2012 BMW Z4

2012 BMW Z4

Episode 3114
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

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
2025 Buick Enclave 1

2025 Buick Enclave

Buick’s Biggest Utility Gets More Premium Look, Less Premium Powertrain

Episode 4418
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Buick is now an all SUV brand with the three-row Enclave sitting at the top of their lineup. And for this all-new third generation, it looks like Buick has finally given it the true flagship treatment it deserves. Reason enough for us to see what else new this posh performer has in store.

Don’t think of this 2025 Buick Enclave as just a new third generation of Buick’s largest three-row SUV, but more of a total reboot for a luxury segment pioneer. Part of that reinvention is swapping out the 3.6-liter naturally aspirated V6 engine, that has been the heart of this large crossover since it arrived on the scene for 2008, for a new 2.5-liter turbocharged four-cylinder.

Though using two fewer cylinders, it rates 18 more horsepower at 328. The gain in torque is even greater, climbing from 266 to 326 lb-ft.

Power from a start and when tooling around town feels pretty good, but you do notice that engine working hard under the hood; there is more engine noise and it’s not as smooth as many competitors who have also made the switch to turbo-four power. Max towing rating remains at 5,000 lbs. The new standard automatic transmission loses a gear, dropping from nine to eight, a simplifying move we applaud. All-wheel drive is a $2,000 option with all trims.

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The Enclave rides on the same front-wheel-drive based chassis that supports the Chevrolet Traverse and GMC Acadia. It remains the most luxurious of the three, though all have made big upward strides. And that luxurious feel is very evident inside where things appear special without flaunting it. Materials are vastly improved over the last gen, especially in top Avenir trim which is the choice for most Enclave buyers.

Front seats are very comfy, well suited for long days of highway travel. It’s hard to miss the 30-inch ultra-wide display, similar to Cadillac’s. It is big, but not intimidating as operation is very logical and you can easily configure things as you want them, including bringing the nav screen up full in front of the driver.

Front seats are very comfy, well suited for long days of highway travel.

Between the seats is a very substantial console with lots of storage space and standard wireless phone charging. There is definitely room for full-size adults in all three rows of seating. Big, plush captain’s chairs with all trims for the second row; and a less plush but still comfortable three-place third row.

GM’s Super Cruise has now made it to Buick’s lineup, available as a standalone package for any trim. It remains a favorite of ours for hands-off highway cruising. Despite feeling adequately powered on the street, the Enclave’s turbo-four felt a little out of its element at our Mason Dixon Dragway test track. There was very little jump off the line, just a slow wind up to 60 of 8.0 seconds, with the quarter-mile completed in 16.0 seconds flat at 92 mph.

We could really feel the Enclave’s weight in our handling course, about 150-lbs. over last year, even with less motor under the hood. But there was very little body roll, and no excessive oversteer or understeer. In panic braking runs, there was good feel through the pedal, and solid stops from 60 averaging a fine 111 feet.

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To all of our eyes, the Enclave is bigger yet much better looking than before. Now more sophisticated using Buick’s PURE philosophy which emphasizes Purity in design, Unexpected details, Refined finishes, and Exceptional execution.

With all-wheel drive, Government Fuel Economy Ratings are 19 City, 24 Highway, and 21 Combined; we managed a great 24.9 mpg of Regular. That’s a slightly below average Energy Impact Score, consuming 14.2 barrels of oil yearly, with 7.0 tons of CO2 emissions.

No more Essence or Premium Enclaves, as the new gen brings new trim names along with it; the base option now being Preferred which starts at $46,395, and unless you choose white, you’ll be paying extra for all exterior colors. Just a short step from there to the Sport Touring for $48,795, and then a much bigger bounce up to Avenir at $59,395.

With so many big utes now aimed at luxury and near luxury buyers, it’s getting harder and harder for Buick to stand out. Being an all-utility brand, with one of the freshest lineups in the industry, will no doubt help. The 2025 Buick Enclave is a very stylish, well-equipped, well executed large three-row crossover that’s priced right.

Specifications

As Tested

  • Engine: 2.5-liter turbo-4
  • Transmission: 8-speed automatic
  • Horsepower: 328
  • Torque: 326 lb-ft.
  • EPA: 19 City | 24 Highway | 21 Combined
  • 0-60 mph: 8.0 seconds
  • 1/4 Mile: 16.0 seconds at 92 mph
  • Braking, 60-0 (avg.): 111 feet
  • MW Fuel Economy: 24.9 mpg (Regular)