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Author: admin | Category: Auto Car Loan Calculator | Date: 16.07.2016

The doors open wide to reveal an unexpectedly spacious cabin (the car itself is 4997mm long, an intimidating 2018mm wide and 1302mm high, with a 3190mm wheelbase), though sliding down into the cockpit requires care because the solid-looking carbonfibre sills are actually wafer thin.
Inside there are key retro touches – that dash, contrasting brightwork and wooden accents, minimalist nylon loops to open the doors, the central single-arm wiper resting in an upright position – but it’s not a slavish reconstruction of the original car’s interior.
Just as the vast rear wing dominates the car’s exterior form, so it looms large in your awareness when you’re inside the thing. For all its laser lights and DTM detailing, the Hommage unashamedly references later versions of the CSL coupe, better known as the Batmobile. There were three different iterations of the breed: the carb-fed 180bhp MkI (1971-1972, 169 units built), the fuel-injected 200bhp MkII (1972-1973, 929 built) and the 206bhp Batmobile (1973-1975, 167 built).
The engine is hooked up to 4-series coupe running gear, a stock eight-speed automatic transmission and the largest brakes Brembo could supply. Although our pace must be slow to protect the virginal paintwork and the delicate and vulnerable wheels, this very first outing is an emotional and unexpectedly involving experience. The steering affects changes of direction with a stiff directness and the vast brakes bite promptly but the suspension barely yields and the dampers don’t. After about an hour of non-stop action photography, the CSL slowly begins to dispense its own eau mechanique.
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Here we are, on our knees, admiring yet another amazing design study, and once again the company behind it fails to recognise its potential, to draw up a business case and to run it through a couple of customer clinics. The fingertip controls are clearly inspired by avionics, and much of the detailing – that anodised fire-extinguishing system, the two helmets stowed behind the seats, the slim-fit carbonfibre fixed bucket seats – by cutting-edge competition cars. Developed from the E9 in conjunction with Alpina, the CSL attained almost instant cult status thanks to its outrageous aero kit and utter dominance of the European Touring Car championship through the 1970s. It’s all there, lovingly re-created, as are the full-length black rallye stripes, circular air intakes in the front bumper, the wrapaound chrome strip and the two roundels just aft of the Hofmeister kink. When it fires, the air on the passenger side blurs in anger as the unilateral side-exit exhaust – another cute reference to the race version of the original – blasts the pavement with the firing order of the 3.0-litre powerplant, which is tucked back tight to the front bulkhead. There is no word on power and torque, but with two turbos and one e-boost device, 500bhp or more should be a realistic.
A stab at the throttle brings about two almost instantaneous responses – the CSL leaps forward and caretaker Herr Sauer is moved to the brink of a heart attack.
A trained nose can decipher the various scents; fresh paint and polish, tyre blackener, rubber and glue, unspecific lubricants, the tangy pong of brake-pad dust. It’s more than a rolling celebration of the wide-bodied menace that scared Capris and Carreras with Dieter Quester, Hans-Joachim Stuck and a certain Niki Lauda at the wheel.
While you may argue that the i8 is BMW’s new halo car, perhaps one could also make a case for a more sporting and affordable back-to-the-roots effort. Quality, refinement and economy are all improved, but the car remains small, cheap to buy and cheap to run.
It still has that three-cylinder thrum when pushed hard, but in everyday driving it is quiet and comfortable, absorbing all but the worst potholes and bumps impressively well. Not only is it affordable but it looks good and drives well, plus it should prove to be cheap to run. In case of trademark issues please contact the domain owner directly (contact information can be found in whois). Despite these restrictions, our first encounter with the stunning reinvented Batmobile is a memorable one, and a full ten out of ten in my personal show-car hit parade. The main information cluster consists of a relatively small multi-functional monitor straddling the bottom end of the steering column. The 2015 Hommage concept is inspired by the last and most extreme of the CSLs, which combined increased performance with myriad lips and ducts and more wings than Richthofen’s Fokker. We don’t yet know to what extent these new priorities may dent the demand for the proverbial ultimate driving machine. It has all the ingredients to be just as successful as its predecessor – and to compete with the likes of the Volkswagen Up.
Manoeuvring in narrow streets or in multi-storey car parks is made easier by the light power steering, plus visibility is fairly good thanks to big windows.

So please allow us to whet your appetite by taking the two-seat Hommage concept around the block, literally – the only place we can drive the unregistered, handbuilt and very yellow coupe are the private grounds of Villa Erbe, next door to Villa d’Este, home of the annual BMW-sponsored Concorso d’Eleganza. Alloy-capped pedals and plenty of bright yellow stitching and piping pin-prick the gloom like stars in the night sky.
It’s detachable, using the same cool release mechanism as the competition car.’ Habib admits that for much of the year it took to produce the CSL Hommage, the design team focused on the exterior. And behind you the glass of the rear window distorts like a bottle of fine Bordeaux, a blurred view that’s then sliced in half by what must be one of the most remarkable drag-cutting devices ever conceived by an automotive designer. This allows you to pay one monthly amount to lease the car and also covers servicing costs and insurance.
For those who need cheap, urban transport with a little bit of style it’s the ideal little car.
For while BMW’s latest back catalogue reinvention has been met with nothing but breathless adoration and joy, for now the official response is almost painful in its predictability. Instinctively you grasp the steering wheel, an intriguingly cut-down creation that references both racing car helms and motorcycle-style handlebars.
But now that it’s finished, he’s as pleased with the cockpit, one that he feels has much to offer future BMW production car interiors. Assisting are a rectangular e-boost readout in the centre of that wraparound wooden panel and a head-up display.
The way in which the wing merges with the dramatic rear arches is the CSL Hommage’s defining element. Personally I’m won over by this semi-retro work of art, conceived by Joji Nagashima (exterior) – a BMW veteran hired in 1988 – Doeke de Walle (interior) and Patrick McCormack (colour and trim), to name but three of the eight designers involved.
Having halted the proposed 9-series and the M8 supercar, to name just two recent victims, management should give the CSL a second chance.
Dotted with numerous (currently non-functional) controls, the wheel sits so close to your chest that you’re forced to angle your arms like a DTM racer. Related opportunities could include a contemporary four-cylinder 2002 positioned below the M235i, and perhaps a no-frills Bavarian Mustang powered by that landmark straight-six. Too strong a word, but the must-have kidneys are a little too bright and tall for a sports car, and the multi-spoke wheels are 100% bling and 0% CSL.

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