I saw a 1 series!
I saw a 1 series!
Thread Starter
The Third Ball
Joined: Sep 2002
Posts: 50,494
Likes: 5,869
From: Los Angeles, Ca
Originally Posted by Crazy Sellout
Good review and pics.
Its sexy looking, thats about all I can say. As I only seen them on the outside.
I do love being back in Europe, where 98% of all cars, SUVs, trucks, minivans, and large trucks are all stick shift....brings a tear to my eye.
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Senior Moderator
Joined: Aug 2002
Posts: 35,218
Likes: 15
From: Swansea, MA
I've been waiting for the 1 series to coming to america.... I love to see a M2 coupe based on the 1 series in the USA... I'm too cheap to buy a 330, but I might be persuaded to buy a M2...
Burning Brakes
Joined: Jun 2001
Posts: 969
Likes: 13
From: CT
the 1 series is a cool little car- i wish it would come over here... i read about it all the time in EVO. they just had a comparo between it and the new R32
-------------------------------------------------------------------------------------------------------
BMW 130i M Sport
The premium hatchback class has a new hero
ome cars leap off the spec sheet like an Alonso-piloted F1 car, and the BMW 130i is most definitely one of them. There was a certain amount of derision when BMW's challengingly-styled new baby hit the showrooms in 2004; although it boasted unparalleled rear-drive dynamics it toted at best a fairly limp 161bhp. But now the promise of that unique rear-drive configuration (for a hatch), uncorrupted steering and perfect weight distribution is backed-up by a searing, sonorous 3-litre straight-six packing a silken 265bhp punch. You may not like the look of the 130i but you've got to admit it's a pretty tasty proposition.
Of course, the thumping power and beautifully detailed chassis come at a price. In SE spec the 130i will cost £24,745 when it goes on sale in September. Not cheap, but a well-specced Golf GTI with 'just' 200bhp will comfortably reach similar fiscal heights, and the SE comes decently equipped.
However, BMW doesn't expect the bottom line to be a major issue for 130i buyers, and expects the M Sport version to take the lion's share of sales. With subtle aerodynamic add-ons, M Sport suspension, a short-shift gearlever and 18in alloys, the package really pumps-up the tame 1-series shape. The price of the quiet aggression and promised added control takes the 130i up to £26,515. That's £2310 less than a 330i, and around £3K more than the anticipated price for the VW Golf R32.
I expect we've just lost a few readers, but for those of you who can countenance a near-£30K 1-series, read on, because they might just be missing out on one of the finest cars of the year. Why? Well, for starters it immediately feels and looks like a quality product. More so than a Golf GTI and, I'd guess, the forthcoming R32. It's quick, too. It hits its 155mph limiter just as the rev-limiter in 5th chimes in, and there's clearly plenty more to come if only the remainder of 6th wasn't off-limits. The 130i should sneak under six seconds to sixty (BMW claims 6.1sec for the 0-62mph sprint), too. Which puts it out ahead of the cheaper, even wackier Mazda RX8 and pretty close to the more powerful Nissan 350Z.
Set aside the figures for a moment and the 130i still makes a compelling case for itself, simply because of the nature of its delivery. That super-lightweight magnesium-alloy 3-litre straight-six is simply stunning. Smooth as honey but with a killer sting, it's producing its peak torque figure of 232lb ft by 2500rpm and holds it until 4000rpm. By then the power is ramping up, the complex howl filling the cabin and the 1-series reeling in the horizon at a wicked rate. Keep the throttle pinned and you're sure to hit the 7000rpm limiter until you get used to its eerie smoothness; the engine feels like it could rev to 8500rpm without complaint.
