BMW Z4 Reviews

It was the most hideous hairdresser's car on the market. It made a pudding-bowl haircut look like the height of fashion.The mangled, bulbous concoction that was the Z3 Coupe looked like the deformed lovechild of a delivery van and a Bladerunner hearse, and was as polarizing as a pair of sunnies.In fact, the only way to look at it without a grimace was to wear shades with a very, very dark tint ...In contrast, the new Z4 Coupe is sharply focused, and its hard top and rounded bottom is no longer a nasty afterthought.It is now something to have nasty thoughts about.The Z3, both in Roadster and Bread-van M Coupe form, was not the success BMW had hoped for, particularly in this country. Of course, the Yanks loved it.The next-gen Z4, released in 2003, has been another story.Still polarizing, designed as if attacked by a blunt end of a corkscrew (and likely with the help of a few bottles of red), but with a look so distinct from the competition, that even if you don't find its flame-surfaced face attractive, you can't help but look twice.Then there is the drive; a dynamic bum-on-rear-axle seating position, perfect 50/50 weight distribution, and that trademark 3.0-litre straight six that joyfully sings through the revs like an angel on opiates.Now to the three-strong Roadster lineup, add two hard-top Coupes.The new Z4 Coupe comes in two forms; a 3.0si, starting at $87,900 and the top-shelf M model at $127,200.The Z4 Roadster's base 2.5-litre engine is not available in Coupe form.Both cars are $3,300 less than the drop-top Z4. And as the pricing suggests, the two coupes offer a very different drive.The 3.0si Coupe is powered by Beemer's 3.0-litre magnesium-aluminium inline six-cylinder engine, developing 195kW and 315Nm and served through a short-throw six-speed manual or smooth six-speed auto ($90,500).A 1320kg kerb weight allows for a frugal 8.9 litres per 100km combined consumption (and runs on 91RON fuel) and a 5.7 second time for the 0-100km/h.The divine Miss M model has the infamous 3.2-litre six from the E46 M3, developing 252kW and 365Nm and propelling it to 100km/h in five seconds flat.It's 100kg heavier than the lighter-engined 3.0si, and comes in six-speed manual only.Both engines sound beautiful, burbling behind the ears through phat twin pipes (quad in the M), but the M's screams to 8000rpm under throttle to sound a screaming banshee compared to the 3.0si's harmonious wail.The difference between the two model's acceleration and aural intensity is only the start.The 3.0si sits on softer suspension, but runs on BMWs much maligned run-flat tyres.The lack of flex in the sidewalls produces a harsh ride over bumps that can cause sideways skipping and occasional tramlining due to the lack of absorption.Though supremely stiff suspension-wise, the M's "lack" of run-flats allows for greater absorption and less resistance through rough surface changes (there's no spare at all).On normal tyres, the M's steering is sharper on turn-in with almost no kickback.The even weight distribution of the Z4 Coupe allows stupid entry and mid-corner speeds, though the tail is happy to wiggle on exit if the throttle is too keenly felt.A Sport button on the console bumps it up another notch, heightening the throttle response and speeding up the engine's heartbeat.The brakes are brilliant, with M3 CSL stoppers on the up-spec M.The pedal has loads of feel, and works with a deep ABS and intuitive two-step ESP stability control that can be either rigged or completely neutered.But it is best to leave it on; the program is non-invasive and subtly calibrated, and is particular help on the 3.0si's stiff sidewalls.Enveloped in leather and highlighted with chrome or fake carbon, the Coupe is quieter and seemingly less raw when cruising than its convertible sibling (though tyre noise particularly on the M is invasive).It is sometimes difficult to get exactly the right angle between hip to foot, and shoulder to hand, but once found, the drive is pure and involving.The 3.0si has only a few small options to close the gap with the M spec on the inside; sat-nav, Carver stereo, voice recognition, M sports suspension, and M seats and steering wheel will add several thousand dollars.But the more angular lines and projections of the exterior M sports styling kit or M colour palette of red, blue and bronze are not available as a final differentiation between the two Coupes.This allows the discerning Bimmer buyer a choice of two very different drives within the one slick body shape.The intensity of the M almost justifies the massive price jump - it is the pointy end of the spectrum, a hardened athlete with a mean streak, while the 3.0si walks a delicate line between sportster and tourer.According to BMW, almost 90 per cent of buyers option the $2,600 auto, and this would be fitting for the 3.0si.Over 600km of Tasmanian Targa roads, the 3.0si was a more enjoyable drive on the long haul, with power for pound when the roads tightened, but settling down on the touring stages.The M remains hard, loud and full of itself even at 3000rpm, like a stallion next to a gelding.But the competition between stablemates will be the least of Beemer's worries.It is predicting 200 units a year at this stage, with 55 per cent choosing the M model.But the battle for niche market dominance against the superb Porsche Cayman and elegant SLK roadster will be the real test.It may not be able to dominate the high-end sports coupe segment, but at the very least, its cutting-edge shape and knife-edge performance will spare this Coupe from populating the hairdressers' staff parking lot. Samantha Stevens is a roadtester on the CARSguide team. Her work appears here and in the Sunday Telegraph CARSguide. A version of this review, as well as other news, reviews will appear in the Sunday Telegraph.

