However, apart from the odd supercar, perhaps, seldom has a new
sportster received so much ballyhoo – and notoriety, even – during its gestation
period than the this latest Z car. The principle reason, as most of you will probably
be aware, is the styling. It is the second of design chief Christopher Bangle’s
“flame surface” renderings to go into production: the first was the
almost universally disliked 7 Series. But the Z car is, well, better able to get
away with what is proving to be a radical styling approach. You will either love
or hate its looks.
The gunmetal grey test car certainly turned plenty of heads, and the number of
staff from CAR’s sister publications wanting to have a closer look and sit in
the Z4 was greater than usual, suggesting the hype was justified. But questioning
their motives, none were drawn because of the car’s anticipated performance and
dynamic capabilities. All were attracted because it was the latest BMW, therefore
it MUST be a “Wow!” car. Hmmm…
For sure, in certain lighting conditions you can see what Bangle’s styling theme
is about: the highlights and shadows, particularly along the flanks, create some
interesting effects. But there is no getting away from the huge front/snug cockpit/short
rump proportions carried over from the Z3. Full frontal and front-three-quarter
views suggest a wide and somewhat bulbous car: the “gabled” behind looks
short and pinched. Hardly the sexy proportions of the immortal Jaguar E-Type,
then.
Compared with its predecessor, the Z4’s interior is a vast improvement, though.
Importantly, it has more room, albeit without stepping deep into the spacious
category, which is a little disappointing given that the car was engineered from
a clean sheet of paper. However, our long-legged tester managed to get reasonably
comfortable behind the wheel (not possible in the Z3), so most people should find
a satisfactory driving position. One tester found that the seatbelt chafed his
neck a little, though.
The seats are upholstered in leather, are electrically adjusted (with three-position
memory for the driver’s), and have integral heaters. A steering wheel adjustable
for both rake and reach is a welcome feature, and there is a left-foot rest. But
the door armrest is hard and not comfortable to rest one’s knee against, and with
both hands at quarter-to-three on the wheel, there is no support for the left
arm: the floor console, with flush-mounted handbrake, is too low. Behind each
head restraint is a fixed roll hoop with an anti-draught mesh in the gap, which
can be complemented by a screen that attaches between the hoops to help provide,
with the powered windows up, a fairly buffet-free cabin when the hood is down.
Being BMW and being Bangle, the facia and its extension into the doors are very
“technical” in looks and feel, but “not a sportscar facia”
noted one tester. Instruments are housed in a small cowl. Column stalks protrude
surprising ly near to the wheel rim, and the lights switch is tucked close behind
the right-hand stalk, so the “auto on” lights function is appreciated.
Exacerbating this crowded set-up are the SMG shift paddles.
Sequential Manual Gearbox is BMW’s electro-hydraulic clutch-pedal-less transmission
that offers both fully automatic mode and manual gearshift operation. In normal
auto mode, the changes take place with a lurch – a common characteristic with
such transmissions – but Sport mode, activated by a button next to the console
selector, provides more enthusiastic and swifter-acting shift points, as well
as sharpening the steering’s responses. A slight “whump” can be felt
as each gear engages, which adds a sporty touch.
Sequential manual shift control of the six ratios can be done either by tapping
the floor console selector or using the F1-style paddles on the steering wheel.
A paddle sits above and behind each horizontal spoke and is really well shaped
for finger and thumb operation. Each paddle can up- and downshift: use a finger
to press the part of the paddle behind the spoke to change up, use the thumb to
depress the portion above the spoke to go down. As long as the wheel is not turned
past slightly less than a quarter turn, it is a fairly easy system to adjust to.
But the on-cost is only worth it if you really want it: our test team was unanimous
in preferring a conventional manual gearbox, citing the SMG as occasionally irritating
and actually dulling driving involvement.
For let there be no doubt, underneath that controversial skin lies an excellent
engine and chassis ready to be exploited. BMW’s six-cylinder motor’s strength
is legendary, with plenty of low and mid-range punch thanks, in part, to variable
valve timing. The test car was a 2,5i – identified by having black, rather than
the 3,0-litre’s chrome, vertical slats in the kidney grille – which has peak power
of 141 kW at 6 000 r/min and will rev to 6 500. Maximum torque is a healthy 245
N.m delivered at 3 500 r/min. SMG is probably not the ideal’box for extracting
ultimate performance, but we managed respectable figures of 8,18 seconds for the
0-100 km/h sprint, 28,69 seconds for the standing kilometre with a terminal speed
of 187,4 km/h, and an averaged top speed of 234 km/h. Incidentally, both speedo
and odo were more accurate than is usual.
Dynamically, the Z4 is impres-sive. Even with the hood down, there is hardly
any body flex, so it can be driven hard without qualms. Helping put the power
to the road is DSC (dynamic stability control), which is unobtrusive in operation
unless you get into a right old mess. The chassis is immensely stiff: twice
that of the Z3 and greater, even, than the class standard Porsche Boxster. Firm
but compliant suspension gets better the faster you go. The electrically assisted
steering is theoretically a tour de force – no assist at straightahead, helping
out progressively as lock is applied – but proves to be a bit lifeless. Turn-in
is sharp and accurate. The grippy Bridgestone 225/45 run-flat tyres on 17-inch
alloys follow every contour of the road, which is part of a sportscar’s character
but can be tiresome on long stretches of B road. Without a spare wheel, a run-flat
(ie low tyre pressure) indicator is provided. ABS brakes operating on ventilated
discs all round proved extremely powerful.
At the press of a button, the black hood lowers or rises in less than 15 seconds,
including the side windows. Erect, the top is not particularly elegant and creates
an over-the-shoulder blind spot. For winter driving with the top down, the effective
air-con can be dialled to provide hot air in all the right places to counter
the chill factor. Folded, some of the hood mechanism is left exposed but is
not unsightly.
A compartment in the boot that houses the folded hood can be cranked up when
the hood is erect to slightly increase the basic 208 dm3 boot space. Oddments
stowage in the cockpit is not particularly well catered for.