As you'd expect, the motor is the 130i's defining element, but if you're expecting a bit of a hot-rod then perhaps this isn't the car for you. I was initially disappointed that the 100bhp hike in power had been absorbed and controlled so seamlessly by the chassis. There's massive traction and, in the M Sport car particularly, the lateral grip seems limitless. Factor in a firm but supple ride and you're left with an over-riding sense of accomplishment rather than a straining-at-the-leash tearaway. BMW will thank its trick five-link rear axle and lightweight aluminium suspension components for the 130i's unfazable composure, but after a brief drive you might just wish it had dialled-out a bit of control and dialled-in a bit more throttle sensitivity.
The roads around Munich are smooth and fast, with 4th gear sweepers more common than 2nd gear twists, making it tricky to drive through the M Sport's awesome composure. The occasional ragged section hints at the car's intent, the big wheels thudding into the tarmac but staying controlled, the car morphing into a harder, more agile kind of 1-series as the tarmac becomes more challenging. Just the odd bout of wheel skip over rapid imperfections reminds you of its run-flat tyres and the weight the dampers are managing.
But find the right combination of corners and the potential in the 130i M Sport emerges. It darts into turns without a hint of understeer or hesitation, settles quickly into the heart of a corner and digs in hard when you spot the exit and pull the trigger. Get it right and you can feel the rear tyres steering the car into the corner, fighting understeer and letting your actions dictate the attitude of the car. On UK roads littered with tricky corner approaches, nasty surface changes and unpredictable cambers, I suspect the M Sport-equipped 130i will feel responsive and aggressive, and I just know it'll soak up punishment with ever-increasing relish. It feels like a car honed right to its very limits.
Should you overstep them the 130i is fitted with BMW's latest DSC software and it works well, staying unobtrusive until absolutely necessary and giving you back control as soon as the situation is contained. Hit the DTC button and the limits are pushed higher, but soon you'll feel confident to lose the stability control altogether with a longer prod on the button. The 130i doesn't have a limited-slip diff so you'll get plenty of inside rear wheelspin before opposite-lock heroics are required. Don't quote me on that in the wet, though...
Our test cars are fitted with BMW's controversial variable-rack Active Steering system. I'm not really anti-Active Steering (though many are), but I'd still stick with the standard set-up. BMW goes to great lengths to highlight the benefits of rear-drive on steering feel, so why specify a system that clearly places a filter between your fingertips and the road? A quick squirt in an SE with conventional steering showed it to be more communicative and 'natural', allowing you to flow with the car rather than react to responses that don't feel entirely intuitive.
Of course you could save a substantial £1770 and forego the M Sport kit altogether. On slightly plumper 205/50 R17 tyres (the M Sport has 215/40 R18s at the front and gargantuan 235/35s out back) it certainly rides with a softer edge, and the performance is undiminished. The limits are more accessible, too, although even the SE cars on test were fitted with the 15mm lower M Sports suspension, which clouds the issue somewhat. The 130i SE is a stealthy device and wonderfully fluid, but I think you'd miss the supreme turn-in and ultimate control of the M Sport car with time.
The 130i's devastating combination of deep-seated quality, engineering integrity and the control it displays when you're tapping into the rich reserves of power make it a bit of a hero in my book. I'd love to unreservedly give it our seal of approval and nominate it for our Car of the Year bash, but unfortunately the roads around Munich weren't quite challenging enough to delve deep into the chassis' abilities. It feels agile and definitely more neutral than its less-powerful siblings, and the tantalising glimpses of how it behaves in extreme situations showed great promise.
My guess is that the 130i M Sport will be stonking when we get to drive it in the UK. And although for some people a £26-grand 1-series will always be beyond the pale, for those of us who think a big-engined, light and compact rear-drive screamer is about as good as it gets, the 130i might just be the perfect tonic.
