Automotive Reviews
Two Doors
2008 BMW Z4
01387 days
It’s not a very large car, but there’s something larger-than-life about the BMW Z4. The edgy design captures the light in a certain way that its competitors from Porsche, Mazda and Mercedes just can’t match. I can’t explain why, but the BMW Z4, whatever its performance chops might be, has a way of making you feel like a superhero.
Maybe it’s just because it bears a strong resemblance to BMW’s last exotic, the Z8, star of movies like The World Is Not Enough, Jackie Chan’s The Tuxedo and Fastlane, but the Z4 has a way of bringing out the action hero in everyone. That’s probably why, when I got a teary call at midnight from an old, dear friend who was very much in need, I took only the barest glance at the Z4′s keys and said, “I’ll be right there.” Never mind that she was 1500 miles away; there might as well have been a Bat-Signal shining on the clouds, and the Z4 was ready to hit the road. So strong was the Z4′s aura of confidence and power that I didn’t even stop to see how much a plane ticket would have cost. Sure, flying would have gotten me there sooner, but what’s the point of the cavalry arriving without a trusty steed?
The Z4 does a good job of looking the part of a superhero’s car, too. Love it or hate it, the Z4′s controversial shape definitely stands out on the road. It’s got a classic sports car profile–a hood that stretches to the horizon and a stubby tail–and it’s low and wide enough to look larger than it is. A highly streamlined version of BMW’s familiar twin-kidney grille rides between glassed-in quad headlamps. The front fenders are accented by sharp creases, which connect with the contours of the front bumper and hood shutlines to form a sculpted bodyside. Lighted BMW roundels serve as side marker lights. The rounded taillights form a distinctive mask at the rear, and the short decklid has a distinctive kick-up instead of a spoiler. A manual top is standard; my Z4 featured the optional power-operated roof, and the strong windshield frame and roll hoops provide rollover protection. It’s just a couple of hidden rocket boosters and laser cannons away from a kid’s drawing of a superhero’s ride.
Rocket boosters the Z4 may lack, but would-be do-gooders won’t find themselves wanting for high-tech motivational urge. The 3.0 liter inline six-cylinder engine is a state-of-the-art piece of equipment, producing 215 horsepower in the standard Z4 3.0i and 255 in the 3.0si. It’s no ordinary engine; magnesium and aluminum construction sets it apart from your average sports car’s powerplant. BMW’s Valvetronic variable intake valve lift system is also along for the ride. The Z4 has BMW’s familiar torquey confidence, and it’s relaxed on the freeway. A six-speed manual transmission is standard, and it’s got an active, connected-to-the-machinery feel that’s just right for an action-oriented car. For superheroes who’d rather focus on things other than rowing through the gears, a six-speed automatic is available. The automatic features racing-style paddle shifters for quick gear changes.
The cockpit is businesslike, and a good place from which to battle whatever evil the freeway may toss your direction. I set out under a darkening sky and drove all night, accompanied only by the red lighting from the two-pod dash. With the fat steering wheel between my hands, I might as well have been driving the Batmobile. The seats are heavily bolstered but comfortable, and the Z4′s cabin feels roomier than that of other roadsters. A wide swath of metallic or optional poplar wood trim defines the dash during the day, with switchgear located to minimize visual clutter. Don’t worry if you’ve got to drive quickly; strategically placed pads on the console and doors make sure that you won’t bang your knees and elbows while working the controls. Automatic climate control is available, as are a navigation system, heated seats and a trip computer. The Z4′s size and the folding top necessitate a smallish trunk, but the eight and a half cubic-foot cargo bin is still able to hold two or three bags.
