Buying a used BMW Z4 (2009-16)

BMW wasn’t a renowned source of compact sports cars before the appearance in 1987 of the trendsetting BMW Z1.

It was redesigned eight years later, emerging as the disappointing Z3 roadster, which in 2001 was replaced by a seriously improved Z4 version.

This first-generation E85-series BMW Z4 arrived in Australia during 2003, and by 2006 we had a full range of Z4 variants. These included a fixed coupe which, in M form, would deliver 252kW. In addition, an update brought new Si versions of the 3.0-litre straight-six engine with up to 195kW.

BMW’s second-generation E89 Z4 was unveiled at the Detroit motor show in 2008 and entered showrooms in the US market almost immediately.

It reached Australia by mid-2009, with three inline six-cylinder rear-drive model variants offered: 150kW 2.5-litre sDrive23i and 3.0-litre sDrive30i (190kW) and twin-turbo sDrive35i (225kW). A boosted 250kW 3.0-litre sDrive35is arrived the following year.

The 23i and 30i were replaced in early 2012 by 2.0-litre turbocharged four-cylinder engine variants – 135kW sDrive20i and 180kW sDrive28i – while a mid-life update was introduced in 2013 with a light facelift, minor equipment additions and price adjustments.

The current third-generation (G29) BMW Z4 was unveiled in 2018 at Pebble Beach in California, arriving in Australia the following year. It shares the same platform, driveline, suspension and other components with the Toyota GR Supra.

• Avoid any Z4 with evidence of owner abuse; cracked body plastics, split seats and kerbed rims are all warning signs
• Clutch shudder in a manual car warns an expensive trip to the BMW specialist is imminent
• Slow or jerky movement of the folding metal hard-top indicates poor maintenance or component wear

BMW was a big player in the Australian prestige vehicle market and so keen to see new versions of the Z4 on local roads that in 2009 it did the unthinkable and launched a sports car only weeks before the onset of winter.

A motoring magazine then got in on the joke by running a comparison test of the Z4 and its low-slung rivals across icy roads in the vicinity of Mt Kosciuszko.

E89 versions of the BMW Z4 came to Australia in three six-cylinder variants.

At the entry level, the 150kW 2.5-litre sDrive23i opened at $86,200 plus on-road costs for the manual. The 190kW 3.0-litre sDrive30i started at $98,100, while the range-topping 3.0-litre twin-turbo sDrive35i – with a conservative 225kW – opened at $116,900 plus ORCs.

All versions had six-speed manual as the default. Six-speed automatic added $3300 on the 23i and 30i, while a seven-speed dual-clutch auto was available on the 35i for an extra $3500.

Z4s competed directly against the Mercedes-Benz SLK and Porsche Boxster, and while the pricing neatly aligned with the SLK 350, a 3.0-litre manual Z4 at $99,000 was $6000 cheaper than the 188kW Porsche.

E89 versions were slightly longer and wider than the cars they replaced, with the same clever folding hard-top that made these an almost weatherproof sports car.

Bearing in mind BMW’s addiction to its option lists, Z4s as they arrived from the factory were well equipped and didn’t beg too plaintively with buyers to add extra features.

The seats, steering wheel and gear selector wore leather trim and seats were electrically adjustable in higher-spec models. To access uprated buckets with extra thigh support though, you did need to specify an M Pack version.

A flagship auto-only 250kW Z4 sDrive35is (from $129,900) arrived during 2010, and eventually became the sole twin-turbo model as the 225kW 35i was discontinued.

The Z4’s engine options were updated and rationalised late in 2011, with the new basic engine a smaller and less powerful four-cylinder turbo. It had 2.0 litres against the 2.5-litre unboosted six-cylinder and output was 135kW. This new sDrive20i was priced accordingly from $76,900 plus on-road costs.

The move to turbo-four for Z4 also removed the 3.0-litre sDrive30i. It was replaced the sDrive28i (from $89,400) which had the wicks turned up on the 2.0-litre turbo to 180kW of power and 350Nm of torque against the base model’s 270Nm. It also produced more torque at fewer revs than the superseded 2.5 or 3.0-litre N52 engines.

Both new 2.0-litre engines were available with a six-speed manual or ZF eight-speed automatic, but the manual was dropped with the introduction of a mid-life update in 2013.

The eight-speed auto was deemed okay for engines delivering fewer than 200kW, but the twin-turbo six with 250kW persevered with the more robust seven-speed dual-clutch.

Six-cylinder dual-clutch cars were heavy, with a kerb weight of 1525kg against 1420kg for the 2.0. Six-cylinder cars also sat on 18-inch rims with wider 255mm rear tyres.

