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At a recent General Motors media event, GM "product czar" Bob Lutz wanted to be sure there wasn't any confusion. According to Lutz, the 2011 Chevy Volt is not a plug-in hybrid, but rather it is an extended-range electric vehicle (E-REV).

General Motors is determined to sell a E-REV before anyone else. That’s why it’s working flat-out to meet a self-imposed November 2010 deadline with the 2011 Chevrolet Volt. Among the most radical of GM’s near-term “green car” promises, the Volt is not just a symbolic “moon shot” for this beleaguered American company. It’s a grudge-match challenge to Toyota, which is poised to end GM’s 75-year reign as the world’s largest automaker, an achievement fueled in part by the Japanese brand’s big lead in hybrid technology and sales. As Larry Burns, GM vice president for research and development, told Car and Driver magazine, “Toyota creamed us on the Prius. It won’t happen again.” Yes, folks, this is personal.

The 2011 Chevrolet Volt will differ markedly from the Prius and other gasoline/electric hybrids. It will also differ in many ways from the racy-looking Volt concept unveiled at the January 2007 Detroit Auto Show. Since that big-buzz reveal, GM has gone out of its way to keep the media fully briefed on the production car’s progress. As a result, we now have a good many specifics about the 2011 Chevrolet Volt, though important questions remain.

For starters, the 2011 Chevrolet Volt will be a compact five-door sedan with front-wheel drive, four-passenger seating, and an external footprint like that of Chevrolet’s conventional Cobalt compact car. It will use GM’s new “Delta 2” global small-car platform, but will have unique styling and GM’s much-touted “E-Flex” powertrain architecture. E-Flex differs from existing hybrid systems that use a battery-powered electric motor as an adjunct to an internal combustion engine. Instead, the gas-fueled engine serves as a electricity generator and battery charger and is not connected to the drive wheels. Technically speaking, the Volt is thus an electric vehicle (EV) as well as a “serial hybrid.” The Toyota Prius and similar vehicles are termed “parallel hybrids.”

The 2011 Chevrolet Volt will be one of the first retail-market vehicles to use state-of-the-art lithium-ion (LI) batteries instead of the older and more common nickel-metal-hydride (NiMH) type. LI batteries store more energy in less space, which is why they’re used in cell phones, laptop computers, and other small devices that need ample juice. They’re also faster to recharge. These advantages are naturally attractive for an electric car, but LI batteries have never been used on this scale, and devising suitable cells has been the major challenge in bringing the Volt to market.

GM is currently evaluating batteries from two joint ventures, A123 Systems/Continental AG and Compact Power/LG Chem. Chemistry is the main difference: so-called nanophosphate for the former, magnesium for the latter. Accelerated lab tests are now underway to determine which type better satisfies eight GM criteria, including energy density, extreme-temperature performance, materials, and cost. The choice should be announced by mid to late 2009.

Incidentally, these competing chemistries differ completely from that of the Sony LI batteries that made scare headlines by causing some laptop computers to overheat and even catch fire. The batteries in the 2011 Chevrolet Volt are thus expected to be quite safe, though they, too, must be kept within a specific temperature range. The Volt has a separate liquid-cooling system for that purpose.

The battery pack itself, rated at 16 kilowatts/hour, comprises more than 220 separate cells wired in series. That means the failure of any one cell disables the entire array, though some existing hybrid vehicles also have this flaw. The Volt pack is about six feet long and weighs a hefty 375 pounds. As in GM’s early-1990s EV1 pure-electric vehicle, it mounts in T-formation with the “leg” running beneath the center tunnel and the top situated crosswise under the rear seats. The latter precludes a middle back-seat position, but does allow spreading the outboard seats further apart than usual. For convenience, the 2011 Chevrolet Volt will include an “intelligent” control module that allows plugging in to either 120- or 240-volt household circuits. GM estimates the Volt's battery can be charged in less than three hours via a 240-volt outlet, or in about eight hours with a 120-volt outlet.

As for the battery-charger engine, it’s said to be an existing four-cylinder GM unit of 1.4 liters displacement. Two versions may appear: one running on gasoline and tuned to PZEV (partial-zero emissions vehicle) standards, the other capable of using E85 ethanol and tuned to looser ULEV (ul tra-low-emissions vehicle) levels. A small diesel engine could also be used, and was in the recent Opel Flextreme concept, but GM says it has no immediate plans to offer this.

