India getting Porsche Cayenne Diesel

Porsche just launched its first modern diesel engine in the Cayenne sport utility vehicle, and the German automaker said when it was first introduced that it was planning on bringing the model to other markets. Considering that the Cayenne is Porsche's best-selling vehicle in India, it's not all that surprising that the oil-burner is slated for an Indian introduction in short order. Even better, according to Car Trade India, "a diesel version of this popular SUV is expected to sell like a hot cake." That sounds good, right?

Currently, Cayenne diesels are produced at Porsche's Leipzig factory, and this is where the Indian Cayenne's will be exported from. Europeans are the first to get the diesel, and they'll officially get the option beginning in February for a base price of €47,250. The 3.0L V6 engine comes from Audi and offers up 240-horsepower and a useful 405 lb-ft of torque.

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Honda S2000, CR-Z convertible follow Acura NSX and V8 to scrap heap

Last month we learned that Honda had canceled plans to build a new V10-powered replacement replacement for its departed NSX sports car. Now, AutoCar is reporting that several other vehicle programs at Honda have fallen victim to the new economic and environmental reality. In addition to the NSX, Acura was due to get a new rear wheel drive platform and V8 engine for its sedans so they could better compete with products from BMW and Mercedes as well as Infiniti and Lexus. The new architecture and engine are now on ice.

Over on the Honda brand side of the house, two future sporty car programs have also been killed. A replacement for the S2000 roadster will apparently never see the light of day and a convertible version of upcoming CR-Z has also been shelved. The CR-Z hybrid coupe will debut in 2010 based on the new Insight.

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Honda advertises cars with green hybrid billboards

Click above to enlarge

If you are going to bill yourselves as the World's Greenest Automaker, as Honda does from time to time, you'd better be willing to back it up. Luckily, Honda always seems to be looking for a way to do just that. Whether it's by offering the best overall fuel economy in the United States or powering billboards with solar power, Honda is often a step ahead. Wait, hold on... powering billboards with solar power? Yep, in the land of Oz at least, Honda has partnered up with APN Outdoor to create Australia's first eco-friendly outdoor advertisements. The solar panels provide power when possible and a backup electrical connection that gets its power from a green feed is there to pick up the slack. This may be a small thing, but we'll take it. We should also mention that Honda has invested in solar technology itself, with its Soltec subsidiary opening for business in 2006 and now selling panels for residential or commercial use.

[Source: Honda]

PRESS RELEASE

TULLAMARINE, Australia - January 5, 2009: Honda, the world leader in low emission, fuel efficient vehicles, has taken Hybrid technology to new heights... literally.

In an Australian media first, massive billboards featuring the new Honda Accord Euro are illuminated by green solar power; with green energy electric backup. Just like a Hybrid.

Outdoor advertising specialists, APN Outdoor have installed solar panels on several of the billboards around Australia.

Honda Australia Marketing Manager, John Pranger said the idea of the solar billboard campaign was immediately attractive. "Honda's well-earned reputation for minimising its environmental impact made this opportunity very attractive. Our goal is to leave green skies for our kids and harnessing natural energy sources goes a long way to achieve this. We also thought, as this has never been done before, it's perfect for Honda to lead the way once again."

Honda subsidiary Soltec commenced production and sales of ultra-thin solar panels throughout Japan in October 2008.

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2010 Cadillac SRX reborn

Almost exactly a year after revealing the Provoq Concept, Cadillac is debuting the redesigned 2010 SRX wearing essentially the same suit of clothes. At that time, the Provoq was thought to be a preview of a new smaller crossover called the BRX, but Cadillac informed us last summer that the "BRX" was actually the all-new SRX.

We'll be seeing the new SRX in production form at the Detroit Auto Show, and while automakers often throw the term "all-new" around, in this case it really seems to apply. There is almost nothing carried over to this version of the SRX compared to the old one, although many of the greasy bits are shared with other GM vehicles. The biggest difference going from the Provoq concept to the production SRX is the powertrain. The Provoq used a Volt based E-Flex powertrain with a fuel cell range extender. The SRX is a far more conventional though fully modern luxury crossover. Read all about the details after the jump.


Live photos Copyright ©2008 Sam Abuelsamid / Weblogs, Inc.

