2006 BMW Z4 Reviews

The BMW Z3 and Z4 are genuine roadsters, not simply convertibles. The difference being that roadsters are strictly two-seaters and the seats are set well back, almost to the rear axle. The resulting very long nose and a stubby tail mean the BMW Z-cars have a no-nonsense purposeful appearance.The BMW Z3 was launched in Australia way back in January 1997. It was BMW’s answer to the astonishing success of the Mazda MX-5, a car that reinvented the open-top car many thought had gone forever. Despite its different name, the BMW Z4 is really the second-generation Z3, it was given the new title to match the new naming system which sees the sporty variants getting even numbers.The Z series models were initially designed for the USA so in the early editions are rather American in their makeup for keen Aussie drivers. In particular, their handling was softer than usual for a BMW, though far from soft in absolute terms. When the Z3 also became a hit in many other countries, including Australia, the handling became full-on sport with the introduction of the Z4.The first Australian imports of the BMW Z4 reached us downunder in July 2003. Handling of the Z4 is exceptionally good with excellent chassis balance thanks to the setback position of the engine. Naturally rear wheel drive gives you proper throttle control. Some may feel the ride is on the firm side, but true drivers will be more than willing to overlooks this.Perhaps take along your regular passenger and get their feelings for the car on roughish roads. Though the little BMW began life with a 1.9-litre four-cylinder engine, the German marque is famed for its six-cylinder engines and these were soon squeezed under the long bonnet and almost immediately became the powerplant of choice in almost all cars.In June 1999 imports of the 1.9-litre four had ceased in Australia and all used a sweet little 2.0-litre straight-six. The big gun engine in the Z3 is the 3.0-litre six-cylinder. Performance from the smaller engines is nothing to get excited about, but the free-revving nature, and great exhaust note, makes them feel faster than they really are – and isn’t that what counts?BMW Z4s have a 2.5 or 3.0-litre straight-six from their 2003 introduction until the company started to get into the small-capacity turbocharged field with blown four-cylinder engines. Some sixes remained alongside the turbo-petrol fours until 2012, when they were replaced by big-boost turbo fours. Some miss the demise of the straight-six turbo engines – ourselves included – so if you really love them it might be time to invest in the last of the line.A special engine is used in the Z4 33i models. A 3.0-litre twin-turbo six, it gives huge amounts of forward thrust and is a delight for the revheads to punt along. Manual and automatic transmission are offered in most cars and the auto isn’t as slow and irritating as in some sports models. Our choice is still the DIY shifter, though.Manuals have six gear ratios. The autos increased in the number of gears, beginning with just four speeds in 1997 and advancing to no fewer than eight in 2012, with five and six speeds being sold along the timeline. The BMW dealer network is well established in Australia and is known for its high quality of technical training.Electronic diagnosis of problems is highly refined as BMW was a leader in this field. The technician plugs in your car and it is then connected to a large computer in Germany where it is quizzed not only on current problems but even in intermittent troubles that aren’t actually present in the car at the time it was driven into the workshop. Clever stuff.This high-tech diagnoses and servicing is just one reason it makes a lot of sense to buy a used Z3 or Z4 that has always been serviced by an official BMW dealer. Spare parts aren't outrageously expensive for a car in this class, but may prove to be a factor in your decision as to whether to buy an older Z4 rather than a cheaper convertible from a lower-cost maker.Insurance may be expensive if the driver is young and/or inexperienced. Surprisingly there is seldom a big increase in premiums for the high-performance models.WHAT TO LOOK FORCarry out your own pre-purchase inspection to the best of your ability. Once it has passed your tests call your BMW dealer, or at least a qualified mechanic with knowledge of the marque. Lift the carpets for signs of dampness or even rust if the car has been caught out in the rain in a big way. It’s best to ask permission from the seller before doing this as technically it’s dismantling the car and that is often frowned upon.Check for previous crash repairs by looking for signs of paint overspray, panels with a slight waviness in their finish and for colours that don't match exactly from one panel to the next. Make sure the engine starts virtually instantly, idles smoothly within a second or so of startup and pulls without hesitation even when completely cold.CAR BUYING TIPSome sports cars are ‘fanged’ on a daily basis, others never get past the mid-range marks on the tacho. No marks for guessing which is the better bet as a used car. 