Words/Pictures: Jethro Bovingdon/Andy Morgan
BMW 130i M Sport
Fantastic engine, fluid chassis
Not the hooligan you might expect
Engine: In-line six-cyl, 2996cc, 24v
Max power: 265bhp @ 6600rpm
Max torque: 232lb ft @ 2500-4000rpm
0-60mph: 6.1sec (claimed)
Top speed: 155mph (limited)
Price: £26,515 (SE £24,745)
On sale: Now
check this out
Fastest BMW 1 Series : HARTGE H1 5.0
5.0 Litre V8, 450 HP, 376 lbs-ft (510 Nm) of torque
Like the Hartge H6 5.1, the H1 V8 5.0 was both revealed and reveled at the Essen (Germany) Motorshow in December 2004, and is available now as part of Hartge's full product range.
Once again the Hartge engineers created something special, this, by transplanting a BMW 5.0L V8 into the newly released 1 series. And this isn’t your normal BMW V8, as it features modified cylinder heads, revised camshaft, and its own engine software mapping; resulting in an output of 450 hp and 376 lb-ft of torque.
To translate this phenomenal power to the ground in the 1 Series, a special drive shaft and 6 speed manual transaxle are installed, along with a new rear sub-frame. With a curb weight of just 1,445 kg (~3200 lbs.), rendering a weight to power ratio of 3.23 kg/hp (7 lb/hp), the H1 catapults from 0-100 km/hr (0-62.5 mph) in just 4,6 sec. The amazing thrust continues to an ultimate top speed of 300 km/h (188 mph).
Having this much power on tap necessitated other improvements, typical of those applied to other Hartge BMW conversions. It starts with the adjustable Hartge sport suspension, lowering the car 30mm (1.2”) and featuring specific rate springs and shock absorbers, as developed and defined by Hartge engineers on the Nurburging as well as the Autobahns and roadways of Germany, to provide a both sophisticated and athletic handling. The best grip to the street with this suspension is enabled by the high-performance tires (from Pirelli or Continental) mounted on 19“ Hartge Classic wheels. The fronts are 235/35R19“ while the rears measure 265/30R19.
The H1 not only gets up to speed quickly, it also scrubs off that speed effectively, using a specific high-performance brake system from Hartge. This system includes eight piston front brake calipers and 380 mm cross-drilled floating rotors to create race-car-level deceleration values and street-proven durability.
The appearance is upgraded, starting with a newly designed front spoiler, and aesthetically supporting what lies beneath the skin. At the rear, a new and exclusive center mounted stainless steel rear silencer shines with dual round tail pipes, announcing the “bark” that accompanies the “bite” in this pedigreed automobile. Finally, a new rear spoiler completes the look, one to which most other drivers will be exposed.
Last but not least the owner and passengers are given the Hartge treatment, as the interior of the H1 is professionally sport-styled. Included in the package are motorsport racing seats, a Hartge leather sport steering wheel, carbon-fiber interior panels, an aluminium handbrake handle, gear knob, and foot pedals. Finally, a special Hartge 320 km/h speedometer is fitted, revealing to the privileged pilot the vehicle’s potential.
The Hartge H1 is another standout offering in the world of automotive accomplishments, continuing Hartge's heritage of transforming BMWs to the next level. In this automobile, Hartge transforms a premium entry-level sedan to a pure-blooded sports car. The full Hartge program also offers individual drive and styling components for the entire BMW product range, in addition to the new 1 series, allowing any BMW owner to experience what Hartge calls . . . “the fine way of being fast!”™
Look out for something only the Hartge engineers could do: create the fastest BMW 1 Series in the world: the HARTGE H1 5.0.
The basic details are a modified BMW 5.0 Litre V8, 450 HP, 376 lbs-ft (510 Nm) of torque, 0-62mph (0-100km/hr) times of 4.6 seconds, and a top speed 188mph (300km/hr). To harness and direct all that power, high performance brakes and a special suspension that places the car 30mm closer to the road comes along.
Not only is the heart of the vehicle optimized, through new front and rear spoilers, a center-mounted dual-tipped exhaust, 19” Hartge wheels, a Hartge sport leather steering wheel, and a 320km/hr speedometer.
The Hartge 1 Series Program offers driving and styling components for the entire 1 series platform, allowing one to experience what Hartge calls ...... “die feine Art schnell zu sein!”
