When BMW first unleashed its third-generation M3 coupe upon the world, enthusiasts drooled and the competition cowered. With an unprecedented 333 horsepower from its ultrasophisticated straight six it threatened to blow past not only its usual stable of challengers, but numerous high-dollar sports cars as well. When it finally hit the streets, few were disappointed as the M3 was not only fast, it had the suspension, steering and brakes to complement its supreme power plant.
But domination of one category never seems to be enough for BMW, and with such a virulent engine resting in the parts bin, it couldn't bear to leave well enough alone. Not long after the M3's introduction came the announcement that both the M roadster and M coupe were being readied for a few upgrades as well. They too would get a serious injection of power along with a retuned suspension, bigger wheels and tires and all the other minor tweaks and add-ons that come standard when the Motorsport crew works its magic. All of a sudden, the cute little Z3 roadster and the odd-looking Z3 coupe became big-time power players with horsepower to burn, but would it be a match made in heaven like it was in the M3?
Yeah, the suspense was killing us, too, so we managed to wrangle a roadster version out of BMW and take it for an extended test drive. Our final assessment is nothing short of totally expected. The power is intoxicating, the handling nervous but capable and the car itself flawlessly assembled and finished. If you're looking for a roadster that can plant your tongue in your back pocket, few can match it. If you just want something that looks fast, has a convertible top and a beautifully finished interior, well, it'll pretty much fill the bill there, too.
Without a doubt, the M's most captivating feature is the ultrahigh-tech 3.2-liter inline six under the hood. Although identical in nearly every way to the engine used in the M3 coupe, the roadster's smaller size dictates a tighter and more restrictive exhaust routing that results in a slightly lower overall horsepower rating. Rated at 315 hp at 7,400 rpm and 251 pound-feet of torque at 4,900 rpm, the M is still blessed with significantly more horsepower than most of its rivals. Advanced technology like variable valve timing and individual cylinder throttles combined with the highest compression ratio of any BMW engine (11.5:1) make for an incredibly flexible and efficient power plant.
Our test facility wasn't available for us to extract performance numbers, but with 300 fewer pounds to drag around than the M3, we expect that the roadster would turn in times at least equally as fast, so figure a 0-to-60 run of around five seconds. With its high power peak and bias toward horsepower over torque, it takes some winding up before the power really kicks in, but it rarely feels down on power.
Part of the illusion can be attributed to the short gearing of the five-speed gearbox. Unlike most five-speeds that use the final cog for a more relaxed overdrive gear, the M's gearbox comes with tightly spaced ratios for the first four gears and a straight 1:1 ratio fifth. Sure, it requires a bit more rowing when running hard and a few more rpm on the highway, but the sublime shifter is smooth through the gates with rock-solid stops. This is BMW's best shifter — even better than the M3's six-speed.
The Motorsport massaging doesn't stop with the engine, as the suspension gets its fair share of high-performance enhancements as well. The front track is wider and the body is lower. The rear subframe is modified to handle the M's beefier rear differential along with heavy-duty control arms and retuned bushings all around. Dynamic Stability Control (DSC) is standard equipment as is a set of satin-finish 17-inch wheels fitted with Z-rated rubber.
Needless to say, the M roadster's handling abilities are sufficiently extreme. Even the most experienced car jockeys will have trouble finding the limits of this thoroughbred. Body roll is almost nil, grip is near excessive and the steering is ultraquick for sharp, split-second transitions. The pedals are perfectly placed for heel-and-toe downshifting and the brakes are easy to modulate and immensely powerful. Aggressive driving is rewarded with harrowing corner speeds, but the short wheelbase combined with the massive doses of horsepower make for some twitchy handling at the limit. If there's any real flaw it's the overall body structure that exhibits a bit more flex than we would like, but considering that the original chassis debuted way back in 1996, it's not wholly unexpected.
During less hair-raising maneuvers, you'll appreciate the M roadster's simple, yet purposeful, interior design that foregoes the excess clutter found in all too many modern cars. The M leaves you with only the vitals — three-dial climate controls, a single-disc CD player and three chrome-ringed auxiliary gauges that give it a true performance car look and feel. The sport seats are as comfortable for long drives as they are for short blasts through the mountains, and the classic BMW gauge cluster gives you all the info you need at a glance.
The convertible top is a fairly simple proposition that takes no more than 10 or 15 seconds to maneuver into place, but we still lament the existence of a plastic rear window on a near-$50,000 convertible. Wind buffeting at speed is quite pronounced, with one editor remarking that anything above 55 mph turns a civilized conversation into a shouting match.
Not that any of these minor inconsistencies are likely to sway many of the M's prospective buyers. After all, this is a top flight performance machine, if you're worried about wind buffeting and the lack of adequate cupholders (they're optional), this isn't the car for you. If, however, you're looking for a drop-top two-seater that can keep pace with the fastest sports cars, has an exquisitely built and classy-looking interior and handling abilities that, while not perfect, can put a smile on your face and the fear of God in you at the same time — this may be just the car you're looking for.
