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Friday, November 5, 2010
Cadillac to Debut ATS in 2012 with 4-cyl Engine and ATS-V ‘Performance Version’
General Motors has already accomplished milestones by injecting the fastest production sedan, the CTS-V, into the market. With no plans to slow-down anytime soon, Cadillac has plans to debut the new ATS, a smaller car to rival the BMW 3-series.
We have already seen spy photos of GM testing the ATS platform underneath the current CTS’s skin. From the photos it is obvious that the drivetrain sports a shorter wheelbase than that of the CTS and possible one or two of the CTS’s powerplants.
According to various sources, the new ATS will come standard with a 2.0-liter turbocharged 4-cylinder engine with an optional V6. A sedan version of the ATS will start things off for the Fall of 2012 as a 2013 model while a coupe version will follow as a 2014 model. Plans for a convertible are also in the works. One of the highlights of this news to come out of GMInsideNews is the idea of an ATS-V which will be powered by a V8 engine or twin turbo V6. Can we say BMW M3 fighter?
We will be sure to report any updates as we confirm other sources of information about the upcoming Cadillac ATS.
Monday, September 20, 2010
Family Jewels: To celebrate 25 years of the M3, BMW invites us to pummel all four generations at once, including the new GTS.
Even as it churns out those . . . things called the X6 and the 5-series Grand Turismo, BMW’s credentials remain intact. Thank the M3, which, after 25 years, remains BMW’s most bewitching product and a shibboleth against anybody who questions whether the Bavarian fun factory has finally lost it.
To mark a quarter-century of M3s and to let journalists drive the new, not-for-U.S.-sale M3 GTS, BMW gathered a trove of coupes and convertibles representing all four generations—including the original moxie-stuffed E30, the six-cylinder E36 and E46, and the current E90-series—at the private, 3.4-mile Ascari Race Resort in Spain.
You could spend a lifetime combing the classifieds and never assemble a dream collection like this. Culled from various departments within the company, including its own BMW Classic collection, every car is a cream puff with fewer than 10,000 miles (although all were wearing modern rubber).
They have soft, wrinkle-free leather, dashboards absent of cracks and fading, engines making something like the advertised horsepower, and suspensions that digest a track without shudders or arthritic clunks. It was as though time had wrinkled and we were attending the press introduction of all four M3 generations at once.
Rare, brash, expensive when new, and often showing scars of high mileage and a hard life when you glimpse a survivor on the street today, the seminal E30 M3 came into being because of a mid-1980s racing technicality. In order to enter a hotter, more competitive 3-series in Group A Touring Car events, BMW was required to build 5000 road-legal copies for sale to the public.
“It was an act to get the company to build 5000 cars without knowing if anybody would buy them,” recalls Thomas Ammerschläger, the former director of engineering and production for BMW’s M GmbH subsidiary.
The Motorsports unit was entering unknown territory. It had opened in 1972 as a separately incorporated subsidiary to manage BMW’s racing exploits. Up to that point, it was most famous for producing 1200-plus-hp Formula 1 engines and the mid-engine M1 (from 1978 to 1981), a haphazard project that involved a misfired development deal with Lamborghini.
But in 1985, then BMW CEO Eberhard von Kuenheim, who lorded over the company’s ascension to its modern form from 1970 to 1993, wanted to expand M’s public persona, so he reorganized the group and staffed it with 400 engineers. Ammerschläger remembers it as a time of singular vision and blitzkrieg strokes.
For example, to turn out the first M3’s 192-hp, 2.3-liter inline-four, with its Bosch Motronic fuel injection and individually throttled intake runners, BMW married the block from a production four-cylinder to a sawed-off cylinder head from the twin-cam, four-valve inline-six of the 635CSi and mid-engine M1. The basic design work was done in just two weeks.
Back then, says the graying, rotund Ammerschläger—who, as a young man, ran defunct German automaker NSU’s racing team and himself raced a rotary-powered Ro80—it was easier to push through new ideas. All you had to do was convince von Kuenheim. Nowadays, “there are more people involved. I’m not sure you could do it.”
As BMW further stretches itself in new directions—there are Chinese-made BMWs, and soon there will be electric mini-BMWs—it is reassuring to know that the company keeps its touchstones visible in the rearview mirror. The older models are quaintly outdated, but these various M3s represent the essence of what we hope BMW never stops trying to be.
