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Обзор BMW Z4 2020 2021 года

Обзор BMW Z4 2020 2021 года

В этом году на международном автосалоне в Детройте официально была представлена новинка Bmw Z4 2020 2021 года. Усовершенствованная версия 6-ой серии полюбилась многими автолюбителями.

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Воронеж, 3-й км автодороги Воронеж-Москва

Екатеринбург, Сибирский тракт д. 26

Ижевск, ул. К.Маркса д.55А

Старт продаж Бмв З4 пришелся на лето нынешнего года, а цена в России превысила 2 500 000 рублей.

Любимая многими спортивная баварская двухдверка BMW Z4 возвращается к своим корням, не забывая при этом о накопленных годами опыте и знаниях.

Если вы любите ездить быстро и резко, время от времени устраиваете гонки с мотоциклистами со светофоров или на трассе, то, как правило, самый подходящий для вас вариант автомобиля – это Porsche Boxster, Audi TT, BMW Z4 или другие подобные небольшие спортивные двухдверки. Знатоки могут подолгу спорить о том кто из этих родстеров и купе лучший. Но большинство сходится во мнении, что в то время, как прежние Z-модели BMW (мы говорим о Z1, Z3 и Z8) были настоящими драйверс-карами, последний Z4 стал мягче и комфортнее, а тяжёлая складная жёсткая крыша с электроприводом повысила его центр тяжести, что не лучшим образом сказалось на поведении машины.


Стильный с тканевой крышей новый БМВ Зет 4 выглядит диким и свободным — в соответствии с природой — когда верх опущен. Элегантный кабриолет своим мускулистым угловатым внешним видом отражает современную эпоху.

По сравнению со своим предшественником предыдущего поколения, BMW Z4 2020 года более чем на три дюйма длиннее, почти на три дюйма шире и на полдюйма выше. Даже в этом случае он передаёт ощущение сидения практически на земле.

Воздухозаборники, реальные или смоделированные, многочисленны на новом поколении родстера. Его нос упирается в невысокую сотовую решётку радиатора, которая тянется к светодиодным фарам.

BMW Z4 M40i 2019 Review

A turbocharged six-cylinder powers the BMW Z4 M40i, the flagship of the new (G29) sports-car range. While delivering significant fuel economy gains over the previous (E89) Z4 sDrive35is, the new flagship variant in the range produces the same power and more torque for a slightly improved 0-100km/h time, in spite of the lower fuel consumption. As for other Z4 variants, the range-topping model features a ZF automatic transmission and shares its architecture with Toyota’s new Supra.

Sporting but civilised

BMW will not build a full-on ‘M’ version of the Z4 sports car. There’s simply no need, the M division’s president, Markus Flasch told Australian journalists during the week carsales was testing the BMW Z4 M40i.

According to the head of BMW’s performance arm, the range-topping Z4 is already right up there with the M2 for performance and M-style driving dynamics.

After a week in the flagship of the new G29 series, it’s easy to understand his point. the BMW Z4 M40i is essentially everything an M version should be, but with better ride comfort.

That’s the stand-out aspect of this machine – it’s a turbocharged six-cylinder sports car with grand tourer aspirations. When all is said and done, the BMW Z4 M40i is very civilised. Even in the (standard) Sport mode the suspension is forgiving, but won’t relinquish any grip on the road. The high-performance Z4 is relatively quiet too, and the new combination of instrument cluster, head-up display and infotainment screen – similar to the setup introduced with the new 3 Series – is highly configurable and yet easy to use.

Refined firepower

The B58 engine in the BMW Z4 M40i revs to 7000rpm with the throttle wide open, but gets there smoothly and accompanied by a classic BMW soundtrack. On the overrun the engine pops and burps through the exhaust as well, yet the engine fades into the background at open-road speeds, when it’s revving at just 1600rpm.

Coupled to the straight six is an eight-speed ZF automatic transmission that shifts gently and is responsive and adaptive. Even in Comfort or Eco modes it shifts down automatically when you need it to do so – on hills, for instance, or braking for a stop sign – but it also disengages the engine for coasting to save fuel.

The process is seamless and the system is never caught flat-footed. Shift paddles turn with the wheel and the transmission’s manual mode adjusts the shift points to take advantage of the engine’s abundant torque.

