2010 Bmw 550i Gran Turismo Base Hatchback 4-door 4.4l on 2040-cars
US $36,875.00
Year:2010
Mileage:29338
Color:
trim
Location:
Decatur, Georgia, United States
Excellent condition 2010 BMW 550i Gran Turismo, black with ivory white leather interior. Purchased with plans to start a family until my girlfriend and I recently ended our relationship. Beautiful car that drives great, has been regularly maintained at certified BMW dealerships, and is under powertrain and dent removal warranty for years to come.
- Sport package--($4,200) includes 20-inch wheels with performance tires, leather sport steering wheel, multicontour seats, shadowline exterior trim.
- Adapter package--($900) iPod/auxilary port and USB adapter in center console.
- Panorama sunroof.
- BMW issued Powertrain warranty 100,000 miles valid through January 1st, 2016.
- BMW issued Protection Plus Paintless Dent Repair Warranty valid through February 20th, 2018.
| Drivetrain |
|---|
| Drive type | Rear-wheel drive | | Engine type | Twin-turbocharged, direct-injected, V-8 | | Displacement (cc/cu-in) | 4,395cc (268 cu-in) | | Block/head material | Aluminum/aluminum | | Valvetrain | Double overhead camshaft | | Compression ratio (x:1) | 10.0 | | Redline (rpm) | 6,700 | | Horsepower (hp @ rpm) | 400 @ 5,500 | | Torque (lb-ft @ rpm) | 450 @ 1,750 | | Transmission type | Eight-speed automatic | | Transmission and axle ratios (x:1) | I = 4.70, II = 3.13, III = 2.10, IV = 1.67, V = 1.29, VI = 1.00, VII = 0.84, VIII = 0.67, R = 3.30, FINAL = 3.08 |
| Chassis |
|---|
| Suspension, front | Double wishbone | | Suspension, rear | Multilink | | Steering type | Speed-proportional power steering | | Steering ratio (x:1) | Variable - overall = 19:1 | | Tire brand | Goodyear | | Tire model | Excellence | | Tire type | Asymmetrical, run-flat | | Tire size, front | 245/40R20 99Y | | Tire size, rear | 275/35R20 102Y | | Wheel size | 20-by-8.5 inches front -- 20-by-10 inches rear | | Wheel material | Alloy | | Brakes, front | Ventilated disc | | Brakes, rear | Ventilated disc |
| Track Test Results |
|---|
| Acceleration, 0-30 mph (sec.) | 2.0 | | 0-45 mph (sec.) | 3.5 | | 0-60 mph (sec.) | 5.3 | | 0-75 mph (sec.) | 7.4 | | 1/4-mile (sec. @ mph) | 13.4 @ 105.5 | | 0-60 with 1 foot of rollout (sec.) | 5.1 | | Braking, 30-0 mph (ft.) | 28 | | 60-0 mph (ft.) | 112 | | Slalom, 6 x 100 ft. (mph) | 65.0 | | Skid pad, 200-ft. diameter (lateral g) | 0.85 | | Sound level @ idle (dB) | 33.8 | | @ Full throttle (dB) | 75.6 | | @ 70 mph cruise (dB) | 62.6 |
| Test Driver Ratings & Comments |
|---|
| Acceleration comments | No matter how you launch it, the 550i GT is quick; however, we found the sweet spot in Sport Plus with DSC off and virtually no wheelspin. It took three attempts to "beat" Sport Plus with DSC on, however, so the sysem is well-calibrated. | | Braking rating | Excellent | | Braking comments | Medium-firm pedal with little idle stroke and virtually no fade until the fifth stop. How does BMW do this with single-piston calipers and a 4,800-pound vehicle? | | Handling rating | Good | | Handling comments | Skid pad: With DSC off, the GT tiptoes in understeer. Decent grip, and when Sport Plus mode is selected, the steering feels (more or less) linear and "normal." With DSC on and "Normal" mode selected, steering input (and effort) are decreased. DSC first applies brakes, then closes throttle to quell understeer. Slalom: In Normal mode with DSC on, the yaw response is incongruous with the minimal steering input. That said, the DSC is perhaps one of the best I've tested in that it makes the GT go EXACTLY where the steering tells it to go without the usual overcorrections or stumbling of other systems. With DSC off, the GT doesn't feel as massive as it truly is. Balance is remarkably neutral with slight understeer on the limit. |
| Testing Conditions |
|---|
