2016 BMW Z4 Reviews

We weren't fans of the first Z4 - too many disparate angles to the sheetmetal, too short in the rump and long in the snout, too retro around the grille and headlights.  Went OK though.That's been fixed with the latest model - an altogether more appealing shape, sleek, elegant and muscular all rolled into one and with a hardtop to boot. The best of both worlds.  Topping out the Z4 range is a twin-turbo 3.0-litre straight six called the 35is.It's complete with a seven-speed, twin-clutch "manumatic" transmission that functions as a full auto or a sequential manual through paddles on the wheel or via the stick shift.The price is a sobering $129,900 but you have to remember this car competes with the likes of Porsche's Boxster S at five grand more, the Benz SLK55 AMG at a lot more and plenty of others.  The Bimmer stacks up well no matter which way you cut it.Performance is strong thanks to the 250kW/500Nm twin-turbo six cylinder. That's enough to propel the 1525kg Z4 from 0-100kmh in a scant 4.8 seconds or exactly the same as the BMW M3 coupe.  It does this while consuming fuel at the combined rate of 9.0-litres/100km.The twin-turbo arrangement uses two small turbines that spool up quickly pressurising air going into three cylinders apiece. It gets around any lag and delivers near maximum torque at a low 1500rpm.There's launch control to get off the mark as quickly as possible and a range of electronic systems to keep everything in check, much of it switchable.The 35is version is differentiated by its more aggressive aero kit, 18-inch alloys and adaptive suspension that can lower the ride height by 10mm. It also has a whole swag of goodies including premium audio bixenons, stop/start button and automatic aircon.The cruise control system features a braking function.  Inside is a study in leather, aluminium and carbon fibre fascia tastefully and functionally arranged.It has regenerative braking and high beam assist as well as adaptive headlights and park assist front and rear.  Bluetooth is part of the package as well as large format navigation with voice control.It's a super thing to drive, sharp, responsive, engaging, sounds unbelievable and makes you feel like you're in a race car.  Obviously in a car as powerful and low slung as this, corners are a piece of cake at almost any speed - aided and abetted by large brakes and wide tyres.The ride can be dialled up to anything between plush to sporty firm which was controlled  and comfortable enough for us to select all the time.Actually getting into a car this low does at times cause a problem, especially in tight spaces when you have to basically drop into the seat because the large doors can't be opened far enough - ouch.But worth the discomfort for the drive experience.  The Z4 35is is an impressive rear wheel drive sports car that can be made roofless in a short time to give you the best of both worlds.

THERE have been some mad, bad BMWs in the past that had more in common with American muscle cars than sober ``ultimate driving machines''. Exhibit A: the M Coupes and Roadsters offered during the previous decade. Rather than the balance of attributes in an M3, the performance version of BMW's junior executive, the M Coupes and their relatives prioritised ballistic power.I never spent much time in any of them and when I did, their reputation for handling like greasy eels made me very wary.I was expecting this Z4, the fastest and most expensive variant of the roadster range launched last year, to lay down rubber in the same direction. It comes from the same model line as M Coupes and Roadsters, which were the heady pinnacle of previous Z ranges. Like them, the 35is has a straight-six cylinder engine and with 250kW, almost identical power.The new car is even quicker to 100km/h, with a quoted time of 4.8 seconds, than the last of the crazy Coupes. It's as quick, in fact, as BMW's current M3 with a manual gearbox. And that's pretty quick for something that lacks the imprimatur of the brand's M tuning division.BMW says there are no plans to make an M version of this Z, although, like most car companies, BMW denies everything right up to the moment when it confirms what everyone suspected all along. There's scope to do it here because, compared with previous top-shelf Zs, this one is completely sane. The name should have been enough of a giveaway.Over the years, BMW's naming strategy has become increasingly convoluted to the point where it's now a crime against nomenclature. ``Z4 sDrive35is'' has all the legibility of a DNA sequence and you'll need a centrifuge and a microscope to spot that the only difference between this and its nearest neighbour is the ``s'' tacked on the end.That's how it feels from behind the wheel, too. For another $13,000 it's quicker than the Not-s model by 0.3 seconds to 100km/h, thanks to reprogramming of its twin-turbo engine for more boost. It needs