1996-2002 BMW Z3: Full Review
Updated: 12/17/09
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Learn about the year-to-year changes and reliability for the 1996-2002 BMW Z3 and our price chart details a range of prices based on vehicle mileage and condition.
Pros
- Acceleration (6-cylinder)
- Brake performance
- Steering/handling
Cons
- Acceleration (4-cylinder/auto)
- Noise
- Passenger and cargo room
Vehicle Highlights
Launched in spring of 1996, this was BMW's first sports car in 40 years. Based on the 3-Series chassis, the racy-looking 2-seater Z3 was produced at BMW's plant in South Carolina. Wheelbase was shorter than the 3-Series, which lent many drivetrain and other components to the roadster. Only a 4-cylinder engine was available initially. The 1.9-liter dual-cam 4-cylinder engine produced 138 horsepower. A 5-speed manual transmission was standard, with 4-speed automatic and traction control optional. Standard equipment included dual airbags, antilock 4-wheel disc brakes, a limited-slip differential, and 16-inch tires on alloy wheels. The manually operated convertible top had a plastic back window.
Expert Ratings Summary (view detailed report)
| Category | BMW Z3 2.5i Rating | |
|---|---|---|
| Performance | 7 | |
| Fuel Economy | 5 | |
| Ride Quality | 4 | |
| Steering/Handling/Braking | 7 | |
| Quietness | 2 | |
| Controls/Materials | 6 | |
| Interior Room | 3 | |
| Room/Comfort (rear) | 0 | |
| Cargo Capacity | 1 | |
| Value within Class | 2 | |
| Total Score: | 37 |
Learn about the year-to-year changes of the 1996-2002 BMW Z3. Get full details of the styling and performance changes throughout the history of the 1996-2002 BMW Z3.
Year to Year Changes
1997 BMW Z Series:
Traction control became standard. Later in the season, a more potent Z3 with a 2.8-liter, 6-cylinder dual-cam engine joined the original 4-cylinder Z3 1.9.
1998 BMW Z Series:
Rollover bars became standard this year, and more heavily bolstered sport seats joined the option list. Wood trim and the power top also were available as separate options.A high-performance M roadster joined its Z3 mates in spring of 1998, packing a 3.2-liter 6-cylinder engine borrowed from the M3 sedan and coupe.
1999 BMW Z Series:
A hatchback coupe joined the 2-seat convertible and the 4- cylinder engine was replaced by a 2.5-liter inline six for '99. The new hatchback came as the Z3 Coupe 2.8 and the M Coupe, powered by the 2.8- and 3.2-liter engines. Side airbags were now standard across the board and the 2.8-liter six gained four horsepower.
2000 BMW Z Series:
Convertibles got revised tail styling and some new standard features, going on sale in spring 1999 as early 2000 models. Convertibles also gained an inner top liner and a new center console. All models got upgraded interior materials and a 3-spoke steering wheel.
2001 BMW Z Series:
All models had more power for 2001. The Z3 2.5i convertible got a 184-hp 2.5 liter in place of a 170-hp 2.3. The 3.0i convertible and hatchback got a 225-hp 3.0 in place of a 193-hp 2.8. The high-performance M Series models' 315-hp 3.2 liter replaced a 240-hp 3.2. Optional on 2.5i and 3.0i models was a 5-speed automatic in place of a 4-speed. All Zs got redesigned wheels for 2001, plus BMW's Dynamic Brake Control. M models now included a low-tire-pressure warning system.
2002 BMW Z Series:
An in-dash CD player was newly standard for 2002. BMW's Z4 would replace Z3 for 2003.
Our road test for the 1996-2002 BMW Z3 includes a full evaluation from the inside out. We've evaluated every aspect of the 1996-2002 BMW Z3 and highlighted the vehicle's performance with pros and cons. Use our comprehensive road test ratings to decide if this generation 1996-2002 BMW Z3 is right for you.