The Z4′s front strut, multi-link rear suspension provides an unassuming sort of athleticism, and the relaxed powerplant belies this car’s strong cornering ability. The suspension technology is inherited partly from the race-bred M3 with ultra-light lower control arms and a wide track. The suspension is designed to keep the wheels perpendicular to the road, so it’s stiffer and much more stable than the comfortable straight-line ride would suggest. Yes, the Z4 can dance. The handling is enhanced by an exceptionally stiff chassis. Unlike some small roadsters, the Z4 is comfortable enough to drive all day, and entertaining enough to keep you alert without wearing you out. Run-flat tires on 17″ wheels are standard, and the sport package adds a size offset allowing wider tires at the rear. Electronic power steering is also used, to reduce weight and improve response time. Dynamic Stability Control is also part of the package. This system uses the brakes to minimize wheelspin and sliding, ensuring that you’ll drive a bit more like a proper hero in the Z4.
With the Z4 as part of my utility belt, I rolled into Dallas like the cavalry, a scant eighteen hours after leaving home and just in the nick of time. A grateful damsel in distress met me at the door, and we immediately adjourned to a safer environment, top down. Would the results have been the same in a rented Camry? Of course. But a car like the Z4 is all about adding the right amount of showmanship to your substance, and that makes it the perfect superhero’s steed. And you don’t have to be Bruce Wayne and have your custom-built, either. Starting price for the Z4 is $37,175 for the 3.0i, and $43,175 for the more powerful 3.0si.
Specifications:
All specs are for the 2008 BMW Z4 3/0i.
Length: 161.1 in.
Width: 70.1 in.
Height: 51.1 in.
Wheelbase: 98.2 in.
Curb weight: 3020 lb.
Cargo space: 8.5 cu.ft.
Base price: $37,175
Price as tested: $45,625
Engine: 3.0 liter DOHC 24 valve inline six-cylinder
Drivetrain: six-speed manual transmission, rear-wheel drive
Horsepower: 215 @ 6250
Torque: 185 @ 2750
Fuel capacity: 14.5 gal.
Est. mileage: 21/30
2008 Ford Focus
01387 days
Plugging away in the subcompact market since the turn of the millennium, Ford’s Focus has been criticized for failing to change with the times. It’s always been a stellar performer and a good all-round driver, but Ford’s only made detail changes to the Focus over the years and as a result, it’s been feeling a little old. For 2008, an all-new body and interior address this issue, and the Focus finally has a new face.
Just as significant, the Focus also sports the all-new Sync system as optional equipment. This information and entertainment system is designed to make connecting a cell phone or MP3 player to the Focus easier than ever before, and the fact that Ford’s introducing it in an entry-level car rather than limiting it to top-of-the-line vehicles is a cool thing indeed.
The success of the redesign depends on who you ask. The two-blade razor front end and front fender trim are undeniably modern, it’s true, and the details like the matte trim running through the headlamps are cool. Its face starts out impressive, but the rear aspect is curiously afterthought-ish, with a wall of painted sheet metal and a pair of tiny white-trimmed taillights to greet the folks behind. The Focus’ traditionally high-roofed look has been subdued as well, with a lower, more rakish profile. The replacement of the three-door hatch with a two-door coupe is also evidence that the Focus is trying to appeal to a more upscale crowd. I can’t help thinking, looking at the design, that Honda’s Civic has already plumbed this territory, particularly in its previous incarnation. The Focus comes in two- and four-door trunkback models. The three- and five-door hatchback models are gone, as is the wagon.
The interior makeover is much more successful. The Focus has lost its controversial, inefficient triangular interior in favor of a more mainstream, somewhat less inefficient interior. A cavernous center console is deep enough to swallow drink bottles whole, and the dash gets a satiny silver show-car treatment that’s both modern and elegant. It doesn’t look like an economy car, that’s for sure, with available sporty white-faced gauges and a dash-top driver information center. On the options list is interior mood lighting a la Scion, that allows the Focus’ footwells and cup holders to be lit up in a variety of colors at night. The seats are comfortable, though the Focus feels a touch snug on the inside. Side airbags are standard equipment; heated seats, Sirius satellite radio and leather are options.