The E30’s famously dilated fenders and its rump wing are instant identifiers, while everything about it feels antique and wonderfully analog. The slim, gossamer doors swing with fingertip pressure. There’s a big steering wheel with three straight spokes and a thin rim wrapped in actual rough-out leather, not the fakey-doo Alcantara found in modern cars. The plastic dash controls are knobs, bulky buttons, or old-fashioned sliders, and the big white-on-black dials lack the digital flourishes of later cars. Airbags? Not yet.
Tuned for twist, the S14 four-cylinder makes a catty purr at idle and a lynx-like wail at its 6750-rpm power peak. The E30’s five gears are short and tightly spaced to keep the engine at full meow, so most of Ascari is done in fourth and fifth, and the revs rarely drop below 4000.
By the granitic standards of modern sport suspensions, the E30 is pretty soft. Governed by light steering that answers eagerly to small inputs, the handling is relaxed but neutral. There isn’t enough power to snap it loose from the back, and—at just south of 2900 pounds fully tanked—there isn’t enough mass to overwhelm the front tires.
The E30’s acceleration—0 to 60 mph in 6.9 seconds—could probably be matched by Lance Armstrong on a good day. But the best BMWs are about overall balance and poise, lofty expectations that were created in part by the E30.
Having wildcatted into an unforeseen vein in the market, BMW had enough confidence to grow the M3’s lineup. With the six-cylinder E36, the M3 was turned out as coupe, convertible, and sedan. More choices meant more sales, but the chasm widened between the road car and the racer.
The initial 240-hp U.S.-spec M3 was 42 horsepower weaker than its Euro counterpart with its more exotic engine, and to further hold down costs, BMW clothed the various M3 models in the same exterior sheetmetal as their base 3-seriescounterparts. Compared with the flaring E30, the E36 looks like it has exhaled.
The first six-cylinder M3 is a leap forward in technology (this model introduced SMG—BMW’s first clutchless manual transmission, which wasn’t sold here), but it’s still old enough to feel relatively primeval. The odometer has gone digital, but the new airbag lives in a giant lunchbox in the wheel. Don’t bother looking for traction- or stability-control buttons—they’re still a generation away.
Time passes and speeds rise: The Euro-spec E36 we drove hit 115.6 mph on Ascari’s long straight—to the E30’s 110—the mellifluous turbine underhood heard but barely felt. The E36 feels lower, wider, and much stiffer than its predecessor, with a suspension that is clamped tighter, so cornering limits climb. It’ll pitch sideways far more readily, though the steering is more insulated and a little less organic than the E30’s.
With three body styles and only a modest bump in base price over the E30, plus a slew of variants introduced throughout its life span, the E36 gets credit for being the first to spread the M3 religion far and wide.
The M3 got its special, steroidal fenders back with the E46, but their higher tooling cost spelled the demise (temporary, it would later prove) for the slow-selling M3 sedan.
Compared with its predecessors, the E46 feels thoroughly modern, the march of progress leaving its tracks in the form of a much higher button count. There’s a stability-control button, a sport button for a livelier throttle response, automatic climate control, and optional navigation. An electronic redline indicator cleverly increases along with the engine’s oil temperature.
Despite the increasing luxury, this M3 never lets the froth isolate the driver from the machinery. With 333 horsepower from the 3.2-liter six, the E46 finally offered the same output as the Euro version. Stand on it, and its uniquely kazoo-like engine rip instantly knocks you back a decade as the gray-faced gauges dance.
Wheels were growing and tire sidewalls were shrinking. The 46’s ride is a jaw jangler on busted surfaces, but it has a more neutral, less oversteer-prone feel around Ascari than the E36 and barrels through a slew of corners with friction-free steering and cool composure. Fishtails happen—oh, yes—but they come on more gradually than in the E36 and are easier to ride out.
For many, the E46 is the ultimate M3. It’s bawdier and less refined (and less expensive) than the current V-8 cruiser—and has a proper inline-six, the engine type BMW spent half a century perfecting.
You can buy three new M3 coupes for what the special-edition GTS costs once its German price—136,800 euros—is converted to dollars ($182,122 at this writing). Should we shed tears because U.S. government regs—the bumpers are too low, the carbon-fiber seats don’t have airbags, the standard roll cage violates rules, and so on—are keeping out the 150 units BMW plans to build?
