Bmw z4 2012 Inside Line's First Drive of the 2012 BMW Z4 sDrive28i. Includes on-road driving impressions, specifications and photos
Back in January 2011, BMW announced the return of a four-cylinder engine back to its U.S. lineup after more than a decade’s absence. Last “four-banger” to power a BMW in the United States goes back as far as 1999. The introduction of smaller, more efficient engines comes as no surprise for us since the Munich-based automaker has been committed for years to its EfficientDynamics program.
With the 2012 BMW Z4 sDrive28i, BMW introduces the all-new 2.0 liter four-cylinder engine, codename N20. The engine will not only power the entry-level Z4, but also next year’s 528i and the new, redesigned 328i. The four-cylinder turbo unit replaces the venerable N52B30 six-cylinder naturally aspirated unit, one of most acclaimed BMW engines in the line-up.
But does the new four-cylinder unit live up to the expectations?
To test the new engine, BMW provided us with a 2012 Z4 sDrive28i model, along with a map to some scenery roads from Los Angeles to Carmel Valley, California. The Z4 Roadster maintains the same design and feature set, with the only major change coming from under the hood. Upon looking at the engine bay, we can clearly see that the Z4 Roadster was built for a much larger engine, both in size and displacement.
The compact and lighter N20 engine was pushed back with the same mounting points used to fit the six-cylinder and the current turbocharged 3.0 liter unit. The result is an impressive weight balance of 47.3/52.7 front-to-rear from the 47.9/52.1 of the previous model. BMW says the four cylinder weighs about 22 lb less than the outgoing unit. The overall weight of the car has therefore decreased by 33 pounds to 3,252.
Like the Z4′s last 3.0 liter turbo inline-6, the new 2.0 liter engine combines highpressure direct-injection and BMW’s VALVETRONIC intake control. The turbocharger is a twin-scroll system. The exhaust streams leaving the two pairs of cylinders are kept completely separate as they flow through the exhaust manifold and the turbocharger.
With 240 horsepower between 5,000 and 6,500 and 260 lb-ft of torque, it serves up 15 fewer horsepower, but adds a significant increase in torque than the natural aspirated 3.0-liter inline-6, an additional 40 lb-ft of torque. The torque curve starts lower at 1,250 and ends at 4,800, while the redline stops at 7,000.
Our test car was fitted with a six-speed manual, which according to BMW hits 60 mph in 5.5 seconds. A similar equipped Z4 with the ZF eight-speed automatic gearbox reaches the same speed in 5.6 seconds. Both times are faster than reported in the previous model with the six-cylinder engine, 0.1 and respectively 0.4 seconds.
Driving the car through plenty of windy roads and straight lines gave us the opportunity to properly sample the N20 four-banger. The engine makes the roadster feel more agile compared to the six-cylinder we sampled in the past, with impressive acceleration coming from the twin-scroll single turbo. A hint of turbo lag is felt for a split second somewhere below the 1,900 rpm mark, without stealing away the sporty confidence inspired by the Z4.
The manual-transmission is similar to what we have seen in the previous model, accurate and smooth with long travel between gates, comforting you and the passenger.
Perhaps the most sought answer since the announcement of the new engine is the acoustics comparison against the naturally-aspirated sixer. With the manual, the N20 deliver on the promise that the exhaust note will be maintained. At low engine speeds, the “bark” coming from under the hood is gratifying and pleasing at the same time, with the typical turbo whistle and a thrum from the exhaust package. We have not had a chance to sample the Z4 with the automatic transmission, therefore a fair comparison is not available at the moment.
The Z4 sDrive28i comes equipped with the adjustable sport suspensions which allows the driver to adjust the riding experience, from soft and comfortable, to stiff, snappy and sporty.
The best part about the new Z4 with the four-cylinder is the reduced fuel consumption. With the start-stop feature, BMW claims that fuel efficiency is up by 20 percent over the six-cylinder in the EU test cycle. The EPA estimates will arrive later this year and we expect to see a 22/32 mpg city/highway.
