Latest news with #Z4
News18
a day ago
- Automotive
- News18
Toyota Drops BMW For Next-Gen Supra, Global Debut In 2027
The outgoing A90 Supra was powered by a 3.0-litre inline-six engine from BMW and shared its base with the Z4. Toyota is all set to roll out the sixth-generation Supra in 2027. But this time, the iconic sports car will be developed entirely in-house, unlike the current A90 model which was created in partnership with BMW, as per Best Car. The A90 Supra, which hit markets in 2019, borrowed its engine and platform from BMW's Z4. However, it proved to be a bigger hit than its German cousin. Reports say Toyota sold over 24,000 units in five years – nearly double that of the Z4. What's Under the Bonnet? The upcoming Supra is expected to feature a 2.0-litre turbocharged hybrid engine, built in-house by Toyota. With nearly 400 BHP and 500 Nm of torque, it promises an exciting mix of power and performance. Toyota is also planning to make this Supra more eco-friendly. Along with petrol, the engine might support carbon-neutral fuels. The hybrid setup will include a motor generator and a clutch, allowing the car to run solely on electric power when needed. Gearbox options haven't been confirmed yet, but Toyota could offer either a 10-speed or an 8-speed automatic transmission. What Else is Toyota Planning? Why Does It Matter? When Akio Toyoda boldly said, 'Supra is back" in 2019, it was more than just a car launch. It marked the return of one of Toyota's most beloved sports cars after 17 years. With this new version, Toyota is ready to reclaim the Supra's legendary status – this time, on its own terms. view comments First Published: Disclaimer: Comments reflect users' views, not News18's. Please keep discussions respectful and constructive. Abusive, defamatory, or illegal comments will be removed. News18 may disable any comment at its discretion. By posting, you agree to our Terms of Use and Privacy Policy.
Hindustan Times
2 days ago
- Automotive
- Hindustan Times
MG Cyberster vs BMW Z4: Which convertible sportscar will you like to ride in
There was a time when owning a roadster in India meant looking at a very limited—and very expensive—set of options. But the game is changing. The launch of the MG Cyberster marks a bold new era for open-top motoring in the country. As an all-electric two-seater sports car, the Cyberster shakes up the sub- ₹1 crore segment that has so far been dominated by the likes of the BMW Z4 , a long-standing favourite among petrol-powered roadsters. Since both cars are now competing for the attention of performance enthusiasts as well as fashion-aware consumers, it's high time to find out how these two vastly different vehicles fare against each other. MG Cyberster vs BMW Z4: Price The BMW Z4 M40i is currently priced at ₹92.9 lakh (ex-showroom), which places it nicely in the higher rungs of luxury sports convertibles. It is a price reflective of its premium brand, performance heritage, and the very rich feature list it comes with. But MG has thrown a twist by offering the Cyberster. India gets the highest-spec AWD version of this electric roadster which starts at ₹75 lakh. That beats the Z4 by a considerable margin, given the performance edge it has. The Cyberster also stands to enjoy lower maintenance costs and tax benefits in certain states, which adds to its value proposition. Also check these Cars Find more Cars BMW Z4 2998 cc 2998 cc Petrol Petrol ₹ 92.90 Lakhs Compare View Offers MG Cyberster 77 kWh 77 kWh 580 km 580 km ₹ 74.99 Lakhs Compare View Offers BMW M2 2993 cc 2993 cc Petrol Petrol ₹ 1.03 Cr Compare View Offers BMW i4 83.9 kWh 83.9 kWh 590 km 590 km ₹ 72.50 Lakhs Compare View Offers BMW M8 4395 cc 4395 cc Petrol Petrol ₹ 2.44 Cr Compare View Offers BMW M340i 2998 cc 2998 cc Petrol Petrol ₹ 74.90 Lakhs Compare View Offers Also Read : MG Cyberster in mind? Delivery timeline, warranty and service packages explained MG Cyberster vs BMW Z4: Design The MG Cyberster is a turner in every way possible. It's 4,535 mm long and 1,913 mm wide, which gives it an even more planted and aggressive stance than the 4,324 mm long and 1,864 mm wide BMW Z4. The design language of the Cyberster is futuristic and bold and takes cues from concept cars and supercars both. Its scissor-style doors, LED lighting, and aggressive body creases provide it with visual drama that is not usually found at this price level. The rear is dominated by an arrow-shaped LED light design for the tail lights, and the huge 20-inch wheels and active aerodynamics seal its appearance as a car that's definitely designed to cut through. By comparison, the BMW Z4 goes for traditional roadster