Published
on 13
Dec 2018
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All rights reserved.
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No
more beautiful than the past, but at least it drives like a proper BMW
now.
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“Ugly” is the second name
of BMW Z4. Since its birth 16 years ago, it raised countless of
eyebrows all over the world. Its proportion, its lines and its details
were all so ill-conceived. I thought nothing could be worse, but I was
wrong, because the second generation Z4 looked even weirder. Not just
its styling disgusted, its driving dynamics disappointed too. Too much
understeer, too little steering feel, too slow the chassis response and
too heavy it feels (blame partly to the retractable metal roof) are
just part of the long list of its weaknesses. No wonder we rarely saw
the Z4 on streets. Certainly a lot fewer than its predecessor Z3.
It is hard to understand why BMW, a brand once renowned for the slogan
“Ultimate Driving Machine”, could be so poor at making sports cars. In
my opinion, it has plenty of good ingredients to succeed, such as FR
drivetrain layout, 50:50 weight distribution and some of the world’s
greatest engines. The only explanation I can find is the use of the
wrong people. Firstly Chris Bangle, then Adrian Van Hooydonk as its
design boss. Great chassis engineers left to Mercedes, VW or even
Korea. Replacing them are somebody keener to rest on the laurel rather
than setting new standards, or those listening to the marketing guys’
demand for “broadening customer appeal” (i.e. softer, safer and more
relaxing to drive). It wasted 2 long generations and 16 years.
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New
Z4 is much wider and stiffer. Handling is much improved, but not
without vices.
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We are glad that BMW is finally back to the right path recently. No,
the Mk3 Z4 is not going to lure us back to its showroom, because it is
still a very ugly car, no less than the last generation. However, at
least it feels like a proper BMW to drive. Its steel-aluminum hybrid
chassis is 30 percent stiffer than the old car’s, even though it
ditches retractable hardtop and returns to soft top. Surprisingly, it
is no lighter than the old car, but this can be explained by its
new-found dimensions: it is 80mm longer and 74mm wider. Its front track
is widened by a massive 98mm, undoubtedly helping handling. Struts
suspensions are retained up front, but the rear is new 5-link axle.
Despite the longer overall length, the wheelbase is shortened by 26mm
to improve agility. Moreover, BMW engineers give it a more playful
handling balance this time around. It rolls and understeers less in
normal driving. Switch to sportier modes and push it harder, its rear
end is keener to break loose, running into oversteer briefly before the
stability control correct things. Previous Z4s have never felt so edgy.
Frankly, in less committed drives, the Z4 is not that much different
from a regular BMW saloon. Its steering is mostly accurate but lacks
geniune feel. It offers plenty of grip and feels secured to slice into
bends. It tracks straight on highway. Its open top manages wind
buffeting brilliantly. It is also quiet and supple in Comfort mode,
more so than an SLC or TT Roadster. The open-top chassis feels rigid,
without scuttle shakes and creaks.
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Cabin
is spacious for a roadster, if lacking sense of occasion.
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When you really push it on a twisty back road, you will be aware of its
added width and its weight. It is certainly not going to match an
Alpine A110 for agility and feel, neither can it rival a Porsche 718
for that matter. You don’t feel like driving a bespoke sports car but
just another version of BMW saloon. Although you sit lower in the
cabin, the latter doesn’t feel much different from other BMWs. The
cabin is wide and spacious for a 2-seater. The dashboard, console,
tunnel and TFT instrument look like lifted straight from other
production BMWs. For a niche roadster, it lacks the sense of occasion.
In short, the new Z4 handles and rides noticeably better than its
predecessors, but there is still a huge gulf between it and its
lighter, mid-engined rivals.
What it can beat them is engine and sound, especially the 3-liter
straight-six turbo on M40i. It might be lightly improved from the last
gen’s, keeping 340hp but upping torque from 332 to 369 lbft (American
buyers are luckier as they get 382hp), there is no deny that BMW
straight-six still offers the best combination of power, flexibility,
smoothness and sound in the class. The straight-six rhythm is the sound
of heaven, a sharp contrast to the uninspiring noise of Porsche
four-cylinder boxer (still moan on the loss of flat-6 Boxster). The
only regret is that the Z4 lets too few of the sound entering the
cabin, and how dare its engineers use synthesized sound and speakers to
fool you! Fortunately, this is an open-top car thus you can always
choose to lower the roof and expose yourself to the real symphony.
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BMW
straight-six is still the best of the class, but now you can have it on
Toyota Supra, too.
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Lower down the range, there is a 258hp 2-liter turbo four or a 197hp
version of the same engine, but if you buy an Z4, it has to be the
straight-six.
Judging it purely on dynamics and practicalities, the Z4 might be worth
4 stars. However, a roadster is a niche product, thus styling is always
one of the most, if not the most, important factor. Here, the new Z4
crashes. We always say styling is very subjective, but if 100% viewers
call it ugly, maybe ugly is an objective conclusion.
If you hate its look but don’t wish to lose the very last chance on the
market to buy a rear-drive sports car with a straight-six engine, you
still have an option: Toyota Supra. The new Supra is engineered based
on the mechanicals of the Z4, as BMW needed the partnership with Toyota
to spread costs and make a viable business case, otherwise the Z4 line
would have been dead. You can see it as a BMW with Toyota’s clothes,
chassis tuning and, yes, it is strictly a hardtop coupe, which means
either more rigidity or less weight. With a partner so generous yet so
foolish, Toyota is lucky. Both cars are assembled by contract
manufacturer Magna Steyr in Austria. BMW wants to keep its
manufacturing partner alive after killing Mini Paceman.
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Verdict:  |
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