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BMW 540 V8 Autobahn Germany 250 kmh 155 mph WG

This video shows the acceleration of a BMW 540i on a German Autobahn with no speed limit. The top speed of 250 kmh is electronically limited. The video gives a realistic impression of how you feel driving fast in Germany. It`s all legal!


 


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BMW 850CSi 300km/h better quality
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BMW 540i acceleration 80-180km/h + 170-230km/h
TECHNISCHE SPECIFICATIES (NL) brandstof: benzine+LPG km-stand: 310.000 MOTOR cilinder: V8 kleppen per cilinder: 4 cilinderinhoud: 4398 cc boring x slag: 92,0 x 82,7 mm compressieverhouding: 10,0 :1 max. vermogen: 210 kW (286 pk) @ 5400 tpm max. koppel: 440 Nm @ 3600 tpm katalysator: geregeld brandstoftank: 70 l gastank: 55 l PRESTATIES topsnelheid: 250 km/h acceleratie 0-100 km/h: 6,4 s ONDERSTEL aandrijving: achter remmen voor: gev. schijven, 324 mm remmen achter: gev. schijven, 298 mm bandenmaat voor: 225/55ZR16 draaicirkel: 11,4 mtr TRANSMISSIE 1e overbrenging: 3,55:1 2e overbrenging: 2,24:1 3e overbrenging: 1,54:1 4e overbrenging: 1,00:1 5e overbrenging: 0,79:1 eindoverbrenging: 2,81:1 toerental bij 120 km/h (theoretisch) @ 2.150 tpm TECHNISCHE DATEN (D) Kraftstoff: Benzin + LPG Laufleistung: 310.000 MOTOR Zylinder: V8 Ventile pro Zylinder: 4 Hubraum: 4398 ccm Bohrung x Hub: 92,0 x 82,7 mm Verdichtungsverhältnis: 10,0: 1 Max. Leistung: 210 kW (286 PS) bei 5400 Umdrehungen pro Minute Max. Drehmoment: 440 Nm bei 3600 Umdrehungen pro Minute Katalysator: geregelter Kraftstofftank: 70 l Gas-Tank: 55 l LEISTUNG Höchstgeschwindigkeit: 250 km / h Beschleunigung 0-100 km / h: 6,4 s FAHRGESTELL Antrieb: Hinterachse / Hinterradantrieb Bremsen: psych. Bremsscheiben, 324 mm Bremsen hinten: Psych. Discs, 298 mm Reifengröße: 225/55ZR16 Wendekreis: 11,4 m GETRIEBE 1. Übertragung: 3,55:1 2. Übertragung: 2,24:1 3. Übertragung: 1,54:1 4. Übertragung: 1,00:1 5. Übertragung: 0,79:1 Achsübersetzung: 2,81:1 Drehzahl bei Tempo 120 (theoretisch): 2150 rpm TECHNICAL SPECIFICATIONS (EN/GB) fuel: petrol + LPG mileage: 310.000 MOTOR cylinders: V8 valves per cylinder: 4 displacement: 4398 cc bore x stroke: 92.0 x 82.7 mm Compression ratio: 10.0: 1 Max power: 210 kW (286 hp) @ 5400 rpm max torque: 440 Nm @ 3600 rpm catalyst: regulated Fuel tank: 70 l gas tank: 55 l PERFORMANCE top speed: 250 km / h acceleration 0-100 km / h: 6.4 s FRAME Drive: rear brakes: psych. discs, 324 mm Rear brakes: psych. Discs, 298 mm for tire size: 225/55ZR16 turning circle: 11.4 m TRANSMISSION 1st transmission: 3,55:1 2nd transmission: 2,24:1 3rd transmission: 1,54:1 4th transmission: 1,00:1 5th transmission: 0,79:1 Final drive ratio: 2,81:1 speed at 120 km / h (theoretically) @ 2,150 rpm LES SPÉCIFICATIONS TECHNIQUES (F) carburant: essence + GPL Kilométrage: 310.000 CARBURANT cylindres: V8 soupapes par cylindre: 4 déplacement: 4398 cc alésage x course: 92,0 x 82,7 mm Taux de compression: 10,0: 1 Puissance maxi: 210 kW (286 ch) à 5400 rpm Couple maxi: 440 Nm @ 3600 rpm catalyseur: réglementé Réservoir de carburant: 70 l réservoir de gaz: 55 l PERFORMANCE vitesse de pointe: 250 kilomètres par heure l'accélération 0-100 km / h: 6,4 s CADRE Disque: arrière freins: psych. disques, 324 mm Frein arrière: psych. disques, 298 mm pour la taille des pneus: 225/55ZR16 de braquage: 11,4 m TRANSMISSION 1e transmission: 3,55:1 2e transmission: 2,24:1 3e transmission: 1,54:1 4e de transmission: 1,00:1 5e transmission: 0,79:1 Rapport de démultiplication finale: 2,81:1 vitesse à 120 kmh (théoriquement) @ 2150 rpm CARATTERISTICHE TECNICHE (I) carburante: benzina + GPL Chilometri percorsi: 310.000 MOTORE cilindri: V8 valvole per cilindro: 4 cilindrata: 4398 cc alesaggio x corsa: 92,0 x 82,7 millimetri Rapporto di compressione: 10,0: 1 Potenza max: 210 kW (286 CV) @ 5400 rpm coppia massima: 440 Nm @ 3600 rpm catalizzatore: regolamentato Serbatoio carburante: 70 l gas serbatoio: 55 l PERFORMANCE velocità massima: 250 kmh accelerazione 0-100 km / h: 6,4 s TELAIO Drive: posteriore Freni: psych. dischi, 324 mm freni posteriori: psych. dischi, 298 mm per le dimensioni dei pneumatici: 225/55ZR16 Diametro di sterzata: 11,4 m TRASMISSIONE prima trasmissione: 3,55:1 2e trasmissione: 2,24:1 3e trasmissione: 1,54:1 4e trasmissione: 1,00:1 5e trasmissione: 0,79:1 Rapporto finale: 2,81:1 velocità a 120 km / h (teoricamente) @ 2150 rpm





