2007 BMW Z4 Road Tests

BMW replaced the Z3 with the Z4 in 2003, initially offering only a two-seat roadster body style. The hard-edged styling was controversial at the time, but over the years consumers have come to accept it. The styling was mildly updated in 2006, when BMW introduced new engine choices, a sensuous hatchback coupe, and a high-performance M model. The Z4 carried over virtually unchanged for 2007.

With only two seats, rear-wheel drive, and a base price in excess of $36K, the 2007 BMW Z4 isn't a practical family car. It's better thought of as a second car. But, oh, what a second car it is.

Most of all, the Z4 is a blast to drive. The engines provide smooth, ample power. Coupe or roadster, the BMW Z4 offers sharp handling that is the match for anything on the road, yet the ride is compliant in base models. The interior is comfortable and well-assembled.

The high-performance M Coupe and M Roadster versions of the Z4 boast better handling, but can become harsh on rough roads when equipped with the optional Sport package.

A six-speed manual transmission is standard on all models, and a six-speed automatic is optional on all but the M for $1275. With the manual transmission, the 3.0i and 3.0si are rated at 20 mpg city and 29 highway; with the automatic they get 21/30. The M model has an EPA fuel economy rating of 16/24 and is subject to a $1000 Gas-Guzzler tax. All Z4s use premium-grade fuel.

The 3.0i roadster ($36,400) comes standard with a manual top with heated glass rear window, vinyl upholstery, air conditioning, interior air filter, tilt/telescoping steering wheel, cruise control, six-way manually adjustable bucket seats, heated power mirrors, power windows, power locks, remote keyless entry, AM/FM/CD player, iPod connectivity, outside temperature indicator, rear defogger, rain-sensing variable intermittent wipers, automatic headlights, fog lights, theft-deterrent system, 224/45R17 run-flat tires on alloy wheels.

The 3.0si coupe ($40,400) and roadster ($42,400) add leather upholstery, automatic climate control, center console, aluminum interior trim, THX audio system, trip computer, and map lights.

M Coupe ($50,100) and M Roadster ($52,100) get 225/45R18 front tires and 255/45R18 rear tires, a sport suspension, and xenon headlights with washers. Roadsters add a power top. Cruise control and the THX audio system are deleted.

A Premium package ($3,200) for the 3.0i includes a fully automatic top, automatic climate control, Bluetooth wireless cell phone link, eight-way power driver's seat with memory, auto-dimming rearview and outside mirrors, trip computer, BMW Assist, and interior storage nets. Leather upholstery ($1150) is also available. A Sport package available for 3.0i ($1000), 3.0si coupe ($1300) and 3.0si roadster ($1200) models includes sport suspension and BMW's Dynamic Driving Control, which has a Sport button that, when pressed, quickens throttle response, reduces power steering assist, and adds sport programming to the available automatic transmission. It also includes 225/45R17 front and 245/40R17 rear run-flat tires for 3.0i models and 225/40R18 front and 255/35R18 rear tires for 3.0si models.

Stand-alone options include the eight-way power seats ($995), M sport seats ($500), heated seats ($500), power convertible top ($750), fog lights ($260), xenon headlights ($700), navigation system ($1,800), BMW Assist ($750), and the THX sound system ($875).

Safety features include dual front airbags, front side-impact airbags, front knee airbags, LATCH-style child safety seat anchors on the passenger seat, ABS, brake fade compensation, brake standby, brake drying, EBD, traction control, antiskid control, tire-pressure monitor, and a hill-holder feature that prevents the car from rolling backward at a stop. Roadsters have two rollbars mounted behind the seats.

Despite the lukewarm reaction to the roadster, the coupe, introduced in 2006, drew universal praise for its sleek lines. Drive a Z4 roadster today and few will notice. Drive a Z4 coupe and you're certain to get the thumb's up from admiring onlookers.

With either body style, the hood is stylishly long, the deck is notably short and uplifted, and the sides look like a cake created by a pastry chef who got carried away with his icing spatula. It's convex playing off concave, according to BMW. The nose is quite attractive, unfortunately ruined by the license plate smack-dab in the middle of it all. The front air dam offers little ground clearance, not enough to clear a standard sidewalk curb, so be careful when head-in parking. The traditional BMW twin kidney grille and the exotic headlamps work well together. The fenders are smoothly bulged, and BMW's various wheel choices look terrific.

The coupe's roofline flows into the tail with muscular grace. The center of the roof is recessed to hint at a twin cockpit in proper sports car fashion. Coupled with the Z4's already low and wide stance, there's no mistaking it: This car is sexy.

The roadster's two rollbars are covered by gray plastic that has a seam and, unfortunately, looks cheap. The plastic disguises what must be sturdy function; the bars are fixed, not pop-ups like the Z3 used to have, and they are strengthened by being attached to a common bulkhead. The Z4 roadster has earned a five-star rollover rating from the federal government (NHTSA).

