{"id":499435,"date":"2021-10-05T14:49:06","date_gmt":"2021-10-05T21:49:06","guid":{"rendered":"https:\/\/sportscardigest.com\/\/?p=123994"},"modified":"2024-02-28T15:54:02","modified_gmt":"2024-02-28T15:54:02","slug":"driving-the-plastic-fantastic-bmw-z1","status":"publish","type":"post","link":"https:\/\/www.supercars.net\/blog\/driving-the-plastic-fantastic-bmw-z1\/","title":{"rendered":"BMW Z1 – Driving the Plastic Fantastic"},"content":{"rendered":"

\"\"<\/a>About 30 years ago, BMW shocked the automotive world by introducing a sexy and technically unique 2 place, drop-top sports car prototype at the Frankfurt Motor Show. This exciting show car was the first creation to come from BMW\u2019s new skunk works \u2013 BMW Technik GmbH. This was a group of over 50 forward thinking automotive engineers headed by automotive design legend, Dr. Ulrich Bez.<\/p>\n

Formed in 1985, BMW Technik\u2019s mission was to drive innovation and foster new ideas that would find their way to the product line \u2013 back then BMW\u2019s product offerings were dominated by very conservative, notwithstanding sporty sedans. What made the Z1 prototype so exciting was the fact that, while it had all of the styling cues and exciting design touches of a purely futuristic fantasy, its basic mechanical components \u2013 engine, transmission and most brake components \u2013 were all right out of the E30 parts bin and therefore were readily available and proven reliable. That meant, the prototype wouldn\u2019t be merely an engineering or marketing exercise. It would eventually see production. Like I said, very exciting.<\/p>\n

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The Z1 is unique in a lot of ways. First, the 1988 press release describes it as \u201cbuilt around a zinc-plated monocoque\u201d or backbone with a flat bonded plastic floor pan. Underneath, the flow of air under the flat floor is directed around a unique wing-shaped transverse rear muffler that acts as an under-body spoiler, reducing turbulence and adding downforce as speed builds.<\/p>\n

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The fenders, hood, deck lid and bumpers are all plastic with each section made from different chemical compositions and tailored to its specific position on the body and its function. For example, the bumpers are made of urethane as this material is flexible and has greater resistance to impact. The doors and side panels are molded from a special GE thermoplastic and the engine hood, rear deck lid and the flip up tonneau cover are made of sturdy fiberglass. The body panels are painted with a special highly flexible coating that was co-developed for the Z1 project by BMW and AKZO. Speaking of coatings, the car only came (officially) in four colors. Red, black and green were most common, making these the color choices for the vast majority of Z1\u2019s.<\/p>\n

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The car pictured in this article is painted the fourth option, \u201cFun Yellow\u201d (fun geld<\/em> in German), and is only 1 of 133 ever made in that hue and probably the only one in that color in the USA. The most rare \u201cunofficial\u201d Z1 colors \u2013 swimming pool blue and oh-so orange – were reserved for the car\u2019s two designers, Ulrich Bez and Harm Lagaay (Lagaay, famous for design of the Porsche Boxster). Near the end of the production run, purple was also made available but legend, rumor and folk lore has it that purple was only available to BMW\u2019s top executives. As Mel Brooks once said, \u201cIt\u2019s good to be the king!\u201d<\/p>\n

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The Z1 was so technically advanced that it earned a slew of patents for innovations such as the drop-down doors, the car\u2019s new high intensity headlight system and the unique underbody aerodynamic design.<\/p>\n

Mechanically, the Z1 is mostly 1980s BMW. The engine picked is the 2,495-cc, SOHC, silky smooth 6-cylinder from the E30 325i canted 20 degrees to lower the hood line and fitted behind the front axle for better weight distribution (BMW says the Z1\u2019s weight distribution is 49\/51.)<\/p>\n

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Power was rated as a relatively modest (by today\u2019s standard) 170 hp coming on at 5,800 RPM with 164 lb-ft of torque at 4,300 RPM. The transmission is a Getrag 260\/5 connected to the rear axle by a rigid transaxle tunnel (think torque tube ala Porsche 928\/924\/944). Front suspension is pure E30 front coils and struts. Brakes are vented E30 discs up front and unique-to-the-Z1 solid discs out back with integrated hand brake shoes.<\/p>\n

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While the Z1 came with an in-dash radio and heater, due to space limitations, air conditioning was never offered – not even as an option.<\/p>\n

