Dinan ISR 3-BMW M Roadster

Dinan ISR 3-BMW M Roadster

You've probably noticed by now that the latest BMW M3 has arrived here with a more powerful engine that used to be exclusive to the European market. What you might not know is that the new engine will also power the 2001 M roadster and M coupe models. That pretty much renders your older M coupe or roadster obsolete, doesn't it?

Unless, that is, you ordered your car to be modified and supplied by Dinan as a factory-works vehicle -- a program Dinan runs in conjunction with BMW of North America through 76 authorized dealers to supply super-quick variants with fully supported warranties.

In the case of M roadsters and coupes, the breathed-on models are available in three stages of tune. S1 and S2 packages include suspension tweaks, engine software upgrades, and induction and exhaust modifications, along with a Dinan plaque and badging. The Stage 2 kit, predictably, goes further with the upgrades and adds big wheels.

But for the seriously horsepower-hungry owner (no need to raise your hand), there's the Dinan ISR 3. That's shorthand for intercooled, supercharged roadster, 3-series, which provides 396 horsepower at 6500 rpm and a stump-tugging 326 pound-feet of torque at 5500.

Sure, the Dodge Viper does even better than that, but this is a 13-foot-long street luge with a 3.2-liter engine. Having close to 400 horsepower in this car would feel almost indecent if it weren't so much fun. There will be only 50 of these ISR 3s produced, so consider yourself fortunate if you ever get to drive one. And consider yourself extremely well heeled if you buy one, because the premium for this little rocketship is $37,000. Yeah, that's on top of the $43,270 base price of an M roadster, ratcheting your out-of-pocket expenses to a whopping $80,270.

For that you get a belt-driven Vortech supercharger delivering 10 pounds of boost to the engine via an air-to-air intercooler that is fitted in the front of the engine bay, where it shares the wind blast produced by the radiator fan. The fan comes on automatically when the engine senses boost and stays on for three minutes to reduce heat soak.

Two differently sized compressor bypass valves are fitted, one ahead and one aft of the intercooler, to eliminate surging or stumbling. The engine also wears an oil cooler; large-diameter, high-flow throttle-body and airflow-meter assemblies; and a high-flow fuel-delivery system to provide sufficient fuel for the increased airflow. A polished and ported intake manifold with increased runner diameters conducts the high-pressure air to the cylinders, while a free-flow stainless-steel exhaust system eases the gas out to the accompaniment of a fine baritone sound.

Both the engine-control computer and the VANOS variable-valve-timing system were reprogrammed to match the engine's new power characteristics. To get all this newfound grunt to the road, Dinan fitted a lightweight clutch assembly that is nearly 15 pounds lighter than BMW's dual-mass unit yet has a 20-percent-greater clamping force. Then, because the car wears big 285/40ZR-17 tires on the rear axle, Dinan replaced the stock 3.23:1 rear end with a limited-slip 3.38:1 differential.

That took care of the motivating aspects of the ISR 3, in itself not an easy or quick exercise, but Steve Dinan soon found that the stock chassis would not handle the power increases safely without substantial revision. The Z3 family, you might remember, took the semi-trailing-arm rear suspension from earlier BMW models. Dinan found the rear end prone to rapid camber and toe-angle shifts during pitch and roll that produced spooky handling.

Chassis flex added its own weird inputs, so Dinan bolted in a strut-tower brace as well as a set of matched performance springs, specially valved Dinan/Koni shocks, anti-roll bars, and camber-control devices. The result is a car that pulled 0.91 g in our skidpad test (Dinan says he has seen 0.92 g) and drove with a surprising combination of comfort and precision.

The ISR 3 now feels secure and planted in bends, with limited sensitivity to throttle position. Body-motion control, it has to be said, is tight, but the car responds in a more linear fashion than its stock siblings, and even the big 255/40ZR-17 front tires haven't markedly increased the front end's sensitivity to pavement grooves. Continued.

Dinan S2-M5

Dinan S2-M5

Here's a shocker: We don't know a single automotive tuner who spends his leisure time under a shady tree reading William Shakespeare. So it's a good bet that tuner Steve Dinan will be reading the following warning from King Lear for the first time: "Striving to better, oft we mar what's well."

Not a problem, apparently, because with Dinan's latest work of art, he has not only fixed a car that wasn't broken but also sought to perfect a car that everyone considers to be as close to perfection as is humanly possible: the BMW M5. Then he casually sent the result to us for review. He didn't even chaperone the thing - he simply dropped it off and told us to keep it as long as we needed.