When introducing the new SRX, Cadillac VP Mark McNabb stated, "Design is an initial product differentiator." Design is after all the first thing people notice about a new vehicle. Of course, a great design doesn't gaurantee a good vehicle awaits under the skin, but a bad design may result in people never discovering if the vehicle is any good at all. The new SRX takes the latest iteration of Cadillac's much lauded design language and applies it to a crossover that has a more aggressive SUV-like look than the wagon-shaped first generation SRX.



The most obvious visual difference between the Provoq and SRX is the grille. The "fuel cell powered" Provoq had thermostatically controlled shutters in the grille that were meant to open and close depending on the powertrain's cooling demands. The production SRX reverts to a more conventional setup similar to that of the current CTS and STS. The LED fog-lights in the lower front corners have also been replaced by more conventional looking units.



One interesting detail that Cadillac design chief Clay Dean pointed out on the SRX is its new three-dimensional wreath and crest logo. The elements in the crest have been layered at different depths to give it more presence. The logo is part of the whole aesthetic that consists of "layers of texture" and "vertical and horizontal creases" leading to what Dean dubbed "bold design and drama." Dean also told the gathering that "pure luxury is about genuineness." It remains to be seen how genuine the SRX is, but it certainly looks like a contemporary Cadillac and fits in with the CTS family.

Virtually the only design elements that have changed from the Provoq are the larger side view mirrors, more conventional door handles and tail-pipes that have replaced the water exhaust slots on the Provoq.



On the inside, the concept's design is again carried over virtually unchanged. Some of the shinier metallic trim bits have been replaced by similar satin finish parts on the pre-production example we were shown, while others are now finished in wood. The SRX also gets a similar pop-up navigation screen to the unit in the new CTS. Like the CTS-V, the SRX gets an electronic parking brake that is activated by a switch on the console to the left of the shift lever. The EPB frees up space in the footwell that would otherwise be occupied by a foot activated unit.

One design element that's echoed both inside and out is a longitudinal crease running the length of the body work and center stack. This is a design element that is turning up more and more on luxury vehicles from various manufacturers, including Acura. Dean described it as similar to the crease one finds in a pair of tailored trousers that provides a more upscale look.



When we saw the Provoq and Saab 9-4X concepts that share their platforms at the last Detroit Auto Show, most assumed that both vehicles rode on the same Theta architecture as the similarly sized Saturn Vue and Chevy Equinox. Saab and Cadillac officials, however, repeatedly told us this was incorrect but declined to be more specific. We know now that this premium crossover architecture is actually a blend of components and systems from the Theta platform and new Epsilon II architecture that is used for the Opel Insignia.

The original SRX was based on the same Sigma platform as the CTS, meaning it had rear- or all-wheel-drive configurations. This new Theta-based architecture gets front-wheel-drive for base models and all-wheel drive is optional. The AWD variant uses a Haldex system to apportion drive torque to the rear axle as needed. An electronic limited slip differential distributes the torque based on slip and stability control requirements. The eLSD can send up to 100% of the drive torque to whichever wheel has the most traction or send torque to whichever side is needed to help the vehicle follow the driver's intended trajectory. If all of that sounds familiar, it should. This is essentially the cross-wheel-drive system found on the Saab Turbo-X.

That's not all that the new SRX gets from the sporting Saab. The SRX also gets a choice of two V6 engines, both derivatives of the high feature V6 family that has been available here in 3.6L form for several years. The new base engine is a 3.0L version with direct injection that will be installed in several GM platforms this year, including the Chevy Equinox. In the Cadillac, the 3.0L is rated at 260 hp (5 hp more than the Chevy CUV) and 221 lb-ft of torque. The 3.0L essentially matches the power of the older port-injected 3.6L, although it falls short on torque compared to the 254 lb-ft of the larger engine.

Those craving more torque will want the optional engine, a 2.8L V6 with a turbocharger putting out 300 hp and 295 lb-ft of torque. This is essentially the same engine from the Saab Turbo-X and the first turbocharged engine ever offered in a North American market Cadillac. Both engines are mated to separate 6-speed automatic transmissions. The 3.0L is paired wih the same 6T70 unit used with the 3.6L in other GM products, while the 2.8L is bolted to an Aisin Warner unit.



