It had been a year since we'd experienced the Z3; the 2.3 version finished first in the "under 200 horsepower" division of our 2000 Roadster Comparison Test. Since then, the 2.3 has been appropriately renamed the 2.5i, and its 2.5-liter inline six engine now makes 14 more horsepower (184 versus 170). Further, the 2.8 roadster is now called the 3.0i; the enlarged engine develops 225 horsepower at 5,900 rpm and 214 pound-feet at 3,500 rpm. Certainly this inline six feels nice in the 330i, but just try it in the lighter Z3 3.0i: This isn't just a fast convertible with an exclusive badge; rather, it's a sports car that might be purchased merely for its performance.
All who drove our 3.0i test vehicle savored the slick, generous delivery of power from the inline six. The engine's generous powerband (thank BMW's Double VANOS — variable valve timing) makes the Z3 a rewarding companion whether you're pushing it around the curves and twists of a two-lane road or bopping along in city traffic. A delightfully snorty exhaust note ensures that you never blend into the crowd. Several drivers, including Road Test Editor Ed Hellwig, had just driven the 2001 M3 and still found the lesser Z3 quite likeable:
"The engine was absolutely fabulous. The 3-liter six has to be one of the best six-cylinders out there right now. It actually seemed better suited to around-town driving than the mighty 3.2 in the M3. Whereas that engine only seemed content when it was screaming up to the redline, the 3.0 delivered perfectly smooth and linear power throughout the powerband. It's pure joy both around town and on the highway, perfectly suited to the Z3's small size and weight."
One of our editors still wants more low-end torque from the 3.0-liter six, however. "You have to get it spinning past 3,000 rpm to really go," he said, "and for a non-turbocharged engine, this seems sort of goofy."
Along with their increased power, both Z3 engines now use a fully electronic throttle system, which allows for more precise throttle action relative to driving conditions, and are certified as ultra-low emissions vehicles (ULEVs) — previously, both had LEV ratings. So, should people chide you for material excess when they see your Z3, inform them that your Z3 is probably more environmentally friendly than their more sensible rides.
A five-speed manual transmission (replete with M shifter) is standard equipment for all Z3s, though a five-speed Steptronic automanual is available. Our 3.0i test vehicle had the manual gearbox, which capably exploited the engine's powerband. The shifter was easily coaxed through the firm shiftgate, and clutch action was progressive, such that we made delightfully quick transitions on winding canyon roads in the San Gabriel Mountains. A couple of editors noted that they had difficulty getting a smooth first-to-second upshift during city driving, but overall, we found the setup very agreeable. You will note that BMW does not offer a six-speed manual for the Z3, but in our experience, you won't need it, as the engine is sufficiently composed at highway speeds. Also, the Z3's version of the M shifter is lightweight so as to appeal to a wide range of tastes — you won't find the throbbing heft of the M3's shifter here.
What we've always liked most about the Z3 and other BMWs is the handling — and the 3.0i roadster does not disappoint. Our test vehicle had the same four-wheel independent suspension with struts in the front and semi-trailing arms in the rear, as well as overwhelmingly large 17-inch wheels and Dunlop SP Sport performance tires — 225/45ZR17s in the front and 245/40ZR17s in the rear. The result was a taut, controlled ride. Obviously, we enjoyed a great release when we took the Z3 on snaking canyon roads — it always stayed planted — but there are everyday thrills to be had, as well. You'll find yourself turning into your subdivision with gusto or perhaps taking the long way to work. After his stint in the Z3, Road Test Editor John DiPietro observed, "If most relationships were as communicative as this car's chassis, there'd be a lot more happier couples and less wealthy shrinks." And with the aid of Dynamic Stability Control and a limited-slip differential (both standard on all Z3s), you may be able to push this roadster harder than you think.
Words like taut and communicative needn't deter you from buying a Z3 as your sole means of transportation — we used it for our commutes, and it rode smoothly enough on the scarred arteries of Southern California. The ride was occasionally harsh over bumps and ruts, but with a short wheelbase, sporty suspension and performance tires, that's to be expected. We did note some cowl shake, which gave rise to rattles in the cabin as well as distortion through the plastic rear window. Though it was nothing serious (especially if you've driven, say, a Saab 900 convertible), we do think BMW would do well to increase structural rigidity in the next-generation roadster.
The steering was exceptionally quick and perfectly weighted in all contexts, and after a week in the Z3, the author was loath to return to some of the clumsier cars in waiting. This is simply one of the best setups the industry has to offer this side of 50 grand, and most other vehicles will seem sloppy in comparison. For 2001, the 3.0i roadster comes with bigger disc brakes to handle its added power, and they skimmed off speed confidently throughout our test vehicle's stay with us.