-------------------------------------------------------------------------------------------------------
BMW 130i M Sport
The premium hatchback class has a new hero
ome cars leap off the spec sheet like an Alonso-piloted F1 car, and the BMW 130i is most definitely one of them. There was a certain amount of derision when BMW's challengingly-styled new baby hit the showrooms in 2004; although it boasted unparalleled rear-drive dynamics it toted at best a fairly limp 161bhp. But now the promise of that unique rear-drive configuration (for a hatch), uncorrupted steering and perfect weight distribution is backed-up by a searing, sonorous 3-litre straight-six packing a silken 265bhp punch. You may not like the look of the 130i but you've got to admit it's a pretty tasty proposition.
Of course, the thumping power and beautifully detailed chassis come at a price. In SE spec the 130i will cost £24,745 when it goes on sale in September. Not cheap, but a well-specced Golf GTI with 'just' 200bhp will comfortably reach similar fiscal heights, and the SE comes decently equipped.
However, BMW doesn't expect the bottom line to be a major issue for 130i buyers, and expects the M Sport version to take the lion's share of sales. With subtle aerodynamic add-ons, M Sport suspension, a short-shift gearlever and 18in alloys, the package really pumps-up the tame 1-series shape. The price of the quiet aggression and promised added control takes the 130i up to £26,515. That's £2310 less than a 330i, and around £3K more than the anticipated price for the VW Golf R32.
I expect we've just lost a few readers, but for those of you who can countenance a near-£30K 1-series, read on, because they might just be missing out on one of the finest cars of the year. Why? Well, for starters it immediately feels and looks like a quality product. More so than a Golf GTI and, I'd guess, the forthcoming R32. It's quick, too. It hits its 155mph limiter just as the rev-limiter in 5th chimes in, and there's clearly plenty more to come if only the remainder of 6th wasn't off-limits. The 130i should sneak under six seconds to sixty (BMW claims 6.1sec for the 0-62mph sprint), too. Which puts it out ahead of the cheaper, even wackier Mazda RX8 and pretty close to the more powerful Nissan 350Z.
Set aside the figures for a moment and the 130i still makes a compelling case for itself, simply because of the nature of its delivery. That super-lightweight magnesium-alloy 3-litre straight-six is simply stunning. Smooth as honey but with a killer sting, it's producing its peak torque figure of 232lb ft by 2500rpm and holds it until 4000rpm. By then the power is ramping up, the complex howl filling the cabin and the 1-series reeling in the horizon at a wicked rate. Keep the throttle pinned and you're sure to hit the 7000rpm limiter until you get used to its eerie smoothness; the engine feels like it could rev to 8500rpm without complaint.
As you'd expect, the motor is the 130i's defining element, but if you're expecting a bit of a hot-rod then perhaps this isn't the car for you. I was initially disappointed that the 100bhp hike in power had been absorbed and controlled so seamlessly by the chassis. There's massive traction and, in the M Sport car particularly, the lateral grip seems limitless. Factor in a firm but supple ride and you're left with an over-riding sense of accomplishment rather than a straining-at-the-leash tearaway. BMW will thank its trick five-link rear axle and lightweight aluminium suspension components for the 130i's unfazable composure, but after a brief drive you might just wish it had dialled-out a bit of control and dialled-in a bit more throttle sensitivity.
The roads around Munich are smooth and fast, with 4th gear sweepers more common than 2nd gear twists, making it tricky to drive through the M Sport's awesome composure. The occasional ragged section hints at the car's intent, the big wheels thudding into the tarmac but staying controlled, the car morphing into a harder, more agile kind of 1-series as the tarmac becomes more challenging. Just the odd bout of wheel skip over rapid imperfections reminds you of its run-flat tyres and the weight the dampers are managing.
