"In common with the outgoing Z3, when designing the new Z4 family, we were designing a Roadster for those who appreciate open-topped motoring and the Coupé for customers who want a compact long-distance GT car," he continued.
"Interestingly, the new Coupé was actually designed at the same time as the original Z4 Roadster in the late 1990s. BMW's hugely successful launch of new models in recent years left some of the more niche models on the drawing board. But my design team and I pushed for this car and an opportune time to engineer the car for production. Designing the two Z4 models simultaneously ensured that both share a common design theme and a cohesive appearance," he concluded.
Front, back and sides:
From the front, the only visual difference from the Roadster is the 'double bubble' contoured roof. This serves as an aerodynamic aid as well as offering additional headroom to taller occupants. The side view is identical to the profile of the Roadster from the front bumper back to the A-pillar and for the full length of the car below the shoulder line. Above this, the gently sloping Coupé roofline culminates at the rear of the car with a subtle aerodynamic lip spoiler.
From the rear, the Coupé shares the same new rear lamp clusters as those introduced on the Roadster in early 2006. Light conductor rods are fitted, which illuminate a split-second earlier than conventional bulbs. The light units sit on each side of the large clamshell hatchback lid that covers the 340-litre boot - easily enough to stow the luggage for a weekend away.
BMW Motorsport's Z4 M Coupé takes the Pocket GT design and adds a distinctive sporting edge. A lower front valance with large air intakes dominates the frontal view. The power bulge in the bonnet, created by two sharp front-to-rear crease lines, also highlights the potential of the high-performance M variant. From the rear, similar high performance traits are exhibited. BMW M's trademark four exhaust tailpipes protrude from an aerodynamic rear diffuser that ensures the car stays firmly planted on the road. In profile, the Z4 M Coupé shares the lightweight five-spoke alloy wheel design with the Roadster and they clearly display the M3 CSL braking system behind (only on the M derivative).
High-performance Drivetrain:
The launch of the new Z4 Coupé offers UK customers a new BMW engine / model definition. It is the first time that a roadster-based Coupé has been offered with a 3.0-litre engine alongside the high-performance M Coupé derivative. Drivers now have the choice of the lightest production six-cylinder engine in the world powering their Coupé or the seven-times International Engine of the Year category-winning BMW Motorsport powerplant - a focused high-performance model line-up that will whet the appetites of motoring enthusiasts.
Z4 M Coupé:
The new BMW Z4 M Coupé is powered by BMW's familiar 3,246cc Motorsport engine. Delivering 343hp at 7,900rpm, it easily surpasses the magical 100hp per litre benchmark for naturally-aspirated high performance engines. Maximum torque of 365Nm is achieved at 4,900rpm and, highlighting the powerplant's flexibility, 80 per cent is available below 2,000rpm.
Such sporting statistics translate into scintillating performance, with the new Z4 M Coupé posting a zero to 62mph time of 5.0 seconds before going on to an electronically limited top speed of 155mph. These commendable figures do not compromise the economy of the car, with the Coupé delivering a combined fuel consumption of 23.3mpg and recording a CO2 output of 292g/km.
Variable M differential:
The high levels of power and torque are translated onto the road via a six-speed manual gearbox and BMW's Variable M differential. Unlike a standard fixed-ratio 'limited-slip diff', the Variable M differential delivers a fully variable zero to 100 per cent of available power to the wheel that can most use it in any given situation. It works by using a pump to generate internal pressure when a wheel starts to spin. This pressure is applied to a clutch that transfers power across the rear axle to the wheel with most grip. The result? Lateral cornering acceleration that is higher than is permitted by a conventional differential, a limited slip differential or any form of traction control system.