So any catch to switch to the four-cylinder model? The company says no, despite the increased base price, $49,525 or $1,200 more than last year’s model, the 2012 Z4 sDrive28i has additional standard equipment, including Bluetooth and USB, alarm system, loading function and….floor mats.
Greater torque, higher performance, reduced fuel consumption and less weight, but is the Z4 with the four-cylinder N20 a better buy? We certainly see no reason why the consumer will be worried by the lower number of cylinders when the car continues to maintain its core values, both in design and driving experience.
Good, I've made my point. Betcha didn't even notice that VW replaced the original (EA113) 2.0T with an all-new (EA888) 2.0T. Whatever, it's an engine. Engines come and go. Except that if you're a car fan, you're going to be expected to remember all the details about BMW's newest engine, the N20. And it's a four cylinder. Ennn twenty. Remember this.
BMW may say its middle name translates to "Motor" but we know better: it's actually "straight six" - the engine configuration that the Bavarians have perfected. Let's be honest: the Bee Emm Wizards of the in-line six have never sold a really good mass-market four-cylinder in the U.S. The N20 is replacing the base six in BMW's lineup, starting with the 2012 Z4, so this will prove to be a pivotal moment in the history of BMW.
A four-cylinder in a Bimmer? "This is something we have to wrap our heads around," says Ian Robertson, BMW's sales and marketing director. "The measure of luxury of performance is no longer the number of cylinders and how big each of them is." He's onto something. After all, from only 2.0 liters of displacement, the N20 develops 240 horsepower -- only twenty percent less than BMW's first 5.0-liter V-12.
More importantly, the N20 compares favorably to the "28i" version of the 3.0-liter straight six that it'll replace across the model lineup. That old engine (the N52, if you're taking notes) develops an identical 240 horses - but far less torque. (The straight six makes less than 230 lb-ft everywhere but one teensy spot on the tach; the turbo four twists out all of its 258 lb-ft peak over more than half of its operating range.)
So when it comes to power, cylinder count and displacement are merely two data points; they're no longer the yardstick. But Mr. Robertson also said "luxury," and that is a different matter entirely. The way an engine delivers power determines the character of a car just as significantly as the measure of the power delivered. So while we know that, on paper, a Z4 equipped with the N20 four-cylinder will be faster than the old normally aspirated straight-six (and indeed that was the top-sped "30i" version with 255 hp), the big question on our minds as we walked toward the 2012 BMW Z4 sDrive28i was: what will it feel like?
Key comfortably in pocket, we pressed the start button and, um, the Z4 started. There's not a single badge on the car telling of the two missing cylinders under the hood -- just an sDrive28i script on the fender that's inscrutable anyway. And from the sound, you wouldn't know either. While the N20 warms up, the Z4's exhaust note is loud, deep, and angry; exactly as a sports car's should be. The drama wanes a few seconds later as the engine management transitions to a smooth and quiet idle. We put the eight-speed automatic in "D" and engaged the A/C compressor -- typically a recipe for lots of cabin vibration with a four-cylinder. There was practically none, likely the result of two counterrotating balance shafts in the oil pan and a trick flywheel that uses centrifugal force to vary the pendulum length of its counterweights to help reduce vibrations at all engine speeds.
Once underway with the Z4's hardtop up, it's pretty obvious that there's something different underhood. The usual six-cylinder symphony has been replaced with a little four-banger anger -- not in a bad way, mind you, but it's a noticeable change. Under load especially, the N20 takes on a deep and purposeful note that's neither as refined as Volkswagen's benchmark 2.0T four-cylinder's nor quite as angry as a V-8's. The N20 is happiest, acoustically, in the mid range of the tach scale.
And this Z4 is seriously fast. With the eight-speed automatic flinging gears down the driveshaft faster than you can ask "what turbo lag?," the N20 squeezes out enough juice for a 5.6-second run to 60 mph, according to BMW. That's almost a half second quicker than the old six-cylinder and six-speed automatic, and it's enough of an improvement to prevent any regrets about the swap from a naturally aspirated six to turbo four.
