Comparo: BMW Z4 sDrive35i vs. M Roadster

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Old versus new

How does the hottest third-gen Z4 compare against the hottest second-gen BMW roadster

By John LeBlanc When the second-generation 2009 BMW Z4 Roadster had its coming out party at last January’s Detroit auto show, the usual superlatives flew from most seasoned observers on hand. What was there not to like? Compared to its predecessor, the new Z4’s cabin was roomier, with nicer materials and more available luxury features. Its exterior was sleeker. Smoothed over like a rock in a stream, compared to its slice ’n’ dice 2008 predecessor. And the fresh Z4’s most noticeable upgrade was a new retractable hardtop, a feature that ostensibly replaced the previous clothtop roadster and hardtop coupé models in one fell swoop. As “new” and “improved” as the new rear-drive, two-seat Z4 appeared, though, there was something amiss to those familiar with BMWs from the past. First, there was no high-performance Z4 from BMW’s vaunted M Division. BMW says that, given the current economic slide, there is no business case for a full-on M version of the new Z4. Instead, it’s creating M models of the X5 and X6 SUVs. As well, the new Z4 has grown considerably in size and weight since the Miata-challenging Z3 ushered in the modern BMW roadster era, way back in 1996. So, obviously, BMW wants to broaden its audience. But is the German automaker abandoning the type of customers who have bought into its “Ultimate Driving Machine” brand mantra since the late 1960s? More succinctly: Is the old Z4 a better drive than the new Z4? To find out, we pitched against each other top-line versions of the current and last-generation Z4s. Representing the new school is the $66,600 2009 BMW Z4 sDrive35i Roadster. With its 300 hp twin-turbocharged 3.0-litre inline-six, the sDrive35i is the highest performing Z4 in the two-model lineup, the other being the $53,900 Z4 sDrive35i with its 255 hp non-turbo inline-six. For the snarliest of the last-gen models we asked Dave Curley, an Ottawa-based marketing executive, to bring along his pristine 2006 BMW M Roadster. It listed for $69,900 when new. A long-time driving enthusiast, we would think Curley is the type of customer BMW wants to keep happy. He has owned a half-dozen BMWs, stretching back to his first: a 1997 318i sedan. Currently, his garage holds the aforementioned M Roadster, as well as an ’08 335i sedan and ’07 328i Coupé. Styling is a big reason customers buy roadsters. And with one look at the new Z4, it’s easy to say BMW designers toned down the last-generation Z4’s polarizing “flame surfacing” exterior — a bunch. Overall, the new ’09 Z4 possesses more refined metalwork, with an elongated nose. But the back end has a conventional convex shape with more generic tail-lamp shape. Seeing the two Z4 roadsters side by side, though, for the first time Curley thinks the new-gen BMW roadster looks less distinctive than his older M version. Less raw. BMW’s desire to move the Z4 upmarket hasn’t gone unnoticed. “This new Z4 looks more like a larger Grand Touring car, like the (2000-2003) eight-cylinder Z8,” notes Curley. The new retractable hardtop offers better rear visibility and makes the new Z4 quieter on the road. However, like many roadster buyers, in Curley’s mind, the Z4 is a summer-only ride. And when the tin-top is stored, the new Z4 has 20 litres less trunk space than the old model, with just a mail slot opening for (slim) bags. “In my M, I can get my luggage in and out without having to raise the roof,” says Curley, noting one of the downfalls of these types of coupe/convertible set-ups. While the new interior has more passenger space, and is more upscale in its execution (again, more like the Z8 GT), even with a $1,800 Sport package that adds sport seats with electrically adjustable seat width, the sDrive35i’s cockpit still isn’t as purely functional as the last M Roadster. Contrary to the new Z4’s splashes of shiny aluminum trim, most of the finishes in Curley’s M Roadster are low-gloss matte black. And instead of the new Z4’s steering wheel (which looks like it has been pulled from a 3 Series), the ’06 M Roadster’s tiller is meatier and nicer to grip. Despite the older car’s naturally aspirated, 3.2-litre inline having more horsepower (330 hp versus 300 hp) and less weight (1,484 kg versus 1,565 kg), surprisingly, the sDrive35i is only one-third of a second behind the M in the 0- to-100 km/h run at 5.3 seconds. But after spending some time getting reacquainted with the laser-sharp reactions in Curley’s high-strung M two-seater, as soon as I turned the wheel in the new Z4, its graduation from sports car to GT became as obvious as its shark-nosed snout. Unlike Curley’s car, there’s a layer of disconnection in all the new Z4’s driver inputs. Overall, the new Z4 feels less nimble. There’s a surprising amount of body roll, and the front end seems far away from the driver’s seat. Same thing goes for the steering. Compared to the wired-to-your-cranium responses from the more direct-feeling M Roadster, it’s relatively vague. At least the ride is easier on your gluteus maximus in the new BMW roadster. More like what you would find in a 335i Cabriolet. In other words: the new Z4 sDrive35i Roadster is a nice ride. But it’s not a sports car anymore. For that you’re better off with a Porsche Boxster S. Or try and find what seems to be one of the last of the Ultimate Driving Machines: like Curley’s’06 M Roadster. 2009 BMW Z4 sDrive35i Roadster PRICE: base $61,900, as tested $66,600 ENGINE: 3.0 L twin-turbocharged I6 POWER/TORQUE: 300 hp; 300 lb.-ft. FUEL CONSUMPTION: City 11.4 L/100 km (25 mpg), hwy 7.7 L (37 mpg), as tested 10.8 L (26 mpg) COMPETITION: Audi TT-S, Lexus SC 430, Mercedes-Benz SLK 350, Nissan 370Z, Porsche Boxster WHAT’S BEST: Four-season top; comfortable cockpit and ride; upmarket looks. WHAT’S WORST: Not as razor-sharp to drive as last Z4. WHAT’S INTERESTING: The second-generation Z4 is built in Germany, instead of BMW’s Spartanburg, S.C., plant that made the first-gen Z4 (2002-2008).

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