The Z4’s basic mechanical components isn’t anything extraordinary—it’s a setup that’s present in just about every rear-wheel drive BMW. Yet, engineers have cleverly worked on the details all for the sake of driver enjoyment. The wheelbase has been shortened and the tracks widened for the sake of agility, the suspension mounted to an aluminum subframe for precision, the center gravity lowered, and the platform lightened and stiffened at the same time.

In a word, it’s capable. The chassis cope with just about every type of driving scenario. Through tight, twisty roads, there’s an enormous amount of grip to exploit, and the suspension easily puts both body roll and float in check. As a trade-off, a bit of bounce and waywardness is noticeable over rougher patches of roads, but that’s all in character for a low-slung, two-seater sportscar. On long, smooth pieces of road, it’s also extremely capable with controlled levels of wind and road noise. The steering is, admittedly, short on feedback, but is intuitive and accurate. Even a small effort will thread it through a tight bend with forces those standard Michelin Pilot Super Sports can exploit.

As a roadster, the Z4 allows some outside noise to permeate the cabin. In standstill traffic, you’ll actually hear what motorists, particularly cyclists will think of this BMW’s design. Nonetheless, its insulation, especially against Manila’s midday heat is seriously good. Bringing the fabric top down on the Z4 takes about 10 Mississippis and can be done at speeds of up 50 km/h. However, there’s almost no indication that the top’s working except for a small display at the bottom of the gauge cluster. It’s also annoying having to hold the roof button up or down as it completes its intricate ballet.

As the Z4 sDrive20i, this variant comes with a twin-scroll turbocharged 2.0-liter with 197 horsepower and 320 Nm of torque. On paper, these outputs don’t sound a lot—as the MX-5 makes 184 horsepower without forced induction, while the BRZ makes 235 horsepower with a larger normally-aspirated motor. But again, engineers have managed to find a way to put all that power to the pavement. Zero to 100 km/h is achieved in an efficient 6.6 seconds. Character-wise, it’s not exactly the most rev happiest of engines, but it does use the generous torque spread—1,450 to 4,200 rpm—to push the 1,435-kilogram curb weight around. The 8-speed automatic is a willing ally too, but at its default “Comfort” mode, it feels choked. Sport is best to keep the entire thing singing happily.

If there’s a glaring issue with the Z4, it’s that the brakes are just hard to modulate. With a very short pedal stroke, it’s extreme grabby and this can make driving it in stop-and-go traffic an infuriating experience.

Equally compelling for the Z4 is its interior. The design itself is straight on corporate BMW so don’t expect it to look that different from the rest of the line-up. The switchgear, the spattering of chrome and piano black trim are all impeccably finished. That said, the dash, door cards, and seats are all bespoke. Thus, the controls are all canted towards the driver, creating a driver-focused environment. The seats are low-slung, but they’re still easy to see out of. They also come with, surprise, electronic adjustment (including the bolsters) so they’re supportive, comfortable, and can fit a wide variety of body types.

Oh, and speaking about body types, there’s plenty of space on offer here despite the Z4’s compact exterior proportions. The foot well themselves are free from any obstructions, enabling you and your companion to spread their legs in comfort. Plus, the wide set cabin means there’s no rubbing shoulders in here. There are plenty of cubby holes too, but here’s wishing the cup holders and USB Type C charger were designed better. As it stands, they’re mounted inside the covered arm rest. This means having to drive around with the arm rest bin open. And even then, it’s a choice of whether you’d like to charge your phone or fit two cups of coffee (wireless charging isn’t available). Behind the seats, there are map pockets and even a shelf that’ll fit an umbrella or two. Most impressive of all though, the trunk can hold a reasonable 281 liters; there’s even a ski hatch in-between the front seats for extra-long items.

The good news continues with the Z4’s infotainment system. It may be stuck in the previous generation BMW Operating System 7 era, but don’t take away the fact that it’s responsive and easy-to-use (save for pairing an iPhone for CarPlay for the first time). The menu system itself is relatively flat with just one or two sub-menus per function and navigating them can be done either with the 10.3-inch touchscreen, if that’s your preference, or via the rotary controller located on the center console. However, the gauge cluster and its polygonal-shaped interface, isn’t the most legible so thankfully there are clear digital markings for speed.

The Z4 lost its way when BMW tried to broaden its appeal with the previous-generation model. Now, whether it was their intention or Toyota’s, this third-generation model has gone back to basics with a formula that puts emphasis back on driver enjoyment. For those considering a luxury roadster, the BMW Z4 has made a case for itself. It’s truly appealing for those who want something engaging and athletic. Yet, at the same time, it can cover ground in a seriously comfortable manner and remains practical and civil even for daily use.