The best balance in the Z3 range: the 2.8 and 3.0 versions

The Z3 was introduced with 4-cylinder engines only. Then, in 1997, the 6-cylinder engines appeared. There were 2.0, 2.2, 2.5, and the 2.8 that interests us, and at the end of its life, the latter was replaced by the 3.0. There is also the 3.2 M, which is the most sporty version. However, in this review, we recommend the 2.8 or 3.0 versions because they are powerful enough for the Z3’s chassis, and from the 2.8 onward, the Z3 benefits from the wider chassis (especially at the rear) of the Z3 M. We believe that the 2.8 and 3.0 versions are currently undervalued because they offer great driving pleasure and very low running costs.

An excellent engine and drivetrain setup, typical of BMW

The 2.8 is a 6-cylinder engine, type M52B28, with single VANOS, producing 192 horsepower. It truly comes alive above 4,000 revolutions per minute.

In September 1998, BMW modernized this engine by introducing the M52TUB28 evolution. It received a new injection system and dual VANOS, with continuous adjustment of both intake and exhaust, just like the Motorsport engines. Consequently, this 2.8 evolution offers more low-end torque. This makes it smoother to use but less aggressive. This M52TUB28 engine was installed in cars both before and after the 1999 facelift.

In 2000, a new M54B30 3.0-liter engine, producing 231 horsepower, replaced the 2.8, and the performance truly approaches that of the Z3 M. The torque increases and is available sooner. This engine offers incredible power and torque delivery across the entire rev range.

The 3.0 (231 hp) accelerates from 0 to 100 km/h (0-62 mph) in 6 seconds. Fuel consumption is very reasonable, a testament to the excellent efficiency of BMW’s 6-cylinder engines.

The 3.0 was only available on the facelifted versions.

The ZF 5-speed manual gearbox is the same one fitted to the M3 E36 3.0. It is very robust and contributes to the sensation of power thanks to its very successful gear ratios. The shifting is very pleasant.

The sound is a great quality of BMW’s six-cylinder engines, and the M52/M54 is particularly successful in this regard. Very guttural at low revs, it reaches for high-pitched notes at the top of the tachometer.

Overall, whether in 2.8 or 3.0, mechanical pleasure is maximized in this car, which truly feels like its heart is this naturally aspirated 6-cylinder engine.

On the road

The Z3’s chassis is a shortened BMW E36 chassis, but without the E36’s multi-link rear suspension. Instead, BMW integrated the archaic rear suspension from the older E30.

The car is light. With the 2.8 and 3.0 engines, it is 60 to 80 kg lighter on the front axle than the 3.2 Motorsport version, benefiting agility.

It is very sound and well-balanced, providing great tactile feel in the driving experience—sensations that are no longer found in modern cars. Unlike the Z4 that succeeded it, the power steering remains hydraulic, offering excellent feedback.

The front suspension is very good. The rear is playful but easily controllable. Be careful in the rain, as it is a powerful rear-wheel-drive car.

However, the 2.8 (M52) and 3.0 (M54) engines, being more modern, feature an electronic throttle body, which allows for driving aids that can reassure you in the rain or if you lack driving talent. For comparison, the Z3 M with the S50 engine (an older design) does not have these driving aids (ASC+T traction control) because it uses a mechanical throttle (a cable connects the accelerator pedal to the throttle bodies). The earliest 2.8 models were not necessarily equipped with this, so check for the presence of the ASC button on the center console.

Thus, the 2.8 and 3.0 versions offer old-school sensations but with the active safety of a modern car.

A word on braking: it is effective but lacks endurance, typical of BMW braking systems from that era.

Differences in configuration depending on the options can radically change the car’s behaviour. The presence of the Sport chassis, the limited-slip differential, and 17-inch wheels with 245 rear tires significantly enhances the chassis’s sportiness. We recommend these options.