proportions, with a long bonnet, short rear overhang, and generous width. The soft-top roof folds away conveniently within ten seconds, and the trademark kidney grille is accompanied by slim adaptive LED headlamps. The Z4 has a sense of maturity and sophistication and is best suited to those who value understated glamour over theatrics of appearance. Though both are convertibles, they are worlds apart personality-wise—one designed for the computer generation, the other set in automotive tradition. MG Cyberster vs BMW Z4: Features Get inside the MG Cyberster and you're met with an ultra-sleek cockpit that is more spaceship than motor car. The dashboard is dominated by a triple-screen design, comprising a big central infotainment screen, and two curved screens set either side of it at an angle to the driver. The steering wheel is a flat-bottomed affair with illuminated controls, and trim within the cabin features premium vegan leather upholstery. MG has packed in features like an augmented reality head-up display, an eight-speaker Bose audio system, wireless Apple CarPlay and Android Auto, ambient lighting, and powered bucket seats with ventilation and heating. The Cyberster also includes a full suite of Level 2 ADAS features, including adaptive cruise control, automatic emergency braking, lane-keeping assist, blind-spot monitoring, and a 360-degree camera setup. Also Read : 2025 BMW 2 Series Gran Coupe launched in India, starts at ₹46.90 lakh. Check details The BMW Z4 cabin, in contrast, is minimalist luxury. The design is stripped back, with lovely material and switchgear with tactile feedback that echoes the brand's long history of driver ergonomics. The 10.25-inch infotainment screen, with BMW's iDrive 7.0 overlay, includes wireless phone connectivity and harmoniously integrates with the Harman Kardon surround sound system. Additions such as a digital instrument cluster, dual-zone climate control, gesture controls, head-up display, and electrically adjustable sport seats with memory function make it a feature-packed vehicle. Although it cannot compare to the Cyberster in terms of screen space or its futuristic looks, the Z4 compensates by offering a more user-friendly and polished interface. MG Cyberster vs BMW Z4: Specifications Performance is among the biggest areas of conflict in this comparison, and the MG Cyberster makes an ambitious statement from the word go. The model that will come to India is likely to be the top-of-the-line AWD dual-motor trim that churns out a whopping 510 horsepower and 725 Nm of torque. This allows for a 0-100 km/h in 3.2 seconds. It's supported by a 77 kWh battery pack that provides an estimated range of about 580 km on the Chinese CLTC cycle, and this would equivalent to about 450-480 km in actual Indian conditions. The Cyberster also supports DC fast charging, allowing for 10-80 per cent charging in under 40 minutes, and comes with V2L (vehicle-to-load) functionality that allows users to power external appliances. The BMW Z4 M40i, in comparison, is powered by a 3.0-litre inline-six turbocharged petrol engine that puts out 340 horsepower and 500 Nm of torque. This engine, part of BMW's revered B58 family, is paired with an 8-speed automatic gearbox and sends power to the rear wheels. The Z4 can complete a 0-100 km/h sprint in around 4.5 seconds. It won't be as fast as the Cyberster, perhaps, but it's a visceral and engaging drive with its rear-wheel-drive configuration, virtual weight distribution, and natural engine note—a package that resonates deeply with purists. Its efficiency is rated at 12.9 km/l, and with a full tank, it offers a driving range of over 600 km. Check out Upcoming Cars in India 2025, Best SUVs in India. First Published Date:
Sydney Morning Herald
09-07-2025
- Business
- Sydney Morning Herald
Inside the revolutionary jet design that aims to change air travel forever
Video pods and 'club seating' As the decades passed, the BWB design was sidelined in preference of the 'tube and wing' design which Boeing and Airbus have adopted. But now, with airlines under pressure to meet net zero targets by 2050, the fuel-efficient BWB aircraft is back on the table. Natilus is one of the smaller firms in the mix. Its Horizon aircraft will have a range of 3500 nautical miles (6482 kilometres) with a capacity of up to 196 passengers. This puts this particular BWB in a similar playing field to the Boeing 737-800, which has a capacity of 189 seats and a range of 2500 to 3850 nautical miles (4630 to 7130 kilometres). But it is the other numbers that will catch the attention of prospective buyers. According to Natilus, the Horizon will reduce