BMW Z4 (E89)
Debut: 2009 |
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BMW maybe renowned for producing sports saloons, but until now it has yet to master the know-how of sports cars. No matter Z1, Z3 or Z4, none came close to the level of Mazda MX-5 or Porsche Boxster. The outgoing Z4 especially attracted a lot of criticisms – weird looks, lifeless steering, harsh ride from run-flat tires and a chassis favouring understeer. If it were Audi, it would have sorted these problems one by one in the next generations until perfect. However, this is BMW, a company rarely responds to criticisms and always keeps doing what it thinks right. It refused to admit defeat, so it simply changed the nature of Z4, turning it into a luxury-biased coupe-cabriolet like Mercedes SLK. Can it save the game ? The second generation Z4, codenamed E89, looks so familiar. There are detailed changes to its design, of course, but its roots cannot be more obvious. Like the old car, its proportion is so wrong, with a long long bonnet and a tiny tail. The small passenger compartment locates just in front of the rear axle, more like a 1936 Morgan than a modern sports car. The weird “Flame-surface” design theme continue to distort the body surfaces, creating tensions in the same way as a heavily bruised sardine tin. Chris Bangle or Adrian van Hooydonk makes no difference to the fate of this car.
Like the exterior, the chassis is an evolution of the outgoing car. Its basic format of FR, MacPheson strut and multi-link suspensions and electrical power steering remain intact. Though being 148 mm longer, its wheelbase is virtually unchanged at 2496 mm, while the body is only 9 mm wider. Electronics-wise, it gets adaptive damping (if you opt for “Adaptive M Sport” suspension) and a switchable control system called “Dynamic Drive Control”, which offers 3 modes (Sport, Normal and Comfort) to alter damping stiffness, throttle response, steering effort, stability control threshold and transmission mapping. However, the biggest change lies on the roof. In an attempt to lift showroom appeal, the BMW roadster follows Mercedes SLK to adopt a retractable metal roof, made of 2 aluminum panels and associated electrohydraulic mechanism. Press a button and the roof will rise from the boot in only 20 seconds. Now the Z4 provides all the noise insulation and chassis stiffness of a coupe, effectively eliminating the need to build Z4 Coupe, which was unfortunately the most lovely version in the past. Nevertheless, the retractable roof has its problems, too. When being stored, it eats 130 liters of luggage space, leaving only 180 liters. But even more problematic is the additional weight it brings, which lifts the car some 100 kilograms above its equivalent predecessor. You know, more weight leads to slower performance and poorer handling. We shall review its dynamic aspect later on.
Apart from the roof, the cabin is another area of vast improvement. While the basic architecture and the snug feel remain, the redesigned dashboard and console, taking inspiration from the late Z9 (nearly forget that car), looks more stylish. Materials are more expensive. New i-Drive becomes much more intuitive. As before, you sit low in the cockpit, near the rear axle and view forward across the long bonnet. Annoyingly, BMW names the versions of new Z4 as sDrive23i, sDrive30i and sDrive35i, in which "sDrive" represents rear-wheel drive (versus "xDrive" for 4WD) and the number refers to its confusing engine performance index. The sDrive23i is powered by the existing 2.5-liter Valvetronic magnesium crankcase straight-6 with 204 horsepower. Performance is 148 mph top speed and 0-60 mph takes 6.3 seconds with 6-speed manual gearbox. Alternatively you can opt for a 6-speed Steptronic automatic. sDrive30i employs the 3.0-liter version of the Valvetronic magnesium crankcase straight-6. Confusingly, its output drops back to 258 horsepower from the previous 265 hp. It will top a regulated 155 mph and sprint from 0-60 mph in 5.6 seconds, which is slower than the old car due to the extra weight. Transmissions are the same as the base engine.
sDrive35i is the new range topper. It uses the now familiar twin-turbo 3.0-liter direct-injection straight-6 with 306 horsepower and 295 lb-ft of torque. Mate with manual box it delivers 0-60 mph in 5.1 seconds and 30 mpg combined consumption. Like M3 and 335i coupe, it offers the new 7-speed DCT double-clutch gearbox as option, which reduces 0-60 mph by 0.1 second. All six-cylinder engines are now part of the “Efficient Dynamics” package, which include brake energy regeneration, on-demand coolant / oil pumps, electrical power steering and low rolling resistance tires to reduce fuel consumption and emission. On the Road The change of personality is instantly obvious on road. For the first time ever, the Z4 rides supplely on anything but the roughest. Its damping over primary ripples is especially improved, making it much less painful to travel on country roads. The stiffer chassis does not shake or squeak under cornering load, adding to the refined feel. If you opt for the DCT double-clutch gearbox, you will be amazed by its seamless gearshift, too. You can’t argue that BMW has the best six-cylinder engines in the world – smooth, refined and willing. They help making the new Z4 a good companion for motorway cruising.
However, when the road get twistier, you will find its chassis has lost the honesty of the old car. Its extra weight and refinement seem to add a thin layer of isolation between the man and machine. For example, prod the throttle, the engine does not respond as quickly as you would expect in a lightweight roadster. Push it into corner, it rolls more than a sports car should, while its nose runs wide more easily than you expect - understeer is still the family name of Z4. The electrical power steering is once again too slow (2.7 turns from lock to lock) and too numb. The long distance between the driver and the front wheels adds to the sense of isolation. In fact, a 3-Series saloon is probably more fun to drive than the Z4, which hurts. BMW has confirmed that there won’t be a M version to follow. It argued that a Z4 sDrive35i with DCT transmission and Adaptive M suspension is already capable enough to replace the old Z4 M. Price-wise, the £40,000 combination really leaves no space for the M car. Fun-wise, however, it will never fulfill that vacancy. |
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| The above report was last updated on 20 May 2009. All Rights Reserved. |
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 BMW Z4 |
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| Performance tested by: *C&D, **R&T |
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