2025 BMW Z4 M40i Review: Gimme Schalter

This is the 2025 BMW Z4 and yep, it doesn’t look much different, right?

That’s because this year the big changes happen on the inside. It took six years, but BMW has finally gifted its roadster with a manual transmission once more. Not only that, there are chassis tweaks that the Bavarians promise should make the Z4 the purist, enthusiast choice in the BMW portfolio. In an age of 5,700-pound M5s and whatever the XM is, what does that even mean?

What’s New For 2025:

The Z4 just had a freshening up for 2023, which saw the roadster gain new exterior colors, tweaked bumper designs, and improved standard content. This year’s big news is the addition of the Handschalter package (“hand shift” in German). In comes a six-speed manual—not just the same unit paired with the sweet, 3.0-liter inline-six elsewhere, but one with a unique lever and guides tailored to the Z4.

There’s just a little more M in that M40i badge, too: opt for the manual and the wheels become staggered with 19s at the front and 20-inchers out back, like an M3 or M4. The Handschalter also picks up a stiffer front anti-roll bar, tweaked suspension tuning, plus new mapping for the rear dampers, variable steering system, and traction control parameters. It’s thorough stuff.

Other visual cues include black trim around the grille with mirror caps and model badging to match. The matte green of this tester is unique to the three-pedal setup; so is San Remo Green in America, though Canadians can spec that one on any ’25 Z4.

Exterior Style: Classic Proportions

Of course, none of this much alters the look of the Z4. Neither did that facelift two years ago, either. If you liked the Z4 before, you probably still like it now; if not, probably not. The staggered wheel setup does subtly alter the stance, like a runner on the starting blocks.

To these eyes, the front end still has an insectoid-like quality. The high tail, thin rear lights, and kicked-up lip spoiler are still pure concept car to me, and look excellent. The color earned a lot of comments, and it’s hard to argue with the cognac leather pairing, a natural fit for a dark green shell. The proportions are still the Z4’s best strength, a little wedge of exotica against a sea of modern hatchbacks-on-stilts—sorry—crossovers.

Powertrain And Fuel Economy: Winning Combination

Hot take time: this is the best version of BMW’s inline-six, which in itself is arguably the best modern example of a sextet of cylinders. Sure, 382 horsepower seems weirdly meh when a variation of this powerplant is pumping out a full 543 ponies, but those on-paper stats don’t tell the full story.

The M version (S58) is explosive in its delivery, while the B58 is silky smooth yet just as responsive. Torque peaks barely off idle but the 3.0-liter still loves to rev, with a crisp soundtrack that takes on a metallic zing in the final quarter of its available revs.

And now, drivers have an added level of control over the whole experience. The shifter is a sweetheart: short throws, firm definition, and precise movement mean you’ll be rowing through the ‘box just because you can. It’s not like you need to, since all that turbo torque lets the Z4 stride along barely over idle. Defeatable rev-match assist works flawlessly, blipping the throttle just before the gear is locked in. The clutch pedal is a good match too, springy yet easy to read. It all adds up to a far more harmonious package than the awkward three-pedal experience in the M2.

BMW quotes a 0–62 mph (0–100 km/h) time of 4.4 seconds, a few clicks off the pace of the eight-speed auto. Respectfully: who cares.

Handling And Drivability: Sharper, But Not M

The Handschalter upgrades don’t dramatically alter the Z4’s dynamic makeup. It’s dabbled at the local gym, finding appreciable improvements through a core workout, but isn’t downing creatine cocktails and aiming for single deadlift PBs like its M brethren.

Kick it into Sport mode and the Z4 is game to play, the ideal weight distribution and pure rear-drive setup keep it feeling keen and agile. At 3,500-ish pounds (1,594 kilograms) the Z4 is not lightweight, and the heft is more noticeable as the speedo climbs. The steering is predictable and accurate, though still light on feedback.

There’s the power to hang the tail out at will, but that’s not something the Z4 ever feels stoked to take part in. It’s those classic roadster proportions: there’s something so satisfying about being basically sat over the rear axle, but it means all the important actions are happening almost at the complete other end of the car.

