AutoTrader SCORE
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STYLING6.0/10
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Safety7.0/10
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PRACTICALITY9.0/10
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USER-FRIENDLINESS7.0/10
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FEATURES9.0/10
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POWER10.0/10
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COMFORT9.0/10
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DRIVING FEEL7.5/10
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FUEL ECONOMY6.0/10
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VALUE9.0/10
Yep, you were right.
We were all right. The 2025 BMW Z4 is better with a manual transmission. Although it doesn’t address all my concerns with this roadster, having the option to change your own gears makes the drive experience more compelling. In fact, BMW did such a good job with this manual that I think it might be the perfect entry point for the shoppers with the mettle – and the means – to get the hang of a three-pedal setup.
Power: 10/10
While it’s true that manuals can be tricky, any inconvenience managing your own gears that might otherwise be introduced here is mitigated by the 369 lb-ft of torque offered by the 3.0L turbocharged straight six-cylinder under the hood. The full complement of twisting force is available from as low as 1,800 rpm, and there’s plenty available from even lower to keep you crawling when the road is congested. In stop-and-go traffic, that torque allowed me to pick a gear and stick with it for long periods of time, easing the burden on my left leg. When traffic slowed so much that I had to downshift, the automatic rev-matching technology did a telepathically good job of easing the gear change.
Better still, the clutch pedal is like a compound bow, providing some resistance as you start pushing on it, but less and less the closer you get to the floor. That gives it a sporty feel without making it too significant a workout. Together with the low-down torque, it makes the Z4 feel remarkably civilized at low speeds. My only nit to pick here is that the action on the gear stick is a little stiff, and moving it out of a gear towards neutral can feel a little bit sludgy.
With 382 hp on tap, the car is also quite capable on the open road and can get up to 100 km/h in a claimed 4.4 seconds. That’s around half a second slower than the Z4 M40i with the eight-speed automatic transmission, but it’s still quick enough to pin you in your seat and to keep up with the 718 Boxster S manual, which gets to 100 km/h in exactly the same amount of time, according to Porsche.
Driving Feel: 7.5/10
After all of that gushing, a relatively low drivability score might seem a little harsh, but in the context of its segment the Z4 left me feeling a little disappointed. Sure, the power would probably make it fun in a world without cops or consequences, but in the one I inhabit the handling leaves something to be desired.
Even in the sportiest setting, there’s a small dead spot in the steering, which means every time you turn into a corner you have to wait for the steering rack to pick up on your input, then for the weight to shift, and then for the G forces to build. The delay is, of course, tiny and would be fine in a commuter vehicle, but this isn’t that. It’s a roadster, and part of what it has to do is offer compelling driving dynamics.
Despite that, the Z4 isn’t without its charms. It’s a great cruiser and it has more than enough power to encourage the rear wheels to step out when the engine’s power and torque are called upon. Yes, it’s capable of delivering thrills, but if we’re going to be grading on a bell curve farther down in the review, it only seems fair to hold it to a higher standard here.
Comfort: 9/10
With the top down, the sun up, comfort mode activated, and a long stretch of open road ahead of it, the Z4 comes into its own. Although the suspension is firm, it’s also compliant and soaks up bumps ably. Even on the roughest stretches of road in my neighbourhood, the car never clattered harshly or rattled my fillings.
Inside, the power-adjusting seats accommodated my 6-foot 1-inch frame easily, even in the relaxed driving position I prefer. [Some say the seats in a roadster don’t recline far enough to satisfy Sebastien’s preferred position.–Ed.] I was, however, a little miffed to discover that although the seats are heated they aren’t ventilated – a feature that isn’t offered in the Z4 at all.
With the roof up, the cabin is surprisingly quiet. Although you shouldn’t expect miracles from the soft top, it’s well enough insulated to ensure you never miss a word of your favourite podcast or a note in your favourite song.
User-Friendliness: 7/10
Although the Z4 is comfortable, perhaps inevitably, there are some ergonomic compromises. For instance, although I was happy to find a physical volume knob on the dash, it’s right in front of the gear stick.
Its location closer to the driver is misplaced if only because there’s a redundant volume control on the steering wheel. Yet any time the person in the passenger seat wants to use it they have to manoeuvre awkwardly to avoid the gear stick.
Even more inconvenient for passengers is the cup holder situation. The feature is hidden away under the armrest, and there’s no room for a bottle holder in the door pocket. As a result, if anyone in the car wants a drink, the passenger has to go without an armrest and must be penned in by the already high transmission tunnel.
It’s not all bad, though. The infotainment system is classic BMW, and I appreciated being able to use the scroll wheel, especially in a vehicle whose seats are so close to the floor.
