More spyshots from the Nurburgring, this time of the upcoming BMW M4. The folks at Munich are very busy with coupes these days, with the 2-Series and 4-Series coupes slated for launch in the near future. By the way, the 2-Series is the coupe version of the 1-Series, and the 4 is the two-door 3-Series.

You’ve already seen the regular BMW 4-Series and the M Sport kitted version on this website, now here’s a peek at the range topping BMW M4. Note that the test mule is not in black, which possibly means that BMW have gone to the next level of testing – more like pre-production cars then prototypes. This can only mean that we’re closer to launch.

Other notable hints include an aggressive front bumper with inverted V-shaped air intakes, quad exhausts, wider wheel arches, a small hump on the hood visible in the profile shot and big brakes. Speaking of brakes, this mule is testing out the M Carbon Ceramic Brakes with gold calipers.

It is expected that the rorty, rev-happy NA V8 of the current car will make way for a turbocharged inline-six. As a big fan of the outgoing E92 BMW M3, I’m a little worried that the new M4 won’t have character to match its undoubted speed. Prove me wrong, please!

The BMW 4-Series is a sleek and handsome coupe, and you can see it in the metal, without an inch of disguise here.

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Our European spy photographers, permanent residents of the Nurburgring, have spotted the upcoming BMW 2-Series testing on the world’s favourite proving ground and stitched together the video you see here.

The 2-Series coupe will be based on the 1-Series hatchback, much like how the upcoming 4-Series is a coupe version of the F30 3er. The 2 is expected to carryover the technology and engine lineup seen on the One, but unlike the outgoing 1-Series Coupe, it appears to have sportier proportions.

Turbocharged four-cylinder engines are expected, such as a 2.0 litre petrol with 150, 177 or 218 hp, and a 214 hp 2.0 diesel engine. All of the engines will be paired to either a six-speed manual transmission or an optional eight-speed automatic, with xDrive available as an option. The 2-Series is set to be unveiled late this year, with a drop top following suit.

Last week’s post featuring the BMW M235i Coupe (caught almost 100% undisguised) gives a better view of the car, and you can click here to see the coupe’s interior.

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One day on and we have a better view of the “MPV” that BMW is developing. Yesterday, our European spy pixmen – for the first time – saw a longer version of the BMW 1 Series GT hatchback that has been previously caught testing at the Nurburgring. It had an MPV-like shape, leading us to believe that BMW could be coming out with its first MPV.

Today’s set of pics feature a mule without camo on the rear glass, giving us a tiny glimpse of the car’s cabin. Are those shadowy things head rests for a third row of seats? If they are, we could be looking at a three-row, seven-seat BMW MPV. Yes, an ultimate driving multi-purpose vehicle! Will such a car be a runaway success or a niche too far for Munich? Only time will tell.

Click here to see a video and pics of the shorter BMW 1 Series GT hatchback, which should be making its debut this September in Frankfurt. The front-wheel drive Mercedes-Benz B-Class rival is based on the BMW Concept Active Tourer from last year.

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Amidst the 5 Series facelift, M5 and M6 Competition Package announcements over the weekend, BMW also revealed a minor update for the 6 Series M Sport range. Repackaged BMW 6 Series M Sport Edition models with more kit and options thrown in play will be available in other major markets starting from July 2013.

The M Sport edition models of the 6 Series Coupe, Convertible and Gran Coupe include the usual model-specific M aerodynamics package, 19-inch M light alloy wheels, LED foglamps, High-gloss Shadow Line trim and black-painted brake callipers. New are the exhaust pipes in dark chrome and Adaptive LED Headlights that are now packaged in.

Also standard are new M steering wheel and badged door sills to complement the Alcantara/nappa leather sports seats and re-trimmed interior. The latter includes new fitment of Head-up Display, leather-wrapped dashboard and Professional sound system with extra speakers – 16 in the Coupe and Gran Coupe, 12 in the Convertible.

Previously exclusive to the M6 models, the Sakhir Orange metallic M paintwork is now an option on the M Sport editions. Meanwhile the white leather upholstery with contrast orange seams pictured here is new and unique to the 6 Series M Sport edition, together with optional Comfort Seats. Find the 6-er too plain and M6 too extreme? BMW has all based covered.

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BMW has long announced that they are developing a range of smaller front-wheel drive vehicles, citing vastly improved rear cabin space compared to its more traditional rear-wheel drive offerings. And what better way to maximise the space advantage than to offer a mini MPV variant with roomy rear quarters?

We are already waiting to see the Active Tourer Concept turn into reality this September in Frankfurt as the BMW 1 Series GT in production form and now we have this – a previously unheard of, longer version of the tall hatchback captured on camera for the first time by our resident European spy photographers CarPix.

This is a BMW as you’ve never seen before. It’s all change aft of the B-pillar with longer rear doors and overhang. The rear hatch is more upright too, a la traditional MPVs which begs the question: is this a seven seater people carrier? By BMW?

These pictures are all we have to speculate over for now so we can’t yet confirm if it will indeed seat seven or whether it’s just a longer Touring variant with a larger boot. Either way, it’s interesting times indeed for BMW. Colour us intrigued.

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Here comes the F10 BMW M5 LCI to go along with the facelifted 5 Series range. Mid-life updates for M cars have always been limited to subtle visual and tech refreshers to bring it in line with the rest of the 5 Series line-up, and it’s no different here. Completely new though, is the Competition Package option that’s now available on the new M5 and all M6 variants. More on that later.

As seen on the spyshots and configurator photos we featured earlier, the F10 M5 LCI sports a new ‘double-line’ kidney grille with a model designation badge, just like on the M6 models. The standard Xenon lights get new internal graphics (as do the rear light clusters), and Adaptive LED Headlamps with reshaped Corona Rings (flat top and bottom lines) are now an option.

Inside, the M5 gets all the updates introduced with the 5 Series LCI revision including a bigger armrest storage compartment, chrome-trimmed iDrive display and an optional Touch Controller. The slimmer three-spoke M steering wheel first seen on the M6 also makes an appearance here, and more interior as well as exterior options are available in the BMW Individual programme.

The 4.4 litre twin-turbo V8 engine with 560 hp and 680 Nm of torque remains untouched, as are the seven-speed M dual-clutch transmission, Active M Differential and M-specific suspension settings. If you get a standard M5, it really wont drive any differently than the original F10 super saloon but more speed and dynamism can be had with the new Competition Package.

Tick the ”560 hp isn’t enough” box when specifying your new M5, M6 Coupe, Convertible or Gran Coupe and you’ll get 575 hp at your disposal. Max power is developed over the same 6,000 to 7,000 rpm range as in the standard engine, and peak torque, though unchanged at 680 Nm, is maintained for 200 rpm more than before (now 1,500 to 6,000 rpm).

The extra power shaves off 0.1 and 0.2 seconds off all models’ zero to 100 km/h and 200 km/h times respectively. Equipped with the competition package, such figures for the M5 are 4.3 and 12.8 seconds, the M6 Coupe 4.1 and 12.4, M6 Convertible 4.2 and 12.9 and finally M6 Gran Coupe 4.1 and 12.5 respectively.

