Lamborghini Murciélago LP 670-4 SuperVeloce

Lamborghini Murciélago LP 670-4 SuperVeloce – the new king of the bulls is even more powerful, lighter and faster


The Lamborghini Murciélago is one of the most extraordinary super sports cars of all time. Automobili Lamborghini has now expanded its model range with a new, exceptionally purist and even more extreme top model – the Murciélago LP 670-4 SuperVeloce is even more powerful, lighter and faster than the Murciélago LP 640. With the output of the 6.5 liter V12 increased to 670 hp and a weight reduction of 100 kg (220 lbs), the Murciélago LP 670-4 SuperVeloce boasts a power-to-weight ratio of 2.3 kg (5.1 lbs) per hp. This catapults it from 0 to 100 km/h (62 mph) in a breathtaking 3.2 seconds and powers it on to a top speed of around 342 km/h (212 mph). Distinctive design refinements ensure that each of this 350-unit limited edition series conveys its full potential from the very first glance.

With its outstanding performance, razor-sharp precision and exceptional high-speed stability, the Lamborghini Murciélago LP 670-4 SuperVeloce is the ultimate performance car for advanced sports car drivers. The super sports car has been extensively redesigned with a new front and rear, an innovative engine bonnet and a choice of two aerodynamic set-ups featuring either a small or large rear spoiler. The interior in Alcantara and carbon fiber provides a purist and minimalist approach.

In order to achieve the substantial weight reduction of 100 kilograms (220 lbs), the Murciélago LP 670-4 SuperVeloce was extensively reworked and redeveloped in virtually every aspect – from chassis to engine and transmission, right through to the interior. The increase in engine output from 640 to 670 hp is the result of optimized valve timing and a reworked intake system. The significantly modified aerodynamics with substantially increased downforce brings considerable improvement to vehicle stability at very high speeds. With the small standard-fit rear spoiler, top speed stands at 342 km/h (212 mph), while the large “Aeropack Wing” and its added downforce gives a top speed of 337 km/h (209 mph).

“The new Murciélago LP 670-4 SuperVeloce is the systematic continuation of our brand philosophy. It is more extreme and uncompromising than virtually any other automobile,” says Stephan Winkelmann, President and CEO of Automobili Lamborghini. “As the new top model of the highly successful Murciélago range, the SuperVeloce displays not only outstanding driving dynamics, it is also further evidence of our company’s technological expertise. Customers can look forward to an utterly unparalleled driving experience.”

Design and aerodynamics

The Murciélago is an icon of the Lamborghini brand – a sports machine of menacing character and brutal power. Its unique design radiates a supreme form of highly concentrated sensuality. Wide, low, with its glass area pushed way forward and a long, taut back – the interplay between the soft contours of the basic form and razor sharp edges is the perfect expression of the Lamborghini design language. In the totality of its character, the Murciélago is without comparison on the sports car market.

Yet even a character like this can be further refined – the new Lamborghini Murciélago LP 670-4 SuperVeloce is the more extreme, even more purist pinnacle of the model range. This is clearly evident from the very first glimpse of its completely redesigned front end – pulled way forward and finished in matt black paint, the carbon fiber front spoiler is connected to the front end via two vertical elements. The large air intakes for the front brakes are more powerfully emphasized. The new front fenders feature additional air intakes for brake ventilation. The air vent for the oil cooler located in the driver-side sill area is painted matt black to match the sills.

The modifications are even more apparent around the mighty engine bay of the Murciélago LP 670-4 SuperVeloce. The twelve-cylinder engine is presented as an engineering masterpiece under a transparent engine bonnet that boasts a completely new architecture. Hexagonal polymer plates made from transparent polycarbonate are set on three levels within a carbon fiber framework. The layers are open towards the rear, playing a key role in the thermodynamics of the high-performance engine.

The impressive rear end of the SuperVeloce is dominated by a veritably noble, flat and extremely wide exhaust tailpipe and, on the underside, by a two-level diffuser system finished entirely in carbon fiber. The rear light clusters display their signals in that distinctive Y-shape that has been a fixed element of Lamborghini design since the Murciélago LP 640, Reventón and Gallardo LP 560-4. The panel between the lights is made from carbon fiber, while the large intake mesh below expands across the full width of the rear end. Made from thick-walled aluminum, the hexagonal pattern is laser-cut and a Teflon coating provides the necessary heat protection.