We also sampled a Z4 with the six-speed manual. In typical BMW style, the shifter is light and slightly rubbery, with long travel between gates -- and it works beautifully with the clutch to make you look like a smooth-shift hero to your passenger. The N20 is powerful right off idle, thanks to its high compression ratio -- and boost comes on smoothly and almost unnoticeably before the needle hits 2000 rpm. Like the N55 turbo straight-six in the "35i" cars, you could give the N20-powered Z4 to your mom and she wouldn't know it had a turbo on it.
Well, if she was hard of hearing. Whereas some other turbocharged BMW engines are too shy to let turbo sounds out, the Z4 broadcasts them clearly. There's no WRC-inspired blow-off valve chirp, just a pleasant overlay of wooshing and swooshing as you build and release boost pressure. The N20 is redlined at 7000 rpm, but power peaks at 5000 and thrust starts to fall off noticeably after 6000. The automatic is programmed to shift in the mid-6000 range, right about where the tachometer's graduation lines double in density: think of 7000 rpm as the marketing-driven redline, 6500 rpm as the maximum effective engine speed.
The exhaust tuning is perhaps the best part about the Z4 sDrive28i's new engine. This is especially true at low engine speeds with the top lowered. Throttle blips as you engage the clutch to back out of a parking space result in a surprisingly deep bark, though unfortunately that venom is missing with the automatic. Still, the 8-speed is so good that we wouldn't hesitate to recommend it. In fact, it's probably the better match for the N20 overall. (Perish the thought, we know. But the Z4 is more of a cruiser than, say, the hard-edged Porsche Boxster, which just screams for a stick shift.)
BMW says the four cylinder weighs about 22 lb less than the six, but if you look at detailed specifications, it seems the N20's package weighs a couple of pounds more overall -- we're calling it a no-sum game. Since the two front cylinders are gone, there's slightly less weight on the front axle. And by slightly we mean an undetectable 15 lb. There is no real difference in the way the Z4 handles with the four-cylinder.
The difference comes at the pump. BMW predicts the N20 package will give the Z4 a twenty percent boost in fuel economy, which would mean that the previous automatic's EPA ratings of 18/28 mpg would jump to 21/34. We expect the manual transmission's numbers to increase somewhat less than that, especially since the standard stop/start system doesn't make much of a difference in EPA testing.
So how much do entry level Z4 customers save by switching to a four-cylinder? Um, other than the possibility of using less fuel, the new base Z4 is actually more expensive than the old one. Remember, direct injection and a twin-scroll turbocharger cost a lot more than two more pistons: the Z4's base price has increased by $1200 to $49,525. The increased price is offset by additional standard equipment, including Bluetooth and USB audio integration.
The best part about the Z4 is that you can still get a straight six -- either the turbocharged sDrive35i or the fire-breathing, turbocharged sDrive35is. The N20 is easily satisfying enough to stand in for base engine duty here -- in fact, it probably does a better job at balancing performance and fuel economy than the old six did. What it can't solve is the Z4's basic problem: it just costs too much. Half a hundred grand is a lot of money for a roadster, no matter how good it is.
Like the Porsche Boxster and Mercedes SLK, the Z4 is quick off the line but slow to creep out of showrooms. Why? Well, it was designed, conceived, and priced before the world economy tanked. And I bet you remember where you were the day that disaster struck.
Complete details of the updated 2012 BMW Z4 aren’t out yet, but expect this 2.0-liter 4-cylinder, with what BMW calls TwinPower Turbo technology, to surpass the inline-6 in both performance and efficiency. That technology includes the close-coupled turbocharger, direct injection and Valvetronic. We’ve driven this engine in the new BMW X1 xDrive28i and it makes great torque as soon as the turbo spools, which it thankfully does nearly instantaneously. The new power and torque curves should make the Z4 more entertaining to drive. Although it’s a bit tame off boost, the engine comes on with a rush when it quickly kicks in.
