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11-07-2018, 07:08 AM | #1 |
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2019 Bmw Z4 First Drive
BMW has effectively transformed the Z4 into a true, high-performance sports car
https://driving.ca/bmw/z4/reviews/ro...ve-2019-bmw-z4 LISBON, Portugal — When BMW introduced the Z3 in 1996, it was a big departure for the German company. At the time, the automaker was known primarily for making sober and stately sedans, but the Z3 was instead a low-slung roadster with an elongated hood, an abbreviated trunk, a rear-set cockpit and a soft top. In other words, it was the antithesis of anything else found in a BMW showroom. Performance, however, wasn’t high on its list of qualities — it was softly sprung and powered by a 138-horsepower inline-four. The Z4 followed in 2002. It was larger, stiffer and more powerful, and it went through one generational upgrade that saw it lose its soft top for a folding aluminum roof that gave it a flowing silhouette, but also added weight. Z4 production ended with the 2016 model year. Well, the Z4 is back for 2019. It’s entirely new, and it gets a serious boost in performance — more than any previous generation. The performance boost begins under the hood, where like on the previous generation, you’ll find two available engines. The Z4 sDrive 30i gets a 2.0-litre turbocharged four-cylinder that claims a not-too-shabby 255 horsepower and 295 lb.-ft. of torque — an increase of 13 horsepower and 37 lb.-ft. The Z4 M40i, tested here, gets a 3.0-litre turbocharged inline-six that pumps out 382 horsepower and 369 lb.-ft. of torque. That’s an increase of 47 horsepower compared to the outgoing Z4 35is, while torque is up 34 lb.-ft. It’s the most powerful engine to ever propel a Z4 model. However, there’s sad news for save-the-manual proponents: The only transmission available is an eight-speed automatic. It is, however, a very slick-shifting unit, especially when you resort to shifting manually via the steering-wheel paddles. In auto mode, it shifts quickly enough to allow the M40i to zip from zero to 100 km/h in just 4.6 seconds. The 30i, on the other hand, accomplishes the feat in 5.4 seconds. Oh, and in true roadster form, the Z4 is rear-wheel-drive — and the M40i benefits from an electronically controlled limited-slip differential. The cockpit is tidy, rich in finish and feel, and well-appointed. A revised iDrive infotainment system now displays a series of buttons in a sidebar to the left of the central 10.25-inch touchscreen, freeing the rest of the screen to display navigation and entertainment information, and car settings. The screen is configurable and you can swipe between different windows like on a tablet. A 10.25-inch TFT screen now resides ahead of the steering wheel, displaying engine and road speed and other drive-related info. The M40i also has an easy-to-read heads-up display. The undercarriage has been reconfigured with very sporty handling in mind; wheel tracks have been widened by 98 and 57 millimetres front and rear, respectively, while wheelbase has been shortened by 26 millimetres to 2,470. Despite the shorter wheelbase, the Z4 is 85 millimetres longer than the previous generation. That contributes to a 50 per cent increase in trunk capacity, now at 281 litres, regardless of whether the lighter soft top is up or down. (The new top, by the way, opens or closes in 10 seconds at speeds up to 50 km/h). These revised dimensions give the new Z4 a broader, shorter footprint that, combined with a stiffer chassis and 50/50 weight distribution, make it a real corner carver. And carve corners it does, as I discover after a navigation snafu had me wandering aimlessly along the twisty roads threading through Sintra-Cascais Natural Park, just west of Lisbon. Stopped at the side of the road on top of a mountain, my passenger — BMW Canada’s Rob Dexter — and I were inputting an address into the GPS navigation system when another Z4 blew past us in the opposite direction. “They’re probably heading back to the hotel,” Dexter says. “We should try to catch up.” “They went by pretty fast,” I reply. “I don’t think I’ll be able to catch them.” “I’m sure you can,” he returns. “Challenge accepted!” A quick U-turn points us downhill, and a push of the Sport button on the centre console firms up and lowers the adaptive sport suspension by 10 millimetres, quickens throttle response, tweaks the M Sport differential to enhance cornering, and adds a bit of exhaust sound. I choose to shift manually as I chase down the other Z4, and the transmission follows paddle commands almost instantaneously. While keeping an elevated yet guarded pace — Dexter’s view out the side window is of a steep drop — the M40i steers around corners with effortless precision, returning communicative, confidence-inspiring feedback at the wheel. The M40i pulls out of corners with seat-compressing power, its engine pulling with a lush rush of power while returning a rich, unmistakable inline-six hum. Suspension is firm