Around town that torque is available all the time and at pretty much any engine speed, including low revs for reasonable fuel consumption. Eco-Pro mode, the idle-stop system and coasting all help reduce the fuel consumption further.

The fuel-saving drive mode is acceptable in urban conditions, and marks a significant improvement on earlier iterations for driveability. When the light changes to green the idle-stop system restarts the engine immediately – and with little in the way of compression-bump vulgarity.

On the freeway the fuel economy can fall below 6.0L/100km, but the Z4 will consume fuel at a rate more like 11.9L/100km in daily commuting. On a 70km test loop the final figure was 9.9L/100km. Those are good numbers for a turbocharged 3.0-litre six.

Secure handling

There’s more than enough torque available in the range-topping Z4 variant to kick out the rear of the car in a corner – although the stability control system will bring the car back on track in a measured way.

The BMW’s four-wheel ventilated-disc brakes are strong, complemented by good pedal feel and enough grip from the tyres to rein in the Z4 quickly without complaint.

In terms of roadholding, the Z4 M40i at least has the measure of the Jaguar F-TYPE 2.0, but would struggle against the Alpine A110 recently tested alongside the Jag, or a Porsche 718 Cayman.

Although the Z4’s native handling trait is oversteer, the rear of the car has to sustain some serious ‘driver input’ before the tyres become unglued. It’s a very well-tuned suspension system, exhibiting almost no sign of lift-off oversteer during the test.

In the standard Sport mode – there’s also a Sport Plus mode – the Z4’s steering loads up and conveys to the driver that the front wheels – shod with Michelin 255/35 ZR19 tyres – will cling on longer than the wider (275/35 ZR 19) Michelins at the rear.

The Z4 can be placed quite precisely on the road, but steering loses some feel in Eco-Pro or Comfort modes, becoming light and slightly vague on centre. The fuel-saving modes also detract from the car’s grip on the road, leaving it unsettled by mid-corner bumps.

At night, the Z4’s headlights are excellent. They are fine as it is on low beam, but resort to the (switchable) high-beam assist and the car not only lights up the road ahead over a considerable distance, it also progressively and continuously adjusts the lighting to ensure on-coming drivers are not blinded.

The Z4’s AEB was triggered by a vehicle in front turning left on the final day of the test. It’s a system that will certainly wake you from your reverie if you’re not paying attention, and it had begun to slow the Z4 even though the vehicle in front had completed its turn with plenty of room to spare.

Frankly, BMW engineers would be well advised to check out what MINI is doing with its forward-collision warning systems.

In the driver’s seat

As with the latest 3 Series, the Z4 features a head-up display in combination with a large-format infotainment screen and an instrument cluster in a ‘Virtual cockpit’ style. This configuration provides great flexibility for the driver, who can opt to have satellite navigation or music tracks displayed in either the head-up display or the infotainment screen – and vice versa.

Fuel consumption or g forces can be chosen from the trip computer display in the instrument binnacle, with fuel consumption history also available in the infotainment screen.

All the displays feature attractive, high-resolution graphics.

The dual-zone climate control system has its own switchgear in a separate fascia below the infotainment screen and the steering wheel has buttons and scrolling switches for cruise control, audio settings and phone, with a button in the end of the indicator stalk to step through the trip computer functions.

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For sheer versatility the BMW’s array of displays and controls is practically unparalleled.

The layout is an evolutionary form of traditional BMW ergonomics, with some additional thinking from Mercedes-Benz and Audi absorbed into the mix. Switchgear placement and operation will be mostly familiar to anyone who has been driving BMWs over an extended period, but this new layout for the Z4 is impressively styled and highly functional.

Trimmed in Ivory White ‘Vernasca’ leather, the seats in the Z4 feature adjustable side bolstering to hold the occupant properly secure in tighter turns, and a fairly comfortable seat base. The seats are nicely contoured, but the adjustable lumbar support is critical to comfort on longer journeys, I found.

As a package, the Z4 M40i comes well equipped with features like ambient lighting, a 12-speaker Harman Kardon audio system, Apple CarPlay connectivity, the inductive smartphone charging that will accommodate iPhone plus-sized phones, two cupholders in the centre console (under a bi-fold lid that acts as an armrest when closed) and two USB ports.

No surprise that the premium audio system delivers great sound in such a small space – and despite the known acoustic flaws of a soft-top convertible.

