A warm welcome to another instalment of our ‘Car in the Spotlight’ series. We’re thrilled to have Rob Norton share his passion for a truly unique automobile – the BMW Z1.

We’ve previously delved into the world of BMW with our Spotlight article on Richard Stern’s BMW 2002 Tii. We’re shifting gears today to spotlight a BMW that’s as quirky as it is captivating. Rob Norton gives us the inside scoop on what it’s like to own and drive this exceptional machine.

So, what sparked Rob’s love affair with the BMW Z1? What makes this car stand out from the crowd? And, perhaps most importantly for those considering one, what’s the reality of running such an iconic vehicle? Let’s have a look at the BMW Z1’s history, before Rob tells us about the allure of the car.

A History of the BMW Z1

BMW unveiled the 154.4 inch Z1 to the international community in 1988 in the Italian town of Punta Ala. The BMW model range last included a two-seater sports car with the BMW 507 in the late 1950s.

The BMW Board envisioned a cutting-edge company, independent from other departments. A talented team of highly skilled engineers, technicians, and designers had the freedom to bring their best ideas to life. Their name was BMW Technik GmbH, internally known as ZT.

This team revolutionised car manufacturing with new materials, structures, and faster development, birthing the Z1. The BMW Board of Management approved production, and a year later, the first drivable prototype was complete.

On 1 August 1986, BMW went public and announced: “BMW Technik AG has completed its first product. The BMW Z1, a vehicle study built upon BMW traditions and future mobility needs. At the same time it factors in future mobility requirements.”

BMW’s press release emphasised the Z1’s goal: to deliver “freedom on four wheels” and pure driving pleasure. The focus was on driving thrills, not just comfort, unlike many 1980s sports cars. “Young”, “dynamic” and “brash” should be the words that best described the Z1, along with “a new dimension in driving”.

Z1’s Cutting-Edge Features

The Z1 adopted and fused trademark BMW roadster attributes with cutting-edge technology. Ingredients included superior performance, the ability to drive with the roof down, a sense of sheer originality, and a dash of extravagance. The Z1 had all the right credentials: low weight and low centre of gravity, front mid-engine and compact dimensions. The highlight though was without doubt its pioneering technology. This included a unique vertical sliding door concept and the supporting sheet-metal structure with a plastic outer skin.

The Z1’s unusual design necessitated hand-building. This was on account of its unusual design characteristics and the materials used. This, in turn, meant a small production run and a high price tag.

BMW made an announcement in 1987, two years after finalizing the Z1 concept. “The time for speculation is over, the guessing game has come to an end: BMW AG will be presenting the Z1 Roadster at the Frankfurt Motor Show.”

Speeding up the development process had been a pilot task for this project. Just three years later, in June 1988, the 170hp Z1 entered limited production. “Once the custom-built production process is up and running at full capacity, up to six car enthusiasts a day will be able to start enjoying undiluted driving pleasure instead of just dreaming about it.”

When the BMW Z1 Stole the Show

The then Director of BMW Technik GmbH, Ulrich Bez, gave an emphatic demonstration of the benefits of the plastic panelling. He jumped with both feet onto a vehicle wing lying on the floor, which promptly buckled – then sprang back to its original shape when he stepped off it again.

At BMW’s historic 1987 Frankfurt Motor Show, the avant-garde Z1, was the first BMW roadster for around 30 years. A wall of water provided a stunning backdrop for the car. Amidst the excitement, a magazine offered to buy the display Z1 for DM 150,000 in cash (£55,000). BMW firmly rejected the offer, as the Z1 was one of only ten test vehicles needed for homologation.

It was autumn 1988 before the Z1 went into production, with an asking price of DM 80,000 (£30,000).