Ride Quality and Comfort: Mini-GT Vibes

There are those out there who still crack the same jokes about the Z4 and the related Toyota GR Supra. I’ve already shared my thoughts on that whole situation. Now that I’ve driven both in three-pedal form, it’s even clearer that these are two different cars.

Where the Supra is always down for fun, like an eager puppy out on a morning walk, it has almost zero chill. The Z4 is different. Leave it in its default drive settings and the roadster is downright comfy, easily capable of road trip levels of miles. Around town, the adaptive suspension keeps rattles and thumps to a minimum, even along broken tarmac. Top down with the windows up, the cabin is low on turbulence, so conversations don’t devolve to shouting even at highway speeds. When the top’s up, the Z4 can roll along with the windows down without gale-force buffeting. Try that in the Supra.

The seats are mounted good and low, for a natural driving position that, at least for this 5’10” writer, results in zero aches or annoyances. I just wish they offered both heat and ventilation instead of only the former.

Trunk space is pretty darned reasonable thanks to the move back to a fabric roof. A full 10 cubic feet of storage (281 liters) gives the Z4 road trip credentials.

Interior Style And Quality: Packaging Compromises

The Z4’s cabin is suitably well-finished for the well-heeled convertible connoisseur. Quality is all-around good, with soft-touch materials all along the dash. There are zero rattles or creaks with the roof up or down. Speaking of which, the Z4’s top is quiet in operation and can do its thing at low speeds. The steering wheel is still on the thick side, though not as bad as the chunky full-M alternative.

There are still some odd packaging quirks within the cabin. Some, like the almost-too-small wireless charger, are products of an aging model. The volume knob is another: the proximity to the shifter makes it awkward to use, especially for the passenger. Nothing beats the cupholders though: hidden under two panels, one needs to be open at all times to hold even one drink, so your passenger won’t have anywhere for their elbow. Even then, the drinks are so far back that they’re hard to reach.

Tech And Safety: Kickin’ It Old School

I appreciate that the two ends of BMW’s two-door spectrum—Z4 and 8 Series—continue to use the older iDrive 7.0 system. The 10.25-inch screen lacks the shiny newness of the latest system, instead trading in some actual shininess (read: glare) in certain top-down lighting conditions. Beyond that, the simple menu structure is a major advantage, allowing driver and passenger alike to quickly flit from menu to menu. Not only that, but there are actual physical buttons for the climate and audio controls! The Z4 still offers both wireless charging and wireless Apple CarPlay, so there’s no qualms there.

The Z4’s safety suite is reasonable for the segment, with standard forward collision warning including pedestrian detection. Parking sensors and (especially) blind spot monitoring are plenty useful, as the Z4’s fabric top introduces massive blind spots.

Value Dollars and Sense

This is where the argument for the Z4 manual, as fabulous as it is, gets tougher. Simply put, it’s too expensive.

In America, just the Handschalter package alone on an M40i puts the sticker at $71,125 including destination, or enough to grab the 473-horsepower M2 and check off a few options. Add on the matte paint, driver assists, and even the wireless charger, and the price tag is $77,100.

Canadians get the manual as a no-cost option, which is pretty sweet. The starting price thus is $84,480 CAD including destination, and this tester has a cool $14,000 in options.

But wait, you say: that’s still a deal over something like a Porsche Boxster Style Edition and its base-level motor. You won’t get into a C8 ‘Vette convertible for less, either. That’s true, but both of those mid-engined machines offer more precision. The Boxster has other powertrain options to pair with its sweet row-your-own setup, and while the Chevy is auto-only, you’re also looking at 495 hp.

Final Thoughts

Is the 2025 BMW Z4 M40i manual the driver’s choice in the BMW lineup? Probably. It’s more than quick enough, audibly interesting, and blessed with a gloriously great three-pedal setup.

Had BMW put it out there in the G29’s first model year instead of its seventh, and the price wasn’t M4-esque, maybe this generation would be viewed differently. As is, the Handschalter is a bittersweet experience: undoubtedly the best the Z4 has been this generation, but a pricy and no-doubt rare example bound for future-collectible status.

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