These revolutionary technologies and techniques were to be developed without commercial influences, that is, without the requirement that they be used in production at some later date. Ulrich Bez was the first director of BMW Technology GmbH. Here Harm M. Lagaay, who was the first Chief of Design at ‘Technik GmbH’ and later held the same position at Porsche reflects on the year 1985: “At the beginning of 1985 Ulrich Bez offered me the position of Chief of Design. Indeed, the first few employees were already there and the first theme decided upon : ‘Freedom on four wheels’

The BMW Z1 was a result of this project and was only ever intended as a concept car that was never to go into production. Correspondingly, it’s design was very unconventional. During his first visit to Technik GmbH on 2nd August, 1985, Eberhard von Kuenheim, the chairman of BMW AG, was shown the first sketches of a roadster with the theme ‘freedom on four wheels’. At that time, almost no other car manufacturer had a roadster on their program. He considered various possibilities and decided to continue the project. At the next meeting on 26th November, 1985, von Kuenheim considered the outcome and spontaneously declared that a functional prototype should be completed. This prototype was completed in July 1986.

The first story in the 16/1986 edition of the Magazine ‘Auto Motor und Sport’ hit like a bomb. On 22nd July, as a result of this, it was decided that four more prototypes would be built. When the first prototypes were built, no one thought that the car would be put into production. The 22nd July, 1986 was also the beginning of construction proper. On the 18th December the CEO decided to put the Z1 into production. ” See how the realisation of such a concept can be carried out in minimal quantities, say between 1 and 5 cars per day”. Mission accomplished! The Z1 was presented at the IAA in Frankfurt in 1987.

Afterwards …The success of the BMW Z1 paved the way for the future of the roadster. The Z1 was a concept car and was never intended to go into production. Accordingly, its production was not cost effective to bring about. Therefore a conventional construction was needed to make use of cost effective and well known production methods. For that reason the Z3 was developed using the basis of the 3 series. In the meantime almost every manufacturer has jumped on the train and now offers a roadster.

The Z1 has remarkable aerodynamics for a roadster. The design of the underbody has a major influence on this. The whole of the underneath of the car is covered by a flat composite undertray which is designed to smooth the airflow to the rear wing, which is the silencer and bodywork at the rear of the car.The rear downforce is created by a low pressure area generated by the effect of the airofoil section of the transverse rear silencer box, and it’s nearby body parts which work as aerofoil slats.The front downforce is created by a high pressure area at the front edge of the bonnet (hood for our transatlantic cousins). The forward part of this body section is a concave curve, before turning convex as is more normal. A high pressure area is created just above the front wheels.
BMW Z1 Specifications
Engine M20 - Inline 6 Cylinder
Displacement 2494 ccs
Power 170 bhp @ 5800 rpm
Torque 158 lb-ft @ 4300 rpm
Weight ( full tank) 1250 kg
Cars built 8000
Production years 1986 - 1991
Acceleration 0-60 mph : 7.9 sec
Max speed 225 kmh ( 140mph)

In the end most of the debaters agreed it was easier to determine what was not a sports car than to agree upon a hard-and-fast definition of what constituted a real sports car. But even at first glance, the most ardent automotive purist would declare that the 2008 BMW Z4 Roadsters and Coupe are authentic contemporary interpretations of the classic sports and Grand Touring car concepts.

The ‘08 Z4 lineup consists of three models:
• 3.0i Roadster - powered by a 3.0 liter inline 6-cylinder engine producing
215 hp/185 lb-ft. torque

• 3.0si Roadster - powered by a 3.0 liter inline 6-cylinder engine producing 255hp/220 lb-ft. torque

• 3.0si Coupe - powered by a 3.0 liter inline 6-cylinder engine producing 255hp/220 lb-ft. torque

Each features firmly planted suspension, standard run-flat performance tires and state-of-the-art stability electronics anchored in remarkably rigid Coupe and Roadster body/chassis structures topped-off by a unique and captivating design. Inside, the driver can enjoy the Z4’s innate sportiness while savoring extensive comfort and convenience features.
New features for 2008 include:
• Space Gray Metallic replaces Silver Gray Metallic

• Sport Package on Z4 3.0i Roadster now includes staggered fitment 18-inch wheels and tires, replacing the former 17-inch wheels

• Optional HD Radio is now priced at $350, previously $500
The Z4 3.0i and 3.0si Roadsters are pure in their form and function with a long hood, two seat placement, easy-to-open cloth top, short decklid and six-cylinder power. The Z4 Coupe 3.0si is the Series’ first closed-body model. The new Coupe encloses its two seats and a larger cargo area in a graceful fastback body that retains the Z4’s unique aesthetic character while looking expressively new.

Performance & efficiency
The N52 6-cylinder inline engine -
• Magnesium/aluminum composite construction

• Valvetronic variable intake-valve lift

• Electric water pump

• Volume-controlled oil pump

• Roadster 3.0i - 215 hp/185 lb-ft. torque

• Roadster and Coupe 3.0si - 255 hp/220 lb-ft. torque

• Optimized final drive ratios, numerically higher to further improve acceleration (Coupe ratios differ from those of Roadster 3.0si)

• 6-speed manual transmission standard on all models

• 6-speed automatic transmission optional on all models with:

• Shift paddles on steering wheel

• Direct Selection of Manual shift mode via paddle downshift

• Sportier overall programming

Handling, ride & braking
17-in. wheels and performance tires standard on all models; 18-in. differentiated front/rear sizes as part of Sport Package on all models
Dynamic Stability Control system incorporates the following braking functions -
• Brake Fade Compensation

• Brake Standby

• Brake Drying

• Start-off Assistant

• Modulated ABS function, for smoother operation

Exterior design & function
• Front bumper assembly with large air intakes and rectangular foglights

• Stainless-steel exhaust tips (3.0si models only)

• Exciting metallic paint colors
Ergonomics, luxury & convenience
• Glove compartment: silicon damper for smoother opening/closing, and illuminated

• Rubber mats at bottom of door pockets

• Steering-wheel spokes trimmed in galvanic material in all versions

• Automatic climate control (optional 3.0i, standard 3.0si models) has galvanic trim
• for enhanced appearance, rubber surfaces for improved tactile feel

• Adjusting wheels for air vents also have rubber touch tactile surfaces
The Z4 Roadster body/chassis structure:
high rigidity enhances handling
‘The correlation between chassis rigidity and athletic handling has long since ceased to be a mystery,’ wrote Car and Driver in its April ‘02 issue, ‘one is a prerequisite for the other.’

When BMW’s structural engineers were developing the Z4, they created a body/chassis structure with exceptional stiffness for a roadster. The team achieved 21 Hertz # - truly outstanding for a roadster, and close to the 25-26 Hz of today’s BMW sedans. To attain this remarkable rigidity, the engineers incorporated a number of special structural features, including Y-form front structural members, ultra-strong side sills and underbody, ‘thrust plates’ that add rigidity to the front and rear suspension attachment points, and extensive use of high-strength steels. To save weight and help optimize front/rear weight distribution, the Z4 hood is of aluminum. Rollover protection is provided by an exceptionally strong windshield frame and two rollbars mounted behind the seats.

Softtop:
intelligent design, choice of manual or power
The Z4 Roadsters offer manual and power softtops, the latter available on both models as a stand-alone option or in the Premium Package.

Standard manual top. Intelligent design and engineering result in easy operation and excellent functionality:
1-hand release/lock. A centrally positioned single-hand grip releases the top from the windshield header or locks it in place.
Top header becomes cover. Thanks to its ‘parallel’ folding sequence, the top’s forward header remains upright as the top folds, and then serves as the cover for the folded top. This makes folding or raising the top essentially a 1-step process. The header covers the folded top and is flush with the body for a clean appearance.
Easy operation. Gas-filled struts reduce the effort required to lower and raise the top.
Heated glass rear window requires no periodic replacement and preserves rearward vision in cold or inclement weather.
Aluminum and magnesium frame for low weight and inertia.
Variable storage compartment. As in other open-body BMWs, the softtop compartment is adjustable for additional trunk space when the top is up.

Fully automatic power top. To lower the top, the user simply presses a button on the center console. The top unlatches electrically from the header and folds down. Raising the top is just as easy; both occur lightning-fast. The power top includes all the features of the standard one, plus -
Interior lining for enhanced weather protection, reduced wind noise inside
Choice of three colors-Black, Gray and Beige

The Z4 Coupe body/chassis structure:
the ideal platform for razor-sharp handling
Reporting the Coupe’s debut at the Geneva Automobile Salon, Switzerland’s authoritative Automobil Revue described the design in its February 1, ‘06 issue: ‘The Z Coupe embodies the new BMW design in its purest form. It is characterized by round, flowing lines. Curved, long hood, pronounced wheel arches and a ‘trough’ down the roof’s center are classic sports-car design cues, but here they’re newly mixed in the BMW way. The roof flows in an arc to the rear window and on to the vertical rear cutoff point.’ America’s Automobile (December ‘05) lent this note of opinion: ‘There’s no controversy over the way the forthcoming BMW Z4 Coupe looks. It’s stunning, and it’s heading to showrooms next summer.’

In its lower-body contours, the Coupe corresponds mostly to the Z4, with its refined front end and hood lines; long-hood, cabin-back proportions; and double beltline in profile view. In particular, the lower, stylistically primary beltline begins above the outer headlight, curves upward over the wheels and then downward into the door, and ‘hikes’ sharply upward again, finally heading downward to conclude at the rear edge. Because the Coupe’s upper beltline has a visually longer continuity as it extends on past the rear-quarter window with its traditional BMW ‘Hofmeister kink,’ the lower one even more boldly evokes the fender line of classic Grand Touring coupes.

Even stronger in its aesthetic impact is the fastback roofline. For one thing, in cross-section its center depression or ‘trough’ is reminiscent of certain GT coupes of the Italian coachbuilder Zagato in the Fifties and later. In profile view, it flows in a line parallel to the side windows’ top edge, then continues on down to meet a crisp, stand-out cutoff point that forms a rear spoiler. Then it concludes at the bumper as the bottom edge of a rear hatch.

This hatch, including the entire roof from the rear window’s top edge to the bumper, opens wide and high to provide excellent access to a relatively roomy cargo area that can accommodate two golf bags.