Once inside, however, you are surrounded by BMW solidity and style. The door closes with a thunk and the interior materials are sturdy and attractive. The simple dash layout places all controls at your fingertips. While our Z4 was outfitted with the no-cost wood trim, some may prefer the real brushed aluminum trim found in most Z4s. It seems sportier.

The seats are excellent. Contoured for sporty driving, they also offer long-trip comfort. We did some hard cornering, and appreciated the pad against the transmission tunnel for that body-contact spot. We wish there were a similar pad for the left knee against the door, but there's a good dead pedal for support.

The aluminum spoke steering wheel is nice, an appropriate size for spirited cornering, and has buttons for the sound system and cruise control. The optional on-board computer provides information through a digital readout, your choice between temperature, fuel mileage, average speed since the last setting, or miles to empty. The latter is the only one that means much.

Unfortunately, BMW has skimped on the interior small-items storage space. There's a decent-sized compartment between the seatbacks, but it's hard to safely access while driving because you need to either swivel in your seat or be double-jointed. BMW provides small door pockets and an ashtray-sized cubby in front of the shifter. For those who want more storage possibilities, four tight nets for maps and papers come with the Premium package.

The Z4 coupe's body styling is more than just attractive. Its hatchback design allows for 12.0 cubic feet of rear cargo volume, about the same as an average midsize sedan. So, yes, you can load the clubs in back and drive out to the golf course, looking for twisty roads along the way. There is one other drawback, though. The rear roof pillars create a large blind spot to the right rear. The blind spot is bigger in roadsters with the top up.

Coupes offer a relatively quiet cabin. The engines are subdued at normal driving speeds, and only the M's high-performance engine gets very loud under heavy acceleration. Wind noise is well checked, but road noise is noticeable.

In the roadster, wind-buffeting with the top down isn't a problem, even at high speeds. With the top up, the Z4 is quiet for a sports car. With it down, you are susceptible to the sounds of your surroundings.

Our Z4 3.0si coupe was equipped with the optional Sport package, which adds a firmer suspension, a 0.6-inch lower ride height, 18-inch run-flat tires instead of standard 17s, and a Dynamic Driving Control (Sport) console button.

The 3.0si's 24-valve inline-6 is bliss, crooning its way into your heart. With 255 horsepower, it's spritely away from a stop, but it really shines at higher revs. Making that pass at 65 mph is a piece of cake and it usually doesn't even require a downshift. The 3.0si is capable of a 5.6-secoond 0 to 60 mph sprint. Hitting the Dynamic Driving Control's Sport button quickens throttle response, making the Z4 even more responsive.

The 3.2-liter engine in the M models has similar characteristics, but it makes a more gravelly sound. It doesn't knock you back in your seat off the line, but it does build power with confidence and has more performance potential than its 3.0-liter counterparts. A Z4 M is capable of a 4.9-second 0-60 run.

We haven't driven a Z4 with the base engine.

The six-speed manual gearbox is a pleasure to operate with any engine. M models have shorter, sportier gearshift throws, but all manual-equipped Z4s provide silky smooth shifts. With the Sport package, hitting the Sport button can cause the engine to wind up, then bog, especially when the engine is cold. We've experienced this minor annoyance with other manual-shift BMWs. It can be rectified by letting the car warm up or applying precise throttle pressure.

Any Z4 grips the road like a shy toddler clings to its parents on the first day of preschool. The body remains flat in corners. The only thing making you lean one way or the other is the inertia brought about by speeding up instead of slowing down for turns. Steering is quick, weighty, and precise. The car goes exactly where you put it. In a Z4, clover-leaf on-ramps are your best friends. Coupes are rock-solid, and we detected little, if any, cowl shake in the roadsters.

We had an opportunity to drive both the 3.0si coupe and M roadster on a racetrack, and we couldn't have been more pleased. In a high-speed environment, the steering feel was reassuring, the grip was tenacious, and the car was steady at high speeds. The vented disc brakes, with ABS, front-rear proportioning and electronic brake assist, were typically BMW-brilliant. We managed to heat them up, but they only smelled, they didn't fade. The Z4 has more handling capability than 99.9 percent of its owners will ever use.

Supreme handling usually comes with a ride penalty. While that's not the case for base models with their 17-inch wheels, the sport suspensions on the M and 3.0si with Sport package are not smooth cruisers. While these suspensions iron out small road imperfections, broken or uneven pavement causes a lot of up-and-down motions, and sharp bumps can jolt. We suggest taking an M or Sport package 3.0si out on the bumpiest roads you normally encounter before you buy. If you live in California, this might not be a problem, but Midwesterners might find they prefer the softer settings of a base model.

NewCarTestDrive.com correspondent Sam Moses reported from the Columbia River Gorge; with Kirk Bell reporting from Chicago.