Various reports indicate that electronic controls in the 2011 Chevrolet Volt will fire up the gas engine once the battery pack runs down to 30-percent power, then keep cycling the engine to maintain power within a specified band. GM estimates the Volt’s total driving range at 640 miles, which is about double that of most conventional hybrids.

GM also claims the 2011 Chevrolet Volt can run solely on electric power for 40 miles with a full battery charge. That’s in line with studies showing that most Americans drive only about 40 miles a day, so in theory at least, a Volt could go for weeks without using a drop of gas or spewing any CO2. But some analysts think the real-world electric range will be closer to 30 miles and probably less, depending on vehicle speed, ambient temperature (which affects battery performance), and whether trips include steep grades. Like conventional hybrids, however, the Volt incorporates a regenerative-braking feature that helps recharge the batteries when coasting or decelerating.

Powertrain aside, the 2011 Chevrolet Volt is fairly ordinary. Indeed, GM is reportedly trying to use as many off-the-shelf components as possible to offset the costly batteries and related systems in an effort to keep delivered price reasonable. That’s why the Volt shares a platform with conventional GM compacts and will likely be built alongside some of them in the company’s Detroit-Hamtramck plant. Cost concerns also explain an orthodox coil-spring suspension with front struts and a simple twist-beam rear axle located by trailing arms. Appropriate for a “volts-wagon,” the steering is electrically operated, albeit designed for minimal power consumption. The brakes are electro-hydraulic, with “by-wire” activation and a normal fluid reservoir for antilock control and antiskid/traction control.

GM unveiled the production Volt during the company's 100th Anniversary celebration in September 2008. Against the low-slung 2007 concept, which insiders nicknamed the “Electric Camaro,” the production model has a longer, smoother nose and greater windshield slant, but is otherwise similar, especially in back. Some observers feel the Volt bears a family resemblance to the midsize 2008 Chevrolet Malibu and it does have a similar “twin-cowl” dashboard. GM says many of the exterior changes were made to reduce air drag and thus maximize driving range. The concept Volt was apparently drawn without much regard to aerodynamics, and proved very disappointing when tested in the GM wind tunnel. Company design chief Ed Wellburn claims the final design reduces the concept’s drag coefficient by 30 percent, and a statement by Bob Lutz implies a value of around 0.25, impressively low for a four-seat sedan.

It’s clear that GM views the 2011 Chevrolet Volt as a potential game-changer for the entire auto industry. After all, the E-Flex architecture is designed so that the gas engine can be replaced by a hydrogen fuel cell, once those are ready. But it’s equally clear that GM is throwing all the money and resources it can at the Volt program just so it can one-up Toyota with an extended-range electric car. Yet the Volt is unlikely to make money right away, and GM could even be forced to subsidize the price to pump-prime the market. Later on, of course, the Volt could pay off big in both prestige and profits, much as the Prius has for Toyota.

In any case, GM knows it will eat a lot of crow if it misses its deadline, which could happen if there’s an unexpected delay with the batteries. But all involved express confidence that the Volt will be on time, if not on budget. As Bob Lutz recently told Wired magazine: “November 2010 is our internal target. We are holding the team’s feet to the fire...[T]here is no doubt you’d like to be able to leapfrog Toyota and come out with a car they aren’t ready to do. There’s nothing magic about the technology. Two or three years after the Volt is introduced, everybody will have something like it. We’d just like to be first for once... If we pull it off successfully, it can really put us back at the top of the heap of automotive technology instead of being called laggards that are being left behind by the Germans and the Japanese... If it doesn’t work, it’s not fatal. But if it does work, it will be sensational...”

Maybe so, Bob. We shall see.

2011 Chevrolet Volt
Against the low-slung 2007 concept, the production model has a longer, smoother nose and greater windshield slant, but is otherwise similar, especially in back.

A Notable Feature of the 2011 Chevrolet Volt

The Volt may have a very different powertrain, but GM wanted to make it drive like any other Chevrolet. For example, although there’s no transmission per se, the Volt will have an ordinary mechanical shift lever on the center console, which GM says was chosen to help conserve power versus an electrically operated selector, as on the Prius. For the same reason, windshield wipers, air conditioning, stereo, and other accessories have been redesigned so they will also drain less juice than those in conventional cars. Though such “redundant systems” add to development costs and thus sticker price, they reflect GM’s desire that consumers see the Volt as no less practical than any other car.