A cabin for two
In its interior design, the Coupe adopts the primary design themes and materials of the Roadster 3.0si. BMW’s ‘High Performance’ leather upholstery is standard; the seats, upper door-panel inserts, console-side kneepads and center armpad are in this leather and it is available in four color schemes: Saddle Brown, Black, Dream Red/Black and Beige. Brushed-aluminum trim highlights the dash and console; Poplar wood trim is available at no extra cost in Light or Dark tone. The Coupe features a cloth headliner, in Gray or Beige according to interior color scheme, and the A-pillar trim is also distinct from that of its Roadster counterpart. The available Extended Leather upholstery is described under

Options.

As in the Roadster, sport seats, with prominent cushion and backrest side bolsters to support occupants during energetic driving, are standard. Their standard adjustment is 6-way manual; available in the Premium Package or as a stand-alone option is 8-way power adjustment, with memory for the driver’s seat. M sport seats, also described under Options, are available in combination with the Sport Package.

The steering wheel has manual tilt/telescopic adjustment. A contemporary instrument cluster, with white-on-gray analog speedometer and tachometer, includes LED indicators in the dial faces and between the dials; fuel and temperature gauges are set into the tachometer face.

Another amenity shared with the Roadster 3.0si is the Z4 Series’ 10-speaker premium audio system, an AM/FM/CD/MP3-capable unit featuring -
• Audiophile-quality speakers throughout, including two 160-mm subwoofers incorporating Carver long-stroke technology

• A powerful Carver amplifier and 7-band Digital Sound Processing

• An FM reception-enhancing diversity antenna system.
Last year the Z4 Series became the first European cars to win the coveted THX Certification for their premium audio system. THX Ltd. was established in 1983 by filmmaker George Lucas, and has taken its mix of technology and certification programs to emerging entertainment media, including home theater systems, DVDs, video games and high-performance automotive audio systems. THX engineers worked closely with BMW to analyze Z4 models’ cabin acoustics, speakers and other audio components to determine whether they perform to THX standards. They did; the result is a THX Certified Premium Sound System that is designed to deliver a music experience as the artist intended.

In the closed-body environment of the Coupe, this system promises even more enjoyable listening. It includes a reception-enhancing diversity antenna system, and an iPod adapter kit is available to broaden the range of audio inputs.
BMW’s advanced N52 6-cylinder concept
Most vehicle manufacturers’ 6-cylinder engines are in the V-6 format, whose compactness is advantageous for small or midsize cars with front-wheel drive. By contrast, BMW’s inline 6-cylinder engines are brilliant for their smoothness and sound, and BMW customers as well as professional auto critics have come to treasure them for these attributes. BMW has retained this inline format while developing it toward reduced weight, more compact dimensions - and even more brilliant performance, smoothness and sound. An increase in fuel efficiency and even tighter control of emissions were also set as goals for the engine.

The result of this quest is a generation of 6-cylinder engines, called N52. Compared to its predecessor, the M54 engine family, the N52 achieves notable progress on all fronts (N52 3.0-liter of 3.0si models vs. previous M54 3.0-liter):
• Greater power, 255 hp vs. 225 hp - a very impressive 85 hp/liter.

• Greater torque, 220 lb-ft. vs. 214, and even stronger torque delivery across the broad range of engine speeds.

• Higher revving ability. The ‘redline’ is 7000 rpm, vs. 6500 for the M54.

• Superior fuel efficiency. Despite the new EPA testing procedures for 2008, both 3.0si models (Roadster and Coupe) with automatic transmission are EPA-rated at 19 mpg city/28 mpg highway, up slightly from their predecessor model’s 19/27.

• Reduced weight - 22 lb. less. Had BMW engineers evolved the previous engine to meet their goals, it would have weighed 52 lb. more than the N52 engine does.

• More compact - Because there is just one external drive belt, vs. the previous two, overall engine length is about an inch shorter.
Here’s how this dramatic progress was achieved - over an engine that was already outstanding in every respect.

Valvetronic variable valve lift.
This exclusive, patented innovation appears in the N52 in refined form. Variable valve lift is a step beyond variable valve timing - which this and all other current BMW gasoline engines also have. Valvetronic varies lift to a far greater degree than other variable-lift systems; indeed, this concept varies lift so extensively that it replaces the traditional engine throttle; engine breathing is controlled by the valves rather than a throttle or throttles.

The Valvetronic mechanism sits atop the intake valves. Each of the engine’s 24 valves is actuated as the camshaft lobe deflects a finger-type rocker arm. On the intake side, there is an additional element between the camshaft lobe and rocker arm, called an intermediate follower.

Upon contact by the lobe, this follower actuates the rocker arm and, in turn, the valve. The follower is positioned by an eccentric shaft that a servo motor rotates in response to the driver’s accelerator-pedal movements; the eccentrics on this shaft determine each intermediate follower’s pivot point and thus varies the valve lift.
Here are the highlights of Valvetronic:
• Intake valves assume function of throttle. Engine breathing - air intake - is controlled by varying valve lift. The driver’s foot gives the commands; valve lift varies accordingly. At minimum lift, the engine is idling or decelerating; at maximum lift, it delivers full power.

• Greater efficiency. As a throttle closes, it imposes a restriction that incoming air must snake around. This causes ‘pumping losses,’ which take a greater proportion of engine power at lower speeds. By eliminating the throttle#, Valvetronic essentially eliminates pumping losses.

• More spontaneous engine response. Again, because there is no conventional throttle.

• More power. High valve lift contributes to high power output. With conventional valvegear, there’s a limit to how high valve lift can go without degrading low-speed operation. With Valvetronic, lift is tailored precisely to all operating conditions, and is extra-high at the top end. The 3.0si engine’s power peak (255 hp) comes at a relatively high 6600 rpm. Yet low- to medium-speed operation is not compromised.
‘Fatter’ torque curve. Not only does the N52 engine produce more torque than its predecessor; torque also peaks at a lower engine speed, 2750 rpm vs. the previous 3500 rpm. This means stronger low- to midrange response.

• More refined engine operation. Light-load operation is especially smooth because valve lift is low.

• Low friction, precision components. Every ‘rubbing point’ in the Valvetronic mechanism is not a rubbing (friction) point at all. Instead, low-friction rollers transmit the motion: from cam lobe to intermediate follower, follower to rocker arm, eccentric shaft to follower. The follower itself is a precision component in this higher-rpm evolution of Valvetronic. As before, zero valve clearance is maintained hydraulically to ensure quiet operation, though by a different mechanism.

How Valvetronic has evolved. As dramatic as these fundamental advantages of Valvetronic are, with the N52 engine they become even more significant. Though highly technical and detailed, the evolution of Valvetronic can be understood in these broad terms:
Maximum engine speed increased by 500 rpm. This was enabled by making Valvetronic’s reciprocating parts more rigid.
Maximum intake-valve lift increased from 9.7 mm to 9.9 mm, which contributes to the increase in maximum power output.
Greater maximum intake-valve acceleration. Less time is spent opening and closing the valves; thus they are effectively open longer, further reducing pumping losses.
Phasing of the two intake valves. Starting from minimal intake-valve lift
(i.e., idling), an increase in engine load causes the lift and timing of intake valve 1 to increase faster than that of valve 2. At its maximum, this phasing has valve 1 lifting 1.8 mm more than valve 2; at about 6 mm, the two valves are again ‘in synch.’ This achieves an asymmetric distribution of the fuel/air mixture that enhances fuel economy under low-load driving conditions.

Improved combustion chambers. Subtle refinements to the combustion-chamber shape conspire with the intake-valve phasing to create more stable combustion, with benefits to fuel efficiency and emission control.

Further evolved VANOS. Double VANOS# variable intake- and exhaust-valve timing is a familiar feature of all current BMW engines. The range over which intake-valve timing can be varied has been increased by 10°, achieving yet another de-throttling effect.

3-stage induction system. Previous Z4 engines had a 2-stage (or dual-resonance) system: one intake-path length for lower rpm, the other for higher rpm. This system further optimizes the engine’s power delivery by providing an additional ‘middle’ stage. Electrically switched, the three stages are:
• Low-speed: idle-3250 rpm

• Medium-range: 3250-4500 rpm

• High-speed: 4500-7000 rpm.
(This feature is present only on the Z4 3.0si engine; the 3.0i engine has a single-stage intake manifold.)

Higher fuel-injection pressure, up from 3.5 to 5 bar (51.4 to 73.5 lb/sq in.), results in an improved injection spray, helping reduce raw hydrocarbon emissions in a cold engine.

Engine electronics. The number of variables (inputs) feeding into the engine’s electronic management system has increased significantly; a completely new system was developed. Among many innovative details, the basic ignition and valve-timing functions are duplicated. The first part was optimized for fuel consumption and emissions; the second part was determined according to pure driving parameters. Depending upon how perfectly the engine is running at any time, control interpolates between the two strategies. Under ideal conditions, the engine always runs with its lowest fuel consumption. In case of poor fuel quality or unfavorable environmental conditions, the control parameters prioritize driveability.

Magnesium/aluminum composite construction
Although the direct customer benefits of this unique and pioneering construction are subtler than those of Valvetronic, this is an important innovation - a world’s first in modern times and exclusive to BMW.

Structurally, the N52 engine block consists of three major castings:
Upper crankcase (magnesium alloy). J oining the bedplate at the level of the crankshaft (main) bearings, this too is a weight-saving casting. It is mounted onto the bedplate from above.
Insert (aluminum alloy). Forms the cylinders and their coolant passages. Whereas the previous engine has an aluminum block with cast-iron sleeves as the cylinders’ working surfaces, this insert is of silicon-impregnated aluminum (Alusil). Silicon particles are thus cast into the block; a ’soft honing’ machine removes just enough of the aluminum to leave the crystals as the ultra-hard cylinder surfaces. In this sense, the N52’s block construction resembles that of current BMW V-8 and V-12 engines, though these blocks are all-Alusil.

How it goes together. First, the aluminum insert is cast by conventional methods. Then, during a recently developed die-casting method, the magnesium upper shell shrinks onto the insert while cooling; structural rigidity and stability are ensured by interlocking ribs where the two castings meet.