The aerodynamics of the Murciélago LP 670-4 SuperVeloce have been completely redeveloped. Alongside the enlarged front spoiler and the twin rear diffuser, the new fixed rear spoiler also plays an important role. Customers can choose between two versions, with the small rear spoiler providing improved downforce at high speeds. As an option, the Murciélago LP 670-4 SuperVeloce can be supplied with the “Aeropack Wing” – a large, fixed, carbon-fiber wing mounted on two carbon-fiber brackets.

The new aerodynamic set-up provides a significant boost to directional stability at the very highest speeds. The top-speed downforce on the Murciélago LP 670-4 SuperVeloce with Aeropack is strongly increased.

Bodyshell and lightweight construction

With the construction of the Murciélago LP 670-4 SuperVeloce, Lamborghini proves its expertise in the manufacture of lightweight materials and in working with hi-tech carbon fiber. The structure of the super sports car is a composite construction of extremely stiff carbon components and a tubular steel frame – as in a race car. The transmission tunnel and the floor are made of carbon fiber, attached to the steel frame using rivets and high-strength adhesives. The roof and the exterior door panels are formed in sheet steel, while the remainder of the outer skin is made from carbon composite material.
For the Murciélago LP 670-4 SuperVeloce, engineers in Sant’Agata Bolognese recalculated the framework and selected a new, super high-strength sectional steel. This achieved two objectives – on the one hand, they increased the torsional stiffness of the chassis by 12 percent to provide improved handling precision and, on the other, they were able to reduce weight by 20 kg (44 lbs), making a significant contribution to the reduction of overall vehicle weight. And the systematic approach to lightweight design continues throughout the entire bodyshell. The front fenders, the rear side panels/fenders and the casing for the third brake light are made of a modified carbon-fiber material. Combined with the removal of the drive for the moveable spoiler, this brings a further weight reduction of 13 kg (28.6 lbs).

Added to the 33 kg (72.6 lbs) of weight reduction from the chassis and exterior, are 34 kg (74.8 lbs) from the interior, as well as over 33 kg (72.6 lbs) removed from the engine and drive train
Power unit and transmission

The longitudinally mounted 6.5 liter V12 delivers the infernal power for an unparalleled driving experience. With 670 hp (493 kW), the engine in the Murciélago LP 670-4 SuperVeloce is 30 hp more powerful than in the Murciélago LP 640. The twelve-cylinder sends its mighty 660 Nm (487 lb-ft) of torque to the crankshaft at 6,500 rpm; maximum power is reached at 8,000 rpm, with an average piston speed of 23.7 meters per second – a figure almost comparable to race engines.

The V12 is eager to deliver its performance – it brings its menacing power with immediacy and precision to guarantee breathtaking performance – after only 3.2 seconds the SuperVeloce has already reached 100 km/h (62 mph).

The engine block and heads of the V12, positioned at the ideal cylinder angle of 60 degrees, are made from aluminum. The four chain-driven camshafts are variably controlled, while the intake manifold operates in three stages – both technologies add even greater thrust to the merciless pushing power. To increase the performance of the SuperVeloce, the intake system was modified, the valve train optimized and, most importantly, valve travel was increased.

The control electronics for the V12 were developed internally by Lamborghini - each cylinder bank has its own high-performance processor. If the engine needs more cooling air, intake funnels emerge from the rear pillars: when not in operation, they lie flush with the bodyshell. Dry sump lubrication enables the V12 to be mounted extremely low down, benefiting the handling dynamics: this also guarantees oil supply under extremely dynamic driving conditions. With 12 liters of lubricating oil in circulation, the oil cooler is located on the left side of the vehicle and cooled by air flowing through the aperture in the sill.
The weight reduction of more than 26 kg (57 lbs) in the engine area was derived primarily from the completely new exhaust system. The muffler has been redesigned and even the mighty tailpipe of the SuperVeloce manufactured from new materials is lighter than on the Murciélago LP 640. But most of all, the new exhaust system makes for an acoustic experience that is surely equal to the driving performance – from the heavy rumble of a stormy night, through the trumpeting of mighty elephants to the roar of a raging lion, the SuperVeloce performs the grand opera for 12 cylinders, 48 valves and 8,000 revs.