It seems as if this is the year of the 4-cylinder, and rightfully so given the strong need to improve fuel efficiency. And enthusiasts can rejoice because this means turbochargers are coming along with them. With a little tweaking of the boost, turbo engines can typically produce a good deal more power
The rumors are afloat that the 2012 BMW Z4 proud of my body style, which is similar to the CS Concept. It seems double kidney function of time and has vents under the headlights on both sides of the bumper. This will help streamline the look of this amazing vehicle. For History, share values in 2012 BMW Z4 must be exceptional, as they were with previous years models. When it comes to performance, the Z4 has overcome most of its competitors. His incredible sDrive35i twin turbo, in particular, offers a unique and unprecedented power. Even in manual mode, the Z4 is soft and strong. His reflexes are more or less, but are well enough for any driver. The BMW Z4 2012 should come with 4 years, 50,000 mile warranty that includes roadside assistance and free scheduled maintenance.
Fortunately, technology also has changed with the times. Thanks to tricky forced induction options, today's small-displacement turbocharged engines can pack a wallop normally reserved for larger, naturally aspirated six-cylinder units. BMW's small 2.0-liter turbocharged four-cylinder engine starts with an all-aluminum crankcase, adds direct-injection and variable valve timing (Valvetronic in BMW speak), and caps it all off with a twin-scroll turbocharger. The twin-scroll turbo is fed by two separate, spiral flows of exhaust gas, one from each of the two pairs of cylinders. The setup is said to optimize rotation of the turbine, producing more power while sharpening throttle response and reducing turbo-induced lag.
It's been 12 long years since BMW sold a four-cylinder engine to the U.S. market -- a market that in 1999 saw gas prices well under $2 per gallon, with burgeoning tech and telecommunications industries, and was generally considered to be experiencing boom times. In 1999, BMW thought the slower performance (and slower sales) of its four-cylinder option made little to no financial sense for lead-footed Americans. At the time, it was probably right.
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| Bmw z4 2012 |
Bmw z4 2012
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| Bmw z4 2012 |
The venerable BMW inline six-cylinder is, and has long been, one of our favorite engines. But for 2012, it's being replaced, in naturally Bmw z4 2012
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| Bmw z4 2012 |
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| Bmw z4 2012 |
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| Bmw z4 2012 |
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| Bmw z4 2012 |
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| Bmw z4 2012 |
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| Bmw z4 2012 |
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| Bmw z4 2012 |
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| Bmw z4 2012 |
Back in January 2011, BMW announced the return of a four-cylinder engine back to its U.S. lineup after more than a decade’s absence. Last “four-banger” to power a BMW in the United States goes back as far as 1999. The introduction of smaller, more efficient engines comes as no surprise for us since the Munich-based automaker has been committed for years to its EfficientDynamics program.
With the 2012 BMW Z4 sDrive28i, BMW introduces the all-new 2.0 liter four-cylinder engine, codename N20. The engine will not only power the entry-level Z4, but also next year’s 528i and the new, redesigned 328i. The four-cylinder turbo unit replaces the venerable N52B30 six-cylinder naturally aspirated unit, one of most acclaimed BMW engines in the line-up.
But does the new four-cylinder unit live up to the expectations?
To test the new engine, BMW provided us with a 2012 Z4 sDrive28i model, along with a map to some scenery roads from Los Angeles to Carmel Valley, California. The Z4 Roadster maintains the same design and feature set, with the only major change coming from under the hood. Upon looking at the engine bay, we can clearly see that the Z4 Roadster was built for a much larger engine, both in size and displacement.
The compact and lighter N20 engine was pushed back with the same mounting points used to fit the six-cylinder and the current turbocharged 3.0 liter unit. The result is an impressive weight balance of 47.3/52.7 front-to-rear from the 47.9/52.1 of the previous model. BMW says the four cylinder weighs about 22 lb less than the outgoing unit. The overall weight of the car has therefore decreased by 33 pounds to 3,252.
Like the Z4′s last 3.0 liter turbo inline-6, the new 2.0 liter engine combines highpressure direct-injection and BMW’s VALVETRONIC intake control. The turbocharger is a twin-scroll system. The exhaust streams leaving the two pairs of cylinders are kept completely separate as they flow through the exhaust manifold and the turbocharger.
