Antonio Silva
I do not think that Mr. Karl Rapp, founder in 1913 of the Rapp Motorenwerke GmbH, - which would be renamed BMW GmbH in 1917, and a year later BMW AG - thought that his company would go on to manufacture, just two decades later, some of the roadster most beautiful in the world. Nor that they would serve as inspiration for the development, during the second half of the eighties, of our protagonist.
The Rapp focused on the design and manufacture of high compression aircraft engines. For its part, the Bayerische Motorenwerke began to diversify its activity into the automotive sector in the early 20s, producing during this period first motorcycles and then automobiles, manufacturing the Dixi under Austin license. It is not until 1932 that BMW begins to design and produce cars on its own, peaking in the latter part of the decade, with the creation of the BMW 328 Roadster. With this the Z1 shares much more than its beautiful blue and white Bavarian logo.
And it is that the 328 Roadster is a two-seater vehicle, with six cylinders in line, overhead valves and 1.971 cc. displacement. With two small doors rounded down and with a very low weight, around 800 kg. In short, a showcase of German technology of its time.
Our protagonist of today is something similar, extrapolated to the 80s ... A small inline six-cylinder roadster, with two small retractable doors, which was equipped with a slightly larger engine with a displacement of 2.500 cc and that served as well. as a technological showcase. There is also some important difference, such as the different approach of the models, since the 328 participated in various sporting events achieving numerous successes, such as the Mille Miglia of the 38 and the 40; while the Z1 is a much less sporty car and clearly more playful.
Z1, figures and technology
«Z» -Future in German, translated as future into Spanish. With this letter, the director of the recently created «Technik», Dr. Ulrich Bez, wanted to name this exceptional vehicle. Presented at the 1986 Frankfurt Motor Show and manufactured between 1987 and 1991, only 8000 cars were assembled. A small failure if we take into account the initial approach of the Bavarians. During '88, BMW claimed to have more than 5.000 formal purchase orders - some sources speak of around 30.000 -, which was the model's annual profitability threshold. Reality finally prevailed and was a disappointment compared to initial expectations, and that is that the Z1 was sold more as a cult and collector vehicle than as a true roadster.
Various publications of the time around the world pointed as a cause to the "low" power or, rather, to the high weight / power ratio, which made the vehicle closer in terms of performance to a convertible than to a sports car. his class.
Of which there is no doubt is that for BMW it marked the beginning of a fruitful saga of bestsellers, with the later Z3 and Z4 models.
103 new units entered our country, through the official BMW distribution network, which represented less than 1% of total production. Most of it stayed in Germany: 6.688 units, which is why many lovers of this model have come to the German market for a long time in search of a copy. Curiously, one of the countries where its philosophy would have fitted the best would have been the United States, although the regulations regarding security made it impossible to commercialize it, due to the doors.
All a declaration of intentions, as I say, with a huge technological deployment for the eighties. In this sense, the team of Dr. Ulrich Bez developed this vehicle for more than three years. The chassis, fully galvanized; the removable plastic bodywork according to BMW in 40 minutes -Ramón, the owner of this unit, has disassembled it last year and ensures that it takes much longer; the interiors, the exclusive “Z” rear axle and the headlights with HID technology were designed exclusively for the model. However, in the engine, the gearbox, as well as in the front end, solutions already used in the E-30 325i were used.
To a large degree, the challenge fell on the BMW supplier park, who were in charge of manufacturing the plastic body components: the “Xenoy thermoplastic” doors were manufactured by “General Electric”, while the body panels were provided by “GRP”. Even the painting itself, whose development fell on the giant «Azko», was a challenge due to the very high elasticity values it had to offer. Today it is one of the owners' headaches, when it comes to repainting, due to the lack of knowledge in many cases of the type of paint and the thermal curing values.
A special mention in the Z1 deserve the retractable doors, with their fully electric opening and closing technology; except for emergencies, when it is possible to unlock them manually. Its mobility is induced by two motors per door, located outside these inside the body; the transmission of the movement is produced by a toothed belt, which makes the assembly to be lifted lighter. The truth is that it is one of the hallmarks of the Z1, and a real pleasure to be able to enjoy driving with them lowered.