Maybe. The GTS is the ultimate track toy for M3 fanboys. New in 2008, the E90-series introduced unprecedented comfort and sophistication. The GTS chucks some of that for more speed. Displacement is stroked from 4.0 liters to 4.4, horsepower climbs from 414 to 444, and curb weight drops by 154 pounds. The quarter-windows and backlight are rendered in featherweight polycarbonate instead of glass, the back seats are gone, and the air conditioning and the radio say auf Wiedersehen (you can put both back in as options). The seven-speed, M-DCT twin-clutch automated manual is the only transmission offered.
Though the power-to-pounds ratio changes only modestly compared with the base E92’s, the GTS has wondrous abilities. It feels much lighter than it is, charging like the Budweiser Clydesdales after breaking free of the wagon. The Brembo brakes are as strong as gravitational force. The fully adjustable suspension—front camber can be altered significantly, too—keeps the body utterly flat during race maneuvers.
BMW is adamant that the GTS isn’t a race car. But from the driver’s seat, all it seems to lack is a racing number on the door. Kind of like the original E30.
To mark a quarter-century of M3s and to let journalists drive the new, not-for-U.S.-sale M3 GTS, BMW gathered a trove of coupes and convertibles representing all four generations—including the original moxie-stuffed E30, the six-cylinder E36 and E46, and the current E90-series—at the private, 3.4-mile Ascari Race Resort in Spain.
You could spend a lifetime combing the classifieds and never assemble a dream collection like this. Culled from various departments within the company, including its own BMW Classic collection, every car is a cream puff with fewer than 10,000 miles (although all were wearing modern rubber).
They have soft, wrinkle-free leather, dashboards absent of cracks and fading, engines making something like the advertised horsepower, and suspensions that digest a track without shudders or arthritic clunks. It was as though time had wrinkled and we were attending the press introduction of all four M3 generations at once.
Rare, brash, expensive when new, and often showing scars of high mileage and a hard life when you glimpse a survivor on the street today, the seminal E30 M3 came into being because of a mid-1980s racing technicality. In order to enter a hotter, more competitive 3-series in Group A Touring Car events, BMW was required to build 5000 road-legal copies for sale to the public.
The Motorsports unit was entering unknown territory. It had opened in 1972 as a separately incorporated subsidiary to manage BMW’s racing exploits. Up to that point, it was most famous for producing 1200-plus-hp Formula 1 engines and the mid-engine M1 (from 1978 to 1981), a haphazard project that involved a misfired development deal with Lamborghini.
But in 1985, then BMW CEO Eberhard von Kuenheim, who lorded over the company’s ascension to its modern form from 1970 to 1993, wanted to expand M’s public persona, so he reorganized the group and staffed it with 400 engineers. Ammerschläger remembers it as a time of singular vision and blitzkrieg strokes.
For example, to turn out the first M3’s 192-hp, 2.3-liter inline-four, with its Bosch Motronic fuel injection and individually throttled intake runners, BMW married the block from a production four-cylinder to a sawed-off cylinder head from the twin-cam, four-valve inline-six of the 635CSi and mid-engine M1. The basic design work was done in just two weeks.
Back then, says the graying, rotund Ammerschläger—who, as a young man, ran defunct German automaker NSU’s racing team and himself raced a rotary-powered Ro80—it was easier to push through new ideas. All you had to do was convince von Kuenheim. Nowadays, “there are more people involved. I’m not sure you could do it.”
As BMW further stretches itself in new directions—there are Chinese-made BMWs, and soon there will be electric mini-BMWs—it is reassuring to know that the company keeps its touchstones visible in the rearview mirror. The older models are quaintly outdated, but these various M3s represent the essence of what we hope BMW never stops trying to be.
|
Tuned for twist, the S14 four-cylinder makes a catty purr at idle and a lynx-like wail at its 6750-rpm power peak. The E30’s five gears are short and tightly spaced to keep the engine at full meow, so most of Ascari is done in fourth and fifth, and the revs rarely drop below 4000.
By the granitic standards of modern sport suspensions, the E30 is pretty soft. Governed by light steering that answers eagerly to small inputs, the handling is relaxed but neutral. There isn’t enough power to snap it loose from the back, and—at just south of 2900 pounds fully tanked—there isn’t enough mass to overwhelm the front tires.
