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The Z4 M40i is already a very likeable roadster - the incoming manual should make it doubly so

It’s been easy to forget about the G29 era of BMW Z4, despite arriving in the world as recently as 2019 and being facelifted since then. The fact it wasn’t quite a class-leading sports car may have contributed to the apathy, as will the return of the Toyota Supra on the BMW architecture. Having such an iconic nameplate come back meant it was the Toyota with the BMW engine being talked about at every turn rather than the BMW with the BMW engine. There seemed to be no additional uplift in Z4 interest despite the very well-documented link between them. Add to that the fact the Z4 still isn’t - spoiler alert - a Boxster from behind the wheel - plus the valedictory fanfare around the Audi TT - and BMW’s convertible just hasn’t been in the limelight. At all. Which is bad, really, given how few front-engined, rear-drive, six-cylinder two-seaters are left out there.

You’ve probably seen that BMW has taken matters into its own hands on the publicity front, and given the people (car nerds on the internet) exactly what they want: an M40i engine with a manual. Plus green paint and tan leather. Just weeks before BMW’s Frank Weber said in an interview to buy a car with a clutch before they’re gone forever - smart move. It remains to be seen exactly how the Handschalter Pack (real name) will be received; perhaps those who want a manual, straight-six BMW might extend a little further (an extra £4k) for a manual M2, or perhaps demand will outstrip supply and it’ll be flipped for overs like it’s a limited run supercar. Because there sure as heck won’t be another. It could be the greatest six-speed fitted to a BMW, or the manual could feel like an old 5 Series. We just don’t know yet - but we're very keen to find out, not least because it seemed like the days for cars like a manual Z4 were numbered. However it turns out, the return was all the excuse needed to get behind the wheel of a Z4 again, just to see what an old gearbox might be able to bring to a new car.

It was a timely return visit, because frankly there’s a lot to like. Even in the relatively short time since the Z4’s launch, plenty has changed at BMW, and the relative simplicity of this car really appeals. It looks great, for starters, not massive like the current M3 and M4 or overdone like, let’s be honest, quite a few others. The front end still isn’t its strongest angle, but at least the grilles aren’t silly, and the rear three-quarter is spot on: taut, muscular, handsome, and leaving no doubt as to the powered axle. The interior will probably look a little strange with a manual lever front and centre, though surely not as incongruous as in the M2’s metaverse; the auto selector is already quite chunky, and there is a sufficient amount of old-school touches - buttons! Knobs! Dials! - that a gearstick won’t seem out of place.

Crucially, too, the Z4 remains properly entertaining to drive. It’s not incisive and razor-sharp like something mid-engined, nor ruthlessly focused and laser-guided like a full-fat M car, but it's easy to forgive it all those things. You’re always quite approximate with the front end, because it’s so far away and the steering isn’t brilliant, but the relationship with the axle you’re sat over feels good, so you’re soon confident with chasing the gas sooner and sooner out of a turn. The rear Michelin Pilot Super Sports are a healthy 275-section, though are pretty easily overpowered by 369lb ft of torque when required - the mid-way setting for the traction control works a treat, too. Before you know it, the little(ish) hot rod makes a whole lot of sense romping from every bend with the rear wheels overspeeding just a tad. It’s not a tremendously precise nor a massively fast way to corner, but it is good fun. A Z4 test drive will put an inane grin on your face sooner than a 718 Boxster will, let's put it that way.

The manual ought to play to that side of its character, too. It’s normal to suggest that a modern turbo engine works best with an unflappable auto, and there’s no doubting the effectiveness of this combo with the eight-speed; it’s more than amply fast, the changes are crisp, the ratios sensible and the efficiency impressive. But where a PDK perfectly suits the metronomic brilliance of a Porsche package, so it feels like three pedals could usefully enhance the BMW’s old-school feel. The B58 is a great turbo straight six, no doubt, but it doesn’t need every last rev chasing for big performance. Being able to short shift as you wish and surf the bountiful torque promises to be gratifying; as will, of course, perfecting downshifts in a straight six, roofless BMW sports car that sounds this good. That hasn’t been possible for a very long time. Even if it does shift like every old Beemer in history - let’s continue to hope for a Supra-style change - the additional sensory satisfaction of a manual promises a lot for the Z4. It’ll probably never be a car for apex-clipping, last-second gearchange thrills, so leaning into its point-and-squirt nature with a six-speed 'box sounds quite convincing.

Probably, we should just be grateful there’s going to be a Handschalter at all. Mercedes gave up on the SLC, Audi has killed the TT, and the Jaguar F-Type is no longer available to order - yet soon there will be a manual Z4 with 340hp out there. That feels like a good news story, however long it’s actually available for, especially as an afternoon spent with the M40i highlighted so many positives that have probably been overlooked in recent years. It often makes you feel a million dollars behind the wheel (or even just parked outside), the engine’s a responsive, sonorous, powerful joy, and it's hard to conceive of a day that won’t be brightened by rear-wheel drive and a folding soft top. The fact that it isn’t the ultimate driving machine isn’t the be-all and end-all; the Z4 offers up fairly traditional fun and frolics in an increasingly tech-obsessed, synthetic automotive world. Expect the manual to play to those strengths just perfectly.

SPECIFICATION | BMW Z4 M40i

Engine: 2,998cc, straight-six turbo
Transmission: 8-speed automatic, rear-wheel drive
Power (hp): 340@5,000-6,500rpm
Torque (lb ft): 369@1,600-4,500rpm
0-62mph: 4.5sec
Top speed: 155mph (limited)
Weight: 1,535kg
MPG: 35.3
CO2: 180g/km
Price: £53,775 (price as standard; price as tested £58,855 comprising Frozen Grey paint for £1,880, Technology Pack (Parking Assistant, Head-up Display, Harmon/Kardon stereo, Enhanced Bluetooth with wireless charging, WiFi hotspot) for £1,800, Driving Assistant Pack (Driving Assistant and Active Cruise Control) for £900 and Comfort Pack (heated wheel and Comfort Access for £500) Handschalter RRP £63,145

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GTEYE

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