BMW Z4 2013 Review
BMW's Z4 is a lightweight sports car that delivers enduring looks and impressive mechanicalsWhat we liked:
>> Great looking bimmer from any angle
>> Even the base variant is fun to drive
>> Typical BMW driving dynamics
Not so much:
>> Noisy tyres
>> Clunks and thumps
>> Comfort mode steering
OVERVIEW
While the first-generation Z4 (coded E85) ran for six years, the GFC ensured that more recent models have had to carry on through longer life cycles. But if the Z4 for 2013 isn't an all-new model – and isn't even a significant upgrade – at least it benefits from the turbocharged four-cylinder engines introduced to the sports car in 2011.
Two years later, the best BMW can offer local buyers is a lightly facelifted car with the outstanding ZF eight-speed automatic transmission now standard with the four-cylinder models. The upgrade is part of a program to promote value across the entire BMW product portfolio.
PRICE AND EQUIPMENT
Of the three, only the base-grade 20i has increased in price (from $75,500 to $77,900). BMW argues the increase has been more than offset by the ZF eight-speed automatic transmission (formerly a $3500 option) now being standard equipment. In addition, the 20i is now also fitted with BMW's Navigation system Professional.
BMW claims that the overall improvement in value for the facelifted 20i variant is roughly $6500.
The price of the 28i mid-range variant has dropped $100 (from $90,000 to $89,900). As well as the 20i's extra features and new styling details, the 28i also moves up from 17-inch alloy wheels to 18-inch alloys in a new design. The extra value for this model is around $9000, says BMW.
At $119,545 ($450 less than before), the sDrive35is flagship represents $3000 worth of improved value, by BMW's estimation. That's largely accounted for by the standard inclusion of Adaptive M Suspension and 19-inch alloy wheels, rather than the 18-inch alloys fitted previously.
BMW is offering a new 'character' pack option for the Z4 with this update. Named the Design Pure Traction pack, it joins Design Pure Balance and M Sport packages, and is priced at $2000 for the 20i.
For the 28i and 35is variants the new pack is priced at $1100 and features Alcantara/leather upholstery combination for seats, armrests, doors and dashboard; sports seats; decorative trim in 'metal weave' style and an Anthracite headlining.
PACKAGING
For a longer description of the Z4's packaging, see our original launch review for the E89 generation.
MECHANICAL
That means the 2.0-litre engine in the base-grade 20i still develops 135kW and 270Nm, for a combined-cycle fuel-consumption figure of 6.8L/100km and a 0-100km/h time of 6.9 seconds – which is 0.2 seconds faster than the same car with the six-speed manual transmission. Likewise, the same engine in a higher state of tune in the 28i with the ZF transmission is 0.2 seconds faster to 100km/h (5.5 seconds) than the previous variant with the manual box. As with the 20i, engine output is unchanged, at 180kW and 350Nm and fuel consumption of 6.8L/100km is the same as the lower-output engine's.
The Z4 sDrive35is develops 250kW and 450Nm from its 3.0-litre inline six, fed by a twin-turbo set-up – rather than the newer twin-scroll turbo engine of other BMW models. Fuel consumption is 9.0L/100km and the 0-100km/h time is just 4.8 seconds. The only transmission offered in this variant remains the seven-speed dual-clutch unit.
SAFETY
Safety features fitted to the E89 Z4 across the range include front and side-impact airbags for both occupants, ventilated disc brakes for all four wheels, crash sensor, dynamic braking lights, stability control (with ABS, Braking Assistant, Cornering Brake Control and traction control) and roll-over protection.
COMPETITORS
Should your budget allow a little more latitude, or you're on really good terms with the salesman, you might also consider the Porsche Cayman or even Jaguar F-TYPE in lieu of the Z4 sDrive35is.
At the other end of the scale one shouldn't dismiss the Nissan 370Z either. And another reason to delay making any decision just for the moment is the Alfa Romeo 4C. No idea how it will be priced just yet, but it's sure to be somewhere in that same price range.