Safety: 7/10
My other major concern with the Z4 has to do with visibility. This roadster has some of the biggest blind spots I’ve ever experienced with the roof up. Even with the top down, over-the-shoulder visibility is poor, which makes every lane change feel nerve-wracking. Big side mirrors (and the blind-spot monitoring system) help keep lane changes safe, but their size means they also block a lot of the view ahead.
Fortunately, the Z4 has a good selection of advanced safety systems, including the aforementioned blind-spot monitor, lane-keeping assistance, and more.
Features: 9/10
While I’ve had a few complaints about this Z4, it offers a thoroughly modern driving experience. While the roof is insulated well enough to help you listen to music, the optional 12-speaker sound system helps, too. There’s also an available subscription-based Wi-Fi hotspot, head-up display, and heated steering wheel.
The selectable drive modes also make a surprisingly big difference in how the Z4 is enjoyed. In sport mode, the exhaust system crackles and pops, and the engine snarls aggressively. The suspension also tightens up, and the whole experience feels M-adjacent. In eco mode, meanwhile, the throttle mapping is changed completely, requiring much bigger stabs at the pedal to build speed. Along with the more muffled engine, it all contributes to making the Z4 a much friendlier car as far as your neighbours are concerned.
Practicality: 9/10
I said we’d be grading on a curve, and here we are. Yes, the Z4 only has two seats (but they’re very accommodating); yes, it’s a small car (but it has a surprisingly capacious 280-L trunk that can handle golf bags and is about on par with other roadsters); and yes, it’s a manual. But by the standards of the class, it doesn’t ask you to make too many sacrifices.
Styling: 6/10
Grading on a curve cuts both ways. Sure, the Z4 has a less horrifying grille than, say, the M3, and there are some angles from which it looks alright, but it’s a roadster. The word is synonymous with rakish good looks, and yet somehow BMW managed to make it look as exciting as a bar of soap. The car might not be ugly, but it certainly isn’t attractive, and compared to the elegant Jaguar F-Type or brawny Porsche Boxster, the Z4 is disappointingly plain.
Fuel Economy: 6/10
You wouldn’t expect a roadster to have great fuel economy, but the manual transmission here comes with a consumption penalty that can only be described as significant. Officially rated at 10.9 L/100 km combined, that’s nearly two litres worse than the version equipped with the eight-speed auto. Worse still, in my time with the car I only managed 11.6 L/100 km, making it thirstier than a Honda Ridgeline – which is, by all known definitions, a pickup truck. However, the Z4 somehow manages to be more efficient than the Toyota Supra manual, which has the same powertrain, as well as the Porsche Boxster.
Value: 9/10
It seems silly to ask if a roadster is good value, but the Z4 provides a competitive amount of performance for its price tag. In the case of this tester, that price tag came up just shy of six figures, with a pre-tax sum of $98,580. That’s an eye-watering amount of money, but for it you can get to 100 km/h just as quickly as you can in the Porsche Boxster and quicker than in the V8-powered Jaguar F-Type P450, and those cars cost significantly more. Whereas this BMW starts at $82,000, the Boxster starts at around $103,000 and prices for the Jag kick off at $117,000.
The Verdict
The manual transmission brings with it significant improvements to the 2025 BMW Z4, making it more engaging to drive without asking the driver to make too many compromises (fuel economy notwithstanding). It’s easy to use, comfortable, and quick, and being able to pick your own gears is a nice bonus that makes it feel a little more special. The gearbox is not, however, a fix for all this the roadster’s sins.
Still the Plain Jane of its class, it’s a little less thrilling and, as a result, less lovable than the best of its competitors. However, if what you care about is tackling long stretches of open road with the top down, the Z4 does an awfully good job.
| Engine Displacement | 3.0L |
|---|---|
| Engine Cylinders | Turbo I6 |
| Peak Horsepower | 382 hp @ 5,800-6,500 rpm |
| Peak Torque | 369 lb-ft @ 1,800-5,000 rpm |
| Fuel Economy | 12.6 / 8.9 / 10.9 L/100 km cty/hwy/cmb |
| Cargo Space | 280 L |
| Model Tested | 2025 BMW Z4 M40i |
| Base Price | $82,000 |
| A/C Tax | $100 |
| Destination Fee | $2,480 |
| Price as Tested | $98,580 |
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Optional Equipment
$14,000 — Frozen Deep Green Metallic paint, $6,000; Premium Enhanced package, $4,700; Cognac Vernasca leather w/contrast stitching, $1,900; 19”/20” double-spoke wheels, $1,000; M seat belts, $400
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