Closing date July issue -> May 19
An early BMW Z3 needing a lot of work, but worth it for exactly that reason.
For years, the BMW Z3 had been one of those cars that stuck with Patrick Cornelius. Not because it was the most sensible choice, but precisely because of the compact roadster concept and the design, in which he still sees a reference to the BMW 507. When a practical car became less necessary, his BMW E90 sedan had to make way for something he had been eyeing for a while: a Z3.
For him, it didn't necessarily have to be a six-cylinder or a richly equipped version. The model itself weighed more heavily than the engine. Over the years, he had already driven enough different BMWs not to fixate on that: four-, six-, and eight-cylinder engines, petrol, diesel, and LPG, in all kinds of body styles. The choice ultimately fell on an affordable example with a lot of overdue maintenance: an early BMW Z3 from 1996, registered in 1997, with the 1,8-liter four-cylinder M43B18.
BMW kept coming back
His history with the brand began more or less by chance. Around his thirtieth birthday, after an accident, he was actually looking for a gas-powered Audi 80, but the dealer he went to look at mainly had BMWs. The advice was simple: give one a try. After a short test drive, he struck gold. His first was a 1997 BMW E36 316i sedan on LPG, in a luxury trim level featuring, among other things, air conditioning, electric windows, electrically adjustable and heated mirrors, and remote control.
What convinced him back then wasn't just the looks. The steering, the way such a car handles, and the rear-wheel drive made a particular impression. More BMWs followed: an E30 316i sedan, E34 518i Touring, E34 525i sedan, Z3 1.8, E60 520i, as well as daily drivers like the E46 320i, E39 546, E53, E60, and E90. Sedans, coupes, convertibles, Tourings, and SUVs: they all passed through his hands. He is now retired and has more time for several BMWs from the eighties and nineties, which he wants to keep in top technical and visual condition. The Z3 fits perfectly into that lineup, although this car proved to be in a league of its own.
On the way back, already steam under the hood
The Z3 already looked neglected when purchased, but still drove well enough to take home. However, it didn't get very far. Almost immediately after departure, the temperature rose and a large cloud of steam appeared under the hood. A cooling hose had burst. The seller had mentioned something about a small trade-in payment, but ultimately sent his tow truck to deliver the BMW home after all.
That was when it really started to become visible what had been bought. Virtually everything Patrick inspected turned out to be broken, worn out, loose, or simply in need of replacement. It ranged from small details to major interventions. A different steering wheel, attention to door panels, worn door handle seals, an instrument cluster that needed work, faulty switches and interior lighting, missing fog lights, welding work on the sills, a center console that had to be completely replaced, and even the antenna rubber that had to go. These are precisely the things that don't immediately render a car unusable, but together show just how far it had sunk.
Inside and around the hood, things weren't finished either. The floor and upholstery were getting wet due to leaks at the soft top. The remote control for the alarm and central locking required attention, logos were missing, new clamps were needed, and the plastic protective layer on the window pillars of the early Z3s had been removed. Added to that was seat play, a known Z3 issue. And so, the car quickly shifted from a fixer-upper to a restoration in stages.
Searching for parts is part of the process.
Part of the work wasn't even in the wrenching, but in finding the right parts. This car lacked the preparation for a hardtop, so it had to be tracked down used. That preparation alone could be found for about 500 euros, while new parts cost around 500 euros per side. The hardtop itself cost another 700 euros, almost as much as the mounting brackets it clicks into.
Furthermore, a tool kit, a battery, different rims, roll-over protection, taillights, and polished headlights were added. Especially on an early, rather spartan Z3, such parts make a big difference. Moreover, this car was quite sparsely equipped: electric seats and electric mirrors were the main comforts. Preparation for rear window heating was missing, there was no air conditioning, and neither were fog lights. That doesn't explain everything, but it does make it clear that this wasn't a more luxurious Z3 that only needed some cosmetic attention.
Technically back in order, but still a project
More important than the equipment was the technical condition. Patrick soon realized that a major maintenance round was coming up, amounting to approximately 1.800 euros in work by his own account that he could not or did not want to do himself. Immediately after the car was delivered home, he therefore went to a friendly local garage with the opdracht to check everything and repair whatever was necessary to get it back in technical order.