a few more revs to deliver, but on tap is 25kW more power and 50Nm more torque. There's even an overboost function that briefly delivers 500Nm, which is enough to pull a plough. It's a fabulous unit that remains unflappable however hard you work it and emits a tuneful deep, throaty sound.But it doesn't feel like a leap into supercar territory. I'm not even convinced that I'd be able to pick this car from the Not-s unless I drove them back to back. Perhaps expectations are playing tricks on me here. This version is respectably fast, but given the numbers I thought it would have a scary turn of speed that takes your breath away.It's a little unclear, too, why BMW has retained this engine in this model. Elsewhere it's being replaced by one with a single, twin-scroll turbocharger that's better for fuel economy (see below). It's still early in this Z's model cycle, so perhaps that will come.There are other remnants of earlier thinking, too. The seven-speed double-clutch gearbox, optional in the Not-s but standard here, is a good example of the type but BMW has stuck with its idiosyncratic shift paddles on the wheel, which need to be pushed for down, pulled for up. Virtually everyone else has abandoned brand-specific solutions for the industry standard of left paddle for down, right for up. There's a reason why: it's better.Aside from the engine, the other main engineering upgrade is adaptive suspension. This lowers the car and adjusts to road surfaces on the move. Apparently, when the front wheels hit a bump the system is quick enough to alter the rear suspension set-up in time for the back wheels to be prepared. It copes well with rolling dips and crests but less well with sharp bumps and potholes, where it lacks the brilliant initial compliance of most BMWs. The ride quality can be abrupt.At the same time, even on the firmest setting there's a fair bit of body roll and the suspension seems to exhaust its range of movement quickly. It can be caught out.On a twisty road, this Z4 is capable but, unfortunately, not engaging, and nowhere near the best that BMW can offer. The electric steering has been tweaked for better tactility but still felt remote, an impression magnified by the long bonnet that ends who-knows-where. From the driver's seat, the steering wheel is offset slightly to the left and that doesn't help matters either.Read more about prestige motoring at The Australian.

The new roadster has plenty of M stuff, and the performance to match a manual M3 coupe, but BMW Australia says it's not a true M car and not entitled to the badge which brings ultimate BMW bragging rights. Instead, in the confusing BMW world of 2010, the rapid twin-turbo Roadster is called the sDrive35is.To translate into the stuff that matters, it has a force-fed six that makes 250kW/500Nm, a seven-speed double-clutch sports auto gearbox, adaptive M suspension, 18-inch alloys and a unique bark from its twin- pipe exhaust.The car is priced from $129,900 and aimed straight at the Porsche Boxster, although BMW Australia concedes there could be some people who will shop it against an Audi TTRS, something AMG from Benz, or even a Nissan 370Z.The change away from a true M-car in the Z4 range shows the work pressure on BMW's hot shop, which has only just finished the X5 and X6 and is now deeply into the next V8 turbo M5, as well as a slight direction change for the two-seater convertible. It's not as extreme these days.The price hardly matters because BMW Australia only has 25 cars for the rest of the year and is expecting a similar tight supply through 2011. But it's $129,900 without an - inevitable - extra dip through the optional-equipment list.That puts it straight up against the Boxster, which starts at $105,000 these days, and it even undercuts the Boxster S which is the real choice for keen drivers. Then again, there will be an all-new Boxster next year which promises a lot more - including space - than today's car."It's the Boxster that we're really got in our sights. It raises the perfomrance to the standard of the Porsche," says Piers Scott, spokesman for BMW Australia. He touts the changes and particularly the unique-design alloy wheels, M logos on things like the steering wheel and scuff plates inside the wheel, as well as the lower ride height and the unique exhaust note.But he also concedes the Z4, across the board, is not a big seller in Australia. This year's running sales total is 188 against 126 in 2009, despite the arrival of an all-new model. "They are not flying out the door. Globally it has been a huge success story and leads the segment by far, but in Australia it is still to find its feet," he admits.The key to the car is the twin-turbo six, which uses one turbocharger each for three cylinders, to deliver peak torque from just 1500 revs and overboost of 500 Newton-metres under high-load conditions. Peak power comes at 5900 revs, relatively low against