Chassis set-up changes are also part of the package. Suspension, dampers and stabiliser bars are all stiffened up, and ride height is lowered by another 10 mm. The Active M Differential and steering get bespoke settings for improved traction and agility too, while the DSC in M Dynamic mode now intervenes less.

Exclusive 20-inch alloy wheels as pictured are included in the power pack, and the exhaust tips are now finished in black chrome. Unfortunately the lightweight M carbon ceramic brakes with Gold calipers remain as a cost option. Standard steel brakes have M-specific blue-painted calipers.

Mercedes-Benz have long offered optional power packs on most of its AMG vehicles, marketed as Performance Packages. Just recently the latest E 63 AMG gained a new S Model range topper, which is not dissimilar to this BMW Competition Package. Competitive much, guys?

BMW M5 LCI Competition Package

BMW M6 Coupe Competition Package

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BMW has facelifted the entire 5 Series line-up, including the Sedan, Touring and Gran Turismo ranges. We’ve seen this coming from a long way back with a series of spyshots and now we have full details of the 5-er mid-life refresher. Here’s the low down on all the updates made for the BMW 5 Series LCI.

Looks wise, BMW is taking the “if it ain’t broke…” path. All three bodystyles get a slightly different kidney grille, with redesigned bumpers and new front and rear light clusters with updated graphics. BMW Luxury and Modern Line packages are introduced to the 5 Series line-up for the first time. An M-Sport option is still around too.

All models now get Xenon headlights as standard, while Adaptive LED Headlights take their place on the options list alongside LED fogs. Elsewhere, the side indicator lights are now integrated into the exterior mirrors. New wheels complete the minor visual update. BMW anoraks will have a hard time with this one, when it comes to the sedan and the touring. The 5 Gran Turismo gets a sleeker, slimmed down version of the tail lamps.

Inside, all models get rejigged and more accommodating storage compartments and cup holders. The Gran Turismo gets a much-needed redesigned boot which now holds 500 litres of space, 60 up from before. More chrome is added all around, with a frame now surrounding the iDrive display. The ambient lighting option can now be alternated in tone between orange and white.

On the tech list is a new iDrive controller with a touch-sensitive surface. It allows character input as well as access to other function of the operating system. Meanwhile, the rear cabin can now be specified with a new rear-seat entertainment system with tablet-style displays.

The engine range has been updated too, and all options now meet the EU6 exhaust gas standard. They all come off cleaner, more efficient, and some with even more performance. Diesel models get nitrogen oxide-reducing BMW BluePerformance technology as standard. Smoother aerodynamics on all models help with the efficiency gains too.

A 518d variant is now the base diesel option for the 5 Series Sedan and Touring, using a reworked 520d engine that’s downtuned to 143 hp and 360 Nm of torque. Along with the 520d it records an impressive average fuel economy of 4.5 litres per 100 km and CO2 emissions of 119 grams per kilometre, matching the now-discontinued 520d EfficientDynamics Edition. The 518d’s 0-100 km/h time is 9.6 seconds.

On the other end of the scale is the 550i Sedan, Touring and Gran Turismo, which has now been updated to offer 450 hp and 650 Nm of torque as seen on the facelifted 7 Series. The full model line-up is as such: 518d (143 hp), 520d (184 hp), 525d (218 hp), 530d (258 hp), 535d (313 hp), M550d (381 hp), 520i (184 hp), 528i (245 hp), 535i (306 hp) and 550i (450hp).

For the Malaysian market expect to see these updates on local cars within the next year or so. The mechanical and aesthetic changes aren’t at all ground-breaking in any sense but the entry-level 518d model does sound rather interesting. Give us your opinion: how does BMW’s subtle Five updates compare to Mercedes-Benz’s bold E-Class revisions?

BMW 5 Series Sedan LCI

BMW 5 Series Touring LCI

BMW 5 Series Gran Turismo LCI

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BMW Malaysia is now offering the BMW M Performance Power Kit for the F10 BMW 520d with 8-speed automatic transmission. Previously it was only available for the manual transmission versions of the F10, so F10 520d owners had to wait for the auto version to be released while the E90 and F30 320d owners who opted for the upgrade were happily enjoying their increased power.

The kit includes a new ECU with updated data, an upgraded charge air cooler, a plastic air guide, various required small parts, as well as aesthetic bits such as a BMW M Performance Power Kit Aluminium badge and BMW M Performance sticker for the side sill.

520d owners can expect to shave 0.5 seconds off their 0 to 100km/h sprint, as well as increase their top speed by 5km/h. In-gear acceleration time needed from 80km/h to 120km/h in 4th gear will decrease by 0.8 seconds, or 5th gear by 1 second. This is thanks to maximum horsepower increasing from 184 PS to 200 PS at 4,000rpm, and maximum torque from 380Nm to 420Nm at 1,750rpm. Interestingly, fuel consumption and emissions is also expected to improve based on ECE driving cycle numbers.

Warranty remains intact, and the kit goes for a retail price of RM8,513.61.

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My my, what a surprise – our spy photographers CarPix have snapped the upcoming BMW M235i Coupe almost completely undisguised, save for a bit of black cloth covering the rear. Looking at the amount of people as well as the jig arms around this red M235i, I’d say there was some kind of photography or videography session going on.

Even though the 2-Series range will replace the 1-Series Coupe and Convertible, the new 2-Series looks like it shares nothing in common with the new 1-Series on the exterior. This is not a 1-Series with a boot – the headlamps are slimmer, and the front end is sharper. It does share a similar interior with the 1-Series though, as we’ve seen in a previous spyshot.

This is the top of the range BMW M Performance M235i version of the car, which will share what’s under the hood of the M135i, a 320 horsepower version of BMW’s turbocharged 3.0 litre 6-cylinder N55 engine. You can spot the blue-painted big calipers behind the spokes of the M alloys.

It’s turning out to be a good looking car. We also notice it’s missing some of the latest BMW design elements such as that feature where the exposed sides of the kidney grilles meet the headlamps. There’s a little M badge on the fender instead of an air vent as seen on the 4-Series and the 3-Series GT.

If they’re already taking professional shots of what looks like a production car, the launch must be just around the corner.

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BMW Malaysia has announced the arrival of the facelifted second-generation BMW Z4 in the country. Two variants of the E89 LCI, which was introduced last December, are the first to arrive, these being the sDrive20i and sDrive28i M Sport. The sDrive35is, meanwhile, is also available, but on a request basis, we hear – no word on pricing for that one, but if you have to ask, well …

The facelift job is pretty subtle – minor exterior tweaks abound, from new headlamps that now feature white corona rings to a revised front fender indicator surround where the side badge resides, as well as a new alloy wheel design.

Both variants feature the familiar 2.0 litre four-cylinder engine with twin-scroll turbocharging, with different states of output tune – the sDrive20i having 184 hp and 270 Nm, while the sDrive28i has 245 hp and 350Nm of torque. Performance figures include a 0-100 km/h sprint time of 6.9 seconds for the sDrive20i and 5.5 seconds for the sDrive28i. An eight-speed automatic transmission is the gearbox choice.

The M Sport package on the sDrive28i throws in an M Sport suspension, 18-inch M light-alloy wheels and the M aerodynamics package, replete with large air intakes in the front wing and a rear bumper inlay painted in Anthracite metallic.