We do not have to think about insecurity, when talking about driving like this: BMW carried out an exhaustive safety study for this model, incorporating steel bars under the doors as protection against side impacts; This safety cell was completed with a robust windshield frame that acts as an anti-roll bar.
At the wheel
The day was appropriate, a warm, sunny morning in late September. The place could not be better, the Lozoya valley and its winding ports. And what about the company… Two beautiful Ferraris from the nineties and a Porsche 965 (964 turbo). Seeing Ramón appear in his precious Z1, the others junk I found them excessive, hyper-hormonal.
And is that this little Z, with its 3.921 mm, it is a really compact vehicle, giving the false aesthetic feeling of a light car. Without a doubt, contemplating it with the doors raised and the hood removed, its lines are truly harmonious; not in vain for BMW this car was also an aerodynamic challenge, in which they carried out a great study to minimize the noises produced by the air. They even studied the exit of it from the bottom of the vehicle, does this sound like something to you?
Ramón gets out and gives me the wheel; I leave you the keys to my mount. I press the button on the door; As it descends, I delight in watching it hide. The beautiful sports seats, upholstered in dark green black leather and fine leather, await me on the other side of the ample space that has been left behind the concealment of the door. The maneuver to enter with the roof removed is simple, similar to other sports cars, although it is much more complex than in the Z3, its older brother, for example.
Once settled in my driving position, I look at the dashboard, which I find a bit austere and lacking in charm. From my position I see the speedometer and the lap counter in the center, and two smaller clocks on both sides that are the indicator of the temperature of the water and the gasoline. In the center console, the air conditioning and radio controls.
When the ignition is turned on, the engine comes to life without the slightest hesitation, with a steady idle and an unnoticeable sound. I can only say that I am surprised by its softness, and that is that in a vehicle with this skin you expect something more guttural. I start off calmly, familiarizing myself with the gearbox and the brakes. Again I am pleasantly surprised, and it is that in the Z1 it is still all smoothness.
The change is precise although somewhat slow, the damping firm and the brakes with sufficient bite.
We are picking up the pace and our teammates begin to increase speed, while I enjoy the beautiful sound of the Ferrari V12 in front of me in the open air. And this is when I ask myself, what about mine? It just doesn't sound, and I watch, without being surprised, how they get lost in front of me. As I listen to the chant of its mechanics, I realize what this BMW is made for.
The concept of the Z1 is not that of an extreme sports car, not even that of a sports car. Its values already say so: a 0 to 100 in 9 ”45 is not today, nor was it at the time of its manufacture, no hare; and a peak of 220 km / h, it was totally affordable for any contemporary GTI. BMW's idea for this car was different; It's when you slow down and take it to the open sky through a mountain pass, with the doors down, when you realize that you don't have to run to enjoy it. The way of linking the curves, with a slight tendency to understeer, the soft sound of the breeze accelerating up to 80 km / h and the soft purr of the 6 in line, make a sublime set, that engages, believe me.
But do not think that my little roadster is not good for going fast. It is in this type of route, with good firm and curly lines, where it unfolds with ease. As the curves go by, you realize how easy it is to steer. The magnificent work on the damping, how tremendously well its exclusive rear axle responds, being a fairly neutral vehicle; Obviously this also contributes decisively to its good distribution of pesos -Del / after: 49/51.
As the kilometers go by, I see that I am going at a fairly high pace. In addition, the sound of the engine becomes much more sporty as it goes up in laps, and that is when it pushes decisively. If you drive it on the attack and without fear you can appreciate that it is not only a car to walk around, giving a great feeling of agility, poise and security. I'm having a great time drawing these curves!
I arrive at the port of Cotos and my friends are waiting for me, with a Coke in their hands. We comment on the clear difference in concepts while mentally reviewing the reason for the "failure", in terms of production figures, of this model. Personally, I think that BMW did not know how to win the battle of numbers and sportsmanship, or convey to potential buyers of the Z1 what it could offer them.
