Simona Alina
Filed in: Honda | 2008 | sedan | Station-Wagon / Estate | Geneva Motor Show | honda Accord

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Honda unveiled today the European version of the all-new 2009 Accord that will make its world debut at the Geneva motor Show next month. All the engines in the new Accord are equipped with the Euro 5 emissions system, available starting September 2009.

Significantly wider and slightly lower, the styling adopts a more emotional, sporty motif. The ‘sharp-edged’ design, with pronounced muscular wheelarches that emphasize the car’s wider track, gives the Accord a distinctive, strong stance with a solid, planted feel. The distinctive nose and more flowing lines deliver a tauter and more athletic shape.

First choice of engine is the new i-DTEC engine that delivers 147 HP at 4,000 rpm, and a peak torque of 350 Nm at 2,000 rpm. The 2.0-liter i-VTEC offers similar levels of performance to its predecessor – 156 PS at 6,300 rpm – but builds on its class leading fuel economy. Key technological changes include increased diameter intake valves, further optimized valve lift and timing and increased inlet and exhaust air flow volumes.

The 2.4-liter engine is more powerful, delivering 200 PS at 7000 rpm and peak torque of 233 Nm at 4500 rpm – up from 190 PS and 223 Nm. Behind the figures are a compression ratio increased from 10.5 to 11.0:1, larger diameter valves, revised valve timing, and reduced exhaust system pressures.

All three engines are matched to a 6-speed manual transmission, while both petrol engines have the option of a 5-speed automatic.

Press release after the jump.

Press release

Honda announced the all-new Accord for Europe. Aimed squarely at challenging established premium contenders in the D-segment, Honda’s all-new Accord saloon and Tourer offer sporty styling, greater refinement and a unique package of safety systems, together with excellent dynamic capabilities. Strong environmental credentials in the form of an all Euro 5 emissions compliant engine line-up further emphasize Honda’s intent with the the all-new Accord.

Significantly wider and slightly lower, the styling adopts a more emotional, sporty motif. The ‘sharp-edged’ design, with pronounced muscular wheelarches that emphasize the car’s wider track, gives the Accord a distinctive, strong stance with a solid, planted feel. The distinctive nose and more flowing lines deliver a tauter and more athletic shape.

The evolution from the previous generation Accord is even more pronounced in the case of the Tourer, where a greater emphasis on load carrying practicality has evolved into a more dynamic expression of its advanced technology, while still retaining a strong degree of versatility and practicality.

Three advanced new engines with some of the lowest emissions in their segment

The new range is one of the first to offer a complete engine line-up that will comply with the forthcoming Euro 5 emissions regulations which aren’t due to be introduced until September 2009. The exceptional environmental credentials haven’t been achieved at the cost of driving enjoyment, however, and greater frugality is matched by greater performance and flexibility.

Making its debut is Honda’s second-generation diesel engine which builds on the outstanding qualities of the award-winning i-CTDi unit to raise the bar in the diesel stakes once again. Its advanced technology and overall capabilities place it firmly at the forefront of diesel development and underpins the Accord’s claim to offer one of the strongest combinations of dynamic performance and environmental responsibility in the marketplace.

Like its predecessor, the new i-DTEC engine is compact, lightweight, refined and quiet in operation. It employs the latest piezoelectric multi-stage fuel injection technology, more efficient exhaust gas recirculation and a particulate filter for significantly reduced emissions. At the same time both power and torque levels have been increased for a sportier driving experience. Output is 10 PS greater at 150 PS/110 kW at the same 4,000 rpm, while peak torque is now 350 Nm at 2,000 rpm.

The 2.0-liter i-VTEC offers similar levels of performance to its predecessor – 156 PS at 6,300 rpm – but builds on its class leading fuel economy. Key technological changes include increased diameter intake valves, further optimized valve lift and timing and increased inlet and exhaust air flow volumes.

The 2.4-liter engine is more powerful, delivering 200 PS at 7000 rpm and peak torque of 233 Nm at 4500 rpm – up from 190 PS and 223 Nm. Behind the figures are a compression ratio increased from 10.5 to 11.0:1, larger diameter valves, revised valve timing, and reduced exhaust system pressures.

6-speed manual/5-speed automatic

All three engines are matched to a 6-speed manual transmission, while both petrol engines have the option of a 5-speed automatic.