With 240 horsepower between 5,000 and 6,500 and 260 lb-ft of torque, it serves up 15 fewer horsepower, but adds a significant increase in torque than the natural aspirated 3.0-liter inline-6, an additional 40 lb-ft of torque. The torque curve starts lower at 1,250 and ends at 4,800, while the redline stops at 7,000.
Our test car was fitted with a six-speed manual, which according to BMW hits 60 mph in 5.5 seconds. A similar equipped Z4 with the ZF eight-speed automatic gearbox reaches the same speed in 5.6 seconds. Both times are faster than reported in the previous model with the six-cylinder engine, 0.1 and respectively 0.4 seconds.
Driving the car through plenty of windy roads and straight lines gave us the opportunity to properly sample the N20 four-banger. The engine makes the roadster feel more agile compared to the six-cylinder we sampled in the past, with impressive acceleration coming from the twin-scroll single turbo. A hint of turbo lag is felt for a split second somewhere below the 1,900 rpm mark, without stealing away the sporty confidence inspired by the Z4.
The manual-transmission is similar to what we have seen in the previous model, accurate and smooth with long travel between gates, comforting you and the passenger.
Perhaps the most sought answer since the announcement of the new engine is the acoustics comparison against the naturally-aspirated sixer. With the manual, the N20 deliver on the promise that the exhaust note will be maintained. At low engine speeds, the “bark” coming from under the hood is gratifying and pleasing at the same time, with the typical turbo whistle and a thrum from the exhaust package. We have not had a chance to sample the Z4 with the automatic transmission, therefore a fair comparison is not available at the moment.
The Z4 sDrive28i comes equipped with the adjustable sport suspensions which allows the driver to adjust the riding experience, from soft and comfortable, to stiff, snappy and sporty.
The best part about the new Z4 with the four-cylinder is the reduced fuel consumption. With the start-stop feature, BMW claims that fuel efficiency is up by 20 percent over the six-cylinder in the EU test cycle. The EPA estimates will arrive later this year and we expect to see a 22/32 mpg city/highway.
So any catch to switch to the four-cylinder model? The company says no, despite the increased base price, $49,525 or $1,200 more than last year’s model, the 2012 Z4 sDrive28i has additional standard equipment, including Bluetooth and USB, alarm system, loading function and….floor mats.
Greater torque, higher performance, reduced fuel consumption and less weight, but is the Z4 with the four-cylinder N20 a better buy? We certainly see no reason why the consumer will be worried by the lower number of cylinders when the car continues to maintain its core values, both in design and driving experience.
Good, I've made my point. Betcha didn't even notice that VW replaced the original (EA113) 2.0T with an all-new (EA888) 2.0T. Whatever, it's an engine. Engines come and go. Except that if you're a car fan, you're going to be expected to remember all the details about BMW's newest engine, the N20. And it's a four cylinder. Ennn twenty. Remember this.
BMW may say its middle name translates to "Motor" but we know better: it's actually "straight six" - the engine configuration that the Bavarians have perfected. Let's be honest: the Bee Emm Wizards of the in-line six have never sold a really good mass-market four-cylinder in the U.S. The N20 is replacing the base six in BMW's lineup, starting with the 2012 Z4, so this will prove to be a pivotal moment in the history of BMW.
A four-cylinder in a Bimmer? "This is something we have to wrap our heads around," says Ian Robertson, BMW's sales and marketing director. "The measure of luxury of performance is no longer the number of cylinders and how big each of them is." He's onto something. After all, from only 2.0 liters of displacement, the N20 develops 240 horsepower -- only twenty percent less than BMW's first 5.0-liter V-12.
More importantly, the N20 compares favorably to the "28i" version of the 3.0-liter straight six that it'll replace across the model lineup. That old engine (the N52, if you're taking notes) develops an identical 240 horses - but far less torque. (The straight six makes less than 230 lb-ft everywhere but one teensy spot on the tach; the turbo four twists out all of its 258 lb-ft peak over more than half of its operating range.)