In BMW terms the Z3 sports roadster was an eminently forgettable car. For a company that almost without fail builds great looking cars that go as good as they look, the Z3 missed the mark by quiet a margin. It looked bland, lacked performance and just failed to ignite the market as it should have, after all if anyone could produce a great sports car it should be BMW.Even when BMW started to crank up the Z3's performance with larger, six-cylinder engines it was still hampered by its plain-Jane looks. There were no such issues with the Z4 when it hit the market in 2003. No one could say the Z4 looks were bland, nor could they complain about its performance, the Z4 was the sports car BMW should have released when launching the Z3.MODEL WATCH The Z4 was everything the Z3 wasn't. It looked good, went hard and had the sort of road presence BMW owners expect of their brand. Where the Z3's lines were soft, its proportions plump, the Z4 had sharp lines that carved out a distinctive shape, and its proportions were tight.If the Z3 seemed tired from the get-go, the Z4 appeared poised to pounce. Viewed from any angle most people thought the Z4 looked great, but it was also challenging to some eyes and it did come in for some criticism for being a little too out-there. But six years on from its launch it hasn't lost any of its visual appeal, and even those who thought it too adventurous at first are more accepting of its shape. Fortunately when it came time to replace the Z4 BMW's engineers didn't bother with a four-banger engine like they did with the Z3.This time round they went straight to the six-cylinder and offered two versions of their silky smooth straight six. The entry engine was a 2.5-litre double overhead camshaft unit that delivered 141 kW at 6000 revs and 245 Nm at 3500 revs. When asked for its best the 2.5-litre Z4 roadster would race to 100 km/h in seven seconds, and rush on to a top speed of 235 km/h. The other option was a 3.0-litre six that boasted 170 kW at 5900 revs and 300 Nm at 3500 revs. It would race from rest to 100 km/h in less than six seconds and had a top speed of 250 km/h.If you chose the smaller engine there was a choice of a five-speed manual gearbox or a five-speed sequential shift auto 'box, but if you opted for the larger engine you got to choose from a six-speed manual and a five-speed DSG auto 'box. Once processed through the gearbox the drive was directed rearwards as it is on the best of BMWs.Independent suspension - struts at the front and multilink at the rear - powerful four-wheel disc brakes, and for the first time adjustable electric power steering, together with a very stiff body and 50:50 weight distribution ensured the chassis had great road holding and response. Overlaid on that was an awesome array of electronic aids to help keep it safely on the straight and narrow.Dynamic Drive Control altered the engine calibration to enhance the response when desired, and Dynamic Stability Control with traction control allowed some wheel slip to add to the thrill of the drive without letting things get out of hand; they were just a couple of the electronic aids the Z4 boasted.BMW only offered the Z4 as an open top roadster in those early days, but the top was a clever piece of work that could be raised or lowered quickly, and once lowered the front part of the roof formed a neat tonneau cover. The Z4 lacked little in terms of standard features. It came with climate-controlled air, leather, power seats with memory on the driver's side, trip computer, CD sound, and cruise.IN THE SHOP Most BMWs are well serviced in the first phase of their lives, which is where the Z4 is now. For the most part first owners have their cars regularly serviced by a factory dealer, and spend what money is needed to keep them running at their peak. It's when they pass on to the second owners that servicing tends to fall away a little.Servicing is important. Regular oil and filter changes are the keys to keeping the engine alive and well. If dealer servicing proves too expensive, and it can, then look for an experienced BMW service specialist to look after your car. There are plenty around and they will charge substantially less than the factory dealers with no less quality of service. They are also likely to be able to source less expensive parts when needed.IN A CRASH The Z4 came with a comprehensive safety package, including dual front airbags, side airbags, rollover protection and seat belt pretensioners. Before the impact the Z4 driver could count on its anti-lock ABS braking, dynamics stability control and traction control to escape from potentially dangerous situations.AT THE PUMP Quite obviously the fuel economy of the Z4 is largely determined by the way it is driven. Driven with a deft right foot it will return 9.5-11.0 L/100 km, but when driven with a lead foot it will go out to 11-13 L/100 km.LOOK FOR * Striking styling* Silky smooth engines* Exhilarating performance* Great road holding* Badge cred* Well-equippedTHE BOTTOM LINE Its looks can be challenging, but there's no doubting the Z4's performance or exhilarating road manners.RATING: 85/100