In the next step, the upper crankcase, consisting of magnesium shell and aluminum insert, is mounted onto the magnesium bedplate from above. The sintered-steel main bearings’ lower halves are in place in the bedplate, the upper halves in the upper crankcase. After the bedplate and upper crankcase have been bolted together, a liquid sealing compound is injected into a groove on the contact surface between the two components. Special aluminum bolts are used to attach parts, such as the engine mounting brackets, to the magnesium/aluminum castings.

As in all BMW engines for decades, the cylinder head is of aluminum; however, the head of an inline 6-cylinder engine must be cast with great precision because its relatively great length implies relatively large contraction as it cools after casting. The casting process used here is called ‘lost-foam’; this process, which employs a polystyrene ‘dummy’ of the head to form the mold into which the aluminum is poured, results in an extremely precise casting.

Other weight-saving materials. Though the magnesium/aluminum composite crankcase construction is the most sensational example, other materials and production innovations also help pare weight from the N52 engine. The second most productive material innovation was the adoption of hollow camshafts, which save a remarkable 2.6 lb. Beginning as steel tubes, the camshafts are shaped in a hydroforming procedure, subjected from the inside to a water pressure of 4000 bar (58,000 lb./sq in.) against outer forms to achieve the cam profiles. All this takes place in a cold state - nothing melts - and as a final step the cams are polished to a finish quality of 1/1000 mm.

The engine’s camshaft cover is of weight-saving magnesium. And the chain camshaft drive, a high-durability, low-maintenance feature of all current BMW engines, has an aluminum chain tensioner that also saves weight. Instead of being a separate casting, the camshaft drive’s housing is integrally cast into the magnesium structure, eliminating a production step and sealing components. As one final weight-reducing element, the exhaust headers’ flanges are formed from 2-mm-thick steel, significantly lighter than the 12-mm flanges used previously.

Electric water pump. A conventional engine water (coolant) pump is driven by a belt at a speed directly proportional to engine rpm. This innovation is electrically driven and electronically controlled according to the engine’s coolant and oil temperatures at any moment. Thus it runs only as much as needed, and in doing so consumes a maximum of 200 watts vs. up to two kilowatts (10 times as much) for a conventional pump. The electric pump has numerous tangible benefits:
• By requiring less power, contributes to the engine’s increased power output.

• Faster engine warmup, because it doesn’t circulate coolant when the engine is cold.

• By eliminating an external drive belt, makes the engine shorter.
Variable-volume oil pump. Conventional oil pumps, too, deliver oil in direct proportion to engine speed. To supply pressure to the VANOS system (which employs oil pressure to rotate the camshafts and thus vary valve timing) at all speeds and temperatures without excess capacity at high engine speeds, BMW engineers developed a new type of oil pump. By varying the output of its pump element according to engine oil pressure, this pump always delivers sufficient pressure to lubricate the engine and operate VANOS, yet never pumps more oil than is necessary. Thus it -
• Contributes to the engine’s increased power output, by requiring less power from the engine.

• Doesn’t require a bypass to divert excess flow, which can be up to 80% with a conventional pump. This also avoids possible excess oil temperatures and oil foaming.
Oil/coolant heat exchanger. Another feature that speeds engine warmup; during this phase of operation, it transfers heat from the coolant to the oil circuit. Under conditions of high engine power and high oil temperatures, it performs the reverse, transferring heat from the oil circuit to the coolant, from which the engine cooling system then removes excess heat.

Transmissions: all choices are 6-speeds
All Z4 models come standard with a 6-speed like the one Motor Trend praised in its August ‘04 issue: ‘Like the engine,’ commented the magazine, ‘the gearbox is a sweetheart. Said one editor, ‘The shifter has that positive, spring-loaded feel.’ Another wrote, ‘It snicks into its gates with an oiled authority.”

There’s also good news for those who like their shifting automated - at least part of the time. The Z4 offers a 6-speed automatic that has an efficient torque converter and shift programming for improved responsiveness, actually operates with fewer internal clutches, and can reduce fuel consumption, particularly at cruising speeds when 6th gear is in frequent use.

As with other current BMW automatics, the STEPTRONIC feature offers drivers a choice of Normal, Sport and Manual modes. The Sport mode, in which shifts occur at higher engine speeds, is engaged by moving the lever leftward from Drive; the Manual mode is engaged when the driver manually chooses a gear by tipping the lever forward (for downshifts) or rearward (for upshifts).

In the Z4 models, this transmission has two further features, both conducive to sporty driving:
Shift paddles on steering wheel. Analogous to the shift lever, pulling the paddle(s) toward the driver produces an upshift; pushing forward gets a downshift.
Direct Selection of Manual mode. If, while driving in D, the driver manually downshifts via paddle or shift lever, the Manual mode engages. But if the driver makes no further manual shifts within 15 seconds, the transmission returns to automatic operation.

Z4 Coupe structure: ’solid lightweight’
The Coupe’s basis is of course the Z4 Roadster, whose outstanding handling is due in part to a structure that is outstandingly rigid for an open-bodied vehicle. From this solid basis, the Coupe gains additional rigidity from its fixed roof; at 32,000 Newton-meters per degree of body twist, the Z4 Coupe delivers that tight, firm handling feel that is a traditional hallmark of compact GT coupes; yet its additional weight over the Roadster is a mere 22 pounds.

To achieve such results, the Coupe retains the Roadster’s weight-reducing, strength-enhancing features:
• Aluminum hood

• Y-form front longitudinal structural members

• Side sills designed to achieve maximum rigidity within acceptable bulk

• An underbody that spreads strength evenly over its entire length and width

• Thrust plates at the suspension attachment points: aluminum in front, steel at the rear (this juxtaposition of materials also enhances weight distribution)

• A V-shaped brace that adds further rigidity to the rear suspension subframe’s attachment points

• Reinforcing braces running from the front suspension’s strut towers to the cowl area; these can be seen by opening the hood.
Suspension that’s firmly planted on the road
Z4 front and rear suspension systems are evolutions of the technology that has given BMW’s M3s their award-winning road capabilities. At the front, this means that the Z4 strut-type front suspension features -
Forged aluminum lower arms to reduce unsprung weight and thus improve ride and handling on rough road surfaces.
Hollow strut rods for a 10% weight savings in these components.
Evolved geometry - large positive caster to improve straight-line stability.
Wide track.

This system is simpler than the double-pivot type found in 3, 5, 6 and 7 Series.

At the rear is a multi-link system, also similar to what’s found in the M3s and capable of keeping the rear wheels at virtually ideal angles relative to the road. With the proven capabilities of these suspension systems, every Z4 has the ‘right stuff’ for awesome handling. To underscore its sports-car character, relatively firm springs, shock absorbers and anti-roll bars are used, meaning -
Stable and predictable handling - for example, changing direction very little when the driver lets off the accelerator while cornering.
A firm ride, communicating that the Z4 is a serious sports car.
Flat cornering, achieved via a low center of gravity and the firm suspension calibration.
Specific Coupe calibration. BMW’s suspension engineers have calibrated the overall suspension system - spring, shock-absorber and anti-roll-bar characteristics - to the Coupe’s increased rigidity. The Roadsters themselves had already been newly optimized in May ‘05, so the entire Z4 Series enjoys freshened road competence.
Impressive cornering ability: Road & Track (March ‘05) recorded a 0.92g figure for the Z4 Roadster 3.0i with Sport Package.

The Valvetronic engine’ response characteristics do their part too: a compromise between spontaneous reactions to the accelerator pedal and smooth power-on/power-off transitions.

Electric Power Steering:
steering with Z4-specific benefits
Uniquely among BMWs, Z4 steering is assisted by an electric servo motor instead of a conventional hydraulic pump. Benefits of this feature, all important to sport-minded drivers, include these:
• Facilitates specific tuning of steering characteristics.

• Vehicle-speed-sensitive power assist (Servotronic). Other current BMW models with vehicle-speed-sensitive power assist are the 5, 6 and 7 Series. Its primary benefit is reduced steering effort in parking and at very low speeds.

• Reduced vehicle fuel consumption, because the electric motor operates only when the steering wheel is turned. A conventional hydraulic pump runs all the time.
Powerful brakes
The Coupe benefits from the same enhanced braking system as on the Roadster 3.0si:
• Front brakes - 325-mm/12.8-in. diameter, up from 300/11.8 on the previous Z4 Roadster 3.0i

• Rear brakes - unchanged at 294-mm/11.6-in. diameter.
The brake rotors are ventilated all around.

Run-flat tires, sporty wheels:
beefy running gear, 17- or 18-in.
The Coupe shares the Roadster 3.0si’s wheel and tire sizing, but adopts a distinctive wheel design for its optional Sport Package. The particulars:
• Standard - 17 x 8.0 wheels all around; the 10-spoke Turbine design is shared with the 3.0i Roadster. Tires are 225/45R-17 performance rubber#.

• Sport Package - Sized 18x 8.0 front/18 x 8.5 rear, these wheels feature the Star Spoke design with five ribbed spokes. They wear 225/40R-18 front / 255/35R-18 rear performance tires5.
All Z4s come exclusively with run-flat tires, which obviate any need for roadside tire changes or a spare. User convenience and cargo space benefit.

Dynamic Stability Control:
remarkable braking functions
All current BMW models have Dynamic Stability Control, which provides a wide range of traction and stability functions. Like the latest 3 and 5 Series models, Z4s come with an enhanced DSC system that adds driver-relevant braking functions for safer and more pleasant driving. They are:
Brake Fade Compensation. When brakes heat up and fade under hard use, a given degree of deceleration requires more pressure on the brake pedal. As brake temperature rises, Fade Compensation automatically increases the hydraulic pressure in the brake system relative to pedal application, so the driver does not have to press harder on the pedal.
Brake Standby. When the driver lifts off the accelerator pedal abruptly, DSC detects that sharp braking may be about to occur and applies just enough pressure in the brake system to snug up the pads against the rotors. By the time the driver’s foot reaches the brake pedal, the short time lag normally resulting from bringing the pad to the rotor has been eliminated. The reduced stopping or deceleration distance could reduce the likelihood of an accident.
Brake Drying. Acting on input from the rain sensor (an element of the rain-sensing windshield wipers), the pads are periodically brought up to the rotors - just enough to eliminate any film of water between pads and rotors, but not enough to cause any brake application.
Start-off Assistant. Keeps the vehicle from rolling back when stopped facing uphill. The driver can then start up without doing a ballet with the clutch, brake and accelerator (manual transmission) or doesn’t have to hold the accelerator or brakes while stopped on a hill (automatic transmission).
Modulated ABS function. Thanks to ‘analogized’ control of the DSC brake valves, the anti-lockup function (ABS) is smoother. Instead of simply being fully applied and released, the application and release of these valves are modulated.