And there is always the opportunity for a super sprint to 100km/h in only five seconds.But . . . the BMW Z4 M Roadster is a flawed car. It is not as good to drive as an M3, it demands total attention every time you do more than just trickle down the road, and the design work and final finishing is nowhere near what we expect in a BMW.Let alone an M car costing $130,500.How can that be?In some ways, the M Roadster is a step too far for the Z4 design. We think the droptop two-seater is nicest at the most basic level — with a 2.5-litre engine and a $77,600 price — because the package is swift, well balanced, comfy and responsive.It also wins out over a range of fresh-air rivals including the cheaper Mazda MX-5, the softer Mercedes SLK and the less refined Nissan 350Z.The M-car, in contrast, is a rowdy rocket that tries too hard in some ways and doesn't do enough in others. And it never beats a Porsche Boxster.It's the same with the M Coupe, which we drove at the world press preview in Spain.It is great on a racetrack when you are absolutely hammering and tapping all its M strengths for speed and cornering enjoyment, but it is far less satisfying on an ordinary road at legal speeds.Even the boss of M admits that his two newest children, the M Coupe and Roadster, were rushed through the system at the hot car division.SOME corners were trimmed to get them going as soon as possible, and — don't mention this to BMW Australia — some things could, and should, have been done better.The Z4-based Ms are also out in time to get them going before BMW unveils the next M3, which has a complete body change and will also come with a compact V8 powerplant that will make the current in-line six look as fresh as yesterday's fish.Even so, BMW Australia is big on the car."The arrival of the Z4 M Roadster version establishes it as the most exciting sports car in its segment. It is the epitome of the BMW slogan: the ultimate driving machine," managing director of BMW Australia Dr Franz Sauter says.He is talking about a car with clear ties to earlier BMW sports cars, and classic long-nose styling with rear-drive power delivery.The M Roadster comes with 252kW of power, 365Nm of torque and a six-speed manual gearbox, with no chance of an automatic or the clutchless SMG semi-auto that has polarised opinion on the M3.There are huge brakes, sharpened steering, tweaked electronics — including full M settings for the stability control and an off switch — and 18-inch alloys with extra rubber on the rear to cope with the go.The M car picks up some nice stuff, including leather seats, bi-xenon headlamps and a punchy sound system, but there is no spare tyre — boot space is too tight — so BMW fits a sealer system with pump.It is easy to pick the M Roadster, thanks to a deeper front spoiler, twin exhaust pipes and a race-look aero swoosh below the number plate. Interior reminders run to the M wheel, gear knob and M logos on the door sills and head rests.ON THE ROADThe M Roadster is a feisty critter. It likes nothing better than a good strop and the chance to show what it can do.What it can do is pole-vault past slower traffic, crush corners with arrogant grip and fire itself into the future with a rasping howl from its straight six as it rushes up to the red-line action at close to 8000 revs.Oh, and it can do it all with the top down and the sun shining in to warm the parts that the performance misses.But you have to work hard to get the best from the M Roadster, which is never as balanced or enjoyable as an M3 or a bunch of lesser cars.It feels narrow and a bit jittery on all but the smoothest roads, and you have to be very delicate with the sharp steering and the just-as-sharp throttle if the engine is turning anywhere beyond 5000 revs.It takes a lot to get the M car seriously out of shape, and that only happens if you deactivate the electronics, but it is never as settled as a Boxster and feels a touch nervy.It is better to take things a little easy through bends, braking early, then firing the car away with the ripper engine.There is a lot of other stuff to like in the car, from its excellent grippy sports buckets to the sound system and those xenon lamps.It can also be surprisingly light on fuel, running better than 10 litres/100km at highway pace.And it is good fun to stir through the slick six-speed gearbox and balance the car in the old-fashioned way, using the throttle to get the back tyres hooked up and driving.But the cabin is cramped for anyone taller than 180cm, vision is restricted if you have the top up, the dials can be hard to read, and the wheel is too fat in the rim for many people.Worst of all, the test car had more squeaks and chirps and rattles than anything we have driven in recent times. We would slam a Kia or a Proton that was this bad.And the cabin quality, including the fake carbon-fibre padding on the dash, poor plastics and even the outdated switches — the M Roadster does not have the one-touch signals fitted to the newer BMW models — let the car down badly.Does it sound as if we were disappointed? Yes. Still, there are some people who will absolutely love the M Roadster. They will rave about the performance, smile when the top is down, and delight in unleashing the tasty morsels in the M package.But the M3 is a nicer car if you don't want the full open-air experience or need extra seats.The Boxster is a more complete package and a speed machine if you get the 3.2 engine, and our favourite speed machine — the Audi RS4 — would stomp on the M Roadster and do it carrying four people and their holiday luggage.The Chrysler Crossfire is more relaxing and the 350Z is a lot cheaper.So the M Roadster is fun for a while, but we were not sad to see it go. THE BOTTOM LINEGreat for fun runs but not a car for the long haul or a serious relationship.73/100