Unlike most car manufacturers who make a coupe first, then cut the roof off to make a convertible, BMW first created a Z3 Roadster off the 3 Series platform, then a Z4, before the coupe was even thought of.In the middle of 2004 a prototype Z4 Coupe was shown to the BMW board. They dismissed the idea of an attachable hard top and went with the coupe.In December 2004 the management board confirmed production and just a short 17 months later at the end of May 2006 it was released to the world.Here endeth the history lesson.Now, the Z4 Coupe and Z4 M Coupe have arrived in Australia to challenge the Mercedes-Benz SLK and Porsche Cayman and already they have scored a win with a price advantage.The 195kW three-litre Z4 Coupe will cost $87,900 in six-speed manual and $90,500 in six-speed Steptronic auto.They compare favourably with the SLK 350 at $114,400 and the Cayman at $118,000.The 252kW 3.2litre Z4 M Coupe comes in six-speed manual only at $127,200, which compares with the SLK 55 at $163,400 and Cayman S $148,500.The price differential from BMW Roadster to Coupe is $3300. BMW also claims its Z4 Coupes are faster, lighter and more fuel efficient.They will arrive with similar features to the Roadster models such as cornering brake control, dynamic traction control and dual front and side airbags.The M model adds Bluetooth mobile phone capability, sat nav, TV and an audio system approved by Lucas Films, the makers of the Star Wars movies.BMW uses Carver speakers which allow high sound pressures from small speaker sizes.They use 10 speakers including two subwoofers and achieve a total output of 430 watts.BMW claims potential buyers are mainly males aged 35 to 45 years with an appreciation of high-end audio systems.But the Z4s are not just about noise; they are also about performance, boasting a stiffer chassis, stiffer suspension and a 0-100km/h sprint time of five seconds.The Z4 Coupes feature the latest generation dynamic stability control (DSC) with extra functions such as brake drying, emergency braking and hill start assistant. The driver can completely shut down these systems if required.They also feature substantial aluminium chassis and body parts and a 50-50 weight balance.The Z4 M is distinguished by quad chrome pipes, M alloy 18-inch wheels and tyres, performance brakes, M rear apron with diffuser and a slight styling departure up front.It is also stiffer in the front and rear axles which allows even stiffer suspension.BMW claims it launched the Z4 M Coupe around the famous German Nurburgring circuit in 8 minutes, 15 seconds, which was faster than the M3.It will accelerate from 0-100km/h in five seconds and with big ventilated discs front and rear, will stop again in 2.5 seconds and 34m.Standard features over the 3.0si are: rack and pin hydraulic steering, rear parking control, variable M differential lock, M sport suspension, bi-xenon headlights with washers, metallic paint, alarm with remote, 10-speakers with Carver tech, sat nav and TV, Bluetooth mobile business preparation, voice recognition, M leather wheel and M leather seats with electronic memory adjustment.The engine, which is straight out of the M3, has won the international engine of year award for six consecutive years.BMW Group Australia product and market planning manager David Lederer said the jury was convinced by its "fantastic response due to the high-speed concept and six port throttles as well as moderate (fuel) consumption"."Other engines may have more kilowatts or torque, but it's the balance between all properties which wins awards."He said the Z4 3.0si had "the same chromosomes" as the M, but the engine is only two years old and comes from the 5 Series.It includes magnesium for the crank case, bedplate and valve cover and an electric water pump that only runs when required for better economy.Its standard features include: leather Oregon heated seats with electronic adjustment and memory (driver's), anti-dazzle interior and exterior mirrors, wood trim, cruise control, six-CD sound system, 10 speakers, multi-function steering wheel, Bluetooth preparation and auto climate control with micro filter.BMW Group Australia corporate communications manager Toni Andreevski said there were 200 units available this year, including 55 Z4 M Coupes."In 2007, we expect to have factory allocation for approximately 200 unit deliveries, with a similar split," he said.BMW does not build cars to just perform in a straight line, says product and market planning manager David Lederer."No, we want them to shine in the bends as well, especially the tight ones."And so the Coupe version of the Z4 was launched here last week in Tasmania, home of the long and winding road.The world launch was held earlier this year in Portugal on shoddy, potholed roads, followed by laps on the tricky, but smooth Estoril circuit.Courier-Mail motoring writer Gordon Lomas attended and complained that only the M was available to drive and that its suspension, while a gem on the track, was way too stiff for public roads.However, he would have found that the 3.0si actually has a more jarring ride than the M even though it has more compliant suspension.On the Tasmanian launch, the 3.0si banged and bumped over the sharp hits, probably because it is fitted with low 35 per cent profile run-flat tyres which are notoriously stiff while the M gets 40 per cent standard tyres with softer sidewalls.The Z4 M Coupe actually rides quite well, even on the choppier sections, taking corrugations and potholes in its stride, momentarily shaking its head and continuing in its line.The