ON THE ROAD
Setting the Driver Experience Control to Comfort mode ensured that the ride was impressive for such a dynamically capable car. That said, there's no use denying that Sport mode was nearly as good, while quantifiably better for cornering and straight-line stability.
In Comfort mode the Z4 did wander slightly at the straight-ahead and felt lifeless in the steering. And turn-in wasn’t helped by the softer setting either.
That was all forgotten, however, once the car was operating in one of the two sporting modes. Steering response was lively and there was the sort of feedback through the wheel one would expect of a sports car from BMW. Handling was consistent and roadholding (based on limited opportunities to drive the cars a bit harder) was up to par, with little body roll in evidence.
The roads we used were mostly smooth and provided few moments of skip or bump-steer, although previous reviewers have encountered that sort of trait in the past.
Both the two turbocharged four-cylinder engines surpassed the character of the mechanically similar turbo four powering the 320i GT sampled recently.
In the Z4 both engines emitted a snarling note as each wound up to redline under full throttle. There was demonstrably more performance available in the 28i variant of course, but if you were buying the Z4 for the whole sports car sensation – and straight-line performance is secondary to that – you wouldn't feel short-changed by the lesser engine variant.
But if 0-400m DOES count, it's hard to go past the 35is, with its twin-turbo six-cylinder engine delivering a powerhouse performance at any time. It particularly delivers the full 'Ride of the Valkyries' experience once you've set the Drive Experience Control to Sport+ and pushed the gear lever over to the left for sports mode and manual shifting.
None of the test cars driven were fitted with the six-speed manual transmission that's still available for no extra cost with the N20-engined 20i and 28i. Both the four-cylinder cars came with the ZF eight-speed automatic transmission and the six drove to the rear wheels through BMW's seven-speed dual-clutch gearbox.
The 35is’ DCT was pretty dang snappy when it came to hard shifting, but was equally at home when the driver wasn't fanging it.
The ZF auto in the four-cylinder cars proved no less accomplished. In fact, it is a far cry from what people have come to expect of automatics. Shifted manually (again, with all-out configuration of Sport+ and Sport shift mode), the ZF was fast and furious, changing quickly and aggressively for overtaking manoeuvres, or providing strong engine braking approaching bends in the road.
The seats, very supportive and heavily bolstered to hold the occupants in place during high-speed cornering, also provided plenty of comfort for long-distance touring, and a great driving position.
BMW has set up the seat travel and adjustment to allow a clear view of the instruments while lending the right length of reach to the steering wheel without compromising the relationship to the pedals. In fact, the Z4 is one of very few cars that can place you close enough to the wheel for comfort and control, while allowing you to stretch your legs, and still be able to brake or accelerate to equal good effect.
If the car had a clutch pedal, heel-and-toe would likely be quite easy. And the steering wheel was a nice thick-rimmed job that encouraged a 'quarter to three' hand-hold with the shift paddles ready and waiting in easy reach, turning with the wheel.
BMW's ergonomics are getting better with every new model. It took little effort to understand the layout and operation of the Z4's controls. Everything was where it should be, although the indicator stalk was on the left of the steering column, as it is in all BMWs.
The controls that were required for the minute-by-minute business of driving the car were grouped closer to the driver; others – like the switches to raise and lower the roof – were further away, on the centre fascia.
Speaking of the roof, it left a decent volume for luggage in the boot when raised over the heads of the driver and passenger. There was enough boot space for two overnight bags and a large laptop – with additional space remaining for smaller items to be packed. But one thing noticed about the folding hardtop was its propensity to slam over sharper impacts (especially with brakes applied, as I found stopping at an intersection with a refilled trench in the road a few metres from a Give Way sign).
There were other sources of untoward noise in the Z4 also. The tyres emitted a constant roar over some of Queensland's resurfaced country roads and there were intermittent rattles and squeaks heard from the rear of the car too.
Yet you would probably put that aside for the Z4's combination of charismatic drivetrain with communicative steering and lithe handling.
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