And that's because of what it isn't, as much as what it is.To address the former, this ain't no superficially enhanced Z4, the facelifted, engine-upgraded version of which was also subject of the gathering of auto hacks on some country roads in northern NSW.The Z4 M is in the same pantheon as the classic M3 coupe and the more recent M5 sedan and M6 coupe — but most particularly the M3, whose almost monotonously award-winning, high-revving 3.2 in-line six the roadster shares.It's capable, so it is claimed, of getting this angry-looking, 1410kg roadster (you'd be peeved, too, if you looked like that) to 100km/h in five seconds flat.And with lower, stiffer suspension and shorter gearing than the standard Z4 manual, brakes from the limited-edition M3 CSL, and hydraulic power steering instead of the standard Z4's deficient electric system, the M Roadster begins to look like a bargain at $129,500.No, really.The manual-only M is thoroughly worth the $35K-plus premium over the most expensive standard Z4.(Incidentally, the range — with BMW's latest-generation sixes — begins at $77,600 for the 2.5si manual and goes to $93,400 for the 3.0si auto.)Comparisons with Porsche's Boxster S are inevitable, and these will almost certainly not favour the Bimmer. Such comparisons should not, however, diminish the latter's appeal.Because the Z4 M is a wonderfully unaffected, utterly BMW thing: a classic roadster with 252kW/365Nm worth of straight-six engine under a bonnet that seems endless from your seat close to the rear axle, 50/50 weight distribution, no run-flat tyres, a proper gearbox (there's no room for the SMG gubbins here) and decent steering.Although the steering feel isn't perfect, it's by no means as artificial as that which afflicts lesser Z4s, and is free of any kickback.Visual distinctions between the regular version and the Z4 M are minimal, but the on-road experience is separated by light years. The M revs to 8000rpm, and its torque spread allows effortless overtaking without leaving fourth gear.And with the roof down, as nature intended, it sounds every bit as stimulating as it feels.There's sufficient power to overwhelm traction, although the latter is formidable thanks to a variably locking diff and an 18-inch wheel package.The Z4 M's ride, which one expected to be brain-bashing, was a pleasant surprise in such a stiffly sprung car. But I envy the owners who'll be able to reserve theirs for track days.Indeed, much as the current M3 will be the last with that classic straight six (the replacement will be a not-so-lithesome V8), I reckon the Z4 M will be worth hanging on to for years.

Like its competitor, the Mercedes SLK, the BMW Z4 has sufficient sex appeal, oomph and a Christmas stocking full of features to even hit hard at the third topless exotic European, the Porsche Boxster.The Z4, which grew out of the very ordinary yet exceptionally overpriced Z3, picks up on the erratic styling cues shared by its sedans.But while the BMW sedans look a touch awkward, like a primary school graduate dancing in her first pair of high-heel shoes, the Z4 is distinctive and even intriguing.All the odd shapes – the creases, the concave panels, bulges and curves – work with a long bonnet, short tail and prominent twin nostrils to create something you just can't ignore.Roof up or down, it's a sexy beast.On the track it is simply a beast. BMW kit the Z4 with all the electronic safety gear – stability control, traction control, brake assist, ABS and so on.But though the car's electronics only modestly interfere with the power output, they can still be over-ridden.Press the console button once and traction control is disabled, keep the button depressed for three seconds and all electronic aids are turned off.That leaves a rather raw ride, with the light rear end happy to break into oversteer and plenty of wheelspin.Clearly, the Z4 can handle such treatment, but this is not the essence of the roadster.Take a brisk drive to Toodyay, swing right to Northam and the roads – curved, sweeping, thin with rutted bitumen and then wide and smooth – reveal a lively and exceptionally competent two-seater.But you soon realise there's not enough room for much luggage and that, at 55 litres, the fuel tank is rather small and the lack of a spare tyre is less than confidence-inspiring.Out here – 90 minutes from the CBD – there are not a lot of service stations with a spare tyre mounted on a BMW wheel hanging from the rafters. Even if there was, at what cost?Yes, there is a repair kit to temporarily repair any puncture, though I see the nightmare of this challenge happening at midnight in the rain. While you're alone.There's not much personal storage space within the cabin, but there is a phone and a CD player.The seats are leather, though flattish. There's a choice of upholstery colours, of course, though the red pertinently matched the dynamics of the car and the bank account of this driver.Yet despite the unshapely seats – which, by the way, are heated for open-top autumn driving – the ride comfort is firm, though rarely uncomfortable.The best news is that the Z4 can make anyone look good. The price is a bit rakish, but the quality is certainly up to the mark.Vehicle track-tested at AHG Driving Centre.