and keeps the car level through turns, while the differential does its thing and enhances my steering inputs, especially in sharper corners where the M40i turns with scalpel-like precision without a hint of understeer. The brakes impress, too, as this downhill chase is particularly hard on the binders, which slow the car hard and repeatedly with no discernible fade. We catch up to our colleagues at the bottom of the mountain, and drive casually back to the hotel in comfort mode, softening the suspension and providing a sporty yet compliant ride with no harshness. We also put the top up, which quiets the interior to a near coupe-like level. The Z4 has all of the conceivable safety assists BMW has to offer, either as standard or part of an optional package. These include collision and pedestrian warning, automatic emergency braking, lane-departure warning, adaptive cruise control with stop-and-go function, rear collision prevention and rear cross-traffic alert, among others. I inadvertently triggered one of the standard safety systems during the test drive and proving its worth, after being caught off-guard looking in the rear-view mirror as traffic ahead came to a quick stop. I reacted quickly enough to make the stop in time, but the automatic braking caught my error before I did and applied the brakes a fraction of a second before I got my foot on the pedal. If you scoff at these systems, no matter how simple or elaborate they are, they may one day change your mind. BMW has dialed up the performance on the new Z4, especially on the M40i, turning it from a somewhat leisurely roadster into a true high-performance sports car with a removable top. Pricing will be announced later this month; the previous Z4 sDrive 35is, which is the closest in performance to the M40i, started at just below $78,000. |
11-07-2018, 08:25 AM | #3 |
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11-07-2018, 11:38 AM | #4 |
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From the Globe and Mail:
https://www.theglobeandmail.com/driv...worked-bmw-z4/ For a company with a roadster heritage that reaches back to the 1930s, German automaker BMW has struggled to produce a fully balanced modern version. From the peculiar Z1 30 years ago (never sold in Canada), to the popular Z3 a decade later, the company’s modern roadsters seemed to try just a little too hard yet not deliver quite enough of the reckless joy that roadsters are known for. The 2019 Z4 appears to have finally gotten it right. This is the third generation of the Z4 line, and it returns after a hiatus of two model years (and, interestingly, a development collaboration with Toyota). It was worth the wait. Balanced, remarkably powerful and – thank heavens – once again a ragtop, this two-seater fulfills the promise of unfettered fun on a Sunday drive. “This is a sports car for Sunday mornings when you have the road to yourself,” said Andreas Ederer, the Z4’s product manager, at the car’s recent test drive near Lisbon. This Z comes in two versions in North America, 30i and M40i. The 30i is powered by a four-cylinder turbo that produces a very respectable 255 horsepower. BMW, however, only provided journalists with the higher-end M40i, a beautiful machine finished in Frozen Grey II metallic paint and powered by an inline 3.0-litre turbo-charged six cylinder. Roadsters have historically been known to put the emphasis on handling over power. Not this one. The M40i has Cobra-style horsepower in a roadster that also handles exceptionally well through corners, thanks to a body that is more rigid than any convertible I have ever driven. This is the third generation of the Z4, and it returns after a hiatus of two model years (and, interestingly, a development collaboration with Toyota). There are really three surprises in the M4: the power, the rigidity and – wait for it – the disappearance of a manual gearbox. Yes, it’s true, here is a roadster without a stick shift, at least in North America. Europe is expected to get a manual in a 20i model that won’t be coming over the Atlantic. Strangely, the loss of the stick shift did not bring on the level of remorse I expected. That’s probably because this eight-speed automatic shifts so rapidly and so intuitively, I know in my heart that it can outperform any human. Plus, when you’re pushing the limits on a cliff hundreds of metres above the Atlantic Ocean, you want to have both hands on the wheel. In sport and sport+ mode, the transmission gets even better. It learns your driving style and adapts shifting patterns to suit you. Entering a corner at speed, the gearbox downshifts to help in braking, setting you up to exit at full throttle. The new Z also improved on its immediate predecessor by disposing of the regrettable retractable hardtop. That solid lid added weight and complexity to the car, while robbing drivers of what little trunk space existed. The new ragtop is lighter, has little wind noise and can pop up in just 10 seconds at speeds up to 50 kilometres an hour. That’s something