Mosky’s Musings: The 2000–2003 BMW Z8 and the 2005–2006 Ford GT: A Comparison in Two Parts
A face-off between the BMW Z8 and The Ford GT seems a reach. Most consider the Ford coupe a race car for the street while the BMW is thought of as a bit more docile and perhaps one of Germany’s and the era’s best offerings for grand open top touring.
There are parallels. Both are halo cars built in relatively small numbers to bring attention to the brand. Both were brought to market early in the century and both would harken back to a favored era and offering. Collectors embraced them and the Z8 and Ford GT have experienced significant price appreciation within a few years of their release.
A Ford GT for the street was conceived during the run up to the marque’s centennial celebration. Ford’s most glorious days on the international racing circuit came after a rebuff by Enzo Ferrari; Ford had successfully negotiated purchase of the Italian company when Ferrari suddenly withdrew. Revenge was sweet and Ford GTs dominated LeMans from 1966 -1969.
Though interest in the manufacture of a street car waned during development of the prototype, its release and resemblance to the real deal racer evoked such a positive response that Ford executives reconsidered. Ford GT’s were made available to their customers in 2005.
The Z8’s inspiration came from the past. Its race history came after the fact. Designer Henrik Fisker imagined BMW’s most famed sports car, the 1956–1959 BMW 507 …as it would “have looked if it evolved like the Porsche 911 evolved.” An auto show introduction as the Z07 met great success and Z8’s hit the showroom in 2000.
The Z8 shared its engine with BMW’s E39 M5. It was dubbed the S62. Tuners, most notably those at Dinan, found them reliable and capable of over 600 HP. A decade after the Z8 ceased production, S62 powered racers run under the banner of Team Target Chip Ganassi were winning numerous IMSA Daytona Prototype Series events including the 24 hours of Daytona!
I’ve driven both cars; let’s explore the Z8 first.
The interior is sumptuous. Leather surfaces abound. The dash evokes the fifties as does the steering wheel, obviously inspired by the multi-spoked Bluemels wheel used in sports cars of the era. The seat is comfortable and side bolsters not so prominent as to intrude upon an American’s body.
All Z8’s came with a color matched accessory hardtop which did little to lessen road noise at speed. Ditto the soft top. Open top motoring for the purist is a joy. One seems to sit high in the car and there is a bit more wind buffeting than one might expect in a luxury sports car.
The Z8 is as docile as any around town. The six-speed shifter, the clutch and steering require little effort. The gear box is precise. Impressive torque allows the driver significant rpm latitude. The chassis seems rigid (more later) and feels more stable over bumps than many convertibles.
The Z8 is and was fast. Car and Driver reported 0–60 times of 4.6 seconds and a 13 second quarter mile. BMW’s electronic governor enforces a top speed of 155.
I never pushed the car to the edge of traction. It was easy and predictable to drive at speed.
“Tossability” is an endearing quality in a vintage roadster. Electronic stability aids prevent this. Opinions differ whether automotive nirvana is achieved when these are disengaged.
Convinced? Let’s explore a purchase. The Z8 has already achieved cult and classic status. Be prepared to open your wallet but do it for the right car.
Color is a matter of taste but it does affect value. 3182 Titanium Silver Cars were produced. Less common colors (there were 1572 Black, 319 Topaz Blue, 291 Red and 196 Stratus Gray Z8s) seem to command higher resale prices.
I spent time with Eric Keller, CEO of Enthusiast Auto Group in Ohio. Together, we reviewed a Z8 offered at auction.
Enlightened, I learned the rolling coin test! By 2006, many BMW Z8 owners had become aware of frame damage. Potholes and rigid tire sidewalls were initially blamed. The damage to the aluminum frame could be detected by a doming of the normally flat strut tower tops or a narrowing of the gap on one side of the hood. A quarter should be able to be passed deep in the gap between hood and fender from cowl to headlight assembly. It didn’t in our test car, the strut towers were domed and bolts normally parallel were splayed outward. A Z8 club thread displays this well. http://www.bmwz8.us/forum/frames/first-frame-thread-jan-13th-2006-a-400.html.
In 2006, BMW issued the Performance Package; it consisted of circular supports to be placed above and below the uppermost portion of the strut towers and a transverse brace that would run across the engine compartment from one upper frame rail to the other. It might prevent damage but tolerances were too fine to allow it to be used after the fact. The cure: send the car back to Germany for a new frame and its installation, all at the owner’s expense.
Tail light failure occurs frequently manifested by intermittent high frequency blinking or flickering before complete failure. Corrosion, heat, and neon dissipation have been suggested as etiologies. Eric notes that the bumper has to be removed to replace the sealed unit. He estimated cost if a single side fails as $3400. BMW had a good will replacement program for European owners. No such luck for those in the US and Canada.
The xenon front lights rarely fail; they do fog and replacement is the only cure. Cost is close to $1000. They were fogged on the auction car.
Check the interior as well. Eric pointed out that the dashboard’s leather covering had shrank and wrinkled, a common malady.
Most Z8 owners are meticulous and clean their cars frequently. Should they kneel on the side of the seat, the plastic bases can crack; replacement and installation can cost $1000 per side.
Check the radio for function and all the usual suspects: seals, fluids, compression etc. Many year 2000 Z8s had piston ring problems with excessive oil consumption. Most have been corrected under warranty.
Eric was a kind enough to provide a list of accessories. Collector car owners tend to hang on to them. If your BMW Z8 coffee table book is missing, there’s one available on Ebay for $1800.
Discouraged? That is not our intent. At My Classic Garage, we seek to inform and not to discourage buyers. Knowledge is power and often saves a lot of money.
Want to complete the comparison and learn more about the Ford GT? Watch for our next column or better yet subscribe.
Many thanks to Eric Keller of Enthusiast Auto Group, a BMW specialist, and Joey Limongelli, author of Ford GT 2005–2006, The Complete Owners Experience for help in the preparation and illustration of this article.
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