But find the right combination of corners and the potential in the 130i M Sport emerges. It darts into turns without a hint of understeer or hesitation, settles quickly into the heart of a corner and digs in hard when you spot the exit and pull the trigger. Get it right and you can feel the rear tyres steering the car into the corner, fighting understeer and letting your actions dictate the attitude of the car. On UK roads littered with tricky corner approaches, nasty surface changes and unpredictable cambers, I suspect the M Sport-equipped 130i will feel responsive and aggressive, and I just know it'll soak up punishment with ever-increasing relish. It feels like a car honed right to its very limits.
Should you overstep them the 130i is fitted with BMW's latest DSC software and it works well, staying unobtrusive until absolutely necessary and giving you back control as soon as the situation is contained. Hit the DTC button and the limits are pushed higher, but soon you'll feel confident to lose the stability control altogether with a longer prod on the button. The 130i doesn't have a limited-slip diff so you'll get plenty of inside rear wheelspin before opposite-lock heroics are required. Don't quote me on that in the wet, though...
Our test cars are fitted with BMW's controversial variable-rack Active Steering system. I'm not really anti-Active Steering (though many are), but I'd still stick with the standard set-up. BMW goes to great lengths to highlight the benefits of rear-drive on steering feel, so why specify a system that clearly places a filter between your fingertips and the road? A quick squirt in an SE with conventional steering showed it to be more communicative and 'natural', allowing you to flow with the car rather than react to responses that don't feel entirely intuitive.
Of course you could save a substantial £1770 and forego the M Sport kit altogether. On slightly plumper 205/50 R17 tyres (the M Sport has 215/40 R18s at the front and gargantuan 235/35s out back) it certainly rides with a softer edge, and the performance is undiminished. The limits are more accessible, too, although even the SE cars on test were fitted with the 15mm lower M Sports suspension, which clouds the issue somewhat. The 130i SE is a stealthy device and wonderfully fluid, but I think you'd miss the supreme turn-in and ultimate control of the M Sport car with time.
The 130i's devastating combination of deep-seated quality, engineering integrity and the control it displays when you're tapping into the rich reserves of power make it a bit of a hero in my book. I'd love to unreservedly give it our seal of approval and nominate it for our Car of the Year bash, but unfortunately the roads around Munich weren't quite challenging enough to delve deep into the chassis' abilities. It feels agile and definitely more neutral than its less-powerful siblings, and the tantalising glimpses of how it behaves in extreme situations showed great promise.
My guess is that the 130i M Sport will be stonking when we get to drive it in the UK. And although for some people a £26-grand 1-series will always be beyond the pale, for those of us who think a big-engined, light and compact rear-drive screamer is about as good as it gets, the 130i might just be the perfect tonic.
Words/Pictures: Jethro Bovingdon/Andy Morgan
BMW 130i M Sport
Fantastic engine, fluid chassis
Not the hooligan you might expect
Engine: In-line six-cyl, 2996cc, 24v
Max power: 265bhp @ 6600rpm
Max torque: 232lb ft @ 2500-4000rpm
0-60mph: 6.1sec (claimed)
Top speed: 155mph (limited)
Price: £26,515 (SE £24,745)
On sale: Now
check this out
Fastest BMW 1 Series : HARTGE H1 5.0
5.0 Litre V8, 450 HP, 376 lbs-ft (510 Nm) of torque
Like the Hartge H6 5.1, the H1 V8 5.0 was both revealed and reveled at the Essen (Germany) Motorshow in December 2004, and is available now as part of Hartge's full product range.
Once again the Hartge engineers created something special, this, by transplanting a BMW 5.0L V8 into the newly released 1 series. And this isn’t your normal BMW V8, as it features modified cylinder heads, revised camshaft, and its own engine software mapping; resulting in an output of 450 hp and 376 lb-ft of torque.
To translate this phenomenal power to the ground in the 1 Series, a special drive shaft and 6 speed manual transaxle are installed, along with a new rear sub-frame. With a curb weight of just 1,445 kg (~3200 lbs.), rendering a weight to power ratio of 3.23 kg/hp (7 lb/hp), the H1 catapults from 0-100 km/hr (0-62.5 mph) in just 4,6 sec. The amazing thrust continues to an ultimate top speed of 300 km/h (188 mph).