I could never do in my first and second generation Miatas (though I tried, holding the wheel with one hand while reaching for the top with the other). To keep weight down, BMW has increased the use of aluminum components. It’s also moved the engine 70 millimetres closer to the centre of the car to achieve the long-desired near perfect 50/50 weight distribution. It’s 7.5 centimetres wider and 10 centimetres longer than the previous version, yet the wheelbase has been shortened by about 2.5 centimetres to improve steering dynamics. The handsome standard 18-inch alloy wheels are shod with custom Michelin tires. Buyers can also upgrade to 19-inchers. To keep weight down, BMW has increased the use of aluminum components. It’s also moved the engine 70 millimetres closer to the centre of the car to achieve the long-desired 50/50 weight distribution. The interior is high-tech, but not as gimmicky feeling as such gadgetry might infer. That’s because BMW kept the layout simple and clean, with digital gauges and a 26-centimetre centre display for the infotainment system. The car is equipped with the BMW Live Cockpit Professional, the latest version of the company’s iDrive system. The iDrive controller sits to the right of the transmission shift lever. The M40i’s seats are finished in fine leather, providing a very unroadster-like sense of luxury. Our test drive took us to ocean-side cliffs in Portugal, an hour-and-a-half south of Libson. The sharp climbs and reflex-testing tight hairpin turns seemed to be exactly what this car was made for. It is unquestionably a fun car, and it’s built for drivers who want a healthy dose of luxury with their sportiness. For boomers who have acquired wealth with their years, it also completes the evolution away from youthful years of seeking sportiness on a budget. Way back in the 1970s, the Datsun 510 (now Nissan) was labelled “the poor man’s BMW” because it had all the essentials of a BMW 1600-2, but for a lot less money. The Z4 is the reverse; it is the rich man’s Miata. The Z does all the same great things as its Japanese doppelganger, but with the extra power and luxury that come in a premium ride. The Z4 arrives in Canadian dealerships in March, 2019. Tech specs The new Z also improved on its immediate predecessor by disposing of the regrettable retractable hardtop. •Base price/As tested: TBA •Engines: turbocharged 2.0-litre four-cylinder; turbocharged 3.0-litre six-cylinder •Transmission/drive: Eight-speed automatic; rear-wheel drive •Fuel economy (litres/100 km): N/A •Alternatives: Audi TT, Mercedes-Benz SLK, Porsche Boxster Looks This is a welcome departure from previous Zs, which had hoods so long it looked as if they had put drivers in the trunk. The hood has been shortened and the passengers moved slightly forward for a more balanced look. It also sits wider, which makes it look more aggressive. Interior The interior is high-tech, but not as gimmicky as the gadgetry might infer. The interior is high-tech, but not gimmicky. It features digital gauges, leather seats and the latest version of its iDrive system. Two average-sized people fit comfortably. Performance The six-cylinder turbo churns out a robust 382 horsepower and 369 pound-feet of torque, which truly makes a light (1,760 kilograms in the i30 version) car move fast. The rigid body had no detectable flex, which enhances control through corners. Technology All the safety technology you expect in a high-end car, and – importantly – presented in intuitive layout. Cargo It’s a two-seat roadster – which means the trunk is tiny (0.28 cubic metres). Overnight bags only. Verdict 9.0 By adding gobs of horsepower, BMW has updated the roadster concept for the times. Its near perfect 50/50 weight distribution adds to the joy. It is even forgiven for dropping the stick shift. The writer was a guest of the automaker. Content was not subject to approval.
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11-07-2018, 01:49 PM | #5 |
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"It was worth the wait. Balanced, remarkably powerful and – thank heavens – once again a ragtop, this two-seater fulfills the promise of unfettered fun on a Sunday drive.
“This is a sports car for Sunday mornings when you have the road to yourself,” said Andreas Ederer, the Z4’s product manager, at the car’s recent test drive near Lisbon." So why no manual, I get that the 8 speed autobox can shift faster than any human but this is clearly not a race car, it sounds like they have nailed down a drivers car.....so let the driver drive the full experience. Just my two cents. |
11-07-2018, 02:01 PM | #6 | |
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11-07-2018, 03:03 PM | #7 | |
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New M Coupe with a manual, please! |
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11-08-2018, 11:41 AM | #8 |
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11-08-2018, 12:31 PM | #9 |
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Weight to HP....