Manual models feature a ‘Shift Indicator Light’ or SIL which appears in the center of the rev counter. ‘UP’ or ‘DOWN’ are displayed to advise the driver of the optimum point (in terms of best fuel economy) at which to change gear; Honda tests have demonstrated fuel savings of as much as 5 per cent simply by following these commands.

The 5-speed automatic transmission now has a straight ‘P R N D S’ gate: using the steering wheel paddles in S mode provides a sequential shift mode, allowing manual shifting and gear hold.

Agile, secure handling

Enthusiastic drivers will also appreciate the new Accord’s greater agility. A lowered center of gravity, a wider track and the all-new front double wishbone and rear multilink suspension with variable rate dampers, plus greater body rigidity mean that the Accord more readily reacts to driver input. Handling is more responsive and confidence-inspiring and body roll is much reduced.

Speed sensitive electric power steering is standard on all models and the new axial system features a high output, low inertia brushless motor which provides excellent steering feel at higher speeds for a sense of stability and confidence. A quicker steering ratio has also been adopted in keeping with the Accord’s more agile chassis characteristics.

A comprehensive safety package

Complementing an armory of passive safety features is an outstanding array of dynamic systems delivering even greater security. Vehicle Stability Assist (VSA) is standard across the range and is designed to assist the driver in maintaining control during cornering, acceleration and sudden manoeuvres by applying braking to the right or left hand wheels as necessary and modulating the engine torque output as required.

Motion Adaptive Electric Power Steering (EPS)

The new Accord also features an innovative system in which the capabilities of both VSA and the car’s Electric Power Steering are brought to bear. Called Motion Adaptive EPS, it detects instability in slippery conditions both during cornering and under braking and automatically initiates steering inputs aimed at prompting the driver to steer in the correct direction.

The input is barely noticeable and control of the steering remains with the driver at all times. But this supporting steering torque is enough to prompt the driver to act intuitively and the driver’s reaction as a result is enough to regain stability or to shorten braking distances, allowing control to be maintained.

Advanced Driving Assist System (ADAS) optional across the range

Optionally available on Executive grade on 2.2 i-DTEC and 2.4 i-VTEC is Honda’s Advanced Driving Assist System (ADAS), a suite of three ground-breaking technologies that raise safety to a new level. The first of these is the Lane Keeping Assist System (LKAS) which uses a camera to detect the car deviating from a traffic lane and provides steering torque when necessary, thereby reducing the burden of motorway driving while at the same time enhancing safety.

Adaptive Cruise Control (ACC) uses a millimetre-wave radar to maintain a consistent distance to a vehicle directly in front, for more relaxed, less tiring driving.

The third ADAS system is the Collision Mitigation Brake System (CMBS) which monitors the following distance and closing rate between the Accord and the car directly in front of it, warning the driver when a collision is likely and helping reduce impact when a collision becomes unavoidable.

These systems complement the Accord’s passive safety features which include front seatbelt pre-tensioners and load limiters, dual stage front airbags, driver and front passenger side airbags, full length curtain airbags and ISOFIX fittings and tether anchor points for secure childseat fixture on all models. There are also front seat active headrests which are triggered when the occupant is pushed into the seat in the event of a rear impact, so causing a rigid plate to activate a link to the headrest which pushes it forward to support the head.

Advanced Compatibility Engineering (ACE) Body Structure

Progressively introduced throughout the Honda range, the Accord’s Advanced Compatibility Engineering (ACE) Body Structure provides significantly enhanced occupant protection in a variety of real-world crash conditions.

A front-mounted polygonal main frame is designed to prevent cabin deformation by distributing forces through multiple major load bearing pathways – and away from the passenger compartment. This is particularly important where a frontal collision occurs between vehicles of differing heights, weights or frame construction.

To achieve top level, side impact safety, Honda’s engineers have increased the side section of the frame and chosen different material specifications to provide the desired level of stiffness and strength for critical areas, without adding unnecessary weight.

The new Accord also incorporates many of the pedestrian-protection design features already familiar from recent Honda models, including windscreen wiper pivots designed to break away on impact, energy absorbing front wing mounts and bonnet hinges alongside an unobstructed area beneath the bonnet allowing greater space for deformation.