Having this much power on tap necessitated other improvements, typical of those applied to other Hartge BMW conversions. It starts with the adjustable Hartge sport suspension, lowering the car 30mm (1.2”) and featuring specific rate springs and shock absorbers, as developed and defined by Hartge engineers on the Nurburging as well as the Autobahns and roadways of Germany, to provide a both sophisticated and athletic handling. The best grip to the street with this suspension is enabled by the high-performance tires (from Pirelli or Continental) mounted on 19“ Hartge Classic wheels. The fronts are 235/35R19“ while the rears measure 265/30R19.
The H1 not only gets up to speed quickly, it also scrubs off that speed effectively, using a specific high-performance brake system from Hartge. This system includes eight piston front brake calipers and 380 mm cross-drilled floating rotors to create race-car-level deceleration values and street-proven durability.
The appearance is upgraded, starting with a newly designed front spoiler, and aesthetically supporting what lies beneath the skin. At the rear, a new and exclusive center mounted stainless steel rear silencer shines with dual round tail pipes, announcing the “bark” that accompanies the “bite” in this pedigreed automobile. Finally, a new rear spoiler completes the look, one to which most other drivers will be exposed.
Last but not least the owner and passengers are given the Hartge treatment, as the interior of the H1 is professionally sport-styled. Included in the package are motorsport racing seats, a Hartge leather sport steering wheel, carbon-fiber interior panels, an aluminium handbrake handle, gear knob, and foot pedals. Finally, a special Hartge 320 km/h speedometer is fitted, revealing to the privileged pilot the vehicle’s potential.
The Hartge H1 is another standout offering in the world of automotive accomplishments, continuing Hartge's heritage of transforming BMWs to the next level. In this automobile, Hartge transforms a premium entry-level sedan to a pure-blooded sports car. The full Hartge program also offers individual drive and styling components for the entire BMW product range, in addition to the new 1 series, allowing any BMW owner to experience what Hartge calls . . . “the fine way of being fast!”™
Look out for something only the Hartge engineers could do: create the fastest BMW 1 Series in the world: the HARTGE H1 5.0.
The basic details are a modified BMW 5.0 Litre V8, 450 HP, 376 lbs-ft (510 Nm) of torque, 0-62mph (0-100km/hr) times of 4.6 seconds, and a top speed 188mph (300km/hr). To harness and direct all that power, high performance brakes and a special suspension that places the car 30mm closer to the road comes along.
Not only is the heart of the vehicle optimized, through new front and rear spoilers, a center-mounted dual-tipped exhaust, 19” Hartge wheels, a Hartge sport leather steering wheel, and a 320km/hr speedometer.
The Hartge 1 Series Program offers driving and styling components for the entire 1 series platform, allowing one to experience what Hartge calls ...... “die feine Art schnell zu sein!”
but it's not a bad thing, I love the look of the Mazda 3 5-door. Reminds me of the M coupe
Thread Starter
The Third Ball
Joined: Sep 2002
Posts: 50,494
Likes: 5,869
From: Los Angeles, Ca
I've taken a few pics....but not many. Kinda feel weird being a tourist and snapping cars...But I will take more. Been busy with other things.
Anyway, Toyota must think america love boring and plain...because their designs here are much more attractive and sleek, and not so
Even the now defunct celica looks even better here with a few different styling cues in the front fascia and what not....even sleeker...and that was one of toyotas non-bland offerings in the states.
Even the toyota minivan over here looks sleek and sexy and sharp....not like the boring sienna.
Hell, even fords look better here for the most part. The much spoken of Mondeo looks great...and the new focus hatchback looks really nice.....even their focus looking minivan is much more striking then freestar.
And I wish puegot would come back to the states, they have some very nice designs.
