If you can’t believe that BMW is releasing a coupe that is reminescent of the 2002, then watch the preview video of the 2008 1 Series Coupe. For more BMW videos and other car review videos, check out Roadfly’s Video Sharing section.

We’ve posted the 2007 Mitsubishi Outlander Car Review Video on our Video Sharing site. This little crossover brings some surprises to that table that other competitors haven’t considered, like the drop-down tailgate for easy lifting into the cargo area. For more car review videos, see Roadfly Video Sharing.

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Check out the car review video of the 2007 Volvo S80. The brand that has been known for safety seems to have also stepped it up in the luxury and style department. We’ll have our full review and pictures up soon. We think you’ll be pleasantly surprised at what Volvo has done with the S80.

In a sea of silly automotive names, Volkswagen’s new Eos stands out. The car is named for the Greek goddess of the dawn, in contrast to the muddy mess of number-centric nomenclature that plagues the industry today. And unlike some names (Pontiac LeMans, anyone?), the Eos’ handle is entirely fitting.

The story with the Eos – despite its inherent capability as a regular car – is its folding hardtop. As far as we know, it’s the only top of its kind on the market. A folding hardtop; big deal, you might say. Mercedes-Benz’s SLK had one in 1997, and that wasn’t even the first. So why all the fuss?

Put simply, the Eos’ top is a jack-of-all-trades. In addition to folding into the trunk in under thirty seconds, which is now almost mundane, the Eos has a bona fide sunroof. No other manufacturer offers a hardtop convertible like this. The top panel is glass, rather than metal, so the Eos can let in the sunshine even when the roof is up. It tilts and slides, and offers a good enough open-top experience on its own.

When you want to go all the way, the Eos is happy to oblige. The sunroof and power top are controlled through two small buttons on the leading edge of the car’s center console. Before you put the top down, make sure you’ve got a minute to spare. Considering what a technological marvel it is, it happens very quickly, but it’s not a process you want to rush.

The windows roll down, the bottom half of the c-pillar swings upward over the roof, and the entire ensemble of panels then retracts into a chasm created by a symphony of opening body panels and a trunk opening clamshell-style. The entire process takes less than 30 seconds, although it can seem interminable waiting for the trunk to close.

So, the top is like something out of Transformers. What about the rest? The Eos is built on the same platform as the front-wheel-drive Volkswagen Passat, so it’s already somewhat of a known quantity despite its new appearance (the first coupe body built by VW since the Corrado). It shares engines and transmissions with the rest of the VW lineup, and our car came equipped with the top-of-the-line drivetrain: a 250-hp, 3.2-liter VR6 mated to the stupidly good Direct Shift Gearbox, or DSG.

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If you’re not familiar with DSG, it’s basically an automated manual transmission with two clutches, which enables the elimination of the torque converter, that scourge of conventional automatics. Shifts are direct and precise, even hard, contrasting with the slurry, imprecise gear changes of traditional slushboxes. Once you go DSG, you won’t go back. Shifts take just 8 milliseconds, and fuel economy is much improved. Whereas a traditional automatic presents a considerable trade-off in the area of driving involvement when compared with a manual gearbox, the DSG makes no such compromises.

This pays dividends in a variety of areas. DSG can be used in fully automatic mode, or a semi-manual mode. In manual mode, we were slightly frustrated by the transmission’s habit of upshifting at redline, and downshifting from sixth to third when the pedal was mashed. But those are the only niggles in what is otherwise a sporting drivetrain for the masses. We had the DSG in manual mode the entire time, and being able to skip 3 gears at a time with the precision of a racecar is reason enough to buy a VW product. Fuel economy is a uperior to any other kind of gearbox, and our Eos got highway mileage well into 30-plus miles-per-gallon territory despite having the brawniest motor.

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That motor makes 250 hp at 6300 rpm and 235 pound-feet of torque at 2500-3000 rpm. And the Eos, despite its bulky convertible mechanism, only weighs about 3700 pounds. That makes for a pretty sprightly combination, and the Eos is quicker and more responsive than we expected it to be. Not to mention it makes a very throaty growl when pressed hard, with a rasp almost like that of the last six-cylinder BMW M3.

However, this is merely a sporty car, not a fully-fledged sports car. Turn-in is brisk and linear, and on smooth pavement the Eos is completely civil. However, over rough pavement it exhibits the classic cowl shake and squeaks that plague all convertibles. No getting around that, so we don’t see a reason to complain. One thing that could use some improvement is the Eos’ braking. The pedal feel just isn’t very firm, and doesn’t jibe with the high-revving nature of the car’s powertrain.

