First look at the fourth-gen BMW M3

We suspect it might be something special, this new fourth-generation BMW M3. A car that takes the sonorous engine note, rabid performance, superb chassis balance, impressive build quality and pure technical brilliance of its predecessor and hauls every last nuance of it to a whole new plane. A car not so much to admire but to lust after. A car to thrust BMW’s M division ahead of Mercedes-Benz’s AMG and give the engineers at Audi Sport more than a few sleepless nights.

And special it is. Four weeks after BMW unveiled its M3 concept at the Geneva motor show, the German automaker is now revealing the production version of the 2009 M3 due to go on sale in North America in mid-2008.

As electrifying as the third-generation M3 was to drive, there was no way a mere upgrade would do for the fourth-gen model—not with heavy-hitting competition such as the Mercedes-Benz CLK63 Black Series and the Audi RS5 ready to join the party. Although BMW’s M division hasn’t deviated from the front-engine, rear-wheel-drive format that has underpinned every model, the new M3 appears to have evolved into something more grown-up. It’s still astonishingly quick from point to point and no doubt utterly decisive in its actions but perhaps a little more grand tourer and practicality than the out-and-out racer this time.



The story of the new M3 begins in 2002 with the M division’s decision to proceed with a 4.0-liter V8 engine in place of the outgoing model’s sublime 3.2-liter inline-six. “It wasn’t so much us thinking the new car needed a larger powerplant than news that the competition was preparing cars in excess of 400 hp,” says the company’s development boss, Gerhard Richter, adding, “To stay in the game, we simply needed a bigger engine with greater power.”

With work on the M5’s 5.0-liter V10 already well advanced at the time, it comes as no surprise to find the two engines share the 90-degree cylinder-bank angle and a lot of other common elements, including bore and stroke measurements, four-valve-per-cylinder layout and 12.0:1 compression ratio.

With double Vanos variable valve timing, individual throttle butterflies for each cylinder and highly sophisticated electronics capable of doling out a staggering 200 million operations per second, the new V8 is a classic piece of M division engineering—intended to be equally fit for the racetrack or the open road.



Thanks to the aluminum block, magnesium cam covers and aluminum-silicon alloy for the crankcase, the V8 weighs just 445 pounds—about 30 pounds less than the inline-six it replaces. With 420 hp at 8300 rpm, the new V8 delivers 77 hp more than its predecessor, while torque is up 26 lb-ft to 295 lb-ft at 3900 rpm.

The M3 is also a techno-marvel. BMW’s recently unveiled brake energy regeneration system stores power generated on a trailing throttle and under braking, using it to top up the battery when required rather than drawing precious power from the engine to spin the alternator. The new engine’s ability to rev to a stratospheric 8400 rpm is the real defining element, however. “It is what sets our cars apart,” says Richter.

Having experienced the raucous bark of the new V8 up close, we can confidently say it should possess the characteristic sharp throttle response and rev-driven attitude of the six-cylinder engine it replaces, combined with the added low-end punch and high-end heroics that come with the extra two cylinders and increased capacity.

The new car gets a six-speed manual gearbox with a revised 3.82:1 final drive, dumping power through a hydraulic differential providing 100 percent lockup to the rear wheels. The result, according to Richter, is a car that has lost none of its renowned traction qualities yet can be pushed into lurid powerslides despite the addition of nearly every driving aid in BMW’s new catalog—ABS, ASC, CBC and DSC for those keeping tabs. A double-clutch gearbox might be closer to introduction than first thought, since there will be no sequential-manual gearbox option.



M division design boss Ulf Weidhase modified the exterior to appear even tauter and more athletic than the standard car. Cues include a deep front spoiler carrying a trio of large ducts to feed air into the engine bay, a distinctive hood power dome, signature chrome gills behind the front wheel arches, widened fenders, an extended rear valance, four chromed tailpipes and 18-inch forged alloy wheels. The lightweight carbon-fiber-reinforced roof helps lower the center of gravity.

The production coupe shown here is the first of four M3 variants. A convertible, sedan and wagon also are in the works, the convertible fitted with a folding aluminum hard top.

BMW claims 0 to 62 mph in 4.8 seconds, 0.4 second quicker than the previous model. But don’t make the mistake of dwelling too much on the M3’s straight-line performance—handling and agility have always separated the M3 from its rivals. The latest model uses a combination of MacPherson struts up front and multlinks at the rear; however, the wheelbase is dramatically longer and wider, and the suspension geometry has been radically altered. Buyers will also be able to specify electronically controlled dampers providing three levels of firmness: normal, comfort and sport. They are chosen via the new MDrive button that also is used to alter engine mapping and steering response. Ventilated disc brakes measuring 14.1 inches up front and 13.8 inches at the rear complete the package.