The SuperVeloce is equipped as standard with the sequential, automated manual transmission e.gear, which uses electro-hydraulics to shift gear extremely quickly and smoothly. A cockpit display informs the driver of the gear currently engaged. In addition a special “Corsa” mode and a “Low adherence” mode are available.
As a no-premium option, the SuperVeloce is available with a six-speed manual transmission. Its short metal shift stick runs in an open gate of classic Italian elegance. In both variants, the new lightweight clutch makes its own contribution to the weight loss program.

All-wheel drive and chassis

The Murciélago LP 670-4 SuperVeloce delivers its extreme power to the road with great reliability – assured by its permanent all-wheel drive. Before the rear wheels spin, the viscous coupling sends up to 35 percent of driving force via its additional shaft to the front wheels. The front and rear limited-slip differentials are set at 25 and 45 percent. With its four driven wheels and traction, the Murciélago delivers a decisive advantage over rear-wheel drive sports cars when it comes to accelerating out of a corner – and always with maximum stability. The rear axle bears 58 percent of its overall weight – a distribution ratio that is highly beneficial to traction.
Explosive dynamics, tenacious cornering and extreme speeds – the Murciélago LP 670-4 SuperVeloce is a super sports car packed with aggressive power, but by no means a mean-spirited car. Its steering requires very little power support, giving full control of the car to the driver. Those prepared to tackle the beast head on are quickly rewarded with intimate contact and trust – as speed increases, so the Murciélago reveals its strengths, thus exposing a character with no hidden surprises and behavior that can always be anticipated.

The Murciélago is fitted with double wishbone suspension all round. Spring struts – two on each of the rear wheels and one on each of the front – control the loads transferred from the road. The standard-fit lifting system enables the front end of the vehicle to be raised by 45 mm (1.8 inches) to avoid obstacles such as garage entryways. The SuperVeloce is equipped with exclusive “Ares” alloy-forged wheels, bearing the exclusive five twin-spoke design. The front wheels are clad in 245/35 ZR 18 rubber, while the rears sport 335/30 ZR 18. High-grip Pirelli P Zero Corsa tires come as standard.
Four brakes controlled by a hi-tech ABS system are capable of mighty stopping power when required. The Carbon Ceramic (CCB) brakes are fanned by cooling air flowing through enlarged channels in the bodyshell, while openings in the front fenders provide additional ventilation for the SuperVeloce. The ceramic discs are exceptionally lightweight, fade-free and capable of extremely high operational performance.

Interior and equipment

Even stepping into the Murciélago LP 670-4 SuperVeloce is an experience as individual as the vehicle itself. The upward-opening doors – a solution developed by Lamborghini in the early seventies for the Countach – are released via small latches, then swing wide open to reveal a panorama of the exclusive interior of the Murciélago LP 670-4 SuperVeloce. The dominating materials are Alcantara and carbon fiber, which make for an ambience that is as high-quality as it is sporty
The sports bucket seats come as standard and provide exceptionally firm support around the hip and shoulder areas. The bucket seats are made from lightweight and highly robust carbon fiber and guarantee the driver perfect support, even in the most extreme driving situations. The Murciélago’s standard seats are also available on the SuperVeloce as an option free of charge.

Not only the seats are upholstered in black Alcantara micro-fiber; the cockpit and the roof lining are also finished in this high-quality, lightweight material. The Y-shaped perforations on the seats and roof lining bring additional finesse, with an inlaid backing material in the same color as the exterior paintwork. The Murciélago LP 670-4 SuperVeloce can be delivered with the paint finishes Giallo Orion, Arancio Atlas, Bianco Isis, Grigio Telesto and Nero Aldebaran, as well as Bianco Canopus (white matt) and Nero Nemesis (black matt) as an option.

Naturally, the interior also makes its contribution to weight reduction. The door panels are clad in carbon fiber, as is the wide center tunnel. The application of Alcantara instead of leather is another weight-saver, just like the selection of sports bucket seats and the omission of the radio-navigation system (if requested, this is available as an option). At the end of the day, the music in a Murciélago comes from the engine compartment. Overall, modifications to the interior contribute over 34 kg (75 lbs) to the SuperVeloce weight loss program.