M cars with redlines around 8000.The double-clutch gearbox is the right choice for the car, although it still has the silly auto-style shift levers of the cruisey BMWs, and the adaptive suspension is set lower with the ability for more firmness and grip. The driver assist systems are also switchable to ensure maximum fun."For the pure enthusiast, it's a performance car that's track capable," says Scott.As for the exhaust note, it's not a pure M system but has been tuned to give a better note.The latest Z4 is slightly bigger and slightly more rounded, with more cabin space than before. It still has a folding hardtop that works quickly and easily, with a cabin that has the right stuff in the right places.The changes for the M upgrade are minor, but enough for BMW enthusiasts to know the difference.The second-generation Z4 came with more poise and balance than the previous car, which makes it better for an M-style upgrade. It copes easily with the extra power and torque, instead of turning into a bucking broncho, and never feels to be stretched beyond its limits. The nose will push wide if you get onto the power too hard or too early in a tight bend, but generally it just tracks around a curve and invites you to dip into the loud pedal.When you do there is a very sweet thump from the exhaust, although it's not the same as the howl from a non-turbo six or V8 from the M-car menu.It is an extremely rapid car at all times on all types of roads, but is not lairy or overdone. In fact, it's remarkably refined and that should work for people who are considering a Boxster. The gearbox is terrific for maintaining swift motoring, although the engine will drop below ideal boost in tight corners as second is a bit too tall. It recovers boost quickly, but is something you notice. The ride is firm but not shaky, the seats are great, there is good feel to the suspension and the brakes never feel troubled, even at fairly rapid speed.The Z4 hero is a true hero and definitely capable of challenging the Porsche Boxster, but you have to wonder if people with the right money would also want the right badge - an M - to tell people what they have in the garage.

I was a fan of the old Z4 — it was a sportscar that had some traditional elements to it, rather than pandering to the masses. It may not have been classically attractive, but it was a bold looking device, with a proper soft-top joined later by the coupe. There were M versions of both, which very-much catered for the driver with proper hydraulic power assistance for the steering and not a run-flat in sight.A stint in an M-Coupe in Classic Adelaide a few years back reinforced the abilities, but the new model is here and has been accused of getting soft.Design The new Z4 carries the styling theme over but BMW has succumbed to the folding metal hard-top roof, beefing it up over the old model and increasing the glasshouse for improved vision as well.It offers the best of both worlds in terms of open-topped driving but the security of a hard roof for parking it places and not worrying about twerps with knives doing serious harm to the top.The drawback is that the boot, which isn't voluminous to begin with at 310 litres.But drop the top — a simple 20-second full-auto exercise once the fiddly rear luggage area's cover is in place — and the roof folds back into the loadspace, where there's barely enough room for the school bags at 180 litres.DrivetrainWe're in the 35, which is powered by the twin-turbo straight-six, with the seven-speed DCT, while the rest of the range has to make do with the optional six-speed auto. This engine is fast becoming one of the all-time favourites within the BMW range and in the automotive world in general, and nothing about its application here is going to change that.Driving Teamed with a double-clutch seven-speeder that is quick and clever, the new Z4 has no shortage of pace, but while electric power steering might tax the engine less for its assistance, ye olde hydraulics relays more information back to the driver.That's part of why it falls short of the old Z4 M Roadster for outright grin-factor — that car was a crackerjack ride and is sorely missed — but this one is easier to live with day-to-day from a driving perspective.The ride is decent thanks to the adjustable suspension system, which offers three levels — normal, sport and sport-plus, tweaking suspension, steering and pedal attitude to suit the driver's current desire. Sport mode leaves the stability control lurking in the background, something that can be an advantage for those brainfade moments when the outputs — particularly the 400Nm of torque on offer across most of the rev range — have been momentarily forgotten.Give the 35 too much right foot and the tail squirms, giving a solid hint of what it might do should a track day be in your diary.The top-spec model gets bigger brakes and a feature list that also includes