| Elevation (ft.) | 421 | | Temperature (°F) | 51.19 | | Relative humidity (%) | 50.56 | | Wind (mph, direction) | 2.2 |
| Fuel Consumption |
|---|
| EPA fuel economy (mpg) | 15 city/21 highway/17 combined | | Edmunds observed (mpg) | 15 | | Fuel tank capacity (U.S. gal.) | 18.5 |
| Dimensions & Capacities |
|---|
| Curb weight, mfr. claim (lbs.) | 4,938 | | Curb weight, as tested (lbs.) | 4,865 | | Weight distribution, as tested, f/r (%) | 49.2/50.8 | | Length (in.) | 196.8 | | Width (in.) | 74.8 | | Height (in.) | 61.4 | | Wheelbase (in.) | 120.7 | | Track, front (in.) | 63.4 | | Track, rear (in.) | 65.1 | | Turning circle (ft.) | 40.0 | | Legroom, front (in.) | 41.4 | | Headroom, rear (in.) | 39.0 | | Shoulder room, front (in.) | 59.3 | | Shoulder room, rear (in.) | 57.7 | | Seating capacity | 5 | | Cargo volume (cu-ft) | 15.5 | | Max. cargo volume, seats folded (cu-ft) | 60.0 |
| Warranty |
|---|
| Free scheduled maintenance | Not available |
| Safety |
|---|
| Front airbags | Standard | | Side airbags | Dual Front | | Head airbags | Front and rear | | Knee airbags | Dual Front | | Antilock brakes | Four-wheel ABS | | Electronic brake enhancements | Braking assist, electronic brakeforce distribution | | Traction control | Traction control | | Stability control | Stability control | | Tire-pressure monitoring system | Tire-pressure monitoring | | NHTSA crash test, driver | Not Tested | | NHTSA crash test, passenger | Not Tested | | NHTSA crash test, side front | Not Tested | | NHTSA crash test, side rear | Not Tested | | NHTSA rollover resistance | Not Tested | | IIHS offset | Not Tested |
|
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Wed, 06 Nov 2013
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In its transformation from 193-horsepower superbike to 160-hp sportbike, BMW detuned the 999cc inline four-cylinder engine a bit by lowering the redline from 13,000 RPM to 11,000 RPM, where peak power is made. Torque is rated at "approximately" 83 pound-feet (the RR makes 82.5 lb-ft), but more importantly, engineers tweaked the torque delivery in the R's favor by redesigning the cylinder-head ducts, modifying the camshaft profiles and reprogramming the engine management system. The result is seven lb-ft more torque than the RR up to 7,500 RPM. The R's torque peak occurs at 9,250 RPM.
The bike comes standard with ASC (automatic stability control) and "Race" ABS. Riders can choose between two modes, "Road" and "Rain," which adjust ABS and ASC settings to suit dry or wet roads. DTC (dynamic traction control) is available as an option, and with two modes, "Dynamic" and "Dynamic Pro," the system optimizes traction and helps riders achieve maximum acceleration.
Thu, 20 Jun 2013
Today, hotrodding has a pretty staid definition. Take one classic American car, add one classic American V8, sprinkle with tire smoke and you pretty much have every hot rod to roll out of a shop in the last 40 years. Mike Borroughs knows it wasn't always this way. Once upon a time, getting your bucket to go faster meant grabbing whatever parts were lazing about the yard, bolting them together with a bit of ingenuity and laughing your way down the quarter mile. It's in that spirit that Burroughs built his 1928 Ford Model A.
Rather than turn to the tired flathead or the common Chevrolet small block, Burroughs plucked a 4.0-liter V8 from a 1995 BMW 7 Series. With 300 horsepower and 300 pound-feet of torque, the engine has no trouble shuffling the old A around town. He had to build a custom chassis to get everything to cooperate, but the result is a 1,500-pound heathen that looks built to harass dry lake beds. You can check it out in the video below. Be warned, the soundtrack by Hanni el Khatib may not be safe for work - awesomeness of this caliber rarely is.
Mon, Nov 10 2014
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