Conversation around the Lake Erie Spring Water cooler here at Hogback Road was skeptical. Dinan told us that his S2-M5 package - it costs $35,848 - upped the M5's horsepower from 394 to 470 and torque from 368 to 419 pound-feet, and did so without resorting to a turbo or supercharger. A 76-hp gain on a naturally aspirated engine would be an impressive feat on an unstressed, undeveloped engine, but the M5's mill is anything but unstressed.

The M5 V-8 is one of the most impressive motors ever built for the street. It is packed with four cams with infinitely variable valve timing, 32 valves, an aluminum block, eight electronically controlled throttle bodies - one for each cylinder - and an 11.0:1 compression ratio, and it's assembled with a care that results in 394 horsepower from 4.9 liters. It freely revs to 7000 rpm and never feels flat-footed, no matter how low the rev counter.

BMW coupled the engine to a six-speed manual transmission and a buttoned-down, lively chassis. We've never met an M5 we didn't love. It's won every comparison test it's been entered in, and if its $73,624 base price could be trimmed to get below our mid-$60,000 threshold for the 10Best Cars competition, it'd be a shoe-in for an award.

So we figured anyone trying to outdo BMW's engineers would, well, screw up. Maybe the result would be faster, but the M5's overall package could well be spoiled in the quest for more speed.

Dinan approached the task differently when he started on the M5 project two years ago. First, he set out to increase the engine's breathing characteristics. He ditched the stock airboxes and airflow meters for larger, better-flowing units and installed shorter, larger-diameter velocity stacks. Next he bored out each of the throttle bodies.

On the exhaust side, he installed a set of Dinan-made headers that resemble a pile of cooked spaghetti but flow well enough to create another 28 horsepower. In addition, he added a new exhaust system that sounds slightly raspier and weighs 29 pounds less than the stock system. Finally, Dinan lightened the flywheel by seven pounds.

These hardware changes are only a small part of the engine modifications. The real challenge was to reprogram the engine computer to take full advantage of the improved breathing. The M5's computer controls a myriad of engine functions, including the throttles, the timing of all four camshafts, and the usual bits such as the pulse-width and timing of the fuel injection. Each of these functions relies on the other, so change one - timing, for example - and then you likely also have to change everything else.

Writing the optimal program was a long, arduous, and iterative process that Dinan says took the bulk of the two years his company spent developing this package. But hard work paid off with the added 76 horses at peak power and a fatter torque curve that offers more torque at every rpm.

Coupled to the more powerful engine is a shorter final drive (3.45:1 versus 2.81:1). There are also slightly stiffer springs and shocks, special forged aluminum wheels, wider tires, and cooling ducts that direct air to the stock front brakes.

We found the benefits of these changes after our first run on the test track. Dinan's car is a rocket. It rips to 60 mph in 4.1 seconds, to 100 in 10 seconds flat, and through the quarter-mile in 12.7 seconds at 113 mph. The last M5 we tested needed 4.7 seconds to reach 60 mph and turned the quarter in 13.2 seconds at 109 mph. The S2-M5's top-gear acceleration from 50 to 70 mph improved 0.2 second, to 6.2. Dinan says that in addition to raising the stock 7000-rpm rev limit to 7300 rpm, he also removed the 156-mph top-speed governor. We didn't test for top speed, but Dinan suggests the S2-M5 can reach redline in sixth gear, which would be a hair-raising 191 mph. Skidpad grip climbed from the stocker's 0.83 g figure to 0.87.

And we did not find a downside, or any quirky behavior, with the increased performance. The exhaust system delightfully burbles at idle and emits a satisfying rasp at full throttle, but it settles into a subdued hum when cruising. The engine's throttle response is big-block instant. Thanks to the wide gear spacing of the M5's transmission, the shorter final drive does not make for frenzied highway cruising. At 80 mph in sixth gear, the engine revs at about 3000 rpm. Similarly, the suspension changes didn't ruin the M5's balance. Although we didn't have a stock M5 around for direct comparison, Dinan's S2-M5 had the same impressive combination of resilient ride and well-controlled body motions, but with even more grip.

It's a thoughtfully engineered package that feels as though it could have come from the factory. There are even side benefits we didn't expect, such as easier clutch engagement. We never realized how tricky it is to get a stock M5 rolling smoothly until we got in the Dinan car. Dinan says the lightened flywheel gets the credit.

Should you too have to fear of Shakespeare's warning, you may have the S2-M5 system installed on your M5 at any one of the 100 Dinan-licensed BMW dealers. Dinan will match the remainder of BMW's four-year/50,000-mile warranty and will also match that warranty if the package is installed on a new car.

