Short Take Road Test
When automakers launch their latest creations, a showcase of their newest technology is expected. Today, that means stuff like forced-induction engines, torque-vectoring differentials, and dual-clutch transmissions, a couple of which can be found in the redesigned 2009 BMW Z4. We’ve already sampled the new roadster in twin-turbo sDrive35i guise with the company’s new seven-speed dual-clutch gearbox. And now we’ve finally gotten our hands and test gear on a good ol’ manual-transmission version of that car, with the hopes of finding out if our left foot and right hand could wrangle some extra spirit from BMW’s lone sports car.
Loaded-Up Interior
The new interior of the Z4 is a giant leap forward from the previous generation’s. A quiet, comfortable place with gorgeous styling—and, hallelujah, a little room to wiggle and stow cargo—it is light-years better than the gloomy cabin of the old. The execution of the interior styling is reminiscent of the Z8’s, especially when equipped with the optional Extended Leather package ($2050) that covers the dash and other interior bits with fine cowhide. But perhaps opt for a darker color; although the Ivory White leather added a rich feel to the cabin of our tester, it already showed signs of soiling during our short time behind the wheel. The optional sport seats were very comfortable during long jaunts, and the Premium Sound package ($2000) sounded great even with the top down. Ergonomically, the Z4 is well laid out and includes the latest version of iDrive, which boasts a far more intuitive interface.
Beyond the easily soiled leather, we had but two minor gripes about the interior. The first concerned the center console, the lid of which won’t close fully when wires from the auxiliary input and/or 12-volt accessory plug wander outside the box. A small cutout for wire passage would be welcome. The second is an overly sensitive airbag sensor in the passenger seat that causes the car to beep incessantly at you when something as light as a radar detector is left on the cushion. We’ve experienced the same annoyance in our long-term BMW X6, and the only way to stop the beeping is to fasten the passenger-side seatbelt.
Benefits of the new car’s folding hardtop include a hushed ride and excellent visibility, which is a pleasant change from the blind spots typically found on most ragtop convertibles, including the previous Z4. The intricate top takes about 22 seconds to lower and 20 seconds to raise, with trunk volume ranging from 11 to 6 cubic feet, depending on the top’s position.
Tried and True Engine
Spreading like wildfire through the BMW lineup, including this new Z4, is the magnificent twin-turbocharged 3.0-liter inline-six, producing 300 hp and 300 lb-ft of torque. In the 1- and 3-series, hooking this engine to a six-speed manual delivers a potent yet silky-smooth kick in the pants throughout its power band, and that feeling doesn’t change in the Z4. Rowing through each gear is effortless and the clutch-and-shifter correlation is excellent. Hustling the roadster’s hefty 3520 pounds to 60 mph took just 4.8 seconds—tying our previously tested Z4 equipped with the dual-clutch transmission—with the quarter-mile going by in 13.5 seconds at 106 mph. The EPA rates the sDrive35i manual at 17 mpg city/25 mpg highway; we observed a combined 17 mpg while flogging it over twisty mountain roads.
Awkward Dynamics
Although the new roadster has been praised for its edgy and ultramodern styling, the front end seems exaggeratedly long—it’s reminiscent of a hippopotamus head. Granted, it’s the best-looking hippo we’ve ever seen, but the long hood proportions don’t help when the road takes a sharp bend. The length of this Bimmer’s schnoz makes it feel heavy and forces the driver to sit far back in the wheelbase. It creates a disconnected feeling between pilot and chassis, with the car tending to bite at the front end and get squirrelly at the rear. Even optioned with the Sport package ($1900)—which includes sport seats, high-performance run-flat tires, and the M adaptive suspension that can be cycled between normal, sport, and sport plus modes—the Z4 yielded a significant amount of body roll and exhibited vague steering (for a BMW)—even in the most aggressive setting. A surprisingly lackluster 0.83 g on the skidpad was the result, despite our car being equipped with the optional 18-inch wheels and 225/40 front and 255/35 rear performance tires.
Opting for the manual Z4 will save you $1525 compared with the seven-speed dual-clutch model. But BMW’s roadster will likely see more shopping malls and traffic jams than mountain switchbacks, so the dual-clutch tranny makes the most sense for everyday drivers more interested in enjoying the car’s many luxurious amenities. The stick will appeal to enthusiasts, and it is indeed more involving. But the Z4’s overall dynamic isn’t quite the equal of the most enthralling sports cars, and our advice to true driving fanatics would be to head to a Porsche dealership and check out the Boxster S.