But absolutely no corners have been cut when it comes to one characteristic that is a feature of all Lamborghini super sports cars – the exceptionally high quality of the workmanship. The craftsmen in Sant’Agata Bolognese are all masters of their respective trades; the three-year warranty bears testimony to absolute faith in product quality
source by lomborghinivancouver

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BMW 328i Sedan

3.0-liter, inline 6-cylinder engine
230 horsepower
Rear-wheel drive

It's a sound experience as remarkable as the BMW driving experience. Unlike traditional stereo systems, Logic7 routes two-channel (stereo) sound through a seven-channel playback matrix to create 360-degree Surround Sound. The anti-theft AM/FM stereo CD/MP3 player audio system includes 13 upgraded speakers (including 2 subwoofers), Digital Sound Processing (DSP), Radio Data System (RDS), Auto-Store and 3-channel FM diversity antenna, and it displays MP3 song title and artist.

Can a vehicle be too responsive? Not if you're looking for a dynamic performance that actually adapts to the way you drive. Our 6-speed STEPTRONIC automatic transmission adapts to every driver differently, resulting in improved gear shifting, a more responsive performance, and reduced fuel consumption.

It operates in three modes: sport, which features higher shift points for more lively response; drive, which incorporates BMW's Adaptive Transmission Control; and manual, which allows the driver to assume control of gear selection.

In short, 6-speed automatic transmission provides faster, smoother shifting and enhanced fuel-economy. And if equipped with our Formula 1 inspired steering wheel-mounted paddle shifters, you can upshift and downshift quickly without using a clutch.

These self-supporting tires with integrated reinforcements allow tires that have experienced a loss of air pressure to maintain their shape and full use. In fact, you can drive on a flat for up to 150 miles at reduced speeds, so you don't have to stop in an unsafe area to change a tire or wait for roadside assistance.*

* Cars with run-flat tires do not come equipped with a spare tire. Due to low profile tires, please note that wheels, tires and suspension parts are more susceptible to road hazard and consequential damages.

Source by bmwusa

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2009 Nissan Murano

2009 Nissan Murano – Click above for high-res image gallery

It just so happens that the all-new 2009 Nissan Murano is one of those nondescript mid-size crossover utility vehicles that may blend into the crowd. Its styling is certainly modern, if not overly exciting. The cabin is accommodating, if not excessively spacious. The handling is inspiring, if not unduly sporty. The engine is strong, and even reasonably efficient. How would this perfectly acceptable, yet hardly over-achieving CUV handle five passengers and full luggage on a 1,000-plus mile road trip across the Southwestern desert? Read on to find out.


The task at hand was to deliver three adults and two children, with their overstuffed baggage, round-trip between Los Angeles and Phoenix in the middle of summer. It's a trip this writer has been doing for more than a decade, but always in a seven-passenger SUV (Chevrolet Suburban, Dodge Durango, Volvo XC90, etc...). Now, in a CUV with seating for five, we wanted to see how we'd fare (without resorting to strapping Aunt Edna to the roof).

The first-generation Nissan Murano arrived on the market as a 2003 model, the same model year the Infiniti FX made its debut. While Infiniti's FX offered concept-like styling on a sporty rear-wheel drive platform shared with the Infiniti G35, Nissan's Murano took a mainstream approach with its more conservative sheet metal and front-wheel drive architecture shared with the Nissan Altima. Arguably, the most innovative part of the Murano was its continuously variable transmission, or CVT.

A solid seller for Nissan, and popular with consumers, the Murano was re-designed for 2009 (there was no 2008 model). With little fanfare, the second-generation arrived looking much like the first (expected, as Nissan didn't want to ruin a winning formula). The significant improvements were found on the interior where the all-new Murano had taken hint and grabbed more than a few components from the Infiniti parts bin. Compared to its predecessor, the 2009 Murano is a major step up in interior quality and ergonomics, although it is down on overall cabin space. We were bound to see if it mattered.
Under the hood of the Murano is Nissan's very familiar VQ-family 3.5-liter V-6 powerplant. While the first-generation Murano also had a VQ, Nissan has revised it for the 2009 model to provide 265 hp and 248 lb-ft of torque. The engine isn't the smoothest out there, or the most frugal with fuel, but it has proved to be consistently strong and very dependable. Mated to the six-cylinder is Nissan's Xtronic CVT™ (Continuously Variable Transmission) with Adaptive Shift Control (ACS). While the engine/transmission combo is set in stone, consumers are offered the choice between front- and all-wheel drive.