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The end result is that VW has produced a genuine four-season convertible. Front-wheel drive, European luxury and aesthetics, the most versatile roof in the business, and cutting-edge performance make the Eos a convertible you can drive no matter the weather. Most convertibles are weekend playthings, but this Eos is roomy and fuel-efficient enough to be your only car. Visibility is superior to most convertibles, as well.

Our loaded VR6 model came out to $40,930, including a Dynaudio sound system ($1,000) and a DVD-based navigation system with a six-CD changer mounted in the center armrest ($1,800). However, if you choose your Eos with the 200-hp 2.0T (VW’s bulletproof turbocharged four), you can get in for less than $29K. The Eos isn’t perfect, but it’s the most versatile convertible we’ve ever seen, and as such we think the price is entirely reasonable.

Check out the first official video of the 2008 BMW M3 launch in Spain. For more info on the newest version of the M3, check out the site, BMW M3 tags on Roadfly.com for more photos, videos, and stats.

YouTube link to RoadflyTV

More M3 videos: video.roadfly.com

World’s Largest BMW M3 Forum: M3 Forum

We just returned from our first drive of the new Infiniti G37 Coupe. Infiniti has done it again. The car is truly a fun and sporty car to drive. Infiniti has managed to maintain the “sport coupe” characteristics of the car and not allow the “luxury” characteristics to over power the sporty fun.

We’ll have our full preview, pictures and, of course, the video in a few days. And yes, we’ll have pricing too. I will give you this hint. The Infiniti G37 Coupe is definitely the best value in the luxury sport coupe segment. Enjoy the teaser!

Also available on the RoadflyTV site on YouTube. Infiniti G37 Teaser Infiniti G37

Minivans are perfect for anyone with kids, especially when they’re in the younger ages. My four and six year old are constantly asking me when a minivan is coming to the office and were quiet ecstatic to hear that we would be taking a minivan to the beach for Memorial Day weekend. The Nissan Quest proved to be the perfect vehicle to haul my family, luggage, coolers, sand buckets and all, on a long road trip to the beach.

I knew the Nissan Quest was a winner when I started to pack up the car for the trip. The rear cargo area drops down to give you an extra 4-6 inches of packing room, which may not sound like much, but in the grand scheme of packing, it’s HUGE. Also a perk are the sliding doors and back hatch buttons programmed into the key so that when carrying a tired kid or a load of groceries, you can just hit a button and the door opens for you, instead of wrangling and readjusting to open the door. For a road trip, once the family and baggage is crammed into the vehicle, you don’t want to be paying an arm and a leg just to get there, so the 18 city/25 highway fuel economy was appreciated. The get up and go of the Quest is also not to be overlooked, because the 3.5L V6 puts out 235hp and 240 lb-ft of torque.

All of the controls were right at arms reach for me, at 6′3″, and still as reachable for my wife who is only 5′5″. There were cup holders and cubbies galore, some hidden, like the one underneath the DVD storage compartment, and some of various sizes. The DVD player for kids with wireless headphones so that adults could still listen to the radio or talk was a hit with the kids and the adults. Nissan threw in a touch of class with the probably un-necessary but appreciated four skylights on the roof.

You can also watch the 2007 Nissan Quest Video on YouTube.

Convenience-wise, there were many features that made the Quest a great family vehicle. The power controls for the sliding doors and back hatch made it easy for my little girls to close with a push of a button (even the back hatch button was low enough for my six year old to reach). Just like a button to pop the trunk, Nissan incorporated a button up by the rearview mirror to open the back hatch. The hooks on the back of the driver and passenger seats made for groceries staying in the bag on the trip home and out from underfoot of the kids who aren’t the most conscious about what they may be stepping on.

The Nissan Quest is a great vehicle for the family on the go: decent horsepower for the man not to feel emasculated, ample cubbies for the wife to stay organized, and plenty of entertainment and kid-friendly features to keep children happy.

Roadfly tests a lot of cars, and we are inclined to look for the good in all of them. However, in some cases we don’t have to look very hard. One of these cases presented itself this past week in the form of the 2007 Civic Si sedan.