operating costs by 50 per cent, and the aircraft is 25 per cent lighter than conventional jets. Natilus says: 'Blended-wing bodyaircraft outperform traditional tube-and-wing aircraft in the areas of efficiency, performance, and environmental impact, resulting in improved fleet operations while protecting our planet for future generations.' At a configuration of 196 passengers, the Horizon would have space for 108 in economy class (at 31-inch [79cm] pitch), 48 in economy-plus (34 inches or 86cm) and 40 in first class (38 inches or 97cm). Natilus renderings show the potential for 'video conference pods', while there are also plans for 'club seating' configurations which would allow groups to sit together during longer flights. Crucially for prospective buyers, Natilus says its planes are being designed in a way that they can use existing airport infrastructure, plus they will use the same engines as conventional aircraft. In a 2024 interview with CNN, co-founder Matyushev said the plan is for the Horizon to go into service in the early 2030s. It appears that another manufacturer might beat them to it. Ambitious competitors California-based startup JetZero has similar ambitions to Natilus. The firm has received the backing of United Airlines, which has pre-ordered 200 of its 250-passenger Z4 plane (which is, as yet, uncertified), which it hopes to launch by 2030. At this size, the aircraft would be bigger than the single-aisle Boeing 737 and Airbus A320, but smaller than their twin-aisle designs, allowing it to fill a vital gap in the market. The managing director of United Airlines's Venture has previously said the Z4's width would create a 'living room in the sky'. But it is not only focusing on producing commercial jets. JetZero received a further boost when the US Air Force put in a $US235 million ($A360 million) contract for a demonstrator aircraft. This, according to Frank Kendall, the US secretary of the air force, was all about 'maintaining our edge over China'. It could be that these military aircraft are developed first, paving the way for the commercial jets in the future. Other manufacturers are involved in the race. JetZero traces its origins to a Nasa-McDonnell Douglas project in the early 1990s, which culminated in a successful test-flight of a 17ft demonstrator in 1997 (the JetZero co-founder, Mark Page, led this project). Boeing went on to take on the designs after merging with McDonnell, creating the unmanned X-48B and X48-C aircraft, which were tested more than 100 times. But, ultimately, these were never put into service, as other research initiatives took precedence. Airbus has revealed plans for a BWB prototype called Maveric, showcased at a Singapore air show in 2020. While Bombardier is the first business jet manufacturer to explore the potential of the blended-wing design with its 'EcoJet' project. The benefits, analysed Despite Boeing pausing its plans, the blended-wing dream remains alive. Fuel efficiency is the chief reason. Blended-wing jets are considerably more efficient compared with tube-and-wing aircraft, because they can generate more lift at take-off and face less drag as they fly. This means the aircraft is cheaper to run and produces lower emissions. 'They do offer significant fuel savings over conventional aircraft, at least in theory, as they avoid all the common joints and fillets that create form drag, or the loss of energy from wind resistance,' says pilot Brian Smith, who flies for a British cargo airline and has previously flown with Ryanair, Emirates and Air2000 (later, First Choice). From a passenger point of view, there will be exciting bonuses. The interior would be wider and more spacious, given that the plane is not structured around a long, thin tube. This could allow for some game-changing configurations, impossible in a tubular design. Given that the wider cabin design allows for multiple aisles, the boarding and disembarkation process would likely be much quicker and more pleasant for passengers, too. By all accounts, BWB aircraft could be quieter than traditional jets. Because they are more aerodynamically efficient, they will be able to use smaller engines that generate less noise. The location of the engines above the fuselage would also shield passengers from excessive noise. Natilus estimates that its planes would be around 40 per cent quieter than tube-and-wing aircraft. And if, as Natilus suggests, the aircraft can run with 50 per cent lower operating costs, this could also allow airlines flying BWB aircraft to be priced more competitively than traditional tube-and-wing services. Dilemmas and hurdles But there