Zed Sled - 1996-2002 BMW Z3

BMW's first mass-produced roadster, the Z3, marked a major turning point for the Bavarian automaker. Not only was it a bold expansion from a lineup that had previously consisted of three different size sedans and a coupe, but it also marked the first BMW made in North America, and the first made exclusively outside of Germany.

Inspired by the achingly beautiful 507 roadster from the 1950s, BMW began producing the Z3 late in 1995 after a roughly 12-month pilot period that saw its Spartanburg, South Carolina, plant produce a small number of 318i sedans for the U.S. market. Mazda Miata-sized, but with a German pedigree, the Z3 used driveline components from the contemporary E36 3 Series sedan and a mix of suspension bits from the E36 generation and the earlier E30 3er.

Though somewhat of a "parts-bin" machine, the Z3 was all sports car. With a willing (if underpowered, at first) engine, a short wheelbase and relatively fast-ratio steering with that typical BMW feel and handling, it proved a revelation to drive. Car and Driver gushed over it in its first full road test: "Once you stop ogling the American-made Z3's head-turning lines and slip behind the wheel, you find a car that scores a laser-targeted bullseye for those who view driving as more recreation than transportation.... Its suspension has a powerful rapport with the pavement, and it communicates to the driver, in no uncertain terms, what is transpiring at the road surface."

Truly, no one should have expected anything less from BMW, a company that had already spent several decades earning its stripes as the maker of the best-handling sports sedans. Debuting on the world stage by appearing in the high-profile reboot of the James Bond franchise in the movie GoldenEye, the Z3 proved immensely popular in its first year on sale, garnering waiting lists in some markets.

The 1.9-liter, DOHC M44 four-cylinder engine that powered all 1996 U.S. market Z3s didn't exactly give the car startling performance from its 138 hp, but, as the only mass-produced European roadster offered stateside, the $28,750 car sold in significant numbers, ensuring a fair supply remains on the market today. The Z3 came equipped with a weather-tight top and proved suitable for year-round use, though, fortunately for collectors today, many were babied and used only on proverbial nice days. The Z3's engine was a bit more powerful than that of the lighter Miata, resulting in similar performance at the dragstrip.

Underneath the Z3's unibody chassis sat a front suspension consisting of unequal-length control arms sprung and damped by coil springs and MacPherson struts. The rear setup, with semi-trailing arms, received a fair amount of criticism for its tendency to invoke unsettling bump steer in turns on uneven pavement. But that quirk did little to dampen the enthusiasm.

With the 1997 introduction of the all-aluminum 189-hp M52 2.8-liter six-cylinder engine (3 and 5 Series sedans with the inline-six would soldier on with a cast-iron block for a couple more years), the Z3 upped the performance quotient considerably. Along with the added power, staggered 17-inch wheels were added to the options list and larger ventilated front disc brakes became standard on the six-cylinder variants, which all got roll hoops behind the seats. BMW widened the rear end with muscular-looking fender flares to accommodate the wider track of the six-powered car.

In 1999, with an updated version of the M52 2.8-liter making 193 hp, BMW introduced a 170-hp, 2.5-liter six-cylinder variant, dubbed, inexplicably, the "2.3." The 2.3 immediately became the base version as the four-cylinder Z3 went away for good in the U.S. In 2001, a 225-hp 3.0-liter version of the M54 engine debuted, supplanting the 2.8-liter engine as the top offering in the Z3. Taking the place of the 2.5-liter in the 2.3 was another 2.5-liter, this time given the appropriate "2.5i" moniker and making 184 hp, almost as much as the original 2.8-liter, though with less torque.

In 1998, BMW pulled out all of the stops and lavished the Z3 with the M treatment, creating the pugnaciously potent M roadster, which featured the 240-hp S52 3.2-liter inline-six, previously made famous by the contemporary M3. The M transformation came complete with significantly wider rear wheel arches, larger, stickier rubber, the big brakes from the M3, sculpted sport seats, stiffer, lowered suspension and outlandish two-tone interior treatments along with the requisite selection of M badges throughout.

Capable of 0 to 60 MPH sprints in the low five-second range, the M roadster proved a sensation. Its 17-inch summer-use-only, high-performance tires stuck like glue, though the Z3's notorious bump steer remained as prevalent as ever. If you wanted the M version of the Z3, you had to know how to drive a three-pedal car; the M roadster came only with a manual transmission.

For the final two years of M roadster production, BMW turned up the wick even more, installing the then-new E46 M3's S54 3.2-liter engine into the little roadster. Though the S54 made 333 hp breathing through its six individual throttle bodies in the M3, a tighter exhaust system route kept the M roadster down to "just" 315 hp, still enough for the quickest-shifting road testers to get to 60 MPH in 4.5 seconds and through the quarter mile in the low 13s at nearly 110 MPH. But BMW still wasn't done.