cruise control with braking function, parking sensors front and rear, the aforementioned suspension system, all-electrochromatic mirrors, 18in alloy wheels, adaptive xenon headlights with high-beam assist and (for the first time in the breed's roadsters) the iDrive system.While some of the cars of a similar ilk and pricetag might lack the outright mumbo of the Z4, or the versatility offered by a folding metal roof.There's something missing from the Beemer that some of its primary opposition (of the same nationality) has more of — personality, soul, whatever you call it — but having driven the Audi TT S convertible I think I'd bank the difference, or tick some option boxes.Z4 sDrive35i Roadster Price: from $116,900.Engine: three-litre twin-turbo direct-injection in-line six-cylinder.Power: 225kW @ 5800rpm.Torque: 400Nm between 1300 & 5000rpm.Transmission: six-speed manual or seven-speed automated double-clutch, rear-wheel drive with electronic differential lock.Performance: 0-100km/h 5.2 seconds (DCT 5.1), top speed 250km/h.Fuel consumption/capacity: 9.4 litres/100km (DCT 9), tank 55 litres.Emissions: 219g/km (DCT 210)Rivals:Mercedes-Benz SLK 350 convertible, from $115,637.Audi TT S convertible, from $96,900.Porsche Boxster, from $114,800. 

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

Built to take on the latest Porsche Boxster and a host of other quality topless Europeans, the Z4 - launched today in Spain - finally gets the muscle that its body deserves.Bigger, beefier and subjectively beautiful, it also gets 225kW of bi-turbo 3-litre performance and a dual-clutch gearbox borrowed from the 335i models. And that's just for starters.Arriving in Australia in May, the Z4 comes only - at least officially - as a retractable alloy-panelled convertible. To prevent confusion with its other rag-top models, BMW now calls this latest Z4 a Roadster.The three model Z4 range - sDrive23i, sDrive30i and sDrive35i - has a choice of three engines - 2.5 and 3.0 from the previous Z4 and the bi-turbo 3.0 - and three transmissions that comprise six-speed manual and automatics and the seven-speed dual-clutch box that is optional only on the sDrive35i.Pricing jumps $8000 for the entry-level sDrive23i - despite its numbers, it's actually a 150kW/250Nm 2.5-litre six - which will enter Australia at $86,200 as a six-speed manual and $89,500 as the auto. This replaces the Z4 2.5si that was $78,200 manual and $80,800 as an auto.Step up to the 190kW/310Nm sDrive30i at $98,100 - $101,400 - compared with the outgoing 3.0si at $91,400/$94,000 - and the 225kW.400Nm sDrive35i at $116,900 as a manual and $120,400 with the dual-clutch box.Though some buyers see the new Z4 as lining up against the Boxster, BMW sees it differently. It compares the 23i roadster with the Mercedes SLK200K, Audi TT 2.0 Roadster and the Alfa Romeo Spider 2.2.The 30i challenges the Alfa Spider 3.2 V6, Audi TT 3.2 V6 and the Boxster. Here, up against the Porsche, BMW figures show its Z4 is quicker - 0-100km/h in 5.8 seconds compared with Porsche at 6.1 - and on par for fuel economy despited weighing 115kg more and having a 300cc bigger engine.Up against the Porsche Boxster S, the Z4 35i is quicker to 100km/h by 0.2sec at 5.2, and more frugal at 9.8 litres/100km compared with the 10.6 l/100km.However, data provided by BMW Australia for the comparisons appear to be based on the previous Porsche model. Porsche updated its Boxster range in January with its dual-clutch PDK transmission, direct petrol injection and weight reductions.BMW says the Z4's two-piece aluminium folding roof erects or collapses in 20 seconds and stores within the boot.The bigger body of the Z4 compared with its predecessor allows more cabin and boot space, though the intervention of the roof panels into the snub tail of the Z4 more than halves luggage capacity from 310 litres to 180 litres. However, there is an optional kit that creates a luggage hatch from boot to cabin to take a golf bag.DrivingTwo turbochargers acting on six cylinders in a two-seater body. You could virtually relay the driving feel of BMW's new Z4 on the data alone.Or perhaps not. For though BMW unashamedly takes on Mercedes-Benz and Porsche two-seat roadsters, it is clearly doing it on its own terms.Hunting the thousands of hills outside of Alicante in Spain in a bi-turbo Z4 - the top of the three model range that comes to Australian showrooms in May - shows that the company has strived to get its 225kW engine to be all things to all drivers in a chassis that, also, has to be sporty yet comfortable. Then it must be safe, fuel efficient and roomy - all nearly impossible targets yet BMW comes very close to pulling it off.In Spain yesterday, BMW handed out the keys only to its sDrive35i - the convoluted name for the 3-litre bi-turbo version - with its seven-speed dual-clutch transmission. None of the other two, more lowly-specced Z4s were offered for a test