Options
The selection of factory options and BMW center-installed accessories for the Z4 Coupe 3.0si corresponds mostly with that for the Roadsters, except of course for such offerings as a removable hardtop or power softtop.

Packages:
Premium Package. Combines luxury and convenience features plus BMW Assist, a system of customer services and in-car telematics. Its contents are:
• Xenon headlights with auto-leveling and luminous rings (Coupe only)

• Auto-dimming interior and exterior mirrors

• 8-way power sport seats with driver’s-seat memory

• Storage package - elastic net on the right side of the center console and on the back of each seat.

• BMW Assist, with 4-year subscription

• Automatic power softtop

• 4-function onboard computer

• Automatic climate control with micro-filter ventilation and automatic recirculation control

Sport Package. Includes -
• Dynamic Driving Control. A Sport button on the console selects quicker throttle action, reduced power-steering assist and (if the vehicle is so equipped) an additional • Sport mode for the STEPTRONIC automatic transmission.

• Sport suspension. Lowers the vehicle by 15 mm/0.6 in. and firms up the springs, shock absorbers and anti-roll bars.

• 18 x 8.0 front/18 x 8.5 rear wheels; 225/40R-18 front / 255/35R-18 rear W-rated run-flat performance tires4
Stand-alone options:
6-speed STEPTRONIC automatic transmission. The 6-speed automatic improves responsiveness and performance by spacing its ratios closer than previous Z4s’
5-speed; makes highway cruising quieter and potentially more fuel-efficient; and includes steering-wheel shift paddles as well as Direct Selection of the Manual mode.
Xenon headlights, also available as a stand-alone option.
Headlight cleaning system. Greatly appreciated in inclement weather; employs nozzles that are retracted into the front bumper when not in use.
Metallic paint. Seven metallic colors and three non-metallics are offered. As always with BMWs, many of the colors are fascinating and elegant.
BMW On-board Navigation System with DVD database. The system’s display is housed in a pop-up pod at dash center; in addition to GPS Navigation, On-board Computer and other functions, it also assumes the role of audio-system display. When the radio is switched on, the Navigation monitor automatically rises into its operating position.
Extended Leather upholstery. This most luxurious Z4 interior includes many distinctions from the standard leather treatment:
• Higher-grade leather on seats and head restraints

• This same leather on an expanded area of the door panels

• Leather-trimmed windshield frame and sun visors

• Premium galvanic trim on automatic-transmission shift paddles, gearshift-boot surround, shift knob, inside door handles and door pulls.

Wood interior trim. Light or Dark Poplar Grain trim is available at no extra cost. It consists of a large dash panel and console trim.
Power seats with driver’s-seat memory. Besides being part of the Premium Package, the 8-way power seats are available as a stand-alone option.
M sport seats. These optional seats offer enhanced seating comfort and lateral support via -
• More aggressive side bolsters, particularly at the backrests’ upper edges

• Adjustable thigh support

• Adjustable cushion angle (adjustable cushion height is standard).

This option requires the Sport Package. When also combined with the power seats, they include 8-way power adjustments; otherwise they are manual. The thigh-support adjustment is always manual.
Heated seats. 3-stage, thermostatically controlled heating provides a wide range of adjustability and steady heat under changing temperature conditions.
High Definition HD Radio with multicasting reception capability. This feature not only improves the sound quality of AM and FM stations, but allows access to additional radio programming as well. No subscription fee is needed.

BMW Ultimate ServiceTM:
providing owners with incredible value and peace of mind
BMW Ultimate ServiceTM, is a suite of services that includes the BMW Maintenance Program (formerly called Full Maintenance), Roadside Assistance, the New Vehicle Limited Warranty and BMW AssistTM with TeleService.

BMW Ultimate ServiceTM includes:
The BMW Maintenance Program is the only no-cost maintenance program in the industry that covers wear and tear items like brake pads and rotors for 4 years or 50,000 miles, whichever comes first. BMW owners pay nothing for all scheduled inspections, oil changes, brake pads, wiper blade inserts and other wear-and-tear items.

BMW Roadside Assistance is one of the industry’s most comprehensive plans available. Not only is it no-charge for the first four years, but there is no mileage limit. BMW drivers enjoy the assurance of on-the-road help 24 hours a day, 7 days a week, anywhere in the United States, Canada and Puerto Rico. This includes everything from flat tire changes, emergency gasoline and lock-out assistance, to towing, alternative transportation and even trip-interruption benefits. This service also includes valuable trip routing advice.
BMW New Vehicle Limited Warranty: All 2008 BMW passenger vehicles are covered by BMW’s excellent Limited Warranty, which includes:
• New-vehicle warranty - 4-year/50,000-mile coverage of the vehicle.

• Rust-perforation warranty - 12-year/unlimited-mileage coverage.
BMW AssistTM provides the driver with services that enhance on-the-road security and convenience, for added peace of mind. The BMW AssistTM Safety Plan is standard on all 5, 6, and 7 Series models, including M5 and M6, and is included in the Premium Package or available as a stand-alone option on all other models. BMW is the only manufacturer that will offer this service for 4 years at no additional cost. Most other manufacturers cover only the first year of service.

The in-vehicle equipment for BMW AssistTM includes GPS technology and hands-free communication functions accessed via buttons in the overhead or center console. Vehicle occupants may request emergency or other services simply by pressing a button; the BMW AssistTM system then transmits the location and vehicle information to the BMW AssistTM Response Center. A response specialist will then speak with the occupants to coordinate dispatch, notify emergency contacts on file, and link BMW Roadside Assistance or emergency services as needed and requested. A severe accident automatically activates the BMW AssistTM call as well. On the Z4, BMW AssistTM Safety Plan also includes Stolen Vehicle Recovery service, which can save the owner time and money.

TeleService 6 automatically notifies the BMW center when a vehicle will need service. This feature allows the Service Advisor to proactively set up a customer appointment and have the needed parts ready.

BMW AssistTM subscribers can also enroll in the BMW AssistTM Convenience Plan (available at an additional cost of $199 per year) to avail themselves of many BMW AssistTM Concierge services, from travel planning to dining reservations, shopping assistance and event tickets, as well as receive directions, and traffic and weather information. On many models, a selected destination and its phone number can be sent directly to the on-board navigation system and Bluetooth®-linked mobile phone, after a push of the new Concierge button. The Convenience Plan also includes Critical Calling, a new service that connects the driver in case their mobile phone is not in the vehicle or its battery is discharged. After pushing the SOS button, a BMW AssistTM response specialist will link the driver to his requested party for up to five minutes and for up to four events per year.

As before, the BMW AssistTM system includes Bluetooth® hands-free phone connectivity with hands-free phonebook access and dialing by name or number via the steering wheel controls. Use of this feature requires a customer-provided compatible Bluetooth® mobile phone.

Performance with a conscience
BMW strives to produce its motor vehicles and other products with the utmost attention to environmental compatibility and protection. Integrated into the design and development of BMW automobiles are such criteria as resource efficiency and emission control in production; environmentally responsible selection of materials; recyclability during production and within the vehicle; elimination of CFCs and hazardous materials in production; and continuing research into environmentally friendly automotive power sources. Tangible results of these efforts include the recycling of bumper cladding into other vehicle components; water-based paint color coats and powder clear coats; near-future availability of hydrogen-powered models; and various design and engineering elements that help make BMWs easier to dismantle at the end of their service life.

BMW Group In America
BMW of North America, LLC has been present in the United States since 1975. Rolls-Royce Motor Cars NA, LLC began distributing vehicles in 2003. The BMW Group in the United States has grown to include marketing, sales, and financial service organizations for the BMW brand of motor vehicles, including motorcycles, the MINI brand, and the Rolls-Royce brand of Motor Cars; DesignworksUSA, an industrial design firm in California; a technology office in Silicon Valley and various other operations throughout the country. BMW Manufacturing Co., LLC in South Carolina is part of BMW Group’s global manufacturing network and is the exclusive manufacturing plant for all Z4 models and X5 Sports Activity Vehicles. The BMW Group sales organization is represented in the U.S. through networks of 338 BMW passenger car centers, 335 BMW Sports Activity Vehicle centers, 142 BMW motorcycle retailers, 82 MINI passenger car dealers, and 30 Rolls-Royce Motor Car dealers. BMW (US) Holding Corp., the BMW Group’s sales headquarters for North, Central and South America, is located in Woodcliff Lake, New Jersey.2008 BMW Z4
Year 2008
Make BMW
Model Z4
Body Style Compact Roadster
Engine Location Front
Drive Type Rear Wheel
Production Years for Series 2003 -
Price MSRP: $42,400.00
Invoice: $39,010.00
Weight 3020 lbs | 1369.9 kg
MPG City 19
MPG Highway 28
Combined MPG 0.00
Introduced At 2002 Paris Motorshow

Performance
0-60 mph 5.6 seconds.
Top Speed 155 mph | 249.4 km/h Similar top speeds
Coefficient of Drag 0.34

Engine [Optional Engines]
Engine Configuration I
Cylinders 6
Aspiration/Induction Normal
Displacement 3.00 L | 183.1 cu in. | 3001 cc.
Valves 24 valves.
4 valves per cylinder.
Valvetrain DOHC
Horsepower 255.00 HP (187.7 KW) @ 6600.00 RPM
Torque 220.00 Ft-Lbs (298.3 NM) @ 2750.00 RPM
HP to Weight Ratio 11.8 LB / HP (Vehicles with similar ratio)
HP / Liter 85.0 BHP / Liter
Compression Ratio 10.7:1
Fuel Type Gasoline - Petrol
Vehicles with similar horsepower and weight