Dinan also offers systems for the BMW 540i that include a supercharger. We haven't had a chance to try out that one yet, but for sure we won't be second-guessing it.

BMW M5

BMW M5
Here is a nearly undisguised prototype of the next BMW M5, which was caught testing at the Nürburgring race track in Germany. Due out in fall 2004, the new M5 will be powered by a V-10—displacing 5.0 or 5.5 liters—that is rumoured to deliver in the neighborhood of 500 horsepower. Transmission choices will likely include a standard six-speed manual and BMW's Sequential Manual Gearbox (SMG).

2012 Toyota Prius v Hybrid

2012 Toyota Prius v Hybrid

Toyota took the wraps off its long-awaited second Prius model, the upcoming Prius v (for “versatility”) at the 2011 Detroit auto show. Scheduled to go on sale this summer as a 2012 model, this most practical of Priuses is measurably larger than the familiar hatchback—the v is 6.1 inches longer, 1.2 inches wider, 3.3 inches taller, and rides on a wheelbase stretched by 3.1 inches. Still, in spite of the larger frontal area and longer roof, the Prius v’s coefficient of drag is claimed to be a low 0.29. And despite sharing no body panels with the hatchback, no one will mistake it for anything but a Prius.

So what effect did the dimensional stretching have? Mostly in gained cargo and rear-seat leg- and headroom. It seats five, not the seven many predicted, but the wagon body swells cargo room to a considerable 34 cubic feet behind the rear seats. Seats fold 60/40 for even more space, and if that’s not enough, the front passenger seat folds flat, too. Rear seats slide fore and aft, and offer a 45-degree recline function, the better with which to enjoy the available panoramic sunroof, which is made from resin. Using the material, Toyota says, offers a 40 percent reduction in weight compared to glass, as well as excellent heat management.

The Prius v whirs along using the same 134-hp hybrid powertrain as the Prius hatchback. Thanks to more mass and different aerodynamics, however, the Prius v is expected to achieve EPA ratings of 42 mpg city, 38 mpg highway, and 40 mpg combined versus 51/48/50 for the Prius hatch. We also expect it to be commensurately slower than the hatch, which is the very definition of unswift—we clocked a 2010 model at 10.0 seconds to 60 for a comparison test.

Pricing has yet to be formally established, but Toyota executives said that we should expect a slight premium over the hatchback.

As we have reported before, the Prius line will not stop with the v. Within a year, two more Priuses—the plug-in Prius and the cheaper, smaller Prius c—will be whirring onto the scene, with another eight hybrid models joining the worldwide Toyota product family in years to come. Whether the additional gas-electrics will be more Prius variants isn’t yet clear, but one thing’s for sure: eco-hippies will have a lot more choices.

2015 , Toyota Planning to Add Another 10 Hybrids Worldwide By 2015

2015 , Toyota Planning to Add Another 10 Hybrids Worldwide By 2015
This morning, Toyota released its “Global Vision” outline for the future, a document so scintillating that had he penned it, Jerry Maguire would have fired himself. In addition to a fabulous arboreal metaphor for the company’s foci, it mentions that the big T will introduce an additional 10 hybrid models worldwide by 2015. But hold on: This being a global document, many of the reported 10 models won’t be headed to the U.S. While Toyota doesn’t go into detail on what those vehicles might be,

 the recently unveiled Yaris hybrid and Prius v/Prius+ are likely included in that total. Additionally, we expect to see hybrid versions of every car in the next generation of Lexus’s lineup. (We recently discovered a copyright application for Lexus ES300h.) Toyota’s plan may be well timed—instability in the Middle East and higher demand from Asia means gas will only continue to climb in price—but fuel is going to need to cost a lot more than today’s $3.50/gallon for us to find many Toyota hybrids alluring.

Ford Announces

Ford Announces
Ford Announces 1.0-Liter Turbo Three-Cylinder EcoBoost for U.S.-Market Fiesta (Maybe Focus, Too)

Ford just announced plans for a direct-injected, turbocharged 1.0-liter three-cylinder EcoBoost engine, joining BMW among major automakers who intend to offer such a powerplant. The Blue Oval says that the tiny mill will find its way into U.S.-market Fiestas, with availability possibly expanding to the Focus, too. No word as of yet on whether the C-Max mini-minivan, a platform mate of the Focus, will get the three.

