2020 BMW Z4

The most notable difference is the abundance of air intakes, real or otherwise. The nose tucks down into a lower honeycomb kidney grille, which BMW says is part of the new design direction. The grille stretches toward the standard LED lights, which extend down the side over the available 19-inch alloy wheels (18-inch are standard). The M package offers three intakes on the lip and front edges. The body lines strafe upward from the side skirts into the LED lights wrapping horizontally around the rear. This projection of air flow looks less cute and more masculine, and from behind, chasing the Z4 down a single-lane mountain lane as it dips and darts like a hummingbird, the Z4 is a classically modern roadster.

The inside is designed for driving, not playing with all the controls. The center console and steering wheel can be busy with dials and buttons, but the overall presentation of the dash is streamlined and as sharp as the outside, with the instrument cluster blending into the embedded display screen above the horizontal bands of controls in the center stack. The side vents are chunky, but the overall effect is snug and intimate.

New for 2020, the Z4 M40i hits 60 mph in 3.9 seconds but, starting at $64,695 it costs $14,000 more that the sDrive30i. The price of speed is pretty sweet, if you’ve got it. The M40i is powered by a 382-hp 3.0-liter turbo-6 with an 8-speed automatic transmission churning 369 lb-ft to the rear wheels. Peak torque comes at just 1,600 rpm, so there is plenty of grunt available with the quick-shifting 8-speed. It surprises a passenger from a stop, causing him or her to reach for handles and brace for God. It lifts off quickly, despite its 3,457-pound curb weight, which is the same as some small crossovers. The transmission doesn’t want to be pushed much past 5,000 rpm, and will shift for you if you tempt the redline or put it in manual mode. The small, contoured paddle shifters are nearly perfect for a tap in and tap out, even around town. 

In sport mode, the baffles on the Z4 open up from an idle murmur to an impatient grumble. Hammer the throttle with the top down and that hunger fills the air, then lay off the gas and the exhaust baffles snap crackle and pop as if it’s telling you it’s hungry for more gas. 

The variable-assist electric steering provides more feedback the harder the Z4 is pushed, so it’s light and loopy at low speeds or while cruising, and tighter while performing. 

The Z4 M40i comes standard with Adaptive M Sport suspension and electronic locking rear differential, which are optional on the 30i. The suspension softens while cruising and tightens up at speed, with the differential correcting for optimal grip multiple times per second. Under certain conditions, these minute but precise corrections can create a slight skipping sensation in the rear, but it’s these same torque corrections that let you bust out of turn at higher speeds. It’s not as wag happy as a Mazda MX-5 Miata, but not as precise or confidence-inspiring as the 718 Boxster. It’s still a blast to track, and the M Sport Brembo Brakes grab the 19-inch alloy wheels shod in Pilot Super Sports with enough force to take the next lap faster.  

While impressive on the track, the Z4 is best had as a roadster, as designed. The 30i has similar handling characteristics, but the M40i’s suspension is 0.4 inches lower, making it all the better to zip through hairpins quicker.

Below the center stack at the head of the console is a wireless charging pad, then the inconvenient gear stick that requires two snicks to get from reverse to drive, then the armrest. Two cupholders stacked in the center armrest on the passenger side inconvenience only the passenger, as the driver can still leave her half of the armrest down while the cupholders are full. 

Behind the seats is a storage space with a retaining net for sunhats or tablets or pocketbooks, and between them is a pass-through to the trunk for a set of golf club drivers or skis. The 9.9 cubic feet of trunk space with the top up or down is the same as the Supra coupe. Neat trick. Two golf bags would fit. 

The soft top goes up or down in about 10 seconds at speeds up to 31 mph, and the push button operation is as easy and quiet as it gets, with the only noise coming from the confirmation ding.

M Sport seats with 14-way power adjustments come standard, but don’t confuse it with the $2,950 M Sport Motorsport Form, which adds M performance bits and more safety features.

Embedded in the dash above the horizontal band of climate controls is a 10.3-inch display screen that can be split in three panes. Toggling through those screens with the controller dial on the console is more confusing than the last generation of iDrive.

The controller dial should be for the passenger. The new digital 12.3-inch instrument cluster, steering wheel controls, and optional head-up display combine to give the driver access to the vital driving stats and conveniences without having to remove hands from the steering wheel. The tachometer and speedometer frame the cluster display so the middle can be used for a map/navigation view. To toggle between vehicle info and radio controls, however, you have to press the BC button on the stalk on the left side of the steering column. It’s like Audi’s Virtual Cockpit, but not nearly as good. One cool feature in the info display is the horsepower and torque reading in twin vertical bars. 

Advanced safety features such as automatic emergency braking and LED headlights come standard, as does Apple CarPlay compatibility. 

Jumping up to the more potent M40i jumps up the price to $64,695. The Porsche 718 Boxster may look more attractive at this point. Larger 19-inch wheels add $600, and an assortment of colored leather options with contrast stitching over the standard synthetic leather adds at least $1,700 because it’s bundled with ambient lighting. 

The Premium Package ($1,400) adds remote engine start and a head-up display, while the Executive Package ($2,500) adds a Harmon Kardon sound system, high-beam assist, and adaptive headlights that improve safety in IIHS testing of similarly equipped vehicles. The Driver Assistance Package ($500) is a might-as-well safety choice, adding lane-departure warnings, but adaptive cruise control is $1,200 more. Of all of the extras, the only one we’d really want is adaptive cruise, but not at that stand-alone price.

The higher-power M40i is rated 24/31/26 mpg by the EPA. 

Not only is it more efficient than its predecessor—as it should be—it’s more efficient than competitors such as the Porsche 718 Boxster and the Audi TT Roadster.