It’s a feeling we know all too well: the final hurrah of a niche sports car that looked great, drove even better, but ultimately succumbed to low sales, an awkward market position, and waning demand. The Z4’s fate was hardly helped by the Toyota GR Supra, which shares much of its mechanical DNA, while BMW’s own 4 Series Cabriolet offered two additional seats for roughly the same money. BMW even resurrected the manual gearbox in an effort to draw attention away from the Mazda MX-5 and Porsche 718 Boxster, two cars occupying opposite ends of the roadster spectrum. But the writing was already on the wall. Now, the Z4 bows out with the Final Edition, a limited run of just 58 Canadian market examples, each carrying an all-in price of $99,900.

The Final Edition comes exclusively in Frozen Black, accented by red contrast stitching throughout the cabin, “Final Edition” door-sill plates, and a badge delete for a much cleaner rear end. Other markets receive an Alcantara-wrapped steering wheel, but that item was conspicuously omitted from the Canadian build sheet. At least the airbag cover is wrapped in leather. BMW is quick to point out that the Final Edition’s combination of features is exclusive. However, we suspect a determined customer could have assembled something remarkably similar through the regular options list. Sadly, the Z4 has now disappeared from BMW’s online configurator, with production having ended earlier this year. The end of an era, indeed.

In the meantime, we still have a chance to savour this 382-hp roadster. The Z4 may not command the same attention as BMW’s 3 and 4 Series, but we’d argue it delivers a greater sense of occasion, and perhaps even more character, than many of the company’s M cars. It covers all the proverbial bases, cosseting its occupants across the province in comfort while remaining perfectly capable of holding its own should a racetrack happen to await at the destination. Its suspension errs on the softer side, favouring a relaxed cruise down the boulevard over a charge through a serpentine back road. Yet, it’s never afraid to open the taps to its sonorous inline-six and let the exhaust burble provide all the necessary theatrics.

Misery loves company, and endangered species seem to be no different. The manual gearbox has been kept alive by a fiercely loyal BMW following, and for good reason. It adds another layer of involvement and an immeasurable amount of enjoyment to the driving experience. Paired with the 3.0-litre turbocharged inline-six, which produces the same 382 hp and 369 lb-ft as the automatic, it makes for a killer combination, one that feels increasingly special in an era when three pedals are facing extinction themselves.

With accessible torque spread generously across the powerband, you can leave the Z4 in third gear and ride the gentle wave of thrust through most driving situations. But the engine is equally happy to be worked hard, and the manual gives you complete control to explore its upper reaches without a computer deciding when you’ve had enough of a particular gear. Compared with the automatic, you shift less frequently, savour each gear for longer, and spend more time in the sweet spot of its broad power curve. The automatic had us constantly working the paddles to keep the engine on song. The manual lets you settle in, enjoy the revs, and savour the music.

Like the shifters in the M2 and M4, the Z4’s lever has a knobby, mechanical action that demands a fair amount of arm effort to slot into each gate. After climbing out of the short-throw, rifle-bolt precision of the Honda Civic Type R and Acura Integra Type S, the BMW’s shifter feels comparatively clunky and imprecise, with noticeably longer throws.

The clutch pedal follows a similar theme, with a long travel that can force the driver to sit closer to the steering wheel than expected. Fortunately, the Z4 offers generous seatback adjustment, more than enough to accommodate my six-foot frame. The steering column telescopes an equally impressive distance, extending farther than in virtually any other vehicle we’ve driven. There’s also a curious workaround for shorter-limbed drivers: you don’t actually need to depress the clutch all the way to disengage it. A little past halfway is enough to slot the transmission into gear, saving you from having to stretch your leg through the pedal’s full range.

The Z4 remains rear-happy and loves to wag its tail with a little mid-corner provocation. Rather than snapping toward oversteer, it leans toward a gentle understeer, giving the driver a greater sense of security and balance at higher speeds. And the driving position remains pure grand tourer. You sit low and reclined in the Z4, with generous adjustment for both the seatback and cushion. The footwell is wide enough to accommodate my six-foot frame comfortably, while the elongated hood creates the impression that you’re perched close to the rear axle. Outward visibility is excellent, too, reinforcing those boulevard-cruiser vibes borrowed from the 8 Series. Even after an hour-long commute, you emerge feeling refreshed, albeit with a slight tint of orange to your skin.

The Z4 isn’t the only sports car riding into the sunset this year. The BMW 8 Series, Toyota GR Supra, and non-GT variants of the Porsche 718 are among the other casualties, all departing without an official successor in sight. But we’re not convinced this is the final chapter for BMW’s iconic two-seat roadster. How do you put a price on a 35-year bloodline that stretches back to the 1989 BMW Z1? And let’s not forget the eccentric clownshoe M Coupe or the sawed-in-half Z8 that followed. Surely, that heritage counts for something.

Specifications:

Model: 2026 BMW Z4 M40i Roadster Final Edition
Paint Type: Frozen Black
Base Price: $99,900
Price as Tested: $99,900
Engine: 3.0-litre turbocharged inline-six (B58)
Horsepower: 382 hp
Torque: 369 lb-ft
Transmission: 6-speed manual
Engine & Drive Configuration: Front engine, RWD
Observed Fuel Consumption (L/100km): 12.1
Tires: Michelin Pilot Super Sport; 255/35ZR19 front; 285/30ZR20 rear