The only question remaining is whether the sum of the new M3’s spectacularly sophisticated new parts can match its predecessors from the past 21 years. We hope looks—and hardware—aren’t deceiving.

-Autoweek

 

I like BMW thinking, especially the notion of "staying in the game". That is why BMW sell cars and Mazda's having a hard time selling RX8s. Mazda needs to wake up and get in the game.

 

i like the color alot.

 

I'd take a NA 20B FD over this any day - but I still would not mine owning one.

 

With the stock 335i coupe so blazingly fast and such a good handler, I'd rather buy that and do something else with the money saved.

 

This car epitomizes everything wrong with BMW. The damned thing now weighs 3500lbs! I don't care if it has 5002324214 hp. But thanks BMW, this will help me save money by not buying your bloated cow.

 

Don't forget overpriced.

 

throw some of the price difference and add to the performance and it will be amazing

 

Ugh. Another reply lost to the database issues that dare not speak its name.

I don't like this at all. In the profile, the back section tapers upward and is too long. Makes it too sedan-like. It's supposed to be a coupe. There are some odd lines and that weird lump on the hood. But because it has a V8 people will sell their children to own one.

 

I personally think it looks great. The 3 series coupe doesn't seem to photograph well and looks much better in person. I don't doubt its the same case for the M3.

 

I think I might take advantage of all the craze over this M3 and sneak out with a 335xi when it comes out. The 335 has much more performance potential with twin turbos. People are already saying that car is severly underrated in the power dept. And Vishnu already have the car around 340ish rwhp with just editing the fuel delivery.

 

Some movies:
http://www.youtube.com/watch?v=UOwHOPtrLNo
http://www.youtube.com/watch?v=F2r4g-eaZ6c&NR=1
http://www.youtube.com/watch?v=oV7li...related&search
http://www.youtube.com/watch?v=JetRo67l6mc

More press shots:



Alpine White:

 

Wow that white looks unbelievable. This might replace the Interlagos Blue as my favorite color. Imagine that car with the red leather interior!

 

Looks better in white than red. Still overpriced and heavy.

 

I guess overpriced is relative to what you have or are willing to spend. I think it's a pretty good deal.

And the weight is not yet confirmed, as far as I have seen. Sub 3500lbs doesn't seem to heavy to me for what it is.

 

I'd hit it

 

hood tumor.....
________
MyPuzzyStoryxxx

 

BE, thanks for posting more pics. Front view is good and the back view is teh sexy. I really wish the Evo X would adopt more sloping inward lines from the bottom up as far as the rear angle goes (right now it bubble in and out with no real pattern). Anywho, the profile still seems weird. The area in front of the front wheels is so short compared to the area behind the rear wheels. It just looks very sedan-like and doesn't fit at all. Completely ruins it. I would really hope they do something about that. Everything else is superb.

 

^ Agree--the profile is the least attractive aspect of the car. For me the its all these lines and concave and convex areas run a muck.

 

I just ordered it!

 

Prove it.

 

this is one of the two cars I'm considering buying when I sell my RX8 next year.

I've been reading on the 335i - very impressive with the twin turbos, and what Vishnu tuning has done with it. For the price of a 335i + say $5,000 in mods. It would SEEM (keyword SEEM) like it might be able to whoop up on an M3.

My only problem with the 335i -- it looks like every other damn BMW out there. At least around here i see everyone and their mother in tons of 3series. In terms of sportiness and looks, the 335i is NOT for me.

Maybe its vain - but after the RX8 any car I buy has to have show along with the go. The new M3, doenst blow my socks off, but Im reserving judgement till I see it in real life.

The Nissan GTR however... has all the looks I crave to go with insane power.

 

I'll take one in white please. Too bad it's out of my price range right now.

 

the white does look very good but something is lacking, the rear bumper looks like it sits too high.?

 

Thats what I'm saying about the 335i. The new M3 is starting @ $60k, and you all know what that means. By the time you throw in 19s, metallic paint, alcantera interior pieces, NAV, etc etc etc you could easily be north of 70K. Thats getting into the territory of a lot of other cars, including the Audi RS4 (which I think has a better suspension, better brakes, nicer interior). I just priced out exactly what I wanted in a 335i for $45k. Makes for a tough decision to go with the M3. BUT, there is that whole thing about owning an M car......

From what I'm hearing, anything but the base GTR will be in the $80k territory. Thats a lot of cheese for a Nissan when you could have a Porsche Carerra for that money.