Interesting, how BMW does things. We'd be raving about the BMW Z3
coupe, which has the 328i's 193-horsepower, 2.8-liter six-cylinder engine
instead of the M coupe's 240-hp, 3.2-liter six, had it been produced
before the M version.
But the M coupe came first, and we loved it the car made this year's
10Best list. We loved the power and the handling and grew to appreciate
the quirky styling, but the price north of $42,000 was a bit sobering.
Now comes the Z3 coupe, down on power (bad) and down on price (good).
From the outside, there's little difference to the layperson's eye, but
fans of the genre will quickly recognize the absence of the "M"
badge, the fact that the four tailpipes are now two, and the presence of
the Z3 coupe's undeniably handsome finned wheels. The Z3 coupe's standard
tires are slightly smaller than the M coupe's meaty steamrollers, but
those tires are available as an option on the Z3 coupe.
Still present is the torsional rigidity lacking in the Z3 roadsters.
The Z3 coupe is just as buttoned down and solid as the M coupe, and the
ride is considerably plusher. And although the 2.8-liter engine doesn't
make the power or the delightfully roarty sounds of the 3.2, it's still a
very good performer.
The 0-to-60-mph time of 6.1 seconds (the same as a Porsche Boxster's)
is 0.8 second slower than the M coupe's, but the Z3 coupe actually
performed a bit better on the skidpad 0.90 g to the M coupe's 0.86 g. In
braking from 70 mph, the M coupe took 168 feet to stop, 17 feet longer
than the 2.8 needed. Top speed, however, only drops from the M coupe's 138
mph to 133 thank you, electronic governor.
Punch the throttle in fifth gear, though, and you'll likely reach for
the shifter, whereas on the M coupe, there's no need to downshift. Again,
we wish BMW would give us a six-speed manual on performance models, as the
five-speed doesn't always match the engines' capabilities. Unlike the M
coupe, the Z3 coupe offers a four-speed automatic transmission. We haven't
driven a car equipped that way, but it's hard to imagine we'd properly
appreciate four gears, when, hat in hand, we're asking for six.
Inside, the complaints we've had about the M coupe's interior apply to
the Z3 coupe's as well. Although the leather-clad seats are snug and
supportive, and the gauges simple and easy to read, too much of the
interior seems more plasticky than a car this expensive deserves. It is
easy to appreciate the general goodness of the hatchback and the room
concealed beneath it. Pop the hatch, and you can stow a briefcase or
groceries or even enough luggage for a weekend something not possible with
the roadster.
Of course, not possible with a coupe is the top-down experience. A
sunroof would help, but still, it is a foregone conclusion that many
potential buyers will pass on the Z3 and M coupes simply because they are
coupes. We understand that. But the coupes' rigid chassis, quiet rides,
and useful carrying capacities are potent points in their favor.
Choosing between the two, of course we'd take the M coupe, as long as
we're buying it with your money. The Z3 coupe is priced about $4000 less,
but if we were spending this much, we would likely still convince
ourselves that the M's performance, personality, and probable resale value
would be well worth the extra bucks.
As a daily driver, though, the Z3 coupe's more docile ride and the
availability of an automatic tranny will doubtless attract some buyers who
aren't quite the triple-distilled enthusiasts the M products appeal to. If
that includes you, rest assured you're still getting a very capable car.