Let me take a moment to dispense with my personal and professional biases. I am a Honda fanboy to the core. My first car was a black 1998 Civic HX coupe, which featured the world’s first viable continuously variable transmission and got 40mpg. I replaced it with what is almost universally regarded as the best-handling front-wheel-drive car of all time – the 2001 Acura Integra Type-R. With 195hp, a limited-slip differential, and an awesome roar at 5700rpm when Honda’s variable valve timing system (VTEC) kicked in, it was a formidable weapon.

My buying habits may at the outset appear to compromise my objectivity. However, I hold Hondas to an even higher standard than the other cars I review, precisely because I buy them. I’ve never owned anything else. So with that in mind, the Si is a worthy heir to the screaming front-drivers that have come before it: in particular the 1992-2001 Integra and the 99-00 Si coupe. The last-generation Si, produced from 2002 to 2005, was a solid car but lacked the winding powerband and 8000rpm-plus redline of the true cult classics.

The 2007 Civic Si has 197hp, a limited-slip differential, and the same VTEC kick at approximately 6000rpm found in the old Type-R. It even has a similar interior, with black alcantara (faux suede) seats with fabric inserts and red stitching. Like previous Si models, it has a sunroof. But for this year, the big news is the extra set of doors.

The impact of those two doors goes far beyond the obvious increase in interior room, or the totally flat floor that makes the Si sedan a true five-seater. It transforms the entire ownership experience. Being active in the Honda community, I know many young enthusiasts that sold their Integras, CRXs or Civics (coupes or hatchbacks) because they started a family and needed something more practical. It killed them to do it, and they invariably moved on to something they enjoyed far less than their screaming VTEC Hondas.

Now they won’t have to. The Si brings all the excitement of the coupe (introduced in 2006) and adds a serious dose of practicality. In our video review of the Si, I called it a car that a Honda enthusiast would never outgrow. It’s well equipped, roomy, and efficient. Not to mention a hell of a lot of fun, and typical Honda in its devotion to harmony with its driver.

Hondas and Acuras typically hit the showroom floor nearly loaded, with only a few high-dollar options to be selected. Our tester Si, decked out in the classic blue-flaked Honda hue called Nighthawk Black Pearl, was upgraded with an excellent navigation system. It features voice recognition, and the screen neatly slides to reveal loading slots for the navigation DVDs, normal CDs, and a PC card. Nav systems can be a real pain to operate, but true to Honda form this is exactly the opposite. It’s touch-sensitive, and all you need is common sense to figure out how to operate it. A neat feature is that when the driver dims the Si’s instrument panel more than two clicks, the navigation screen will completely change its color and contrast. The idea is to use the brightest setting for daytime, and the darker setting at night.

The instrument panel has been a source of controversy for the new Civic in general – many reviewers have been put off by the double-dash design that leaves the tachometer in the traditional spot, but re-locates the speedometer to a digital display very near the base of the car’s windshield. For my part, I appreciate it – if you’re on crowded roads and need to watch your speed primarily, the speedometer won’t take your eyes off the road. What’s more, the large digital readout ensures that you don’t need to visually process the needle’s position on the gauge.

However, once you get the Si into an environment where it can stretch its legs -i.e. the drag strip or a road course – the tachometer is front and center. And the Si has some serious legs. The 2.0-liter K20 engine has a broad torque curve, and once that needle pops past the 6,000 mark the Si howls in a frenzy of high-profile cams and blazing piston speeds. Like all VTEC Hondas, the Si has a dual personality – docile and compliant when driven lightly, yet hair-raising and symphonic when pushed hard.

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The only disadvantage to this magical Jekyll and Hyde act is that you must push the Si very hard to extract maximum performance. Some of our staff members remarked that the car felt “slow,” yet it dashes to 60mph in less than 6.5 seconds. In order to stay in the powerband (6,000rpm and above) when you upshift, you must wring the Si out to within a few hundred rpm of redline. Otherwise, you’ll be left wondering what all the fuss is about. But that’s the beauty of this car. It accelerates furiously with the right technique, yet still gets over 30 miles per gallon on the highway if you stay out of the higher rev ranges.

Despite its sporting credentials, the Si sedan is still a Honda. That means it just works, plain and simple, in the subtle ways that you never think about before you buy a car but grow to love later on. An example is the operation of the sunroof. It opens and closes automatically with one push or pull of the switch, and even when tilted upwards, one touch is all you need to open it completely. It’s a small thing to be sure, but after experiencing such a simple, common-sense approach, all other sunroofs seem cumbersome and annoying.

