2008 BMW M3 Review

Specifications

The boys from BMW’s M division have been hard at work tying up a naggingloose end. The Bavarian automaker has expanded the range of its sportiest division in recent years, with a new M6 and M6 Cabriolet, a new M Roadster and hardtop sibling dubbed M Coupe, and a new version of its legendary M5, but the most popular M of all, the 3-Series derived M3, is nowhere to be found. Fortunately for M3 fans, the wait for the all-new fourth generation M3 is almost over and car enthusiasts the world over are officially allowed to get excited.

When the new M3 arrives, the alphanumeric marriage of M and 3 will have lasted 22 years. Back in 1986, BMW’s Motorsport division was required to build a homologation vehicle which would allow it to compete in Group-A touring cars. The result was a tuned E30 3-Series two-door coupe that was transformed from a junior luxury sedan boasting the blue and white roundel to a bona fide sports car. Boasting a testosterone infused bodypackage and race inspired chassis tuning, the first M3 instantly found its way into enthusiast’s hearts. Instead of the range-topping inline-six from the 325i, BMW chose to use a smaller, lighter 2.3-liter four-cylinder that produced 195 horsepower. When you consider that a Corvette of the era could only muster 230 ponies from its 5.7-liter V8, you get a bigger picture of the performance the M3 was capable of delivering. Further developments on the original M3 resulted in the Evolution I, II and III models, the last of which produced as much as 238 horsepower. The first M3 set the bar for future generations as the one to beat on the road and on the track.

The evolution of M3 continued, adding two cylinders as it eased into the E36 body style. Now with BMW’s super sweet inline-six under the hood, output numbers increased to impressive levels. This generation (1995-1999) began life as a 3.0-liter which grew into 3.2-liters in its twilight years. With240 horsepower, it treated drivers to pleasures that far exceeded its performance on paper and was available for the first time in North America as a four-door sedan as well as an open-top convertible. Still fresh in our minds is the E46, which bowed in 2001. This generation was more overt in letting the world know of its performance potential, and though it was slightly more luxury oriented than its lively predecessors, it delivered performance worthy of its M badges. Spinning to 8,000 rpm and making 333 horsepower in the process, the most recent M3 still lived up to all the street cred its ancestors enjoyed in the enthusiast community. Its inline six-cylinder engine lives on in the new M Coupe and M Roadster.

For 2008, changes are again of the monumental variety: for the fist time ever, BMW is shoehorning a V8 into the M3’s engine bay. To all thepurists out there, before you go crying into your Lowenbrau, understand that the all-aluminum V8 weighs 33 pounds less than the outgoing model’s inline-six, which used a block made of heavy cast iron. Essentially, this engine is the V10 from the M5 with two cylinders lopped off. The loss of cylinders drops displacement from 5.0 liters to 4.0, resulting in 295 lb-ft of torque and 414 horsepower at 8,300 revs. This comes close to matching the ultimate Audi sedan, the RS4, in terms of horsepower, though it does it without direct injection and with 12.2 fewer cubic inches of displacement. With the exception of the low-volume V8 found in Ferrari’s F430, this is the highest revving V8 in a production car with a redline of 8,400 rpm. As always, this naturally aspirated M-Power engine is a real screamer. It comes with BMW’s usual smorgasbord of technology, including eight individual throttles and a stratospheric 12.1:1 compression ratio.

The M3’s engine will also receive the Brake Energy Regeneration system thatdebuted on the 1-Series not too long ago. This technology acts similarly to the systems found in hybrids, where energy is captured during braking by the alternator to charge the car’s regular battery. In addition, the alternator is decoupled from the engine to reduce load during regular driving conditions, though, if the extra juice is needed, it’ll automatically kick in.

Another piece of good news for the aforementioned purists: BMW will initially only offer a 6-speed manual when the M3 goes on sale. If you despise pushy electronics telling you what to do and when, this is the transmission for you. If you’re spending most of your time on a racetrack or are a big Gran Turismo fan, the 7-speed SMG gearbox from the M5 should soon be on its way. Rumor has it that a dual clutch version is in the works (allegedly dubbed DCT) that promises to challenge SMG for quick shift intervals, as well as vastly improved smoothness when operating in automatic mode.

In addition to this mechanical madness, the new M3 has a few othertricks up its sleeve. To reduce weight it employs a number of strategies, such as the carbon fiber reinforced plastic roof a la M6, and an aluminum hood plus aluminum front and rear suspension systems. Despite these valiant efforts, the new M3 still tips the scales at 3,483 pounds, which is a 187 pound gain.

Perhaps some of the increase in weight can be chalked up to the fact that BMW is equipping the M3 with all sorts of new electronic gadgets such as an electronic damper control system, which allows the driver to select from 3 different algorithms ranging from comfort to hard core sport. Buyers that check the Active Steering box on the options list will have the ability to adjust steering feel too. Being that the M3 approaches a real race car in terms of adjustments, all of your hard work personalizing the steering and suspension settings, plus the differential settings can be saved and recalled via a pushbutton mounted on the steering wheel.

BMW doesn’t want to alienate any of its M devotees,and acutely realizes that different needs require different cars. For the upcoming E92 generation, buyers will be able to choose between a coupe, sedan or convertible. To our dismay and delight of European golden retrievers and soccer gear, an M3 Touring (wagon) will only be available across the pond. This shouldn’t surprise most people, given the North American market’s unfounded distaste for wagons. As for the two-door M3 as pictured here, it’s vastly more muscular looking than a 335i Coupe, with big, bulging fenders, a powerdome hood and bumpers that brim with air intakes. A quad rear exhaust and available forged 19-inch alloy wheels finish off this menacing looking sports coupe.

We mentioned earlier that the previous generation M3 was geared slightly more towards being a luxury sports car. The E92 shifts the focus in the opposite direction, promising a more performance-oriented machine that will truly be at home at the racetrack. The M lineup is complete for now, offering several cars that offer exceptional performance.

So, what will it take to own a 2008 M3? BMW hasn’t yet announced any pricing details, but we’d expect the car to sticker at around – if not more than - $70,000 when fully optioned. Of course, there’s a price to pay for a car that can run with the best in the industry. Now, all you’ll need to do is fend off the rabid competition you’ll run into while trying to get your hands on one of the first examples.