I've owned a number of these sweethearts. Beware the M version when buying, for the reason already given: floor pan failure is more prevalent than you may think. I've owned 5 of the M's, and I loved them all. Two of them I bought cheap due to cracked floor pans (subframe mount points) and had a BMW mech remove the entire rear suspension/drivetrain to repair the damage. He was/is one of the best BMW mechs I know, worked on BMWs in his home shop in the evenings, so his labor rate was tolerable (thanks Joe!). And one other was found to have cracks starting, but was not found until 6 months after I had sold it. I offered to help with the cost of repair, but the owner decided it was not bad enough to concern him, so it may still be out there. Another area worthy of mention in the roadsters is the ability to collect water in the floor due to top/seal leaks. With age, all these convertibles will leak water into the floorpan. On the driver's side, under the carpet, are two inertia sensors that do not work once wet. The yaw sensor will set you back about $1k for a new one, figure $100 for a used one. You need these switches for the traction control to work properly, so if the T/C lite is lit in the cluster, take that cost into consideration when purchasing. I've gone on long enough, I really do love them, but one other safety issue I want to mention: these cars are small and low to the ground, cannot be seen in rear view mirrors of big SUVs and trucks, so be aware as they will try to occupy your space with "they win" obnoxiousness. I've actually seen them coming over and twice had to exercise the traction control in the ditches to avoid them.
This guide will cover all the different models and major options available in the US from this generation, the "facelift" in 2006, some of the common problems to look out for, and a section with our top picks at the end.
In case the choices between body styles, engines and transmissions weren't enough, BMW also made plenty of room for more options. A lot of these were grouped into popular packages like the Sport Package and Premium Package, but the majority were available on their own. A wide assortment of exterior colors were available throughout the years, along with "M" only colors available exclusively on the 2006-2008 M Coupe and M Roadster. For a list and picture reference of colors, we have a link at the bottom of this guide.
You can think of the Z4 as a more comfortable and more powerful Mazda Miata. Both are compact roadsters with sharp handling. Both have responsive naturally-aspirated engines mated to slick-shifting manual transmissions. And both are incredibly fun to drive.
While the Z4 roadster was available with a manual-folding fabric top, most were optioned with the power-folding feature, which contain various electric motors and hydraulic pumps that are also expensive to replace.
The BMW M Coupà and BMW M Roadster are high performance models of the BMW Z3 and Z4 coupÃs/roadsters produced by BMW M. The first generation was based on the Z3 and was produced between 1998 and 2002. The second generation was based on the Z4 and was produced between 2006 and 2008.
The M Coupà E36/8, manufactured from 1998 until 2002, was developed under the leadership of engineer Burkhard GÃschel with the intention of adding increased torsional and structural rigidity to the Z3 roadster's chassis. The development team had a hard time convincing the Board of Directors to approve the model for production, but it was eventually given the green light as long as it remained cost-effective to produce. To achieve this goal, majority of the body panels had to be shared with the M roadster, thus the doors and everything from the A-pillar forward are interchangeable between the coupà and roadster, as are most interior parts. The Z3 coupÃ, which combines the M coupe's body with the standard Z3 drivetrain, chassis. and cosmetics was approved for production at the same time.[3][4]
Like all Z3 models, the M Coupe and M Roadster's suspension is made up of MacPherson struts in the front and semi-trailing arms in the rear. Compared to the six-cylinder Z3 roadster, however, the M roadster included modifications such as wider front and rear tracks (by 0.4 in (10.2 mm)), reduced ride height (by 1.1 in (27.9 mm)), modified front suspension geometry, firmer springs and shocks, thicker anti-roll bars, stronger semi-trailing arms and a reinforced subframe.
The Z4 M Coupà has a fastback coupà design, resulting in a different body shape to its Z3 M Coupe predecessor. The roof added an additional weight of 5 kg (11 lb) as compared to the roadster.[citation needed]
The suspension system consisted of a strut design at the front and a multi-link design at the rear. The springs have higher spring rates and the dampers have a more aggressive setting as compared to the Z4 M roadster. The car achieved a lateral acceleration of 0.89g on the skid pad.[14]
Can a car be too accomplished for its own good? It's a question that you sense may become more of an issue over the next few years. With tyre technology growing ever more sophisticated, the common use of constantly variable dampers and the massive advances in electronic control systems, you have to wonder if cars are going to be too grippy, too controlled and too efficient at the simple job of getting from A-to-B as quickly as possible to allow us to gain any enjoyment from extracting their full potential. Well, if the worst happens there will always be the new Z4 M Roadster to remind you just what it means when you put 338bhp through the rear wheels of a compact roadster...
Perhaps more important than the bald performance figures is the lap time set at the Nurburgring. At 8min 15sec, the Z4 M is said to be significantly quicker than the bigger coupe from which it borrows its engine and gearbox, and the M Division engineers state that it's 'completely different from the old Z3 M, much more responsive and consistent'. Its predecessor always felt like a bit of a hot rod. It was great fun, but it wasn't the most polished product ever to leave the hallowed M works. The Z4 M Roadster is a more serious attempt at bringing the M Power ethos into the roadster market.
The funky BMW Z3 M coupe (see Next Gen Profile, February 2017) has attained cult status among fans of the Bavarian roundel, but many buyers overlook the follow-on Z4 M coupe, which was more gracefully beautiful. Back in 2017, we noted that there are no fence-sitters when it came to the Z3 hot rod; its shooting-brake roofline either attracts or repels. The Z4 M coupe has none of that controversy, as pretty much everyone agrees that this is a great-looking car.
BMW manufactured the Z4 exclusively at its American factory near Spartanburg, SC. Over the three years the Z4 M coupe was made, a total of 1,815 were sold in North America, along with 2,470 for the rest of the world. Although the coupe had dramatically better aerodynamics, more chassis rigidity and stiffer suspension than the Z4 M roadster, the ragtop was more popular, selling 3,042 in North America and 2,028 elsewhere. Also worthy of note, BMW offered a Z4 3.0si coupe with basic Z4 underpinnings. They sold 2,104 of those, of which just 848 were equipped with a manual transmission.
With comparatively low production and predictably high owner loyalty, the challenge is finding a Z4 M coupe to buy. Few of this breed have found their way to the major auction houses. Bring a Trailer has been the venue of choice for most sellers, with 19 transactions ranging from $22,473 to $52,860 over the past year. Most sales have hovered around $30,000. By comparison, the 3.0si coupe usually trades closer to $15,000. The Z4 M roadster also trades lower, rarely peaking over $25,000.
First up is the official ordering guide that is going to dealers. This gives us a look at how BMWNA has organized its options into packages and what is standard on the new crossover. A couple things worth nothing:
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