A broad torque curve is promised, as is performance on par with the Fiesta’s current naturally aspirated 1.6-liter four, which makes 120 hp and 112 lb-ft. The new engine—we’re told it’s an all-new block, not just a chopped-down four—weighs some 20 pounds less than the 1.6, and will feature an integrated cylinder head and exhaust manifold, which is intended to give the engine a wider power band, and optimum fueling throughout the RPM range. Included with the new engine is a split cooling system, meant to minimize warm-up times, as well as a friction-reducing offset crankshaft.

Ford promises that the three will replace a four-cylinder engine in its U.S. powertrain portfolio—we’re guessing the aforementioned 1.6-liter four that’s in today’s Fiesta is on the chopping block—and that the little three pot will debut at this fall’s Frankfurt auto show.

With the introduction of the triple, Ford says it will offer an EcoBoost option for 90 percent of the models it sells in the U.S. by 2013. The 1.0-liter engine will be the lowest-displacement engine Ford has ever put into production. While we like the general info we’ve heard so far, the 1.0 had better be darn good if it’s going to convince Americans that three-cylinders and a single liter is sufficient for our highways. At the very least, Rod Farva will be happy with his liter-a-motor.

Prius Next Up for Recall Hysteria

Could Corolla Be Next?

recall sharks are biting at the Prius, with approximately 133,000 2010 model-year cars being recalled to have an update performed on the anti-lock braking software.

The problem, it seems, is that “some 2010 model year Prius owners have reported experiencing inconsistent brake feel during slow and steady application of brakes on rough or slick road surfaces when the ABS is activated in an effort to maintain tire traction.”

Sigh.

Ladies and gentlemen, here is conclusive proof that nobody in a Prius has a freaking clue how to drive! What’s being described is, um, what ABS does. It senses individual wheels locking up and pulses those brakes. Assuming you are on a real road with real, inch-to-inch changes in coefficient of friction, that pulsing will result in real-time changes in the traction available to your tires and therefore inconsistent brake feel. Add in the fact that the Prius’s world-saving powers include a switch from regenerative braking to standard, friction-based braking, and you’ve got inconsistent brake feel. I’d guess this software upgrade Toyota is performing is going to remove every last ounce of pedal feel, making for the same complete lack of feedback during ABS operation as there is during regular braking. It seems that we’re really just trying to get these poor souls as far removed from the actual act of driving as possible. What, are they surprised, too, that turning that big round thing in front of them causes the car to change direction?!

I shouldn’t joke about that, actually. USA Today is reporting that some Corolla owners have now come forward (the brave, tormented souls that they are) with claims that their Toyotas “can wander when they drive on the highway, making it hard to stay in lanes.” Might I suggest putting down the bagel, the eyeliner, and the Danielle Steel novel? Perhaps steering with your hands, rather than your knees, might make your car more predictable.

USA Today says that Toyota has heard 83 complaints concerning power steering, most from owners concerned that the car can veer right or left at speeds over 40 mph. The claim is that this defect has caused 10 accidents and six injuries. My supposition is that those ten accidents were caused by drivers rooting through the glove box for a cell-phone charger while said phone is cradled against the shoulder, then dropping the charger on the floor (where, we might add, it would contact a floor mat. Blame the floor mat!) and continuing to dig for it. In those 15 seconds, our drivers have given only cursory thought—and not a single real glance—to the fact that they are piloting a 3000-pound projectile at 70 mph. [More like 60. And in the left lane in a 70 zone—Ed.]

The Corolla situation is compared in USA Today to “being buffeted by strong winds, sliding on black ice, or hydroplaning.” Those reporting the problem said that the car can overcorrect, and that it can require the driver “to use a tight, persistent, two-handed grip on the wheel to travel in a straight line.” Another called it “the most terrifying thing that ever happened to them.” That, we don’t doubt.

After all, we poor consumers have been the whipping boy for industry for decades, but now we can finally make Toyota take the blame for our atrocious driving habits. I say it’s time we ride this wave to its logical conclusion. Let’s get on LG to issue a recall for their big-screen TVs because the amount of time guys spend watching football; surely crazy microwaves emitted by the screen are slowly killing their brain cells. There’s no doubt that studies done by Nickelodeon scientists will turn up incontrovertible evidence of  brain decay! (Meanwhile, anyone notice the ever-present Bud Light in hand?) Better yet, let’s all demand Pampers recall every single freaking thing they’ve ever made, because don’t we all just know the ugly truth? Diapers are causing our children to crap themselves! Think about it: Kids stop crapping their pants when we finally take them out of diapers!

Actually, maybe the solution is to put all these Toyota drivers back in their diapers, give them a pacifier, and tuck them in with the warm glow of a ladybug night light to put them to sleep.