On that subject, the Z4’s fabric roof will raise and lower at speeds up to 40km/h. There’s a wind deflector behind the seats to minimise blustery airflow. If there’s any criticism of the roof, it’s the constant squeaking and creaking (approaching driveways on an angle, for instance). In a car that is quiet for its type, the roof detracts from the otherwise restful ambience.

The Z4’s boot is not huge, but by sports-car standards it’s useful. At 281 litres the Z4’s luggage capacity is actually larger in volume than that of a Mazda2 hatch and leads the Mercedes-Benz SLC 43 by nearly 60 litres. But it remains roughly 30 litres shy of the Jaguar F-TYPE’s capacity.

Relatively easy access in a car that’s not too wide or long makes the Z4 a credible daily driver, for buyers wanting a car that’s practical as well as fun. About the only niggle with daily use is the low front end, which grinds on a dead-straight approach to a driveway. It’s best to make an oblique approach.

To sum up, the Z4 M40i has a lovely powertrain, great interior and GT levels of comfort in a sports car. All that said, you’ll have more fun – for over $20,000 less – in an Alpine A110, if that’s all you want from a car like this. And if you’re more a BMW aficionado, don’t forget the M2, a car offering similar performance and dynamics for a lot less of the folding stuff.

How much does the 2019 BMW Z4 M40i cost?
Price: $124,900 (plus on-road costs); $127,400 (as tested, plus on-road costs)
Engine: 3.0-litre six-cylinder turbo-petrol
Output: 250kW/500Nm
Transmission: Eight-speed automatic
Fuel: 7.4L/100km (ADR Combined), 9.9L/100km (as tested)
CO2: 169g/km (ADR Combined)
Safety Rating: TBA

A Breadth of Talents

Our first experience with the Z4 M40i came with a prototype version on the Estoril circuit near Lisbon, Portugal. The car was a hard-beaten test mule, but it showed every sign of enjoying life on the tight, twisty circuit. The combination of a brawny engine, a fast-acting electronically controlled limited-slip differential, and lenient stability control give an oversteer bias to the car’s handling attitude, and in Sport mode it will slide to impressive angles before the system intervenes. Adaptive dampers, which are standard on the M40i, also kept the body under tight control.

Driving a production Z4 on Portugal’s twisty mountain roads demonstrated the breadth of the roadster’s talents and the degree to which its character can be altered. Although already familiar from other BMWs, the muscular turbo six-cylinder is the range-topping Z4’s starring feature and the most obvious point of difference when compared to the four-cylinder Porsche 718 Boxster S. Even in its lower European output, the M40i feels impressively brisk; the engine responds cleanly and without lag at lower revs and runs quickly to its redline. It sounds muscular under hard use, with the most aggressive Sport+ driving mode adding some of the pops and bangs with which automakers like to leaven the exhaust notes of their punchier offerings.

The four-cylinder Z4 is considerably more sedate, both in its pace and its vocal performance. Back in California we wired our test gear to the sDrive30i to reveal that the starter Z4 hits 60 mph in 5.1 seconds and clears the quarter-mile run in 13.8 seconds at 102 mph. That’s objectively quick, according to our dictionary, but we’ve been spoiled by 700-hp muscle cars and sub-four-second SUVs. We like our sports cars even quicker. That said, the entry model is plenty capable on Southern California’s asphalt roller-coasters. The Z4 leans on its Michelin Pilot Super Sport tires to post 1.00 g of lateral grip and stop from 70 mph in 146 feet.

It often feels as if modern cars rely too much on selectable driving modes, but the Z4’s different settings make a transformative difference to its character without going too far. In Comfort mode, the Z4 is pliant and refined—with its powertrain working to deliver rapid but unobtrusive progress using the meat of the engine’s torque band—yet still responsive and keen. Sport mode shuffles from the other end of the deck, sharpening the throttle response and working the engine harder before upshifts; the adaptive dampers grow firmer, but the car still handles rougher surfaces without harshness or any hint of scuttle shake. (BMW says this Z4 is the most torsionally rigid open-topped road car it has made.) Sport mode also tightens the leash on the differential, allowing for faster corner exits.