The interior gets sports seats, Aluminium Carbon trim strip, an M specific leather steering wheel, gear lever knob, driver’s footrest, door sill finishers as well as an anthracite-coloured roof liner.

A total of eight external shades are available for the new BMW Z4, with two new colours – Mineral Grey metallic and Glacier Silver metallic – joining the palette list. Buyers will be able to select an optional BMW Individual hardtop, which is available in two colours, solid Black and Glacier Silver metallic, though you’ll have to fork out RM6,000 for it.

As for pricing, the BMW Z4 sDrive20i goes for RM359,800, while the sDrive28i M Sport retails for RM489,800, both on-the-road without insurance, with BMW Service + Repair Inclusive (BS+RI).

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BMW has released a sketch and two teaser images of the BMW Pininfarina Gran Lusso Coupé concept, set to be unveiled on May 24 at the Concorso d’Eleganza Villa d’Este. It’s a follow up to the BMW Zagato Coupé shown at the same show last year and a debut cooperation between the BMW Group and Italian design house Pininfarina.

Little is known of the new high-end luxury class show car, other than its hallmark BMW coupe proportions and a V12 engine under the bonnet. A long wheelbase, stretched bonnet, short overhangs and a cab-back greenhouse with sloping roofline is classic BMW while the convex surfaces add a modern touch.

A V12 engine is mentioned, and BMW only has one such motor in its stable – the 535hp 6.0 litre twin-turbocharged beast used in the 760Li limo. A change of focus from refinement to performance will probably see a few more horses find its way into the new coupe, making it a big hitting GT car that BMW has lacked for long time.

If it ever becomes a reality, the Gran Lusso Coupé could spell the return of the 8 Series moniker as BMW’s flagship coupe sitting above the 6 Series. V12 power at the front, rear-wheel drive and BMW dynamics all dressed up in Pininfarina’s finest, now wouldn’t that be an absolute dream?

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Photos of the facelifted F10 BMW M5, disguise-free, are making the rounds online, thanks to a car configurator that was accidentally posted ahead of the super-sedan’s scheduled release later this year. German pricing is reportedly set to begin at €103,300 (RM401k).

The re-designed kidney grille, mirroring that first seen on the new BMW M6, has ‘double-line’ vertical slats and an M badge. The headlamps now feature flat-bottomed Corona Rings and they also seem to be full-LED units, which is expected to be an optional extra. The tail lamps get updated graphics too.

Inside, the updated BMW M5 gets the new, slimmer M Sport steering wheel and the new iDrive Touch – the latter involving a multi-touchpad which allows smartphone-style finger gestures as well as character entry.

The 4.4 litre twin-turbo V8 should soldier on, making 560 hp and 680 Nm of torque – but if that’s not enough for you, various reports speak of an optional Competition Package that could push output to around 575 hp, besides offering tweaked suspension, a revised M Dynamic Mode, exclusive 20-inch alloys and a special sports exhaust system.

We’ve shown you spyshots of the facelifted F10 BMW 5 Series in standard, M-Sport and M5 forms – even the F07 5 Series GT didn’t escape our lenses. For a game of spot-the-difference, revisit the pre-facelift F10 BMW M5 here.

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Since there’s no official M Sport 3-Series in Malaysia on sale to date, the only way to get those little M badges all around your car is for you to retrofit. BMW Malaysia has made available package deals for F30 M Aerodynamic bodykit.

The F30 BMW 3 Series M Aerodynamic Kit retails for a package price of RM12,888, which is inclusive of installation charges. This is for the exterior bodykit only, which basically means the front and rear bumpers as well as side skirts.

If you wish to take it a step further, there’s also the F30 BMW 3 Series M Performance Aerodynamic Kit, which requires the M Aerodynamic Kit to be installed. This adds some contrasting carbon fibre bits and goes for RM8,188 including installation. This probably means going all the way to the M Performance kit from a car without it will require you to buy both packages.

The last piece of the pie is a black spoiler for the F30 which goes for RM1,135.

These packages are available at your authorised BMW dealer. Alternatively, there’s always parallel importers for such accessories but it’s a question mark whether your warranty will be affected.

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BMW’s Concept Active Tourer will go into production as BMW’s first front wheel drive car, and here’s a spy video of a disguised test unit being tested on the Nurburgring. The car will be called the BMW 1-Series GT, and it will compete against cars like the Mercedes-Benz B-Class, Ford C-MAX and the VW Golf Plus.

So far the production car shape looks to be sticking pretty true to the concept. Because of the front wheel drive architecture, the BMW 1-Series GT will have better interior space compared to other similiarly sized BMWs. The new front wheel drive platform will be shared with next generation MINI cars.

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Before anyone cries foul, we’ll admit that this isn’t really a speculative rendering per se, as we’ve already seen the F15 BMW X5 in full earlier this year through a few blurry leaked pictures. And just a few days ago we showed you spy photographs of the full M version of this SUV.

This is the first time however, that you get to see the next-generation X5 in full detail, courtesy of an Automedia rendering. As seen on the leaked shots, BMW’s new full-size SUV will get a big splash of newfound boldness. The kidney grille is bigger and more prominent than ever, and each side is now connected to the headlights as per on the F30 3 Series.

The rest of the car just confirms what we’ve already known: its side profile takes cues from the shapelier X3 rather than the outgoing X5, featuring strong body contours to visually hide its bulk. Thankfully though, the new Hofmeister kink keeps to the more traditional shape instead of echoing the X3’s more angular and controversial interpretation.

Expect the F15 BMW X5 to debut towards the end of this year either at the Frankfurt or Tokyo motor shows, with a new range of petrol and diesel engines. The X5 M and M Performance models will appear some time later.

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Either to stay in front or within contention, BMW updates its production models twice a year. We’re not talking about full facelifts (or LCI in BMW speak) here, but minor, often unannounced refreshers to keep them at the forefront of the industry. Mid way through 2013, BMW has introduced a wide scale model upgrades that will come into effect as early as this summer (late June).

The first and most significant update is the fulfilment of EU6 classification standard for all series. The latest and strictest exhaust emission regulation takes charge in September 2014 and BMW is certainly ready for its implementation.

Most models with BMW TwinPower Turbo Technology will conform to EU6 standard by summer 2013. All BMW M models, six-cylinder versions of the Z4 roadster and most diesel vehicles equipped with BMW BluePerformance technology (currently an option in European markets) will also achieve EU6 classification by the start of 2014.

On the drivetrain front, new four-wheel drive BMW 118d xDrive and 318d xDrive Sedan and Touring models are introduced with a 143 hp four-cylinder diesel engine. Exclusive to the F30 3 Series sedan will be a new range-topping 335d xDrive model with a 313 hp straight six-cylinder diesel motor.

Moreover, the eight-speed sports automatic transmission available for the BMW 1, 3 and 6 Series will be complemented by the new Launch Control function. Previously only offered on BMW M automobiles, this feature permits acceleration with optimised traction from a standstill. For the flagship 7 Series, an optional leather sports steering wheel with shift paddles will now be available.