Buying Advice for the 2011 Chevrolet Volt

Despite its alleged game-changing technology, the Volt will face a growing number of “clean-tech” vehicles selling for the same or less money, including not just hybrids but also diesel-engine models. In particular, it will compete with a redesigned version of the Toyota Prius that’s expected in January 2009 as an early 2010 entry. Sources say the third-generation Prius will be somewhat larger yet lighter than today’s version, will offer better performance with higher fuel economy, and will boast a longer electric-only driving range despite retaining NiMH batteries and Toyota’s basic Hybrid Synergy Drive system. Moreover, word is the Prius will switch to LI batteries around 2010, then add plug-in capability as early as 2011. With all this, buyers will want to weigh all the “green car” options with regard to initial cost versus “time to payback” and perhaps net environmental impact. On those counts, one analyst has concluded the Volt would fare much worse than conventional hybrids even in best-case driving scenarios, taking decades instead of several years to recoup its purchase price in fuel costs and reduced emissions. It’s something to think about.

2011 Chevrolet Volt Release Date: As noted, GM insists the Volt will be ready by November 2010, but it’s unclear whether sales will begin then or later. According to two websites (TheGMSource.com and chevyvoltforum.com), the Detroit-Hamtramck plant will close in May 2009 to retool for Volt production, reopening in late September or early October. Those sources also say that first-year assemblies will be capped at around 10,000 units, a fairly slow pace presumably chosen to allow for any needed debugging of the car and/or its production processes. That means only select Chevy dealers will have Volts to sell in the 2011 model year, likely larger stores in major metro markets. After that, however, production reportedly ramps up to around 100,000 a year--or whatever the market will bear.

2011 Chevrolet Volt First Test Drive: GM has treated the media to several Volt technical briefings since the early-2007 concept reveal, and more are likely before announcement day. Assuming no surprise program delays, the first “ride-and-drive” events could be held in summer or early fall of 2010.

2011 Chevrolet Volt Prices: GM first projected the Volt’s base price at around $30,000, but has since upped the estimate to $35,000. And some sources believe the final tab will be more like $40,000, rather steep for a compact Chevrolet. Why so much? Apparently because GM underestimated the cost of the high-tech batteries and other Volt-specific components. The wild card is whether the company might be willing to take a loss by subsidizing the price down to the original $30K target--and if so, for how long.

The 2009 X6 Series has more potential and power than you could ever imagine. Benefit from a fabulous SUV and likewise provide your family with the unlimited conveniences that come integrated in the BMW X6 Series.

Seat up to six passengers in the X6 Series in the most comfortable fashion on account of great interior features. You're sure to find great interior conveniences such as Nevada Leather upholstery, automatic front climate control, Dynamic Cruise Control, iDrive System with on-board computer, anti-theft AM/FM/CD radio with high-fidelity 12-speaker sound system, and 2-way power glass moonroof.

The X6 Series SUV carries smarty technology that is simply irresistible and outstanding.

Additionally, your safety is highly valued at BMW, therefore you're sure to find a great safety equipment complete with dual front airbags and front side-impact airbags, front and rear Head Protection System, Rollover Sensor, active headrests, and anti-theft alarm system.

And as luxurious and protective as it is inside, the X6 Series also features an incredible exterior that will enable you to take on any terrain without complications.

The X6 Series' exterior is fully harmonized by Metallic Paint, Xenon Adaptive Headlights with auto-leveling and Corona headlight-rings, dual power outside mirrors, chrome exhaust tips, and front and rear Park Distance Control.

BMW caters to more than just your needs for luxury and technology. The X6 Series comes available with with two incredible engines; a turbocharged 6-Cylinder, 3.0-Liter DOHC 24-Valve Inline engine and an 8-cylinder, 4.4-Liter 32-Valve Turbocharged. So you can expect anywhere from 300-400 horsepower every time you drive your brand new X6 SUV.

Drive the X6 Series you deserve first-rate quality and unmatched performance.

Treat your friends and family to a classy, sporty, and powerful SUV like the X3 Series from BMW. Surely this 5-Passenger SUV has more attributes than any other competing SUV.

Driven by a 6-cylinder, 3.0L DOHC 24-valve engine the X3 Series generates up to 260 horsepower and 225 pounds per foot of torque. You're sure to find great mechanical attributes like xDrive all-wheel drive system with traction control; a six-speed manual transmission; Dual resonance intake systen; and Electronic throttle control.