drive.It is clearly a good thing. Quite beautiful in the metal and bigger than pictures relay, it sits low and wide and not to distant in appearance to the company's more lavish - perhaps more excessive - 6-Series.The 35i has been tuned for the owner who likes the gutteral sound of six cylinders being urged along by two turbochargers. Even with the metal roof engaged, the sound is musical and under the command of the accelerator pedal, runs through the scales from gentle thrum to a spine-chilling scream that is interrupted by an aggressive bark on the downshifts.Take the roof down and its all the same, just louder.The beauty of the bi-turbo engine is its breadth of power and torque delivery. It can rumble along in low revs and yet recover quickly to make gear upchanges and downchanges seemingly unnecessary. That makes it easy to drive but difficult to pick a sweet spot. That's not a complaint, just a fact.The appearance of the Z4 is low and wide and certainly that's confirmed once inthe driver's seat. The cabin is surprisingly spacious, has a goodly range of storage spaces and the light-coloured plastics and fabrics - together with expansive glass - make it bright and airy. And that's with the roof up, so it's a welcome cabin for a convertible.The dual-clutch box drives through BMW's now ubiqitous PlayStation gear toggle in concert with double-action steering wheel paddles for the manual mode. Like the Porsche PDK paddles, it's not the best system and certainly doesn't enhance manual gearshifting. The gearlever action, however, is spot on.BMW offer three gearshift modes - standard, sport and sport plus - with the last two also sharpening up the response of the steering, accelerator and suspension systems. Sport gives a little bit of leeway before calling in the electronic stability and traction control nannies, while Sport Plus lets it all rip by disengaging everything. My preference was Sport. The standard mode has a bit of lag in its changes while flicking gthe console button to Sport and using the gearbox manually just makes it a bit more fun and slightly more engaging.The standard mode will excite most owners. Sport will make the passenger pay attention while Sport Plus is simply too wild for the street unless in trained hands.And here's the thing - this car has an engine that will put most of its rivals to shame and the Z4 35i clearly has the performance to awake any jaded soul. But the whole package is wrapped in cotton wool. You can push this car hard - very, very hard - and it will scare you so much your teeth will sweat. But it's held together by sophisticated electronics that are working overtime to keep the car on the road and its increasingly over-confident driver as safe as possible.These electronics create something akin to an artificial driving experience. The rawness of the car is polished out and in its place is a package that while a tad surreal, perfectly suits a broader range of drivers. People who love driving will love this car. People who don't get a thrill from sitting behind the wheel will love it because it's so easy to drive. Is this the perfect sports car.BMW has rid itself of the overly assisted Active steering system and in its place is a better feel that delivers the best of parking and high-speed manouevres. The wheel sits high on the dash predominantly because the driver sits so low. That ordinarily ruins visibility and BMW doesn't disappoint with a bonnet that stretches somewhere up front and an invisible tail behind.Parking aside, the driver may find the car a bit wide in some circumstances - I swallowed my heart about a hundred times through the tight twists of the Spanish mountain passes - but once familiar, will be in awe of its directional stability and comfort.Comfort in a sports car from BMW. Thanks to electronic dampers, the Z4 rarely puts its occupants in pain. The suspension monitors road surface changes and instantly adjusts. If the front wheel encounters a pothole, the damper valves open to reduce the thump and while doing that, tell the rear wheels that a bump in on its way.The seats are short on the cushion and that is normally a problem. However, it doesn't impair comfort and actually gives the driver a bit more space to move around in the seat.On sale - MayPrice: sDrive23i $86,200 manual, $89,500 auto; sDrive 30i $98,100 manual, $101,400 auto; sDrive 35i $116,900 manual, $120,400 dual-clutchEngines: Six-cylinder inline with variable-valve timing and lift, 2.5-litre, 3-litre and 3-litre bi-turboOutputs: 150kW @ 6400rpm - 23i, 190kW @ 6600RPM - 30i, 225kW @ 5800rpm, 35iEconomy: 9.2 l/100km, 23i and 30i, 9.8 l/100km, 35i manualPerformance: 0-100km/h - 6.6sec, 23i, 5.8sec, 30i, 5.2sec, 35iTransmissions: 6-speed manual or auto, seven-speed dual clutch, rear drive