That’s the Si in a nutshell. Thoughtfully designed, ruthlessly efficient, yet absolutely thrilling when you put the spurs to it. Hondas in general will never look as good on paper as they do on the road – the only way to appreciate their charms is to go drive one yourself. As if there weren’t enough reasons already, the Si sedan has a base MSRP of $21,290. Our tester, equipped with the navigation and the premium sound system, and XM Radio, rang in at just $23,835 including all destination and handling charges. As a footnote to this article, my Integra Type-R was sadly stolen a little over a month ago. There’s only one new car out there right now that could possibly replace it, and that’s the 2007 Civic Si.

“Sports Activity Vehicle”. “Crossover Utility Vehicle”. “Sport Touring Vehicle”. These are common euphemisms for sport utility vehicles which have been designed and marketed to show off their on-road prowess more than any off-road capabilities.

Infiniti’s FX line helped to define this segment when it debuted in 2003. Now in its fifth model year, the FX might be expected to be showing its age. However, our test vehicle, a black Infiniti FX45, not only exemplified the “Sport” in SUV, but came equipped with a host of cutting-edge technology. The standard 4.5-liter V8 puts its 320 horsepower to the ground through standard 20-inch wheels wrapped in fat 265/50R20 tires. On the inside, from the 6-disc in-dash CD changer (including MP3 capability of course) to the ‘technology package’, the rear-seat DVD entertainment system, and to the standard Bluetooth hands-free phone system, the FX45 is full of toys for kids of all ages.

All of this fun comes wrapped in a body which was cutting edge when we first saw it on the road in 2003, and continues to look fresh in 2007. Other manufacturers have gone to a more edgy, hard design, but the FX manages to look both modern and sleek with its curves and powerful stance.

Our FX45 had a base price of $49,850 ($50,550 including destination charges), but the technology package ($4,200) , DVD entertainment system ($1,400), cargo cover ($70) and aluminum roof rail crossbars ($350) pushed it to $56,570 out the door. While this is not cheap, it compares very favorably with the Infiniti FX45’s competitors, which include the BMW X5, the Mercedes ML, and the Porsche Cayenne.

There is some heavy competition in this segment of the SUV market. Contenders have to impress discerning and critical buyers with their power, handling, appearance, technology, ergonomics, and comfort. The Infiniti FX45 does not disappoint on any level.

Its road-handling capabilities are among the best in its class, and it easily outperforms many cars we have tested! A stab of the fun pedal provides immediate and intense acceleration, and the V8 produces a rumble from the twin exhausts which many sports cars should desire to mimic. The FX45 impressed us by reaching 60 mph from a standstill in just over 6 seconds. A look at the window sticker shows fuel economy estimates of 14 in the city and 18 on the highway. We actually achieved a little better than that on the highway, but in town we were having so much fun with the right pedal that we didn’t think it would be fair to check our mileage there. We’ll trust the window sticker.

The FX45’s interior is both luxurious and comfortable, yet not soft and cushy. The front seats are among the most supportive and cradling of any SUV we have tested. The side bolsters are not intrusive, yet they extended just enough to hold us comfortably during rapid lane changes and hard cornering.

Speaking of cornering, the Infiniti FX45 manages to inspire enough confidence in its abilities to allow you to throw it into a corner much in the same way you would a sports coupe, yet it maintains the higher seating position and improved visiliby which so many love about SUVs. The sticky 20-inch tires undoubtedly helped with this, but the overall feel of this vehicle speaks volumes to the abilities of Infiniti’s engineering and testing.

If we had to criticize something about the FX45, it would be that some of its electronic systems are not entirely intuitive to use. The navigation system works well and is easier to use than many we have tried, but the radio controls proved to be a little more challenging than we would have liked. Examples of this are a knob that needed to be pushed to change between XM satellite radio ‘genres’ (but it had no label identifying the performing function) and a ’seek’ button on the steering wheel which didn’t behave in the same manner as the ’seek’ buttons on the dash. These are minor complaints, however, as even without reading the owner’s manual, we became comfortable with the systems in the FX45 in the few short days we drove it.

The sound system in the FX45 is crafted by Bose, and it provides strong sound with plenty of bass and clear treble through 11 speakers, particularly when fed a clean digital signal from the optional XM radio package our FX45 came with. The heart of the electronic wizardry in the FX45 is a 7″ color LCD screen mounted in easy view of the driver. While we would have preferred that Infiniti include an intuitive touch screen interface, we found their scroll dial and arrow buttons to be more than adequate to operate all imporant functions such as HVAC, sound system, and the navigation system.

