The new Z4 arrives fulfilling the roles of several predecessors: the Coupe, the Convertible and the Z4 M.
The new model is a coupe-cabriolet in three power guises, and is an obvious evolution from the first-gen Z4. Drive Dynamic Control allows the drivers to select the dynamic, while the metal roof opens and closes in 20 seconds at the touch of a button.
So, is the new Zed all things to all men or a car that falls between several stools?
Market
Obvious competitors for the Z4 include the Audi TT and Mercedes SLK, though the Porsche Boxster is likely to be in the sights too.
2008 saw a stiff fall in sales for such sports cars and 2009 is unlikely to be much better. BMW will hope to sell around 2,000 models a year from launch, though the German production facility at Regensburg will allow the company to react to demand quickly.
BMW is sticking to its famous six-cylinder petrol engine offerings, and other fuel options seem unlikely.
Space, styling and practicality
In its second iteration, the Z4 is a coupe-cabriolet, whether you like it or not. BMW says this is what consumers are asking for, and the additional size and weight take the Z4 into SLK territory.
It's also suggested that a more mature, less resolutely masculine demographic may be what BMW is seeking.
As if to confirm those suspicions, press material for the Z4 shows a sketch of the Z4's boot next two bags of golf clubs. Incidentally, while the boot may be a decent 310 in coupe mode, that reduces significantly to 180 with the roof down.
Additionally, you can't open or close the roof at any speed, and to lower it you need to make sure the boot's screen is pulled across. Neither of these facts makes the Z4 a particularly practical CC, although the latter is common on coupe-cabs.
BMW purists are apparently dismayed at this development, fearing that the added weight may dull the pure driving thrills of the previous model, but the company may be looking at a new niche below the Z4 to introduce a new model for just that purpose. Additionally, BMW says the metal roof adds only 30kg to the kerb weight.
Looks-wise, the new Zed is an obvious evolution from the previous model, but it looks a little squatter and wider and its flaming isn't quite so OTT. I think this moves it more in-line with the rest of BMW's model range, though the fact that it looks less ridiculous is a source of some disappointment to me.
The first-gen Z4's overblown retro styling, Cyrano de Bergerac nose included, was a big part of its character. The new model looks more naturally balanced to incorporate the folding roof, but it's not as individual as its predecessors.
Inside there's plenty of space for two, and the 35i's interior is classy and almost luxurious. Bucket seats surround you, but there's plenty leg- and shoulder-room.
With the roof up the Z4 is as quiet as its Coupe predecessor, but even with the roof down - assuming the windows are up - it's relatively calm.
Look out to the front of the bonnet and it seemed a long way away. You are, the seating position is above the rear axle.
There's leather, soft-touch plastics and wood trim everywhere, plus plenty of gadgetry.
The dash supplies you with all the info you could want to know, and a flip-up screen displays navigation and multimedia stuff.
On the hefty transmission tunnel, there's also a shifter, parking brake - there's no handbrake - driving settings controls and roof controls.
I plumped for manual models, but there's a semi-auto box with rocker switches too, which seemed unnecessarily complicated to me.
iDrive makes an appearance, but the reality is - like any new technology - if you spend ten minutes getting to grips with it's fairly intuitive.
Equipment
The entry-level 23i has a huge raft of standard kit, including alloys, Drive Dynamic Control, Dynamic Stability Control (including most active safety kit imaginable), follow-me-home lights, rollover protection, run-flat tyres, air con, CD player with MP3 capability and aux input and onboard computer.
Step up to the 30i and there's leather interior and rain sensor.
At the range-topping 35i there's bigger alloys and interior and exterior styling tweaks. The interior at this level is quite superb.
Engines and transmission
The 204bhp 2.5-litre 23i develops 184lb-ft from 2750rpm and sprints to 62mph in 6.6 seconds.
It returns 33.2mpg and emits 199g/km, thanks to its EfficientDynamics fuel-saving technology, though my test model returned closer to 27mpg, albeit under some pretty harsh driving.
The 30i is powered by a 258bhp 3.0-litre that hits 62mph in 5.8 seconds and returns 33.2mpg.