Your impressive performance is owed to great functional and fantastic features like Dynamic Stability Control, rack-and-pinion power steering, twin-tube gas-pressure shock absorbers, double-pivot strut-type front suspension and vacuum-assisted four-wheel ventilated disc brakes.

And in order to conquer any type of terrain you're sure to find a fully accessorized exterior complete with features like 17" x 8.0" Star Spoke alloy wheels, halogen free-form headlights with automatic control and Daytime Running Lamps, front foglights, rain-sensing windshield wipers and heated washer jets, power heated mirrors, dual chrome tail pipes, and roof spoiler.

The X3 Series BMW is the best combination of functionality, class, power, and convenience.

Surely your friends and family will never hesitate to ride with you on account of a classy interior complete with the latest technology in entertainment and comfort. Interior features include an anti-theft AM/FM/CD audio system with 10 speakers and pre-wiring for CD changer, automatic climate control, Leatherette upholstery, 8-way power front seat with driver's seat memory, BMW Ambience Lighting, and Dual-panel Panoramic Moonroof.

Though reviewers praise the M6 for its refined appointments and everyday performance, most find its custom performance and interior feature settings too difficult to operate.

Reviewers find that the BMW M6 coupe is a sporty and luxurious ride that just might be too technologically advanced for its own good. While test drivers are impressed with its ride and handling dynamics, many criticize the M6 for its complicated performance and convenience feature settings -- which are highly customizable. Still, auto writers agree that the M6 is an exceptional driver's car. "If you aren't scared by the over-$100,000 sticker, and if you're interested in a high-performance car that won't set you back by 50 percent more than that, then the M6 might be the vehicle for you," writes The Auto Channel. "It has a limited audience, but that audience can also consider itself very lucky. Very lucky."

The M6 is also available as a convertible.

* "Practicality isn't a part of the equation here. Neither is sharing. Aside from that occasional right-seat occupant one wishes to (a) impress, (b) terrify, (c) sleep with, or (d) all of the above, a car such as this is conceived for the gratification of its owner. And what could be more gratifying than leather-lined opulence hurled down the road by 500 horsepower? With suspension and braking equal to the propulsion?" -- Car and Driver

* "Buy the M6 Coupe if...You want a high-performance coupe that can keep up with Ferraris in real-world situations off the test track, but is less expensive and more comfortable. Keep Looking if...You want even more comfort and/or practicality, in which case the BMW M5 Sedan is worth considering; fuel economy is a concern; ultimate exclusivity matters and you're willing to pay for it." -- Forbes

* "Quite candidly, dear reader, many potential owners may balk at the Bimmer's complexity -- even those who can afford the $108,690 sticker on our limited-edition test car. The automatic seat bolsters, and the zillion and one steps needed to complete simple everyday driving tasks, can be an off-putting experience at the very least." -- MarketWatch

Although the M5 is a luxurious and solid performer, reviewers complain that complex interior controls can make driving it a hassle. Altogether, it ranks near the middle of its class.

The M5 is a sporty five-passenger sedan that is powered by an obscenely powerful V10 engine. "There are a lot of great super sedans on America's dealer lots these days -- and none of them holds a candle to BMW's," writes AutoWeek. "Sure, some might post very similar numbers when put through a track test, but no company -- not Cadillac, Mercedes or Audi -- delivers the fundamental feeling of oneness between driver and automobile that BMW does. If you can ever say 'full-size, four-door sports car' with a straight face, now's the time." Still, the M5 is not perfect. Auto writers consistently complain that its iDrive feature management system and customizable performance settings are too complex. What's more, many of its super luxury sports car competitors trump it in style.

For 2008, the BMW M5 adds a new front air dam, as well as two new exterior colors.

* "For those aspiring to a 5 series BMW the 3 liter engine is perfectly adequate for 99% of the people. For the remaining -- wealthy -- 1% the M5 is something very special, especially on or near the limit. Oh, and preferably before lunch." -- The Auto Channel

* "The high price tag on the 2008 BMW M5 is, in part, accounted for by its legion of standard features including, 7-speed sequential transmission, aluminum alloy 19-inch wheels with high-traction tires, fully adjustable seats, hydraulically enhanced energy-absorbing collision protection, and a tire deflation sensor system." -- Carseek

After a 10-year hiatus, the BMW M3 Sedan is coming back. For the 2009 model year, BMW is once again releasing a four-door version of its sought-after M3, which is the highest-performance version of the 3 Series.