The Z4’s steering is worthy of particular praise. It feels crisper and more natural than the gloopy electric assistance of the 5-series. We’re told that the new 3-series will use pretty much the exact same system, which is a good omen. The gearbox also copes well; we’d like to see a manual option, but the ZF eight-speed automatic shifts intelligently and cleanly when left to its own devices yet manages a good impression of a quick-shifting dual-clutch gearbox under manual control.

Even our relatively brief experience proves the Z4 to be a true sports car in a way that its predecessor just wasn’t. Our Portugal drive route took us on the N379 between Casais da Serra and Setúbal. It’s tight and lightly trafficked, combining sinuous sections with some impressively long straights, and runs mostly along a ridgeline that follows the coast and offers frequent glimpses of the Atlantic Ocean several hundred feet below. The drops are vertiginous and often protected by nothing more than flimsy crash barriers seemingly installed by the lowest bidder’s second cousin—in short, the sort of road where confidence is critical to going quickly, especially given the pleasant alternative of cruising gently and taking in the view. It’s also one that the Z4 M40i dispatched with as much assurance as pretty much anything else we could have nominated, holding faithfully to the chosen line, unfazed by bumps, and with an indefatigable engine and brakes.

New BMW Z4 M40i 2019 review

In a world of downsized three and four-cylinder petrol engines, it’s refreshing to see BMW continue to offer its sonorous in-line six in the latest Z4. That’s not enough to make this version our pick of the range, though; the cheaper four-cylinder models make more sense. A Porsche 718 Boxster is still sharper to drive, too, but that’s unlikely to put off potential buyers, who will love the BMW’s mix of style, kit and quality.

In spite of its sporting pretensions, the Z4 has never been the most dynamic model in BMW’s wide-ranging line-up.

It’s been more boulevard cruiser than back-road blaster, and always felt just a little flabby and overweight, thanks in part to its complex folding metal roof. But for this third-generation Z4, BMW has ditched the hard-top for a lighter canvas lid, which folds away in 10 seconds at up to 31mph.

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We’ve already driven the new Z4 on European roads, but this is our first chance to try the fresh roadster back in the UK. Our car is the flagship M40i variant, with its glorious six-cylinder petrol engine and an eight-speed automatic box.

That engine is a particular point of interest, because many of the BMW’s rivals have ditched their high-capacity units in favour of downsized turbos; the Porsche 718 Boxster is now available only with four-cylinder engines, regardless of trim or specification. And while the top Audi TT RS gets a five-cylinder turbo, mainstream models all have four-cylinder units, too.

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The Z4 certainly sounds more tuneful than the Porsche, although the manufactured pops and crackles in Sport mode feel a little contrived. You can avoid these by running around in Comfort, but there’s no way of selecting the raciest engine and gearbox settings without the droning backfire when you lift off the throttle, which is a shame.

This M40i version of the Z4 is certainly fast. The 0-62mph dash takes just 4.5 seconds, and like all modern M cars, it’ll top out at 155mph. It turns in sharply, but in some ways still feels a bit blunt; there’s very little steering feel and the front end is heavy. Both the Boxster and the Alpine A110 feel lighter on their feet – which is no surprise when the Z4 weighs almost 500kg more than the fantastic French coupé.

Still, the Z4 displays limpet-like grip and there’s very little in the way of body roll. The perfectly tuned eight-speed box remains one of the best automatic transmissions in any car on sale, reacting positively and smoothly in normal driving, and quickly in manual mode. You sit low, too, just as you’d expect in a sports car, with the perfectly sculpted seats offering plenty of support.

In our experience, though, the lighter, cheaper Z4 sDrive20i is likely to be the pick of the range for most buyers. It’s nearly as fast, and while you may miss that sonorous six-cylinder soundtrack, the sweet chassis and low centre of gravity are unaffected. We’d try the two back to back before signing on the dotted line.

Still, no matter which model you go for, you’ll benefit from a beautifully built cabin and loads of kit. Entry-level Sport models (from £36,995) get BMW’s Connected Package Professional, with Apple CarPlay, sat-nav, live traffic info and BMW Emergency Call. Climate control, LED lights, heated seats and all-round parking sensors are also included.

Regular M Sport versions cost £1,750 more and add different wheels, special suspension and all the usual sporty trinkets, while top M40i variants like ours also get electric seats, 19-inch wheels, exclusive trim and a special leather steering wheel as well.

