Z4 RETURNS WITH A PUNCH
BMW’s sole roadster has been substantially improved making it a decent alternative to the Porsche 718 Boxster in M40i trim
There were many things to like about BMW’s last Z4 for it had a pleasingly laid- back profile and shark- eyed face. Best of all, it provided an opentop driving experience for just two. A classic roadster, to sum things up.
However, there were some downsides. And some serious ones, like a retractable hardtop that hopelessly compromised on boot space and an excessively long snout which took away some driving agility.
Which was why BMW wasted no time in attempting to rectify these problems with the all-new model, driven here for the first time after having made its world premiere in the US a few months ago.
The biggest change carried out in the G29coded Z4 is the switch from the E89 predecessor’s folding tin-top to the classic soft-top, which not only saves weight but foregoes all the spaceeating complex components of its opposing type.
And the best part in the new Z4 is that the cargo area has been totally unaffected by the presence of the new roof, even when tucked away on a sunny day. Don’t be surprised to see today’s 4 Series Convertible being the last Bimmer to use a metal-folding roof, although this hasn’t been confirmed yet for the all-new model due by the decade’s end.
The other major fixation employed in the Z4 is the curtailed bonnet which has resulted in a 2,470mm-long wheelbase that’s 25mm shorter than before, although the overall length of 4,324mm is up by nearly 100mm.
There’s a better sense of proportion in the Z4 now made better by its width that has grown by just over 50mm to 1,864mm. BMW’s only roadster looks both athletic and stylish without really losing much on the visual appeal of its forebear.
Go into details and it could be a mixed bag of likes and dislikes. Although the rear lamps and M-specific wheels look cool, the front lights lack the elegance of yore. And while it’s claimed that the new mesh-style vents up front is a fresh take on the brand’s kidney-grille, we found it a bit stale. Of course, a radiator cover is there for some purpose, but it lacks the classy appeal of BMW’s usual design.
Jump into the cabin, though, and there’s much to like about it. The overall build quality is wonderfully solid, the materials feel properly upmarket and all the latest in BMW’s digital stuff is there like those for the instrument panel and infotainment display. The seats, too, offer good levels of support and comfort.
BMW’s claims of improved rigidity can also be felt on the move. There’s virtually no scuttle shake when driving roof-up and external noise suppression is highly commendable by standards of roadsters. After some time skimming through the rural parts of Portugal, you could easily mistake the Z4 as a normal coupe.
Our test car came in newly-appointed M40i guise from BMW’s M Performance division running 340hp 3.0-litre inline-six engine (and effectively replacing the outgoing 35is).
It’s billed as the range-topping model because a full-on M variant is allegedly not in the pipeline, although lesser variants powered by 258hp and 197hp 2.0-litre turbocharged fours have been confirmed by BMW for the 30i and 20i respectively.
Even so, the M40i is a nice fit in the Z4 for it offers plenty of power for the enthusiast. Switch the de rigueur drive mode selector to Sport and the exhaust makes some popping noises. After many years of oblivion, BMW is finally giving its latest performance cars some aural thrills.
Because the front end is now shorter, the Z4 is once and for all agile to drive. You know exactly where each corner of the nose is on the road and the car tackles corners with ease. Initially, the (fat-to-hold) steering may feel a little slow upon turn-in but displays enough precision once you build up pace from the sumptuously powered turbo sixer.
There’s a good chance that the 20i and 30i should handle with more litheness due to a less heavy front end, but we didn’t get a chance to sample either of them yet.
Then there’s the ride. At hardly any point did the Z4 prove to be uncomfortable. In fact, bump absorption is sufficient and the noise generated by the low-profile tyres isn’t that much.
Overall, the fine chassis-tuning and stiff body makes the Z4 a roadster a force to be reckoned with. For the first time, it comes very close to the Porsche 718 Boxster for composure, if not exactly for sheer driving pleasure. An Audi TT Roadster or the soon-to-die Mercedes-Benz SLC isn’t probably a match for the Z4 here.
OK, it might not sound fair to bring the Mazda MX-5 into perspective here since it has been developed with lightweight and cost-effectiveness in mind. But for a million baht more or so, the Z4 is light years ahead in terms of solidity, refinement, quality and road manners.
Taking the current market into consideration, the Z4 should cost around 4 million baht in entry-level form when Thai sales before mid2019. Sure, the 20i is probably all you need, but BMW Thailand is planning official sales of the M40i for around 2 million baht more.
What BMW has created here is a roadster that’s been vastly improved over the previous generation. It shows, explaining why Toyota is the using this platform for its pending Supra coupe. And due to an agreement, the Z4 is said to come only in roadster form.
Even so, Thai enthusiasts of the Z4 shouldn’t come away disappointed even if roof-down experience may be a rare occasion. In a nutshell, the Z4 is one of a thoroughly developed roadster of modern times.