THE VERDICT
Seasoned road tester and automotive video presenter, Ben Barry, delivers his verdict on our terrific trio…
When it comes to the crunch, the Z4 plays ‘odd man out’ here. Not that being different necessarily makes the BMW a bad car — it’s fair to say some buyers will undoubtedly prefer its less aggressive character, its dramatic design, a fabric roof snuffing out noise on the motorway (and opening or closing in just ten seconds) and an interior both well-built and well-appointed. Special praise too for the BMW’S infotainment system, which leads the pack in this test.
In terms of engines, the BMW’S twolitre unit pulls strongly through the range and has the measure of the Porsche when it comes to aural entertainment. If you crave and can afford more Bimmer for your buck, spec the silky three-litre turbo six and you’ve got an absolute peach of a motor.
The trade-off for the Z4’s broader overall skillset is reduced driver connection, highlighting by the dead spot at the top of the steering, an unshakeable sense of width and bulk, not to mention a chassis which unravels when you push it hard over a great road.
This is a larger, softer, less willing kind of roadster. That’d be easier to reconcile if the Z4’s ride quality was particularly plush, but, unfortunately, it’s got more patter than a Cockney market trader. It just never properly settles down. Placing the Z4 third overall is a straightforward decision.
The Boxster and F-TYPE are harder to split, in part because these rivals’ targets are more closely aligned. Both look sensational in the classic two-seat sports car tradition, both have highly driver-centric cabins instantly putting you in the mind for getting a shift on, and both have perfectly balanced chassis which delight in tearing up a British B-road like almost nothing else on sale. It’s a tough call.
Ultimately, the advantage swings depending on which engine you choose. Buy a new Boxster with a naturally aspirated flat-six and you’ve addressed a four-cylinder 718’s only real flaw and, in doing so, your new Porsche will have an unassailable lead over the F-TYPE P450 through glorious noise and performance unlocking the excellence of a midengined layout. It’s like a racer steadily pulling out three tenths of a second per lap — not a huge gap, especially given just how special the V8 feels, but impossible to catch. You might also fall for the 718’s super-slick manual gearbox (standard equipment), a treat denied by the BMW and Jaguar.
CRUNCH TIME
The pendulum swings in the opposite direction if you’ve got an entry-level F-TYPE or Boxster in your sights, primarily because the Boxster’s flat-four engine is so drearily uncharismatic, and feels so, well, flat below 2,400rpm, especially in the two-litre model seen here, which is forced to make do without the 718 Boxster S’s variable geometry turbocharger. The F-TYPE P300, by contrast, makes a virtue of its smaller capacity, not only reducing cost, but also dropping weight to the benefit of handling, propelling the F-TYPE along at impressively brisk pace. It makes a lovely fruity, ‘brappy’ sort of noise in the process, with only the mushier throttle response giving any cause for complaint.
The Boxster hits greater heights in its ultimate specification, but an F-TYPE has the greater consistency throughout the full breadth of its product range and makes the more compelling entry-level choice. It’s where I’d put my money. ●