The body of the new SRX is independently suspended at all four corners with struts in the front and a multi-link layout in the rear, while the dampers also have real-time variable rate control. Tractive and cornering forces are applied with either 18-inch or 20-inch wheels and tires. The front-wheel-drive version weighs in at relatively porky 4,300 lbs and all-wheel drive adds about 150 lbs.

The SRX will be offered at launch in front- or all-wheel-drive with conventional drive-trains only. However, chief engineer Lyndon Schnieder told us that "there is no architectural reason the Two-Mode hybrid won't fit." Since the SRX is aimed directly at the Lexus RX350 and Toyota also offers the hybrid RX450h, this would seem to be a logical next step. Since Cadillacs already command a price premium, the extra cost of the hybrid would be more palatable.



We won't know for several more months how the driving experience of the new 2010 Cadillac SRX compares to competitors like the Lexus RX or Acura MDX. The latter should provide an interesting comparison with its Super Handling-All Wheel Drive pitted against the Haldex system in the Cadillac. One thing is certain, the SRX is a far more attractive and well proportioned piece than its predecessor and easily better looking than the rather bland looking new RX.

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2009 Ford Focus SES Coupe

It's been just over a year since we reviewed our last Focus, a 2008 SES Coupe, and we were willing to bet the farm back then that its new design wouldn't go over well with buyers. But $4/gallon gas and the unexpected popularity of Ford's SYNC system have contributed to Focus sales rising 15.7% year-over-year through November. So what the Hell do we know?

Apparently something, as Ford has tweaked the Focus Coupe for 2009 despite its sales success. While the Focus sedan remains largely the same except for a new, top-level SEL model and the availability of electronic stability control, the '09 Coupe both looks and drives different than its predecessor. Ford recently dropped off a 2009 Focus SES Coupe for us to play with, so follow the jump to see if this year's version is any better than the last.
Photos Copyright ©2008 John Neff / Weblogs, Inc.

The major mechanical difference between this Focus SES Coupe and the one we tested last year is the latter came equipped with a four-speed automatic and our current tester sports a five-speed manual. You'd think the new car might cost less without the expense of the optional slushbox, but you'd be wrong. Whereas the loaded '08 model went for $20,105 with destination and delivery charges, the 2009 model (sans automatic) rang up a bill of $20,615.



On top of our car's $17,570 base price was another $745 for anti-lock brakes, $1,270 for the Moon and Tune Value Package (upgraded six-disc CD/MP3 stereo, eight-inch subwoofer and power moonroof) and $810 for leather seats. After $695 was debited for D&D and a $475 discount added, the 2009 total came to the aforementioned $20,615. Add another $815 if you wish to relinquish gear selection duty and this '09 model could've easily cost $21,430, which is a lot to pay for a little car. Ford's current crop of incentives could reduce that price substantially, and penny-pinchers can still pick up the base SE model that starts at $16,189.

While we bemoan anti-lock brakes being optional even on the up-level SES, buyers do get the popular SYNC connectivity system standard, as well as SIRIUS Satellite Radio compatibility, cruise control and ambient interior lighting that offers multiple hues that light up the footwells and cup holders like a Christmas tree. The steering wheel is also populated with redundant controls for the stereo at no extra charge, as well as being wrapped in leather regardless of whether you opt for the expensive leather seats.



The 2009 Focus Coupe looks better than the 2008 model thanks to some simple changes that didn't break the Blue Oval's piggy bank. The most obvious alteration is up front, where a new bumper does its best to evolve the Focus' sporting intentions. The '08 model's front fascia



The remaining changes up front are minor but make a big difference. The grille carrying the Ford emblem is now dark instead of bright chrome and many of the headlights' shiny elements have been smoked out. The rear tail-lights have also lost their chrome appliqué, and as previously praised, those gaudy faux fender vents are history. The 2009 Focus Coupe has surely lost its visual luster, but that's a good thing from a design standpoint.

Ford also fitted the 2009 Focus SES Coupe with a set of 17-inch dark chrome aluminum wheels featuring 15 thin spokes reminiscent of the rollers included on the old Focus SVT European Package. Unfortunately, they don't look nearly as attractive on the SES due to the visual weight of the body, which makes the tiny spokes appear too small to support the heft of the vehicle. The base SE Coupe features 16-inch aluminum alloys that make up with looks what they lose in diameter, and there's always the aftermarket to cure any perceived aesthetic shortcomings.