We are holding the keys to a 2009 Nissan Murano SL 2WD with the Premium Package. With cloth interior and no navigation, the sticker price fell just below $30,000. The Murano is a four-door, five-passenger vehicle with a lifting hatchback over the rear cargo area. The tapered styling in the C-pillar looks great, but it does impede on cargo capacity. Regardless, once we yanked out the cumbersome cargo cover, the mid-sized Nissan happily swallowed three wheeled suitcases, two large duffel bags, an overstuffed camera bag, and the obligatory bags of miscellaneous family debris that are required to keep the kids entertained during an extended drive. With everything strategically loaded, including a pillow or two in the second row, we could just barely see out the back window.

Behind the wheel, your author's six-foot two-inch frame fit very comfortably. There is plenty of legroom for the left foot even behind the pedals for stretching out (rare these days with the proliferation of transverse-mounted engines keeping firewalls up against the backs of the pedals). The exterior mirrors are generous, yielding a great view outside, even if thick C-pillar restricts a bit of outward visibility from within the cabin. Our Murano had the rear back-up camera, and it was very useful during parking. As expected, the CUV driving position is elevated giving a commanding view of the road.

The dash of the Murano is logically designed, and it works well once your mind is acclimated. The most offending part of the dash has nothing to do with ergonomics – it has to do with the garish back-lighting. The primary instrumentation (speedometer, tachometer, and gauges) are white characters over a dark background with bright orange indicator needles. That's fine. However, someone at Nissan went amok with the lights and added bright rings of orange around the primary gauges. The illumination is overpowering, and it effectively removes the driver's ability to quickly glance at the panel to distinguish the position of the orange needles. We overcame much of the glowing orbs by turning the dashboard illumination down. Way down.
With the aforementioned luggage already loaded, we ran into a bit of a bind. The two kids in the second row wanted to watch a movie on a portable DVD player, but Nissan didn't supply those seating positions with a 12v outlet. The single front outlet was powering our Garmin GPS (and we didn't have a splitter on hand), so we improvised by threading a long cord from the single 12v outlet in the cargo area through the luggage and into the passenger seat area. It worked, but we'd prefer too many outlets to too few next time.

What the Murano engineers did right was the powertrain. The matchmaker who hooked up the VQ with the Xtronic VCT deserves a promotion. In fact, after spending countless hours with the pair, we observed that it just may be the perfect mechanical marriage for this vehicle. While we've had our issues with the CVT (often when we find it stuffed under the wrong hood), the Murano doesn't pretend to be a four-door sports car, an off-road explorer, or a luxury liner. It's a family oriented CUV, and in that capacity the CVT operates smoothly, predictably, comfortably, and efficiently. Coming from a traditional slushbox, the Xtronic may seem a bit lethargic at first. But, that sensation quickly wanes when your right foot learns to drive it properly.
All five of us loaded into the Murano preparing for the six-plus hour drive to Phoenix. The car seat in the middle of the second row split the rear passengers up, but there was plenty of wiggle-room on either side. Nobody complained about space, even the person sitting behind the driver's seat. All Murano models share the same twin-tube strut/shock arrangement with front and rear stabilizer bars. Unlike many cars that wallow and roll when packed to the brim, the Murano handles nearly the same-regardless of load. While it would hardly be considered "enthusiast-tuned," one could easily argue it is much sportier than many of the other CUVs that compete in the segment. It is fun to drive, but it will not satisfy the enthusiast deep within you.

Across the LA Basin, the Murano easily darted through the light freeway traffic as we headed out of town. The freeways are deeply grooved and scattered with expansion joints (for earthquakes, not freezing temps), but the Nissan ignored the tendency to tramline and soaked up the bumps without drama. The crossover breezed through San Gorgonio Pass and its giant wind farms without flinching in the sporadic crosswinds.
In the mid-day sun, the ambient temps began to climb into triple-digits. Driving east out of Indio on I-10, the highway climbs more than 1,700 feet to Chiriaco Summit. It's a steep climb (some portions have an 8% grade) that frequently overheats, or just plain overwhelms, many types of vehicles. Loaded with full passengers and luggage, our A/C pumping at maximum, and a heavy tank of gas (having just topped-off minutes earlier), we were the Murano's worst nightmare. Without hesitation, the VCT brought the engine up to speed and the VQ pulled us heroically at 70 mph past the burdened tractor trailers that struggled in the right lanes. Through Blythe, the temperature outside was a blistering 113 F, but we were as cold as Popsicles inside the cabin (in fact, we had slowly cranked the AUTO climate control setting up to 76 F so we wouldn't go numb).