In 1999, a year after the M roadster hit showrooms, BMW unveiled the M coupe, a hardtop/hatchback version of the hottest Z3. Though both the convertible and the hardtop shared the same unique driveline and virtually every other component beyond their differing roofs, BMW engineers gave the M coupe--with its substantially stiffer body structure--an even stiffer suspension. Simultaneously loved and loathed--you saw visions of either a latter-day Ferrari 250 "Breadvan" or a clown shoe--the M coupe drew polarizing opinions. As sales never approached the levels of the M roadster, the coupes today command greater attention and stronger values on the market.

A Z3 coupe also quietly appeared on the scene, with the 2.8-liter engine the only choice under its hood (later updated to the 3.0-liter for 2001 and 2002). Unlike the M coupe, the Z3 coupe had an optional automatic transmission. It also featured the standard Z3 bumpers and not the more aggressive front and rear treatments found on the M versions.

Though there are very few special edition Z3s, the very first cars on the market were a 100-unit run of roadsters dubbed the James Bond 007 version for a tie-in with the movie. In a joint marketing effort, BMW of North America offered the cars for sale exclusively in the Neiman Marcus Christmas catalog for 1995, with the cars delivered in the spring of 1996. All were painted a new color, Atlanta Blue, had beige leather seats along with a slew of options and 007-embroidered floor mats. All 1.9-liter powered, the Bond edition Z3s remain rare and command a premium over other four-cylinder Z3s. Look for VINs that end with LE00700 to LE00799 for confirmation.

Fortunately, as the Z3 shares its driveline components with other 3 Series models, parts for the engines remain abundant and available, both from dealers and from aftermarket suppliers, such as those listed here. Look for service records, and make sure that the regular BMW Inspection I (30,000-mile intervals) and more intensive Inspection II (60,000 miles) services have been performed, along with regular fluid changes, including the transmission and differential.

The two most problem-prone areas under the hood, as with contemporary BMW sedans, are the water pumps and the VANOS variable-valve timing on the six-cylinder cars. The former is a relatively inexpensive fix and should be treated as a maintenance item, while the latter can get pricey if neglected.

The Z3 has the distinction of being one of the last BMWs produced without a plethora of in-car electronics and infotainment systems. And that has given it an added punch of reliability in that regard. But there are a few flaws to look out for. Inside, owners found that the seats would rock back and forth on their mounts over time, the result of worn-out rubber bushings. In the suspension department, worn rear shock mounts are a common BMW problem, but are rather simple to fix, at least with the roadsters. Some people have reported problems with the differential mount tearing the spot welds from the trunk floor, but that appears to affect only a very small percentage of cars, and seemingly those driven very aggressively or with a modified suspension. However, it is still worth a look under the carpet in the trunk, as the fix can be quite expensive.

Prices for the Z3 range from the mid-four figures for early four-cylinder roadsters with some miles on them on up to over $30,000 for pristine, low-mileage M coupes. Fortunately, there are plenty of affordable cars in between, and the sweet spot seems to hit the 2.8, 2.5i and 3.0i models--they offer plenty of power, carry a modest price and there appear to be many well cared-for examples on the market. We saw plenty of nicely equipped offerings for under $10,000 with six-cylinder power. An enthusiast could easily find a sweet-handling, powerful, comfortable, reliable and modern sports car for that kind of money. And though the four-cylinder cars may not be as quick as the sixes, they still offer all of the handling and that snug, low-to-the-ground roadster feel.

Though the Porsche Boxster and Mercedes-Benz SLK soon joined the Z3 on the market, BMW's long-hood, short-deck roadster with a cloth top and the engine mounted in the front carried the torch for the traditional roadster set--and carried it well. Abundantly produced, the Z3 remains a compelling car to drive, along with potentially being a great value.

Body

Six-cylinder-powered cars got a wider back side, and the M versions had full-on wide and menacing wheel arches all around, along with a power bulge on the hood.

The Z3's stout steel body may lack the lightness and elegance of aluminum coachwork or the exoticness of fiberglass-reinforced plastic, but it more than makes up for any perceived shortcoming with its robustness and strength. During the years BMW manufactured the Z3, its hood was said to be the single heaviest piece of stamped steel on any car made in North America.

Given that all Z3 body components were treated for corrosion resistance before assembly and that the majority of the cars were little used in winter, rust should not be too big of an issue when it comes to shopping for a car.