The potential clientele could seek solace in the first sales brochure entitled “For sheer driving passion: the BMW Z1 High-Tech Roadster”. In October 1988, Dr Wolfgang Reitzle, Member of the Board of Management responsible for Research and Development at BMW AG, saw the roadster as far more than just another new model. More importantly, it bore out the success of the innovative development structure deployed at BMW. “As a result of the newly created interdepartmental work processes that have been implemented with our Research and Technology Centre” Wolfgang stated, “in association with Motorsport GmbH and Technik GmbH, “BMW now has unique and highly efficient instruments at its disposal for the development of new cars. The Z1 represents the first project where BMW has ventured beyond a pure vehicle project to test out and successfully employ revolutionary new approaches in this broader form.”

How was the BMW Z1 Constructed?

The car’s backbone was a self-supporting monocoque, constructed from welded sheet-steel parts and then hot-dip galvanised. This ensured seamless corrosion protection for the monocoque and made it substantially more rigid. The zinc coating provided connection and support, especially at the seams and overlaps. The effect was an increase in the monocoque’s torsional resistance of around 25 per cent.

The vehicle floor was bonded to the frame and bolted to the Z1 bodyshell and uniquely, made of plastic. In collaboration with specialists from MBB (Messerschmitt Boelkow Blohm), the Z1 engineers developed a material which combined low weight with high load-bearing capacity. It was immune to corrosion, safe in a collision, and produced smooth underbody contours. The solution was a combination of fibre-composite materials sandwiched together. The resulting structure of two layers of glass fibre-reinforced epoxy resin with polyurethane foam in between produced a floor assembly with a weight of just 15 kilograms.

This construction had the added advantage that the floor unit could be preassembled separately before being completely bonded with the vehicle frame, as well as bolted to the steel structure at certain points. Special bracing incorporated into the sandwich structure enabled high forces to be applied in the vicinity of chassis mounting points and seat mountings, for instance. Indeed, the floor assembly increased the monocoque’s static torsional resistance by a further ten per cent when installed.

The Safety Features of the BMW Z1

With the additional help of the high, oversized side sills and the engine mounts, this structure stood out for its exceptional strength and outstanding accident safety. A transverse tube in the dashboard area combined with the tube used to reinforce the windscreen frame ensured a highly effective protection in the event of a side-on collision. As the tube inserted into the windscreen frame formed a direct connection between the two A-pillars, it also doubled as roll-over protection.

The BMW Z1’s Outer Shell

Although roadworthy, the monocoque was draped in plastic, the Z1 being the first model ever to feature a plastic exterior whose vertical parts were all made of injection-moulded thermoplastics. Resilient and immune to damage, the panels were bolted into place. In theory, it is possible to swap all the panels in a matter of hours to any other colour.

Different types of plastic were used for the panelling parts depending on their task. The front wings, rear quarters, doors and side sills were made from a high-tech thermoplastic that was renowned for its high impact strength, almost completely eliminating the risk of bumps and dents resulting from minor knocks. The front and rear bumpers were made from a highly elastic plastic, designed to fully regain its former shape following impacts at up to 4 km/h (2.5 mph).

The bonnet, boot lid, and soft-top compartment cover were made from special fibre composites. During the production of these plastic components, different glass fabrics (depending on the demands that would be placed on the component), foam core sections as well as the necessary fastenings, such as bolts and braces, were placed into the mould in a dry state. Once the mould had been closed, epoxy resin was injected into it and compressed while being subjected to carefully controlled temperature sequences. Components manufactured in this way combined excellent surface quality and high strength with precisely defined energy absorption in the event of an accident. Despite these advantages, the BMW engineers acknowledged that “it would appear impossible in the foreseeable future to use a larger amount of plastic for making the exterior of mass-produced vehicles”.

The 4 Colours of the Varioflex Paint System

A special paintwork system with three different degrees of hardness. The four possible paint finishes for the Z1 were ‘Nature Green Metallic’, ‘Dream Black Metallic’, ‘Fun Yellow’ and ‘Top Red’. These colours were more than highly descriptive names, their chemical composition was different too. Development work carried out in collaboration with the suppliers had led to the creation of the Varioflex paintwork system. These catered to all the requirements when applying the paint to different plastic materials.

