BMW M Review

2006 BMW M 2dr Convertible

The BMW M Roadster and Coupe are like Batman to the Z3/Z4's Bruce Wayne. Sure, Bruce is a nifty guy, with his stately Wayne manor, gazillions of dollars and revolving cast of babes. But if it came down to it, we'd much rather hang out with Batman (just as long as he's not played by Val Kilmer) and his car.

Thanks to a powerful engine, communicative steering and sharp handling, the BMW M has long been one of our favorite tools for tackling serpentine roads. And with its exaggerated long front end and cabin seemingly perched atop the rear wheels, it's about as close as you can actually get to the Batmobile.

The first-generation BMW M was based on the Z3. Unique styling traits, including a sculpted airdam, chrome side gills and aggressively flared rear fenders, made the M look better than its plebian progenitor. It was how the Z3 line should have always looked.

Yet these cars were more than just a cosmetic exercise. BMW's M division (Motorsport) added the M3's 3.2-liter inline-6 engine and stiffened the suspension. A year after the Roadster arrived, the polarizing Coupe debuted with a structure that was 2.5 times stiffer than the convertible, boosting the M's handling capabilities even further. Despite its wild nature (particularly when power was raised by 75 horses), the M Roadster and Coupe remain to this day an entertaining and stylish way to fill that extra spot in your garage.

The same could be said for the Z4-based, second-generation M Coupe and Roadster, but much of its crazy wild-child nature has been replaced with a more mature blend of engine, chassis and design that puts it into the same club as more expensive, elite sports cars. The latest M is head and shoulders above its M predecessor and simply in a different world from the commuting-friendly Z4. In the realm of the Batman metaphor, the current M is a deep-voiced, butt-kicking Christian Bale.

Current BMW M

Introduced for 2006, the current BMW M is available in roadster and coupe body styles. Power comes from a 3.2-liter inline-6 that delivers 330 horsepower and 262 pound-feet of torque to the rear wheels. BMW's M division stuck with a "back to basics" approach, forgoing newfangled technologies like SMG automanual transmissions and active steering in favor of a slick-shifting six-speed manual and hydraulic steering system.

There are other performance-minded upgrades as well, such as a sport-tuned suspension, a limited-slip rear differential and more powerful brakes. Inside, you'll find a small-diameter, meaty steering wheel that we'd special order on every sports car if we could. The M Coupe has a fastback roof line, concealing 10.7 cubic feet of cargo space under its hatch. The Roadster holds a decent 7.1 cubic feet with its soft top lowered.

In reviews of the BMW M Coupe and Roadster, we found that its modus operandi is immediacy: quick steering, instant brakes, direct throttle response and caffeinated ride. It feels like the Z4 the BMW engineers and test-drivers originally intended to build before the focus groups electrified the steering, softened its edges and slowed its reflexes to make it less taxing to drive. The M Coupe is much the same story, with a slightly stiffer structure provided by its fixed roof. However, some might find the car's ride quality to be overly stiff for daily use.

Past BMW M Models

The original BMW M was sold from 1998-2002, with the M Coupe arriving in 1999. It initially came equipped with a 3.2-liter inline-6 that produced 240 hp and 236 lb-ft of torque. The chassis was stiffened and fat 17-inch rubber was added to the Z3 base car. After the redesigned M3 debuted in 2001, BMW shoehorned that car's revised inline-6 into the M Roadster and Coupe, boosting power to 315 hp and 251 lb-ft. Although the M was always a wild child, the new engines put it into Lindsay Lohan territory – but in a better-looking sort of way. A five-speed manual was the only transmission available, which we described as "BMW's best shifter."

A trademark of the M Coupe and Roadster was its selection of eye-catching colors and two-tone leather interiors. The cabin design was largely carried over from the Z3, but a chunky three-spoke M steering wheel and three additional gauges that resided under the manual climate controls differentiated the M model. Legroom was good for even taller drivers, but the non-adjustable steering wheel was lamentable.

Standard features included a limited-slip differential, traction control (starting in 1999), cruise control, heated power seats, power convertible roof with manual tonneau cover, and a Harman Kardon stereo with cassette player. A CD player was optional, as was a sunroof on the Coupe. The Roadster only came with a plastic rear window, which will cloud and need continual replacement.

In road tests, we gushed about the BMW M Roadster and Coupe, even if we found them to be a little unwieldy in their later, more powerful years. Body roll was almost nil, grip nearly excessive and the steering ultraquick for sharp, split-second transitions. The pedals were perfectly placed for heel-and-toe downshifting and the brakes were easy to modulate and immensely powerful. Aggressive driving was rewarded with harrowing corner speeds, but again, the short wheelbase combined with the massive dose of horsepower to make for some twitchy handling at the limit. Keep it below that limit and you should be able to keep it clear of ditches or the odd mountain precipice.

While the Z3 is a classic in the making, the M Roadster is probably even more so. The M Coupe is likely to be the most collectible of them all, though, since it was produced in very limited numbers. But whether you're piloting yours under the sun or under a hatch, the BMW M will be a supremely fun and stylish sports car for years to come.

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* Edmunds.com maintains vehicle data as far back as 1990.