Premium interior with carefully selected materials and outstanding fit and finish

The sporty feel of the cockpit is reflected in a fascia design characterised by a strong feeling of personal space for both the driver and front passenger. Distinctive silver trim sweeps inwards across the fascia from either side before continuing down into the center console. Stylish and highly supportive front seats have larger bolsters while a new internal structure is designed to reduce any transmission of vibration.

Black with silver trim, the sporty three spoke steering wheel holds a complete suite of controls – including audio, cruise control and mobile telephone control. It is fully adjustable for reach and rake, with an extra 10 degrees of tilt adjustment compared to the previous Accord.

The new Accord features ‘floating’ backlit instruments and contained within the center of the speedometer face is an LCD multi-information display showing a variety of information – controls positioned on the steering wheel allow the driver to cycle the display through multiple screens of information.

A new feature is a service reminder that presents the driver with either the distance or days remaining to a required service, with an enlarged warning symbol appearing when the due date is imminent.

Storage space includes two center console side pockets; a lidded storage area to side of the steering wheel; large front door pockets able to hold bottles and maps; bottle holders in the rear door panels, and a large center console box. Rather than a fold-down pocket design, the large glovebox now has an independent lid and is subdivided with a tissue box compartment as well as space secured for a manual. The lid of the center console box doubles up as an armrest and is slide-adjustable by 89 mm. Two cupholders are provided in the center console, while rear seat passengers have access to a further two contained in the center armrest, revealed when it is folded down.

Source: Honda Accord

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Pontiac's return to General Motors' performance division may be underway with the upcoming launch of the G8, but the brand's performance revival could stall after the car's introduction. GM announced at a dealer meeting this week that stricter CAFE regulations has the Detroit-based automaker reconsidering Pontiac's future.

While Chevrolet dealers will soon get the all new Camaro, Pontiac dealers will not get a version of the car in the form of a Trans Am. Buick, Pontiac and GMC dealers — which are usually housed under one roof — were hoping to get a version of the Camaro to serve as a halo vehicle and drive traffic into dealerships.

Moreover, other Pontiac rear-wheel drive models have also been put on hold because of the new 35 mpg standard. "The plan is being tweaked because of the gas situation," Lynn Thompson, owner of Thompson Motor Sales in Springfield, Missouri, told Automotive News. "I hope they don't give up on performance because they don't have to. You can use four-cylinder engines to achieve incredible power."

GM has already announced that it will turn its focus to smaller, turbocharged engines and cross-town rival, Ford, is banking on its EcoBoost family of engines to provide improved fuel economy without sacrificing performance. But GM's planned 1.4L turbo engine is probably too small for a performance vehicle.

But despite the lack of a halo car, GM promised B-P-G dealers 12 new models or special edition vehicles over the next two years — including the GMC Sierra Pro Grade. GM will also boost Buick Enclave production to 55,000 units annually, a 41% increase over planned production.

Source: No Trans Am planned for Pontiac

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At a special event last week, Fisker Coachbuild briefly showed a single image of its forthcoming Karma plug-in hybrid convertible to members of the press. Unfortunately, the automaker has refused to release the image for publication. Luckily, our artists were able to create a detailed illustration of the car based on the preview shown.

The company announced plans for the car at the J.D. Power Roundtable in San Francisco. Fisker said the model will go on sale around the same time as the sedan.

That means both models should hit the market in late 2009, according to estimates. The automaker did not provide a name for the new model, but we wouldn't rule out both models wearing the Karma badge.

The Karma sedan made its debut at the Detroit auto show last month. Powered by a Q-Drive drivetrain, the car promises to sprint to 60 mph in 5.8 seconds, yet be capable of delivering 100 miles to the gallon and traveling 50 miles on batteries alone.

Prior to the Karma project(s), Fisker specialized in building rebodied Mercedes-Benz and BMW cars. Founder Henrik Fisker previously worked as a designer, penning the Aston Martin DB9 and BMW Z8.

Source: Illustrated: Fisker Karma Convertible

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General Motors has officially announced its 2007 financial results. GM lost $23 million in 2007, compared to a net income of $2.2 billion in 2006. GM sited poor performance by its finance arm — GMAC — for the loss. When special items are included in the total — such as non-cash charges — the Detroit automaker lost $38.7 billion.

Despite the losses, GM's core automotive business actually saw a record revenue of $178 billion in 2007 — up $7 billion from the year before. GM sites a favorable exchange rate against the weaker U.S. dollar and strong growth in developing regions for the increased revenue.

