It has been less than six months since the world premiere of the BMW Z4 M roadster at auto shows, and the new model has already reached Russia for journalists to get acquainted with — such promptness is a rare thing for sports car manufacturers. It seems the Bavarians are seriously counting on making the Z4 M the main hit of the upcoming summer season.
The heart of the car is a 343-horsepower unit borrowed from the renowned BMW M3 coupe, with a displacement of just 3.2 liters. Unsurprisingly, this engine has consistently won the Engine of the Year competition in the 3 to 4 liter class for the past six years. Add to this powerful engine a six-speed manual gearbox with very short throws, a lowered sports suspension, and enlarged perforated brake discs, and the calm Z4 roadster with the M badge transforms into a true sports car.
The massive front bumper with side "flaps" and the signature four exhaust pipes of the M series create a memorable appearance. And those who appreciate sound accompaniment will be satisfied even at idle — a solid baritone emanates from the exhaust system, which strengthens towards the 5000 rpm mark, then grows into a desperate roar that drowns out everything around.
The long hood and tiny trunk in the body proportions hark back to pre-war cars, yet calling the Z4 old-fashioned doesn't feel right. This roadster fully reveals the distinctive style of BMW's chief designer Chris Bangle. True, personally, the headlights seem slightly reduced to me — add some size to them, and the exterior could confidently be rated "excellent."
The interior of the Z4 M is in the spirit of reasonable asceticism. Nothing extra: all buttons on the central console are arranged by functional groups, and roof folding is fully automated. Just hold the required button for 20 seconds. If the weather is favorable, it's better to put the top down — it's not just about the feeling of flight that the roadster gives, but also about extra space. With the roof up, the Z4 feels cramped and small. The driver's seating position is low and almost ideal, but the steering wheel seemed overly thick and not the most comfortable to me. The effort on all three pedals is also too high — I fear a fragile girl behind the wheel of the "M" will have a hard time.
The regular BMW Z4, produced since 2002, has always been fast, but still an ordinary road car. The M Roadster version turns speed into a true cult. However, it's not about maximum figures on a long straight, but about the emotions the driver experiences. It's no coincidence that electronics limit acceleration at 250 km/h.
May the traffic police officers forgive me, but preparing for the test, I planned to squeeze everything out of the roadster on one of the Moscow region highways. However, after a trip around the city, it became clear: the Z4 M is a completely different embodiment of speed. The car is not created for record runs on autobahns, but for energetic driving in city traffic or, even better, on a racing circuit.
In the stop-and-go city rhythm, not only the enormous power at high revs is felt, but also confident torque in the mid and even lower ranges. The DoubleVANOS variable valve timing system allows calm acceleration in fifth gear from as low as 1500 rpm, when the speed barely exceeds 50 km/h. For a sharp surge, it's enough to engage second gear — and the Z4 M literally shoots off, spinning the tachometer needle to an impressive 8000 rpm.
Acceleration from standstill to 100 km/h takes five seconds — the same time the car needs to accelerate from 80 to 120 km/h in fourth gear. Further acceleration is no less impressive, and only after 180 km/h, when fourth gear runs out, does the pace drop slightly. And at such speed, the driver has to hold the steering wheel tighter: the short wheelbase and stiff suspension require increased concentration. If our roads were smoother, the Z4 M would surely feel more confident. Moreover, when driving with the top down (and what's the point of a roadster otherwise?), at 180 km/h strong air turbulence occurs in the cabin, which not everyone will like. The breeze remains comfortable only up to 150 km/h; beyond that, it turns into a real hurricane.
Oddly enough, the rather stiff sports suspension hasn't turned the Z4 M into a "stool." The roadster absorbs small bumps well; the body starts to shake only on large potholes, and on a speed bump, the suspension can be compressed to the bump stops. However, reasonable stiffness is more than compensated by stability. On smooth asphalt, the car seems glued to the road — it precisely traces the sharpest arcs, and the heavy steering wheel fills with rich feedback. On large bumps in a high-speed corner, the Z4 M may deviate slightly from the trajectory, but the driver always understands what's happening, and if necessary, the dynamic stability control system DSC quickly kicks in.
On a closed area, where it was possible to disable the electronic "collar" and try the "M" in extreme modes, the roadster proved to be significantly more agile. True, if you enter a corner at too high a speed, the Z4 M will understeer slightly outward, but nothing terrible will happen. But on corner exit, too much throttle threatens an instant oversteer — stabilizing the car is not always possible. At the same time, it's quite difficult to break the rear wheels into wheelspin, and even deliberately doing so on dry asphalt is not something everyone can manage.
Of course, the "M" is poorly suited for long trips on broken Russian roads, but it's perfect for the city or countryside outings on warm days. It is in such conditions that its full potential is revealed, and minor inconveniences — a modest 260-liter trunk, lack of a spare tire (instead, a can of sealant) and stiff pedals — fade into the background before the pure pleasure of driving. And the cramped two-seat cabin is a matter of personal preference.
Parting with the BMW Z4 M was frankly sad. The roadster is absolutely impractical and at best can be a second car in the family, but the pleasure of driving it is hard to compare with anything. The "M" harmoniously combines not only impressive dynamics and handling, but also the feeling of freedom and speed from an open car, complemented by comfort. So connoisseurs of fresh wind and style are unlikely to be scared off by the price of almost €80,000.
Leonid Pavlov