The E30’s acceleration—0 to 60 mph in 6.9 seconds—could probably be matched by Lance Armstrong on a good day. But the best BMWs are about overall balance and poise, lofty expectations that were created in part by the E30.
|
The initial 240-hp U.S.-spec M3 was 42 horsepower weaker than its Euro counterpart with its more exotic engine, and to further hold down costs, BMW clothed the various M3 models in the same exterior sheetmetal as their base 3-seriescounterparts. Compared with the flaring E30, the E36 looks like it has exhaled.
The first six-cylinder M3 is a leap forward in technology (this model introduced SMG—BMW’s first clutchless manual transmission, which wasn’t sold here), but it’s still old enough to feel relatively primeval. The odometer has gone digital, but the new airbag lives in a giant lunchbox in the wheel. Don’t bother looking for traction- or stability-control buttons—they’re still a generation away.
Time passes and speeds rise: The Euro-spec E36 we drove hit 115.6 mph on Ascari’s long straight—to the E30’s 110—the mellifluous turbine underhood heard but barely felt. The E36 feels lower, wider, and much stiffer than its predecessor, with a suspension that is clamped tighter, so cornering limits climb. It’ll pitch sideways far more readily, though the steering is more insulated and a little less organic than the E30’s.
With three body styles and only a modest bump in base price over the E30, plus a slew of variants introduced throughout its life span, the E36 gets credit for being the first to spread the M3 religion far and wide.
|
Compared with its predecessors, the E46 feels thoroughly modern, the march of progress leaving its tracks in the form of a much higher button count. There’s a stability-control button, a sport button for a livelier throttle response, automatic climate control, and optional navigation. An electronic redline indicator cleverly increases along with the engine’s oil temperature.
Despite the increasing luxury, this M3 never lets the froth isolate the driver from the machinery. With 333 horsepower from the 3.2-liter six, the E46 finally offered the same output as the Euro version. Stand on it, and its uniquely kazoo-like engine rip instantly knocks you back a decade as the gray-faced gauges dance.
Wheels were growing and tire sidewalls were shrinking. The 46’s ride is a jaw jangler on busted surfaces, but it has a more neutral, less oversteer-prone feel around Ascari than the E36 and barrels through a slew of corners with friction-free steering and cool composure. Fishtails happen—oh, yes—but they come on more gradually than in the E36 and are easier to ride out.
For many, the E46 is the ultimate M3. It’s bawdier and less refined (and less expensive) than the current V-8 cruiser—and has a proper inline-six, the engine type BMW spent half a century perfecting.
|
Maybe. The GTS is the ultimate track toy for M3 fanboys. New in 2008, the E90-series introduced unprecedented comfort and sophistication. The GTS chucks some of that for more speed. Displacement is stroked from 4.0 liters to 4.4, horsepower climbs from 414 to 444, and curb weight drops by 154 pounds. The quarter-windows and backlight are rendered in featherweight polycarbonate instead of glass, the back seats are gone, and the air conditioning and the radio say auf Wiedersehen (you can put both back in as options). The seven-speed, M-DCT twin-clutch automated manual is the only transmission offered.
Though the power-to-pounds ratio changes only modestly compared with the base E92’s, the GTS has wondrous abilities. It feels much lighter than it is, charging like the Budweiser Clydesdales after breaking free of the wagon. The Brembo brakes are as strong as gravitational force. The fully adjustable suspension—front camber can be altered significantly, too—keeps the body utterly flat during race maneuvers.
BMW is adamant that the GTS isn’t a race car. But from the driver’s seat, all it seems to lack is a racing number on the door. Kind of like the original E30.
Monday, August 30, 2010
2011 BMW 535i sedan
2011 BMW 535i sedan: Keeping with tradition
For all its popularity, ownership of a BMW still resembles membership in a club.
How many other car manufacturers hew so consistently to their history and traditions, so much so that their owners have even developed their own distinctive language and nomenclature?
BMW owners refer familiarly to the "dual kidney grille" that adorns the front end of every BMW, as well as the "Hofmeister kink." For non-initiates, that's the forward bend in the base of the c-pillar that dates from a 1961 model and is named after former design director Wilhelm Hofmeister.
(There is also the "Bangle butt," but that's another story).
BMW may occasionally miss the mark when it strays from its core models (the $100,000 X6 springs to mind) but almost never with its bread-and-butter sedans. And no car is more representative of the BMW brand than the 5-series four-door. Built since 1972, it is now in its sixth generation. More than five million 5-series cars have been sold. With the all-new 2011 model, BMW's tradition and values remain intact.