General Motors also announced another round of planned buyouts, but failed to mention how many jobs it plans to cut. The new round of buyouts will offer incentives of $45,000 for production employees or $62,500 for skilled trades. Retirement plans will also be offered to employees 50 years or older with at least 10 years of service.

No time frame was given for the buyouts.

Source: GM reports record $38.7 billion loss, announces more buyouts

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Jeremy Korzeniewski
Filed under: EV/Plug-in, Ford

Do you like the idea of a professional electric car conversion but can’t quite swing the dough needed for an eBox? Trust us, we feel your pain. Take a look at this eBay auction for a converted Ford Escort. The conversion was done by a company known as Jet Industries, and has only traveled 12,000 miles to date. Using 16 lead acid batteries producing 96 volts and a 20 horse motor, the converted Escort can go 60 miles per hour and about 40 miles per charge. If you need more speed or more miles, additional batteries can be added because the motor and motor controller can take up to 120 volts of power.

Perhaps a Ford Escort is not the coolest car to convert to electric operation, but it’s already done and is available for much less money than you could duplicate it for. The car is in Austin, Texas and is currently going for $4,250 (reserve not yet met).

Gallery: Electric Escort

[Source: eBay Motors]

Source: eBay find of the day: Jet Electrica Ford Escort

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Sam Abuelsamid
Filed under: Flex-Fuel, Hybrid, GMC, Chicago Auto Show, Green Daily

Click the Denali XT for a high res gallery

Joel Maguire of General Motors sat down to chat with AutoblogGreen at the Chicago Auto Show following the introduction of the GMC Denali XT concept. The Denali is a four-door unibody pickup truck based on the company’s Zeta rear wheel drive platform.

ABG: So, Joel, what is your role at GM?

Joel Maguire: I am the global innovation manager for hybrids. I work in the Advance Engineering Organization in Power Train. I’m not doing current production stuff. I am doing what is next. I work closely with the group that is doing the production stuff. So, I was involved in the Denali XT and had a lot of help from other folks along with some people in Troy who are doing the production stuff.

ABG: When did the Denali XT program start and when did you make the decision to use the type of powertrain that went in there?

Read the answer to this and more questions about why the current hybrids are not flex-fuel capable after the jump.

Gallery: Chicago 2008: GMC Denali XT concept reveal

JM: Well, the base building blocks, I think we had in our hands for some time. You can see them reflected in the Sierra right now. But, in earnest, this got going in the spring time frame of last year , we were trying to scope this out. I think there were some ideas and concepts of what the vehicle would represent and we were contacted by the vehicle integrators. In this case, it was a team at Holden in Australia.

ABG: Are you using the same two-mode transmission that is in the GMT900 [GM’s full-size pickup and SUV platform] hybrid?

JM: In this case, it is the same transmission and we are using some other building blocks that are in GM’s technology basket. Using small V-8 small-block technology with active fuel management, energy storage based on what we might find in the Tahoe or Sierra. But those were all very carefully rebalanced for this particular vehicle. It has better aerodynamics, better rolling resistance, lower mass. So, we did not need the same type of displacement that you might find in a Sierra. We rebalanced it to make sure that we can take advantage of the active fuel management where only half the cylinders are active.

ABG: One of the things that is obviously unique about the Denali compared to the production applications that have been announced so far is the flex-fuel capability. Can you talk a little bit about why we have not seen that on any of the current production or the already announced hybrid programs?

JM: Well, I guess, the best way I can give you an answer from a gearhead perspective is that I think we are trying to make an initial statement and be all about fuel economy with a no compromises type of a vehicle. I think that is what you see in the Tahoe and the Sierra when they had been introduced. As we reached a little bit further into the future here, with something like the Denali XT, I think we have other things to balance. In this case, certainly one of the technologies that are in our technology basket is E85, and as I was discussing with Scott, he made a point that the E85 has a lower energy content. Because that hurts your volumetric efficiency, if we had rolled out that technology with, let us say the Sierra or the Tahoe, their volumetric fuel economy wouldn’t have been as substantial and, frankly, we wanted to make that statement with this first vehicle that we came out with.

As we looked a little bit further on, we could take advantage of some of the inherent efficiencies of the hybrid system, whether it is stop-start characteristics or active fuel management broadening the range that it can operate, or some mild or electric operation. Those types of technologies brought up the base of efficiency. So, you will lose a little bit of fuel economy, volumetric fuel economy due to the E85, but then you gained because of the hybridization so that on the net balance, the customer would enjoy some increased fuel economy for the concept like the Denali XT when it is run on E85.