The BMW M3 Sedan doesn't look dramatically different from a standard-issue 3 Series Sedan, though the two cars share few body panels. Obvious styling cues include different bumpers, added air intakes, flared wheel arches, a “power bulge” in its aluminum hood, unique side-mirrors and a spoiler designed to keep the rear end stable at high speeds.

As with its larger and more flamboyant counterpart, the M5, the BMW M3 Sedan includes a carbon-fiber-reinforced roof for added structural integrity and weight reduction. It also helps lower the car's center of gravity, which improves handling.

BMW M3 Sedan Vehicle Summary

The upgrades that truly differentiate a BMW M3 Sedan from the rest of the line, however, are more visceral in nature. Prime among them is a lightweight 4.0-liter V8 engine that develops well over 400 horsepower, output roughly on a par with the Chevrolet Corvette (though the latter’s small-block V8 generates about a third more low-end torque). The compact sedan can reach 60 mph from a standstill in just under five seconds. The top speed is electronically limited to 155 mph.

The BMW M3 Sedan’s engine includes a variation on the regenerative braking systems found on most hybrid-powered vehicles. Here, it takes electrical power recovered while braking to recharge the battery and power various systems while the car is moving; this means the alternator can be disengaged from the engine under most circumstances so that it doesn't sap power.

A beefed-up six-speed, short-throw manual transmission is the only available gearbox. Though some may lament the lack of an automatic, the enthusiasts for whom the BMW M3 is designed won't complain.

Riding on a specially modified all-aluminum suspension, with 18-inch wheels and tires (19-inchers are optional) and a variable locking rear differential that optimizes traction on a wide range of road surfaces, the BMW M3 handles like few models this side of an exotic sports car.

As in the M5 and M6, the BMW M3 includes an MDrive control system that lets the driver tailor the car’s performance and handling characteristics. It can get complex, but those who are so inclined can fiddle with the engine management controls (for more lively throttle response), suspension damping (dial in a stiffer ride for better handling or a softer setting for comfort) and, optionally, the Servotronic power steering system (allowing more or less assistance at varying speeds).

In addition, the BMW M3’s standard Dynamic Stability Control system, which uses throttle- and brake-control to help minimize wheel spin and prevent a loss of control during extreme handling maneuvers, can be turned off altogether, which allows the car to be more easily coaxed into controlled skids around curves, called drifting.

The BMW M3’s interior is similar in appearance to the rest of the 3 Series line, albeit with richer materials and various M-specific embellishments. For example, the dashboard has a gauge that indicates how much of the engine’s power remains available, based not on rpm, but on the temperature of the engine oil. The cabin can be dressed up with various leather and trim treatments and front seats can be fitted with optional adjustable-width side bolsters to allow maximum lateral support through sharp turns.

The BMW M3 includes the automaker’s counterintuitive iDrive system to govern the entertainment, navigation, communication and climate control functions; as in the 5, 6 and 7 Series cars, it clumsily replaces individual buttons with a single knob and menus displayed on an LCD screen.

The 2009 BMW 6-Series is largely unchanged. This sporty 2-door comes in coupe and convertible form. Both body styles seat four. Convertibles have a power soft top and a heated glass rear window that can act as a top-down wind deflector or be lowered for top-up ventilation. Two models are offered in each body style. The 650i has a 360-hp 4.8-liter V8 and a choice of manual or automatic transmission. The M6 has a 500-hp 5.0-liter V10 that comes with a 7-speed automated manual transmission. A 6-speed manual is also available. Available safety features include ABS, traction control, antiskid system, and front side airbags that provide head and torso protection. Coupes add head-protecting tubular side airbags. Standard is BMW's Active Roll Stabilization designed to counter body lean and Dynamic Drive Control that adjusts suspension, throttle, and transmission settings for sportier response. BMW's Active Steering, designed to quicken low-speed steering response, is standard on M6s and optional on 650. M6 also includes a driver-adjustable suspension, uprated brakes, and larger wheels. All models come with a navigation system, steering-linked headlights, and BMW's iDrive controller for climate, audio, and navigation functions.