The suspension comfort is good. From a noise isolation perspective, be warned that at high speed, the cabin environment is very loud. You should really view this car as a toy for back roads and not for the motorway.

The car is truly small, with a minuscule wheelbase, which makes it very agile and lively while remaining controllable. In short, it has all the ingredients for enjoyment on back roads or in the mountains.

Road Trip Comfort and Pleasure

Regarding the 3.0 M54: Check that there is no blue smoke (risk of oil consumption).

Regarding the 3.0 M54 and the 2.8 M52: The VANOS system can become noisy and lose efficiency. Water pumps and thermostat should be replaced at 100,000 km (approx. 60,000 miles).

Overall: Generally, the 2.8 and 3.0 models are known for their reliability, provided they have been properly maintained.

Chassis and Body: The chassis of the powerful Z3s has a weak point where the rear axle mount attaches, which can tear the sheet metal. Inspect under the trunk carpet. Some cars have been reinforced in this area. A well-executed repair is a good thing. The seat runners/sliders may have play. The window regulators are known to be weak: test them. Inspect the soft top and its seals, as well as the rear window. The soft top motor can be fragile.

Maintenance Costs: In terms of maintenance costs, these engines do not have a timing belt (they use a chain), they have hydraulic lifters, they do not require excessively expensive oils, and parts are reasonably priced.

Comparison: Compared to the Porsche Boxster 986, which carries risks of engine failure due to the IMS bearing or scored cylinders, the Z3 2.8 and 3.0 engine is truly simple and reliable. This mechanical simplicity will appeal to those who wish to maintain their youngtimer themselves. If you buy a model that has been well maintained, you should not incur major unforeseen expenses that could ruin your investment (as happens when the engine of a Boxster 986 needs to be replaced).

Investment Potential

Rarity

According to several sources, the Z3 2.8 roadster was produced in approximately 50,000 units. And the Z3 3.0 roadster was produced in approximately 15,000 units. Therefore, these cars are not rare.

Value Evolution

While the 986 and 996 have seen their value rise significantly in recent years, this is not the case for the Z3 2.8 and 3.0, which are nonetheless much more reliable and cheaper to maintain.

The value already reached its low point several years ago and has been climbing for some time now. The value has slightly increased in recent years, with a consistent upward trend for examples in excellent condition. A well-maintained example, with a clear history and low mileage, will quickly find a buyer. Transaction prices vary, but the highest prices are achieved for cars in perfect condition and well-optioned. Their age, along with their retro design, places these cars in the collector category. Classic car enthusiasts are already viewing these vehicles with the interest they deserve.

Market Liquidity

Market liquidity for the Z3 Roadster models equipped with the 2.8 and 3.0 engines is excellent. These models are highly sought after and benefit from strong and constant demand from youngtimer enthusiasts and the BMW brand.

Here is why the market is so dynamic for these two versions:

Inline Six-Cylinder Engines: The M52 (for the 2.8) and M54 (for the 3.0) engines are among the brand’s most appreciated. They are renowned for their sound, smoothness, reliability, and performance. Fans of “old-school” driving prefer them over modern engines, which strongly supports their value.

Classic Design: The Z3’s design has become a classic. It is increasingly regarded as an icon of the 90s and 2000s, making it desirable. The roadster’s timeless style attracts a wide audience.

“Youngtimer” Status: The Z3 2.8 and 3.0 are now fully considered youngtimers, whose value tends to appreciate. Buyers are not just looking for a car, but a pleasure investment. Furthermore, the value of models in excellent condition with low mileage has seen a significant increase in recent years.

In conclusion, whether you are buying or selling a Z3 2.8 or 3.0, you will find good liquidity in the market. A well-maintained model, with a clear history and in good overall condition, will sell quickly and at a good price. Demand is strong and shows no signs of weakening for these 6-cylinder versions.

Coupe or Roadster?