The 35i's twin-turbo 306bhp 3.0-litre hits 0-62mph in 5.2 seconds with the six-speed manual or 5.1 seconds with the double-clutch box. The wave of torque arrives at 1300rpm and doesn't dissipate until 5000rpm, courtesy of 305lb-ft of torque.
Combined economy is 30.1mpg and CO2 emissions of 219g/km, so although running costs may not cheap they'll be nowhere near as punitive as you might expect from a 300bhp sports car.
The six-speed manual feels slick and there's a short throw for fast shifting. In the pursuit of pleasure, rather than the need to return a more comprehensive road test I chose manuals in the 23i and 35i.
The manual box is standard on all three cars, though a six-speed Sport Automatic transmission featuring gear change paddles on the steering wheel is available on 23i and 30i. A seven-speed Double Clutch Transmission can be specified on the 35i.
I actually preferred the unblown straight six 23i with 204bhp to the more powerful twin-turbo 35i. I don't kid myself that I'm that sensitive to weight differences - over 100kg in this instance - but the 23i felt more engaging to drive.
Drive settings
Drive Dynamic Control allows the driver to select dynamics based on road conditions and required driver thrills. Adaptive M suspension tweaks things further by firming up the ride through the settings.
Normal mode is so cosseting you might as well have a German engineer stroking your forehead and telling you everything's going to be OK.
In the event that you should find yourself driving down to the supermarket or on a long motorway haul it's comfortable and sedentary, but I doubt many will buy the Z4 for its calming drive.
Steering and throttle feel like they're operating through wool, and I almost stalled the 23i in first gear as the revs were so distant.
The Normal mode makes more sense at motorway speeds, where its a supple but comfortable ride, soaking up the potholes of Northern A and B roads comfortably.
Sport noticeably changes the dynamic: the steering feels much more immediate and the burbling of the straight six is immediately more apparent. Touch the gas and the difference is obvious straight away.
BMW says the previous Z4's default ride was comparable to the Sport mode.
Sport+ doesn't do much for driving unless you're willing to throw yourself into corners with abandon. Unless you're determined to get the Z4 powersliding around corners, Sport should be fine for most.
Driven hard and without roof or in Sport+, the 35i shows a slight tendency to throw its back out, and any juddery roads unsettle the Z4 further.
There is a little scuttle shake at high speed manoeuvring, which is not welcome without some form of electronic wizardry covering your backside.
You get the feeling that an overly firm hand on the steering wheel, coupled with some ill-advised braking, or some wet roads could pose problems without some electronic aids.
Overall though, the new Z4 is remarkably stiff, and driving without the roof does not compromise the drive. Roof up or roof down, most of the time, the difference is hardly noticeable.
Driving
BMW says there won't be a new Z4 M, but the sDrive 35i may fulfil that role. Yes it's fast, but it's the torque, available from low down until high up the rev range, that is the key factor.
Anywhere between third and fifth feels largely the same, such is the torque band, and constant downshifting to get the revs back is is not required.
There's a long way to go to the redline too, so significant acceleration is available low down and throughout the gears
On the 35i there's a noticeable turbo lag, but it's a minute one and when the kick in the small of the back comes along it's worth waiting for.
The torque on the twin-turbo 35i is fairly brutal, and coupled with a deactivated DDC should allow for most of the thrills that the M would cater for, though M afficionados may think differently.
Pricing and costs
At entry-level, the sDrive23i is an affordable £28,645, the 258bhp Z4 sDrive30i for £32,660, while the sDrive35i is £37,060.
Add Adaptive M suspension, Multimedia Navigation, the double clutch and a few other assorted options and the 35i gets up towards SLK AMG territory.
However, running costs should be much more attractive than other sports cars of this nature thanks to EfficientDynamics technology and efficient engines.
The BMW Z4 sDrive23i and the sDrive30i come with a group 17 insurance rating. This rises to 18 for the BMW Z4 sDrive35i.
Milestones
Overall the Z4 feels like it's matured somewhat. It's an altogether more acceptable car, with some of the rough edges knocked off.
That may mean it loses some of its sheen for fans of the previous models, but it should bring the Zed onto the radar of a whole new set of potential buyers.
For: Great to drive and the new Z4 can be one of several cars thanks to folding roof and driving settings. Still looks smart and powerful.
Against: Purists may bemoan folding metal roof. Not much room in the boot if driven as a roadster.