The conventional painting techniques for metal at that time hardly placed any special requirements on the paint in terms of its flexibility. Advantageously, it was relatively easy to obtain a high surface gloss and keep the colour consistent. Due to the differing requirements depending on the specific component involved, the various plastic materials used on the Z1 called for a paintwork system offering three different levels of flexibility. High flexibility for the bumper and side sills, with medium flexibility for the doors and wings.

A hard coating of paint applied to the Bonnet, Boot lid and Soft-Top cover, as applied to a Metal body. Technicians applied the same base coat to all components, providing the car’s actual colour. They then painted the parts with different clear coats based on the required elasticity.

The Z1’s Innovative Sliding Doors

These retracted electrically into the side sills, allowing both driver and passenger to cruise along with the door open. Advanced side protection and high sills made this design legal and safe back then, a feature that remains unique to this day. Two electric motors and a toothed belt drive the mechanism for the doors and side windows. A freewheel function in the motors allowed for manual operation of the doors and windows if needed.

Engineers integrated all electrical and mechanical components into the car’s body to avoid adding weight to the doors. A double mechanical lock design restricted excessive door movement and prevented noise whilst driving. The windows operate independently or automatically return to their original position when the door closes, thanks to a memory function.

Styling and Aerodynamics

The Z1 marked a departure from the long, elongated shape of classic roadsters. Instead, it featured short overhangs, as well as a compact overall length relative to its wheelbase. The joints along the side panels were quite different from the conventional designs at that time.

The new door concept produced a wide, joint-free side sill with an elevated entrance height. This allowed the upper edge of the bumpers and side sills to form a continuous line. The designers tapered the Z1 around the doors, giving the wings a broad, flared look reminiscent of the M3. The BMW kidney grille, fully integrated into the front bumper, sported a smaller, more compact look.

The flat front end of the Z1, the smooth transitions on its bonnet and the windscreen raked at an angle of 62° provided all the right ingredients for a smooth flow of air along the top of the car. The vehicle’s perfectly smooth underbody formed a virtually continuous surface extending from the front end through to the rear axle. The vehicle’s underside rose slightly towards the rear, forming a diffuser that directed airflow at the wing-shaped rear silencer to reduce lift.

Let’s Take a Look Inside

The new BMW roadster’s interior appointments were highly functional. They trimmed the seats and door panels in a combination of new, high-class materials and fine leather. The low-slung seating position, bulky transmission tunnel and wide sills called for a new technical concept for the Z1 seats. The roadster featured bucket-shaped all-foam seats for enhanced lateral support. This afforded the high levels of support needed to be able to put the sports car’s outstanding cornering abilities to the test.

Plastic shells painted to match the car’s colour enveloped the seat backrest, which had the headrest integrated into its outline. The driver’s seat was height-adjustable. The passenger seat tilted forward, improving access to the through-loading area and the hidden, lockable glovebox.

A Masterclass in Suspension Engineering

Low centre of gravity, broad stance, the powertrain and chassis of the Z1 were largely E30 components. The classic BMW straight-six engine, mounted in a front-mid position, powered the car with 170 hp from its 2.5-litre displacement. A central aluminium tube ran from the five-speed manual gearbox to the rear differential to produce a torsionally and flexurally rigid link between the two.

The front axle, borrowed from the 3 Series, used a single-joint spring-strut design. The rear, however, featured a brand-new construction A multi-link axle comprising two transverse control arms and one longitudinal control arm. The Germans dubbed this new rear axle the “Z-axle,” short for “centrally guided, spherical double-wishbone axle.”

The kinematic arrangement of the three control arms ensured excellent directional stability as well as effective anti-squat and anti-dive control. This configuration endowed the Z1 with go-kart-like handling characteristics, with the axle load split in the ratio 49:51. The vehicle’s centre of gravity located some ten centimetres lower than on comparable models.

On the Road in a Motorbike with 4 Wheels

During the launch, the assembled car testers noted that the poorer roads were no trouble for the chassis or provoke any tangible body torsion. The Z1 had a top speed of 140 mph with a 0 – 60 under eight seconds. One tester reported, “it is not the performance that makes the car so appealing, it is the way it drives. Nimble like a go-kart, instantaneous throttle response, goes round bends as if it’s on rails. It fits the driver like a glove, making it so much fun to drive. The open-air driving experience, akin to riding a motorcycle, further intensifies the raw motoring sensation.

