James Bond, long noted for his keen sense of fashion accessories, has a
new pistol and a new car for his latest cinematic adventure. Seasoned
observers will notice a new man standing in Bond's tuxedo, too. For more
on the piece and the hunk, you'll need other magazines. We're here with
the inside story on the roadster.
Bond's past rides have been drawn from a highly exclusive motor
pool--various Aston Martins, a rare open-top Toyota 2000GT, and something
agile from Lotus, to name a few. But for GoldenEye, he seems to have
uncharacteristically moved down into the middle market. Sure, BMW is a
Fifth Avenue name, but the company intends this new Z3 Roadster to be a
BMW for the many rather than a BMW for the few.
What's the difference? Check the price-$29,320 for a well-equipped Z3,
with air conditioning, ABS, dual airbags, central locking,
power-adjustable driver's seat, anti-theft system, and stereo in the
standard package.
Sure, BMW is a Fifth Avenue name, but the company intends this new Z3
Roadster to be a BMW for the many rather than a BMW for the few.
"Oh, no," you're groaning. "Bond has turned into a
budget shopper for the frugal Nineties?" Nope. The Z3 is a fun flier.
Everything about it is exactly what you'd expect of BMW--except the price.
Exactly what you'd expect because the major mechanicals are pulled
directly from the 3-series parts bin. The standard engine (for the U.S.)
is a 138-horsepower, 16-valve 1.9-liter four--a slightly bored and stroked
1.8--to be shared with the 3-series. Transmission choices are five-speed
manual or four-speed automatic also shared with the 3-series, as is the
strut front suspension. Rear suspension is the semi-trailing-arm design
carried over directly from the previous 3-series. In the cockpit, the
instrument cluster and numerous vents, handles, knobs, and switches have
all been seen before, if not in the U.S. then in 3-series variants sold
elsewhere on the planet. All of these familiar components are assembled
with the U.S.-made interior trim and all-steel body at BMW's new plant
just outside Spartanburg, South Carolina--the only source of Roadsters for
export to "100 markets around the world," according to BMW.
Except for the fuselage look of this car's front half, it's really
quite a conventional front-engined rear-driver. "Grown-up Miata"
is a nutshell summary, although that understates the slick and
sophisticated BMW feel that sets the Z3 apart from any other two-seater on
the U.S. market. Dimensionally, the Z3 is hardly grown up at all. Its
158.5-inch overall length makes it only 3.1 inches longer than the Miata.
Width and height are up 0.7 and 2.5 inches respectively. At 2600 pounds,
it weighs about 200 pounds more.
Only one dimension differs substantially from the Miata--wheelbase is
7.1 inches longer. And that, combined with clever packaging, makes the Z3
an easy fit for six-footers without tossing away the zippy sports-car
feel. The cockpit is appropriately intimate but not cramped. Long doors
ease in-and-out for those lanky of limb. The seat is up off the floor more
than you'd expect, which adds to comfort. Everyday users will probably
complain mildly about a lack of space behind the seats for stowing a
briefcase. The unlined top has a flexy plastic-film rear window. Manually
raising and lowering the roof is Miata-easy, but a power soft top (and a
hard top) will be available next year. The lowered top can be quickly
hidden with a soft-yet-molded cover retained by just four snaps.
The open interior is not as draft-free as that of, say, a Corvette
convertible; raising the side windows increases the ruckus at the back of
the neck. A wind blocker similar to the one offered on the 3-series
convertible is an option.
Trunk space is surprisingly generous, 6.3 cubic feet, thanks to some
thoughtful layout choices made during the design stage. The old 3-series
trailing-arm suspension was chosen for its compactness, which left space
directly above for a 13.5-gallon molded-plastic fuel tank and space behind
for an "emergency size" spare tire stored flat beneath the
floor.
Our driving thus far has been limited to a few hundred miles in an
export-to-Germany version, though it was optioned quite close to the
standard U.S. model, including the 138-hp engine and Michelin Pilot HX
225/50ZR-16 tires on 7.0-inch-wide alloy wheels.
Freed of the sedan's weight burden, this four easily takes up the
roadster spirit, though the Z3 is eager rather than fast. BMW claims
0-to-62-mph acceleration of 9.5 seconds (our testing usually shaves a
second off BMW estimates) and a 127-mph top speed. Nonetheless, the four
happily chases its 6200-rpm redline. Buttery-smooth, short-travel controls
give the driver a great feeling of harmony with the machinery. The clutch
and shifter are truly first rate, the power steering is light and very
quick, the dead pedal and just-right seat work together to give you a
stable platform for precise driving. The Michelins are seriously grippy
yet gradual in their approach to the limit. This is one of those BMWs that
understeers predictably under power, then flicks its tail out when you
lift, a product of bushing deflection in this older rear-suspension
design. By every objective standard, this self steering is hardly a good
idea, but it's harmless entertainment in a low-powered car and hardcore
BMW drivers like it a lot.
The Z3 is a shrewd execution. At first glance, it packs BMW-style
driving enjoyment in a genuine sports-car package at a price that's within
stretching distance of many budgets. That would normally be enough to
assure our approval. But the planners thought further ahead with Z3,
giving it an uncommon number of possibilities for future variations. We
think the Z3 goes far beyond the 3-series in its readiness for the M-Sport
treatment. Already the option sheet includes 225/45ZR-17 tires on
7.5-inch-wide wheels, and a further sport-suspension option lowers ride
height by 0.6 inch.
BMW seems exceptionally sensitive to the idea that every customer may
have his own idea of how his sports car should be cooked.
BMW engineers allow that the six from the 328i will fit the Z3's
compartment. Our tape measure says that the 4.0-liter V-8 will fit too,
and small-block Ford and Chevy V-8s should be easy. Monster Z3s, anyone?
Moreover, the shoulder-belt attachments behind the seats rise up from the
unit body in a way that invites attaching a roll bar. We notice, too, that
all of the exterior sheetmetal bolts on, which allows quick styling
variations.
The limited usefulness of a two-seater, compared with a sedan,
naturally narrows its sales prospects. Two-seaters are both
self-indulgence and self-expression, and BMW seems exceptionally sensitive
to the idea that every customer may have his own idea of how his sports
car should be cooked. Some differences are based on national preferences.
American cars, for example, will all have cupholders while export models
won't, and the standard cloth seats preferred elsewhere in the world will
be replaced by leatherette here, with leather a $1150 option.
For an idea of the variety available from the Z3 parts bin, look at
James Bond's car, as expressed by the special-edition James Bond Z3 that
quickly sold its 100-car allotment in the Neiman-Marcus Christmas catalog.
It has the high-potency stereo, not otherwise available in the U.S.
because the subwoofer occupies entirely the lock-up storage compartment
behind the seats. "Theft is too big of a problem in the U.S.,"
one BMW executive told us. Then there's the "Chrome Package,"
including bright windshield trim, door handles, instrument bezels, and
various other knobs and buttons, also not scheduled for this market. And
the rear-deck luggage carrier and wood-burl interior trim, which will be
available later if not sooner.
Are you beginning to get the idea this is a two-seater whose
possibilities merely begin with a James Bond adventure?
