Aggressively groomed with cool looks and meaty six-pot performance with decent comfort, new Z4 now at amiable price
There is something very masculine about the all-new Z4 roadster from
BMW, unlike its opinion-dividing predecessor that drew much controversy
with the quirky lines seen in most other BMWs over the past decade.
The first thing Motoring noted in the second-generation Z4 during
the car’s presentation in Spain last week was how much better it looks
now than before, judging from the far more dynamic stance evident
especially on the front end.
Once again, it appears that Munich’s luxury car maker is back on
track with handsome-looking cars, particularly those which need to
attract punters with heavy wallets bored with everyday saloons and SUVs.
And for the first time for a BMW two-seater, the Z4 gets a new
folding hardtop to bring the two worlds of motoring together, forming a
single replacement for the outgoing Coupe’ and Roadster models.
Actually, the people in Bavaria are now following the highly
successful Mercedes-Benz SLK with such an approach leaving behind the
Audi TT, Nissan 370Z and Porsche Cayman/Boxster with the traditional
combination of fixed metal and canvas-top roofs to choose from.
And don’t be misled that the new Z4 is designed by a bunch of car
enthusiasts with wrenches in their hands. It is, in fact, sculpted
inside and out mainly by budding women designers, who were introduced
to the international media at the driving trials.
This clearly shows that females are equally capable as their male
counterparts when it comes to things that require creativity rather
than mere physical strength.
And the decision by BMW to forego the need for a rigid coupe’ body
meant merely appeal to hard-core drivers clearly shows that potential
customers of open-top cars are not as demanding as before and, instead,
prefer some degree of practicality for their showy cars.
But to ensure that driving appeal is still maintained in the Z4, BMW
has worked hard in making the two-piece tin-top as uncompromising as
possible. And judging from the cars the media drove, BMW’s goal seems
laudable when it comes to aspects such as how rigid the car is and how
neatly the roof is stowed into the boot.
Like in the SLK, there’s an inevitable loss in cargo space, although
BMW has compensated this with some usable storage area behind the front
seats along with a flappable gap between the front seats to take long
objects on board.
What has been improved though in the Z4 is cabin space for the
occupants, thanks to significantly larger dimensions in nearly all
aspects. This has been a strong point of the SLK over rivals in this
class.
And while the Z4 is now a cool car to look at, it is also improved
inside in aesthetic terms. The simplicity of the cabin design remains,
including the classic circular dials on the centre dash regulating the
air-con, but there is now a higher sense of perceived quality that’s
necessary in cars of this class, where rival models like the Audi and
Porsche have always excelled.
Like Chris Bangle, whose influence is fading away from BMW’s design
studio, the rigid-looking, shelf-like fascias are also disappearing in
favour of driving-oriented ones that have been hallmarks of the brand
in the past.
This effectively gives the Z4’s driving position a more cocooning
effect than before to once again make BMW’s roadster a true driver’s
car, although not 100% could be said about how the car drives on the
move.
Of course, the six-cylinder engines and a host of new technologies
should make the Z4 a pleasure to the drive when compared to the
3-series Coupe’ and others in the same league. But like before, the Z4
feels more of a refined cruiser rather than a lithe sports car like the
Cayman/Boxster.
That’s partly because of, according to BMW, market research that
revealed that the Z4 should offer some driving comfort rather than
sheer driving pleasure, a slogan BMW has always proudly promoted in its
cars.
The first thing you’ll note about the Z4 when driving is that vast
bonnet in front of you, a la classic roadster. And despite BMW’s
reputation of building cars with a virtually equal front/rear weight
distribution, the 1.5-tonne Z4 doesn’t feel that light as how a
two-seater would suggest.
But the Z4 handles tidily under most circumstances in the
traditional way with a prodigious grip that rarely allows the car to
run wide in corners by neatly tucking in the front end the sharper
roads turn.
Power enthusiastically out of a corner and you’ll be able to detect
how keenly the rear end wants to kick its boot out when it can’t due to
chassis electronics reigning in. Car aficionados need not fret: like in
the M3, there’s a three-stage stability control that can be totally
disengaged for oversteer antics.
The so-called dynamic drive control too has merits in terms of
driving engagement, despite the numb electric steering that has been
carried over. Maybe not feel, but more of responsiveness that’s also
applied to the throttle and transmission (in models fitted with
automatics).
Crucially, the system also varies levels of ride comfort, although
it must be said that the general suspension setup seems to lean on the
pampering side. What should really be more detrimental to the Z4’s ride
is the choice of wheels and tyres, the fanciest being 19-inchers that
just about cope with the worst bits of Spain’s decent road surfaces.
What makes up for the slightly unexciting driving manners is the
306hp twin-turbocharged 3.0-litre inline-six engine and seven-speed
dual-clutch automatic gearbox, the only drivetrain option available to
choose during the trials.
It’s a deserving combination, providing plenty of low-rev action
from just 1,300rpm, quick gear-shifting similar to ‘boxes of other
brands like Porsche, and a nice soundtrack when pushed hard.
But the one important aspect where the Z4 (in sDrive35i form) does
better than in the comparable models of its rivals is low-speed
tractability and mid-range punch. You can swiftly drive around the
near-empty mountain roads of Spain needing no more 3,000 revs. Go
higher and take it to the limits, it is like racing on a track with
sudden bursts of power and big bangs on the powerful brakes.
There are also less powerful, normally-aspirated sixes but without
the brilliant, so-called M-DCT gearbox that is replaced with the normal
six-speed torque-converter auto type. Understandably, the Z4’s chassis
should comfortably tame the 30i and 23i models.
Because of the tiered convoluted tax system, the 35i would cost over
B7m in Thailand, although it will still be more attractive than the
B7.5m Boxster/Cayman in 240/245hp baseline forms.
BMW is more concerned about the Merc SLK200K, which comes with an
entry-level 184hp supercharged 1.8-litre four-cylinder costing B4.5m.
This explains why BMW has been "forced" to price the Z4 23i similarly
at B4.599m and is hinting that a four-cylinder Z4 is not coming to
Thailand even if it will be made for Europe (which is not, yet).
A higher performing Z4 M version is also not clear yet, even though
the last two Z4s got one each for both the coupe’ and roadster bodies.
Sources say a hotter Z4 would only be considered if the figures add up
(three cheers for the 332hp 370Z, 340hp TT RS and 350hp SLK55 AMG).
But in a country like Thailand where image matters more than serious
performance – although the latter aspect can still sell cars – the Z4
in 23i form seems to work. What the Bimmer now has to match over the
SLK is coupe’/roadster look and new-found level of driving comfort.
Things for the Z4 to boast over its opponent are looks (that is
distinctive in another way), a tad more performance (if you’d ever be
concerned) and higher kit (to make up for the B99,000k premium). Oh,
and it’s fractionally cheaper than the TT by less than B100k, too.
Now that’s what you call competition – in the high-end of B5m posh cars.