Another difference between the base SE Coupe and up-level SES is the placement of the rear spoiler. The base model features a traditional unit fixed on the rear deck while the SES gets a roof-mounted spoiler perched above the rear window. We'd recommend prying off the latter with a crow bar, as it's the one piece of filigree that pushes the SES model into poseur territory.

Slip inside and park your rear in those expensive leather seats, and you'll find the Focus Coupe's interior very familiar -- hardly anything has changed from last year's model. The T-shaped swath of silver plastic still dominates the dash with clearly laid out controls for the stereo and HVAC placed front and center. The information display still sits atop the dash and is a quick glance away, doing its best to relay a lot of information with very little real estate. As noted before, the SYNC system is easiest to interface when using a large navigation screen, and while the small display in the Focus adds a level of complexity, once set up, SYNC can control music and phone calls almost entirely with voice commands.



Overall, the interior is par for the econo-box course, but it does deserve a few demerits, particularly the choice of gauge fonts. The typeface used for the numbers circling both the tach and speedo are fine, but the official Focus font for "MPH" and "RPM" look jarringly out of place. It may be a small gripe, but owners will have a tough time ignoring it if they agree. We also found the front seats a source of complaint, as their bottom cushions are flat and feature soft bolsters that don't reach the front of the seat. And while butt warmers are a welcome inclusion on the leather package, these thrones take entirely too long to heat up.



A few more changes beneath the bodywork of the 2009 model also deserve mention. For one, the SES Coupe equipped with a manual transmission gets a new sport exhaust that allows the only engine option, a 2.0L four-cylinder, to breath better. This results not only include a more aggressive growl, but also three extra horsepower for a total of 143. Focus Coupe's equipped with the four-speed automatic don't get the new exhaust, but do get a 4.2 final drive ratio to help make up the difference on the way to 60 mph.

We were hoping that the new model's larger wheels and slightly increased horsepower would conjure up images of the old Focus SVT. While the '09 model certainly looks more the part, it comes up wanting in the dynamics department. What we liked about the '08 model, and is still present on the 2009 Focus SE, is a big car ride stuffed into a small car package. However, the '09 Focus SES sacrifices a chunk of that comfort for a limited amount of gain in handling prowess.



Both model years are blessed with excellent steering that does most of the work to make this small car feel nimble. Unfortunately, the 143-hp 2.0L engine is not nearly enough to make anyone feel fast. Couple that with an unremarkable five-speed transmission, rubbery clutch and tall shifter, and you're left with an ordinary, economy car driving experience from a vehicle whose exterior promises more.



But the Focus SES Coupe is an economy car, and Ford takes great pains to remind potential buyers that it's capable of achieving 35 mpg on the highway. The 2009 model may look more like the SVTs of old, but that's just the wrapper. Underneath is a basic grocery getter that has little interest in acting like a sport compact regardless of the zoot suit it's wearing. The addition of optional ESC for 2009 makes the Focus Coupe an even more compelling bargain, but we still can't say it leads the pack of econo-coupes on sale today. Judging by our previous record of guessing the fortunes of Ford's new Focus, that means it'll sell like mad. featured sharp creases; a long, thin air intake stretching from end to end; and a cut out for the license plate. The new front bumper is smoother and softer, shows more body color sheetmetal and sports a single, expansive air intake flanked by two outboard fog lights that are now standard equipment. It's definitely a step in the right direction, but the Focus face has now been tweaked twice in two years, having been modified once already right before the '08 model began production.

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Bentley GTC Speed is last, but not least

The Bentley GTC has only been out for two years and a bit, but you might not know that; the car is so popular in some parts that it has become something like Ugg Boots for the monied-up automotive fashionista. Like its other Continental stablemates, Bentley has finally taken the drophead into their Speed garage for the transformation from really fast to "Egads!" fast.

It emerges from said garage with its twin-turbo W12 producing 553 lb-ft. of torque and 600 horsepower - 100 ponies more than the Azure T, making it the most powerful convertible Bentley has ever made. The Speed treatment alters the front end, with a more upright, dark-tinted matrix grille flanked by chrome bezels around the headlights, and the face is framed by firmer lines sweeping up from the lower air dam.

