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The
stunning ZM Roadsters and Coupe's
A
Fact File and Brief History
BMW has always produced stunning sportscars, the
only problem being they have appeared in a somewhat sporadic nature!
One looks back to the sublime V8 powered 507 of the 50's for the
styling inspiration behind the ZM's, but we can also look to the
M Power connection with the M1 and the innovative Z1 to see where
BMW gained their inspiration for the Z models.
BMW's plan was certainly ambitious, designing an all-new sportscar
that would be built in a country previously "foreign"
to them in terms of car production, and built in a brand new factory
that had never built a car before the Z's arrived. To carry this
off successfully was no mean achievement for BMW. To help promote
the new Z models, BMW entered into an agreement with the producers
of the Bond films, where James Bond would be seen driving the
Bavarian marques products in the next 3 Bond films. This deal
was a masterstroke for BMW, with Bond driving a silver Z3 in the
film Goldeneye, before the cars official launch! This guaranteed
success for the new Z model, with over 40,000 Z3's being sold
worldwide in the first 18 months. Initially, only 1.8 and 1.9
4-cylinder engines were fitted to the Z3 (only 1.9 in the UK),
with the 192bhp 2.8 6-cylinder engine being added in 1996. This
model certainly wetted the appetite, but it was only the canapé
to the main course that was set to follow!
ZM Roadster
First seen at the Geneva motor show in 1996, the M Roadster
prototype certainly set pulses racing with its muscular lines,
and promised much with its 4 tailpipes sticking out from underneath
the rear valance. Enthusiasts would have to wait more than a year
for the launch of the production version. Fingers were crossed
that BMW wouldn't do a "Porsche" where the production
Boxster was a disappointing watered down version of the original
show car. BMW enthusiasts were not to be disappointed though,
as the car that was launched the following year at the Geneva
Salon differed in only minor areas to the pre-production show
car. Petrol heads were not to be disappointed either, as the ZM
Roadster came equipped with the 3.2 6-cylinder M Power unit taken
from the E36 M3Evo (minus the 6-speed box). The Evo engine certainly
gave the Roadster tremendous performance, with a 0-60 time of
4.9 seconds, and a top speed electronically limited to 155mph.
The exhaust system fitted to the M Roadster was unique, being
equipped with twin-catalysers (ala E36 M3 Evo) but exiting via
four polished stainless tailpipes, a pair on either side of the
rear that gave the car a real aggressive look. The noise emitting
from the exhaust could have been given a more purposeful growl
though. The four-tailpipe look became a styling trend for M models
in the future, with the E39 M5 and the E46 M3 following suit.
The gearbox was the 5-speed unit taken from the original (non
evo) E36 M3, as neither the 6-speed box nor sequential box from
the M3 Evo would fit (BMW's official words).
Based on the standard Z3 chassis, the M engineers had their work
cut out making a 1350kg rear wheel drive car handle with the aplomb
of a true M-car. This was achieved by beefing up the Z3/Compact
multi-link rear axle and semi-trailing arms, with the subframe
reputed to be twice as strong as that fitted to the Z3. This axle
was fitted with a 3.15:1 final drive along with a limited slip
differential (LSD) and oil cooler for the differential. Roll bars
were also uprated, along with the "M" tweaked gas shockers
and firmer springs. The front end of the chassis is pure E36 M3
Evo, complete with uprated springs and shockers and reinforced
spring plates. The wheel geometry was also modified, along with
the stub axles, and the ride height was reduced by 10mm when compared
with the 2.8 versions.
Extensive testing at the Nurburgring by M engineers resulted in
a chassis that could handle everything the 321 horses could throw
at it; with power oversteer on demand 24/7 (no traction control
remember!). Grip was also good, with the ZM's fitted with Dunlop
tyres (225/45/ZR17 fronts, and 245/40/ZR17's at the rear), these
tyres were fitted on beautiful alloy wheels measuring 8x17 at
the front, and 9x17 at the ear. The wheels also featured asymmetric
alloy "humps" that prevent the tyre bursting off the
rim if you have a blow out. This was vital as the ZM models carried
no spare wheel, with BMW providing a boot mounted puncture repair
sealant, with a cigar lighter activated compressor. One has to
be circumspect with the handling in the wet though, as the car
literally comes alive. Surely this is the mark of a true M car
though, one that has to be driven, before the advent of traction
control and electronic devices helped to anaesthetise modern cars.