Engine [Optional Engines]
Engine Configuration I
Cylinders 6
Aspiration/Induction Normal
Displacement 3.00 L | 183.1 cu in. | 3001 cc.
Valves 24 valves.
4 valves per cylinder.
Valvetrain DOHC
Horsepower 255.00 HP (187.7 KW) @ 6600.00 RPM
Torque 220.00 Ft-Lbs (298.3 NM) @ 2750.00 RPM
HP to Weight Ratio 11.8 LB / HP (Vehicles with similar ratio)
HP / Liter 85.0 BHP / Liter
Compression Ratio 10.7:1
Fuel Type Gasoline - Petrol
Vehicles with similar horsepower and weight

Standard Transmission
Gears 6
Transmission Manual

Optional Transmission
Gears 6
Transmission Automatic
Steptronic

Dimensions
Cargo Volume 8.50 cu. ft.
Passenger Volume 57.001 cu. ft.
Standard Payload 0.00
Fuel Capacity 14.5 Gal
Seating Capacity 2
Doors 2
Exterior
Length 161.101 in | 4092 mm.
Width 70.101 in | 1780.6 mm.
Height 51.101 in | 1298 mm.
Wheelbase 98.201 in | 2494.3 mm.
Front Track 58.001 in | 1473.2 mm.
Rear Track 60.001 in | 1524 mm.
Interior
Front Headroom 37.301 in | 947.4 mm.
Front Legroom 42.001 in | 1066.8 mm.
Front Shoulder Room 52.501 in | 1333.5 mm.
Vehicles with similar dimensions

Suspension
Suspension Four Wheel Independent Suspension

Steering
Speed Sensitive Power Steering
Turning Circle 32.201 ft

Tires / Wheels
Tires 225/45R-17
Wheels 17 x 8.0

Bayerische Flugzeugwerke (BFW) is founded on 7th March 1916 and incorporates Otto-Werke. BMW acquires the BFW plant in 1922, but Bayerische Motoren Werke continues to date its foundation from the founding of BFW.

BMW buys the Eisenach automobile plant, where the Austin Seven was successfully produced under the name ‘Dixi 3/15 PS’. This vehicle is developed further, going on sale in 1929 as the BMW 3/15 PS DA 2 with a range of different bodyshells. A small car with a lot of appeal, its popularity helps the company to survive the lean years of the Depression.

1929:
Ernst Henne sets the two-wheeler world record in 1929, reaching a speed of 216 km/h. But just one year later he surpasses this as well: 221.539 km/h. Competing for the honours with English and Italian drivers, he repeatedly sets new world records over the next few years. The crowning moment arrives on 27th November 1937, clocking in at 279.5 km/h at 108 hp: a record that stands for the next fourteen years.

Having set the first absolute world speed record for BMW, Ernst Henne goes on to reach even faster speeds, competing for successive records with British and Italian drivers. Set on 27th November 1937, his record of 279.5 km/h remains unbroken for twelve years. Just as capable on four wheels, he wins the Eifelrennen in 1936 - his car is a two-litre BMW 328.

Already used to success, BMW motorcycles go one better with a compressor. Air is pumped into the combustion chambers, improving fuel consumption and so increasing power and performance. Ernst Henne becomes the fastest man on earth when it comes to two wheels when his supercharged BMW reaches a speed of 216 km/h.

1930:
BMW VI engines cross the Atlantic.

Charles Lindbergh was the first person to fly the North Atlantic - from west to east. In 1930, Wolfgang von Gronau takes off from Warnemünde in the Dornier ‘Wal’ open flying boat in an attempt to become the first pilot to cross the North Atlantic in the opposite direction, i.e. against the wind. On 26th August 1930, after nine days in the air, his D-1422 lands safely in New York.

1932:
The first true BMW: the 3/20 PS

Adapting the 3/15 PS still further, the Eisenach plant creates the first automobile of its own with the 3/20 PS. The ‘3′ in the model name refers to the car tax bracket, the ‘20′ stands for the car’s greater engine strength. The 782 cc engine is still based on the four-cylinder of the Austin Seven. A total of 7,215 vehicles were built between 1932 and 1934.

On 22nd July 1932, the aviation pioneer Wolfgang von Gronau leaves Friedrichshafen on the first stage of a round-the-world flight in an open Dornier ‘Wal’ powered by two BMW VIIa engines. A total flight time of 254 hours sees him cover 44,800 kilometres in a journey which takes in Greenland, North America, Japan, southern China, the Philippines, Burma, India, Persia, Athens and Rome.

1933:

Technological innovation and modern design since 1933. BMW vehicles incorporate not only six-cylinder engines and a compact body but also their trademark double grille - clear statements about the brand’s developments. The BMW 303 is the first car with all of them, making it the true prototype of BMW automobile design.

BMW has a V12 direct fuel injection engine as early as 1933. It is a variation of the VI aircraft engine; BMW engineers experiment with this method of fuel processing to make sure that the cylinders are all filled with fuel to the same level. The BMW 132 F Direct nine-cylinder radial engine goes into production in 1937 and features direct fuel injection.

BMW unveils the 303 with the slogan ‘The most perfect, high-performance German small car’. Cheap to run and low-maintenance, it is the last word in economy and outperforms the competition with its 1.2 litre six-cylinder engine. This, the patented tube frame and the double air intake grille at the front all signal the direction the brand’s development will take.

In 1933, the BMW factory team Ernst Henne, Ludwig Kraus, Josef Mauer-
maier and Peppi Stelzer travel to Wales for the fifteenth International Six Days Trial - and bring the trophy to Germany for the first time. This, the prize for the best team in the long-distance competition, went to the riders from BMW factories again in 1934 and 1935.

1934:

BMW buys the Eisenach automobile plant, where the Austin Seven was successfully produced under the name ‘Dixi 3/15 PS’. This vehicle is developed further, going on sale in 1929 as the BMW 3/15 PS DA 2 with a range of different bodyshells. A small car with a lot of appeal, its popularity helps the company to survive the lean years of the Depression.

From 1933 onwards, the government support for aircraft production increases massively. In 1934 BMW AG separates its aircraft engine production off into BMW Flugmotoren GmbH. Two years later both AG and GmbH found Flugmotorenfabrik Eisenach GmbH together; the initials BMW are included in its name in 1939. Max Friz becomes head of the company in summer 1937.

1935:

The notion ’sheer driving pleasure’ means more than comfortable travelling. It stands for agility and at the same time, for safety. The R 12 and R 17 motorcycles are the first in the world to have hydraulic suspension telescopic forks. They not only minimise the impact of uneven road surfaces but also ensure the front wheel negotiates the road with precision, increasing stability and road-holding.

Inadequate motorcycle suspension is now a thing of the past: in 1935, BMW launches the R 12 and R 17, fitted with the world’s first hydraulically damped telescopic forks. These not only attenuate bumps from uneven surfaces, but also ensure that the wheel remains in ground contact, thereby greatly increasing rider safety. In the same year, the number of motorcycles built by BMW exceeds 10,000 for the first time.

1936:

The BMW 328 celebrates its premiere with unique style: at the Nürburgring, Ernst Henne wins gold in the fastest standard-production 2-litre sports car. Winning over 120 other races between 1936 and 1940, only 464 vehicles are ever built. To this day, the supple aesthetics of the 328 continue to appeal to motorsports fans all the world over.

A brand new BMW 328 sports car carries Ernst Henne to victory on the Nürburgring in 1936. An impressive series of wins follows: 1938 at the 1,000-mile Mille Miglia in Italy, 1939 at the Le Mans 24 Hours and in 1940 another 1,000-mile win at Brescia with special roadster and coupé modifications undertaken by the Milanese firm Carrozzeria Touring.

BMW AG and BMW Flugmotorenbau GmbH found the Flugmotorenfabrik Allach GmbH cojointly, and sell their holdings to the Luftfahrtkontor GmbH Berlin just one year later. This Berlin-based aviation firm arranges for covert state subventions for the Allach plant near Munich, which is greatly enlarged to facilitate the mass-production of aircraft engines.

1937:

BMW starts experimenting with streamlined design from 1937 onwards. Wind tunnel tests prove how important a square tail is for this: it encourages the air to flow off better than rounded tails do. Experimental and rally cars are built based on the BMW 328 and 335, displaying long bodies with low fronts and roofs that run all the way to the tail.

1938:

In the 500 cc class, Georg Meier is unstoppable on his supercharged BMW. Not only does he win the German championships, but he also finishes first in its recently-established European equivalent. BMW motorcycles outshine their rivals in further championship competitions in Holland, Hungary, Bulgaria, Guatemala and Brazil.

1939:

Having started out as a policeman, Georg ‘Schorsch’ Meier joins the BMW factory team; in 1939 he is the first foreigner to drive a foreign-made motorcycle to victory in the legendary Senior Tourist Trophy on the Isle of Man. Meier continues his sporting career after WWII and wins several more trophies for BMW.

A powerful and comfortable long-distance car, the 335 sedan and convertible are created in 1939. The first top-of-the-range cars from BMW, they possess a 3.5-litre engine with 90 hp, and feature torsion bar rear axle suspension. Only 400 cars are built, ceasing in 1941 as WWII forces production changes.

Georg ‘Schorsch’ Meier makes the headlines worldwide on his 138 kg, 55 hp supercharged BMW. He is the first non-British rider to take a foreign-made motorcycle to victory in the legendary Senior Tourist Trophy, the most demanding race in Britain. The course is 430 km long and has more than two thousand curves and twists to negotiate.

Formerly Siemens Apparate- und Maschinenbau GmbH, Brandenburgische Motorenwerke GmbH (Bramo) in Spandau and BMW join forces to develop an air-cooled aircraft engine. One year later, shortly before the outbreak of WWII, BMW absorbs Bramo and incorporates the Spandau plant into BMW AG, calling it BMW Flugmotorenwerke Brandenburg GmbH.

1940:

BMW develops a ‘commando’ for the 801 aircraft engine. Depending on the position of the fuel lever, this new invention controls all the engine’s functions automatically. A precursor of today’s intelligent engine electronics, the commando unit took a lot of pressure off the aircraft pilot - a partial autopilot and a visionary innovation long before microchips and computers.

Following on from the BMW 132 and the Bramo engines, series production of the BMW 801 aircraft engine starts in 1940. By the end of the war, over 20,000 of these 14-cylinder double radial engines will have been built in Munich, Allach, Berlin and Dürrerhof, all of which are fitted with a type of mechanical computer for automatic tuning.