are, inevitably, some downfalls to the BWB design. Due to the plane's wider interior, fewer passengers will have a window seat. There are also concerns that evacuating a blended wing aircraft would be more difficult, given that there would be fewer exit doors available. Another challenge that BWB aircraft face is stability and control, due perhaps to the absence of a traditional tail. To counter this, designers may need to incorporate sophisticated flight control systems. There are also technical challenges around how to manage the pressurisation in a non-cylindrical fuselage. It is generally thought that the traditional tube-shaped design is better equipped to handle this. And last, but certainly not least, is the question of whether such a design would ever pass through regulators. Conventional tube-and-wing aircraft, produced by manufacturers such as Airbus and Boeing which have been building them for more than half a century, must meet strict requirements before they can fly. Sometimes, these checks are so rigorous that they can lead to delivery delays. With a unique design, and chequered 100-year history, it is safe to assume there would be significant regulatory hurdles facing BWB manufacturers before they can safely take flight. Loading Brian Smith is optimistic that airlines could be flying BWB planes in the near future: 'If they can be scaled up and produced in large enough numbers, and prove at least as high a degree of safety as conventional types, then it is likely that they will gain serious attention from airlines, both passenger and cargo,' he says. 'They will certainly be heavily computerised, and may even be the vanguard of pilotless aircraft, but they would be interesting to fly, and no self-respecting pilot would turn down the opportunity to fly one. They'll come too late for me, alas, but I am sure I will see them fly commercially in my lifetime.'
The Age
09-07-2025
- Business
- The Age
Inside the revolutionary jet design that aims to change air travel forever
Video pods and 'club seating' As the decades passed, the BWB design was sidelined in preference of the 'tube and wing' design which Boeing and Airbus have adopted. But now, with airlines under pressure to meet net zero targets by 2050, the fuel-efficient BWB aircraft is back on the table. Natilus is one of the smaller firms in the mix. Its Horizon aircraft will have a range of 3500 nautical miles (6482 kilometres) with a capacity of up to 196 passengers. This puts this particular BWB in a similar playing field to the Boeing 737-800, which has a capacity of 189 seats and a range of 2500 to 3850 nautical miles (4630 to 7130 kilometres). But it is the other numbers that will catch the attention of prospective buyers. According to Natilus, the Horizon will reduce operating costs by 50 per cent, and the aircraft is 25 per cent lighter than conventional jets. Natilus says: 'Blended-wing bodyaircraft outperform traditional tube-and-wing aircraft in the areas of efficiency, performance, and environmental impact, resulting in improved fleet operations while protecting our planet for future generations.' At a configuration of 196 passengers, the Horizon would have space for 108 in economy class (at 31-inch [79cm] pitch), 48 in economy-plus (34 inches or 86cm) and 40 in first class (38 inches or 97cm). Natilus renderings show the potential for 'video conference pods', while there are also plans for 'club seating' configurations which would allow groups to sit together during longer flights. Crucially for prospective buyers, Natilus says its planes are being designed in a way that they can use existing airport infrastructure, plus they will use the same engines as conventional aircraft. In a 2024 interview with CNN, co-founder Matyushev said the plan is for the Horizon to go into service in the early 2030s. It appears that another manufacturer might beat them to it. Ambitious competitors California-based startup JetZero has similar ambitions to Natilus. The firm has received the backing of United Airlines, which has pre-ordered 200 of its 250-passenger Z4 plane (which is, as yet, uncertified), which it hopes to launch by 2030. At this size, the aircraft would be bigger than the single-aisle Boeing 737 and Airbus A320, but smaller than their twin-aisle designs, allowing it to fill a vital gap in the market. The managing director of United Airlines's Venture has previously said the Z4's width would create a 'living room in the sky'. But it is not only focusing on producing commercial jets. JetZero received a further boost when the US Air Force put in a $US235 million ($A360 million) contract for a demonstrator aircraft. This, according