Getting in and out of the test Z3 required some bending and twisting, as the roadster hugs the ground but has a high doorsill. Once you're seated, however, the cockpit feels roomy — particularly if you're taller and have ever stuffed yourself into a Miata. With the aid of standard power leather seats, you can even adjust the seat height. In this price range, though, you would think that the steering wheel would have a tilt function. Our test car was optioned with the Sport package, so it had bolstered sport seats and showy cross-spoke wheels. The sport seats provided sufficient support for canyon runs and long-distance driving; one editor reported that they "hugged [him] as snugly as [his] aunts did at a family reunion."
A rear wind blocker is not part of the Z3's package, and after driving the roadster up and down the freeway, we can tell you that it would be a welcome addition. Keeping the windows up helped somewhat, and the optional heated seats took the edge off the evening chill — but during afternoon drives, there was no way to calm the hot, stinking torrents of San Fernando Valley air that assaulted our heads.
The design of the interior controls is typically BMW, and that implies smart, easy-to-read analog gauges and instruments that feel solid whenever you use them. The center stack is probably the best we've come across in a BMW, mainly because it doesn't have the corporate automatic climate control system. The manual climate control system comes with large, easily manipulated dials and a snowflake air conditioning button that you can actually find — because the system requires so little fuss, you can actually concentrate on driving. One driver did point out that the A/C compressor remains on, even when you've shut off the fan; we would have appreciated the small convenience of automatic shut-off for $41K.
Our 3.0i test vehicle seemed to have been more carefully assembled than the 2.3 specimen we examined last summer. Panel fits were generally tight inside and out, and really, the only build-quality issues that surfaced were the frequent cowl shake-related rattles and the shiny black cupholder clinging precariously to the center console — one editor suggested that it could have been sourced from Pep Boys. This time around, our test roadster had a manually operated soft top, and we found it much easier to use than the optional automatic top. When we wanted to drop the lid, we simply undid the two latches and tossed it over our heads — this is easily accomplished while sitting in traffic. Putting the top up can also be done without exiting the roadster, but the author could never master the over-the-shoulder grab (her triceps need work).
The plastic rear window has fallen out of vogue among affordable roadsters (Miata, MR2 Spyder), and sooner or later, the $30,000-plus crowd will have to catch up — the S2000 will get rear glass for the 2002 model year, leaving the Z3, M Roadster and the Boxster with this obvious cost-cutting measure. As expected, visibility was wonderful when the Z3's top was down, and when it was up, the blind spots weren't large but the plastic was already mottled after just 3,500 miles.
Undeniably, the 3.0i roadster is fast and seriously fun to drive — and it certainly commands the attention of others, even in BMW-saturated Southern California. But value is not its strongest asset. The 3.0i has a base price of $38,545, and ours was equipped with pricey options like "aluminum look" interior trim ($300) and leather on the dash ($1,200). Is that too much to pay for pleasure? Not if you've been waiting your whole life.
All who drove our 3.0i test vehicle savored the slick, generous delivery of power from the inline six. The engine's generous powerband (thank BMW's Double VANOS — variable valve timing) makes the Z3 a rewarding companion whether you're pushing it around the curves and twists of a two-lane road or bopping along in city traffic. A delightfully snorty exhaust note ensures that you never blend into the crowd. Several drivers, including Road Test Editor Ed Hellwig, had just driven the 2001 M3 and still found the lesser Z3 quite likeable:
"The engine was absolutely fabulous. The 3-liter six has to be one of the best six-cylinders out there right now. It actually seemed better suited to around-town driving than the mighty 3.2 in the M3. Whereas that engine only seemed content when it was screaming up to the redline, the 3.0 delivered perfectly smooth and linear power throughout the powerband. It's pure joy both around town and on the highway, perfectly suited to the Z3's small size and weight."
One of our editors still wants more low-end torque from the 3.0-liter six, however. "You have to get it spinning past 3,000 rpm to really go," he said, "and for a non-turbocharged engine, this seems sort of goofy."
Along with their increased power, both Z3 engines now use a fully electronic throttle system, which allows for more precise throttle action relative to driving conditions, and are certified as ultra-low emissions vehicles (ULEVs) — previously, both had LEV ratings. So, should people chide you for material excess when they see your Z3, inform them that your Z3 is probably more environmentally friendly than their more sensible rides.
A five-speed manual transmission (replete with M shifter) is standard equipment for all Z3s, though a five-speed Steptronic automanual is available. Our 3.0i test vehicle had the manual gearbox, which capably exploited the engine's powerband. The shifter was easily coaxed through the firm shiftgate, and clutch action was progressive, such that we made delightfully quick transitions on winding canyon roads in the San Gabriel Mountains. A couple of editors noted that they had difficulty getting a smooth first-to-second upshift during city driving, but overall, we found the setup very agreeable. You will note that BMW does not offer a six-speed manual for the Z3, but in our experience, you won't need it, as the engine is sufficiently composed at highway speeds. Also, the Z3's version of the M shifter is lightweight so as to appeal to a wide range of tastes — you won't find the throbbing heft of the M3's shifter here.