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Driving Fast on the German Autobahn | AutoMotoTV
Subscribe for more car videos: http://bit.ly/15DV2NN No where else in the world are you allowed to drive as fast as on the German autobahn. But driving fast is something that has to be learned! High speed driving calls the utmost concentration and energy on the part of the driver. Each year, more than two million accidents occur on the German autobahn. Follow us @AutoMotoTV - http://www.twitter.com/AutoMotoTV AutoMoto TV - http://www.youtube.com/AutoMotoTV





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1998 BMW M5 5.0 V8 Full Review,Start Up, Engine, and In Depth Tour
For more in depth reviews check my channel: http://www.youtube.com/user/avtomobil... Filmed by: Tomaž Kožar Jesenice BMW's 1999-on M5 was the car that started the horsepower war in Germany. Before this super-saloon arrived, 400bhp was a virtually unheard of figure for a sports-minded executive saloon to be developing. Once BMW had set the new standard however, a host of imitators appeared with even more power. But more power doesn't mean more desirable. Many still believe this M5 to be the pick of like-minded cars in its sector. Here's our guide to finding yourself the best one possible. History Late last century, performance enthusiasts intent on owning the world's finest sports saloon had been waiting with bated breath for the men at BMW's Dingolfing plant to unleash the latest red-hot M-Power version of the 5 Series, and in March 1999, the wait proved well worth it. With 400bhp and a V8 engine, the M5 rewrote the rules on what defined a premier league performance saloon. At a few pounds shy of £60,000 it certainly wasn't cheap, but judged on any objective basis, the M5 was quite simply the best car there was. Many would argue it still is. BMW made a number of cosmetic changes for the 2001 model year. Pay attention and you'd spot body-coloured rubbing strips, round fog lights and a redesigned front spoiler. The headlights were now of the fashionable clear lens variety and the indicator lamps became round. To help some of the M5 magic trickle down through the rest of the range, that model's wider chrome grille surround were found on all variants. The interior benefited from a few tweaks as well. A revised range of options were also available, including a Mini Disc system, a voice-controlled telephone and a larger television screen. Opinion There aren't too many surprises with a 5 Series. You know it's going to be beautifully built, great to drive, understated and well equipped -- and the BMW M5 is no exception. Once upon a time, for supercar performance, you had to buy a supercar. A cramped coupe in other words, with hardly enough space for a change of clothes in the boot. Then along came the M5. Launched in 1984, this was the first of a new breed of super saloon - the ultimate 'Q Car'. No stripes or spoilers. In fact nothing to indicate that this one and three quarter tonne family four-door could out-accelerate (and arguably out-handle) a Porsche 911. Not surprisingly, the concept caught on amongst the shy but successful. As sales increased, so did the power on offer - from 286bhp to 315bhp and 340bhp by the time production stopped in 1995. After that, BMW abandoned the super-saloon market to Mercedes and Jaguar, hoping that their V8-powered 540i would keep them in with a shout. It didn't. Which is why this M5 does the job properly. Under the bonnet lies one of the most powerful engines ever to be fitted to a production car of any kind. It's a 32-valve, quad overhead camshaft 5.0-litre V8 crafted from Alusil - a lightweight aluminium-silicon alloy. The output is an awesome 400bhp - 40% more than the already rapid 540i. Not that the neighbours would ever suspect. In true M5 tradition, the current model is discreet to the point of anonymity. A subtle front airdam, a tiny boot spoiler, gorgeous alloy wheels, clear indicator lenses, quad Exhaust pipes and a small boot badge are the only giveaways. Inside, it's the same. You could be at the wheel of a well-specified 530d were it not for the chrome surrounds of the instruments with their red needles and little touches like the M gearknob which glows red at night. There's even a tyre pressure monitor. Cost Prices for the M5 were hit by BMW's decision in late 2000 to cut many of their prices, the M5 falling from £63,000 down to a bargain £55,000. As such, early cars can be found for a scarcely credible £15,000 on a 1999 T plate rising to around £29,900 for a 03-plated model. The M5 proposition is otherwise refreshingly simple. No special edition models, no go-faster variants, no Touring estate version and no flim-flam. Insurance is, predictably, Group 20. Problems? Very little goes wrong with the M5. The oil temperature gauge incorporated into the rev counter reminds users not to thrash the car from cold and most who buy these cars are knowledgeable types in any case. The black chromed alloy wheels are hideously prone to kerbing and it's worth taking a good look at them for damage. When paying this sort of money you should expect the best and negotiate big discounts for tired interiors or less than cosmetically perfect bodywork. Avoid aftermarket accessories as these will dent the resale value and check for crash damage and that it is clear of outstanding finance.





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