While it is still not - and isn't mean to be - a sports car, the handling ante is upped by a lowered ride height, low-friction dampers, stiffer rear axle bushings, wider tires, and retuned steering. When it's time to stop, newly available carbon-ceramic brakes, at 16.5 inches up front and 14 inches in back, are the largest factory-fitted brakes on a passenger car today.

When it's time to get on it, you'll reach 60 in 4.5 seconds, and with the top up you'll find terminal velocity is 200 miles-per-hour with the lid up. Should you not wish to go easy on your follicles, the GTC will still reach 195 mph with the top down - just make sure to lather up your 'do with plenty of product.

There are two new official exterior paint choices from the factory: Aquamarine and Blue Crystal, and you can get the interior done in Aquamarine as well. However, since Bentley's bespoke department will make your GTC any color you want, that's probably of little concern to most buyers

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2009 Infiniti G37 Coupe

The Infiniti G35 coupe showed that Nissan's U.S. luxury arm could compete with the likes of Mercedes and BMW. Being mentioned in the same breath as those storied brands is nice, but Infiniti isn't looking to be class competitive; it wants to lead. Ghosn's guys rolled out the new and improved G37 Coupe for the 2008 model year with more power and a vastly improved interior while also delivering an entry price that undercuts the popular 335i coupe by around $4,000.

The 330-hp 3.7L V6 introduced in the G37 Coupe was a big improvement over the also competent 3.5L it replaced, but the carry-over five-speed automatic was holding back Infiniti's jewel of an engine. Nissan has rectified this shortcoming for 2009 with an all-new seven-speed slush box that promises faster shifts and improved refinement and efficiency. We got our hands on a brand new 2009 model to see if it has what it takes to put the G37 at the top of the entry-level luxury food chain. Hit the jump to see how Infiniti's coupe performed during its time in the Autoblog Garage.

Photos Copyright ©2008 Chris Shunk / Weblogs, Inc.

Our Vibrant Red 2009 G37 Coupe tester tipped the sticker price scales at $44,715. It came equipped with the Journey trip package, a power moonroof, navigation system, 11-speaker Bose stereo system and a Sport package that includes magnesium paddle shifters and 10-spoke, 19-inch rims.



Some have called the exterior design of the 2009 G37 Coupe a step backwards from the previous G35, but this blogger doesn't see it that way. The G35 employed very clean lines with handsome proportions to win over buyers, and the G37 takes that a step further with more animated sheet metal. The wheel arches, belt line, hood and hind quarters are all curvier than they were on the G35, which gives the G37 a softer and sexier profile. Infiniti designers toughened up the front end with a more aggressive lower front air dam and non-functional side vents that accentuate the car's width. The new headlamp design is also a big improvement over the outgoing model, with the odd-looking vertical rectangles being replaced with obtuse triangles that reach back to the front wheel arches.



LEDs brighten up the view from the back and designers once again softened up the hard lines of the outgoing rear tail-lamps. One area that didn't change much was the greenhouse, as the beautiful, flowing lines of the original look good on just about any coupe. Overall, the G37 doesn't look too much different than the G35 it replaced last year, just enough to keep us interested.



Infiniti made lots of changes on the inside, which is also a good thing. The G35 was a bit rough around the edges, with questionable materials and an awkward, Nissan-looking layout. The newer G37 has a beautiful cabin with soft touch materials throughout. The cockpit-like layout is well thought out and requires minimum effort to find the button or switch you're looking for.



One significant drawback to reviewing cars is that it becomes difficult getting used to different nav screens, switches, radios and redundant controls every week. The G37 was this blogger's first Infiniti driven for any significant length of time, yet I was up to speed quicker than most cars that visit my Autoblog Garage. The redundant controls on the steering wheel are hit-you-on-the-head easy to understand and the navigation system presented zero challenges. The radio stations were even preset within a minute's time of initial contact.

Another area of delight are the well-bolstered leather seats. We found them far more comfortable than the BMW 3-Series with extra room for a wide frame. After about two days with the G37, our only complaint concerned the lack of thigh support. Then we noticed the painfully obvious seat extenders; what a cool option. The extender can pull out an extra five inches to provide more thigh support for the long legged among us.