What we've always liked most about the Z3 and other BMWs is the handling — and the 3.0i roadster does not disappoint. Our test vehicle had the same four-wheel independent suspension with struts in the front and semi-trailing arms in the rear, as well as overwhelmingly large 17-inch wheels and Dunlop SP Sport performance tires — 225/45ZR17s in the front and 245/40ZR17s in the rear. The result was a taut, controlled ride. Obviously, we enjoyed a great release when we took the Z3 on snaking canyon roads — it always stayed planted — but there are everyday thrills to be had, as well. You'll find yourself turning into your subdivision with gusto or perhaps taking the long way to work. After his stint in the Z3, Road Test Editor John DiPietro observed, "If most relationships were as communicative as this car's chassis, there'd be a lot more happier couples and less wealthy shrinks." And with the aid of Dynamic Stability Control and a limited-slip differential (both standard on all Z3s), you may be able to push this roadster harder than you think.
Words like taut and communicative needn't deter you from buying a Z3 as your sole means of transportation — we used it for our commutes, and it rode smoothly enough on the scarred arteries of Southern California. The ride was occasionally harsh over bumps and ruts, but with a short wheelbase, sporty suspension and performance tires, that's to be expected. We did note some cowl shake, which gave rise to rattles in the cabin as well as distortion through the plastic rear window. Though it was nothing serious (especially if you've driven, say, a Saab 900 convertible), we do think BMW would do well to increase structural rigidity in the next-generation roadster.
The steering was exceptionally quick and perfectly weighted in all contexts, and after a week in the Z3, the author was loath to return to some of the clumsier cars in waiting. This is simply one of the best setups the industry has to offer this side of 50 grand, and most other vehicles will seem sloppy in comparison. For 2001, the 3.0i roadster comes with bigger disc brakes to handle its added power, and they skimmed off speed confidently throughout our test vehicle's stay with us.
Getting in and out of the test Z3 required some bending and twisting, as the roadster hugs the ground but has a high doorsill. Once you're seated, however, the cockpit feels roomy — particularly if you're taller and have ever stuffed yourself into a Miata. With the aid of standard power leather seats, you can even adjust the seat height. In this price range, though, you would think that the steering wheel would have a tilt function. Our test car was optioned with the Sport package, so it had bolstered sport seats and showy cross-spoke wheels. The sport seats provided sufficient support for canyon runs and long-distance driving; one editor reported that they "hugged [him] as snugly as [his] aunts did at a family reunion."
A rear wind blocker is not part of the Z3's package, and after driving the roadster up and down the freeway, we can tell you that it would be a welcome addition. Keeping the windows up helped somewhat, and the optional heated seats took the edge off the evening chill — but during afternoon drives, there was no way to calm the hot, stinking torrents of San Fernando Valley air that assaulted our heads.
The design of the interior controls is typically BMW, and that implies smart, easy-to-read analog gauges and instruments that feel solid whenever you use them. The center stack is probably the best we've come across in a BMW, mainly because it doesn't have the corporate automatic climate control system. The manual climate control system comes with large, easily manipulated dials and a snowflake air conditioning button that you can actually find — because the system requires so little fuss, you can actually concentrate on driving. One driver did point out that the A/C compressor remains on, even when you've shut off the fan; we would have appreciated the small convenience of automatic shut-off for $41K.
Our 3.0i test vehicle seemed to have been more carefully assembled than the 2.3 specimen we examined last summer. Panel fits were generally tight inside and out, and really, the only build-quality issues that surfaced were the frequent cowl shake-related rattles and the shiny black cupholder clinging precariously to the center console — one editor suggested that it could have been sourced from Pep Boys. This time around, our test roadster had a manually operated soft top, and we found it much easier to use than the optional automatic top. When we wanted to drop the lid, we simply undid the two latches and tossed it over our heads — this is easily accomplished while sitting in traffic. Putting the top up can also be done without exiting the roadster, but the author could never master the over-the-shoulder grab (her triceps need work).
The plastic rear window has fallen out of vogue among affordable roadsters (Miata, MR2 Spyder), and sooner or later, the $30,000-plus crowd will have to catch up — the S2000 will get rear glass for the 2002 model year, leaving the Z3, M Roadster and the Boxster with this obvious cost-cutting measure. As expected, visibility was wonderful when the Z3's top was down, and when it was up, the blind spots weren't large but the plastic was already mottled after just 3,500 miles.
Undeniably, the 3.0i roadster is fast and seriously fun to drive — and it certainly commands the attention of others, even in BMW-saturated Southern California. But value is not its strongest asset. The 3.0i has a base price of $38,545, and ours was equipped with pricey options like "aluminum look" interior trim ($300) and leather on the dash ($1,200). Is that too much to pay for pleasure? Not if you've been waiting your whole life.
Add A Comment »
vonbunn says:
07:58 PM, 06/22/2011
Is it normal for a 2002 Z3 3.0 Hatchback with auto have a hesitant or hardshift from 1st to 2nd?
Therest 2,3,4.5 shift very smoothly. Just wondering.
Thanks,
Dann Bunn
Vonbunn