With the ZM's one soon learns to progressively feed the power
in! Braking was excellent for road use, with the braking system
being lifted straight from the M3 Evo, these being compound ventilated
discs and Teves MkIV-G ABS system. This set up can become a bit
marginal for regular track day work though. For the real serious
track day driver the fitment of an AP or Brembo or High-Spec 6-pot
kit will certainly be the answer to any brake fade or warping
of the discs.
The ZM certainly hit the mark with road testers, who liked the
aggressive front spoiler and wide wings at the rear, which increased
width by no less than 3.4" (86mm). They commented that the
ZM models made the standard Z3 look a little insipid. One of the
major changes in addition to the altered bodywork was the fitting
of chrome side grilles complete with M logos that helped to evoke
the same styling on the 507. Other minor features were the fitting
of numerous M badges around the car (both inside and out), aerodynamic
wing mirrors that are electrically heated and adjusted, and white
indicator lenses all round. The electrically folding roof (standard)
was available in black, red, blue, green or dark grey.
The interior was finished in leather as standard (usually in duo
tone) and the standard sport seats were heated. One amazing option
was the fitting of roll over hoops, which one would have thought
would have been standard fitment. Most of the minor trim came
in for a splash of chrome plating, including the M instrument
bezels, door handles, gear-lever gaiter surround and the centre
console heating/ventilation controls. Three extra dials were added,
a clock, external temperature gauge and an oil temperature gauge.
Finishing things off were an M steering wheel with airbag, an
M gear-knob and an ellipsoid rear-view mirror.
Full production of the M Roadster began at Spartanburg in January
1997, with right hand drive models reaching the UK in February
98'. The cost of the M Roadster in the UK was £40,000 right
in well-specked Boxster territory, but with performance to blow
the Boxster away. If you chose to spec the car up fully from an
admittedly short options list, you would have been looking at
around £45,000 on the road back in 1998. Early 2000 saw
BMW GB reduce the price of the M Roadster and M Coupe to £36,000.
The ZM Coupe first
saw the light of day at the Frankfurt motor show in September
1997, and wowed the crowds with its 'love it or hate it' styling.
BMW's sales people were happy enough with the reaction to commit
to building the M Coupe, with the German press seeing it not as
a rival to the Boxster, but to the revered 911. Porsche had by
this time announced that the next generation 911 would be water-cooled,
and more of a GT car than an out and out raw sports car. Hardcore
Porsche aficionados in Germany were outraged and urged BMW to
produce their new 911 competitor. Production started at Spartanburg
in late 1997, with official UK deliveries arriving in the spring/summer
1998. Although the styling was controversial, the M Coupe proved
to be a true drivers car, giving all the fun of the M Roadster,
but in a much stiffer chassis. One benefit of the controversial
styling was the extra boot space the styling created, making the
M Coupe quite a practical proposition for a two-seater sports
car. The M coupe certainly went down well with the motoring press
(the only real negative comments came from some with regards to
the styling) while some loved its wacky looks. One other notable
criticism that is well documented (and well earned) is the puny
fuel tank and the pathetic range it gives. M Coupe and M Roadster
drivers soon get into a mental groove of looking for a petrol
station after 180-200miles of driving! The icing on the cake came
for the M Coupe on BBC's Top Gear programme, when Tiff Needel
awarded the M coupe with the title of performance car of the year
in 1999. The M Coupe wasn't a runaway success for BMW in the UK,
but sold well on the continent, especially in Germany where the
M Coupe's performance can be exploited to the full. Quite a number
of 911 drivers in Germany also defected to the Bavarian marque
and purchased the M Coupe in quite large numbers.
Production continued at Spartanburg until August 2002, with the
only significant change to the Roadster/Coupe being the fitting
of the new 6-cylinder engine from the E46 M3 (in a slightly de-tuned
325bhp version). The car was still fitted with the 5-speed box,
but now came with more torque, and horror of horror's, traction
control!!! BMW enthusiasts the world over now wait with baited
breath to see if BMW will make a Z4M Roadster/Coupe. To date BMW
have said they won't, but seeing as Z4 test mules have been seen
running round sporting the ubiquitous 4 tail pipe exhaust, me-thinks
we won't have that long to wait.
Total
Worldwide Production Figures ZM Models 18,614 Total
Official UK sales ZM Roadster 699
Total Worldwide Production Figures ZM
Roadster 15,322 Total
Official UK Sales ZM Coupe 609
Total Worldwide Production Figures ZM
Coupe 3,292
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