to Frank Kendall, the US secretary of the air force, was all about 'maintaining our edge over China'. It could be that these military aircraft are developed first, paving the way for the commercial jets in the future. Other manufacturers are involved in the race. JetZero traces its origins to a Nasa-McDonnell Douglas project in the early 1990s, which culminated in a successful test-flight of a 17ft demonstrator in 1997 (the JetZero co-founder, Mark Page, led this project). Boeing went on to take on the designs after merging with McDonnell, creating the unmanned X-48B and X48-C aircraft, which were tested more than 100 times. But, ultimately, these were never put into service, as other research initiatives took precedence. Airbus has revealed plans for a BWB prototype called Maveric, showcased at a Singapore air show in 2020. While Bombardier is the first business jet manufacturer to explore the potential of the blended-wing design with its 'EcoJet' project. The benefits, analysed Despite Boeing pausing its plans, the blended-wing dream remains alive. Fuel efficiency is the chief reason. Blended-wing jets are considerably more efficient compared with tube-and-wing aircraft, because they can generate more lift at take-off and face less drag as they fly. This means the aircraft is cheaper to run and produces lower emissions. 'They do offer significant fuel savings over conventional aircraft, at least in theory, as they avoid all the common joints and fillets that create form drag, or the loss of energy from wind resistance,' says pilot Brian Smith, who flies for a British cargo airline and has previously flown with Ryanair, Emirates and Air2000 (later, First Choice). From a passenger point of view, there will be exciting bonuses. The interior would be wider and more spacious, given that the plane is not structured around a long, thin tube. This could allow for some game-changing configurations, impossible in a tubular design. Given that the wider cabin design allows for multiple aisles, the boarding and disembarkation process would likely be much quicker and more pleasant for passengers, too. By all accounts, BWB aircraft could be quieter than traditional jets. Because they are more aerodynamically efficient, they will be able to use smaller engines that generate less noise. The location of the engines above the fuselage would also shield passengers from excessive noise. Natilus estimates that its planes would be around 40 per cent quieter than tube-and-wing aircraft. And if, as Natilus suggests, the aircraft can run with 50 per cent lower operating costs, this could also allow airlines flying BWB aircraft to be priced more competitively than traditional tube-and-wing services. Dilemmas and hurdles But there are, inevitably, some downfalls to the BWB design. Due to the plane's wider interior, fewer passengers will have a window seat. There are also concerns that evacuating a blended wing aircraft would be more difficult, given that there would be fewer exit doors available. Another challenge that BWB aircraft face is stability and control, due perhaps to the absence of a traditional tail. To counter this, designers may need to incorporate sophisticated flight control systems. There are also technical challenges around how to manage the pressurisation in a non-cylindrical fuselage. It is generally thought that the traditional tube-shaped design is better equipped to handle this. And last, but certainly not least, is the question of whether such a design would ever pass through regulators. Conventional tube-and-wing aircraft, produced by manufacturers such as Airbus and Boeing which have been building them for more than half a century, must meet strict requirements before they can fly. Sometimes, these checks are so rigorous that they can lead to delivery delays. With a unique design, and chequered 100-year history, it is safe to assume there would be significant regulatory hurdles facing BWB manufacturers before they can safely take flight. Loading Brian Smith is optimistic that airlines could be flying BWB planes in the near future: 'If they can be scaled up and produced in large enough numbers, and prove at least as high a degree of safety as conventional types, then it is likely that they will gain serious attention from airlines, both passenger and cargo,' he says. 'They will certainly be heavily computerised, and may even be the vanguard of pilotless aircraft, but they would be interesting to fly, and no self-respecting pilot would turn down the opportunity to fly one. They'll come too late for me, alas, but I am sure I will see them fly commercially in my lifetime.'