Also part of the updates is the new sailing function of the gearbox under the ECO PRO mode. At speeds of between 50 and 160 km/h, the drivetrain is disconnected as soon as the accelerator pedal is lifted to achieve optimum fuel efficiency.

Fitted with the optional Professional navigation system, a new anticipation assistant system informs the driver to slow down when approaching bends for better fuel efficiency. For the first time, BMW EfficientDynamics and BMW ConnectedDrive technologies will be networked with each other.

In the upgraded range of BMW ConnectedDrive features, options Driving Assistant and Driving Assistant Plus now filter down for the 7 Series into lower models. The Lane Change Warning assistant now works from lower speeds, while the Head-Up Display now shows additional customisable information.

Lastly, the BMW 6 and 7 Series get the new generation BMW Night Vision that now recognises animals as well as pedestrians. If detected, Dynamic Light Spot would direct the light beam onto the recognised persons or animals, thus drawing the driver’s attention to possible hazards in good time.

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This is pretty interesting news – BMW’s North American CEO Ludwig Willisch has indicated that the BMW i3 electric car will be priced around the price of a ‘well equipped’ BMW 3-Series, although an official price will only be set in stone closer to the launch date by the end of 2013.

What ‘well equipped’ actually means is anyone’s guess. In Malaysia, the 328i goes for close to RM300k while the ActiveHybrid 3 with 50% duty exemption goes for just under RM400k. Let’s say we take the 328i price and remove the duties – could we be looking at an RM200k price equivalent?

There will be two versions of the BMW i3, and price above is for the pure EV version. For those who still have doubts on whether an EV’s range would satisfy their requirements. BMW will also offer a higher priced version with a range extender, which will use a 650cc petrol motorcycle engine to power an auxiliary electricity generator.

Currently there is only one EV on sale in Malaysia – the Mitsubishi i-MIEV. ETCM has brought in the Nissan Leaf and seem to be building an EV charging infrastructure but the Leaf itself is not available for purchase and is only used during promotional activities. We’ve also sighted the Renault Fluence EV.

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The E70 BMW X5 M and it’s sibling the X6 M were BMW’s first M SUVs, and the X5 M nameplate will continue with the new generation F15 X5.

These spyshots snapped by our European spy photographers show the X5 M with less disguise on, and you can see that behind the big black wheels, the X5 M is showing off it’s big M calipers which are painted blue on this car, paired with large brake discs which are now cross-drilled.

We expect the 4.4 litre twin turbo M motor to continue with this car, but the question is what transmission? The X5 M and X6 M used a 6-speed torque converter automatic transmission, while the same engine in the M5 and M6 was paired to an M DCT twin clutch transmission. Will the 6-speed auto continue, or will an 8-speed auto or the M DCT be used?

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BMW Malaysia has introduced its first BMW Gallery concept sales outlet in the country – located within the confines of Amanjaya Mall in Sungai Petani, Kedah, it’s the first BMW showroom in Malaysia to be incorporated in a public space.

The long-term outlet, operated by Lee Motor Auto Care, seeks to create a new retail experience for those shopping for a BMW – the company says that the BMW Pop-up Store Concept mobile showroom, which can be removed if needed, will provide customers a better opportunity to experience the brand and get closer to the products.

The nearly 900 sq feet concept sales gallery design was conceived by the design team at Lee Motors, and features a host of items to increase the number of possible contact points with customers and enhance the retail experience at all touch points, including music played daily on the showroom floor. Sales advisors will be present during mall operation hours.

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The BMW X4 Concept was one the most significant debutants at Auto Shanghai 2013, amongst a raft of crossovers seeking to ride the wave. There may be the word “Concept” in the name, but the BMW X4 Concept is nothing more than a thinly-veiled production version of a Sports Activity Coupe that seeks to replicate the X6‘s success in a smaller segment.

The prodcution BMW X4′s roll out is scheduled for as early as 2014. It will be built at BMW Plant Spartanburg in the USA, the same facility that also rolls out the BMW X5, X6 and X3.

Size, wise, the X4 Concept is 4,648 mm long and 1,915 mm wide, which is the same length as the X3 but slightly wider. The 2,810 mm wheelbase is also similar to the more upright X3′s. The showcar sits on large 21-inch bi-colour light-alloy wheels.

Up front, the brand’s signature kidney grille is flanked by full-LED headlights. Inside the light units, you’ll find a flowing, hexagonal interpretation of the familiar BMW twin circular “eyes.” The horizontal continuation of the inner light elements creates a visual connection with the grille, accentuating the width of the front end.

From the sides, a coupe-style roofline sweeps downwards and makes the car appear longer. The windows extend well to the rear, where they are bordered by a dynamic interpretation of Munich’s signature Hofmeister kink. There’s also a new interpretation of the familiar BMW swage line, a pair of dynamic lines that are very prominent on the flanks.

If you haven’t already done so, check out BMW’s official Auto Shanghai 2013 video featuring our Harvinder Singh. In the exclusive video, Harve interviews the X4 Concept’s product manager and the man who drew the car, asking some of the questions that you forwarded in our pre-show question call.

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This luxury sedan comparison test originally ran in Issue #0 of Driven+ Magazine. Download Driven+ Magazine from the iTunes App Store or Google Play Store.

It isn’t hard to believe that the BMW 5 Series is a popular car – examples are all over the city. But the BMW is not the only car to live in this segment. Audi, Infiniti, Lexus, Mercedes and Jaguar are arguably the Bimmer’s closest rivals.

So we’ve gathered three of them – Audi A6, Infiniti M25 and the Lexus GS 250 – to see how they stack up against the car from Munich. A fair bit of warning: we have a lot to say so grab a cup of coffee, plant yourself in a comfortable spot and enjoy.

EXTERIOR

Chris says:

Here’s the truth: I find the looks of these cars dull. Surprising because I was sure the Audi A6 would be the best looking car of the lot when I picked it up a day earlier. Yet, here and now, together with the BMW 520i, Infiniti M25 and Lexus GS 250, all four cars look as exciting as suits in a suit store instead a scene from Reservoir Dogs. I’ll explain.

Every car here carries its own character but when assembled together, you’ll have a manufactured operatic pop band instead of something exciting like the Avengers. The signature grilles and DRLs make them somewhat similar to one another. And having a coupe-like silhouette encourages me to wonder if the basic frame comes from the same sheet of paper.

The 5 Series always had its dual grille and its lighted irises to carry its presence. The Audi A6’s single-frame hexagonal frame gets very intimidating especially with its sharp LED day-running lights, which I think is the best in the business. The GS 250 have moved away from the humdrum to bring in stylish athleticism into its shape. Even the oddly penned M25 establishes its own niche, appealing to those who prefer more curves than lines from a ruler; although I do think there’s too much going on.

But choose I must and the Audi and Lexus occupy either side of the coin. Both designs are as different as night and day, time to flip that coin.

The new GS 250 looks the most improved when compared to the previous generation; the spindle grille helps to put some fierceness in its face. It stands out only because the GS seem to embody a character that does not want to take itself seriously.

The Audi, on the other hand, takes itself too seriously. The single frame grille and the daytime running lights (an option for the 2.0T) makes the A6 put on an impassive face. Tour round its body and you’ll begin to notice that the lines are deliberate, no overtly flared bonnet or curve is out of place. Which ultimately bestows a cold and hard character on the car. For an executive saloon, it is not a bad thing.