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The Z1\u2019s multi-link rear suspension. Photo: BMW<\/figcaption><\/figure>\n

Where the Z1\u2019s mechanicals really depart from those on the 325 are in the rear suspension and the choice of wheels and tires. The Z1\u2019s rear suspension was BMW\u2019s first production \u201cmulti-link\u201d affair called (no surprise) the Z-axle and was probably a precursor to the wonderful setup found a few years later on the early \u201890\u2019s E36 line.<\/p>\n

Wheels and tires were upgraded over the base E30 as well with 16 inch by 7.5-inch alloys fitted with aggressive, even by today\u2019s standards, 225\/45 ZR 16\u2019s tires.<\/p>\n

Performance, based on the 1988 BMW press release, rated the top speed to be 135, (however, the owner\u2019s manual says 140!) with a magazine-tested sub 8-second 0-60 run. Maybe these are not very eye-popping stats today with Asian econo-boxes blowing those numbers away, but these figures were quite respectable for the era. Unfortunately, based on its stunning good looks, (and price) potential buyers were expecting more.<\/p>\n

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Even more unfortunate, the Z1 was never officially imported into the United States. In fact, despite the even greater rarity of BMWs like the 507 (only 252 made) and the pre-war 328 (only 467 made) there is a very good chance that you have never seen a Z1 in person, despite the fact that they built 8,000 (give or take a few test mules) and they are a late-80\u2019s early \u201890\u2019s model (1989-1991). Personally, prior to this story, I had only seen one Z1 before and that was on a side street in Heidelberg.<\/p>\n

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The little BMW roadster\u2019s uniqueness and engineering qualities seem to be the major draw for the owner of our \u201cfun yellow\u201d subject car. He said that while he already had an E30 Touring, he wanted something different. He explained, \u201cI wanted a BMW, [but] I wanted something a little off the wall!\u201d<\/p>\n

He told me that he had seen a few of cars for sale in Canada, but he was concerned that buying one could become \u201can import disaster\u201d and so he focused his search for one that was already in the United States.\u00a0 He elaborated saying, \u201cI didn\u2019t want to go through that route. I wanted to buy one States side.\u201d<\/p>\n

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Very computer savvy, he kept searching for a USA Z1 using all of the tools the Internet has to offer.\u00a0 He told me, eventually, after a lot of surfing, one crossed his radar screen. \u201c[My] car [just] came up; I forget where I saw it, it was on the Internet someplace.\u201d But he couldn\u2019t pounce because he already had a garage full of cars and needed to make room first, explaining, \u201cI won\u2019t keep a good car outside.\u201d He added, \u201cI had an Austin Healey 100 at the time and I was in the process of selling that.\u201d Fortunately, soon enough, the Healey went to a good home and that made room for the Z1. Even more fortunate, when he finally made contact with the owner, it as yet hadn\u2019t been sold.<\/p>\n

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After speaking to the owner, he learned that the car was located in Sarasota, Florida and that it was brought to the USA by the owner\u2019s father. He had bought the car new in 1990 in Luxemburg. Jim said that the car came with papers showing that it was approved for the 2,500 mile DOT<\/strong> \u201cshow and display\u201d exemption so he knew it was legitimate and that he would not run into any problems getting it road ready in his home state.<\/p>\n

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After a two hour airplane flight to Florida, the owner picked him up at the airport and took him directly to see the car. The owner gave me some of the details saying, \u201cThe owner took me to his garage; it was air conditioned. The car was under a cover. He took the cover off, and then I said; let\u2019s take the car for a ride.\u201d Smiling he said, \u201cThe car shifted [perfectly]\u2026everything was like new in the car.\u201d Adding, \u201cThe car [only] had forty thousand kilometers on it.\u201d Pausing for emphasis, he added, \u201cMechanically, the car was like new!\u201d<\/p>\n

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I asked if it was fast. \u201cIt\u2019s as fast as an E30,\u201d he said. \u201cIt\u2019s a heavy car. It\u2019s got that sheet metal frame [and it\u2019s] pretty hefty and it\u2019s hot tin dipped, you know, galvanized, sort of the same platform that a Fiero had with the plastic panels bolted on except the chassis is galvanized and the Fiero was just painted.<\/p>\n