Marketing the Majestic Motor

The roadster’s advertising campaign featured the first fully computer-animated product film from BMW. It featured a real-life couple in an actual Z1 gliding through a virtual world for five and a half minutes, wearing the original soft white leather balaclavas that BMW had specially made for the Z1. In 1990 BMW Motorsport GmbH offered the first “Z1 adventure tour” to the south of France. The experience was all-inclusive, designed to be enjoyed with like-minded enthusiasts in the utmost luxury. Three days in the south of France, a flight in a helicopter, powering around the Paul Ricard grand prix circuit near Marseilles with a chance for participants to hone their driving skills, staying in smart sport hotels.

The total price of DM 3,500 (£1,300) even included the Z1 that was provided for the event. A few months later, in spring 1991, the artist A.R. Penck adorned a Top Red Z1 with black graffiti. This added a new member to the legendary series of Art Cars. However, another bright red Z1 was never meant to see the open road. A roadster boasting a wide, sporty chassis and an uprated engine under the bonnet. The Z1 M was a prototype model from Motorsport GmbH sporting muscular wheel arches, a low-slung front end and twin headlights. Two air scoops arched behind the head restraints, and sitting atop either side of the deep rear apron were two pairs of circular rear lights. They transformed the graceful roadster into a powerful racer.

The BMW Z1’s Production Run

Harm Lagaay designed the Z1, and BMW produced just 8,012 between March 1989 and June 1991. Alpina officially released 66 of these as the RLE Roadster Limited Edition. They released the first 4 colours between 1989 and 1990, adding 2 more in 1991.

133 – FunGelb (Yellow)

2301 – Traumschwarz (Dream Black)

3105 – Toprot (Top Red)

2040 – Urgren Metalic (Metallic Green)

193 – Pur-Blau (Pure Blue)

228 – Magic Violet Metalic (Purple)

Reports indicate that BMW produced two cars in GRAU, DEUNKEL GRAU (Gray): AL03043 and AL07393, the latter an RLE in Japan.

How Much Did the Z1 Cost?

When the first production models rolled off the assembly line in early 1989, the Z1’s price climbed to DM 83,000 (£30,000) with 4,000 orders placed. Sales contracts even appeared in newspapers for a premium of DM 20,000 (£7,350).

2014, prices have remained largely unchanged for a number of years, selling between £17k – £24k.

An Owner’s Viewpoint

The new BMW roadster’s interior appointments were highly functional. Craftsmen trimmed the seats and door panels in a combination of new, high-class materials and fine leather. The low-slung seating position, bulky transmission tunnel and wide sills called for a new technical concept for the Z1 seats. The roadster’s bucket-shaped all-foam seats provided the high levels of lateral support needed to fully experience its outstanding cornering abilities.

Plastic shells painted to match the car’s colour enveloped the seat backrest, which had the headrest integrated into its outline. The driver could adjust the seat height, and the passenger seat tilted forward for better access to the through-loading facility and the hidden, lockable glovebox.

How They Compare

Engine BMW Z1 and Hartage Z1

Capacity (cc): 2494 / 2693

Max bhp: 170 / 205

Max Ib ft: 164 / 189

Overall mpg: 24.0 / 23.0

Performance

Max speed (mph): 136 / 139

0-60mph (secs): 7.9 / 7.0

0-100mph: 23.3 / 18.9

Standing ¼-mile: 15.9 / 15.4

Third Gear

20-40: 6.1 / 5.1

40-60: 5.7 / 4.8

60-80: 5.9 / 4.7

Fourth Gear

30-50: 8.8 / 7.3

50-70: 9.4 / 7.8

70-90: 9.6 / 7.2

Fifth Gear

50-70: 13.2 / 10.2 

70-90: —— 13.2

Price

£36,925

To conclude

We thank Rob for his insight into his ownership of his BMW Z1, a rare car, a classic car. A very cool car.

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