Which I would choose? I’d stick to my original decision and go with the Audi. The A6 gives that on-road presence that none of the other cars give, which is why it has my vote.

Danny says:

The Infiniti M25 is a large car, and you won’t be underestimating its size with those muscular and shapely haunches, like the muscle dense limbs of predators. The effect is further enhanced by a bulging bonnet and huge, imposing grille.

The F10 won’t turn many heads, partly because it’s such a common sight, but also because BMW is done with polarising designs from the Chris Bangle era. Munich is more interested in the classic and elegant look these days, and I think they’ve succeeded here.

And then, we have the Audi and Lexus. The A6 is trademark Audi – there’s no way one would mistake it for any other marque, but it is likely that you’ll get the model wrong. Whether you view it as a larger A4 or a junior A8, the lines are neat and the car looks smart, although I think that the looks will be much less arresting without those piercing LED bars at both ends.

My favourite by a mile is the Lexus. In a complete U-turn from its soapbar-shaped predecessor, the new GS wears a sharp suit – think Stephan Winkelmann, not Japanese salaryman. Put the older GS beside this newer one and you wouldn’t believe both cars are from the same company. The change is good.

In my eyes, the GS is the recepient of the previous-gen E60 5-Series’ baton as the athlete in the class, in terms of looks at least. The blend of sharp lines and curves, with no excess fat, really does it for me, and the assertive new “spindle grille” dominated face tops off the new image nicely.

Anthony says:

It’s not that it’s overtly radical, but given the company here, the M25 is certainly different. I spent the most time with it, and though by the end of the comparo my indifference hadn’t turned to love, there was at least the element of appreciation for what Infiniti designers were trying to achieve – the term presence comes to mind.

Which is more than what can be said for the A6. It is stately, but on the whole plies safe ground, its mix of lines and flow clean, predictable but ultimately, boring. Yes, you can call it handsome, but it’s the sort of car you’d want to be in if you wanted to be seen, but not. Such is the conundrum.

As for the 5 Series, the F10 is also classifiable as authoritative, but its design flow has come along from the E60’s gilt-edged presentation. The result is something far more refined, which works for many, I suppose, because the F10 is simply flooding the roads. With that said, I still prefer the tauter rendition served by the E60. At its best, that one was simply menacing.

Finally, the Lexus, and here is a shape one can well learn to love. Given the last outing, which in simple terms can best be described as ambiguous – bloated, at that – in its interpretation of what a premium sedan should be, the new GS is a veritable panzer, arguably more Teutonic-looking than its German counterparts.

The overall definition is high, and it works for me – the lines and strokes hang together, with an organic feel to it all, even with the edges and kinks. Not everyone in the group thought it was the most eye-catching, but there you are, and that’s why Baskin-Robbins has 31 flavours. I’ll have a serving of Lexus, with some toppings, please.

INTERIOR

Chris says:

I hop into the A6 and I am quickly immersed in a sea of knobs and toggles, all backlit in a reddish glow, which I don’t mind one bit. Yes, it looks busy but the switches are arranged logically in the centre console and placed close to the driver. However, they are not as easy to use as you think.

Some of the knobs here have two functions and it needs a button press or two to make it switch from task to task. So you need to learn how to use the interior to make the most out of the car. And that daunts most people.

Another interface that is not as user-friendly as it should be is Lexus’ Remote Touch Interface. It is improved than the one you can find on the CT200h, but it still far from goal. The joystick has more resistance built into it, so you know when it jumps from one option to the next. But the placement of the options on the screen is clumsy and there always is an extra push needed before something meaningful is done.

The best interface that I have used so far is the iDrive, which uses one knob that you can twist, push and tap to do all sorts of things. BMW has evolved its iDrive into something really special, intuitive and friendly. Let’s give credit where credit is due.

The multimedia interface of the M25 is nothing to shout about, but I do like what Infiniti did to the place. The cascade centre console is a refreshing change to the sheer cliff that you’ll find in almost all cars. There is much thought going into the choice of trim and colour, even the accompanying materials adds to the plushness of the interior. Somehow, I find it easy to live inside this car.

The seats are comfortable. But you don’t merely sit on it; you let your posterior be cradled instead. The rear offers plenty of room, especially the legroom and specifically the knee area. The backs of the front seats are carved out to make way for more real estate without affecting the comfort of the front seats so the knees of the rear passenger do not need to touch the front seat.

The Lexus is also quite comfortable to sit in, even at the back. The backrest has more tilt, which makes it feel like you’re sitting on a sofa. Surprisingly, it is both German makes that force you to sit a little more upright than usual. So it is not as comfortable as its interior design suggests.

So which do I like the best? Obviously it is the Infiniti M25. Although it is as over-designed as the exterior, the inside has a certain ambience that gives you a pleasant and relaxed feeling; much like how a five-star hotel effortlessly delivers.

Danny says:

The Infiniti boasts sumptuous materials and attention to detail absent from the pack. The semi-aniline leather is supple and inviting, the Japanese ash wood is infused with silver powder to “3D” the grain effect, the driver’s knee rests on soft padded leather on the centre tunnel, the classy analogue clock, the blend of colours and textures… you get the drift.

The swoopy cabin design is not to my personal taste, but it’s an interior that soothes and pampers well. The seating position feels higher than the other three cars, which adds to the relaxed, gliding feel. There are also ventilated (and heated) seats that work well in the current hot spell.

What’s not to like? The locally fitted colour screen is the poorest of the lot, looks cheap and doesn’t work particularly well. And the amusing sound it makes on startup belongs to a video game, not a luxury car.

The BMW is the polar opposite. No flair and drama, everything works in an austere but very efficient manner, almost like Chancellor Merkel’s preaching to the troubled Eurozone.

The two classic BMW dials, the no-frill displays, the AC controls (I like the individually adjustable fan speed) – they’re all straightforward to look at and to use. BMW’s iDrive, much criticised at birth, has evolved to be the benchmark control system; the longer you drive it, the more likely you’re going to not crave for more.

The Audi’s spaceship cockpit appeals to certain folks, but there’s too much going on for minimalist me. It irritates me that simple operations like adjusting the fan speed needs two separate actions: first, press the solo fan button hidden in that sea of red, then turn the dial, which also controls temperature.

Getting into the car at night, and without the luxury of time to settle and adapt, I just couldn’t find the instrument brightness adjuster quick enough to save my eyes. Attempting to navigate around the MMI on the fly takes a lot of grey matter, which saps quite a bit of attention, leaving less for the road ahead.

The Lexus fares better, but it’s not perfect. The mouse-like Remote Touch system is linked to a mega sized 12.3-inch screen with some cool graphics, but the user interface needs some tweaking. The “mouse” was too sensitive for me (every nudge of mine pushed it to the end) while a dedicated back button would be good, too.

That aside, I like what Lexus has done with the GS’ dashboard, blending a modern “techy feel” with elegance. Like the outer skin, there’s fresh thinking here, and no traditional “waterfall” style centre console to remind you of Toyota. There’s a good-looking small diameter steering wheel with shift paddles, too.