Likewise, BMW spent a lot of time engineering the Z3's chassis, ensuring a solid platform that resists the sort of twisting and flexing that plagued other convertibles. The coupe, when it debuted, was BMW's stiffest body shell ever, and while the suspension may creak, groan and chirp, the body will never complain.

Interior

While some have noted that the Z3's interior's materials do not stand up to the caliber of the stuff used to make some of the higher-end BMWs, it's not exactly the pauper express. Leather seating, standard on Z3s with 2.8-liter and larger engines, can often be found on the earlier four- and small-six roadsters. All coupes had leather interiors.

With round gauges, straightforward climate control knobs and a non-adjustable steering column, the Z3's interior is old school in the most refreshing way possible. While BMWs have become incredibly complicated inside in recent years, the Z3 is perhaps the last of the uncomplicated Bimmers, a selling point for people afraid of too much in the way of modern infotainment electronics.

Though thoroughly weather-tight if given even a modicum of care, a common drawback with all Z3 variants is that the seat-mount bushings wear easily, resulting in a rocking and rolling effect. This can be remedied with a $30 kit and a few hours of work in the garage.

Engine

From a mild-mannered 138-hp 1.9-liter four-cylinder engine to a fire-breathing, 7,600-screaming-RPM, 3.2-liter, 315-hp inline-six, there were no less than seven engine offerings from BMW in the Z3s sold in the U.S. (Other markets around the world had several other choices, including other fours and smaller sixes.).

The beauty of the "parts-bin" Z3's origins is that all of the engines come from powerplants shared with other 3 Series models, making them no more exotic or unusual than the typical 325i, 328i or even M3. Though the earlier 1.9-liter models certainly look to always be the least expensive entry into the world of the Z3, 2.8-liter-equipped cars, made from the 1997 through 2000 model years (the latter of which featured revised bodywork, particularly in the rear end), seem to hit the sweet spot where price and performance meet.

Proper maintenance and following a schedule more rigorous than the factory's ludicrous 15,000-mile oil-change interval should ensure countless trouble-free miles from the engine.

Gearbox

While a lot of people who read this magazine can't imagine a roadster or sporting coupe with anything other than a manual transmission, the Z3 is a car of the 1990s, meaning that automatic-equipped versions are abundant. Still, BMW has long carried the torch for keeping the DIY shifting relevant and there are plenty of five-speed-manual equipped Z3s to choose from.

For those who would rather not handle the changing of gears, early cars were offered with a four-speed automatic and later cars received the updated GM-sourced five-speed autobox that also found its way into 3 and 5 Series sedans. Though the manual has proven more reliable over the years, the automatics don't seem to lead as hard a life as those on other BMWs with the higher-torque, larger-displacement engines.

If you opt for any of the M versions of the Z3, you don't get a transmission choice--all are manuals. Likewise, BMW equipped all of the Ms with a traditional clutch-type limited-slip differential, while six-cylinder, non-M Z3s used a Torsen limited-slip differential.

Brakes and Suspension

Since almost the beginning, critics have long looked askance at the Z3's rear semi-trailing arm suspension, a design that debuted in 1982 on the E30 3 Series. Ironically, those same critics lather the praise on that earlier sedan. Go figure.

However, they do have a point that the layout tends to introduce unsettling bump steer when driven with gusto around less-than-smooth corners. Given that the Z3 used the front setup from the contemporary E36 sedan, then considered one of the best handling cars on the market, it's kind of surprising that they didn't adopt the rear multi-link suspension as well.

The aftermarket has stepped up, and there continue to be plenty of spring and shock combinations designed to improve the Z3's handling, ranging from mild upgrades to full-on, race-only coilover setups. Several manufacturers also offer improved shock mounts--something to consider when replacing the rapid-wearing BMW factory mounts.

Specifications

Engine:

• 1,895-cc DOHC, 16V inline-four with cast-iron block and aluminum cylinder head (M44)

• 2,793-cc DOHC, 24V inline-six with aluminum block and cylinder head (M52)

• 2,494-cc DOHC, 24V inline-six with aluminum block and cylinder head (M52 & M54)

• 2,979-cc DOHC, 24V inline-six with aluminum block and cylinder head (M54)

• 3,152-cc DOHC, 24V inline-six with cast-iron block and cylinder head (S52)

• 3,246-cc DOHC, 24V inline-six with cast-iron block and cylinder head (S54)

Horsepower: 138 to 315

Torque: 133 to 252-lb.ft.