M features hydraulic rack and pinion steering which is light and pin sharp.Every movement is relayed to road position and the driver is able to place the machine exactly where they want and adjust that position at will, even mid corner, without drama, almost without understeer.It's like a go-kart or an F1 machine.The 3.0si uses electric-powered steering which is heavier, more centrally weighted and more prone to "self-steering" over bumps.With a slightly more compliant suspension, it reacts with more character and bias in corners, but still almost no understeer.It's more like a V8 Supercar.While the M has greater power punch out of corners and lights up with a ferocious, crackling rasp, the 3.0si is no slouch either.Both feature a "sport" button next to the gear shift which adjusts the throttle response via the engine management computer mapping.The result is instant punchy response.Although not over-endowed with torque, keep them revving between 5000 and 7000rpm and they will both supply ample ability send you straight to jail, do not pass go, do not collect $200.On the stop side, the big powerful ventilated discs in the M have instantaneous effect, sliding my backside forward on the leather seat and under the seatbelt.The 3.0si has a softer pedal with a little more feel, but less brutal stopping power.On the practical side, they feature a large tailgate which opens high and straight up so you don't have to step back.Contents are protected from sight by a roller blind which is attached to the tailgate so it opens and closes with it.You can fit a large suitcase and smaller bags in the 340litre boot of the 3.0si, but 20L less in the M because of a carpeted hump which houses the battery, air compressor unit and tyre sealant goo that replaces the need for a spare tyre.Inside, the cabins are all tough, black vinyl and rally style brushed aluminium. Very macho.And the on-board computer, sat nav and sound system controls are dead easy to use; there is no frustratingly difficult-to-use BMW iDrive system here.The cockpit is all action with a narrow well for you to brace your knees against, but plenty of room for fancy heel-toe footwork on the pedals and space for a foot rest.While the steering wheel is adjustable for each and height, the M steering wheel is a little thick. I found it tiring to grip over the thousands of switchbacks encountered on the 600km launch through western Tasmania.If I was in the market for an M3 and didn't really need the two extra seats in the back, I'd buy the Z4 M Coupe which is about $20,000 cheaper.It's also faster, livelier and sexier.But for me the 3.0si is less daunting and more fun to drive.While the M features precision steering and F1 handling, it makes you drive faster than you should, then shows up your errors to make you look like a sloppy driver.However, the DSC intervenes to save you from the laws of too much physics, while allowing a certain amount of "play" and slide. I'm sure F1 drivers would love it.The 3.0si bends slightly, pitches and rolls a little and provides bodyweight feedback through the seat of your pants and the tips of your fingers.It is a more engaging, if ever-so-slightly slower, drive and it is easier to look smooth and in control, even if you aren't an F1 driver."YOU look so fine that I really wanna make you mine," Jet screams to me in perfect clarity as drums, bass and guitars pound out a powerful backbeat and I punt the BMW Z4 M Coupe through the implausibly twisty roads around Cradle Mountain, Tasmania.Next track I have Angry Anderson telling me what a bad boy he is and my right foot nearly goes through the floor.Such clarity, such fidelity, such raw and gutsy noise. BMW's Z4 M Coupe and Roadster are the first European vehicles with audio systems to receive THX certification.That accreditation is only given to audio output and speakers that are endorsed by Lucas Films, the makers of the Star Wars movies.They use Carver technology which allows for high sound pressure to be produced by a small speaker.This is important because the Z4 M Roadster and Coupe have limited space available for large bass speakers to drive that thumping bass line and gut-punching kick drum.Most car subwoofers are 12-inch drivers that take up a lot of boot space. However, the subwoofers in the Z4 M require only 10 litres each and generate sound pressure of more than 120dB.The system uses a 10-channel digital audio amplifier and sound processor, giving the two front-mounted sub-woofers an output of 100 watts.There are also eight midrange loudspeakers and tweeters fitted in the doors and behind the seat, each driven by a 25 watts terminal.BMW claims the hi-fi system develops a total power output of 430 watts.BMW Group Australia product and market planning manager David Lederer says the typical Z4 M buyer is predominantly male age 35-45."Besides the necessary excitement, he has the financial means for lots of highly-emotional products," he says."He would likely be familiar with iPod and other such technology, high-end audio systems and a purist avant garde living ambience, not just experienced through brochures." (An iPod cable connector system that powers the unit as well will be available shortly.)All I can tell you is 430 watts of Jet and Rose Tattoo in a tiny Z4 cabin is pure audio Nirvana.

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.