The seats and driving position, while cushy enough, are quite conducive for sporty driving. Even the rear seats get good side bolsters. The new GS is really living up to its billing as a new breed of Lexus.

Anthony says:

If you’re the type who values a sense of occasion in a cabin, then the Infiniti’s is the place to be. It’s the most old school fashion of the four in how everything is pitched, from elements to design, but it is undeniably plush.

Also high on the list is the level of attention to detail – witness the work on the ash wood inlays as well as the varied blend of surface textures on call. Design-wise, cosseting would best describe it, aided by the workings of the Bose sound system on call. Ah, but there’s one thing that spoils the whole sense of belonging, and that’s the incredibly tacky startup tune that chirps away when you turn on the ignition. Game console, anyone?

Old-school plush to space-age kitsch, that’s the jump you get stepping from the M25 into the A6’s interior, which continues to ply the “let’s put all the switch and function wares we possibly can into a cabin” route. Busy doesn’t begin to describe it, and that sea of red (never a favourite) doesn’t help matters.

In terms of quick engagement, you can either be overwhelmed by it (likely) or just ignore it all (quite impossible). I simply got irritated. If the operation aspects were simpler, perhaps it would be bearable, but items like the MMI continue to confound, and on the whole switchgear operation features redundancy like its going out of fashion.

Thankfully, the approach served up by the Lexus is less nefarious. There’s a quiet elegance about how everything is presented in the cabin, and of note is the refinement and level of thought that has gone into things, compared to the previous gen’s interior.

It’s not completely compelling, of course, and some elements need more work. The large 12.3-inch screen should rightly be a winner, but is flawed by lower resolution levels that take the edge off the size.

Likewise the Remote Touch system, which suffers some operational anomalies – chief among these is a lack of sensitivity correlation between controller and the accuracy of movement/placement on screen. Still, there’s plenty to like, the seats, driving position and smoothness of switchgear operation being items of note. The rear seats aren’t too shabby either.

In terms of overall balance, however, the BMW seems to have gotten its act settled the best. Not the prettiest – there will be those who will argue that it’s all rather ascetic looks-wise, but much of it has to do with familiarity, for us at least. Yes, alright, it’s a bit bland, the cabin, missing the frills and fancy found in the other machines in the test, but less is more, when you get it right.

Hidden underneath that conservative veneer is a high pedigree of operational refinement, sensed more than seen – for example, the long-evolved iDrive makes its other competitors clumsy and awkward in comparison, and for driving position and overall in-cabin scope and tactility, the 520i is the one to beat in the group.

PERFORMANCE

Chris says:

Things get hairy from here. But before I can properly let loose, I have to say that I did all of my driving with the sportiest drive setting that the car can give.

I’ll start by crossing out the Infiniti from the list. Not to say that it is absolutely rubbish, it is not. Its ride is supple and absorbs the bumps all too well, almost like driving on foam mattresses. Have not done that before? Then let me tell you that it will be one of the most comfortable rides you’ll ever have. And unfortunately, the car also handles as if it is driving on foam mattresses.

You see, the steering does not feel right. Its weight is adjusted according to speed, which is good. But while it feels heavy, there isn’t much feedback coming from the wheel; which is bad. It is also not quite quick and not as precise when compared to the rest of the pack.

And then, there’s the power (or lack thereof) to contend with. While the Infiniti gets a nice-sounding 2.5-litre V6 lump, the engine only squeezes out 218hp and 252Nm, which is good for a century sprint of 8.5 seconds. The numbers does not translate well to real-world speed; it feels lagged.

A seven-speed automatic is mated to the powerplant but it does not feel snappy nor does it shifts thought the gears quickly. It takes a while before the M25 build any sort of respectable speed. So if it is performance you are looking for, then you should look to the other cars. With that said, the M25 is a car that you’d want if you do most of your driving at a sedate pace.

The A6 is the second car to be crossed from my list. Not because it is rubbish – far from it – but the Lexus and BMW feels much better to drive. The difference here is the Audi’s front-wheel drive format; the rest are rear-wheel driven.

So, the A6 can get understeery at times, especially when you try attacking the apexes at higher speeds. Quattro this is not, but if you take time to learn the car’s intricacies, you’ll find the Audi’s handling very agreeable.

Power is derived from a 2.0-litre TFSI force-induced engine. While it only generates 180hp, the powerplant churns out 320Nm of torque between 1,500 and 3,900rpm. It really makes the A6 feel quicker than its 0 – 100km/h time suggests; 8.3 seconds is recorded on the time sheets. And it is good to a top speed of 226km/h.

Here’s a shocker: the A6 sports a CVT gearbox that gives you eight pseudo-gears. There are two things that usually come with a CVT, which are the droning of the gearbox and the lag in acceleration. Both are delightfully absent in the A6.

It makes cruising the highway a comfortable experience. The lag in acceleration is still there, but barely noticeable. In fact, switch over to manual mode and all discrimination disappears. The shift is immediate and the power is transferred to the wheels quickly. All in all, Audi has done a good job in making the CVT feel very un-CVT.

The A6 comes with drive select, which lets the driver tune the setting of the engine, gearshifts and suspension. Even with dynamic-mode selected, which makes the car a little tighter and sportier, the Audi falls short of being excellent. As I said earlier, the Lexus and the BMW has this one in the bag. But which is better?

Numbers first. The GS250 has a 2.5-litre V6 that produces 206hp and 253Nm. Its 0-100km/h is clocked at 8.8 seconds and has a top speed of 230km/h. A six-speed automatic is mated to the engine.

The 520i gets a turbocharged 2.0-litre that generates 184hp and 270Nm of torque. The BMW goes to 100km/h from zero in eight seconds flat and hits a top speed of 226km/h. It has an eight-speed auto that transmits energy to the rear wheels.

Head-to-head, the GS has more power but less torque than the 5 Series. Yet, it is the German car that reaches the 100km/h mark earlier than the Japanese. It translates almost accurately in reality too. The eight-speed auto of the Bimmer is relentless. The upshifts are smooth and precise, exactly hitting all the sweet spots so it loses no time at all.

The lack of two forward ratios in the Lexus is telling; the GS takes a few tenths longer to hit its optimum shift points. While it is decent on the straights and downhill, the Lexus somewhat struggles on inclines. It is slow to kick down a cog to summon the power it needs – the manual mode clears up all the confusion.

Things aren’t as clear-cut on roads that are more twisted than a David Fincher movie. In equal doses, both cars follow the road well. The steering on both cars is very point-and-shoot; aim where you want to go and accelerate, and the car will do the rest. Both rarely put a foot wrong too, although the GS arrives on the limit of its grip easier than the 520i.

To split hairs, the BMW is slightly more refined than the GS when it comes to handling. With refinement comes predictability, so you know what the 5 Series will do in any given situation. It is fun for a whole 15 minutes before I start realise that the brake-cut apex-accelerate out of the corners become one glorified wash-rinse-repeat. I start to wish I were behind the wheel of the Lexus.

As I said earlier, the GS250’s handling isn’t refined. In fact, it has a tendency to oversteer with threats of breaking the rear grip. This makes the drive a little more on the edge; I have to be on the ball at all times ready to counter-steer. And for once I don’t mind that the Lexus is slower to come to power because it inspires one to think ahead more and hold the revs for the next corner or the next climb. I do admit that I am liking this car more.