The range-topper also boasts an M Sport differential and adaptive dampers which, unlike on many new models, make a discernible difference to the way this Z4 rides. On rough and rutted British roads, owners are likely to leave the car in its Comfort setting, but through a set of smooth, sweeping bends, the stiffer Sport set-up translates to a much firmer and more controlled drive. It bodes well for the fixed-roof Toyota Supra, with which the BMW shares some of its parts.

In many ways, we’re glad BMW has stuck to its roots and left the Z4 as a cabriolet. Lowering the new canvas roof is simple and remarkably quick, and while the car is a little more blustery at motorway speeds than some of its rivals, on slower roads the buffeting is largely unobtrusive.

Crucially, however, dropping the Z4’s roof has no effect on luggage capacity. The boot is 70 litres bigger than before, at 281 litres, and easily big enough for a weekend away. Cabin storage is poor, however, with tiny door bins and awkward cup-holders hidden under a cubby in the centre console.

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In terms of equipment the Z4 range is certainly no lightweight. LED headlights with auto high-beam, colour head-up display, 10.25-inch instrument and infotainment displays, 20GB internal hard drive, wireless phone charging, natural voice recognition, leather-look dash and door finishes, electric sports seats trimmed in leather, push-button start and a powered soft top are all standard inclusions.

At the top of the tree, the Z4 M40i also loads in features like keyless entry with walk-away locking, adaptive headlights, adaptive suspension, distance-keeping cruise control with stop and go functionality, M Sport brakes, ambient interior lighting, 12-speaker Harman Kardon audio, 19-inch alloy wheels, and an electronically controlled M Sport differential.

While it may not be as unique within the BMW range as it once was, the cabin of the Z4 is still a very nice place to be. Shapely seats ensure you’re firmly held in place for more exciting driving, while still offering enough freedom of movement to shuffle about in less committed scenarios.

The seating position is remarkably low too, usually a good trait in a sports car, but the high sides of the Z4 make it difficult to exploit the benefits of such a degree of adjustment.

BMW’s also tweaked the car’s dimensions in such a way as to remove the bum on rear axle feel of the previous car You sit slightly closer to the middle of the car now, diluting some of the steer-by-sphincter feel of the previous generation Z4 sDrive 35is.

The upside is a cabin that feels more spacious than might otherwise be expected from a compact roadster, no doubt striking a more comfortable compromise for owners who are likely to share driving duties between this car and a family SUV.

Not every part of the cabin impresses. The car shown here featured an array of creaks and groans from interior plastics and door glass channels as the body felt its way over road surface changes. The door glass, designed to drop as you open the doors, is too slow to react meaning you often place the full stress of clearing the rubbers through the window seals.

In what’s becoming a repeat issue amongst recent BMW cars that pass through the CarAdvice office, the iDrive OS7.0 infotainment system showed repeated Bluetooth issues. Randomly failing to stream calls or audio from a phone it identifies as connected with no way to get it to acknowledge the device, or shutting down the wireless CarPlay functionality.

From the outside far from perfect panel alignment raises a few questions about build quality. This particular car had a difficult to latch driver’s door, inconsistent panel gaps, and a fuel filler lid that sat up from the rear quarter panel

In a car with a $125k sticker it’s fair to expect you’d not encounter such quibbles. Perhaps BMW is leaning on a rewarding driving experience to get owners to think of the Z4 M40i more favourably.

Find the right stretch of road and the German brand’s thinking becomes more clear. There’s a fabulous fluency to the way engine power, transmission logic, and steering volubility combine.

Despite 500Nm tugging at the rear wheels and a relatively short wheelbase (around 38cm shorter than a 3 Series) the Z4 displays clamped down stability on dry tarmac. It’s easy to thread it through a series of sinewy switchbacks with a quick steering rack enabling responsive directional changes.

It’s also no chore to induce power oversteer if you’re so inclined with enough grunt to churn the rear treads. Launch cleanly and BMW suggests you’ll reach 100km/h in 4.5 seconds.

With M branding applied to just about every chassis component the intent is clear. Adaptive suspension runs from firm to firmer depending on the mode (Comfort mode tends to make the most sense, regardless how hard you push, on anything but a race track), the electronically actuated differential catches itself long before things get out of shape and the brakes haul down hard under pressure.

