Category: Affordable Sports 
Price Range: No data available
Conversation-piece looks, great engines, fine finish, solid feel, road-holding, well-engineered roadster hood, monstrous Z4 M
Looks aren't to everyone's liking, limited stowage space, hard ride in some versions
Intriguing-looking sports car that's a massive step up from the Z3, but keen drivers will still prefer the Porsche Boxster or Cayman.
The earlier Z4's electrically assisted steering was slow-witted and vague, but the latest models, launched summer 2006, are much improved. The steering is light and more responsive than before, with less of a disconcerting difference between its over-assistance at low speeds and its weighting-up at higher speeds.
With strong road-holding, superb close-ratio manual gearboxes, excellent front-rear weight balance and the engines' power, the Z4 can be a blast to drive, especially in M form (see separate Driving Impressions stories for more on these models). The clutch is altogether lighter and smoother in the 3.0si and the 2.5si, though. It makes for easier stop-start progress and is less wearing on the left leg over long distances.
The Z4 M roadster and coupe have the conventional hydraulically assisted steering and demand more physical input - as well as a more focused attitude. They're not for the faint-hearted, or those who enjoy just cruising around: they're aimed at those who want to drive all-out, all the time and, as such, are arguably less versatile than the comparable Porsche Boxster S and Cayman S. The Boxster and Cayman may be a little slower in a straight line, but they do have the more rewarding steering feel and general handling, and allow you to ease off as well.
The Z4 M adds the variable differential from the M3 CSL, which varies power to each wheel to give optimum cornering grip: it sticks on the road to a degree that you'd have to be fairly stupid to get it wrong, without lulling you into any false sense of security. It nonetheless needs to be treated with a certain respect. The M also adds the CSL's braking set-up and various suspension components, giving it a no-compromises race-car feel.
The latest 3.0-litre engine (265bhp) is superb. It's flexible, with tons of mid-range strength and, for most road driving, nearly as quick as the high-revving 343bhp Z4 M, with its higher-peaking power and torque. Both engines sound fantastic, too, with evocative exhaust notes and appropriate racing-car noises when you lift off the throttle. With the coupe body-style, the 3.0si delivers 155mph (limited) and 0-60mph in 5.7 seconds; the Z4 M Coupe does the 0-60mph dash in five seconds.
Yet the Z4 3.0si Coupe actually feels, in real-life conditions, hardly any slower than the Z4 M. It develops its peak torque of 232lb-ft at a low-down 2,750rpm, giving tons of pulling power low- and mid-range, whereas the Z4 M's 269lb-ft doesn't come into its own until 4,900 rpm: for most overtaking manoeuvres, or simply storming on down an empty country road, there's very little in it. And while the Z4 M has nearly 80bhp more, that doesn't peak until 7,900rpm - fair play on a track, but the 3.0si's 6,600rpm peak is more like it for road driving, unless you're prepared to seriously assault your eardrums on a regular basis.
Smaller engines will not be offered in the Coupe, but there are also the 2.0i and 2.5-litre roadsters. The 2.5si is no cheapo option, either: it can do 0-60mph in a very respectable 6.5 seconds, and its six-cylinder engine is as flexible and strong as the other 3.0-litre and larger BMW units. It's relaxed and smooth at high speeds, and is capable of 149mph on the autobahn. We've not driven the four-cylinder 2.0 yet, but with a six-speed manual gearbox, a 137mph top speed and 8.2 second 0-60 time, it's certainly not going to be deadly slow either.