We're fans of the G37's new cabin, but not nearly as much as we enjoyed flogging one of the best mass produced V6 engines of all time. Open up the throttle at any time and instant gratification comes your way. The 330-hp 3.7L VQ engine is responsive at any speed while also providing the kind of aural feedback that makes you want to stab the accelerator whenever possible. Some high horsepower V6 engines run out of steam when pushed too hard. The 3.7L unit hiding under the G37's hood felt more like a V8, with ample power across the entire rev range.



That power is now better transferred with the help of an all-new transmission. The new seven-speed automatic transmission is silky smooth around town, shifting seamlessly at a leisurely pace or quickly when you're in a big fat hurry. And when it's time to get down and dirty, switch it to manual and the paddle shifters reward you with redline acceleration and very respectable shift times. If you're not a big fan of paddle shifters, the ones in the G37 may change your mind. We found them more engaging than most wheel-mounted units with an easy to remember right-is-up, left-is-down setup.



A sublime powertrain means little if the underlying platform can't cut the mustard, so the Infiniti team rolled up its sleeves and improved upon the already respectable FM platform for this generation of the G coupe. The Nissan/Infiniti rear-drive platform already performed admirably in the G35, but the platform was lowered, widened and stiffened by 36% to give it the athletic ability to compete with the best of this breed. It doesn't take long to notice the improvement, either. It would take a far more competent driver than I to achieve significant body roll when diving into a hard turn on city streets.

Some sport coupes with stiff underpinnings reward on the track but punish your rear around town. The G37 doesn't fit that description. It's docile enough when running errands that it won't wear you out, though with this much power and poise at your finger tips, we can't promise that you won't be frustrated.



If it sounds like we like we really like the G37 coupe, you're reading the same review we wrote. It has the power, handling and luxury appointments to compete with pretty much any vehicle in the sport coupe market, which is saying a lot considering the German competition. The G37 coupe also wins points for anyone who wants their car to stand out in a crowd. It doesn't try to look like a Mercedes, BMW or Audi, and we think it's all the better for it. The G37 gives you most of the precision and power of the 335i for the price of a well equipped 328i, while also sparing you iDrive and the smallish seating surfaces. That's enough to make the G37 coupe a winner in our estimation.

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The sketch of future sport coupe Acura NSX Super GT 2010

What would you make, be at you talent of the artist and espionage photos? For certain would represent by hand the future sport car NSX Super GT. Designer John Sibal (Jon Sibal) took espionage photos Acura NSX and has created on a paper that, most likely, will make the majority of well-founded autofans with the NSX as soon as they will appear on sale. John has added a wide body-whale and bright racing colouring of a body thanks to what NSX GT became a high-grade racing car. Let and on a paper. With all details accompanying this process, it is possible to familiarise in a personal blog of Sibala in which the designer has laid out an initial photo and result of the work.

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New BMW Z4

BMW has released the first official images and details of the new BMW Z4, ahead of its world debut at the Detroit Auto Show next month.

More powerful and more stylish than ever before, the new BMW Z4 will arrive in Australian showrooms in the third quarter of 2009.

The new roadster from BMW is the only open-top two seater in its class to combine classic roadster proportions, such as a long bonnet and flat belt line, with a low seating position just in front of the rear axle, rear-wheel drive and an automatically retractable hardtop.

The new BMW Z4 will be launched exclusively with straight-six power offering passionate drivers the choice of three in-line six cylinder petrol engines with power outputs ranging from 150 kW to 225 kW.

The straight-six engine line-up ensures customers benefit from the refinement and fast-revving response so typical of BMW six-cylinder engines as well as an unparalleled balance of performance and fuel economy in the premium roadster segment.

The BMW Z4 sDrive35i is powered by the multi award-winning and world’s first straight-six power unit to feature Twin Turbo technology, High Precision Injection with direct injection of fuel, and an all-aluminium crankcase.

The 3.0-litre straight-six develops 225 kW and 400 Nm of torque accelerating the roadster from 0-100 km/h in 5.2 seconds (automatic: 5.1 seconds). Combined fuel consumption is 9.8 litres for the manual and 9.4 litres for the automatic.

Offering spontaneous power and performance, refinement and outstanding efficiency, the two six-cylinder naturally-aspirated power units in the BMW Z4 sDrive30i and the BMW Z4 sDrive23i again offer the very best in their segments.