ABG: This powertrain combination obviously managed to achieve a significantly greater overall improvement efficiency than the production GMT900 hybrids so far, 50 percent overall.

JM: Yes, there was modeling that we did with the crew from GMR and we are showing some numbers in the 50 percent category and it is chiefly because it is more aerodynamic, much lower to the ground, it has active ride height and tire rolling resistance was more optimized. So, a lot of vehicle technologies that fundamentally improve the efficiency characteristic, those type of technologies can leverage with the base engine technology that was able to be brought down in displacement, down to a 4.9L and then, of course, we always have the active fuel management and because we are using the hybrid powertrain, we are able to broaden that range.

ABG: Use the active fuel management more aggressively?

JM: Be much more aggressive because we have the extra electric power to broaden that range and smooth up their operations so that they can be used more effectively in a wider application.

ABG: Aside from the fuel economy concerns with ethanol, are there any other technical challenges that might have precluded, at least so far, using flex-fuel capability with ethanol, for example, blending the electric combustion power and modeling the torque of the engine based on the different fuel.

JM: That is a really good question. Now, part of the answer that comes back is that we are very accurate. We have to have very accurate engine models within the two-mode. We have a very intricate optimization system that is always looking at battery state of charge, engine characteristics, and always looking for the optimum range whether you are on a fixed gear or in an EVT range in the transmission that tries decide where it should be.

There is a very accurate model that exists in there and we would use the same type of model. They will be looking for, realizing that I am using the E85, I am going to have a different type of horsepower and torque characteristic and would be feeding that in. I’m giving you a kind of roundabout answer to say that we would use the same tools that we have got in the base Sierra or Tahoe, we just chose not to implement that in the first implementation. So, I think you’ll find that the base tools are exactly the same and were compatible with the E85 type of technology.

Gallery: Chicago 2008: GMC Denali XT concept

ABG: Are we likely to see this powertrain combination showing up in production GM vehicles in the next few years?

JM: I come from the Advanced arena, so I can’t speak to that accurately. What I can tell you is that the building blocks that we see in this Sierra are found in the Denali XT. Those building blocks that we are going into production with are the same ones we find in the Denali. And, because of that, I think that it could have production opportunities.

ABG: What sort of mileage you would expect from a vehicle like this? What kind of range would we expect to see?

JM: I think we are trying to be a little bit obtuse about that, because it is a concept vehicle, the press release came out and said that compared to small pick-up truck we are looking at a 50 percent increase in fuel economy and I guess look up webpages and search the small pick up trucks and see what kind of fuel economy those are also getting.

ABG: What are you defining as small pick up trucks that you are using as a comparison? Would that be something like the Colorado and Canyon, or something more like the Holden pick-ups?

JM: Well, I think, we’re probably looking at Canyon or its competitors [Note: The current GMC Canyon Crew Cab with a 3.7L five cylinder has an EPA combined rating of 18mpg. Compared to that, a 50 percent bump would put the Denali XT at 27mpg].

ABG: What about the vehicle itself, this four-door unibody pick-up truck configuration. Do you think that is something that we are going to see in the U.S. market? Obviously Australia has had that for a long time. Is that something we will likely to see here in the coming years?

JM: I think the best answer to that is some of the wording that was in the press kit about the probe that GMC is using to try and understand how this would be received. I think if we couple that with the fact that this is a unibody structure and we have some experience with it at Holden and I think there are areas where if it did come and was generally accepted, it is something that we could look at very seriously.

ABG: And, it certainly seems like something that would not be that hard to do if you felt the market was there since you have already federalized the G8 and other applications.

JM: I think that is a very natural conclusion come to.

ABG: Is there anything else you want to add about the Denali?

JM: I think probably one point I would like to leave you with, Sam, to me the base Sierra and the Denali is about balance. When you look at the hybrid, it is hard to separate the efficiencies that are accomplished on the vehicle versus what is going on in the powertrain. I think that the best answer for a lot of these things are that it is all about the very careful balance of internal combustion technologies, hybrid technologies, and vehicle technologies that are integrated together. And I think that is what’s making both of these things very satisfying vehicles.

ABG: Well, thank you very much.