BMW junked the distinctive but chunky look of the 5's predecessor and adopted a shortened version of the design of its popular 7-series, on which the 5 is based. The effect is to make the car look more sophisticated and elegant, but also less sporty.
The new 5 is 1.5 inches longer than the 2010 model, but the wheelbase has been stretched in excess of three inches, a more than reasonable trade off. With the extra length and additional equipment comes some extra weight. Acceleration, from zero to 60 miles per hour is a tick slower at 5.7 seconds but plenty fast for most purposes.
Fuel economy improves, despite the extra poundage. The 2011 with manual transmission gets 19 miles per gallon city/28 highway for a combined mpg of 22 versus 20 mpg for a 2010 car with a manual shifter.
The 5's interior has received few changes. The familiar controls are in their familiar places: the shifter that clicks into gear rather than clunks, the easier-to-use iDrive dial, the steering- wheel-mounted cruise and communication controls.
The overall effect, combined with the restraint and impersonality of the trim, is one of efficiency at the expense of warmth and personality. BMW should sneak its designers over to Ingolstadt to see how Audi infuses some style into its instrument panels.
Equipped with the 3.0 liter turbocharged six-cylinder engine, my test car carried a base sticker price of a very reasonable $49,600. But when the bill for all the options, including the Milano Beige Metallic paint, came due, the as-tested price leaped to a less reasonable $65,425.
In an age when perfectly adequate after-market navigation devices are available for under $200, the $1,900 that BMW charges for a factory-installed system seems excessive. And for a company that considers seat assembly a core competency, it is surprising that heated and cooled seats aren't part of the $2,200 Sport package.
One option worth the money is the $2,700 Option Handling Package. Keep the suspension set in the comfort mode, and the 5-series feels like any 4,000 lb. sedan: quiet, smooth, and powerful but uninvolving. But when you screw the suspension down two notches to sport, the shift points on the eight-speed transmission become tighter, and the car takes on a wholly different character: aggressive, noisy, and fun to drive.
That's what BMW owners are looking for, and the 2011 5-series delivers. Expect it to generate more applications for membership in the club.
How many other car manufacturers hew so consistently to their history and traditions, so much so that their owners have even developed their own distinctive language and nomenclature?
BMW owners refer familiarly to the "dual kidney grille" that adorns the front end of every BMW, as well as the "Hofmeister kink." For non-initiates, that's the forward bend in the base of the c-pillar that dates from a 1961 model and is named after former design director Wilhelm Hofmeister.
(There is also the "Bangle butt," but that's another story).
BMW may occasionally miss the mark when it strays from its core models (the $100,000 X6 springs to mind) but almost never with its bread-and-butter sedans. And no car is more representative of the BMW brand than the 5-series four-door. Built since 1972, it is now in its sixth generation. More than five million 5-series cars have been sold. With the all-new 2011 model, BMW's tradition and values remain intact.
BMW junked the distinctive but chunky look of the 5's predecessor and adopted a shortened version of the design of its popular 7-series, on which the 5 is based. The effect is to make the car look more sophisticated and elegant, but also less sporty.
The new 5 is 1.5 inches longer than the 2010 model, but the wheelbase has been stretched in excess of three inches, a more than reasonable trade off. With the extra length and additional equipment comes some extra weight. Acceleration, from zero to 60 miles per hour is a tick slower at 5.7 seconds but plenty fast for most purposes.
Fuel economy improves, despite the extra poundage. The 2011 with manual transmission gets 19 miles per gallon city/28 highway for a combined mpg of 22 versus 20 mpg for a 2010 car with a manual shifter.
The 5's interior has received few changes. The familiar controls are in their familiar places: the shifter that clicks into gear rather than clunks, the easier-to-use iDrive dial, the steering- wheel-mounted cruise and communication controls.
The overall effect, combined with the restraint and impersonality of the trim, is one of efficiency at the expense of warmth and personality. BMW should sneak its designers over to Ingolstadt to see how Audi infuses some style into its instrument panels.
Equipped with the 3.0 liter turbocharged six-cylinder engine, my test car carried a base sticker price of a very reasonable $49,600. But when the bill for all the options, including the Milano Beige Metallic paint, came due, the as-tested price leaped to a less reasonable $65,425.
