Wow! The BMW's Z4

The BMW Z4 Roadster-a great little ragtop two-seater-has never gotten the sales or critical acclaim it deserves. Until recently, at least.

In terms of increased sales, the Z4 is the hottest-selling BMW in the U.S. market so far this year, though admittedly from a small base. Sales of all Z4 models combined soared 90.6%, to 1,906 units, in the first quarter of the year vs. the same period in 2006, partly driven by the addition of the new Z4 Coupe to the lineup. But what I find encouraging is that the plain old Z4 Roadster saw a 68% sales increase during the quarter, an early indication that consumers may be wising up to the fact that this is a much better car than auto reviewers have rated it. If you're looking to splurge on a midlife-crisis car this spring and have a fair amount of money to spend, the '07 Z4 definitely merits a test drive.

One thing I like about the Z4 Roadster is what many reviewers revile it for: its looks. Perish the thought, but the Z4 actually looks different from all the other cars on the road. The Z3, the model the Z4 replaced, had a classic, almost retro, look to it, while the Z4 is perhaps the most unabashed example of BMW designer Chris Bangle's "flame surface" styling, in which the car's sheet metal is sculpted to have multiple surfaces reminiscent of a flickering flame. Adding to its distinctiveness, the Z4 has an extra-long front end and a stubby, humped rear end with an odd little ducktail on the rear deck.

In an age of curvy, rounded vehicles that all look alike, the Z4 is instantly recognizable when you see it coming down the road. But it's a love-it-or-hate-it sort of design that has turned off many BMW aficionados. There are persistent rumors that Bangle's protégé, Adrian van Hooydonk, who became chief designer for BMW's car company when Bangle moved upstairs to oversee design for the entire BMW Group, will redo the Z4 for the '09 model year and give it a less radical design. I hope Z4 sales will continue to soar—proving that Bangle's bold design isn't a detriment to the model's commercial prospects.

Exterior styling aside, the Z4 Roadster is a classic sports car—quick, tight-handling, and with a catlike grip on the road. The engine lineup was also upgraded as of the '06 model year, so all versions of the car have plenty of power.

Like any BMW, it isn't cheap. The basic 3.0i, which is powered by a 3.0-liter, 215-hp, inline six-cylinder engine, starts at $37,175, while the more powerful 3.0si, which has a 255-hp, inline six, starts at $43,175. If you prefer a hardtop, the Coupe version of the Z4 3.0si starts at $41,175. And if blinding speed is your priority, the M version of the Z4—which has a 330-hp 3.2-liter engine—starts at $53,875 for the ragtop and $51,875 for the Coupe.

However, my feeling is that if you want a classic ragtop sports car, you don't necessarily have to spend a lot of money going for the biggest engine and adding bells and whistles to the Z4. You buy a sports car mainly for handling, not raw speed. And going with the entry-level Z4 is a little like going with the BMW 328i rather than the 335i: You give up a little speed and save a lot of money.

If my own money were on the line, I'd go with the basic Z4 3.0i, and about the only option I'd pay up for is the $3,550 Premium package, which includes an automatic convertible top, auto-dimming rearview mirrors, power seats, and a few other add-ons. If you want an automatic transmission, add another $1,275 to the price.

The bottom line is that you can get a well-equipped Z4 3.0i for a little more than $40,000. That's a lot of cash, but it's still thousands of dollars less than a Porsche Boxster.

You can even rationalize the purchase by telling yourself the Z4 is an economy car when it comes to gas mileage. The 3.0i is rated to get a respectable 21 mpg in the city and 30 on the highway. In a stretch of 200 miles of mixed driving, I got 22.6 mpg in a Z4 3.0i with an automatic transmission, which isn't bad considering how hard I pushed the car.

Behind the Wheel

Slip into the driver's seat and the Z4 is, unapologetically, a sports car. It has the small, spoked steering wheel that old-style European sports cars always had and a clean, uncluttered interior that contrasts sharply with its busy exterior styling. There isn't a lot of extra shoulder and head space in the cabin (unless, of course, the top is down), and legroom may be too tight if you're unusually tall.

The suspension is stiff and the ride relatively hard. If you don't want to bounce around on the highway and feel a hard thump when you hit a bump in the road, this isn't the car for you. You're also sitting very low to the ground in the Z4, and it's a struggle getting in and out, especially with the top up. But the seats are comfortable and more supportive than I remember the ones in the Mazda Miata being.

Like any classic sports car, the Z4 Roadster is a blast to drive. My test car came with the six-speed automatic transmission with a manual shifting mode and steering wheel-mounted paddle shifters. And this automatic is so refined that it makes you wonder how much longer even companies like BMW will continue offering stick shifts.