Anyway, Toyota must think america love boring and plain...because their designs here are much more attractive and sleek, and not so
Even the now defunct celica looks even better here with a few different styling cues in the front fascia and what not....even sleeker...and that was one of toyotas non-bland offerings in the states.
Even the toyota minivan over here looks sleek and sexy and sharp....not like the boring sienna.
Hell, even fords look better here for the most part. The much spoken of Mondeo looks great...and the new focus hatchback looks really nice.....even their focus looking minivan is much more striking then freestar.
And I wish puegot would come back to the states, they have some very nice designs.
Thread Starter
The Third Ball
Joined: Sep 2002
Posts: 50,494
Likes: 5,869
From: Los Angeles, Ca
Some Citroens are nice, not loving the Vauxalls. A couple of Skodas have caught my eye, but not many.
Shit I love to see are all the diesel engines, and smaller FI engines. I have a pic of a Kia Sedona mini with a Hood scoop for its turbo engine
Saw a 330d today. An Audi S3
there is a little baby audi like the merc A class whcih is really cute, and there is the merc A class...meh. I do have a couple funny pics of euro rice. Imagine a ford pinto with a factory body kit, bad paint and exhaust.
The Civic 5 door wagon is HOT. There are so many more wagons over here by different companies and most of them look really good.
I've seen a mini-mitsu montero called the Shogun, and mistu truck called the Warrior
I've seen the bimmer "hatch" ala our old 318t alive and well in europe with an interesting headlight design.
It goes on and on. Pics will come at some point.
Shit I love to see are all the diesel engines, and smaller FI engines. I have a pic of a Kia Sedona mini with a Hood scoop for its turbo engine
Saw a 330d today. An Audi S3
there is a little baby audi like the merc A class whcih is really cute, and there is the merc A class...meh. I do have a couple funny pics of euro rice. Imagine a ford pinto with a factory body kit, bad paint and exhaust.The Civic 5 door wagon is HOT. There are so many more wagons over here by different companies and most of them look really good.
I've seen a mini-mitsu montero called the Shogun, and mistu truck called the Warrior
I've seen the bimmer "hatch" ala our old 318t alive and well in europe with an interesting headlight design.
It goes on and on. Pics will come at some point.
Banned
Joined: Feb 2005
Posts: 7,309
Likes: 0
From: Champaign, Illinois
It's said that Ford Europe and Ford Australia are so much better.
1-Series? Big deal ... being so close to Audi of North America, I saw three Audi A3 today. I think two of them were in red, maybe the third one too.
When stick shift gets banished from the earth, I will truly
1-Series? Big deal ... being so close to Audi of North America, I saw three Audi A3 today. I think two of them were in red, maybe the third one too.
When stick shift gets banished from the earth, I will truly
Thread Starter
The Third Ball
Joined: Sep 2002
Posts: 50,494
Likes: 5,869
From: Los Angeles, Ca
Originally Posted by M TYPE X
1-Series? Big deal ... being so close to Audi of North America, I saw three Audi A3 today. I think two of them were in red, maybe the third one too.
When stick shift gets banished from the earth, I will truly
When stick shift gets banished from the earth, I will truly
A3 has been in the states for months now....but not the S3...
And...like always you retain your infinite gheyness to levels beyond spoken words.
I don't care how much sarcasm your retorts come dripping with.
Thread Starter
The Third Ball
Joined: Sep 2002
Posts: 50,494
Likes: 5,869
From: Los Angeles, Ca
All right you wankers. pics time.
Still have one or two pics of a riced out toyota Yaris to upload. But here is what I got.
Any complaints of models I was unable to get...piss off.
Enjoy:
http://homepage.mac.com/davidspeck/L...toAlbum60.html
Still have one or two pics of a riced out toyota Yaris to upload. But here is what I got.
Any complaints of models I was unable to get...piss off.
Enjoy:
http://homepage.mac.com/davidspeck/L...toAlbum60.html
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