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As a weekend escape machine the Z4 nails the brief. It takes just 10 seconds to lower the soft top (which replaced the previous generation’s folding hard top), there’s ample space in the 281 litre boot for a week’s luggage for two people (let alone a weekend’s worth) and if you drive it as intended it’s almost impossible to wipe the giddy smirk off your face.

The only aspect lacking appeal is the aural signature. There doesn’t seem to be much in the way of drama coming from the twin tips at the rear of the car, nor the induction plumbing up front. It’s flat, monotone, and perhaps a little too soft depending on your tastes.

It’s not until the work week resumes that Z4 M40i starts to unravel. Alongside the infotainment gremlins getting the eight-speed automatic struggles to roll on cleanly in busy traffic situations, jolting into motion — its a torque converter design but behaves more like an older dual clutch. At the same time, the brakes struggle when cold, coming to a complete stop clumsily amid a wailing chorus of brake whine.

BMW, like many other prestige brands continues to offer a sub-par three year warranty (where most mainstream brands are up to five years now) but is more reasonable with servicing terms, offering a pre-purchase five year 80,000km package for $1565 including fluid, filter changes and spark plugs as part of the deal.

Fuel figures are rated an official 7.4 litres per 100km, but after two weekends of being wrung out, separated by a week of commuter duty, tested consumption settled at 9.9 L/100km – a decent return from a performance-packed six-cylinder engine.

The Z4 occupies a rare niche. The Mercedes-AMG SLC43 is at the end of its model run and shows its age, with no immediate replacement on the way, an Audi TT RS is truly impressive and sounds insane but might be a stretch for some buyers given the soft reputation of lesser TT models or the perceived inferiority of a transverse front engine layout.

That leaves the Porsche 718 Boxster GTS, although the move to four-cylinder power has spoiled that magic of that car a little, though it’s still highly unlikely to set a wheel wrong in the hands of a skilled driver. Not to mention, all of those cars start at a higher price point than the M40i.

As a performance machine BMW Z4 is accomplished, sharp, agile and responsive in all the right ways. In the open air, on the right mountain pass there’s very little fault to be found with the performance and dynamics of the M40i.

It’s not an all-out hardcore M car in the way an M4 coupe or M2 Competition is, which seems right. The Z4 M40i is more approachable, and ultimately more forgiving as a result.

Take it away from its natural setting and it’s less impressive, out of its depth around town and blighted by a series of minor qualms, the likes of which shouldn’t be found in any car at the $30k mark, let alone one that pushes past $120k.

While this generation just made it through BMW’s product planning approval process, here’s hoping it’s enough to keep the Z4 alive.


Ожидать того, что новинка будет соответствовать традиционным представлениям об «авто-красоте», не следует. Родстер BMW Z4 получил яркий и запоминающийся дизайн с множеством дополнительных элементов декора:

  • Спойлер на корме;
  • «Жабры» на крыльях;
  • Зауженные задние фары;

Фонари с практически вертикально размещенными двойными «зрачками». Объем багажного отделения удалось увеличить благодаря замене жесткого складного верха на мягкий аналог. В соответствии с нынешними требованиями пешеходной безопасности, у заднеприводного родстера нового BMW Z4 2019 не будет длинного сзади и короткого спереди свесов.


В сравнении с прежней версией, «зетка» от БМВ кажется более массивной из-за укороченной колесной базы, но увеличенной ширины и длины. К традиционному родстеру модель Bmw z4 2019-2020 года может быть причислена с учетом ее половинной развесовки, вынесенного к задней оси салона и длинного капота.

Точная информация о габаритах машины появится только в сентябре. Специалисты предполагают, что массу авто удастся уменьшить приблизительно до 1 550 кг. (на 45 кг.), а длина увеличится до 4 318 мм. (на 80 мм.).


Концерн БМВ решил отказаться от использующихся прежде стилевых решений, и перевести авто на «виртуальный кокпит». Поэтому у BMW Z4 2019-2020 года появится:

  • Обратный ход шкалы тахометра;
  • Рисованные шкалы, аналогичные тем, что есть у Chery Tiggo 2;
  • ЖК приборная панель.

Также как и БМВ Х5, новинка избавится от вращающихся ручек контроля уровня температуры в системе климат-контроля, получив для управления микроклиматом ДУ пульт с кнопками. С левой части от рулевого колеса будет располагаться блок управления. Изменения затронут даже джойстик АКПП.