If you let the transmission do the shifting for you, it's incredibly smooth, running through the gears as if a professional driver were behind the wheel. The transmission never revs unnecessarily or hunts for the proper gear, even when you accelerate hard up a steep hill. At the push of a button, you can put the car in a sporty mode that noticeably alters the transmission's shifting algorithms and makes it quicker and jumpier.

If you're a real speed freak, the basic Z4 3.0i won't be fast enough for you. BMW rates it at 6.6 seconds in accelerating from a standing stop to 60 mph with an automatic transmission, and I clocked it at about seven seconds. That's noticeably slower than the 3.0si, which BMW says will do zero-to-60 in 5.7 seconds with an automatic and 5.6 seconds with a stick shift, but it's plenty quick for most people.

The 3.0i is geared to be very quick in the midrange and at normal passing speeds on the highway. When you get above 80 mph, there's not a lot of oomph left when you punch the gas, and the car starts to struggle a bit. If you want a real German-style autobahn cruiser, you need the extra power of the Z4 3.0si or the M. But for most normal U.S. driving, the basic Z4's power and speed are more than adequate.

As with any sports car, the Z4's interior is short on storage space. The glove box and storage bins in the doors are small. There's a box-like storage space in the back wall of the cabin big enough to hold a small purse. Happily, though, the trunk is quite big for a sports car and remains a relatively spacious 8.5 cubic feet even with the top down.

Speaking of the convertible top, I'd definitely pay extra for the optional power top, which is very handy. It goes up or down without human intervention in about 10 seconds. You don't have to worry about getting caught in sudden rainstorms because the top is so quick and easy to put up.

Haha, have a close pic of it.

auto show --- 2007 Nissan NISMO 350Z

Nissan has added a new, fifth model to the 350Z coupe line with the NISMO 350Z. Featuring a host of unique equipment—including a wild body kit and stiffer suspension—the NISMO Z goes on sale at Nissan dealers nationwide in July as a late-2007 model.

NISMO, Nissan's in-house tuning and racing support subsidiary, has made body and handling kits not just for the 350Z but also for the Altima, Sentra, Maxima, Titan, Frontier, and Xterra for several years. However, the NISMO 350Z is just the second model (the Frontier was the first) to wear the NISMO badge (which, by the way, stands for Nissan Motorsports International) in the U.S.

It’s, um, rather easy to tell the NISMO Z from the stock model, thanks to a downright shocking aero package featuring an aggressive front fascia with a racing-style chin spoiler, smoothed front corners, skinny fender lips, and side skirts. In back, it gets worse, with an obnoxious rear fascia with a functional air diffuser (how could something that big not be functional?) and, of course, a double-decker rear wing.

Performance improvements for the NISMO Z include a lowered suspension, Brembo brakes, a NISMO exhaust, and super-sexy NISMO gray five-spoke forged-alloy wheels (9.0-by-18-inch front, 10.0-by-19-inch rear) wearing Bridgestone Potenza RE050A ires.

Unique-to-NISMO black cloth seats with red inserts and red stitching (the latter found throughout the interior) help hold both occupants securely in place while the driver explores the Z’s expanded handling capabilities. The driver faces special NISMO white and gray gauges, and all NISMO Zs get a serialized NISMO-etched aluminum plaque mounted on the center console.

For as much as has changed on the skin and at the wheels, the engine bay remains untouched. As with all other ’07 Zs, the NISMO gets the new VQ35HR 3.5-liter V-6 engine that produces 306 horsepower and 268 pound-feet of torque. However, the NISMO only comes with a six-speed manual transmission, as well as traction control and a limited-slip differential.

auto show --- 2008 Hummer H3 Alpha

Anyone who's driven an H3 knew a V-8 was much needed. A 295-bhp 5.3-liter small-block V-8 has found its way into the engine bay of an H3 whose front end has had numerous adjustments. They include a modified frame, a new steering system and beefed-up drivetrain components. The front and rear differential housings are now of rugged cast iron, not aluminum. This purity of off-road worthiness is what gives this H3 the Hummer's Alpha badge, the second model so designated.

With a 33-percent increase in towing ability, now at a maximum of 6000 lb., the H3 might find favor with consumers who previously had little love for the baby Hummer . To sweeten the deal are numerous new standard features, including stability control, ABS and side-curtain airbags.

For those who need bling to go with off-road ability, the H3 Alpha comes standard with the luxury package that has more chrome than is necessary. However, for those who want even more, an X package is available that even includes a chrome gas cap. For this premium H3, expect to pay close to $40,000.

auto show --- 2008 Honda S2000 CR

Honda debuts a track toy you can buy at a dealer at the show.