But domination of one category never seems to be enough for BMW, and with such a virulent engine resting in the parts bin, it couldn't bear to leave well enough alone. Not long after the M3's introduction came the announcement that both the M roadster and M coupe were being readied for a few upgrades as well. They too would get a serious injection of power along with a retuned suspension, bigger wheels and tires and all the other minor tweaks and add-ons that come standard when the Motorsport crew works its magic. All of a sudden, the cute little Z3 roadster and the odd-looking Z3 coupe became big-time power players with horsepower to burn, but would it be a match made in heaven like it was in the M3?
Yeah, the suspense was killing us, too, so we managed to wrangle a roadster version out of BMW and take it for an extended test drive. Our final assessment is nothing short of totally expected. The power is intoxicating, the handling nervous but capable and the car itself flawlessly assembled and finished. If you're looking for a roadster that can plant your tongue in your back pocket, few can match it. If you just want something that looks fast, has a convertible top and a beautifully finished interior, well, it'll pretty much fill the bill there, too.
Without a doubt, the M's most captivating feature is the ultrahigh-tech 3.2-liter inline six under the hood. Although identical in nearly every way to the engine used in the M3 coupe, the roadster's smaller size dictates a tighter and more restrictive exhaust routing that results in a slightly lower overall horsepower rating. Rated at 315 hp at 7,400 rpm and 251 pound-feet of torque at 4,900 rpm, the M is still blessed with significantly more horsepower than most of its rivals. Advanced technology like variable valve timing and individual cylinder throttles combined with the highest compression ratio of any BMW engine (11.5:1) make for an incredibly flexible and efficient power plant.
Our test facility wasn't available for us to extract performance numbers, but with 300 fewer pounds to drag around than the M3, we expect that the roadster would turn in times at least equally as fast, so figure a 0-to-60 run of around five seconds. With its high power peak and bias toward horsepower over torque, it takes some winding up before the power really kicks in, but it rarely feels down on power.
Part of the illusion can be attributed to the short gearing of the five-speed gearbox. Unlike most five-speeds that use the final cog for a more relaxed overdrive gear, the M's gearbox comes with tightly spaced ratios for the first four gears and a straight 1:1 ratio fifth. Sure, it requires a bit more rowing when running hard and a few more rpm on the highway, but the sublime shifter is smooth through the gates with rock-solid stops. This is BMW's best shifter — even better than the M3's six-speed.
The Motorsport massaging doesn't stop with the engine, as the suspension gets its fair share of high-performance enhancements as well. The front track is wider and the body is lower. The rear subframe is modified to handle the M's beefier rear differential along with heavy-duty control arms and retuned bushings all around. Dynamic Stability Control (DSC) is standard equipment as is a set of satin-finish 17-inch wheels fitted with Z-rated rubber.
Needless to say, the M roadster's handling abilities are sufficiently extreme. Even the most experienced car jockeys will have trouble finding the limits of this thoroughbred. Body roll is almost nil, grip is near excessive and the steering is ultraquick for sharp, split-second transitions. The pedals are perfectly placed for heel-and-toe downshifting and the brakes are easy to modulate and immensely powerful. Aggressive driving is rewarded with harrowing corner speeds, but the short wheelbase combined with the massive doses of horsepower make for some twitchy handling at the limit. If there's any real flaw it's the overall body structure that exhibits a bit more flex than we would like, but considering that the original chassis debuted way back in 1996, it's not wholly unexpected.
During less hair-raising maneuvers, you'll appreciate the M roadster's simple, yet purposeful, interior design that foregoes the excess clutter found in all too many modern cars. The M leaves you with only the vitals — three-dial climate controls, a single-disc CD player and three chrome-ringed auxiliary gauges that give it a true performance car look and feel. The sport seats are as comfortable for long drives as they are for short blasts through the mountains, and the classic BMW gauge cluster gives you all the info you need at a glance.
The convertible top is a fairly simple proposition that takes no more than 10 or 15 seconds to maneuver into place, but we still lament the existence of a plastic rear window on a near-$50,000 convertible. Wind buffeting at speed is quite pronounced, with one editor remarking that anything above 55 mph turns a civilized conversation into a shouting match.
Not that any of these minor inconsistencies are likely to sway many of the M's prospective buyers. After all, this is a top flight performance machine, if you're worried about wind buffeting and the lack of adequate cupholders (they're optional), this isn't the car for you. If, however, you're looking for a drop-top two-seater that can keep pace with the fastest sports cars, has an exquisitely built and classy-looking interior and handling abilities that, while not perfect, can put a smile on your face and the fear of God in you at the same time — this may be just the car you're looking for.
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