BMW Z4 E89 Review (2009-2016)

Given it’s a two-seater sports car, practicality isn’t the reason most buyers choose a Z4. But occupants do get more space inside than they do in many two-seater rivals, and there’s a good amount of storage for your odds and ends.

The boot’s a good size when the roof is up, too, but there’s a catch: when the roof is down, it folds into the boot itself, which means you have to keep your luggage beneath a cover if you want to be able to lower the roof without crushing it or damaging the mechanism. That means you have to live with keeping the roof up if you want to carry more bags – or choose to travel light if you want the option to drop the top.

Although the E89 Z4 looked every inch the driver-centric two-seater sports car, it was really much more of a cruiser (despite what for some will feel like an unnecessarily firm ride). Its very proportions meant it was more suited to grand touring than howling around race tracks, which is perhaps why BMW didn’t ever build a very high-performance M variant. But for the right sort of buyer, one for whom usability and style matter far more than chassis balance or steering precision, the previous Z4 makes for a compelling second-hand purchase.

After all, it looks spectacular even now with its endless bonnet and low-slung body. Unlike the soft top Z4 that came before it (and the Z3 that came before that) there was no coupe variant. Instead, BMW used a folding hardtop to offer – in its view at least – both a coupe and a roadster in one package. At around 1500kg, the rear-wheel drive, two-seat convertible was 200kg heavier than a contemporary Porsche Boxster (due in part to that complex roof mechanism), which more or less defined the way it drove: quickly and tidily enough, but with none of the precision or sense of connection one found in the Porsche. With all that mass and lifeless electric power steering, the Z4 is more closely aligned with the refined and sophisticated Mercedes-Benz SLK, which later became the SLC.

BMW specifically designed the Z4 so that its occupants sat more or less above the rear axle line. With such traditional roadster proportions the car feels distinctive, a blend of modern and classical – lots of mass in front of you, almost none behind. Contrast that with the Porsche Boxster, which positions its driver and passenger just ahead of a centrally-mounted engine for optimum weight distribution. Little wonder the Boxster was always so much more rewarding to drive…

The engine line-up included four- and six-cylinder engines, most turbocharged, some twice. The least powerful was a 2.0-litre four-cylinder with 156hp; the most powerful was a 3.0-litre six-cylinder twin-turbo with a forceful 340hp. There were power outputs to suit all requirements at various points in between. While a six-speed manual transmission was offered, most buyers upgraded to the six- and, later on, the eight-speed automatic. A seven-speed dual-clutch gearbox was available on more powerful models (the most potent variant, the sDrive35iS, was only available with this transmission).

The twin-turbo models, both with more than 300hp, were seriously quick cars then and remain so today. The sDrive35i reached 62mph in 5.1 seconds and the sDrive35iS in 4.8. Both were electronically-limited to a top speed of 155mph.

The Z4’s interior was as elegantly curvaceous as its exterior. The seating position was good and build quality just so. BMW’s iDrive infotainment system, navigated using a click-wheel on the transmission tunnel, was offered as an option on lower-spec cars and standard equipment on more expensive models. Electronic Damper Control, with switchable suspension settings, was another desirable feature, since it blended ride comfort with a fair degree of body control during more enthusiastic driving.

BMW gave the Z4 a facelift in 2013, fitting redesigned LED headlights and revised switchgear inside the cabin.

Fuel economy shouldn't be a huge worry. The most powerful Z4s should manage 30mpg in mixed driving – although rather less if you tap into their performance regularly – while lower-powered models should return mpg figures starting with a 'four'.

Vehicle Excise Duty, or road tax, will cost £205 per year for most models. The exceptions are the very powerful variants, for which you’ll pay £330. Naturally-aspirated cars are costlier to tax as well, setting you back £305 each year.

You should reckon on paying a significant amount each year for insurance as well. Even the least powerful models sit in group 34 of 50, while the most potent versions fall into group 43. Similarly, you’ll need a bigger tyre budget if you’re considering a 35i model, or any Z4 with 19-inch wheels.

By this point, E89 Z4s are well out of warranty and are almost certainly being serviced outside of the official BMW dealer network, too. This is absolutely fine, as long as the car has been maintained by a reputable BMW specialist. You’ll make sizeable savings through an independent garage when it comes to servicing.

The powered folding hardtop roof was a big part of the Z4’s appeal when new (it does its thing in 20 seconds), but several years later it can cause trouble. Sensor issues mean it can sometimes refuse to lower itself or, worse, raise itself back into position. The key is to thoroughly test the roof to make sure it works properly, and walk away if it doesn’t, since the repair bill could be sizeable.

For the most part, the engines are tough and reliable, but they’re not without their faults. The most powerful engines, codenamed N54 and used in the sDrive35i and sDrive35iS, can suffer injector and fuel pump issues. If considering a very early car, it’s important to make sure it’s been fitted with the updated fuel pump since the earlier item was not fit for purpose. Regardless, it’s worth checking that any Z4 starts right away and that it doesn’t hesitate during acceleration, both faults that can be pinned on the fuel pump.

The N20 four-cylinder turbo engine in lower-powered models can suffer timing chain issues, particularly if the engine has been remapped to produce more power or if oil change intervals have been stretched.

Meanwhile, interior trim can be rattled loose (thanks to the Z4’s firm ride), so listen out for irritating squeaks and rattles during your test drive. If you happen to be very tall, you might find you’re not able to get comfortable in cars with a manual transmission, owing to the positioning of the clutch pedal.

Finally, the 10-spoke 19-inch alloy wheels are known to crack, which allows air to seep out from the tyre. This happens gradually over time rather than in a matter of hours or minutes. You’ll struggle to identify cracked wheels at a glance, so the best option is to leave aside £500 or so for a replacement set, just in case.