So when it comes to power, cylinder count and displacement are merely two data points; they're no longer the yardstick. But Mr. Robertson also said "luxury," and that is a different matter entirely. The way an engine delivers power determines the character of a car just as significantly as the measure of the power delivered. So while we know that, on paper, a Z4 equipped with the N20 four-cylinder will be faster than the old normally aspirated straight-six (and indeed that was the top-sped "30i" version with 255 hp), the big question on our minds as we walked toward the 2012 BMW Z4 sDrive28i was: what will it feel like?
Key comfortably in pocket, we pressed the start button and, um, the Z4 started. There's not a single badge on the car telling of the two missing cylinders under the hood -- just an sDrive28i script on the fender that's inscrutable anyway. And from the sound, you wouldn't know either. While the N20 warms up, the Z4's exhaust note is loud, deep, and angry; exactly as a sports car's should be. The drama wanes a few seconds later as the engine management transitions to a smooth and quiet idle. We put the eight-speed automatic in "D" and engaged the A/C compressor -- typically a recipe for lots of cabin vibration with a four-cylinder. There was practically none, likely the result of two counterrotating balance shafts in the oil pan and a trick flywheel that uses centrifugal force to vary the pendulum length of its counterweights to help reduce vibrations at all engine speeds.
Once underway with the Z4's hardtop up, it's pretty obvious that there's something different underhood. The usual six-cylinder symphony has been replaced with a little four-banger anger -- not in a bad way, mind you, but it's a noticeable change. Under load especially, the N20 takes on a deep and purposeful note that's neither as refined as Volkswagen's benchmark 2.0T four-cylinder's nor quite as angry as a V-8's. The N20 is happiest, acoustically, in the mid range of the tach scale.
And this Z4 is seriously fast. With the eight-speed automatic flinging gears down the driveshaft faster than you can ask "what turbo lag?," the N20 squeezes out enough juice for a 5.6-second run to 60 mph, according to BMW. That's almost a half second quicker than the old six-cylinder and six-speed automatic, and it's enough of an improvement to prevent any regrets about the swap from a naturally aspirated six to turbo four.
We also sampled a Z4 with the six-speed manual. In typical BMW style, the shifter is light and slightly rubbery, with long travel between gates -- and it works beautifully with the clutch to make you look like a smooth-shift hero to your passenger. The N20 is powerful right off idle, thanks to its high compression ratio -- and boost comes on smoothly and almost unnoticeably before the needle hits 2000 rpm. Like the N55 turbo straight-six in the "35i" cars, you could give the N20-powered Z4 to your mom and she wouldn't know it had a turbo on it.
Well, if she was hard of hearing. Whereas some other turbocharged BMW engines are too shy to let turbo sounds out, the Z4 broadcasts them clearly. There's no WRC-inspired blow-off valve chirp, just a pleasant overlay of wooshing and swooshing as you build and release boost pressure. The N20 is redlined at 7000 rpm, but power peaks at 5000 and thrust starts to fall off noticeably after 6000. The automatic is programmed to shift in the mid-6000 range, right about where the tachometer's graduation lines double in density: think of 7000 rpm as the marketing-driven redline, 6500 rpm as the maximum effective engine speed.
The exhaust tuning is perhaps the best part about the Z4 sDrive28i's new engine. This is especially true at low engine speeds with the top lowered. Throttle blips as you engage the clutch to back out of a parking space result in a surprisingly deep bark, though unfortunately that venom is missing with the automatic. Still, the 8-speed is so good that we wouldn't hesitate to recommend it. In fact, it's probably the better match for the N20 overall. (Perish the thought, we know. But the Z4 is more of a cruiser than, say, the hard-edged Porsche Boxster, which just screams for a stick shift.)
BMW says the four cylinder weighs about 22 lb less than the six, but if you look at detailed specifications, it seems the N20's package weighs a couple of pounds more overall -- we're calling it a no-sum game. Since the two front cylinders are gone, there's slightly less weight on the front axle. And by slightly we mean an undetectable 15 lb. There is no real difference in the way the Z4 handles with the four-cylinder.
