicle to help them meet tier 2, bin 5. MB will stick with their current, 3.0 V-6. BMW will introduce a 3.0 V-6 also with SCR, and Audi will use the same 3.0 V-6 used in the VW Touareg to go in the Q-7. That will be it through 2008.
2009 will bring the Ford F150, 4.4 V-8 from Ford Europe (SCR) and a Honda, 2.2 I-4 using LNT of their own design, probably in the Accord.
2010-2011 will bring the Hyudai Veracruz (3.0 V-6 SCR); Nissan Maxima (three literish--SCR); Chevy/GMC Silverado/Sierra 1500 with a 4.9 V-8 Duramax (SCR); a Dodge Ram 1500 with a Cummins 5.6 V-8 or Cummins 4.2 V-6 (SCR); and a Mitsubishi Lancer (engine unnannounced).
Of course more diesel news will follow. Expect Mercedes-Benz to offer a 4.2 V-8 BlueTec for the GL and possibly, the Jeep Grand Cherokee and S-Class MB lines.