Over the Colorado River, and into Arizona with its 75 mph speed limit, the traffic lightened and we set the cruise control at an even 84 mph to remain relatively inconspicuous among the flow. We noted how accurate the speedometer was (typical with most Nissan/Infiniti products), and how absolutely serene the cabin felt at this speed. With smooth black asphalt under the all-season tires (keeping tire roar at bay) and cloth interior acting as sound-deadening, all aboard were impressed at how quiet things were considering the Category 1 hurricane winds on the other side of the glass. While we've tested countless cars that lose their composure above 80 mph, from the driver's seat the Murano was completely competent and stable at those high cruising speeds. It was disheartening to approach Phoenix and slow to city speeds, and lane-clogging traffic.
During our countless highway hours behind the wheel, the most excitement arrived in the middle of the California desert, just outside Desert Center. We'd been watching a wall of thunderclouds on the horizon for the better part of an hour. Temperatures were in the triple-digits, but the sun soon disappeared behind the cumulonimbus clouds as we approached. Minutes later, we drove into a literal waterfall as the skies violently opened up. One second we were dry and doing 80-plus mph, the next second we were fighting for visibility with the wipers on high-speed and our velocity down to 40 mph or so. While the downpour stimulated our pulse, the Murano soldiered forth without concern. The ride height kept us out of the splashing spray from the trucks, and the front and rear wipers (and aerodynamics) keep the windows clear. The rest of the trip was uneventful.

We burned four tanks of premium gasoline during our travels (including a few days running around the Phoenix basin). Calculated by hand, our worst fuel economy was 19.96 mpg, and our best was 22.31 mpg. When you consider each of those tanks were consumed while lugging five souls around with the air conditioning fighting Sahara-like temps, the numbers aren't bad (for the record, the EPA rated the 2009 Murano at 18/23). We never tried regular-grade gasoline, although rumor has it that the Murano will drink it just as happily.
With the long week behind us, it was obvious that five passengers (and their luggage) can cohabitate peacefully in the Murano for 1,000-plus miles without any hint of pending bloodshed. Sure, the mid-size Nissan will never transport seven adults legally (Nissan will gladly sell you an Armada for that), but we'd make a good argument that even loaded to the headliner, the 2009 Murano is an agreeable place to pass the time. Interestingly enough, we never missed the extra room that the engineers apparently took from the new model.

The 2009 Nissan Murano is one of those vehicles that accomplishes everything with very high marks, but aces nil. That's not to be taken as a negative -- it simply means that Nissan has done a fine job engineering a five-place CUV that is a solid B-plus performer across the board. The engine is strong, transmission smooth, and the driving dynamics comfortable and predictable. Pressed into service, it will duly serve as a reliable daily driver, impromptu cargo hauler, sporty canyon cruiser, or an effortless road trip vehicle.
source by autoblog.com

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BMW 128i Coupe

128i Coupe
40 years in the making.
Starting at $29,150 MSRP
3.0-liter, inline 6-cylinder engine
230 horsepower
Rear-wheel drive
28 mpg hwy*
What makes a BMW a BMW
What sets the 1 Series apart is what sets BMW apart—an unyielding dedication to the joy of driving. The BMW formula is succinct: Power. Performance. Premium design. Executed with innovation and efficiency.


More specifically—and unlike our competition—BMW maintains an unwavering belief in rear-wheel drive for superior handling. Near-perfect 50:50 weight balance for maximum agility, traction, and control. And a lightweight chassis and finely-tuned suspension for a sporty, yet comfortable ride.

All driven by independent thinking and an uncompromising culture of ideas. It’s how all BMWs become Ultimate Driving Machines.

Trust BMW Assist to help you with your busy life through the optional Convenience Plan, available to all Safety Plan subscribers. When you're on the road, the Convenience Plan offers a helping hand 24/7.

Whenever you need it, receive personalized Directions, Traffic and Weather reports, BMW Search and Concierge services to not only recommend restaurants and hotels, but then send the destination address and phone number right to your BMW. You can make up to four operator-assisted calls per year with Critical Calling if your cell phone is not available or its battery is discharged.

Source by bmwusa

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