Consumer Guide® Road-Test Evaluation
Even though horsepower and torque are greater in a 4-cylinder Z3 than in Mazda's Miata, the BMW roadster does not feel any swifter--partly because it carries more pounds. Automatic is slower yet. Because the Z3's 4-cylinder engine does not develop much power below 3500 rpm, it cannot get an eager jump off the line when you push the gas pedal hard. Past 3500 rpm, acceleration becomes brisk. Performance is better with the 2.8-liter 6-cylinder engine. It doesn't set any records either, however. The 6-cylinder's extra torque is most beneficial because it reduces the amount of shifting when driving in town. A test manual-transmission 2.5i did 0-60 mph in a brisk 7.0 sec and had ample midrange passing punch. The 3.0i/manual hatchback felt more muscular--BMW lists 0-60 at 5.9 sec--but didn't present significantly more usable acceleration on the street than the 2.5i. M-Series roadsters and hatchbacks have exhilarating performance--almost reminiscent of a Corvette. Refinement is where BMW has the edge over the Miata. BMW's 4-cylinder engine is far smoother and quieter than Mazda's. It gets noisy only when working hard. The 6-cylinder engine is quieter yet. Wind noise is intrusive at highway speeds, making it hard for the two occupants to converse in normal tones. Because these are sports cars, noises from the engine, road, and wind increase markedly with speed. Firm suspensions allow little lean in turns, and the Z3 corners as if it's on rails. For a car with such high cornering limits, the ride is supple--more comfortable than the Miata's. Still, it gets jiggly on anything other than glass-smooth surfaces. All told, the Z3 lags behind Mercedes' SLK in smothering bumps. Braking is straight and short. A "panic" stop from 60 mph took about 105 feet. Space is adequate for medium-size adults, but large folks might feel cramped. Trunk space is meager by anything other than sports-car standards. The manual folding top is fairly easy to raise and lower, but the plastic back window is subject to easy wrinkling and scratches, especially if not cared for properly. Like most convertibles, the top's rear quarters are wide enough to restrict visibility over the driver's shoulders. Inside, you'll find a no-frills, Teutonic design--not inappropriate for a sports car. Standard "leatherette" upholstery on the 1.9, however, with its odd pebble-grain pattern, looks rather cheap for a car of this caliber.
Value for the Money
Eye-catching appearance and BMW's reputation for handling prowess make the Z3 tempting. Still, based on performance or equipment, it's difficult to justify paying so much more for a Z3 than a Mazda Miata. M-Series models, on the other hand, perform as promised and just might be worth the extra dollars.
Eye-catching appearance and BMW's reputation for handling prowess make the Z3 tempting. Still, based on performance or equipment, it's difficult to justify paying so much more for a Z3 than a Mazda Miata. M-Series models, on the other hand, perform as promised and just might be worth the extra dollars.
Expert Ratings Summary
| Category | BMW Z3 2.5i Rating | |
|---|---|---|
| Performance | 7 | |
| Fuel Economy | 5 | |
| Ride Quality | 4 | |
| Steering/Handling/Braking | 7 | |
| Quietness | 2 | |
| Controls/Materials | 6 | |
| Interior Room | 3 | |
| Room/Comfort (rear) | 0 | |
| Cargo Capacity | 1 | |
| Value within Class | 2 | |
| Total Score: | 37 |
Each vehicle report contains one rating chart for representative model. Consumer
Guide® rates in ten key areas: Performance, Fuel Economy, Ride Comfort, Steering
and Handling, Interior Noise, Controls and Materials, Driver Room, Passenger Room,
Cargo Capacity, and Insurance Costs. These ratings compare the particular vehicle
rated to ALL other vehicles, not a vehicle's standing in a particular class. In the
ratings table, "1" is the lowest rating and "10" is the highest rating.
Our reliability study for this generation BMW Z Series includes details on average repair costs, manufacturer recalls, and everything you need to know to gauge the long-term reliability of this generation BMW Z Series .
Trouble Spots
Consumer Guide's® Auto Editors have scoured repair bulletins and questioned mechanics to search
for commonly occurring problems for a particular vehicle. In some cases we also give possible manufacturer-suggested
solutions. In many instances these trouble spots are Technical Service Bulletins posted by the manufacturer,
however, we have our own expert looking at additional vehicle problems.
Air conditioner:
Loss of refrigerant could cause air conditioner to fail. Cause may be a rub between the A/C condenser rubs with the transmission cooler. (1999)
Vehicle noise:
The fuel tank may rattle when it is full because the mounting strap is loose. Additional foam pads must be installed. (1996-97)
Vehicle noise:
Incorrect installation or the wrong mount causes rattles from the rear shock mount. (1996)
Water leak:
A leak may develop between the fabric top and the plastic seal that holds the rear window. (1996-99)
Water leak:
Water may leak between the convertible top and door windows due to a poor fitting seal. (1996)
Windshield:
The black tape on the windshield trim buckles and peels in hot weather. (1996-97)
Consumer Guide® Estimated Repair Costs
This table lists costs of likely repairs for comparison with other vehicles. The
dollar amount includes the cost of the part(s) and labor (based on $50 per hour) for the
typical repair without extras or add-ons. Like the pricing information, replacement
costs can vary widely depending on region. Expect charges at a new-car dealership
to be slightly higher.