Source: AutoblogGreen Q&A: Joel Maguire talks about the GMC Denali XT

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Despite improvements in its overall global auto business, General Motors posted losses for 2007 and for the fourth quarter of 2007.

GM’s financial results show the automaker is flourishing in emerging growth markets but is still struggling in its North American auto operations. It also has been hurt by the subprime and housing crisis in the U.S.

In an effort to cut costs in North America, GM announced on Tuesday it had reached an agreement with the United Auto Workers union for an even more attractive buyout program for hourly workers than the last one offered in 2006.

Fourth Quarter: Headed in the Wrong Direction

GM went from a profit in the year-ago fourth quarter to a loss in the final quarter of 2007.

In the fourth quarter, GM posted a net loss of $722 million, compared with a profit of $950 million in the year-ago quarter. The loss came on the shoulders of GM’s North American operations and GMAC, GM’s captive finance company.

GM’s North American automotive operation posted an adjusted loss before tax of $1.1 billion, compared with an adjusted loss before tax of $129 million million in the year-ago quarter.

GM also recorded a $394 million loss in the quarter from its 49% stake in GMAC, which has been clobbered by the housing and subprime loan crisis. GM sold 51% of GMAC to Cerberus Capital Management, which also owns 80% of Chrysler.

Excluding charges, GM said its fourth-quarter adjusted profit was $46 million, compared with an adjusted profit of $180 million.

GM had a number of special items within its fourth-quarter results. They included tax benefits related to its sale of Allison Transmission that were offset by costs related to GM’s support of restructuring efforts by Delphi, the supplier composed of former GM parts operations that is emerging from Chapter 11 bankruptcy.

GM’s revenue in the fourth quarter totaled $47.1 billion, down from $50.8 billion in the year-ago period. The decline was due to the exclusion of GMAC revenue that started Dec. 1, 2006.

Revenue from automotive operations, however, set a new record, totaling $46.7 billion, up $3 billion over the prior year. The higher revenue was due to GM’s increases in Latin America, Asia Pacific and Eastern Europe.

2007 Results

For the full year of 2007, GM reported a loss of $38.7 billion, attributable to a special $39-billion charge taken in the third quarter. Excluding the special charge, GM lost $23 million in 2007, due also to large losses at GMAC caused by the subprime and housing crisis. That compares to a $2 billion loss in 2006.

GM posted $181 billion in revenue in 2007, down from $206 billion in 2006. GM said the decline was due toits sale of 51 percent of GMAC in November of 2006 to Cerberus Capital Management, which also owns 80 percent of Chrysler.

Of its total revenues, GM’s automotive business generated record revenue of $178 billion in 2007, a $7 billion improvement over 2006, on the strength of GM’s growth in emerging markets and favorable foreign exchange against a weaker U.S. dollar.

UAW Buyouts

Within days, GM plans to offer U.S. hourly workers even more financial incentives to retire early than it did in the 2006 buyout plan. The incentives range from $45,000 for production workers to $62,500 to skilled trades workers, the Wall Street Journal reported.

About 46,000 of GM’s 74,000 UAW workers have the required 26 years of service making them eligible for early retirement. The remaining 28,000 workers will be offered between $70,000 and $140,000, depending on length of tenure, to take a buyout, the paper reported.

The average GM hourly employee is 49 years old, with more than 23 years of service.

The buyouts position GM to take advantage of the new labor contract negotiated with the UAW last fall that allows the automaker to hire new workers for some jobs at lesser pay.

Source: GM Reports Loss for 2007 and Fourth Quarter

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Shrawan Raja
Filed in: BMW | convertible | bmw Z4 | sports cars | future cars

Source:Sportbilen     document.write(’ Email’);     Post a comment

Swedish website sportbilen has caught the 2009 BMW Z4 on tape at a petrol station. The car was completely disguised and the photo quality isn’t good. Little can be seen but the long hood/short deck profile is evident. Synthetic body panels cover the length and breadth of the car which might mean the car has grown by an inch or two? Confusion continues as we look at the roof-hard top or soft top? BMW might give it the 3.0-liter straight sixes under the hood along with a choice of manual or automatic transmissions. BMW’s twin-clutch gearbox may also find itself a spot on the new Z4. But one thing is certain-BMW haven’t looked beyond the existing Z4 for developing the next one.
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Source:Sportbilen

Source: Spied: 2009 BMW Z4

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