The current generation of BMWs follows a design theme the German automaker calls "flame surfacing," and the automotive press calls, at best, divisive. The current generation of the BMW 5-Series carries the "flame surfacing" design motif farther than any of its siblings, and while some reviewers like it, more reviewers detest it. The 2009 5-Series hasn't been seen, aside from drawings and heavily camouflaged spy shots. But it is widely expected to tone down the controversial lines, and though they're just speculation, the drawings the press has seen show a much more attractive car.

New technologies are certain to appear in the 2009 5-Series as well. Engines offerings will probably include low-emission diesels, new to the U.S. market, that have been well-received in Europe. Gas-powered engines will of course be offered, topping out with a 408-hp 4.4-liter twin-turbo V8 550i. A high-performance M5 variant probably will not surface until 2010.
What The Auto Press Says

What the automotive press has to say about the 2009 BMW 5-Series so far centers on the look -- the "flame surfacing" of the old 5-Series was panned by many critics, and reviewers seem to express relief at the thought that the 2009 5-Series could look as beautiful as it feels to drive, or at least sport a body that doesn't distract from its engineering.

Details of the drivetrain are sketchy at best. BMW builds a series of diesel engines that are very well-regarded outside the U.S., and the 2009 5-Series may well be the platform the German automaker uses to try to bring them here. With Americans searching for alternative fuels in the wake of skyrocketing gas prices, even BMW shoppers may be intrigued by clean diesels.

Here is what the press has to say about the coming 2009 5-Series:

* "After half a decade of flame surfaces, cat's-eye headlamps, and wild cutlines, BMW design is pulling back from extreme frivolities for the next 5-series, due in 2009 (wagon in 2010)." - Automobile Magazine

* Like other models in the BMW range, the current sedan's "flame-surfacing" styling is met with mixed reviews, and the Bavarian automaker will be toning it down for the next generation, more along the lines of the current 3-Series." - Autoblog

The 2009 BMW 3-Series sedans and wagons get slightly freshened interior and exterior styling. Also, for the first time in North America, these premium compact cars will be available with a diesel engine. The 3-Series offers 2-door coupes and convertibles, as well as 4-door sedans and wagons. Convertibles have a power-retractable hard top. The 2009 3-Series model lineup consists of the following: entry-level 328, mid-line 335, and high-performance M3. Depending on body style, the 328i is available with rear-wheel drive or with BMW's xDrive all-wheel drive. It's powered by a 230-hp 3.0-liter 6-cylinder engine. Also depending on body style, the 335i is available with rear- or AWD. Those models are powered by a turbocharged 300-hp version of the 3.0-liter 6-cylinder. New for 2009 is the rear-drive 335d. It has a 265-hp 3.0-liter turbodiesel 6-cylinder that is emissions legal in all 50 states. M3 models use a 414-hp 4.0-liter V8.

All 2009 BMW 3-Series gasoline engines are available with a 6-speed manual transmission. Available on the 328i and 335i and standard on the 335d is a 6-speed automatic. The M3 is available with a 7-speed automatic. Available safety features include ABS, traction control, antiskid system, and front side airbags. Head-protecting tubular side airbags that cover both seating rows are standard on all but convertibles. Standard on convertibles are rollover bars designed to deploy from the rear headrests if sensors detect an impending tip.

Cars with the optional navigation system get BMW's iDrive that uses a console knob to control entertainment, navigation, communication, and other functions. Other available features include steering-linked xenon headlights, BMW's Active Steering that quickens steering response at low speeds, front- and rear- obstacle detection, adaptive cruise control, and BMW Assist service with a wireless cell phone link.

The 2009 BMW 1-Series line is largely unchanged following its introduction for the 2008 model year. The lineup includes 128i and 135i models. The 1-Series slots below BMW's 3-Series in size and price. The 1-Series is available as either a 2-door coupe or convertible with a power folding soft top. Engines are 3.0-liter 6-cylinders shared with the 3-Series. The 128i has 230 hp, while the 135i is turbocharged and has 300 hp. All models have a standard 6-speed manual transmission and offer an optional 6-speed automatic. Available safety features include ABS, traction control, antiskid system, curtain side airbags (coupes), and front side airbags. A sunroof and split folding rear seat are standard on coupes. An available Premium Package includes leather upholstery, power front seat, and BMW's Assist system. A Sport Package includes specific trim, sport suspension (on 128i), and sport bucket seats. Other options include a voice-activated navigation system, aluminum or burled walnut interior trim, and heated front seats.