Miami Herald
16-06-2025
- Business
- Miami Herald
HBCU at the Epicenter of $4.7 Billion Aerospace Investment
Greensboro, N.C. – JetZero has announced a $4.7 billion investment to build a next-generation aviation production facility at Piedmont Triad International Airport (PTI) in Greensboro, North Carolina. The move will create more than 14,500 new jobs, making it the largest job announcement in the state's history. At the center of this groundbreaking development is North Carolina A&T, the nation's largest HBCU. JetZero's facility will produce the Z4, a revolutionary commercial aircraft with an all-wing design. The plane seats 250 passengers and offers up to 50% improved fuel efficiency compared to current models. The factory will be powered by artificial intelligence and digital systems to improve speed, lower costs, and ensure high-quality production. The company's headquarters will move from Long Beach, California, to Greensboro once the site is operational. Groundbreaking is expected in the first half of 2026. JetZero plans to deliver its first commercial aircraft by the early 2030s. But it's not just about building airplanes. This investment will reshape education, innovation, and workforce development, starting with North Carolina A&T. N.C. A&T plays a vital role in this project. The university is the top producer of African American engineering graduates in the country. The Department of Mechanical Engineering even offers an aerospace option for undergraduates. This makes it a perfect partner in developing a skilled talent pipeline for JetZero. Chancellor James R. Martin II emphasized the university's impact: This fall, N.C. A&T will also launch the state's first Bachelor of Science in Artificial Intelligence. The degree includes two tracks: Advanced AI Systems, offered by the College of Engineering, and Applied AI, offered through the College of Science and Technology. JetZero will partner with local institutions, such as Guilford Technical Community College, and others in the region to create customized training programs. These efforts aim to prepare workers quickly and effectively for roles at the new facility. Jobs at the plant are expected to pay an average salary of over $89,000 per year. That's a major boost for the local economy-and a powerful incentive for students, especially those coming from HBCUs and community colleges. John Loyack, vice president of economic development for the North Carolina Community College System, said: The state offers a potent mix of talent, business incentives, and infrastructure. With a labor force of 5.5 million, over 49,000 engineers, and more than 30,000 STEM degrees awarded each year, North Carolina has the workforce JetZero needs. The state also has the lowest corporate tax rate in the country at just 2.25%, with a cost of living below the national average. Add in renewable energy leadership and bipartisan support for sustainability, and it's clear why JetZero made the move. N.C. A&T's involvement shows how HBCUs are driving the future of innovation. The university has already helped attract global brands, including Boom Supersonic, Honda, Toyota, Corning, and Merck, to North Carolina. Governor Josh Stein summed it up best: The JetZero project proves that HBCUs are not only educating the next generation-they're shaping the industries of tomorrow, with N.C. A&T at the epicenter of this aerospace boom, the future looks bright for students, researchers, and the state as a whole. The post HBCU at the Epicenter of $4.7 Billion Aerospace Investment appeared first on HBCU Gameday. Copyright HBCU Gameday 2012-2025