| Item Name | Repair Cost |
| A/C Compressor | $1,250 |
| Alternator | $410 |
| Automatic Transmission or Transaxle | $1,150 |
| Brakes | $295 |
| Clutch, Pressure Plate, Bearing | $570 |
| Constant Velocity Joints | $960 |
| Exhaust System | $1,140 |
| Radiator | $710 |
| Shocks and/or Struts | $1,310 |
| Timing Chain or Belt | $840 |
Our price chart for this generation BMW Z Series details a range of prices in
year-by-year listings based on vehicle mileage and condition.
| Prices | Good | Average | Poor |
|
|
|||
| 2002 | |||
| M-Series Coupe | $15,600-17,100 | $14,200-15,600 | $10,000-10,900 |
| M-Series Roadster | $16,800-18,200 | $15,500-16,700 | $10,800-11,600 |
| Z3 2.5 Roadster | $10,000-11,200 | $9,000-10,100 | $5,200-5,800 |
| Z3 3.0 Coupe | $10,300-11,500 | $9,300-10,400 | $5,500-6,100 |
| Z3 3.0 Roadster | $11,500-12,700 | $10,400-11,400 | $6,300-7,000 |
| 2001 | |||
| M-Series Coupe | $13,300-14,800 | $12,100-13,500 | $7,800-8,700 |
| M-Series Roadster | $14,800-16,000 | $13,500-14,600 | $9,300-10,100 |
| Z3 2.5 Roadster | $9,100-10,100 | $8,200-9,100 | $4,700-5,300 |
| Z3 3.0 Coupe | $9,200-10,200 | $8,300-9,200 | $4,800-5,300 |
| Z3 3.0 Roadster | $10,200-11,200 | $9,200-10,100 | $5,300-5,800 |
| 2000 | |||
| M-Series Coupe | $12,000-13,200 | $10,800-11,900 | $6,700-7,400 |
| M-Series Roadster | $13,300-14,500 | $12,100-13,200 | $7,800-8,600 |
| Z3 2.3 Roadster | $8,200-9,200 | $7,400-8,300 | $4,200-4,700 |
| Z3 2.8 Coupe | $8,500-9,500 | $7,700-8,600 | $4,400-4,900 |
| Z3 2.8 Roadster | $9,500-10,500 | $8,600-9,500 | $4,900-5,500 |
| 1999 | |||
| M-Series Coupe | $11,000-12,000 | $9,900-10,800 | $5,900-6,500 |
| M-Series Roadster | $12,000-13,200 | $10,800-11,900 | $6,700-7,400 |
| Z3 2.3 Roadster | $7,300-8,300 | $6,600-7,500 | $3,600-4,100 |
| Z3 2.8 Coupe | $8,000-9,000 | $7,200-8,100 | $4,100-4,600 |
| Z3 2.8 Roadster | $8,600-9,600 | $7,700-8,600 | $4,500-5,000 |
| 1998 | |||
| M-Series | $10,800-11,800 | $9,700-10,600 | $5,800-6,400 |
| Z3 1.9 | $6,500-7,500 | $5,700-6,600 | $2,900-3,400 |
| Z3 2.8 | $7,800-8,800 | $7,000-7,900 | $4,000-4,500 |
| 1997 | |||
| Z3 1.9 | $5,700-6,600 | $4,900-5,700 | $2,300-2,700 |
| Z3 2.8 | $7,000-8,000 | $6,200-7,100 | $3,300-3,800 |
| 1996 | |||
| Z3 1.9 | $5,000-5,800 | $4,300-4,900 | $2,000-2,300 |
|
|
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This chart details a range of prices in year-by-year listings for vehicles in three condition levels:
Good: a clean low-mileage, solid-running vehicle that needs little or no repair.
Average: a car with normal miles on the odometer, perhaps a few scrapes or dings;
engine might need a minor repair or two, but runs acceptably well.
Poor: might have potentially dangerous problems with the engine and/or body, or
abnormally high mileage; definitely in need of mechanical attention. Valuations
reflect wholesale prices paid by dealers at auction, and retail prices on used-car
lots. Each range covers all trim levels and engine types for a vehicle with a typical
amount of equipment--usually an automatic transmission, air conditioning, stereo,
etc. Fully loaded vehicles may cost more. Average mileage is 12,000 miles per year. Keep
in mind that these are guidelines only. Actual selling prices vary- especially from
region to region.
