The S54 M Roadster...the pinnacle of the Z3 line

I think I'm qualified to say a few words on the Z3 and M Roadsters, having owned both. I've had my 2001 M Roadster since June 2001 and have 14460 miles on it right now.

I've been able to drive just about every roadster in between, before settling on this car, from the Miata/S2000 range, all the way up to the Porsche Boxster S/MB 320 SLK. I should probably clarify the nomenclature before I proceed. The standard Z3 body style from 96-99 was designated E36. The 00-02 Z3 was designated the E36/7 and the only notable external design change was the flared rear quarters, and the lined tops.

The M version of the Z3 is often called the MZ3, but its correct name is just simply M Roadster. Confusing, when you consider that there's an M3, M3 Cabrio, M5, and M Coupe. The M designation stands for "Motorsport" and indicates that the car has been tuned by BMW's in-house high performance team. M cars are highly counterfeited and highly sought after. While they may look similar to the platform they are derived from, there are major differences. Mercedes' version of Motorsport is called AMG, Toyota has TRD, Acura has the Type-R, etc.

On to our discussion of the M Roadster...

To further confuse the issue, the M Roadster had two power plants. From 98-00, it used the venerable S52 engine. This in-line six cylinder produced 240hp and was also used in the E36 M3 sedan from 1995-1999. In 2001, the E46 M3, and the E36 M Roadster were released with the awesome S54 powerplant. This cast-iron in-line six cylinder motor produced an astonishing 333hp. There were only 1200 or so S54 M Roadsters made in the 2001-2002 run, before being retired. In order to shoe-horn this beast into the Z3 body, certain things had to be sacrificed and certain things had to be added which I will cover below. Due to the shorter length of the E36 body, the S54 in the M Roadster is slightly "de-tuned" to acommodate shorter exhaust manifolds. It has a slightly lower redline, but is also less susceptible to the rare catastrophic failures seen in the M3 at redline.

OPENING:
I leased a 1999 2.8L Z3 and loved every minute of it. When the time came to get a new car in 2001, I put an order in for the M Roadster. I just wanted more power, I suppose. Unbeknownst to me, that was the first year of the S54 engine. I was really happy to take delivery of the first car from my dealer in June 2001.

EXTERIOR:
Not much different from the standard Z3, but there are some styling differences that become obvious after a second look. The rear quarters are much wider than the standard Z3, this is to acommodate the M's wider stance and larger tires. The rear license plate housing is mounted on the trunk, versus the bumper, since there is no room for it between the M's four stainless steel exhaust pipes. The "M" badges on the S54 cars are rounded, versus flat, on the S52's. The M's also don't have the "gills" that you see on the Z3, rather they have faux chrome vents as an homage to the old BMW 507. The front spoiler is also more aggressive, with a "toothed" air dam; the spaces reserved for foglamps have been left open and converted to vents that cool the M's huge front brakes. The M's also have special rims which had a flat silver on the S52, and a powdered satin finish on the S54; just another very subtle difference. The M sits slighly lower and wider, and the untrained eye really can't tell the two apart. However, the styling cues of the M give you a general feeling that it's fast.

Overall, I'd venture so far to say that the M Roadster and Z3's retro-styling hearkens back to the old AC Cobra. I just love the long snout on this car.

INTERIOR:
The M's only come with the sport seats and you do need the side bolsters when you push the car through curves. The top is lined, as are all of the post 2000 Z3's, and this is a nice touch, especially in the winter. The M versions have a three spoke steering wheel, which is sometimes seen on the standard Z3. The M also has a light-up steering knob with the Motorsport logo. The gearshift housing has a chrome metal ring which secures the leather boot to the center console.

Climate controls, electric top controls, headlights, and heated seat controls are all identical to the standard Z3. However, the instrument cluster is very different. First, there is no trip computer. There's not enough room for it. Second, the S54 M has gray tach and speedo dials, versus the black ones on the S52 and Z3. Third, on the center console the M has a clock, oil temperature gauge (critical for this car), and external temperature gauge. The S52 had a voltometer in place of the clock.

Overall, the interior is functional but not spartan. It can be cramped for those over six feet and two hundred pounds. The fit and finish of the materials is above average, but not on the extreme end of quality. There are no hand-stitched door panels, fancy-schmancy wood highlights, or a lot of useless knick-knacks. This is a driver's car.

The creature comforts aren't spared. There are automatic locks, electric windows, heated seats, aircon, auto-dimmer rearview mirror, and all leather seats.

SAFETY:
This model car comes with front and side airbags. The car is not SUV-proof, so watch for the fool who's yammering on a cel phone in his Hummer while weaving aimlessly all over the road. The car has a good crash rating from the Insurance Institute of America and has pretty good roll protection. I've seen photos of cars that have survived horrible rollovers where the drivers have walked away. The car is made of steel and compared to roadsters like the Honda S2000 or Miata, I do feel a bit safer.