The M Series cars are among the most explosive and efficient performance cars on world markets.But it is difficult to fathom why BMW has chosen to switch from the elegant designs employed in its recent past to shock treatment silhouettes.The Z4 sports car is stunning in many aspects – particularly the sporty, highly individual bootline. It is very traditional in its make-up with a long bonnet, fantastic engine, rear-wheel-drive power delivery and acceleration which is a real blast.The car grips the road like a proverbial vice during keen cornering and maintains traction, due to the armament of electronic smart gadgetry.But the body style has hung a huge question mark over what should be an icon car for its era.The interplay of concave and convex panel work is an interesting approach which could have worked. Then the designers tossed in forward creases on the front wings and mounted two huge BMW badges.Like the boot line on the much-maligned 7 Series, this single styling element has vandalised what could have been a pure profile.And it really is regrettable to have to mark down a car which has so many facets about which one really could be going into raptures.This said, 353 buyers have been attracted by the Z4 so far this year, which is not insignificant business for BMW.While it could be argued that buyers are more important than critics, the status of the BMW badge does have the power to iron out perceived imperfections.The Z4 comes with a choice of two engines: a 141kW, 2.5-litre and the wondrous 170kW, three-litre – both straight sixes with infinitely variable four-valve technology.The 2.5i has been tested previously. This time, the "big three" manual was taken out on test.With a 0-to-100km/h dash in under six seconds, the Z4 commands a position in true performance company.But it is the manner in which it responds to throttle input in the mid ranges which earns this engine continual rave reviews.Peak torque of 300Nm is available from 3500rpm, which means the car has a decent burn for quick, safe overtaking.The Z4 boasts 50:50 weight distribution which makes a handy contribution to balanced stance on the road.During acceleration, braking and cornering, the amount of technology working to keep the car on the chosen path is highly impressive.The latest version of dynamic stability and traction control, plus a cornering braking system, work automatically and continuously to counter under and oversteer.It all happens without the driver having to do anything special – so long as the car is driven within acceptable limits.The driver does, however, have the ability to call up faster acceleration response – and shorter shifting with automatic transmission at the touch of a button.The Z4 is simply a treat to drive in any conditions – quietly around the city or more enthusiastically when speed limits permit and road conditions allow. If one can afford to rent a race track, the driver with the skills can have a ball.The two-door roadster starts at $78,500 for the 2.5i with five-speed manual transmission, or $81,100 for the five-speed three-mode automatic with sequential override.The 3.0i (as tested) costs $92,000 for the six-speed manual and $94,600 for the five-speed automatic.Both models come with quality sound system, while the three-litre version gets a 10-speaker unit and a CD stacker mounted between the seats.In addition, the latest Bluetooth mobile phone plumbing is standard as is an in-dash mini-disc player.Key options include satellite navigation and television.While the Z4 line-up is hardly cheap, it does come loaded with a generous menu of standard kit.This includes 16in cross-spoke alloy wheels on the 2.5i, and 17in on the 3.0i, rain sensing windscreen wipers, automatic headlight control, front fog lights, on-board computer, run-flat tyres, aluminium interior trim and leather cover for the sports steering wheel, gear knob and handbrake.Xenon headlamps with a washer system come as part of the package, and a park distance control is included to prevent contact when steering into a tight spot.The Z4 sits on the same suspension set-up as the 3 Series, but modified for compatibility with the sports.With the benefit of such a wide variety of stability and traction control, the car turns in precisely to bends and tracks with pin-sharp accuracy. The interior is true to the tradition of both a genuine sports car and BMW's long approach to roadster motoring.The sports seats are comfortable and ergonomic, ensuring excellent lateral support when side forces attempt to push the driver out of position.The fascia is clear, straightforward and sporty, with every switch and lever positioned for intuitive use. A speedometer and rev counter are the dominating instruments, with hooded tubing preventing reflection.Finally, the hood is a genuine rag-top rather than a hinged hardtop used by the competition. It lowers in less than 10 seconds at the push of a button – making it the fastest hood in the segment.The clever Z-fold roof design ends up lying flush with the body without the need for a tonneau cover or lid.In sum, the Z4 is a remarkable sports car with the exception of that one styling cue on the front wing. A subjective view, certainly, but one which seems to be shared by a number of critics.One expects all the driver safety aids in a premium-priced BMW and one is not disappointed.It would take a really good driver on a fast, flowing race track to really take the Z4 to its critical limits.And that means it is immeasurably safe when driven at speed limits – hopefully by drivers who have taken the trouble to do an advanced driving course.