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When the FX45 is placed into reverse, it automatically activiates a rear view camera, displaying the video it captures on the in-dash screen. While at first this might seem to be a gimmick we now wonder how we can live without it. It made parallel parking a breeze as well as eased navigating in and out of tight mall and nightclub parking spots.

The same technology package that equipped our FX45 with GPS navigation capabilities and XM satellite radio also included something Infiniti calls the “Lane Departure Warning System”. If you drive an Infiniti with this feature without knowing about it, you may from time to time be surprised by a gentle warning beeping. You’ll soon realize that this is triggered by you weaving too close to dividing lines on a highway, or crossing them without signalling. In normal driving, you won’t hear it at all, but if your attention is diverted by any reason, or if you start to nod off and drift too close to the edge of the road your lane, the Infiniti detects this and gently alerts you to return to the center of your lane. This kind of innovation is something we would like to see in more vehicles, as we believe it is a truly useful safety feature.

In summary, the Infiniti FX45 is a pleasure to drive. It offers plenty of room, yet offers the feel of a grand touring sports car from the driver’s seat. Our time in it felt too short, and we would have loved to take it on an extended test. The FX45 has us salivating for some seat time in Infiniti’s upcoming ‘EX concept’. Haven’t heard of that? Just wait; we’ll have the exciting details here soon!

To view the all-new 2008 Mercedes-Benz C-Class is to view the future of the brand. We all know by now that the vaunted German brand has not been so vaunted over the years. Complex and unreliable electronics have taken some of the luster off of the three-pointed star, as Mercedes loyalists and new purchasers of the brand have faulted Mercedes’ quality and indifferent dealer network.

Dieter Zetsche, Chairman of DaimlerChrysler and Head of the Mercedes Group, has made restoring the legendary quality of Mercedes-Benz his number one priority. Ensuring that purchasers get a first class sales and service experience is also a main priority. Time will tell if dealers have listened to Zetsche’s decree, but after driving the all-new 2008 C-Class, it’s quite clear that everyone on the design, engineering, and manufacturing teams have listened well.

Internally designated as the W 204, this fourth generation C-Class is easily the best C-Class ever, and ranks in build quality with top-of-the-line big brother S-Class. When compared to last year’s W 203 model, the new C-Class is far more rigid, significantly quieter, and more spacious inside.

The rigid body shell can be attributed to the extensive use of high strength and ultra high strength steel, found in 70% of the body structure. The rigid shell, combined with Mercedes’ “Agility Control” suspension, mean road manners are superb. Agility Control uses a hydro-mechanical selective damping system that achieves much of the handling prowess of Mercedes’ Active Body Control system without the system’s huge cost. Agility Control uses an internal strut valving system. When you are cruising along in a straight line, two valves are open within the strut to allow hydraulic shock absorber fluid to flow freely, resulting in a compliant ride. When spirited driving or an evasive maneuver is detected, one of those valves instantly closes to restrict the amount of shock fluid that can pass between the valves. The result is a stiffer suspension just in time to handle the demands of back-road driving. It’s a simple yet elegant solution to the dilemma facing all manufacturers trying to knock the undisputed leader in the entry luxury segment “the BMW 3 Series” off its lofty pedestal.

During the four hours I spent behind the wheel, everything worked as advertised. This car is fun to drive on country roads, but won’t rattle your teeth in the city. And you’ll also have more room to move around inside, as the new C-Class is larger than its predecessor on all dimensions.

The new C-Class comes in two models, Sport and Luxury. The “Luxury” model comes with a 3.5-liter V6 making 268 horsepower and 258 pound-feet of torque. A seven-speed automatic transmission, first in its class, handles shifting duties. It’s a seamless, world-class transmission with imperceptible up and downshifts. Luxury models also feature the traditional “star” hood ornament, Burl walnut wood interior trim, and a four-spoke steering wheel. The overall look of the car is Benz traditional, which depending on your tastebuds, is either too traditional or just right.

For me, it’s too traditional, especially when compared to the “Sport” model. The Sport features the Coupe-style grille with integrated star, AMG-designed body styling, 17” staggered alloy wheels (18” optional), a lowered sport suspension, a sport braking system with “perforated” front rotors and special calipers, and dual exhausts with a special rear diffuser panel between the exhausts.

