2012 BMW Z4
Higher gas prices and fuel economy standards are once again downsizing automotive design. But this time around, it’s not so much the size of the car but the size of the engine that’s shrinking. But, leave it to BMW to have us actually looking forward to driving a 4-cylinder where once a six held court. It’s their first four banger available here in over a decade; and it’s in the Z4!
While an inline-6 is synonymous with BMW performance for us here in the States; around the world, BMW 4-cylinder power has been commonplace for years. And, with the 2012 BMW Z4 sDrive28i, it’s our turn again. But, the engine in question is a far cry from our last BMW 4-cylinder. Named TwinPower, it’s a 2-liter with one, twin scroll turbo where each side of the manifold is fed by a pair of exhaust runners. All of that plumbing makes for 240-horsepower and 255 pound feet of torque. And, as is usually the case when a turbo-4 replaces a natural-6, horsepower is down, but torque is up.
Our car’s 6-speed manual transmission is standard, but an 8-speed automatic is an option. At our test track, the Z4 sprang off the line with little turbo lag on its way to 60 in 5.6-seconds, only about a half second slower than the Z4 twin-turbo six we tested in 2009. But, our 4’s power actually builds faster to a plateau, and stays fairly flat all the way to the 7,000 RPM red-line. The shifter is oddly rubbery, but still precise, as you make your way through the first 3 gears to the end of the quarter mile in 14.3-seconds at 97 miles-per-hour.
There’s a fairly aggressive exhaust note and things can get a little rough at the top of the rev-band, but for the most part it’s pretty smooth for a I4. And, believe it or not, this engine actually improves handling, as well. It takes 40-pounds off the front end, and sits further back towards the vehicle’s center, evening out weight distribution, resulting in a quicker turn-in and better balance overall. The double-wishbone-front and central- arm-axle-rear suspension remain unchanged; and provided a solid and relatively flat trip through the cones.
Styling is also unchanged, which is okay by us, as the long hood, short rear deck has perfect proportions and enough angles to keep things interesting. If you didn’t already know that it was a convertible, you’d have a hard time telling as the Z4’s hard top blends in seamlessly with the rest of the car. Open-air motoring is just the push of a button away; however, as the 2-piece aluminum top quickly folds into the trunk.
Whether top up or top down, the Z4 has a very solid, but pleasant ride. Driving Dynamics Control, with three settings, adjusts damping as well as throttle and steering response, and stability control thresholds. Braking performance is excellent, bringing our Z4 to a halt from 60 in just 116-feet.
Being a proper roadster, there are only seats for two, and everything in the cockpit is definitely driver oriented. Seats are snug and well bolstered. Everything seems put together very well, and our car sports body color matching yellow trim throughout. Trunk space is good for a roadster at 8 cubic-feet, and about half of that when the top is stowed.
Government Fuel Economy Ratings for our manual with automatic start-stop are 22-City and 34-Highway. We averaged 30.5 miles-per-gallon of Premium. The Energy Impact Score is better than average, consuming 12.7-barrels of oil per year while emitting 6.9-tons of CO2.
The Z4 sDrive28i is the new base model in the Z4 line-up starting at $49,525. Since that’s pretty pricey you might want to consider skipping TwinPower for now, and save over ten grand with the 1-Series Convertible.
Still, BMW has big plans for the TwinPower four. Look for it to spread across the BMW line-up all the way up to the 5-series. And, when it comes right down to it, does it really matter what’s under the hood? What matters to us is hitting the start button, nailing the throttle, and having something thrilling happen. And in that regard the 2012 BMW Z4 sDrive28i certainly delivers.
Specifications
- Engine: 2 liter
- Horsepower: 240
- Torque: 255 lb-ft.
- 0-60 mph: 5.6-seconds
- 1/4 mile: 14.3-seconds @ 97 mph
- EPA: 22 mpg city/ 34 mpg highway
- Energy Impact: 12.7 barrels of oil/yr
- CO2 Emissions: 6.9 tons/yr
2024 Toyota Land Cruiser
Toyota’s Go Anywhere Globetrotter Returns To U.S.
Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.
The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.
The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.
While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.
Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.
But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.
It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.
We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.
Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.
And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.
With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.
Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.