Oh, you lucky devil.

Whatever the circumstances - grown kids, no kids, rich parents, a lofty automotive budget and a sensible car in the driveway - you're in the position where a back seat is no longer a requirement. If you are in the position where a two-seat roadster makes sense, by all means, I urge you to go for it.

Two-seaters make for an intimate kind of motoring, so this is an intimate kind of test. A price ceiling of $32,000 ruled out expensive roadsters from Porsche, Audi and Mercedes-Benz, leaving us with two tempting motoring morsels: the BMW Z3 2.3 and the Mazda Miata. (Honda's new S2000 also falls within this price range, but was not available for testing at the time of writing.)

Before we take off, one quick note: these cars are not very practical. Their trunks are tiny (you can always rent a U-Haul), they are vulnerable in collisions (but better at avoiding them), and the BMW cannot fit a child seat (no matter, you can't truly appreciate the car unless you drive it, anyway. The Miata has a passenger airbag disable switch). If you can live with that, then you're in luck, because owning a roadster really is everything it's cracked up to be.

Top down, sunglasses on. Twist the key, let up on the clutch, and let's hit the road.

The Z3 made its debut four years ago in the James Bond movie "Tomorrow Never Dies." Bimmer's new roadster was slick, smooth and suave, just like Agent 007, but with its anemic four-cylinder engine, the Z3 may not have quite been up to Her Majesty's Secret Service.

Last year, BMW dropped the four-cylinder engine (for the American market, at least), leaving the 2.5 liter inline six as the Z3's base engine. For 2000, the Z3's backside gets a new look, with L-shaped taillights and mildly revised rear bodywork. Subtle chrome rings now adorn the Z3's headlights, while upgraded materials, new switches, an analog clock and a three-spoke "M Technic" steering wheel spruce up the interior. James Bond would be suitably impressed - unfortunately, he's since moved on to BMW's new Z8.

With a base price of $31,870 including the destination charge, the Bimmer just sneaks under our $32,000 barrier. Keen eyes (and not-so-keen ones, for that matter) will notice that the test car cost significantly more - $4,210 more, to be exact. The optional equipment on the test car consisted of comfort and convenience items, none of which affected the driving experience, so I allowed this Z3 into our test. Besides, I'd have to be nuts to turn down a week with a Z3!

Bimmers are noted for their on-road prowess, so it's no surprise that this roadster is a graceful performer. The 2.5 liter engine produces 170 HP and 181 ft-lbs of torque. (There's some confusion about the Z3 2.3's nomenclature. BMW uses the "2.3" designation for this engine to avoid confusion with the 2.5 liter turbodiesel which powers the European-market 325 and 525.) Perfect balance is inherent in the inline six-cylinder layout, and the Z3's smooth-as-silk motor feels just as happy at 2,000 RPM as it does at 5,000. Rev it hard and it sings out a soulful moan, possibly the sweetest song this side of a Ferrari. Acceleration is strong and smooth, though the 2.5's no pavement burner - for that kind of action you'll want to check out its big brother, the Z3 2.8, or the all-out M3 roadster - but for the cut-and-thrust of the daily commute, the 2.5 provides all the power you'll need. A light clutch and precise gearshift make easy work of stop-and-go traffic, but a four-speed automatic is on offer for those who prefer to avoid the three-pedal dance.

Wide 225/50 performance tires on 16-inch alloy wheels give the Z3 tons of grip in the curves, and getting the Z3 unsettled requires a serious effort.

Run the Z3 to the ragged edge, and BMW's Dynamic Stability Control (DSC) goes to work, braking selective wheels to keep the car pointed in the intended direction, while the traction control system keeps this rear-drive coupe from spinning out should the driver apply too much power in the corners.

This test included a run down LA's twisty Mulholland Drive, but with the caution required by the blind curves, I could barely evoke so much as a squeal from the Z3's tires. Some drivers will appreciate the safety net of the Z3's handling, but others may lament that its limits are so often out of reach.

Thanks to its smooth and sporty demeanor, top-up motoring in the Z3 doesn't feel quite as pointless it does in the Miata. One option on the test car was a power top, though the driver (or the passenger) still needs to open two release latches and push the top up before engaging the electrics; likewise, when closing the roof, the job must be finished manually.

Herein lies the Z3's glaring fault: the test car's roof was difficult to line up with the top of the windshield, and I was constantly bashing my fingers with the Z3's knuckle-busting top latches. The Miata's pain-free latches employ a superior design. And the Z3's plastic rear window can be counted on to discolor over the years; the glass window on the Miata won't have this problem.

Another source of debate was our test car's color - or, more specifically, its name. I expected one of the fancy names the auto industry is famous for - "Copper Mica Metallic," perhaps, or "Deep Sandy Rose." Perhaps something whimsical, like "Midnight Desert Clearcoat." Turns out this eye-catching shade of metallic brown is called - you guessed it - "Metallic Brown."

Memo to BMW: This does not translate well into English. Opinions on the color itself were mixed, but despite the Z3's popularity here in Southern California, the Z3 I drove attracted a lot of stares.