Once the BMW is in the sight of their side mirrors, the 750cc rider turns his head in acknowledgement of the ensuing duel. It's a battle that, well, if it was not to be undertaken in a car like the Z4, probably wouldn't have been undertaken at all.But was it possible that this 3.0-litre Z4 could give two motorbikes (that win in power-to-weight ratio) a run for their money?With a rev of the engines and a twitch of the rear wheel of the 750cc, the question would soon be answered.The 750cc was swallowed up within three corners. Perhaps the rider was not that adept, perhaps the car was just better; it was not enough of a battle to decide.With a glance over his shoulder, the R1 rider nearly fell off upon seeing the silver Z4's distinctive, aggressive face bearing down on him -- instead of his mate -- and realised he had to fly the flag.Keeping to the 100km/h limit, the battle was sheer corner speed and acceleration, with both steeds showing their assets.The Z4's sophisticated braking, automatic stability control and traction, corner braking control and dynamic traction control meant it was impossible to shake and clearly out-handled its two-wheeled competitor. The 50/50 weight distribution showed the perfect balance of the Z4, while the electric power steering was put to the test -- one it passed with pretty good results.The sports-tuned suspension setting was also on, a mode that tightens the throttle and steering response.Despite impressive figures of 170kW at 5900rpm and 300Nm of torque at 3500rpm coming from BMW's straight six engine and fly by wire throttle (which made acceleration an interesting duel), the R1's get up and go was a bit too quick for the likes of the Z4. But it was a bike for heaven's sake.It was a relatively short-lived battle as the R1 pulled over to let us past and to wait for his mate to catch up.It was, however, a testament to the handling capabilities of the roadster and one that was made even better by being able to relax back into the leather seats and turn on the seat warmer. The stiffer ride, though, means the Z4 feels a little skittish on bumpy roads and the imperfect steering feel lets the enjoyment down, just a bit.Like the riders, though, you can also have the wind in your hair, or not, in just 10 seconds -- the fastest folding roof in its class.Then there are the sports seats with memory settings, climate control airconditioning, elegant interior styling, 16-inch alloys, a rain sensor, automatic headlight control, front fog lights, an on-board computer, aluminium interior trim and a leather cover for the sports steering wheel, gear knob and handbrake.The 3.0-litre boasts a CD stacker and a 10-speaker stereo system.The Z4's exterior styling has been a point of discussion since it was released. In fact, it really seems like it was a case of love it or hate it.But BMW dares to be different and even if the exterior is a little daring for certain tastes, it would not be a deciding factor once the bum has been in the seat.Having driven both the 2.5i-litre and the 3.0-litre, it's fair to say the 2.5i-litre is no slouch compared with its bigger brother and still boasts all the technical stuff BMW could fit in. With 141kW at 6000rpm and 245Nm of torque at 3500rpm, the 2.5i sprints to 100km/h in just seven seconds, 5.9sec for the 3.0 litre.The Z42.5i comes in either a five-speed manual or five-speed three-mode Steptronic automatic. The 3.0-litre adds a gear on the manual but stays a five-speed in the automatic. Unlike some six speeds, the Z4 gives you time to change, so it doesn't feel like you've just started off in a truck. The engine lets you rev it out with no complaints and leaves a sweet note in the ear.Despite being very gutsy and quick, both are still fuel efficient, the 3.0-litre using about 11 litres per 100km combined.The 2.5i is priced at $78,500 for the five-speed manual or $81,100 for the automatic. The 3.0 is priced at $92,000 for the manual or $94,600 for the auto.