In fact, taking advantage of the low power figure, various German companies offered preparations at different levels, through customizations of the engine and finishes. Firms such as AC Schnitzer, Alpina, Hamman, Hoffman, Lorenz, Kelleners or Wiesmann, carried out upgrades up to 330 hp and included aerodynamic accessories and hard roofs, among others.
The truth is that this Z1, which is strictly standard, pushes with good decision, although with 50 more horses it would deal with many sports cars with twice the power.
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Conclusions
In short, would you buy me a BMW Z1? YES, and I would also have done it before trying it, but more by myth, than by what it really is. On the one hand, it is a magnificent collection classic, relatively rare and with a great brand behind it; but it is also a great recreational vehicle, for the enjoyment of spring or autumn afternoons, and even winter, according to its owner.
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Their prices today vary a lot within the national territory, being able to find units from 15.000 euros -to make things small- up to 30.000 of vehicles with a known history and in good condition.
Go ahead, and if you can afford it, don't hesitate and buy one now. I don't think they will stay at current prices, and if you don't believe me, look at the German market and its prices.
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1- ENGINE:
| Definition | Six-cylinder in-line, front-center longitudinal, inclined 20º to the right | |
| Architecture | Cast iron block, light alloy cylinder head; seven-bearing crankshaft, with 12 counterweights | |
| Diam x Carr | 84 × 75 mm | |
| Displacement | 2.494 cc. | |
| Food | Bosch ME-Motronic digital electronic command injection, with cut-off, stable idle, electric pump, atmospheric air intake and lambda probe. | |
| Distribution | Two 44º V-overhead valves per cylinder actuated through a toothed belt driven overhead camshaft. | |
| On | Integrated Bosch ME-Motronic digital electronics. | |
| Lubrication | By gear pump, aluminum crankcase and oil cooler, with thermostatic by-pass | |
| Refrigeration | By liquid, with hermetic circuit, viscous clutch fan and thermostatic controlled electric fan. | |
| Compression | 8,8:1 | |
| Maximum power | 170 hp at 5.800 rpm | |
| Maximum torque | 22,6 mkg at 4.300 rpm | |
| Maximum speed | 6.500 rpm (true cut) | |
2- TRANSMISSION:
| Driving arrangement | Engine and gearbox in rear-facing forward position, linked by a rigid hollow tube (through which the transmission shaft runs) to the suspended rear differential; rear drive. | |
| Clutch | Dry single disc, diaphragm (229 mm), with hydraulic control. | |
3- FRAME:
| Chassis | Self-supporting steel monocoque, with safety arch integrated in the front pillar, plastic underbody and synthetic material bodywork. | |
| Front suspension | Independent, with lower transverse oscillating arms, hydraulic shock absorbers and stabilizer bar; aluminum hub carrier and coil springs and stabilizer. Complete train taken from the M3. | |
| Rear suspension | Spherical axis type "Z", with longitudinal arms, lower and upper transverse arms, helical springs located at the ends of both, hydraulic shock absorbers and stabilizer bar. | |
| Address | Assisted zipper. Ratio 16,6: 1 | |
| Turning diameter | 10,3 | |
| System braking | Independent double circuit, with ventilated discs at the front (260 mm in diameter) and solid discs at the rear (282 mm in diameter), with ABS as standard. | |
| Tires | Aluminum, 7,5J x 16 ”FS-BMW (7J x 15” option) | |
| Tires | Pirelli P700 from 225/45 ZR 16 (205/55 VR 15 ”in option) | |
3- LEVELS:
| Battle and tracks | 2.447 mm and 1.456 / 1.470 mm | |
| Long wide high | 3.921 / 1.690 / 1.277 mm | |
| Weight : | 1.250 Kg | |
4- BENEFITS:
SPEED:
| Absolute maximum | 221,53 km / h at 5.846 rpm in 5th | |
| ACCELERATION: | ||
| 0-100 km / h | 9 ”45/100 (in 1st, 2nd and 3rd) | |
| 400 meters, exit stopped | 16 ”64/100 | |
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