Step into the BMW Z4 Roadster and you are immediately enveloped in a cabin of sporty exclusivity.Long bonnet, long wheelbase, short overhangs, the BMW Z4 Roadster has classic roadster proportions, but combines muscle with a style that's all its own.It all adds up to a roadster that's as thrilling to look at as it is to drive.The good thing about the Z4 is that it is not just a boy toy.From a girl's point of view, the BMW Z4 is just as much a head turner, if not more, when there is a woman behind the wheel.It is the kind of car you want to rev at the lights, because you can.It is the kind of car you want to pull up right in front of an exclusive restaurant and parallel park.It is the kind of car you wish was in your driveway every morning when you walked out.The standard sports seats feature sculpted side bolsters for optimum support in fast cornering.The centre console, sports steering wheel and instruments form a harmonious ensemble. And the variety of fascia trim options gives the interior even more individuality.With its fully automatic remote control roof, the BMW Z4 Roadster will open up on command.Just press the button and the roof folds in less than 10 seconds, leaving not even a tonneau cover to spoil the aesthetic appeal.With the roof up, the variable soft-top box means even more space for your luggage, while the scratchproof mineral glass ensures you get a clear view of the cars you've left behind.The six-cylinder Z4 Roadster models deliver efficient and powerful performance.The 195kW 3.0si accelerates from 0 to 100km/h in a mere 5.7 seconds, with the 2.5-litre version not far behind, reaching the 100km/h mark in 6.5 seconds.Even more impressive is the effortless smoothness with which these aluminium/magnesium engines deliver their power.Less weight means more agility. That's why the BMW Z4 uses lightweight components for its suspension.The aluminium front suspension and five-link rear suspension guarantee sporty handling.The roll bars, springs and dampers are ideally matched to the engine and transmission.And the wide track, long wheelbase, low centre of gravity and 50:50 weight distribution ensure perfect balance at all times.

It borrows nothing from the limited-run Z3 series M Coupe, which aimed at a narrow but discerning audience and was a wild, tail-happy blast to drive.When it came out in 1998, it was a ballistic little bread van-style unit cranking out 236kW of power and 350Nm for $137,000 new. The Z4 M coupe arrives for $127,500 with a completely fresh look some are interpreting as a modern-day version of Jaguar's E-Type.That may be so in the eyes of some, but this BMW has one gene unique to the species — the power of M division. There is not much that is subtle about the piping-hot Z4 hardtop, which produces 252kW from the screaming 3.2-litre M-tuned inline motor. Everything it does is edgy, loud and proud.It is a boombox on wheels, with an unrelenting soundtrack that fills the air like a heavy metal rock concert at full volume. This M baby barks big time, the quad tailpipes giving off their sinister beat at the blip of the throttle.You need to give the go pedal a decent shove to awaken the two-seater, and from there, its ballistic sounds turn into ballistic moves.Grip the meaty, three-spoke steering wheel; grab second, third, bang it into fourth, and you'll be guaranteed a thrill in less than 60 seconds. Pluck fifth and sixth only if you want to dawdle around.The clutch is fairly heavy and will give your left calf muscle a decent work-out in traffic. It is also measured for an early take-up so you can blast away with little delay.Balancing the take-up point and your throttle delivery is a fine art and one which, when applied precisely, rewards the driver.Gear changes on this model were a little imprecise, occasionally fumbling between third and fifth.The brakes are huge and can cop a hammering with the pedal feel firm, but with enough modulation that you can wash speed off gently and safely. On a drive involving city roads and highways for a week, the Zed blaster gulped about 12L/100km but that was being fairly kind to the equipment and sticking within socially acceptable speeds.It is a tough car and requires a firm hand at the controls. There are no compromises. It would be out of place down “poseur street”, where soft-style, fashion-accessory cars park. This is a carnivore on steroids. It rides like a rock, banging and crashing and walloping. Lack of suspension travel will do that.It is not as at home on the impure roads of Australia as it is on a nice smooth racetrack. That's its environment to a tee. The Z4 M coupe is essentially a competition car that just happens to be able to be cop a rego sticker on the window.Switching off DSC frees up the ability for the rear to wave its tail but it doesn't want to let go altogether. It can be controlled on the throttle. Point-to-point it is devilishly quick with pin-sharp steering. It doesn't promise to deliver a balance of serenity and aggression on demand. There is one mode for this BMW: hard and fast.