The engine, brakes, and suspension were subsequently tackled by mechanic friends. He himself, together with friends, mainly handles the restoration and disassembly, while the heavier technical work goes to people who do that every day. This division of labor also suits the car: not everything necessarily has to be done personally to make it truly a personal project.
Whether the Z3 stays is actually no longer a question. Probably. Patrick does not expect this model to ever attain the status or value of a Z1 for him, nor does he view the car as an investment. It is a hobby car, and that is precisely why time, money, and stubbornness may go into it. Perhaps that is also exactly why this early four-cylinder proved worthwhile: not despite all the work, but precisely because of it.
Additional photos of the project have also been included, and these particularly underscore just how much work went into this Z3.
More photos follow below.
So I do get this. Everyone immediately calls for a six-cylinder, but when it comes to the model, a simple four-cylinder is often enough, especially if you want to work on it yourself.
Great story! Best of luck. It seems difficult to me to stick to the boundaries between a full or partial restoration. Everything you take apart and make beautiful always involves extra work. But the feeling of driving is, of course, priceless in hindsight.
Thanks a lot for the replies! And the anonymous comment… well, the fact that you commented anonymously says it all. I don't let such remarks bother me much. Every roadster is impractical, so that is a nonsensical comment anyway. And beautiful or not; it is a matter of taste, as I said. I think it is beautiful, and the Z3 just happens to be mine too: that works out well!
Haha maybe your hair was in your eyes and you should have gone to the hairdresser first 🙂
The hood was the largest piece of sheet metal ever made by BMW. I worked for Auto West BMW in Richmond, BC at the time. Sold a lot of them. Quite tricky to handle on a wet road; the car was still on an old chassis, just like the 318TI. I wish Patrick good luck. What a job. During the Z3 training by BMW Canada, it was discussed in detail that this was the only BMW where you could see the crumple zone construction. A fun car to drive back then.
Hello.
At least the M43 is still manageable to work on. However, overdue maintenance on a Z3 can drain you faster than the purchase price; you really have to be up for that.
Such an early 1.8 might not be the brochure reader's dream, but it is simply the most fun one to get back into good condition yourself.
I recently purchased a Z3 in February. Not a restoration project, but a perfectly maintained example with a complete service history. Manufactured in 2001, so the facelift version. It is a Sport Line edition in Titan Grey with the 2.2 six-cylinder M54 engine. Not many of these were made, featuring M suspension, sports seats, electric roof, 5-speed Steptronic, and a hardtop. It is a fairly unique example with a 25% limited-slip differential. It had been driven 137.050 km. Even though the oil had only been in for 6000 km, it was actually two years old. I replaced all fluids, flushed the engine, and now enjoy the beautiful six-cylinder sound in nice weather with the top down. The car's design appeals to me, especially in this "wide body" version. Prices for Z3s with a six-cylinder engine and low mileage have risen by about 20% in recent years. That doesn't bother me at all; this special Z3 edition isn't going anywhere.
An early or a late Z3, sorry, but hideous and impractical. I don't understand why anyone would put their time into it; there are so many other motivations!
A bit of a strange reaction, anonymous.. It is indeed an impractical car, but so is a Ferrari F40. What one person finds beautiful, another finds ugly. This man thinks the Z3 is beautiful in terms of design, and I feel the same way. Fortunately, there are so many different tastes, otherwise we would all be driving the same car and loving the same woman.
Not only a strange, but above all a clumsy reaction. The last paragraph of the article perfectly summarizes what drives Patrick:
Whether the Z3 stays is actually no longer a question. Probably. Patrick does not expect this model to ever attain the status or value of a Z1 for him, nor does he view the car as an investment. It is a hobby car, and that is precisely why time, money, and stubbornness may go into it. Perhaps that is also exactly why this early four-cylinder proved worthwhile: not despite all the work, but precisely because of it.
It's fine if this isn't your thing, but please respect others. Patrick, good luck with this project!
Our eastern neighbors would say: 'eine alte Möhre restaurieren'