Если сказать кратко, то в дизайне салона останутся без изменений только отдельно выставленный экран передней панели, кнопки для настройки радио, педали и рулевое колесо. Хотя вполне возможно, что в заводской версии у Bmw z4 2019-2020 будут доступны классические аналоговые приборы.

Техническая начинка

Ответственность за техническую начинку BMW Z4 2019-2020 будут нести разработчики только из самого БМВ. Несмотря на то, что новинка представляется как совместный продукт баварцев и японцев из Тойота. Кстати, ожидаемое купе Тойота Супра, напротив, будет оснащено множеством плодов немецкого инжиниринга, в том числе, платформой с классическими агрегатами и компоновкой.

По сообщениям журналистов, которым удалось прокатиться на прототипах z4, задняя часть платформы – модифицированный фрагмент шасси от 2-х дверных «пятерок» и «шестерок» БМВ с архитектурой CLAR, а передняя часть унифицирована со второй и четвертой линейками (стойки Макферсона в подвеске).

Напоминаем, что пока что разработчики продемонстрировали новинку BMW Z4 2019-2020 лишь в версии M40i First Edition. Машина оборудована рядной турбированной 3-х литровой “шестеркой” с индексом B58 и мощностью в 340 лошадиных сил.
В отличие ото всех прежде произведенных авто с указанным двигателем, в новом родстере будет сажевый фильтр. Для чего он требуется бензиновым силовым агрегатам? Дело в том, что фильтр, задерживающий твердые частицы, позволил новинке уже соответствовать будущим регламентам Euro Temp-6d (начнут действовать с осени 2019 года).

С июля 2019 года немцы будут оснащать сажевыми фильтрами все свои машины, в то числе, выпускаемые для собственного рынка. Двигатель новой BMW Z4 2019-2020 года будет функционировать с 8-ми ступенчатой АКПП с самоблокирующимся задним дифференциалом.

Разгон до сотни час займет 4,6 секунды. Но в модельном ряде моторов для BMW Z4 2019-2020 модельного года непременно окажутся и менее мощные варианты, например 2-х литровые турбированные четверки.

Техника BMW Z4 2018-2019 года

В рамках дебютного показа немцы анонсировали только один вариант силовой установки. Это 6-цилиндровый турбомотор серии В58 с одним компрессором, электронным впрыском и сажевым фильтром. При 3.0 литрах рабочего объема двигатель способен выдавать до 340 «лошадок» и 450 Нм крутящего момента. Стандартно на BMW Z4 M40i будет использоваться 8-диапазонный «автомат» от ZF, дополненный самоблокирующимся задним дифференциалом с опцией распределения вектора тяги. В начальных модификациях родстер получит также и механическую КПП. О других силовых агрегатах официально пока не говорится, но по слухам в «младших» исполнениях новинка будет оснащаться 4-цилиндровым турбомотором серии В48, отдача которого составит 185 и 265 л.с. Планируется и появление М-версий мощностью свыше 360 л.с.


Если говорить о динамике, то новое поколение BMW Z4 покорит отметку в 100 км/ч всего за 4.6 секунды. Это на 0.2 секунды быстрее предшественника и на 0.1 секунды быстрее главного конкурента в лице Mercedes-AMG SLC 43. Существенный прирост прогнозируется и в плане экономии топлива: в среднем при смешанном цикле езды «зет-четвертый» будет сжигать около 7.1-7.4 литра бензина.

Родстер BMW Z4 в кузове G29 построен на новой заднеприводной платформе, разработанной совместно с японским автоконцерном Toyota. Конфигурация «тележки» предусматривает низкое расположение центра тяжести и эталонную развесовку по осям 50/50. Вскоре такая платформа ляжет в основу купе Toyota Supra. Новый Z4 в некотором смысле представляет собой конструктор. Передняя часть шасси во многом унифицирована с двухдверкой BMW 4-й серии, а задняя многое позаимствовала у БМВ 5-й серии. При этом подвеска родстера получит электронноуправляемые амортизаторы с высокой скоростью реакции на изменение дорожных условий. Тормоза колес передней оси комплектуются 4-поршневыми суппортами, на задних колесах будут использоваться стандартные механизмы с плавающими скобами.

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