Fuel System: Electronic port fuel injection

Transmission: Five-speed manual; four or five-speed automatic

0-60 MPH: 4.5-8.1 seconds

Top speed: 115-159 MPH

Overall length: 158.5 inches

Width: 66.6-68.5 inches

Height: 49.8-50.7 inches

Wheelbase: 96.3-96.8 inches

Curb weight: 2,746-3,151 pounds

U.S. Sales

Z3 1.9 roadster: 30,876

Z3 2.8 roadster: 23,908

Z3 2.3 roadster: 21,395

Z3 2.5 roadster: 13,132

Z3 3.0 roadster: 9,838

Z3 2.8 coupe: 991

Z3 3.0 coupe: 1,061

M roadster S52: 8,336

M coupe S52: 2,023

M roadster S54: 1,478

M coupe S54: 674

Price Guide

Parts Prices

Alternator, Bosch, remanufactured: $221*

Brake caliper, new: $225

Brake caliper, remanufactured: $40*

Clutch kit: $310

Door pull handle, interior: $109

Flywheel, dual-mass for manual trans: $945

Hydraulic belt tensioner: $259

Motor mount support bracket, right: $92

Motor mount support bracket, left: $37

Oxygen sensor, front: $166

Oxygen sensor, rear: $129

Power mirror motor assembly: $101

Shift knob, illuminated: $90

Shock absorber, rear: $76

Strut, front: $190

Valve cover gasket set: $80

Water pump, six-cylinder: $119

* Net prices reflect core charge refund for remanufactured parts

Specialists

Bavarian Autosport

275 Constitution Avenue

Portsmouth, New Hampshire 03801

800-535-2002

www.bavauto.com

Turner Motorsport

16 South Hunt Road

Amesbury, Massachusetts 01913

800-280-6966

www.turnermotorsport.com

Pelican Parts

1600 240th Street

Harbor City, California 90710

888-280-7799

www.pelicanparts.com

Viewpoint

After having an MGB for 16 years, I was looking for a more modern "fun" car. My choice came down to a Mercedes-Benz 560 SL or the Z3. The 560 is a tourer, while the Z is a sports car, and I decided to go with the sports car. I bought this 2001 2.5i in 2006; it had about 15,000 miles on it, and was a well-maintained one-owner car that had come out of the Hamptons on Long Island.

The mileage is now in the 26,000 range, and I put almost 1,000 miles on this past summer. With the straight-six, it has plenty of power, and runs like a Swiss watch. I sometimes wish that it had an overdrive sixth gear when I'm out cruising, but it's not enough of a bother to worry about. The current Z4 has overdrive, and it certainly has more room inside--the Z3 is a bit tight for me at 6-foot-2, but I fit fine, and there's still more room inside than the original Miata had--but I've driven both cars back to back, and I feel the Z3 rode a lot nicer and handled more nimbly than the Z4.

It's a great car, and I haven't had to do a thing to it except to change the oil. It's a lot of fun to drive. I'd certainly buy one again, and I recommend it to people all the time. The prices are very reasonable now, too--the Z3 is a lot of bang for the buck. -Dennis B. McCourt

Recent Ads

2001 BMW Z3 3.0-liter/automatic: I have owned this car for 14 years, and I have thoroughly enjoyed every minute of it. It has been very trouble-free, and continues to receive many admiring glances and compliments. I also purchased the relatively rare hardtop at the time I bought the car, which has made it feasible to drive the car all year long, which is what I have done. I am selling the car at this time only because I have reached the point in my life where I need a different type of vehicle. $9,500 negotiable.

1998 BMW Z3 2.8/five-speed manual: Well maintained, low mileage (33,000). A beautiful car. Very clean, noticeably well preserved. Must see and drive. Always garaged. Heated seats. Power everything Great roof. Must sell. $8,500 or best offer.

1999 BMW Z3 M roadster: Featured in Imola Red with black and red leather interior, and black canvas power convertible top, this car has covered just over 50k miles.... And this car benefits from a custom Magnaflow exhaust system for increased power and exciting sound. The cockpit features comprehensive instrumentation in the classic style. Power windows, remote locks with alarm, power seats, cruise control, power top, AM/FM cassette with subwoofer and lighted gearshift knob. $24,900.

1997 BMW Z3 1.9/automatic: Well cared for Z3 Roadster, great condition with heated, power, leather seats, power windows, automatic transmission and 90K miles. The engine starts, idles and runs just as it should. A great little driver's car in great condition. $6,900.

Ads courtesy Hemmings Motor News

Club Corner

BMW Car Club of America

640 South Main Street, Suite 201

Greenville, South Carolina 29601

800-878-9292

www.bmwcca.org

Membership: 73,000; Dues: $48/year

Z Series Car Club of America

zscca.org

Dues: $30/year