After making the deal, he said he bolted on a temporary tag and drove it home from Florida to Pennsylvania. With a wry smile he said, \u201cI drove it back. Maybe the tires were a couple of years old so I didn\u2019t push my luck. But probably the fastest I came on the way back was maybe 110 in some spots. [Plus] I had a temporary plate on the car so I didn\u2019t want to push my luck too far.\u201d I made the observation that 110MPH is pretty fast, he only said, \u201cI don\u2019t like to drive much faster, on the roads, you never know. Deer, groundhogs, birds\u2026\u201d<\/p>\n

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The appeal of this car, compounded by its rarity is not something to be underestimated. He said that when he and a friend, owner of a Ferrari 250 SWB, drove together to a local show and shine event in New Jersey, the crowds were, \u201c2 and 3 deep around both cars.\u201d Adding, \u201cThey took pictures and took pictures and took pictures\u2026\u201d<\/p>\n

\"\"<\/a>He says that he is still trying to learn everything he can about the car. \u201cThere\u2019s so much information on the Internet, I spend so much time addicted to looking at [Z1] sites.\u201d<\/p>\n

Despite owning the car for several months, he is still learning about the technology and what he calls \u201cunique features\u201d on the Z1. I asked for more details and he said, \u201cFor example, the doors, obviously. In the rain, you got to be quick if you don\u2019t want to get the suede interior wet.\u201d He has already memorized the routine and recites it without hesitation. \u201cThe window goes down first and then the door goes down. And then you get out and you press the button and then the door goes up and the window goes up.\u201d He explained this mechanically complexity doesn\u2019t come easily. \u201cThere are two motors in each door, one for the window and one for the door mechanism.\u201d This whole thing is run by a special one-of-a-kind toothed belt and is governed by a control module under the plastic skin of the body. (It\u2019s not in the door to help keep its weight down.)\u00a0 When I marveled at the Rube Goldberg quality to all of this his only response was. \u201cI hope I never have to repair it! The toothed belt is expensive\u2026it\u2019s a very odd belt.\u201d Interestingly, he says, the system remembers how it was last configured when the doors went down. If the windows were up, they go back up when the button is pushed. If not, the windows stay down in the door. Surprising, but definitely complex\u2026<\/p>\n

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Not the least challenging thing about the Z1 is simply getting in and out. I watched the owner who is several inches shorter and many, many pounds lighter than I clamber in and out of the Z1. With the roof up, the word \u201cspelunking\u201d came to mind.<\/p>\n

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Clearly, this is not a car for the tall or with an avoirdupois challenge \u2013 an accurate, unflattering description of yours truly. Fortunately for me, the owner was kind enough to lower the roof so I could get in without creating the potential for a movie clip shown on America\u2019s Funniest Home Videos.<\/p>\n

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\"\"<\/a>Getting in requires a step up over the tall sill, like getting in a Gull Wing Mercedes. The owner always takes his shoes off first to prevent scuffing the plastic sill or damaging the unique camouflage leather sport bucket driver\u2019s seat. Also, with the top down, you have access to a cleverly placed, very sturdy leather wrapped grab rail \/ roll bar that backs the front windshield frame. With practice, I think getting in and out would become second nature. That, and for me, a membership in Weight Watchers\u2026<\/p>\n

Once seated behind the adjustable wheel, the look and feel is very 1980\u2019s BMW with gauges, shifter and controls exactly where they should be. However, I felt like I was sitting very high in the amazingly comfortable but non-height adjustable driver\u2019s seat, worried all the while that I looked more like Mayor McCheese in Ronald\u2019s shoe car than a suave and sophisticated BMW guy. (Note, Thw owner warns that the Z1\u2019s seat height may actually be adjustable; perhaps we just haven\u2019t figured it out yet<\/em>!)<\/p>\n

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Once under way, all of that nonsense faded as we drove the twisty back roads, bathed by the bucolic sights and sounds that were in early summer blossom along miles of perfect country byways.<\/p>\n

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We cruised with both doors down and while the experience of seeing the road, literally inches from your grasp was exciting, when our speed exceeded about 40 MPH (about 70 KPH on the metric speedo), the wind buffeting and noise were intense. Note to self, for high speed cruising, both doors up is the way to go.<\/p>\n

While power is certainly adequate, brakes up to the task and the Getrag 5 speed shifts like it was made yesterday, it\u2019s the Z1\u2019s handling that makes it a star. Turn in on medium speed corners was about as good as it gets \u2013 maybe better. Not to take too big a shot at the new BMWs that all have lots of technology flipping bits between the steering wheel and the front tires, the road feel on the Z1 could (maybe SHOULD) serve as the model for all cars. It\u2019s that good.<\/p>\n