CONVERTIBLE TOP:
This is a very important element of any roadster, hence I feel the need to give it it's own special section. The tops on the Z3's are of very high quality. They are made by Haartz and I've never had a problem with leaks, tears, or fit. The top on my M Roadster withstood a vandalism attack, delaying entry long enough for me to physically apprehend the teenage scumbag. Not bad.

The tops are made of a cloth-like material and do require maintenance. On a yearly basis, I will use the Raggtop cleaner and sealant which basically acts as Scotchguard, protecting the cloth from the elements.

The plastic window tends to get scratched unless you protect both sides with the BMW-supplied cloth blanket, and the rubber seams around the top edge sometimes allow a metal wire from the frame to creep out; this is easily pushed back into place. The plastic window holds up quite nicely if you take care of it with the proper products, but it is easily replaced.

Putting the top up and down only requires you to open two brackets at the apex of the A pillar. Your foot must be on the brake while you push the button to lower the top, otherwise it will not move. It only takes about 10 seconds to raise and lower the top. Once the top is down, it is advised that you place the thick tonneau cover over the alcove, to protect the top from dirt. Nothing degrades the lining and fabric more quickly than microscopic road grit. Putting the tonneau in place is the most annoying part of the Z3, since you have to snap it into place, then contort its edges and tuck them under the metal sills of the alcove. Total time is under one minute, however.

Replacing a top can be expensive; usually about 1500 dollars, plus 8 hours of labor.

WHEELS/RIMS:
As I said before, the S54 M cars have a special satin finish which cannot be repainted in the event of curb rash. I found this out the hard way. The painting process is not allowed in the U.S., so if you get a curb rash, your wheel shop will either have to repaint all four wheels, or do what I did, and have all four rims sanded down to the stainless steel. The fix is impossible to see from past five feet and an ideal solution because curb rash happens more than once, even to the best of us.
Hardcore purists can easily buy a replacement rim, but at 400 dollars, its prohibitive and crazy.

SUSPENSION/HANDLING:
Possibly the one weak link in the Z3 is its rear suspension. The Z3 chasis is based on the old 318ti hatchback (the baby bimmer) which uses semi-trailing arms. These are less stable than double wishbone/multi-link suspensions, and they tend to lose their grip if the rear wheels hit a bump while cornering hard.

The later model Z3 and M Roadsters have ASC (up to 2000) and DSC (after 2000), respectively. These are acronyms for the stability control that keeps you out of trouble. You can turn the computer on and off, which means that unlike in a Porsche or Mercedes, you can get allow yourself to have fun. It's possible to bark the dogs, oversteer while cornering, and generally explore the limits of your intestinal fortitude--I, however, tend to obey the traffic laws.

Aside from an occasional propensity for the rear end to go out during a hard corner, this car sticks to the road. The huge tires keep the car glued to the road, and the perfect 50/50 weight distribution makes negotiating the curves a breeze. You really have to do something stupid to put yourself in a position that is unsalvageable to the DSC. The ride is stiff, but not merciless.

GEARBOX:
The M Roadster's gearbox is a conventially mounted five speed designated ZF Type C 5. The car is not long enough to acommodate a sixth gear. A sixth gear would have been nice, but the gearing system is designed so maximum torque can be applied throughout a wide range of the power band. Shifts are crisp and quick. I rarely get out of third gear, and since you can get to 50mph in first gear, you can see why. Because of the gearing, fifth gear is not really an overdrive, so the engine never backs off; this miminally impacts fuel economy.

The gearbox is consistently complimented as being one of the strongest points of the M Roadster.

RIDE QUALITY:
Stiff and responsive, but not merciless. Not comfortable for long trips. Cabin noise is equal to all other soft tops and is about 70 decibels according to Road and Track.

However, put the top down, listen to the engine roar and hit some curves and any qualms you have with this car get killed more quickly than the bugs you're slaughtering on your front grill. In the straights this car is an absolute rocket, and in the curves it feels like a slot racer.

The car is perfectly balanced at a 50/50 front to rear weight distribution, hence the rear-mounted battery.

RADIO/ELECTRONICS:
Comes with the standard Harmon Kardon speakers and subwoofer that tends to rattle. It's not a high quality system, but dependable and loud enough to cover up your tone-deaf sing-alongs. The CD player tends to skip over bumps, but the radio has BMW theft protection which makes it useless if stolen.

The car is also pre-wired for an alarm, phone system, and six cd-changer, all available from BMW.

VISIBILTY:
Like all convertibles, another weak spot is visibility in your blind spot. Not a problem with the top down, but top up driving requires extra caution. Duh.

STORAGE:
Not much room in the trunk. Sad fact, but you can't get more than a bag of golf clubs or a few bags of groceries into this thing. Large suitcases will fit...sometimes. Hey, I'm not a golfer and I also use Safeway.com, so I don't put much thought into this.

