has a typically BMW longish throw, and the
interplay between the throttle and the weighty
clutch means even changing smoothly between
first and second demands spoon-bending levels
of concentration for the first few goes.
But the Z3 M is the kind of car that makes you
want to persevere and put the effort in. With
no artificial breathing apparatus to fall back on,
the BMW’s M3 Evolution-derived S50B32
engine can’t make as much power as the Benz,
though its incredible 317bhp from 3.2 litres is
by far the more impressive achievement. The
magic 100bhp per litre was no longer the
preserve of racing cars with the kind of manners
that would make Stig of the Dump look like
a graduate of a Swiss finishing school.
Still, there’s no getting away from the colossal
74lb ft shortfall in torque. Stab the accelerator at
the same 3500rpm that would have the Benz
leaping forward and, while the throttle response
is instant, the M doesn’t seem to have the same
ability to emboss the seatback with your spine
print. But keep your foot in and the power builds
andbuilds,andtheMkeepsonpulling,wellpast
the6000rpmpointwheretheSLKhasthrown
inthetowelandresortedtoanotherratio,and
allthewayupto7600rpm,itsenginenoteshift-
ingeversoslightlywitheachspinofthecrank
untilit’sscreamingitslungsout.
From1999,theMRoadsterswitchedtothe
newerS54enginethathadappearedin thethen-
newE46M3.TheimpactforUKbuyerswas
low,justa coupleofhorsepowergainedand
a moresophisticatedtractioncontrolsystem
thanks to the newer motor’s electronic throttle.
But in the USA, where the E36 M3 and M Road-
ster had sacrificed their individual throttle
bodies for a single one in the name of emissions,
the significance was huge, with the M Roadster
gaining more than 70bhp in the switch.
But both S50 and S54 engines were stuck with
a five-speed manual gearbox, lacking the floor-
pan space to take the six-speed that backed the
same engine in the M3. And while much of the
componentry came from BMW’s contemporary- and critically acclaimed – E36 3-Series, the Z3
didn’t get that car’s multi-link ‘Z’ axle, making
do instead with the semi-trailing-arm set-up
from the 3-Series Compact and older BMWs.
If having that at one end, and something that
is not a million miles away from half a McLaren
F1 engine at the other, sounds like a recipe for
the kind of oversteer even the Hoonigan himself
Ken Block would struggle to contain, the reality
is quite different. Unless you’re ham-footed the
M is predominantly an understeerer, and even
then only when pushed, meaning that you can
driveit hardin safety.Atleastin thedry.
No,theMRoadster’sdynamicdisappoint-
mentshappenattheotherendofthechassis.
LikemostBMWsofthetimeit coulddowith
moreon-centresteeringfeeland,justlikethe
classic1960sroadstersit apes,a wholelotmore
structuralstiffening.TheSLK32’sbodyfeels
farmorerigid,andthedrivingexperiencevastly
moremodernasa result.It feelsmuchlesslike
a low-volumehotrodandmoreofthepolished
factory-builtperformancecarit is.
September 2019 Classic & Sports Car 143‘With so much torque it’s
easy to set the traction-
control light strobing, but
the handling feels secure
and the ride less jarring’
From top: an automatic
’box seems at odds with
the SLK’s sports car image,
but suits it perfectly;
discreet shape has stood
the test of time well