BMW Z4 Interior Review
We put more than 450 miles on our Z4, including one hard six-hour drive, and felt nary a sore bone thanks to the excellent seats. We did a lot of hard cornering too, and appreciated the pad against the tunnel for that body-contact spot on the outside of the leg below the right knee. We wish there were a similar pad for the left knee against the door, but there's a good dead pedal for support.
The Z4 is a sports car, so there isn't much storage space. There's a decent-sized compartment between the seatbacks, which you can't safely access while you're driving because you need to either swivel in your seat or be double-jointed, but at least it's there. There are small door pockets, and also four tight nets for maps and papers, which require an option package to get. Coins and maybe a pen can be held in the scoop under the emergency brake handle, between the seats.
The aluminum spoke steering wheel is nice, an appropriate size for spirited cornering, and contains buttons for the sound system and optional cruise control. Our test 2.5i had leather with brushed aluminum trim in a darkish graphite shade and it looked clean. The matching silvery instrument needles are some of the most delicately shaped we've ever seen, teardrop stiletto splinters dancing up and down the faces of the speedometer and tachometer. The optional on-board computer provided information through a digital readout, your choice between temperature, fuel mileage or average speed since the last setting, or miles to empty. The latter is the only one that means much.
Our 2.5i had the optional Harman Kardon premium sound system with 10 speakers and two subwoofers, but we weren't impressed. Believe it or not we couldn't get it loud enough, and we'd like to think we're not extremists. We wanted to hear Bonnie Raitt rocking at 80 miles per hour with the top down, but she was overpowered by the noise of the wind. Maybe the $185 wind deflector is the answer, although we weren't particularly bothered by buffeting even with all the high-speed top-down driving we did.
The standard halogen low-beam headlights seemed shockingly dim, so we'd recommend getting the $700 bi-xenon headlamps.
BMW Z4 Road Test
The Z4 is a sensuous sports car, not a visceral one. It strokes you, responds to you. After five minutes on the open road, we knew it would be difficult to write this review without using the word "smooth" about 20 times. It's the ultimate smooth sports car. The 24-valve inline six-cylinder engine is bliss, crooning its way into your heart, and the five-speed gearbox is virtually idiot-proof, or maybe that should be jerk-proof, because that's what it never does. Meanwhile, the handling and brakes are typically (if not universally) BMW: almost flawless. At least for what the 2.5i is. It's not a racer's sports car.
But you can still race up to the brink of 30-mph turns at 80 mph, stand on the brakes and bang two downshifts from fourth to second gear, and feel like Juan Pablo Montoya. You do not blow those downshifts, because the gearbox, clutch, and heel-and-toe action is so smooth. No lurching, no snatching. The Z4 can make a great driver out of mediocre one.
The vented disc brakes, with ABS, front-rear proportioning and electronic brake assist, are typically BMW-brilliant, although we managed to get them to smell hot during one intense long downhill curving stretch; but they only smelled, they didn't fade. And unlike Mercedes' electronic brake-assist program, we didn't feel any interference despite our aggressive use.
BMW chassis engineers have made a real effort to get the Z4 to handle better than the Z3 it has replaced, especially in getting the rear end to stay stuck to the road, and they have succeeded. The Z4 grips in the corners like the Z3 never did. And even with the optional run-flat 17-inch tires, which have stiff sidewalls, it isn't twitchy over high-speed choppy undulating pavement.
The 2.5-liter engine makes a modest 184 horsepower, but it's good horsepower, ample as well as sweet. It's definitely not slow, and it sounds surprisingly great, with a built-in back-pressure deep burble at low rpm. It's got variable valve timing to make the most of its 175 pound-feet of torque, and redlines at a gentle 6500 rpm, with horsepower peaking at 6000. BMW's rev limiter is also the most sophisticated in the business, gently taking the power away when you hit it.
If you need more performance, the 3.0-liter delivers 225 horsepower, 214 pound-feet, and has a six-speed gearbox. BMW's acceleration claims are 0 to 60 in 7.1 seconds for the 2.5i, and in 5.9 seconds for the 3.0i, which is a big difference.
Changing gears with the manual was so easy and satisfying that we can't imagine wanting an automatic transmission, but the five-speed Steptronic with manual control is a good option. As for the high-tech Sequential Manual Gearbox, this is a gearbox for racers. We've tested an M3 with that gearbox, and found it interesting, aggressive, and fun but imperfect. We've also sampled one on a 6 Series coupe and didn't like it in that car. Make sure your fully try one out before opting for the SMG.
BMW Z4 Lineup
The Z4 Roadster can be had with two engines, both inline six-cylinders, offered in models called the 2.5i ($34,300) and 3.0i ($41,300). The 2.5i has a 2.5-liter engine that makes 184 horsepower and comes with a five-speed manual gearbox. The 3.0i is 3.0 liters, 225 horsepower, and uses a six-speed. The 2.5i gets 16-inch tires and the 3.0i 17-inchers. Both models are available with the five-speed automatic transmission with Steptronic manual mode ($1,275). Also available for the 3.0i is BMW's six-speed Sequential Manual Gearbox ($1,500), which is a manual transmission with no clutch pedal, controlled by electronics.
The base model 2.5i comes standard with cruise control, power windows and locks, a six-way power driver's seat, leatherette (vinyl) upholstery. But it's missing some options that many buyers choose in the Premium and Sport Packages. It's possible to option up a 2.5i model to the price of a 3.0i, which includes not only the bigger engine but leather upholstery, cruise control and a premium sound system.
Important standard features for both models include ABS, stability control, dynamic brake control and brake proportion control, traction control, run-flat tires, front and side airbags, and rain-sensing wipers; plus the usual convenience features including remote entry and a sound system with in-dash CD. The standard soft top with heated glass window is manual.
The Premium Package ($3,200) includes the fully automatic top, automatic climate control, eight-way power driver's seat with memory, the on-board computer, BMW Assist and small storage nets. Leather upholstery ($1,150) and a cloth and leather combination ($850) are available. The Sport Package ($1,300) includes 17-inch wheels, fog lights with heated mirrors, sport suspension and Dynamic Driving Control, activated by an "S" for Sport button, which quickens the throttle, steering and shifting of the automatic transmission. Similar packages for the 3.0i cost less because there's more standard equipment, primarily the leather and sound system.
Stand-alone options for the 2.5i include the eight-way power seats ($995), M sport seats ($450), heated seats ($500), automatic soft top ($750), fog lights ($260), Xenon headlights ($700), navigation system ($1,800), BMW Assist ($750) and the premium sound system ($875).
Additional accessories available from your BMW dealer include a hard top ($2,575), an aerodynamic kit with a serious-looking front air dam ($1,164); an ugly curvy rear spoiler ($220); wind deflector ($185); and two sets of wheels: handsome 20-spoke "turbo-blade" 17-inch wheels ($1,391), the same wheels that are in the 2.5i Sport Package; and an 18-inch set with five spokes, showing most of the brake rotors ($2,240).