It’s a get down funky look that sets the tone of the character of Sport models. All Sport models are powered by a 3.0-liter V6 that makes 228 horsepower and 221 pound-feet of torque. The big news is the availability of a six-speed manual tranny, should you wish to row the gears on your own. While I did not get a chance to test the manual, again, it draws the C-Class closer to the 3 Series. Aluminum or Birdseye maple wood trim, a three-spoke steering wheel, silver instrument cluster and rubber studded aluminum pedals highlight the Sport interior.

Road power in both models is impressive, particularly in passing situations at the top of the rev band. These cars can move out in a hurry.

Perhaps the most impressive feature of the new C-Class is the price. Consider this: The new C-Class offers as additional standard equipment over last year’s already well-equipped model a power sunroof, eight-way power front seats, Bluetooth connectivity, 17” wheels, dual zone automatic climate control, and Mercedes COMAND Central Controller.

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Prices for the new baby Benz start at just $31,975 – a real savings when comparing standard equipment to last year’s $29,650 base. And of all the reasonably priced options, you must opt for the Panorama Sunroof ($1,000). It features a full-roof glass panel with a front opening sunroof, and sliding privacy shades for both front and rear-seat passengers. With the panels retracted, the interior shines brightly under natural light. No squeaks or wind noise emanate from this well built option.

Hard drive navigation, a monster sound system and convenience and luxury packages are all reasonably priced. Even a full-tilt luxury model will find it hard to break $40 grand.

The new C-Class is a make or break car for the brand. If it succeeds, Mercedes-Benz will once again rise to the top of the status vehicle pyramid.

For all of you who still miss iconic 2002 model from years ago you can dry your tears because the 1 Series Coupe will be here in Spring 2008 to reinvent the niche that the 2002 created. Expect room for four, rear-wheel-drive, a hefty engine, and agile handling from the 128i and 135i 1 Series Coupes.

The look of the 1 Series coupe will have the “Hofmeister kink” on the C Pillar to make the nimble look more of a contrast to the long hood. Short overhangs, long wheelbase, and long frameless doors fill out the body that has a striking shoulder line that brings modernity to the BMW characteristic looks. The trunklid with integrated spoiler accentuate the short rear section. Inside, the seats fold 60/40, iDrive (with optional Navigation) is integrated in the center console, and galvanized pearl gloss surfaces cover the interior.

The upholstery comes in sporty and comfortable Leatherette or rich Boston Leather. If you want to take sporty to the next level, you can get the optional Sport Package that includes sport bucket seats with enhanced side support (available in either leather options). Other tough decisions you’ll have to make will be in the audio and communication department. SIRIUS satellite radio, HD radio, Premium Sound system, Bluetooth interface, and a USB port for Apple iPod or iPhone direct control will be some of the amenities you can choose from.

The 128i version comes with a 3.0-liter 230hp incline 6-cynlinder engine that produces 200lb-ft of torque. The 128i will have Valvetronic valvetrain management and aluminum/magnesium construction. You have to opt for the Active Xenon headlights in this model. Under the hood of the135i is3.0-liter incline six-cylinder engine that puts out 300 hp and 300lb-ft of torque at rpms as low as 1,400. An M Aerodynamic Kit is standard on the 135i Coupe that includes an Aero kit, Sports Suspension (six-piston fixed calipers on the front and two-piston fixed calipers at the rear), 18-inch wheels and performance tires. The 135i Coupe is also quick off the line making it 0-62mph in 5.3 seconds, capping out at a top speed of 155 mph (electronically limited). Direct piezo gas injectors, twin low-mass turbochargers, and air-to-air intercooling provide great performance and economy without engine response loss. The 135i comes with an additional lip spoiler to provide greater downforce on the rear end at high speeds. Standard Active Xenon headlights and integrated Cornering Lights make driving at night or in bad weather safer than ever.

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You may be paying a bit more for your vehicle, but don’t worry about sinking money into daily maintenance because the BMW Ultimate Service includes the BMW Maintenance Program that covers wear and tear on items like brake pads and rotors for four years of 50,000 miles. You also won’t pay anything for scheduled inspections, oil changes, brake pads, wiper blade inserts and other items that wear-and-tear over time. You also get Roadside Assistance that gives you on-the-road help 24/7 for no-charge for the first four years (don’t worry, no mileage limits). Warranty-wise, you will get a great Limited –Warranty that includes four year, 50,000-mile coverage for new-vehicle warranty and a twelve-year unlimited-mileage coverage for rust-perforation.

This new 1 Series Coupe will bring back some of BMW’s legendary design and will also incorporate its heritage with premium performance, style, and sportiness. Check back for prices and gas mileage.