The biggest news is of course the Microsoft-developed Sync infotainment integration system. Sync takes Bluetooth and personal-music connectivity to heights previously unheard of, especially in the low-end compact market. An in-dash USB connector allows a multitude of MP3 players to be connected to the Focus’ audio system, and Sync is pre-programmed to be compatible with the iPod, Zune, and most other MP3 players. Once plugged in, your MP3 player’s information is displayed on the in-dash information system, and Sync also allows voice command for the audio and phone. Sync will also pair with Bluetooth phones to transfer calls and phone books into its own memory banks, allowing you to make voice-commanded phone calls. It’ll even read you your text messages. Is this radical new technology easy to use? Well, no. It took reading the manual plus a few days of fumbling to get used to the iPod controls, and my test Focus’ voice-recognition software had a sense of ironic humor. When, after several failed attempts to select a song by calling out the artists name, one of my passengers muttered, “This is dumb,” Sync promptly cued up a band called Numb. That was the only time the voice-commands worked to select music, and the manual controls are complicated and difficult to master, especially while driving. I also tried two different Bluetooth-equipped phones; Sync claimed that neither was compatible. Check for compatibility at www.syncmyride.com before getting too excited about the Sync system. It does work, and it is cool, but it takes some mastering before it’s user-friendly. Perhaps that’s the Microsoft influence?
The Focus’ driving dynamics haven’t changed much, actually. The same 2.0 liter Duratec four-cylinder engine is under the hood, and it’s still just a touch underpowered compared to many of its competitors in spite of a small horsepower bump, to 140. Five-speed manual and four-speed automatic transmissions are largely unchanged. While the Focus isn’t slow, it comes across as lackadaisical compared to a Mazda3 or Nissan Sentra.
Part of the problem there is that the Focus’ razor-sharp reflexes call to mind many serious sport compacts, so it’s a surprise to discover that there’s not a 200-horsepower turbocharged powerplant under the hood. That fantastic handling is just what you get in the basic Focus. Currently, there is no hot-rod model, though models equipped with 15″ wheels get a different stabilizer bar setup than 16″ wheel-equipped Foci. The Focus feels more solid than vehicles like the Mitsubishi Lancer or Hyundai Elantra, with a planted, welded-to-the-road feeling that provides a great deal of security in a world of thundering SUVs. The MacPherson front suspension and multi-link rear have been tweaked for 2008 with new spring rates and thicker stabilizer bars as well as new bushings. The brakes are all-new as well, with lighter aluminum calipers and optional anti-locks. Focus handling feels much as it did before–it’s responsive and rewarding, and more fun than it has a right to be when tossed through the twisties. The car is about a hundred pounds lighter than before, which helps the performance as well.
The demise of the hatchback and wagon models is a questionable move. Hopefully it means that Ford’s got a compact crossover in the works, intended to replace its small cargo-haulers. For now, subcompact buyers will have to be happy with the new Focus sedans, and there’s plenty here to celebrate. I don’t care for the forgettable exterior styling or the innovative but user-unfriendly Sync system, but the Focus’ driving dynamics atone for a multitude of automotive sins. The bottom line’s not too painful, either. Focus pricing starts at just over $14,000 for the base model. My Focus SES test car had a base price of $16,695. Outfitted with a raft of optional equipment including Sync, a moonroof, ambient mood lights, heated seats, antilock brakes and traction control, the total came to $19,710.
Specifications:
All specs are for the 2008 Ford Focus SES.
Length: 175.0 in.
Width: 67.9 in.
Height: 58.6 in.
Wheelbase: 102.9 in.
Curb weight: 2617 lb.
Cargo space: 13.8 cu.ft.
Base price: $16,695
Price as tested: $19,710
Engine: 2.0 liter DOHC inline four-cylinder
Drivetrain: four-speed automatic transmission, front-wheel drive
Horsepower: 140 @ 6000
Torque: 136 @ 4250
Fuel capacity: 13.0 gal.
Est. mileage: 24/33
2004 Cadillac XLR
02716 days
Regardless of what you know about its origins, the Cadillac XLR is not just a Cadillac Corvette. It’s true that this big, two-place sedan shares platforms (and an assembly line) with Chevrolet’s legendary sports car, but the wide-track stance and the woof from the exhaust are the only things that are the same.