What's your idea of retirement planning? At Car and Driver, our scribblers spend their golden years counting their air miles and grousing about the web interns. If you're Shigeru Uehara, Honda R&D's Executive Chief Engineer, you spend your last year on the job building a track-ready special-edition version of the S2000.

Lots of engineers build track toys, but not many get their cars approved for production. Uehara isn't just any engineer; he's credited as the father of the Honda S2000 and the Acura NSX and Integra type R, the trio that convinced a generation of American tuners and enthusiasts that Honda is a legitimate performance car company. Uehara’s legacy is solid, so he doesn’t need to work on the NSX's successor—he said through an interpreter that he's leaving that to the next generation. Instead, his final gift to the enthusiast world is the S2000 CR.

The S2000 CR has the same 2.2-liter 237-hp engine as other S2000s, but don't let that fool you into thinking it's just a dress-up job. The most dramatic changes involve springs and shocks that Honda calls "significantly stiffer." Although no figures are available, our experience with Uehara's other creations like the Acura Integra type R tells us that he knows the meaning of "significant." Thicker anti-roll bars round out the suspension changes. A quicker steering ratio will allow drivers to avoid shuffling hands in tight corners. A limited slip differential and defeatable electronic stability control carry over from the regular S2000.

The S2000 CR's biggest handling gain over the regular S2000 may come from gumball Bridgestone Potenza RE070 tires similar to those used on the former Japan-market NSX-R. The 215/45R-17 front and 255/40R-17 rear tires have a treadwear rating of 140, which means they are barely able to be called conventional street tires.

A ludicrously large body kit and a rear cowl fairing behind the seats are claimed to smooth airflow over the S2000 CR. But the most over-the-top aerodynamic modification is the massive rear spoiler. The wing has three distinct horizontal surfaces: the upturned outside sections produce downforce while a flatter center section smoothes airflow over the car. The whole affair is affixed with black supports that look more like a back yard racer's weekend concoction than factory pieces, but who are we to argue if it works? Honda claims overall downforce on the rear axle at speed, a rare trait for a street car.

Air conditioning and the sound system are jettisoned in the name of weight savings, but you can add them back in as options. The S2000 CR also loses its power folding softtop to shed a few pounds, and in its place it gains a beefy rear strut tower brace with four mounting points. This is said to enhance the already stellar rigidity of the S2000’s shell so it won’t flex when cornering. A removable aluminum hardtop provides shelter from the elements and admission to tracks where open-top cars aren’t allowed. With the top off, the S2000 CR will weigh approximately 2765 pounds, almost 90 pounds less than the regular S2000.

The result of these changes is a claimed two-second reduction in the S2000 CR's lap time around Honda's Tochigi test track. That's a huge difference; you could add 50 horsepower to a regular S2000 and you might not see your lap time drop that much.

Every special edition needs to look unique, so the S2000 CR has a bunch of dress up features that distinguish it. The most obvious is the Apex Blue paint, which is a pearlescent bright blue evocative of Audi's Sprint Blue. Black badges and gunmetal gray five-spoke wheels round out the exterior mods. Abundant yellow stitching on the doors, steering wheel, seats, and shifter (which has shorter throws than the already insanely short ones in the regular S2000) complements yellow woven seat inserts. Faux-suede seat bolsters and door panels replace the leather items on the regular S2000 in the name of grip, and they'll also broaden the S2000 CR's appeal to PETA members. Faux carbon fiber trim is a slavishly trendy addition, but we can forgive anything in a car this raw.

The S2000 CR goes on sale in the fall of 2007 as a 2008 model. The car shown at the New York show isn't 100 percent production correct, but the body kit, spoiler, and wheels are accurate renditions of what you'll see in dealers. Pricing isn't confirmed, but it will certainly be more than the regular S2000's $35k base price and probably less than $40k. Given the expected production volume of less than 2000 units (no limit was confirmed), Honda will lose money on the deal, a fact that company representatives actually admit. Such corporate honesty is rare, but Honda can afford it. The S2000 CR is a fitting tribute to the man who put "Honda" and "performance" together in the popular lexicon. Let's hope it's a harbinger of more great things to come and not a last hurrah.

auto show --- New Infiniti G37

The New Infiniti G37 embodies key design aspects.