Good stuff: Smooth and suave, with a decidedly upscale feel; reasonably priced as far as prestige two-seaters go

Bad stuff: Knuckle-buster top latches; high handling limits make it feel a bit sedate

Hard to believe, but it's been 11 years since the Miata made its debut, ushering in a new era of retro styling and top-down, two-seat motoring. The Miata's mission was to deliver the open-air bare-bones feel offered by British sports cars of the '50s and '60s, without the mechanical headaches for which these cars were famous.

The launch of the Miata triggered a renewed interest in the roadster, and we've seen a host of variations on the theme from other manufacturers, including the BMW Z3.

When the Miata came in for a redesign in 1999, Mazda could have followed the followers and moved the car upmarket. Instead, they chose to keep the Miata true to its original concept, a decision for which we are eternally grateful.

The biggest change was to the styling; the basic shape is the same, but the car now sports the aggressive, muscular lines of the late (and lamented) RX-7 sports car. The most controversial change was the elimination of the Miata's pop-up headlights, which were replaced by almond-shape lenses. Personally, I miss the old headlights, but I like the Miata's new facade - viewed from the front, the bright red tester reminded me of a baby Dodge Viper.

Inside, little has changed. The Miata's a tight squeeze - I'm 5'6", but sitting behind the Miata's wheel made me feel like a six-footer. Once settled in, though, the driving position is fantastic. The bulging hood stretches out before you, the three-spoke Nardi steering wheel is well placed and looks great (the hub is so small, it's hard to believe there's an airbag in there), and the stubby shifter seems to place itself right under your hand like a dog looking for a scratch behind the ears. The manual top is incredibly simple to lower - yank open two latches and toss it back. If the weather is good, there's no excuse not to flip the Miata's lid.

Once under way, the Miata presents a sharp contrast to the Z3. The Bimmer coddles; the Miata aims to put as little as possible between the driver and the road. The Bimmer's six sings; the Miata's 1.8 liter 4-cylinder engine (its output upped to 140HP last year) utters a raspy buzz reminiscent of its British forebears. The Bimmer's handling is out of sight; the Miata's handling is super-responsive, safe and predictable, but a skilled driver can explore its limits with a comfortable margin of safety.

It is said that a truly great driver's car becomes an extension of the driver, but in the Miata, the whole experience - the open top, the diminutive dimensions, the razor-sharp steering, the subtle feedback telegraphed from the road to the driver's backside - gels to form something unique: the driver becomes an extension of the car.

Back to Mulholland: The run through the twisties didn't go quite as fast as in the Bimmer, but it was a lot more fun.

Our Miata's handling skills were improved by an optional Sport Package that included a performance-enhanced suspension. The downside of this option is that it firms up the Miata's ride to the point that some folks will find it uncomfortable on long trips. If you're considering a Miata, be sure to test drive both versions -- even without the sport suspension, the Miata still handles like a go-kart.

New for 2000 is an LS version, which includes leather seats, 15" alloy wheels, cruise control, and an upgraded stereo. ABS is available, but only on the upscale LS. We'd like to see ABS available on the base Miata, too.

Miatas start at $21,245, and our tester added the sports package, air conditioning, fog lamps, and a few appearance items, for a grand total of $24,815, including destination. That's a hell of a lot more expensive than the Miata used to be, but it's still $7,000 south of the Z3's starting price.

Good stuff: Sharp, accessible handling; easy to lower top; least expensive roadster you can buy

Cautions: Handling suspension makes for a bumpy ride; not the bargain it once was

Is the Z3 worth the $10,000 price premium over the Miata? More money certainly delivers more car - the Bimmer offers more power, more luxury, and more grip in the curves than the Miata. Yet all its comforts haven't diluted the experience of a true sports car. The Z3 is gentle enough, but on the track, it is a force to be reckoned with. Don't forget: this is a BMW we're talking about.

But for the driving purist who believes that less is more, the Miata is the way to go. It's a prodigious handler, but its limits are approachable. It's a willing playmate who will never give you more than you can handle: cautious drivers will appreciate its firm set in the corners, while amateur hot-rodders will be able to flirt with the Miata's limits of traction, and advanced drivers can tail-slide the Miata to their heart's content.

Never in a million years would I turn down the chance to own a Z3. But the Miata's just so much more accessible - both in the driving experience and the price. If you're looking for luxury and performance, the Z3 is the way to go. But if the undiluted sports car is what you seek, you don't need to spend that much money - what the Miata lacks in prestige, it more than makes up for in thrills.

Vehicles Tested:

2000 BMW Z3 2.3

(includes air conditioning, antilock brakes, power windows, power locks, power mirrors, AM/FM stereo with cassette deck, alloy wheels), $31,300; metallic paint, $475; leather interior, $1,150; power-operated convertible top, $750; heated seats and mirrors, $500; sport seats, $400; fog lamps, $260; cruise control, $475; CD player (in place of cassette deck), $200

Destination charge: $570

Price as tested: $36,080

2000 Mazda Miata

(includes power windows, power mirrors, power steering, AM/FM stereo with CD player, alloy wheels), $21,245; Sports Package (includes larger wheels and tires, sport suspension, limited slip differential), $995; Appearance Package 1 (includes front air dam, side sills, mud flaps), $595; air conditioning, $900; windblocker, $150; fog lamps, $250; floor mats, $80; California LEV emissions, $150

Delivery charge: $450

Price as tested: $24,815


Home, James