In an age when perfectly adequate after-market navigation devices are available for under $200, the $1,900 that BMW charges for a factory-installed system seems excessive. And for a company that considers seat assembly a core competency, it is surprising that heated and cooled seats aren't part of the $2,200 Sport package.
One option worth the money is the $2,700 Option Handling Package. Keep the suspension set in the comfort mode, and the 5-series feels like any 4,000 lb. sedan: quiet, smooth, and powerful but uninvolving. But when you screw the suspension down two notches to sport, the shift points on the eight-speed transmission become tighter, and the car takes on a wholly different character: aggressive, noisy, and fun to drive.
That's what BMW owners are looking for, and the 2011 5-series delivers. Expect it to generate more applications for membership in the club.
Saturday, July 3, 2010
Monday, June 21, 2010
2011 BMW 335i Coupe
DAMASCUS, Md. (MarketWatch) -- Crimson red with a cream beige interior, the subject of this weekend's road test turned heads and induced smiles.
"Now that is one that I would spend my own money for," said our younger-generation parking garage attendant/car buff as he broke into a wide smile. That was not an insignificant comment since he sees virtually all of the test vehicles. "That is one pretty car," said the man fueling up his SUV next to the BMW here in Damascus.
And so it was throughout the week. Somewhat amazing actually, in that the basic design of the 3-series BMW hasn't changed much in recent times.
In fact the major change in the 2011 model is not visible until you open the hood and see the new turbocharged 3.0 liter six. It develops 300 horsepower at 5,800 rpm with peak torque of 300 lb-ft from 1,200 to 5,000 rpm with a 7,000 rpm red line. Our test car was EPA rated at 19-25 mpg of premium petrol. I got 22 mpg.
BMW claims that the new engine burns cleaner, and produces better gas mileage than the previous turbo six. And it is about 150 pounds lighter; no bad thing since reducing automobile weight is the top goal of designers these days in order to improve gas mileage while enhancing performance.
The maker quotes a zero to 60 time with the 6-speed manual of 5.3 seconds and I have no quibble. There is no real "get acquainted" time needed with this smooth gearbox and lightweight clutch. You become just about instant friends.
Top speed is 130 miles per hour, and that increases to 150 if you check the optional sport package.
On your must-drive list
For years, yours truly has preached to anyone who would listen that there are a handful of cars they ought to drive in their lifetime. Any BMW makes the list. There is simply no other car that hugs the road and induces such confidence that it is up to any sane task and several that border on the insane.It takes a line in a sharp bend and sticks to the road like the tires were emitting Gorilla Glue. The test car had the standard equipment sport suspension that was as fine a blend of ride comfort and superior handling as you will find anywhere.
BMW's classic interior was a comfortable place for two. Adults should not be relegated to the rear seats, simply due to the lack of room and the wiggles that one must endure to get there, same as most any coupe.
But front luxury touches abound with the standard dark burl walnut wood trim. If that doesn't do it for you, there are two other kinds of wood available along with aluminum trim.
Fit and finish was outstanding. The optional sport seats will lock you into place like that overbearing long lost aunt who hasn't seen you in years. Side support is easily adjustable and probably will give a good indication, over time, of whether your diet is working.
Tuesday, June 15, 2010
BMW wheel styles
The list (with images) of BMW rim styles:
Style 4
Style 5
Style 16
Style 18
Style 19
Style 22
Style 24
Style 25
Style 27
Style 30
Style 31
Style 32
Style 33
Style 34
Style 35
Style 36
Style 37
Style 38
Style 39
Style 41
Style 42
Style 43
Style 44
Style 45
Style 46
Style 47
Style 48
Style 49
Style 50
Style 51
Style 53
Style 54
Style 55
Style 56
Style 57
Style 58
Style 60
Style 61
Style 65
Style 66
Style 67
Style 68
Style 69
Style 70
Style 72
Style73
Style 74
Style 75
Style 76
Style 77
Style 78
Style 79
Style 80
Style 53
Style 54
Style 55
Style 56
Style 57
Style 58
Style 60
Style 61
Style 64
Style 66
Style 67
Style 68
Style 69
Style 70
Style 71
Style73
Style 74
Style 75
Style 76
Style 77
Style 78
Style 79
Style 80
Style 81
Style 82
Style 83
Style 85
Style 86
Style 87
Style 88
Style 89
Style 90
Style 91
Style 92
Style 93
Style 94
Style 95
Style 96
Style 97
Style 98
Style 101
Style 102
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