There are few cars on the road that not only define a brand, but also set the tone of what the brand aspires to become. The first generation G35 Coupe was that vehicle for Infiniti. With its low-slung and aggressive stance, powerful V-6 engine and a fun to drive nature, not previously associated with the Infiniti nameplate, the 2003 G35 Coupe was the car that launched a thousand imitators and set the benchmark for all future Infiniti products.

Now Infiniti has raised the bar once more, with its second generation G-series coupe, now called the G37 to reflect the change in engine size -- a 3.7-liter DOHC 24-valve V-6 with an estimated 330 horsepower and 270 lb-ft of torque. The engine, the VQ37VHR, is Nissan and Infiniti's newest iteration of their powerful and torque-friendly six-cylinder engine, the VQ35. Using the newly developed VVEL (Variable Valve Event and Lift) system that combines hydraulic-controlled variable valve timing and electronically controlled variable valve lift on the intake side to help improve performance and response, the new 3.7 is a marked improvement of the last generation V-6.

Mark Igo, Vice President and General Manager of Infiniti, says the new engine comes down to three factors: Increased performance, responsiveness and efficiency. "The new 3.7-liter V6 is a true powerhouse," said Igo. "This power plant also features Infiniti's trademark 'Swell' acceleration with special tuning that builds horsepower almost continually to the redline, like a building wave." To go along with the new power plant is a newly enhanced platform and suspension system, which should be an improvement of an already great driving vehicle.

Design-wise, the new vehicle is a subtle reinterpretation of the last generation, which is a good thing in the present day and age, when car designers feel they must constantly redesign their vehicles, much to the chagrin of the buying public.

"With our second generation model, the G37, we were not looking for a different design direction," said Shiro Nakamura, Senior Vice President, Design Director of Nissan Motor Company -- The man responsible for overseeing the creation the Nissan 350Z, Murano, and the Infiniti M, FX45 and G 37 Coupe. "It is an evolution of the design. It is much more seductive and emotional than the last generation. We wanted to grow upon what we had instead of starting from scratch. That, to me, is the purpose of this second generation model. The G35 Coupe is the car people identify with Infiniti. It is the car that redefined the brand."

Infiniti says the new G37 embodies four design aspects: Energetic force, spiritual precision, seductive luster and dignified air, all of which work together to create a harmonious design balance. "The second generation shows the power of nature with its seductive luster. It is serene, yet invigorating. It has a very authentic Japanese feel to it too; aggressive, yet subdued."

Infiniti will be launching vehicles in the European market in 2008 and when asked about the global design of the new coupe, Nakamura pauses and says, "The power of design is the ability to cross all language and cultures."

The 2008 Infiniti G37 Coupe will be available in three models: G37 Coupe, G37 Coupe Journey and G37 Coupe Sport 6MT.

2007 New York Auto Show

Manhattan Island meet the last major automotive show of the season.The old song goes: the only cars people know in New York City are black Town Cars and the Yellow Cab. If you’ve spent enough time walking the streets, you’ll see is somewhat true. New York is a city without a huge car culture – and while some readers on the Eastern Seaboard may take offense to that comment – you won’t see many Manhattanites clamoring to buy cars in the city proper. For them though there is Taxi 07, a celebration of 100th anniversary of the gas-powered taxi in NYC.

That said there is a huge market in the Tri-State area – New York, New Jersey and Connecticut – that do drive everyday and love their cars as much as anyone anywhere else. The 2007 New York Auto show, which is open to the public from April 6-15, won’t present too many surprises – a large majority of the cars are making their American, not world débuts.

The show did have some automotive gems. Unlike the Geneva International Motor Show where concept cars prevailed, New York primarily showcases production vehicles ranging from ho hum to provocative.

Ferrari Festival 2007

Yestoday, Ferrari enthusiasts met their long expected day, the celebration of Ferrari's heritage in motor racing. Spectators are invited into the paddock area to view the cars up close and to meet the drivers.
FXX
It is the first time that the FXX comes to China, which is an experimental prototype car and the most advanced GT ever built at Maranello. The FXX is the culmination of Ferrari's expertise in building special limited-series sports cars combined with its unparalleled racing experience. The FXX will provide the basic framework on which the specifics of future extreme models will be developed.

