Driving Impressions
reviewed by
We've driven all of the previous BMWM3s, but we haven't experienced the acceleration, braking, steering and handling built into the current generation in any of the others. These cars will appeal most to enthusiast drivers who look forward to track day.
The 2010 M3 is a technical tour de force, regardless of body style, with all the latest high-performance technology baked in. It's one of those cars that leaves reviewers mumbling for new and unusual superlatives, because it stands head and shoulders above previous-generations in technology, sex appeal and, most importantly, performance.
Its V8 engine is powerful, willing and revs to the moon. The slick double-disc clutch and six-speed transmission are race-quality. The fat, sticky tires grip like race slicks, while the chassis and suspension can make novice high-performance drivers feel like pros. The onboard electronic systems evaluate conditions 200 million times per second so that the car knows exactly what to do next on the road or race track. There's something very different about the way this M3 behaves, and most of that difference is under that newly domed hood.
While all three previous M3s were powered by either inline four- or six-cylinder engines, the current version is the first to use a V8. It's a 4.0-liter 32-valve, 414-horsepower all-aluminum masterpiece that shares much of its design and componentry with the 5.0-liter V10 engines used in the bigger, more expensive M5 and M6 performance cars. The M3 V8 features variable valve timing on both intake and exhaust valves (which BMW calls Double VANOS). It has eight individual throttle assemblies, like racing engines. It makes 22 percent more power than the last M3 engine, and its 8400-rpm redline is higher than any BMW production engine before.
Yet, thanks to aluminum-intensive construction and high-tech features, the V8 actually weighs less than the six-cylinder engine in the previous M3, and it uses less fuel to generate a given amount of horsepower. With a 12:1 compression ratio, it also demands expensive 95-98 octane premium fuel.
Driven for all its worth, this M3 is nothing short of spectacular. Its test-track numbers (0-60-mph in 4.7 seconds, top speed electronically limited top speed of 155 mph) hover in the same territory as exotic, pure-bred sports cars. Indeed, the free-revving M3 delivers a pure-bred, track-tuned feel, and that might merit a warning for the typical consumer. In certain respects the M3 is a more demanding car than BMW's twin-turbo, six-cylinder 335i models, which are outstanding performers in their own right. The M3 makes the driver work a bit harder to get the most out of it, and that's probably as it should be. But for the driver who doesn't typically do the work or seek that extra performance, the M3 might not seem worth the substantial price premium over the standard 3 Series cars. We'd guess that many drivers will be just as happy, and impressed, with the 335i.
Underneath the M3's slick bodywork, its lightweight suspension system is enhanced by one of the most wonderful, linear and responsive power steering systems we have ever used. The differential has a locking feature than can transmit up to 100 percent of the available engine power to whichever rear tire has more traction. The tires are special M3 versions of the Michelin Pilot Sport, P245/35ZR-19s on 19-inch alloy M wheels.
The huge ABS brakes, 14.2 inches front and 13.8 inches rear, feature iron rotors and aluminum hubs, with ventilated discs all around. A unique brake energy regenerating system, usually found on hybrids, uses the brakes to charge the battery and shuts off the alternator during acceleration and cruising. There's an optional competition brake system that's even more powerful than the standard brakes, and virtually impervious to brake fade under the most demanding use.
The M3 also offers a host of electronic chassis systems such as traction control, dynamic stability control, cornering brake control, a start-off assistant to keep the car from rolling forward or back on grades, and three different shock absorber modes with the optional EDC system. If desired, the dynamic stability control system can be disabled completely for track events. There are two different power steering assist modes, selectable through the iDrive button on the center console.
There's another optional feature called MDrive, and it allows the driver to preset all of the engine, steering, shock absorber and other electronic systems to personal taste. Appropriately configured, MDrive can transform the M3 from boulevardier to near-race car at the touch of a single button. We expect that enthusiast drivers will appreciate this option, and invest the energy required to experiment and settle on the right electronic combinations.
If that sort of investment doesn't sound like a particularly appealing proposition, then one of the other, outstanding 3 Series models might make a better, less-expensive choice than the M3.
Next Page