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fuII Mot, VGC, new cambeIt, cIutch, 2
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An early example was shown to the press in 1986; production version arrived in 1989
No 44 BMW Z1
The high cost of this complex roadster diminished its considerable appeal
NEXT WEEK Renault Mgane Concept
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ometimes, I want one gets
shouted loud enough for a wheeled
motor show tease to get nudged
into unexpected reality. Thats what
happened to the BMW Z1, whose trick
doors, slender nose and plastic panels
fired desire in petrolheads worldwide
and gave the firms engineers a headache
when their bosses rashly committed to
build it. The headache was caused by the
fact that the concept hadnt really been
designed to go into production but was
instead an engineering testbed created to
research mixed-material structures. And
apart from its galvanised steel chassis
and plastic panels, there was plenty
in the Z1s make-up to challenge any
engineering team.
For a start, there were the doors, which
were the Z1s ingenious, gotta-have-it
flourish. Instead of opening outwards,
they performed a submarine plunge
into a pair of oversized sills. That made
it harder to get in, for the doors were
shallow and the sills fat and deep, but the
cumbersome clamberings were worth it
not only for the dramatic entrance they
provided, but also for their extreme
al fresco potential; this BMW was
driveable with its doors wide open.
The Z1s body structure also meant
that its platform could be shared with
no other BMW, and its plastic exterior
panelling presented a fearsome mass-
manufacture challenge in terms of fit,
finish, painting and profitability.
BMW also launched its so-called
Z-axle on the Z1, a complex multi-link
rear suspension that, besides resembling
a light tangle of tree roots, promised to
combat the snap oversteer for which
the brands cars had become too easily
known. A bespoke dashboard was also
needed, along with clamshell seats
and hundreds of other specially made
components. But at least BMWs 2.5-litre
straight six would be carried over without
any cash-soaking modifications.
The 1989 end product was admirably
close to the car unveiled at the 1987
Frankfurt show. The crowning-glory
doors were there, as was the ultra-slender
nose, with its pertly gaping nostrils, and
a dinky little hood cantilevered neatly
beneath its flat rear deck. All this came
with a weighty price, though, and when
the 35,000-odd bods who had placed
an order for the car discovered what it
was, the dreamers disappeared faster
than the Z1s doors.
It wasnt just the high price that was
off-putting. The combination of a not
particularly potent 168bhp six, a torque
peak as distant as the next mountain range
and excess heft yielded performance
bordering on the lazy. Suddenly, BMW
was building an expensively complex
sports car for which there were vastly
fewer buyers. In the end it built just 8000
loss-making Z1s, 86 of them UK-bound
left-hookers, the last one heading straight
for the company museum in 1991. Z1s are
oddball collectors pieces today, but it
pioneered BMWs vital Z-axle, paved the
way for the companys high-intensity
headlamps and signalled Munichs intent
to build small sports cars. It deserves next
years 25th anniversary celebrations.
This BMW had extreme
al fresco potential; it
could be driven with
its doors wide open
Richard Bremner
THEY WERE THE FUTURE, ONCE T
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since 1895 in the interests of the
mechanically propelled road carriage
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186 AUTOCAR.CO.UK 19/26 DECEMBER 2012