Like the Ferrari 360 Modena, the Z8's space frame and body panels are constructed of aluminum. While minimizing corrosion the lightweight metal is more rigid than steel, resulting in an extremely stiff structure, resulting in heightened steering response. The increased torsional rigidity allowed BMW to increase suspension travel, producing a much less painful ride than most of its competitors without sacrificing handling.
Once again the Z8's 394-hp 5.0-L V8 incorporating 369 lb-ft of torque isn't as earth shaking as a variety of competitive marques. Its 1,615 kg (3,561 lb) curb weight isn't as light either, translating into only 4.7 seconds to 100 km/h. Only 4.7 seconds? OK, a sub-5.0-second 0 to 100 km/h sprint is a blistering pace, but in the $200,000 range and below there are cars quite a bit quicker. That said few sound as good, are as easy to launch or are as flexible from any gear. Redline is a heady 7,000 rpm but 85% of the engine's torque is available from 1,500 rpm while all 369 lb-ft can be reached at 3,900. So much torque is available that any detectable understeer is easily corrected via the gas pedal instead of the steering wheel. That said BMW ensures no harm nor accident befall its precious clientele with Dynamic Stability Control (DSCIII), a safety system available on all of its models from the tiny Mini right up to the intimidating 745iL.
With that in mind the Z8 hasn't been designed to only excel with the DSC system activated. Turn it off, buyer beware, and throttle steering takes on new meaning. The cars balance in corners is breathtaking, almost always composed unless you foolishly gear down too harshly. No car with this much torque should be taken lightly. The Z8 will bite you in your butt, as the rear wheels spin for traction and ends begin to swap. For those with moderate skill levels its best to leave the DSC button alone. Then the Z8 will miraculously save you from anything but double-yellow passes into oncoming traffic.