Weighing just 161 kg and, respec tively, 158.5 kg both power units, thanks to their composite magnesium/aluminium crankcase, cylinder head covers made of a special synthetic material and lightweight camshafts with aluminium VANOS control units, are exceptionally light.

While BMW VALVETRONIC engine management controls valve stroke on the intake valves, double-VANOS varies the angle of the intake and outlet valves in an infinite process. This reduces cycle change phases to a minimum and allows particularly efficient use of fuel, providing a “beefy” torque curve and giving the engine optimum response.

The power unit in the BMW Z4 sDrive30i develops maximum output of 190 kW from 3.0 litres capacity and maximum torque of 310 Newton-metres. With this kind of power, the BMW Z4 sDrive30i accelerates from a standstill to 100 km/h in 5.8 seconds (with six speed sports automatic in 6.1 seconds). Offering average fuel consumption of 9.2 litres in the EU test cycle (9.0 litres with six speed sports automatic), the new BMW Z4 sDrive30i provides an impressively good balance of acceleration and fuel economy.

Displacing 2.5 litres with the same technology as on the 3.0-litre power unit, the engine featured in the BMW Z4 sDrive23i offers an unusually good balance of sportiness and efficiency, developing maximum output of 150 kW and peak torque of 250 Newton-metres.

Accelerating from a standstill to 100 km/h in 6.6 seconds (with six speed sports automatic in 7.3 seconds), the BMW Z4 sDrive23i consumes 9.2 litres (with six speed sports automatic: 8.9 litres) per 100 kilometres making it a highly efficient entry-level model.

Buyers of the most powerful model, the BMW Z4 sDrive35i, can opt for a seven-speed sports automatic transmission complete with double clutch gearbox instead of the standard six-speed manual transmission. The other models are available with a six-speed automatic transmission with optimised shift-points.

All sports automatic transmissions feature gearshift paddles on the steering wheel.

The low-slung front end of the new BMW Z4 is characterised by the large upright BMW kidney grille, wide air intake and dual round headlights so typical of the BMW brand with bi-xenon headlights featured as standard.

The side view is dominated by the dynamic flow of the car’s shoulder line which accentuates the stretched, athletic look of the Roadster.

Further characteristic design features are the extra-large engine compartment lid extending far over the wheel arches, the black A-pillars, the gill intakes at the side with their integrated LED direction indicators, as well as the slender rear lights with their three-dimensional LED-fed rows of light units.

The retractable roof – the first ever on a BMW roadster - opens and closes conveniently by means of a switch in the centre console or by remote control on the central locking.

The two-section roof system features a lightweight aluminium shell design, and opens or closes electro-hydraulically at the touch of a button, in just 20 seconds.

The flow of fresh air may be dosed by a wind deflector fastened between the roll bars behind the headrests. The higher roofline and the larger door openings in size by 26 millimetres, allow even easier and more convenient access with the roof closed.

A new-look cockpit in the BMW Z4 features a centre console and instrument panel built around the driver, high-quality materials and exemplary build quality.

The side windows are 40 per cent larger than in the predecessor models and the useful area of the rear window is as much as 52 per cent larger.

High-quality leather seats with integrated headrests are fitted standard and are available in three different colours.

The new BMW Z4 now features many more storage options, with the number and size of the compartments setting it apart from its competitors.

Luggage capacity, now offering enough space even with the hardtop open for a medium-sized hard-shell suitcase, varies between 180 and 310 litres – outstanding figures for a roadster with a hardtop.

Using the standard through-loading to the passenger compartment, the driver and passenger are also able to accommodate a full-size golf bag. And when the roof is closed the luggage compartment easily accommodates up to four crates of large bottles or – when using the through-loading feature – two full size golf bags without the slightest problem.

The storage and luggage options on the new BMW Z4 include a ten litre glove box, folding compartments in the door lining, storage tray in the centre console as well as additional storage space behind the gearshift or selector lever, a 1.6-litre compartment beneath the armrest and yet another storage box in the instrument panel.

Yet a further feature is the crosswise storage compartment extending across the full interior width of the new BMW Z4 behind the rear seats as a feature absolutely unique in this segment offering all kinds of storage options.

With its precise steering, perfectly balanced chassis and Dynamic Driving Control, the new BMW Z4 is able to combine ride comfort with a genuine sports-car driving experience.