1941:

Production of civilian motorcycles is suspended in 1941 to make way for the 420 kg, 750 cc BMW R 75 military motorcycle and sidecar, with seven forward and two reverse gears, sidecar drive with differential lock and joint hydraulic brakes for sidecar and rear wheel. In the following year, manufacturing operations are transferred from Munich to Eisenach.

1942:

To satisfy wartime demand, the production of rocket engines begins in the Basdorf and Zühlsdorf plants in Berlin in 1942. Although only a small number of these engines are used, rocket construction is one of the reasons why, in 1945, Bayerische Motoren Werke are closed and later dismantled.

1943:

BMW works simultaneously on the groundbreaking 003 jet engine and on the largest ever aircraft piston engine, the BMW 803. A 28-cylinder, four row radial engine, the BMW 803 basic strength of 4,000 hp at 85.5 l displacement; the 003 jet engine has a diesel-powered gas turbine. Its maiden flight is in October 1943 in a Ju 88.

In the early 1940s, BMW develops the 28-cylinder, four-speed 803 engine with two contrarotating propellers and also starts work on jet engines. Tests on the 003 engine begin in October 1943 followed, on 4th February 1944, by the maiden flight of the Arado 234 V long-distance reconnaissance plane with four BMW 003 engines.

1945:

Air raids destroy the Munich plant in 1944, but the Allach plant is virtually unharmed at the end of the war. In mid-1945 BMW receives permission to start repairing US army automobiles in Allach. It can also make spare parts for farming machinery and bicycles. Motorcycles can also be made again, but BMW is initially not in a position to do so.

Initially using spare parts, the Eisenach plant continues to build BMW cars for Soviet use, but in 1951 the brand name Eisenacher Motorenwerke (EMW) is introduced. A Soviet joint-stock company called Awtowelo is set up as backer. The factory is nationalised in 1952, and from 1955 it starts production of the ‘Wartburg’ car brand.

In October 1945 the US military orders the dismantling of the BMW plants in Munich and Allach. This deprives BMW of its control over its possessions in Munich until 1949 - US control lasted until 1955 in Allach. Almost all intact machinery is removed and shipped as reparations all over the world, hitting the Milbertshofen plant in Munich especially hard.

1948:

The war ends, and the R 24 makes sure that BMW is soon in the spotlight once again. Demand is high for the four-gear, single-cylinder model with a 247 cc, 12 HP engine. 1950 sees the launch of the R 25 with rear-wheel suspension, followed three years later by the R 25/3, which, until the late 1990s, remains the most popular BMW motorcycle, with sales figures of some 47,700.

Construction designs for the first post-war BMW motorcycle are ready by summer 1947, and the first R 24 is raffled to the employees shortly before Christmas 1948. The first standard-production model sells spectacularly in a country long-deprived because of war and its after-effects. In addition, some 18 per cent of all BMW machines are exported abroad as early as 1950.

1951:

Automobile design engineer Alfred Böning works on BMW motorcycles in the 1930s and played a major role in the construction of the R 12, R 5 and the German army’s R 75, a motorcycle with a sidecar drive. Involved in the development of the BMW 501 after 1945, he leaves his mark on the BMW brand’s production concepts from the BMW 700 to the New Class vehicles.

A spacious sedan to match the highest expectations, the curvy, full-bodied design of the BMW 501 earns it the nickname of ‘Baroque angel’. With the Eisenach plant now under Soviet control, it is also the first BMW automobile to be built completely in Munich. From 1954 onwards, it is joined by the 502, which possesses the world’s first V8 light-alloy engine.

It is 1950, the 250 cc limit imposed by the Allies has been lifted. BMW is once again producing two-cylinder boxer motorcycles, starting with the 500 cc R 51/2. This is followed in 1951 by the R 51/3 and the R 67, with variants /2 and /3 boasting 600 cc engines. With demand far outweighing supply, these motorcycles are a roaring sales success.

1952:

Between 1952 and 1954, BMW produces the exceptionally fast BMW R 68, capable of doing some 160 km/h in top gear. This 600 cc motorcycle with 35 hp, it sets a new standard for international motorcycle makers. Selling at 4,000 DM, exclusivity is also part and parcel of this motorcycle as well, as only 1,452 were ever built.

After WWII, BMW 502 saloon cars and BMW 507 Touring sports cars are entered in mountain road races. Proud Isetta drivers and BMW 600 owners, too, leap at the opportunity to enter their coupés in racetrack events and even rallies - including Monte Carlo and the Mille Miglia. And Hans ‘King of the Mountain’ Stuck wins his last title behind the wheel of a BMW 700.

1954:

Three years after BMW resumed car production, the world’s first all-aluminium V8 engine goes into production in Munich in 1954. This smooth-running piece of machinery combines strength and silence; it initially produces 100 hp and can propel the BMW 502 to a speed of 160 km/h. The BMW 507 can later even reach up to 220 km/h.

In 1954, BMW establishes a research facility for engine construction in the Allach plant, which survived the war undamaged. In 1957, this becomes BMW Triebwerkbau GmbH. The company MAN buys 50% of the firm in 1960. Under license from Lycoming, the firm starts production with a 264 horsepower six cylinder boxer engine. It also develops a small gas turbine for light aircraft, and for stationary use.
Experience history: the BMW Museum.

The past has to be preserved - especially when a company has such a fascinating history as BMW. But the past also has to be made accessible. Opened in 1973, the BMW Museum fulfils both of these criteria. Multimedia presentations and scores of historical exhibits bring the development and growth of BMW to life.

Driving duo Wilhelm Noll and Fritz Cron win BMW’s first world title in the sidecar series in 1954. In the coming years, the company teams win a unique place in motorsports history: 20 team and 19 driver championship titles in the years leading up to 1974.

1955:

Critics love BMW’s V8 sedans and sports cars; it is the BMW Isetta that won the hearts of the public. Just 2.29 m long, the company obtains the licence to build the motocoupé from ISO in Italy. Powered by a 12 or 13 hp BMW motorcycle engine, over 160,000 people buy an Isetta in the Fifties, making it the best-selling BMW of the decade and a symbol for the boom years after the war.

The full swing-arm suspension on the R 50, R 60 and R 69 takes the market by storm. Sliding swing-arm front-wheel suspension and long-arm rear-wheel suspension afford BMW motorcycles previously unattained levels of stability. But the motorcycle bubble appears to have burst: the number of BMW motorcycles produced slumps from 30,000 in 1954 to a mere 5,400 in 1957.

Wilhelm Noll sets a new world record at 280.2 km/h. From a standing start, he reaches 139 km/h after one kilometre and 166 km/h after one mile. His average speed after five miles clocks in at 266 km/h. BMW claims a number of sidecar records ranging from one kilometre to 24-hour categories.

1956:

Designed in less than a year by Albrecht Goertz, the BMW 507 is a very exclusive sports car: only a total of 252 are built. Most of the work is carried out by hand, customised to meet each buyer’s wishes. Its timeless good looks, with a sleek silhouette, supple curves and expansive bonnet, guarantee that it remains the embodiment of the dream car to this day.

Along with Schorsch Meier, Walter Zeller is the top BMW driver in the early fifties. He wins the German championship for the first time in 1951 and repeats this success in 1954 and 1955. In 1956 he just misses out on the world title: after the last race (in his home country, no less) he is in second position overall, just two points behind the victor.

1959:

Financier Herbert Quandt acquires a large number of BMW shares and subsequently initiates the reorganisation of the company, leading to its independence. The majority shareholder, Quandt is first a member of the advisory board and later sits on the supervisory board, thus contributing greatly to BMW’s rise as a company of global importance.

The classic body form of BMW cars is mounted on a weighty, rigid perimeter frame. With its creation of the BMW 700, the company has built a small car which is the first vehicle to have a unitary body: floor, side walls and roof are welded to the occupant cell.

BMW comes close to being bought, but is saved by a nimble small car, the BMW 700. Of Italian design, the car possesses a unitary construction and BMW motorcycle engine (initially 30 hp, later 32 or 40 hp) in the back. Named ‘the lion-hearted weasel’, it is immensely popular with the car-buying public and as race car. BMW regains its rightful position and embarks on fresh projects with renewed confidence.

BMW comes close to being bought but is saved by a nimble small car, the BMW 700. Of Italian design, the car possesses a unitary construction and BMW motorcycle engine (initially 32 hp, later 32 or 40 hp) in the back. Named ‘the lion-hearted weasel’, it is immensely popular with the car-buying public and as race car. BMW regains its rightful position and embarks on fresh projects with renewed confidence.

1960:

From 1960 onwards, the top BMW motorcycle is the R 69, with 42 HP. Production of this model goes on for nine years, although the low demand for motorcycles at this time means that only limited numbers are manufactured. Production is terminated in Munich on 13th May 1969 and transferred to the former aircraft engine plant in Spandau, Berlin.

After BMW withdraws from track racing, the company turns its attention to collecting a plethora of cross-country victories and titles in the sixties. The results: twelve German championship wins between 1960 and 1966, no less than five of them by Sebastian Nachtmann and four going to the team efforts of Ibscher/Hintermaier and Ibscher/Rettschlag.

1961:

As head of bodyshell development, Wilhelm Hofmeister’s contribution to the shape and looks of BMW cars over the years cannot be understated. In the Sixties he introduces the forward curve at the base of the C column: this feature today bears his name. Along with the front air grille, it is one of the unmistakable characteristics that define BMW automobiles.

Two years after the turning point in BMW’s post-war history, Paul G. Hahnemann joins the BMW board of directors. The talented head of the sales department introduces professional marketing strategies at BMW and restructures the company’s product range to appeal to promising market niches. Under his leadership, BMW undertakes systematic expansion into markets outside Germany.

A compact, dynamic car for everyone brings BMW its greatest success. The BMW 1500 is the first New Class car and is followed by the BMW 1800 in 1963, ten horsepower stronger. Almost 145,000 BMW 1800s are built; the company’s plants turn out some 140,000 BMW 2000 cars after its launch in 1966. The 1800 TI is created in 1964 and goes on to savour wins on the race track.
Collective memory: BMW Historical Archives.