For every equivalent to "Phwoar, that's all right," there was a "****, that's horrible!"You can groove on the Z4's endless bonnet and plethora of planes and creases. Or, like me, you can find the construct vaguely nauseating.In which case, the 3.0si model really does deliver on its looks. If ever there was a single case against BMW's fitment of runflat tyres to almost all its models, here it be.Picture the reaction of a big cockroach when narrowly missed by a tightly furled and vigorously wielded newspaper. This image came to mind when driving, with no particular intent or enthusiasm, on one of western Sydney's standard, coarse-chip roads.When not tramlining along ruts in a way that any less stiff sidewalls wouldn't, the 3.0si skittered and skipped at the merest patchwork. That Lotus Europa S we featured a fortnight ago was more forgiving.And the latter is a mildly constrained version of Lotus's road warriors, not an allegedly luxury coupe.Given that the fat majority of 3.0si models are bought by soft cogs who stipulate the automatic transmission — rather than the notchy, short throw manual of our car — Bimmer is missing its market by the width of its rubber.Of course, you could always emulate several BMW owners we know of — rip off the runflats and replace 'em with conventional low-profile tyres. If you have a serious flat any distance from the metropolis at least you'll have a chance of replacing it locally and at perhaps half the cost.And unless your daily drive is over the beaut blacktops of rural Tasmania, you'll find the going much less maddening.Such a street legal modification might even enhance the anodyne electro-mechanical rack and pinion steering, which is not a patch on the hydraulic set up afforded the hot Z4 M (which eschews runflats, incidentally).While pushing the Sport button sharpens throttle response, somehow it also serves to further denude the wheel of feel, dissipating the fun factor of a nicely balanced rear-wheel-drive coupe.Buzzing about results in more within. Not for the first time in one of BMW's US-built sporters we've had cause to suspect fit and finish. There may be only a bit of clicking and vibration, but there's too much of it too often for anything like this money.To continue in that universal language, if you can't find the means — or the will — to live with the uncompromised M version, save heaps and buy a Nissan 350Z. If that's too common, look at Mazda's high-revving rotary RX-8.Of course, what neither of these have is BMW's superb 3-litre inline six, with 195kW/315Nm that can be enjoyed to its utmost in the 1320kg 3.0si.Strapped in with your rear end somewhere near the rear axle, trying to stir the 3.0si to its claimed 5.7second 0-100km/h sprint time is a sure-fire smile.If all-round vision is more restricted than even the aforementioned Lotus, it's no chore to clamber in and out of the Z4's cockpit. Nor, when opening the doors, do you risk disabling bystanders on the other side of the street, a la Alfa's Brera.The 3.0si's dash design and instrument cluster is lean, clean and easy to read with the sat-nav unafflicted by i-Drive. Bold aluminium accents and beige leather are tasteful contrasts to the particular shade of metallic grey that's the most pleasing of BMW's current hues.These are aesthetic points upon which even observers polarised by the Z4's shape can agree. Just as they would likely arrive at the same verdict after driving it home.

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.