PERFORMANCE/ACCELERATION:
This is probably the most impressive aspect of this car. BMW publishes an official 0-60 time of 5.1 seconds. However, its also been tested by just about every reputable auto magazine out there, and most agree that the car is capable of a 4.5 time, depending on the driver. The car is exceeded in the quarter mile only by the Corvette, Elise, and most supercars. It's faster than all of the Porsche variants, with the exception of the turbo. The bottom line is that this car is really really fast for what you pay. The lowered Hondas will leave you alone at the stoplight.

Braking is excellent and can get you from 60 to zero in only about 115 feet. This varies from publication to publication.

In terms of gas mileage, you should expect about 20 to 25 per gallon depending on your driving habits and whether you take the highway or surface streets. A lead foot makes all 315 ponies suck up a lot of premium gas, as you'd expect.

WARRANTY/SERVICE:
It varies from dealer to dealer, but I've found the warranty to be bulletproof. In fact, BMW just extended the motor warranty to six years or 100k miles. The car comes with a four year warranty that covers all of your routine service including oil changes and brake pads. By in large, if something goes wrong on your car, it will be promptly replaced. My tachometer was failing intermittently during a cold start, so BMW replaced the entire instrument cluster. I'd recommend getting the extended warranty. BMW has a very good corrosion warranty if you happen to drive on salted winter roads. BMW will examine and fix ever little niggling detail, as long as your not a jerk to the repair reps.

INTANGLIBLES:
The S54 engine redlines at 8000 and uses 10/60 weight synthetic oil. The oil requirements were upgraded as the original 5/30 weight oil was loosely linked to failures in the M3 motors. There have been no reported S54 motor failures in M Roadsters as of this writing.

The rear-mounted battery and modified quad-exhaust means that there is no spare tire. The M cars all come with BMW Roadside Assistance and also have an M Mobility kit. This consists of an electric tire inflater, an extensive tool set (no jack), and a can of tire leak sealant. I've gotten two punctures in my tires and only needed to use the pump. Using the sealant renders the tire useless, and since most central punctures can be fixed for 10 bucks and the slow leaks don't necessarily require use of the sealant.

At a cold start you may notice a metallic whine from the pipes which goes away after a few minutes after they heat up.

THE FEEL (added 5/8/03):
I thought I'd add this section after getting some comments requesting a subjective description of the car. Here goes...
I feel like James Bond in this car; it looks good on just about anybody. Having the power of 315 horses under your right foot, and the ability to unleash them in a tire-smoking roar of Teutonic fury under your left foot, really becomes a temptation. The S54 engine produces throaty exhaust notes that turn heads as you drive down the block, but when you let loose on the throttle and climb up the power band, they become positively deafening. Having the top down on a sunny day as you hit the twisties evokes some of the broadest smiles and your face aches afterwards.

The whole key is torque. The M Roadster delivers 251 ft/lbs of torque to the rear wheels and BMW has geared the car so you get near the maximum torque throughout the power band so you're not wandering through the gears. You can actually feel yourself being pushed back into the seat as you accelerate hard.

This car feels sexy from stem to stern, and its curves ooze right into your chamois cloth as you clean it. I probably enjoy cleaning this car as much as I enjoy driving it; the car engenders such respect from me that I feel proud to constantly rub it with a diaper. I have an MG Td and an Alfa GTV6 and sometimes feel guilty that I maintain my new car more aggressively.

In the city, in the curves, or in my garage, I always feel great in the presence of this car.

BOTTOM LINE:
Cheaper and faster than just about everything else with similar performance characteristics, this car is a true racer. It has its quirks, but has all of the creature comforts to make it a reliable daily driver.

UPDATE 9/4/03:
Just thought I'd add some comments about the crash protection, having experienced the toughness of the car firsthand. On 6/8/03 another driver hit me head-on, slightly off-center on the driver's side at about 45mph. Aside from having a shattered bone in my left hand (fixed surgically), I walked away in one piece. There was no intrusion into the cockpit, even though the car was totalled.

What did I get as a replacement? A 2002 M Roadster, of course.

UPDATE 7/21/05:
Well, the Insurance Institute of America released it's "Most Stolen Cars of 2004" list. The 02 M is listed at #2, right behind the '99 Integra (Integra's appear 8 more times in the top 20, by the way). The 01 M is listed at #23.

Take the theft data with a grain of salt. First off, it's virtually impossible to steal any BMW unless you have a flat-bed truck or a cloned key. The car will simply not start without an encoded key that the car "reads" when you insert it into the ingntion. No code, no start. All keys come from one central repository in New Jersey.

Second, with the very very limited number of M's made, theft of only one or two (out of a total run of about 3300), makes the theft percentage artificially high. These theft numbers also do not offer any specific data as to HOW the cars were stolen (i.e. driven without the owners consent), or consider fraud issues (i.e. car was wrecked at the track and the owner reported it stolen to get a claim approved).

So, enjoy your M Roadsters and don't be shied away from this data. Buy soon. I suspect the actual attrition rate of M's is much higher due to wrecks, than theft.

...and mine's not for sale. :)