Specs for this generation BMW Z Series include everything from fuel mileage to seating capacity to options availability.
Vehicle Dimensions
| Specification | 2-door convertible | 2-door coupe |
| Wheelbase, in. | 96.3 | 96.3 |
| Overall Length, in. | 158.5 | 158.5 |
| Overall Width, in. | 66.6 | 68.5 |
| Overall Height, in. | 50.7 | 51.4 |
| Curb Weight, lbs. | 2701 | 2943 |
| Cargo Volume, cu. ft. | 5.0 | 9.0 |
| Standard Payload, lbs. | -- | -- |
| Fuel Capacity, gals. | 13.5 | 13.5 |
| Seating Capacity | 2 | 2 |
| Front Head Room, in. | 37.6 | 37.6 |
| Max. Front Leg Room, in. | 41.8 | 41.8 |
| Rear Head Room, in. | -- | -- |
| Max. Rear Leg Room, in. | -- | -- |
|
Specifications Key: NA = not available; "--" = measurement does not exist. |
||
Powertrain Options and Availability
For its first season and a half, only a 4-cylinder engine was available, with a choice of 5-speed manual or 4-speed automatic transmission. The dual-overhead-cam four produced 138 horsepower and 133 pound-feet of torque. A Z3 2.8 with a dual-cam inline 6-cylinder engine arrived during 1997, rated at 189 horsepower and 203 pound-feet. During the 1998 model year, a high-performance M roadster arrived in limited numbers, carrying a 3.2-liter inline 6-cylinder engine that produced 240 horsepower. Only manual shift was available in the M roadster. The 4-cylinder was dropped in '99 in favor of a 2.5-liter inline six. This engine made 170 horsepower and 181 pound-feet of torque. For 2001, a 3.0-liter I6 was added, and both 2.5-liter and 3.2-liter I6s gained horsepower.
| Engines | cu. in |
Horse- power | Torque | Transmission: |
Consumer Guide Observed |
| dohc I6 | 3.0 / 182 | 225 | 214 | 5-speed manual: 21/28 5-speed automatic: 19/27 |
5-speed manual: 19.7 5-speed automatic: -- |
| dohc I4 | 1.9 / 116 | 138 | 133 | 5-speed manual: 23/31 4-speed automatic: 23/31 |
5-speed manual: 25 4-speed automatic: -- |
| dohc I6 | 2.5 / 152 | 170-184 | 175-181 | 5-speed manual: 19/26 4-speed automatic: 19/26 |
5-speed manual: 18.6 4-speed automatic: 22.2 |
| dohc I6 | 2.8 / 170 | 193 | 206 | 5-speed manual: 19/27 4-speed automatic: 18/25 |
5-speed manual: 21.1 4-speed automatic: -- |
| dohc I6 | 3.2 / 192 | 240-315 | 225-251 | 5-speed manual: 19/26 | 5-speed manual: 19.5 |
|
Specifications Key: NA = not available; "--" = measurement does not exist. |
|||||
Built In: USA
Drive Wheels: longitudinal front-engine/rear-wheel drive
Detailed safety information for this generation BMW Z Series include detailed crash test scores from the NHTSA.
NHTSA Crash-Test Results
Vehicle crash test information not available at this time.The National Highway Traffic Safety Administration (NHTSA) tests a vehicle's worthiness in front- and side-impact collisions and rates its resistance to rollovers. Front-impact crash-test numbers indicate the chance of serious injury: 5 = 10% or less; 4 = 10-20%; 3 = 20-35%; 2 = 35-45%; 1 = More than 45%. Sideimpact crash-test numbers indicate: 5 = 5% or less; 4 = 6-10%; 3 = 11-20%; 2 = 21-25%; 1 = More than 26%. Rollover resistance numbers indicate the chance for rollover when the vehicle leaves the roadway: 5 = Less than 10%; 4 = 10-20%; 3 = 20-30%; 2 = 30-40%; 1 = More than 40%.
Learn about official auto recalls, reliability issues, and vehicle problems for the 1996-2002 BMW Z3 directly from the NHTSA and manufacturers.
NHTSA Recall History
1997:
Plastic bushing for cruise-control and throttle cables could break, causing throttle valve to remain partially open; car then might not decelerate as expected.
1999:
Nut that secures positive cable to battery terminal clamp on some cars was not tightened properly, allowing cable to loosen over time; ultimately, engine could stop or lighting might be shut off.
1999:
Ring-gear bolts in differential on some cars were incorrectly torqued and could loosen, leading to noise; if a bolt worked loose fully, rear-axle lockup could occur.
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