Danny says:

The previous-gen GS had all the driving appeal of a Camry. This is different. The new GS is eager and willing to play curves! And as B roads go, the route we drove on was challenging: hairpin after hairpin, one side hill, one side cliff, most corners blind.

Turn in is sharp, and there’s a sense of lightweight and agility. Body roll is a non-issue and the steering is quick enough on zig-zag roads. I sense a lively tail, too, although this car’s VSC is swift and strict. The challenge was to drive as hard as possible without the annoying VSC threatening to “trim my lead” over the BMW nipping at my tail. Also, if they have dialled in more steering feel, this would have been a great driving package. But I have steering paddles, and they are being put to good use.

It is manual mode all the way, which is why I can’t tell you how well (or not) it works in the daily grind. But I can report that the paddles, which turn along with the steering, work well enough with fast shifts and a nice click. This V6 engine note is noteworthy, especially in the second half of the rev range. Artificially enhanced or not, it’s a sonorous voice that will elicit a chuckle or two as you ram home.

So yes, it’s a new kind of Lexus. But as much fun that was, I know deep down that the BMW has its measure in the driving department. The F10′s innocent sheep’s clothing hides a chassis that is truly talented. Body control is fantastic in Sport mode and the steering is sublime in this company. Compared to the Lexus, I could power out of corners quicker.

And that drivetrain is faultless. Eight speeds might sound like a lot of ratios to get lost into, but it never happens. The turboed inline-four’s brutal efficiency at both ends – performance and fuel consumption – means I don’t miss the inline-six of old.

The F10 also does the mundane very well. Cruising comfort is good and a press of the selector sends it into Comfort+ mode, where the active dampers do their best to send your occupants into slumber. Through the years, entry-level Fives were great but slow cars. This 520i is simply a great car.

Jumping from the BMW into the Infiniti is like being thrown an axe after hours of working with a scalpel. I approached the M the same way I did with the 520i, and it turned out to be a bad idea. It took just two corners to exhibit really slow steering, plenty of drivetrain lag and bulk that’s hard to mask.

It sounds horrible but it’s not. The Infiniti just isn’t meant for days like this, preferring long highway cruises and urban use, where its soothing character and brilliant ride comfort come into play. Earlier, I was tasked to collect the car from downtown KL, and the accompanying mad traffic jam and long highway crawl back home became irrelevant.

What about the Audi? Well, there’s nothing outstanding here and I almost don’t recall how it drives. Maybe I do – it feels like a Volkswagen, and I mean it as a compliment. The 2.0 TFSI is its usual self, which is good, and Audi’s CVT gearbox doesn’t annoy – also good. Ride comfort is another plus.

In the A4, there’s not one Audi Drive Select setting that I’m comfortable with (ride is fine in Comfort, but steering is too light; steering has better weight in Sport, but ride becomes crashy), but better balance can be found here. Fast enough, too.

Anthony says:

It’s with the Infiniti that I chug along for most of the uphill sections of the route. Underneath the visceral exterior is very much a gentle soul, meant to amble rather than storm along. Comfort levels are high; it offered the plushest ride, by far the most compliant of the four, and on a highway and cruising along at speed, this isn’t a bad thing.

Get into close-quarter terrain, however, and it offers a less picturesque take. On windy, twisty tarmac, steering effort is needed to get the bulk going and pointing where you want it to. In the end, easing off eased the strain, but you’ll still get a good arm workout with this one.

Of course, the route isn’t something like what an M25 is likely to encounter everyday. In far more familiar landscapes (read: city), its refined, relaxed character and simple, unfettered charm (silly start-up chime aside) would be just the thing its buyer is looking for.

Going from the inherent laziness of the Infiniti’s boat-like steering to the sharp immediacy of the BMW meant that stabbing the throttle and putting quick input to the wheel almost meant a turn for the worse, quite literally. Nothing uncatchable, but breathtaking all the same.

The Munich kid is the sharpest and most agile offering by far, already even without Sport mode engaged. It responds to input in the usual BMW fashion – controlled, precise, unflappable. You do things that you wouldn’t dream of in something like the M25, and so in the end I did the ‘drop back, stop and charge up’ act to the convoy repeatedly, because it was just joy doing so.

However, if you choose to be civil about it, the car does that bit ably as well. Ride compliance and overall comfort levels bows to the Infiniti, but the Comfort+ damper setting makes for a rather benign beast, aided by the smoothness of the eight-speeder tranny. In terms of versatility, the BMW offers the widest spectrum of shades – good for a giggle when spanked, and thoroughly business-like when restrained.

I take the Audi down the hill, keeping company with the Infiniti. Unable to get past it on the narrow stretch, I settle down to fuss over the switchgear, and keep noticing the suspension. It’s undoubtedly the firmest of the four, especially at low-level speeds, and though speeding things up improves compliancy (not at the expense of handling), there’s always a detached feeling to everything.

Surprisingly, the steering, which is lifeless off-centre in terms of feel and devoid of any real weight, has good accuracy and speed, and the rest of the bulk follows suit when pressed. The Audi tracks well, and short of the tightest, twistiest bits, accomplishes movement in an even-tempered manner, with great poise at that.

It does so, however, in completely unemotional fashion – cold, even if it’s capable, that’s what I felt about it as I walked away. Plus points are its engine, ever the showpiece, and a rather silky gearbox.

The Lexus is infinitely more fun to drive. Energetic, with a brisk, light nature, there’s a frisky quality to its disposition when asked to bomb along. The steering feel could be better. And that gearbox could do with some more work in terms of transitions, but the chassis is lively and eager, and it shows.

For sure, it has higher thresholds than the previous GS, revealed by taking it into – metaphorical – places where the last incarnation would have waved the white flag in abject terror. The VSC is still overtly intrusive though, and the car never feels unbridled because of that. Still, doubtless that anyone would buy a Lexus to go mental with it.

CONCLUSION

Chris says:

I still favour the Audi A6. Personally, I think it is best looking car here. I am also all for the complexity of the A6’s human interface and the multi-function buttons; it discourages all to play with my settings. The downside is its power and handling, which is easily cured by having the bigger 3.0 litre version instead.

However, I have to give my win to the Lexus. Despite the fact that I would like to introduce its Remote Touch Interface to a hammer, the rest of the car ticks all the right criteria. I especially like how this GS handles in spite of the fact that it lacks straight-line speed or its gears sometimes struggles to find the right ratio.

Danny says:

I really enjoyed being a part of this shootout, for it pitched many different, sometimes opposing, characters and philosophies together. There is no superior luxury car to rule the rest, for each has its strengths. To me, the BMW 520i is the best car to drive here, and it’s also very good as a comfortable, efficient luxury cruiser.

But the eye opener of the test for me was the Lexus. This is not just a new GS, but a new kind of Lexus. It looks the part as a sporty exec, and is beginning to drive the part as well. Not perfect yet, but with this quantum leap, they’re heading in the right direction. Good job Lexus!

