BMW Z4 Coupe 2006 review

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 ...

Explore the 2006 BMW Z Models range

• BMW Z4 M 2006 review
• BMW Z4 Coupe 2006 review
• BMW Z4 2006 review

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.