Lexus LC Convertible

The LC Convertible from Lexus is actually a direct preview of an upcoming production model, according to the automaker. The LC Convertible Concept has already been described as an LC in its most breathtaking form, 鈥渂lending all the best aspects of the original Coupe with the dynamic design of an open-air convertible,鈥?said Lexus chief designer, Tadao Mori. It鈥檚 stowed in a special compartment behind the rear seats, actually. Also, it鈥檚 a soft-top rather than a folding hard-top, which should help keep the extra weight down to a minimum. Compared to the fixed-roof version, the LC Convertible sits 5 mm closer to the road. Meanwhile, the wheelbase length is the same at 2,870 mm, as is overall width and length, rated at 1,920 mm and 4,770 mm respectively. As for any special touches present on this show car, there鈥檚 black exterior trim, new 22-inch wheels, and of course the white leather interior with yellow contrast stitching. It鈥檚 the exact same spec unveiled in the press release a few days back.

Well, that鈥檚 the theory, but in reality the Z4 is much closer to its Japanese counterpart than most would have predicted. 鈥淭he new Z4 is more puristic, dynamic and progressive than the outgoing model,鈥?says the project leader, Michael Wimbeck. 鈥淭here is no better roadster to explore empty B-roads early on Sunday morning than the new Z4.鈥?With that said, it鈥檚 time to get in the cars and drive. While the location of Lisbon is idyllic, the weather decides not to play ball. Dense sheets of rain persist as the seemingly drought-breaking precipitation transforms the parched surface into an ice rink. Grip becomes an entertaining illusion as both rear-drive steeds demand to be driven. Given half a chance the Z4 will fishtail away from the apex, while the Cayman offers a broader scope of understeer and oversteer. Still, the buffer zone between bravery and bad luck can be brutally narrow in these conditions.

As the rain mercifully clears and the strong winds dry the tarmac, the BMW starts pulling away from the Porsche in small, but quantifiable increments. Its main assets are a torquier and more powerful engine and the commendably rapid eight-speed automatic transmission. However, it weighs in excess of 1500kg, whereas 1365kg is listed for both the base Cayman and Boxster (the coupe still outperforms the drop-top for torsional rigidity and overall stiffness). The standard eight-speed auto makes it easy to climb the torque mountain, but it isn鈥檛 as quick or as sharp as the optional seven-speed PDK transmission in the Cayman. Without the dual-clutch 鈥檅ox, the Z4 would easily embarrass the Cayman. That controversial flat four, the smaller of the two, is better than its questionable reputation. Yet it relies on high revs to deliver and it doesn鈥檛 muster quite the same linear punch as a flat six - and it sounds more like an air-cooled Beetle on steroids than a detuned M1.

The 220kW, mid-engined Porsche is blatantly entry-level instead of cream of the crop. For acoustics, the M40i has this comparison licked. Like the lead singer of a metal band, the six-pot melodically intones its trademark theatrics between a bassy low-end to a high-revving crescendo. And it can be enjoyed even more so when topless. When we first drove an early prototype Z4 at the BMW proving grounds, the roadster impressed with a variety of talents. It worked well as an open-top GT, but we could already feel the potential of what鈥檚 underneath. Blending the relaxed mastery of a cruiser with the hardcore handling of a bruiser is something the M40i is proving extremely capable of. Throttle response, transmission setup, damper variation, steering weight and the electronically controlled diff lock can be tweaked in five different modes. Sport Plus is okay for track use, but Sport is more compliant and, as a result, better suited out on the road. Fitted with the optional 19-inch alloys, just like the contender from Munich, the Porsche does not ride quite as well as the BMW in Sport mode. In Comfort, things can get a little mushy and undefined.

It鈥檚 tangibly brittle in Sport Plus, while the steering becomes noticeably heavier and the diff lock trades smoothness for bite. Ultimately, there's a lot at play, here. While the overall length has grown, the wheelbase of the new Z4 is actually shorter. It鈥檚 a compact drop-top with a sportier DNA, while the Cayman, even in base form, looks and feels like a baby 911. The BMW is easier to drive most of the time. It is fast in a straight line, brakes with proficiency and follows the road accurately. It鈥檚 an emotional and exciting bit of kit that also builds confidence quickly. Helping this is a front-end that sticks like glue, quick turn-in speeds, massive amounts of grip and a rear axle which controls all forces with proficiency and aplomb. BMW has developed a new front axle for the Z4, which will later reappear in the next M4. What sets the roadster apart from the coupe is the new variable-rate sports steering, which boasts a reassuring meatiness on-centre. There鈥檚 more feedback on turn-in and a quicker response during rapid changes of direction. The 718 Cayman still feels about as competent and challenging as the Z4.