Standard fitment of Dynamic Drive Control in the new BMW Z4 enables the driver to vary the set-up of the drivetrain and suspension at the touch of a button in three modes.

Drivers can switch between NORMAL, SPORT and SPORT+, depending on whether they prefer a smoother or a sportier ride.

Switching modes alters the throttle response, the level of power steering assist, the response thresholds of Dynamic Stability Control, the shift points for the optional automatic transmission, and the setting of the optional adaptive M suspensions with its electronically adjustable dampers.

Featuring a double-joint tiebar front axle made largely of aluminium and further enhanced by spring struts and a centrally guided rear axle, the new BMW Z4 comes with proven axle concepts in a configuration perfectly tailored to the specific characteristics of BMW’s unique Roadster.

A particularly outstanding feature is consistent lightweight technology in the area of the front axle, the double-joint construction offering ideal conditions for supreme dynamics thanks to kinematic arrangement of the various components.

The rear axle of the BMW Z4 Roadster, in turn, stands out through its compact configuration and precise wheel guidance, clear distribution of functions between the longitudinal arms connected to the body and the track control arms pivoting on the rear axle subframe facilitating the set-up of the suspension. As a result, directional stability, steering behaviour and lane change stability may all be optimised independently of one another.

Electric Power Steering enhances the precision and comfort of steering manoeuvres and at the same time reduces fuel consumption.

The new BMW Z4 comes with new high-performance brakes standing out through their powerful deceleration, fading-free characteristics, low weight, and low brake pad wear. At the same time the BMW Z4 is the first car in its segment to feature an electrical parking brake activated and released by a button on the centre console.

The BMW Z4 sDrive23i and the BMW Z4 sDrive30i come as standard on 17-inch light-alloy rims and the BMW Z4 sDrive35i is fitted with 18-inch light-alloy wheels. All version of are fitted with runflat safety tyres, a Tyre Defect Indicator and the latest generation of Dynamic Stability Control.

The sports-car driving experience in the new BMW Z4 can be enhanced by the optional adaptive M Suspension, featuring electronically controlled dampers. The adaptive M Suspension lowers the entire car by 10 millimetres and a central control unit varies the inbound and rebound stages on the four twin-sleeve gas pressure dampers to provide optimum response at all times.

The new BMW Z4 is slightly larger outside than its predecessor, yet offers significantly more comfort in terms of space and a lot more loading space. The roadster is 4,239 millimetres long, 1,790 millimetres wide and 1,291 millimetres high. Wheelbase measures 2,496 millimetres.

Apart from all-round visibility, the interior offers greater headroom (+ 5 millimetres), extra shoulder room (+ 20 millimetres) and more elbow freedom (+ 43 millimetres). 
The door opening has increased in size by 26 millimetres allowing even more convenient access with the roof closed.

The extremely stiff body shell, lightweight construction and harmonious axle load distribution enhance both the safety and agility of the new BMW Z4.

High load-resistant carrier structures, optimum use of deformation travel, the extremely stiff passenger cell and highly efficient restraint systems ensure absolutely outstanding accident safety. Frontal and head/thorax airbags, belt latch tensioners and belt force limiters are activated by the sensor-controlled electronic safety system as a function of the type and severity of a collision. The head/thorax airbags are integrated on the outside of the seat backrests and inflate over a large surface in the event of a collision from the side.

Sun Reflective Technology, an innovative type of leather, on the seats, the interior panels and the steering wheel significantly reduce the heat effect of bright sunshine.

The latest generation of BMW iDrive is available on the BMW Z4, featuring an 8.8-inch high-resolution Control Display with a resolution of 1,280 x 480 pixels, and 80 GB hard disk with 12 GB available for music.

The sDrive part of the model designations for the new BMW Z4 refers to the handling characteristics of the rear-wheel drive. As with the BMW X5 and BMW X6, the numbers do not relate to the actual engine capacity, but are intended to give and idea of the performance relative to other models in the range. The higher the number the better the performance. This system allows a distinction to be made between models with the same engine size but different levels of performance (e.g. the BMW Z4 sDrive30i and the BMW Z4 sDrive35i, both of which have 3.0-litre engines).

The new BMW Z4 will be built at BMW Plant Regensburg in Germany.

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