This is truly a matter of personal taste, but we believe the Z3 Coupe’s styling does not necessarily enjoy universal appeal. Its aesthetic is polarizing between those who love it and those who do not (its nickname “clown-shoes” is a testament to this).

Furthermore, the Coupe lends itself more to daily use and also to track days. These are not necessarily good points in the history of a used car. Roadsters have generally been more spared, as they are often weekend cars.

The Z3 Roadster has been recognized as a particularly successful car since its introduction. It already had a classic style when it was launched. This is ideal for a car destined to become a collector’s item.

Therefore, we recommend the Roadster, whose styling appears to be more universally acclaimed for its aesthetic appeal.

2.8 or 3.0? Facelifted?

There is a difference in budget between the two engines, as well as a slight difference in performance.

The 3.0 is necessarily a facelifted model, with a rear end considered less successful than the non-facelifted 2.8 versions. On the other hand, the facelifted versions benefited from improvements in trim and equipment at the end of the model’s life.

Ultimately, it is not easy to choose, even between the single VANOS and dual VANOS 2.8 models. The single VANOS models have a more assertive engine character, even if they are slightly less powerful in absolute terms.

Perhaps the budget will guide your choice, as the 3.0 models are more expensive.

Why the Z3 E36 2.8 or 3.0 Roadster?

In the M’s Shadow:

The M 3.2 is more powerful, but it demands a hefty maintenance budget. The 3.0 (231 horsepower) is sufficient for the Z3’s chassis.

The BMW 2.8 and 3.0 are better engines than the flat-sixes in the Boxster 986: they are reliable (no bore scoring at BMW, nor IMS bearing issues), torquier, more powerful, and never give the impression of an underpowered car, unlike the Boxster 2.5 and 2.7.

Reasonable maintenance costs and moderate consumption. A very successful design and style. The Z3 is becoming a classic that we believe is currently undervalued considering its qualities. Now is the time to put a nice Z3 2.8 or 3.0 Roadster in your garage!

Buying Advice

Regarding your choice of car:

Bear in mind that these cars fell quite low in value during the 2010s. Consequently, some passed through the hands of owners who couldn’t afford to maintain them. These examples were often resold from one owner to the next, with each one avoiding spending money on the car. Avoid these examples with a difficult-to-trace history. Prefer a car that was owned by its last owner for many years.

As they were often second or third cars, they were sometimes unused for long periods. The mechanics do not respond well to long periods during which seals can dry out. Therefore, check if the mileage has been regular.

Truly choose an example in good condition. Since these cars are destined to become collector’s items, they must be very well preserved.

Regarding mileage, it is not necessarily a problem because these engines are very robust. However, the wear and tear on the seats, steering wheel, and pedals will allow you to guess whether high mileage was accumulated on the highway or in the city. In the former case, the car should be well preserved, and high mileage is not an issue, provided the price is reasonable.

Mechanical Checks:

For the mechanical aspects, demand a documented service history with invoices stamped by BMW or a recognized BMW specialist. Check that there is no blue smoke (a sign of excessive oil consumption). The timing chain should be silent. Hydraulic lifters may be noisy (clacking) when cold—this means they are de-pressurizing—but they must not make noise when warm. The valve cover gasket must not leak. The ignition coils deteriorate with heat. The water pump and thermostat should be replaced around 100,000 km (60,000 miles). In rare cases, the VANOS system can be faulty (the engine will not deliver its full power or torque). Test the brakes firmly: if you feel a vibration in the steering wheel during braking, then a disc is warped (endurance is not the strong suit of BMW braking systems from this era).

Bring someone along when you view the car:

We advise you to ask a friend to accompany you the day you go to view and test drive the car of your dreams. Indeed, on the day the configuration you dream of presents itself (after being patient for many weeks), you risk getting carried away and overlooking certain clues or signs that indicate it is not a good deal. Your friend, not being the buyer, will be able to remind you to be wary of these signs, which sometimes mean you should wait for the next opportunity, even if it means waiting longer.