The lights and wipers self-activated, and somewhere within the tiny passenger space BMW found room to mount 11 speakers for the complex audio system.

You and whoever occupied the adjacent seat were also able to program your own air-con temperature and airflow and electrically adjust the seats.

The 2013 upgrade to the BMW Z4 brought a light facelift with minor equipment and price adjustments. Sat-nav was standard across the range, and the sDrive2.0i was now priced from $79,900 plus ORCs. The 28i dropped in price by $100 to $89,900, but now had 18-inch wheels as standard.

At $119,545, the 35is maintained its price gulf to lesser models but did gain Adaptive M Suspension and 19-inch alloys.

Three selectable modes, ranging from Comfort to Sport, softened or tightened suspension response and steering weight but didn’t influence engine performance.

Based on local and overseas evaluations of various versions, it becomes obvious that the BMW Z4 is a car with the ability to change its character depending on which engine was chosen by the original owner.

Early versions came with 2.5 or 3.0-litre engines, turbocharged if you preferred, but a difference of just 75kW between the least and most powerful.

Then came the 2011 update and introduction of BMW’s new 2.0-litre turbo four-cylinder engine which in basic form delivered a meek 135kW – there was also a 180kW version – while the 3.0TT had been uprated to deliver 250kW.

In addition to a 115kW difference in output, the price differential blew out to more than $40,000 as well, ensuring that not too many of the powerhouse 35i model would be sold new.

Today, with the used market compressing the cost difference between versions, the most powerful Z4s have become relatively less costly.

The Z4 was intended to feel rock solid, especially with the roof panels in place. That’s a great attribute in a country characterised by appalling roads, even if the Z4’s chunky design does come with a weight penalty and the low-profile rubber doesn’t do a thing to absorb road shocks.

Some of that weight, estimated at 50kg more than for conventional cars of the Z4’s size, is due to BMW’s clever folding hard-top and buyers need to factor its advantages into their thinking.

Z4 buyers will generally compare the BMW Z4 with the Porsche Boxster, but in terms of dynamics and price it sits closer to the Honda S2000 than the mid-engined Porsche.

The Honda needs no turbocharger to generate its 176kW of power or reach a shrieking peak of 8300rpm. BMW’s 2.0-litre in 28i form produces 180kW at a less raucous 5000rpm and delivers torque at a more accessible point on the graph than does the Honda.

For economical motoring, BMW’s 2.0-litre is the engine of choice, although even the twin-turbo six won’t habitually gulp fuel. During real-world testing, the 2.0-litre averaged 7.2L/100km while the bigger engine would use around 11L/100km.

Making a low-slung sports car protect its occupants in a crash involving heavier and larger vehicles is always difficult and an issue for Z4 buyers to contemplate. Certainly, they will have access to great brakes and dynamics to help avoid a crash occurring in the first place.

To help minimise an impact, BMW included four airbags (front and side) and rollover protection. Euro NCAP wasn’t initially a happy place for the Z4, with early versions scoring three stars; later Z4 models with electronic stability control added an extra star from 2011.

• Early six-cylinder cars used BMW’s VANOS variable valve timing, a system very sensitive to oil sludging. However, in 2010-12, with the S54 engine it was the entire VVT operating system that caused a recall by habitually breaking the mounting bolts. They should all be fixed by now but check the service history.
• When evaluating a car with the folding hard-top, ask the vendor to activate the roof a few times in succession. Listen for unexplained noise and ensure opening and closing speeds are consistent.
• Electrical and electronic issues can manifest in older Z4s, especially cars where water has got into the footwells and caused condensation behind the dash. Check that everything electrical operates, that all the gauges and dash screen read as they should.
• High-kilometre cars can suffer diminishing turbo boost (Error Code 30FF) or the engine just feels sluggish. Rattling noises warn that expensive work is imminent.

Used vehicle grading for BMW Z4 E89 Series (2009-16)
Design & Function: 14/20
Safety: 13/20
Practicality: 10/20
Value for Money: 12/20
Wow Factor: 15/20
Score: 64/100

Also consider: Mercedes-Benz SLK, Porsche Boxster

Related: BMW Z4 sDrive20i 2013 Review
Related: BMW Z4 2013 Review – Local launch
Related: BMW Z4 sDrive20i 2012 Review
Related: BMW Z4 sDrive35is 2011 Review
Related: BMW Z4 sDrive30i/35i 2009 Review – Local launch
Related: BMW Z4 sDrive35i 2009 Review – International launch