The difference comes at the pump. BMW predicts the N20 package will give the Z4 a twenty percent boost in fuel economy, which would mean that the previous automatic's EPA ratings of 18/28 mpg would jump to 21/34. We expect the manual transmission's numbers to increase somewhat less than that, especially since the standard stop/start system doesn't make much of a difference in EPA testing.
So how much do entry level Z4 customers save by switching to a four-cylinder? Um, other than the possibility of using less fuel, the new base Z4 is actually more expensive than the old one. Remember, direct injection and a twin-scroll turbocharger cost a lot more than two more pistons: the Z4's base price has increased by $1200 to $49,525. The increased price is offset by additional standard equipment, including Bluetooth and USB audio integration.
The best part about the Z4 is that you can still get a straight six -- either the turbocharged sDrive35i or the fire-breathing, turbocharged sDrive35is. The N20 is easily satisfying enough to stand in for base engine duty here -- in fact, it probably does a better job at balancing performance and fuel economy than the old six did. What it can't solve is the Z4's basic problem: it just costs too much. Half a hundred grand is a lot of money for a roadster, no matter how good it is.
Like the Porsche Boxster and Mercedes SLK, the Z4 is quick off the line but slow to creep out of showrooms. Why? Well, it was designed, conceived, and priced before the world economy tanked. And I bet you remember where you were the day that disaster struck.
Complete details of the updated 2012 BMW Z4 aren’t out yet, but expect this 2.0-liter 4-cylinder, with what BMW calls TwinPower Turbo technology, to surpass the inline-6 in both performance and efficiency. That technology includes the close-coupled turbocharger, direct injection and Valvetronic. We’ve driven this engine in the new BMW X1 xDrive28i and it makes great torque as soon as the turbo spools, which it thankfully does nearly instantaneously. The new power and torque curves should make the Z4 more entertaining to drive. Although it’s a bit tame off boost, the engine comes on with a rush when it quickly kicks in.
It seems as if this is the year of the 4-cylinder, and rightfully so given the strong need to improve fuel efficiency. And enthusiasts can rejoice because this means turbochargers are coming along with them. With a little tweaking of the boost, turbo engines can typically produce a good deal more power
The rumors are afloat that the 2012 BMW Z4 proud of my body style, which is similar to the CS Concept. It seems double kidney function of time and has vents under the headlights on both sides of the bumper. This will help streamline the look of this amazing vehicle. For History, share values in 2012 BMW Z4 must be exceptional, as they were with previous years models. When it comes to performance, the Z4 has overcome most of its competitors. His incredible sDrive35i twin turbo, in particular, offers a unique and unprecedented power. Even in manual mode, the Z4 is soft and strong. His reflexes are more or less, but are well enough for any driver. The BMW Z4 2012 should come with 4 years, 50,000 mile warranty that includes roadside assistance and free scheduled maintenance.
Fortunately, technology also has changed with the times. Thanks to tricky forced induction options, today's small-displacement turbocharged engines can pack a wallop normally reserved for larger, naturally aspirated six-cylinder units. BMW's small 2.0-liter turbocharged four-cylinder engine starts with an all-aluminum crankcase, adds direct-injection and variable valve timing (Valvetronic in BMW speak), and caps it all off with a twin-scroll turbocharger. The twin-scroll turbo is fed by two separate, spiral flows of exhaust gas, one from each of the two pairs of cylinders. The setup is said to optimize rotation of the turbine, producing more power while sharpening throttle response and reducing turbo-induced lag.
It's been 12 long years since BMW sold a four-cylinder engine to the U.S. market -- a market that in 1999 saw gas prices well under $2 per gallon, with burgeoning tech and telecommunications industries, and was generally considered to be experiencing boom times. In 1999, BMW thought the slower performance (and slower sales) of its four-cylinder option made little to no financial sense for lead-footed Americans. At the time, it was probably right.
Bmw z4 2012
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