Anthony says:

The Infiniti, and to a lesser extent the Audi, are inherently left field, for those who want to serve notice of intent, but in a less in-your-face manner. Or for that matter, for those who want to be different. My choice boils down to the Lexus and BMW. The Lexus is still not quite the finished article, but the newfound approach – both in shape and character – struck a chord with me.

Nonetheless, the marker invariably gets placed on the 520i. In terms of kit and mod cons, it’s missing bits here and there compared to the other three, and the shape is a bit too generic for my liking. All the necessary bits that matter are there, however, and its wide-ranging spectrum offers it the most balanced view of the world, at least from a driver’s perspective, and in the end, this rubric is still the one to beat.

Lexus GS 250

BMW 520i

Audi A6

Infiniti M25

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We’ve already seen the BMW 2-Series Coupe a couple of times, but with the weather in Munich warming up now it’s time to bring out the convertibles! Here’s the new BMW 2-Series Convertible on test, a new model in the 2-Series family which will replace the old 1-Series Convertible.

Unlike the new 4-Series Convertible which uses a hard top, the 2-Series continues with the soft top design of its predecessor. It looks like there will be greater design differentiation between the new 1-Series and 2-Series now – the headlamps on the 2-Series look much slimmer and sleeker than the big eyed look of the new 1-Series.

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BMW Group Malaysia and Tian Siang Premium Auto recently opened the first BMW Motorrad dealership in Ipoh, which is also the fifth BMW Motorrad outlet in the country. The facility is located at along Jalan Kuala Kangsar in Perak’s capital city.

The launch was attended by members of BMW Motorrad Club Malaysia, MB Riders, Motorsport Legend Club and Etiraf Bikers Club, Ipoh who had the opportunity to test ride the newly launched BMW HP4, BMW F700 GS, BMW F800 GS and BMW Maxi Scooters.

The latest BMW Motorrad showroom is part of Tian Siang Premium Auto Ipoh’s existing 4S BMW dealership, occupying a total built up space of 203 square metres. The display area can showcase up to nine bikes at one time, plus BMW Motorrad merchandise. There’s also a dedicated customer lounge with WiFi.

“The key to BMW Motorrad’s success here is to ensure that our customers receive nothing less than the best in terms of premium experiences whether they are in KL, Munich or right here in Ipoh,” said Fazli Shukor, head of BMW Motorrad in Malaysia.

In the first quarter of 2013, BMW Group Malaysia delivered 95 bikes, a 64% growth.

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BMW Group Malaysia recently announced a record performance in the first quarter of 2013 for its business units – BMW, MINI and BMW Motorrad. As of March 2013, the company delivered a total of 1,665 units, consisting of 1,482 BMW, 86 MINI and 97 BMW Motorrad vehicles, an increase of 9.8% compared to 1,516 vehicles delivered during the same period in 2012.

Commenting on the achievement, CEO Dr Gerhard Pils said: “Since the start of the year, we have experienced positive growth which further emphasises the strength of the business within the country and we look forward to another successful quarter in delivering the premium expression that can only be experienced with the brands represented by the BMW Group.”

New introductions in the first quarter include the facelifted BMW 7-Series LCI range, which has an ActiveHybrid variant, the entry-level MINI One as well as the three Motorrad bikes.

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We’ve seen spyshots of the regular BMW 4-Series Coupe as well as the BMW 4-Series Coupe M Sport before on this website, but today our European spy photographers have snapped the top dog of the 4-Series range – the BMW M4 Coupe.

The formula looks the same – big thin-spoke wheels that showcase large cross-drilled high performance brakes, an aggressive front bumper with an upside down V shaped air intake, quad exhausts at the rear, wider wheel arches compared to the regular 4, and a small hump on the hood. A quick peek inside the headlamps also reveal LED light sources rather than xenon proejctors.

What’s going to be completely new is what’s under the hood – many have spoken of reverting to 6 cylinder power for the new BMW M4, with turbocharging added to the mix. The question is how many turbos, and what new trickery will BMW introduce to their M motors?

We’ll definitely miss the high revving 4.0 litre V8 for sure.

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The BMW 2-Series Coupe has been sighted again, this time on the Nurburging. The unit being tested looks pretty similiar to the unit that was photographed the last time we featured the BMW 2-Series, in which we got a peek at the interior as well, which proved to be pretty much similiar to the 1-Series.

These race track shots snapped from a distance allow us a better view of the shape of the 2-Series, while the previous set was more close-up. The twin exhausts on the rear, the bumper shape and the wheels indicate these red and blue cars are most likely 235i M Sport coupes. The 2-Series Coupe will replace the 1-Series Coupe in the BMW line-up.

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This is the first time we’ve had the opportunity to look at the BMW Concept Active Tourer up close and snap live photos, as Auto Shanghai 2013 is the first time the car has made an appearance in Asia.

We’ve covered the BMW Concept Active Tourer extensively back in September 2012 when it made its world debut, so you can read our story from back then to find out more about the car. You’ll remember it stirring up some controversy as even though it’s still a concept officially, BMW announced that it was front wheel drive, a clear departure from traditional BMW architecture, although BMW engineers have had lots of experience doing front wheel drive cars because of MINI.

As a recap, the BMW Concept Active Tourer measures 4,350 mm long, 1,834 mm wide and 1,560 mm tall. Wheelbase is 2,670 mm. As a comparison, its closest competitor the new Mercedes-Benz B-Class measures 4,359 mm long, 1,786 mm wide and 1,557 mm tall, with a 2,699 mm wheelbase.

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And here it is, the first official video from BMW’s Auto Shanghai 2013 booth featuring our very own Harvinder Singh. BMW has this program where they pick different personalities to host their motorshow videos and we’re the third to be selected for this program, after Horatiu Boeriu for the NAIAS 2013 video and DTM champion Bruno Spengler at Geneva 2013. Malaysia boleh!

Harvinder interviews the Concept X4′s product manager and designer and asks some of the questions that you asked in our call for questions. As expected, the Concept X4 is a close indicator of what the production car will look like. BMW reveals that the BMW X4 will be put into production in 2014 and will be priced somewhere between the X3 and X5, but closer to the X3.

More details are in the video so check it out!

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Other than the Coupe and the GranCoupe body styles which we have already featured before, the BMW 4 Series will also get an F33 convertible body, which will replace the E93 3 Series Cabriolet. These spyshots by our European spy photographers show us that the 4 Series Cabriolet will continue with a hard top roof, and the overall treatment of the roofline is pretty similar to the E93 Cabriolet.

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We’ve already seen a fully undisguised regular BMW 4 Series Coupe when it was photographed in the US back in March 2013. Now our spy photographers are back with something different.

These two cars that have been sighted on test in the Nurburging are wearing the M Sport package, with some of that funky camouflage put back on. It’s definitely not an M4 because of the right side up V shape of the front bumper (M cars typically have an inverted V shaped main intake), the lack of wide body or quad exhausts, and the diffuser-less rear end.

We might be wrong, but the headlamps of the grey car also look like low spec version with halogen-powered reflector lenses instead of xenon projectors. The configuration of the tail pipes at the rear of the grey car which show two small pipes on one side of the car indicate a four cylinder engine, unlike the design on the blue car which showed a tail pipe on each side of the bumper, which is likely a 435i.

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