2019 Z4 M40i
3,549 lbs divided by 382 hp = 9.3 lbs per hp 2006-2008 Z4M roadster (US version) 3,197 lbs divided by 330 hp = 9.7 lbs per hp
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11-08-2018, 02:33 PM | #10 | ||
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And the simple fact the roadster market has been shrinking for the past decade. For the G29 BMW should have integrated a manual transmission available via "Special Order Only" that also unlocks extensive BMW Individual colors for paint, leather, Alcantara, exclusive speed cloth seats, various trim colors/materials and unbelievably cool BMW M wheels. Could have been very cool. |
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11-09-2018, 10:21 AM | #11 | |
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11-09-2018, 02:11 PM | #14 |
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I read the Jalopnik review and it seems like the car continues to suffer from the same old identity crisis (not quite the sports car as the Boxster/Cayman, and not quite the luxucruiser as the SLK/C).
Still there will be some aggressive lease deals, and some will buy it out of brand loyalty or for the looks. Fortunately Zeds depreciate faster than the Boxtser/Cayman so anyone who wants one can wait a few years and pick it up at a more appropriate price. |
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11-09-2018, 02:39 PM | #15 | |
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11-09-2018, 02:59 PM | #16 |
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Also my plan, in the unlikely event that I should ever decide to part with my still-loved 3.0si.
By the way, the Merc SLK/C is absolutely not an option for me. A work colleague of my wife bought one brand new about 3 years ago and had to unload it at a steep loss recently because it started having dash warning lights coming on (apparently, a known issue), and Mercedes both locally and at Canadian head Office could not repair it and would not help him out in any way. Even though the car was still under full warranty. That is pure garbage treatment, in my opinion. Similarly, my wife bought a 2014 C300 4matic brand new in late 2013. After only a month, it developed a clunky transmission that Mercedes Canada was unable to repair even though the car spent five months straight in the shop, and numerous consultations with Mercedes engineers in Germany. Despite this, Mercedes Canada refused to help us in any way. It was only after the owner of the dealership drove the car and pronounced it undrive-able, that he personally took the car back at a full refund and sent it to Mercedes to deal with. Since then, my opinion has firmly been that if Mercedes were the last car manufacturer on the planet, I'd buy a horse.
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11-09-2018, 05:46 PM | #17 | |
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Given how complicated cars have gotten lately, I'd expect more breakdowns/issues but that's definitely not the way to handle things. I have generally had positive BMW dealer experiences, but at the corporate level they too are mishandling things by reducing warranty coverage and making it harder to get repairs done. IMO Porsche remains the least compromising of the German brands, even on their low level models/trims. |
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11-09-2018, 07:06 PM | #18 | |
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With respect to MB, I have a GLK, my second one in fact. The last one developed a weird vibration at about 100KMH and up, I took it into the dealership (it had about 90,000 KM on it. Diagnosed a major transmission issue, I had a loaner for about 2 weeks, MB put a new transmission in covered on warranty. The service rep showed me the work order, $14,000. They didn't blink. I've not had an issue with the service department in my experience with a few minor warranty issues, and when I got the opportunity to pick up a new GLK with really low mileage I grabbed it. |
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11-10-2018, 08:57 AM | #19 | |
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The cost for requiring chassis crash testing with engine/transmission changes makes the business case for a small market segment of manual transmission cars too expensive. The drive for reduced fuel consumption numbers also adds into the equation as well. It limits consumer choice, which is always a bad thing and typical of too much Government oversight. This is a pet peeve of mine.
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A manual transmission can be set to "comfort", "sport", and "track" modes simply by the technique and speed at which you shift it; it doesn't need "modes", modes are for manumatics that try to behave like a real 3-pedal manual transmission. If you can money-shift it, it's a manual transmission. "Yeah, but NO ONE puts an automatic trans shift knob on a manual transmission."
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11-11-2018, 01:32 AM | #20 | |
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I like the plan. I'd still look at a Boxter though. The straight 6 or even 4 turbo versions should have depreciated to attainable levels in a few years. |
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11-12-2018, 01:50 PM | #21 | ||
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BMW looked at previous M Roadster sales and there was absolutely zero business case to be made with 3,041 units sold here. Although they later stated it was a mistake to not build an E89 M Roadster. They chased the SLK demographics with the E89 and with the DCT was a capable but lacking to performance types. |
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11-12-2018, 11:31 PM | #22 |
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I have about as much interest in this thing as my next colonoscopy. I have NO idea why they're even using the Z4 name on it. It should be a Z5, Z6, or Z4.5 S-drive Twin Power Turbo Deluxe 3.0a. Or some such silly moniker.
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