The exceptionally powerful FXX delivers absolutely blistering performance: It is powered by an imposing 6262 cm3 V12 engine which develops over 800 hp at 8500 rpm. The gearbox is the result of the transfer of F1 technology and delivers gear change times of less than 100ms. This is almost as fast as the F1 cars, themselves the absolute pinnacle of current technological achievement. The FXX has a dry weight of 1155 kg with a power-weight ratio of 1.44 kg/hp and completed a lap of Fiorano in under 1'18''00 - a time which gives an indication of the sheer power and performance of this magnificent car. The FXX's aerodynamic design is also particularly innovative - with a 40% increase in downforce compared to the already impressive Enzo. Ferrari's tyre partner, Bridgestone, developed a specific 19" slick tyre for the FXX, and Brembo created a special brake pad and cooling system for the 398 x 36 mm Composite Ceramic Material discs. Another unique feature of FXX is its sophisticated telemetry system which monitors and provides feedback in real time. The instrument panel, supplied by Magneti Marelli, is specifically designed for the FXX and incorporates a new data acquisition system. A video camera is also installed on the roof of each of the cars, pointing towards the rear, with a special TFT display on the dash removing the need for rear view mirrors.

The FXX Programme is based around the FXX. It includes a package of international-level events during which an official team of technicians provides a complete assistance and back-up service to an exclusive group of Ferrari Client-Test Drivers. The FXX Programme provides a unique way for the Prancing Horse engineers to develop solutions to be used on the Ferraris of the future with the help of the drivers. Track test sessions, driver debriefings and the use of sophisticated telemetry are all part of a typical FXX Programme working day. The FXX and the relative package cost a total of 1.5 million Euro (excluding taxes). Applications to join the programme were evaluated by a special in-house committee. This very small, highly select working group welcomed its 30th member at the Nurburgring outing in late 2006. That new member is none other than the great Michael Schumacher who demonstrated his commitment to Ferrari's future with his purchase of his FXX. And at the end of June, there will be the first "Ferrari Festival" held in China. The F1 singleseater, the FXX, the Challenge, the classical and other fabulous Ferrari models will be displayed and demonstrated in the Shanghai International Circuit then.
The Grand Tourer
The cabin of the 612 Scaglietti is even more sumptuous and elegant than ever with meticulous detailing combined with significantly enhanced GT content. A new natural leather by Poltrona Frau available in the 12 colors in the current range has been used to trim the interiors. The process used to produce this particular leather makes it buttery soft and wonderfully elastic - as seductive to the touch as it is to the eye. The handcrafted leather interiors also feature new stitching and a new way of finishing the four seats and door panels. The range of cabin personalization options has also been further extended. Clients can enhance the atmosphere of luxury and exclusivity in their cars further by selecting from a choice of two different interior configurations, each one can be combined with light aluminum, burnished aluminum and leather inserts as well as carbon-fibre trim. Also making its China debut on the 612 Scaglietti is the Bose media center: an innovative system combining radio, audio and video DVD, navigation, Bluetooth and satellite radio. A TV tuner and rear parking camera complete the picture. The system also includes a digital 5.1 surround sound system and was developed specifically for the 612 Scaglietti cabin to ensure Bose quality sound at all times and under all conditions. In fact, the in-car audio quality is on the same level as the best home theatre units. The system also boasts other innovative features including U-Music which organises and stores hours of music according to the user's specific tastes. Visitors can test out the Bose media center for themselves at the listening stations created especially by Poltrona Frau in the lounge at the Ferrari stand.
The 599 GTB Fiorano
The 599 GTB Fiorano was debuted in China during last year's Beijing Auto Show and has earned great reputations. This car is quite simply the most innovative and technologically advanced mid-front-engined two-seater ever to come out of Maranello and is a new benchmark in terms of sportiness, driving pleasure and design. The 599 GTB Fiorano boasts absolutely blistering performance with its Enzo Ferrari-derived 5999 cm3 V12 engine which punches out 620 hp at 7600 rpm, has a power-weight ratio of under 2.6 kg/hp, a stunning Pininfarina-designed body and an all-aluminum space frame developed in collaboration with Alcoa. A range of cutting-edge innovations guarantee absolutely superior driving pleasure, handling and sportiness too. The result is a car that roars from 0 to 100 km/h in an astonishing 3.7 seconds and from 0 to 200 km/h in just 11 seconds.
The 599 GTB Fiorano also boasts a top speed in excess of 330 km/h. Courtesy of the ongoing transfer of technology from the Formula 1 single-seater to our road cars, the 599 GTB Fiorano is also equipped with two features that have proved enormously popular with its first owners: the F1-SuperFast gearbox which offers gear shifting in 100 ms, and the F1-Trac which optimizes traction. Both features make their debut on this model. The 599 GTB Fiorano also boasts other features which guarantee it superior standards of usability, ergonomics and safety: the SCM (magnetorheological fluid suspension system), developed in collaboration with Delphi, which guarantees improved bump absorption and body control, an enhanced manettino vehicle dynamics control switch, and a wind tunnel-honed body that yields stunning results in terms of downforce.