BMW Z4

Traditionally, BMW makes some of the smoothest straight-sixes in the world.

So, when BMW announced its latest roadster would debut with either a 2.5-liter or 3.0-liter version, nixing the inline-four strategy of the first BMW Z3, we knew history was on the BMW Z4’s side.

The 3.0-liter inline-six powering the BMW Z4 is a torque-rich, easy-revving stalwart put to use across BMW’s U.S. line, save Z8 and 7 Series. This particular application knocks out 225 hp and 214 lb-ft, launching the car from 0 to 60 mph in 5.88 seconds, just 0.14 second off the 250-hp Porsche Boxster S (AW, Oct. 23, 2000) and 0.17 second faster than the 2.8-liter BMW Z3. The quarter-mile was neck-and-neck, with the BMW Z4 checking in at 98.3 mph in 14.38 seconds, a quarter-second faster than its predecessor; the Boxster S went a bit faster at 97.6 mph in 14.26 seconds. The Honda S2000 and Nissan 350Z also bettered the BMW Z4.

The BMW Boxster/Z4 debate will rage on, but Boxster-beater or not, “After test driving the BMW Z3, the BMW Z4 feels like the car BMW needed to build,” said one owner, whose two-year roadster shopping trip ended two months ago at a BMW dealership. His point: BMW earned his money because it built a Z3-beater.

As for acceleration, throttle response was, at first, a bit slow, possibly attributable to a heavy flywheel and/or electronic throttle programming. Sitting stationary with clutch down, our tester quickly floored the pedal but couldn’t motivate the tach past 1500 rpm by the time full throttle was achieved.

The throttle lag did not persist and launching became silk at 2000 rpm or lower – at 2500, wheels spin all the way to redline. We turned off traction and stability control for testing.

Our 20-to-40-mph and 40-to-60-mph times were both achieved in second gear covering 2000 to 4000 rpm and 4000 to 6000 rpm respectively, suggesting strong pull regardless of engine speed, thanks in part to BMW’s variable valve timing. The BMW Z4 edged out the Boxster S, S2000 and 350Z with a 46.4-mph slalom, but fell behind the 0.90 g posted by the Boxster S and S2000 on the skidpad.
The BMW Z4 shone under braking. The S2000 ate up 207 feet of road before reaching a dead stop from 80 mph and 116 feet of road from 60 mph. The Boxster S and 350Z needed 198 and 205 feet respectively to stop from 80 mph; 111 and 114 feet from 60 mph. The BMW Z4’s numbers spanked ‘em all from 80 mph, at 189 feet to stop, and the car squeaked past the Boxster S from 60 mph, at 110 feet. Its 27-foot stop from 30 mph also topped the lot. Much of that performance comes from the Bridgestone Potenzas fitting the 18-inch wheels.

Unlike braking, design proficiency isn’t quantified by a yardstick. One owner described the design as “hard to grasp.” A reader told us that, thanks to the droopy headlights, the BMW Z4 looks as if it’s about to cry when gazed upon via the rearview mirror. In all, 75 percent of owners questioned the styling at first, but with familiarity came affection.

The interior is appropriately Teutonic, cold yet accommodating. While some owners complimented Bimmer interior planners for providing plenty of stashing portals and room aft for golf bags, we were impressed with racer touches such as knee padding wrapped around the transmission tunnel. Thanks to steering wheel adjusters and well-bolstered, eight-way power seats, we could easily find the perfect driving position.

As for the price tag, not everyone can afford a BMW Z4, but some of those who could-whether picking the 3.0-liter or 2.5-liter version-let their pocketbooks make the decision between BMW and Porsche. Our test car came well stacked, optioned up nearly $4,000 thanks to a premium package, a/c and a specialty paint job.

Then again, the BMW Z4’s price is still at least 7K slimmer than a Boxster S, but we’re not talking about a Boxster S, not now anyway. Let the debate continue.