Every document and item of information pertaining to BMW’s past is evaluated and stored in the Historical Archives, possessing not only 200,000 images, 4,000 advertisements and 2,000 owner’s manuals but also scores of files and letters. Information from BMW’s beginnings until 1945 is available online for research.

In summer 1960, MAN purchases half of the under-capitalised BMW Triebwerkbau GmbH, which is then contracted by the German Ministry of Defence to produce Starfighter jet engines under license of General Electrics. The first engine is assembled in 1961 in Allach - and the fusion of the BMW and MAN affiliates is now only a matter of time.

1962:

Alexander von Falkenhausen, a motorcycle design engineer at BMW from the mid-Thirties on, founds the motorsport brand AFM after WWII. Upon his return to BMW, he develops the engine of the New Class, unveiled in 1962. Later, as head of BMW engine development, he is the man behind BMW engine’s legendary successes in the world of Formula Two racing.

1964:

The New Class sets BMW off on the road to fresh sporting triumphs. The 1800 TI driven by Hubert Hahne sets a new Nürburgring record. In 1964, Hahne and Rauno Aaltonen win at the Spa-Francorchamps 24 Hours; in 1965 Langlois and Ickx win the same contest in a BMW 1800 TI, with Hahne/Ickx romp home to victory the following year in a BMW 2000 TI.

1965:

In 1965, the preliminary contract of purchase for the Allach plant, concluded five years earlier by MAN, comes into effect and BMW Triebwerkbau GmbH is passed over to its new owner. BMW withdraws from jet engine construction for 25 years, focussing instead on car and motorcycle production.

1966:

Frameless side windows, two doors and smooth, unadorned surfaces: the hallmarks of the BMW 1600, unveiled on 9th March 1966 to mark the 50th anniversary of BMW. It is the first in a long line of successes, from the BMW 1602 to the supremely sporty BMW 2002 turbo: by 1977 a total of 860,000 have been sold.

Head of BMW Motors, Alexander von Falkenhausen, creates a new engine: based on the 2 litre engine of the BMW 2000 TI, the 16-valve powerplant produces 260 hp. Known as the Apfelbeck engine, it propels a modified Brabham Formula Two car through eight world records in 1966 alone. This engine is the Formula Two ticket for BMW and drivers such as Hubert Hahne, Dieter Quester, Jacky Ickx and Jo Siffert.

Between 1966 and 1983, BMW trumps its rivals thirteen times in the Euro-
pean touring car championships. The winner in 1966 is a BMW 200 TI; 1968 and ‘69 a BMW 202; 1973 and unbroken from 1975 to ‘79, a BMW 3.0 CSL. In 1980 a BMW 320 finishes first; a BMW 635CSi in 1981; a BMW 528i in 1982 and in 1983 a BMW 635CSi wins again. Dieter Quester and Helmut Kelleners are the top drivers with three victories apiece.

1967:

In the mid Sixties, the Munich plant reaches the limits of its production capacity. At first BMW plans to build an entirely new factory, but instead buys the crisis-ridden Hans Glas GmbH with its factories in Dingolfing and Landshut. Both plants are restructured, and over the coming decades the world’s largest BMW plant takes shape in Dingolfing.

1968:

Starting in the mid-Sixties, Austrian racing driver Dieter Quester displays his skill at the wheel of the extraordinary BMW Bergspider Monti, and goes on to claim several spectacular victories with BMW engines in Formula Two racing. In addition, he wins the European touring car title three times: in 1968, 1969 and 1977.

New BMW sedans, the BMW 2500 and 2800, set new standards for the top-of-the-range cars. As early as 1971, the BMW 3.0 Si reaches the 200 km/h mark effortlessly. Six-cylinder engines are also incorporated in the new line of coupés. Continuing this development, the BMW 3.0 CSL light construction coupé causes a furore in 1971, when it debuts on the racetrack and the streets with 180 to 206 hp.

1969:

BMW follows up the 1600 TI and 2002 TI with the 2002 tii. The second ‘i’ stands for injection - more petrol and so even more power. The vehicle’s 130 hp lend the 2002 tii temperament, which, combined with its elegant 02 body, enables it to reach a top speed of 190 km/h. In the realm of motor sport, the factory team’s BMW 2002 tii can even reach 135 hp.

A mere 4,700 BMW motorcycles are produced this year. However, a comeback is on the cards. With perfect timing, BMW unveils the /5 Series, a brand-new product line comprising the R 50/5, R 60/5 and, for the first time since the war, a 750 cc model, the R 75/5. Produced at the plant in Spandau, Berlin, these models herald the return of motorcycling as a leisure pursuit.

Car production needs more space in the Munich plant, so in 1969 BMW transfers motorcycle production to Spandau in Berlin. This plant, where aircraft engines were made until 1945 and tool-making machinery afterwards, becomes the new home of BMW motorcycles. A move which puts a tiger in Berlin’s tank.

1970:

Eberhard von Kuenheim is head of the BMW board of directors from 1970 until 1993. During this time, turnover increases 18-fold, car production quadruples and motorcycle production triples. In 1993 he took a seat in the BMW supervisory board, a committee he heads until the end of the Nineties. After stepping down from this position, he channels his energy into the Eberhard von Kuenheim Foundation.

Following the suggestion of major shareholder Herbert Quandt, the BMW supervisory board chooses a new chairman of the board: Eberhard von Kuenheim. Just 40 years old, he presides over the company’s transformation from a national firm with a Europe-wide reputation into a global brand with international prestige. He remains chairman of the board until taking over the management of the BMW supervisory board in 1993.

To mark its major shareholder’s 60th birthday, BMW creates the Herbert Quandt Foundation. Over time it gains worldwide fame for the role it plays in the trans-Atlantic exchange of ideas and expertise. After the end of the Cold War it also becomes an important platform for pan-European reconciliation as well as for improving East-West relationships.

The origins of BMW trace back to 1913 when Karl Friedrich Rapp, a Bavarian who had been a well-known engineer in a German aircraft company, formed Rapp Motoren Werke in a suburb of Munich. The company specialized in airplane engines however Rapp found that they were problematic and suffered from excessive vibration. Nearby, Gustav Otto, also an airplane specialist, set up his own shop, Gustav Flugmaschinefabrik, building small aircraft. Because of the faulty engines, Rapp Motoren Werke secured a contract with Austro-Daimler, who was unable to meet its demands, to build V12 Aero engines under license. The company expanded too quickly, however, and by 1916 Rapp resigned from the company because of financial troubles. In his place Franz Josef Popp and Max Friz, two Austrians, took over the company. In March that same year, Rapp Motoren Werke merged with Gustav Flugmaschinefabrik to form Bayersiche Flugzeungwerke. It was shortly afterwards renamed Bayersiche Motoren Werke (Bavarian Motor Works), or BMW, forming the company we know today.

In 1917, BMW’s first aircraft engine went into production, the 6 cylinder Type IIIa. In 1919, using an aircraft powered by its successor, the Type IV, Franz Zeno Diemer set an altitude record of 32,013 ft. After the Treaty of Versailles was signed in the same year, prohibiting BMW from building aircraft engines, production switched to air brakes for railway cars. When BMW started once again to build aircraft engines in 1922, no fewer than 29 world records in aviation were set with them. The current BMW logo, introduced in 1920, was based on the circular design of an aircraft propeller.

The first BMW motorcycle, the R 32, went into production in 1923 at the newly constructed Eisenach factory next to the Munich airport of the day. The R 32 used a flat-twin engine transversely mounted in a double-tubular frame producing 8.5 horsepower at 3300 rpm. The 2-cylinder 494cc motorcycle could reach a top speed of 59 mph. BMW manufactured 3090 of them during its 3 year life span.

It was 1928 that made history in terms of the BMW car. Produced at the Eisenbach factory, the Dixi 3/15 PS marked the beginning of BMW automobile production. It was built under license from Austin and was essentially the same model as the US Bantam and the Japanese Datsun. The first Dixis used an open roof and were powered by a 743cc 4 cylinder engine producing 15 horsepower. Top speed was in the neighborhood of 50 mph (80 km/h). In 1929 a new improved version was launched, the DA2, which employed an all-steel body and 4-wheel brakes, and in 1930 the Dixi scored its first wins in motor racing. Total production: 18,976 units.

1932 was the year the BMW AM 4 (Ausfuhrung Munchen 4 Gange - Munich Version 4 Speeds) - a.k.a. BMW’s first “real” car - went into production. The AM 4, also called the 3/20 PS, was the successor to the Dixi and the first production car to be built entirely in-house by BMW. The powerplant was a 782cc 4 cylinder unit which featured suspended valves and a double chain driving the camshafts, producing 20 horsepower at 3500 rpm and providing the saloon with a 50 mph top speed.

The next year mark ed the introduction of the 303 saloon and the first BMW inline-six cylinder power unit, a configuration that remains BMW’s typical choice even in contemporary cars. The 303 was also the first BMW to use the twin-kidney shaped radiator grilles, another cur rent trademark. Using a welded tubular steel frame, independent front suspension and rack and pinion steering, the 303 was a benchmark in technological achievements. Its 1173cc engine provided 30 horsepower and a top speed of 56 mph (90 km/h).

3 years later, in 1936, the BMW 328 was introduced. It was the most popular and remains BMW’s most famous pre-war sports car, the successor to the 315/1 (1934-36). The 328 was built mainly for motor sport, where it proved itself successful by winning the Mille Miglia in Italy in its class in 1938, but quickly became a popular road car as well. A curb weight of only 1830 lb was achieved through the use of an extra-light tubular spaceframe and light alloy parts for the hood, doors and tail end. Using a 1971cc inline-6 cylinder engine with three carburetors that produced a healthy 80 horsepower at 5000 rpm, the 328 could reach a maximum speed of 93 mph. 462 units of this classic were produced in total.

In 1935 BMW entered the record books once again, this time on two wheels. Riding a streamlined 500cc compressor machine developing 108 hp and an amazing power-to-weigh ratio (282 lb curb weight), Ernst Henne set a world speed record for motorcycles of 173.7 mph (279.5 km/h) in 1937. It stood for nearly two decades.

BMW’s success was unfortunately short lived. After the Second World War, the company lay in ruins. Its factories had been destroyed or dismantled and a three-year ban on any production activities was imposed by the Allies in response to the production of aircraft engines and rockets by BMW during the War. The first post war model, the V8 equipped 501 luxury sedan produced in 1951 was a poor production choice for a country that was also devastated by the war. Demand was low and the 501 did not even come close to meeting BMW’s expectations.

It was a totally different approach that started to bring BMW back on its feet. In 1955, the Isetta 250 was launched and participated very successfully in the mini-car era of the 1950’s. It was built under license from the Italian manufacturer Iso and used a motorcycle engine and a single door at the front. The engine was a single cylinder 245cc unit producing 12 horsepower at 5800 rpm and a top speed of 53 mph. During its 7 year production run a total of 161,728 Isettas were built.

A couple of years later, with BMW still having no secure financial foothold, one of the most memorable models in its history was introduced. Launched in 1956, the BMW 507 quickly became famous. The light-alloy 2-door bodyshell with a retractable soft top, designed by Alberecht Graf Foertz, has remained timeless as evidenced by the newly introduced Z8, which draws unmistakable clues and its overall shape from it. A large 3168cc V8 engine using dual downdraught carburetors powered the 507 and provided 150 horsepower at 5000rpm, enough for an impressive 124 mph top speed but not enough to topple its main rival, the Mercedes 300SL. While only 252 examples of the instantly recognizable 507 were ever produced, it remains a symbol of BMW’s struggles and ultimate triumphs during the fifties after the end of the War.

The next step in BMW’s evolution and the predecessor to the cars we know today was launched in 1962. The 1500, which had been developed during the crisis of the ’50s, was another of BMW’s saviors. The excellent suspension and striking design for its time, employing a low waistline with a low-slung engine compartment and rear lid characterized the 1500. A 1499cc 4-cylinder engine producing 80 horsepower at 5700 rpm and providing a top speed of 92 mph (148 km/h) powered it. During its two year production run sales amounted to only 23,807 units; however between all of the models in its range (1500,1600,1800,2000) production totaled 334,165 cars. Based on these cars, the first generation 5 series, the E12, was launched 10 years later in 1972. The 3 series was introduced 3 years later and the 7 series 2 years after that, in 1977.

In 1990 BMW re-entered the aircraft engine manufacturing business after forming BMW Rolls-Royce GmbH jointly with Rolls Royce. In 1998, after extended talks concerning the sale of Rolls Royce, BMW officially bought the rights to the Rolls Royce name and logo from Volkswagen, with the transition expected to take place in 2003. 1994 brought about another purchase, as BMW acquired the Rover Group PLC. After heavy losses, the company was finally sold in 2000, with Rover being split up from Land Rover which was purchased by Ford. BMW held the rights to the new Mini and the hot-hatch goes on sale in early 2002.

Today, the Z3, Z8 and all of the 3, 5, 7 and Motorsport series models continue the BMW tradition of building excellent automobiles with a special emphasis on performance, style and technological advancements. 1992 was another year-to-be-remembered for BMW when it, for the first time, outsold Mercedes in Europe. Hopefully in the future the rivalry between these and other makes will persist and companies such as BMW will continue to build great cars.

Originally BMW and Neiman Marcus had set a 20-unit sales goal over the 3,5 month Christmas selling period. In two days, 100 Z3 orders were placed, so BMW agreed to increase the total production to 100 units.The BMW Z3 used in the movie Golden Eye was one of the first Bond cars made outside of Great Britain.

Pictures by Doug Roddick (Victoria British Columbia Canada) & Jack Golden (Orange, California USA) owners of a Neiman Marcus BMW Z3 Roadster 007. The equipment included with the 007 Roadster was:

* VIN numbers : LE00700 to LE00799
* A commemorative “Specially Equipped 007″ dash plaque
* HI-FI system with subwoofer & CD
* Cell phone
* Beige leather seats
* 007 Bond floor mats,
* Wind deflector , Special wheels
* Costum wood trim package incl. wood shift knob, console and steering wheel.
* Exterior is “Bond Blue-Gray” ( Atlanta-306 )
* Deluxe chrome accents including rear luggage carrier and special roadster luggage Customers also had a choice of automatic or manual transmission.Vehicles were approx. $35.000 excluding delivery and taxes, etc…..
* Letter from Jo Marie Lilly VP Nieman Marcus & James L. Mc Dowell VP Marketing BMW of North America Inc. (You’ll need to install the free Adobe PDF Reader )
* Dealer Sticker
* Neiman Marcus Christmas Catalog

BMW Z3 @ The Movie GOLDENEYE :

Click on the left picture to see the promotional film of BMW
You’ll need to install QuickTime & to be patient ( 7.2 Mb )
In the summer of 1996, the Bond film “Golden Eye” hit the theaters.
The Z3 appeared in the movie only at the very end and in a very static role. At the time of filming it was one of the few prototypes in existence, so chases and stunts with it were forbidden.
This car is now on display in the Zentrum in Spartanburg. It is also Atlanta Blue.
BMW Z3 @ Other Movies :
Z3 Blue Movie Goldeneye

Z3 Blue Movie She’s all that
Z3 Blue Movie Scream 3
Z3 Blue Movie The Skulls
Z3 Blue Movie Armageddon S.E.
HISTORY of the BMW Z3 : An article by Fred Kern
The first demonstrators arrived at the dealers in March of 1996.The original Z3 had its battery in the engine compartment, on the right side in front of the passenger. Throughout 1995 and to mid 1996, BMW officially denied that they would ever build a 6-cylinder Z3. Vic Doolan, then head of BMW NA broke the silence at the Pebble Beach Concours by telling the press that not only would there be a 6-cylinder, but that the ///M Version (shown that year at Geneva as a concept car) would go into production. When the battery was moved to the trunk in mid 1996 speculation was that this was to accommodate the 6-cylinder (2.8 liter) engine.

1996 was a significant year for a number of reasons. (1) the first products were coming out of BMW’s Spartanburg Plant. (2)The new Z3 was an exclusive product of that plant. (3)The Summer Olympics were held that year in Atlanta > close to Spartanburg.

Everyone who bought a Z3 prior to the opening of the Olympics received a license plate frame commemorating BMW as a sponsor of the Olympics. Not coincidentally, the signature color for the Z3 - used in “Golden Eye” and all the ads was called Atlanta Blue. Since the dawn of the automotive era, light blue had been the color of French racing cars, while dark blue and white were the colors of the US. Curiously, the light blue in BMW’s palette took the name “Atlanta” while the dark blue became “Montreal Blue”. Because of the number of orders received for Atlanta Blue Z3s exceeded the company’s ability to produce them, it was withdrawn from the color offerings in 1996. Arctic Silver became the most popular exterior color, with the black and tannin leather interior. In 2000 BMW attempted to replace Atlanta Blue; however BMW received so many nasty letters that the color was reinstated. Thus Atlanta Blue became (along with black, red and white) one of the few colors to span the entire production run of Z3s. The other colors besides these were: Boston Green, Dark Green and Violet Red and Turquoise.

Late in 1996 the BMW Z3 Register was founded by Wayne and Amy Lester. This became the Z3CCA.The 1996 model year ended with a group of Z3′ers from Atlanta deciding to drive to Spartanburg over the Labor Day weekend to see the plant. Others from all over the country joined them. This became Homecoming. We all shared common experiences on the wait for our Z3 and what it was like to be the first one in your neighborhood to have one.It was there that it became evident that the Z3 stirred a passion in those associated with it not just owners, but factory associates would come up, ask your production date, then tell you what they did on your car. The Z3 created a family among those who owned them and those who made them. The reply to “Thank you for buying one” was “Thank you for building them.”The Z3 family has grown since 1996. The 2.8s. ///M’s, Coupes, 2.3s, 2.5s and 3.0s have all joined the original Z3. If you are a new Z3 owner, from all of us who have been here since the beginning - Welcome to the family!

An article by Fred Kern
BMW Z3 (1996-2001) Model History

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1995 : The Z3 appeared in the Nieman Marcus Christmas catalogue.These cars were all Atlanta Blue with beige upholstery
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1996 : The first demonstrators arrived at the dealers in March of 1996.
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01/01/1997: Z3 1.9 rear-drive Roadster (140 bhp), 5-speed gearbox or 4-speed automatic,ABS,PAS,alloy wheels, central locking, electrical windows and mirrors, electrical seat adjustment,airbag. Options include air-conditioning , ASC+T traction control, leather trim & electrical hood
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01/08/1997 : Z3 2.8 (193 bhp) launched. Equipment as 1.9 plus ASC+T traction control, limited slip differential, electrical hood, leather upholstery, larger 16-inch Z-Star alloy wheels, trip computer
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01/09/1997 : 1.9 now has ASC+T traction control system.
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01/01/1998 : Smaller M-style leather-trimmed 3-spoke steering wheel. Option ; Aluminium hard top with heated screen
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01/05/1998 : M Roadster 3.2 spec as Z3 2.8 plus four exhaust pipes, air-conditioning, 2 airbags, heated electrical mirrors.
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01/09/1998 : M Coupe launched, specification as M Roadster.
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01/04/1999 : Special edition ‘Orinoco’ and ‘Fiji’ 1.9 and 2.8 launched.
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01/07/1999 : Z3 1.8 and 2.0 launched. Restyled rear end, chrome-rim headlamps, chrome-rim instruments.
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01/02/2000 : 2.0 Cosmos, Velvet, Aegean and Mora editions (all £26900).
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01/09/2000 : Z3 2.2 (170 bhp) and 3.0 (231 bhp) launched.
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01/02/2001 : Z3 2.2 Sport and 3.0 Sport launched. 2.2 Sapphire and Titanium editions (both £25950 new)
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01/03/2001 : Revised M Roadster and Coupe with 325 bhp engine, DSC III stability control system, uprated brakes.
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02/12/2001 : The 250,000th Z3 roadster > Jet Black with a red top and Mugello red seats with black inserts. The console is trimmed with red birchwood and the roll bars are black leather in front and red leather in back held together with red stitching
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2002 : An in-dash CD player was newly standard for 2002.
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06/28/2002 : Production of the last Z3 roadster.
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2003 : BMW’s Z4 replaced the Z3

BMW Z4 Roadster 2002 - 2006

BMW Z4 Roadster 2006 - present

BMW Z4 Coupe 2006 - present

BMW - Williams F1 Team 2000 - 2005

BMW - Williams FW 22 2000