BMW M3 V8 2007 Review - International

Not so much
>> Glare makes instruments hard (or impossible) to read
>> Gear lever situated too far back
>> Initial understeer

OVERVIEW
BMW's M3 is under siege like never before in its existence. Audi last year landed a telling blow with its fast, hard-core V8-powered RS4, and Mercedes-Benz is on the verge of unleashing its all-new and much, much more wieldy 6.2-litre AMG-fettled C63 head-kicker.

In the face of this V8 onslaught, there was no way the six-cylinder E46 M3 (capable as it was) had a hope of staying on the pace. So, for the all-new E92 iteration BMW has done the only thing it could -- return fire at the enemy with a zingy, high-revving V8 of its own.

The new bent-eight is the centrepiece of the latest generation M3 and it closely mirrors the credentials of the Audi RS4's brilliant 4.2-litre V8.

The M3 gives away 200cc to the Audi, but the 4.0-litre unit still manages to eke out 309kW (an identical quota to that of the RS4). However, true to the adage that you can't beat cubic inches, the RS4 retains the torque advantage as its peak twisting force of 430Nm eclipses the M3's tally by a full 30Nm.

Like the RS4, the M3 will initially be available only with a six-speed manual gearbox, but it's now finally official that a seven-speed sequential (with a DSG-style twin-clutch set-up) will follow in 2008.

Although the M3 is based on the same basic platform as the 3 Series Coupe, BMW's boffins turfed 80 per cent of the latter's components for the highly focused M car. Only the doors, bootlid, windows and lights have been carried over. Key among the changes is a wider rear track for added grip and stability, and a carbon-fibre-reinforced plastic roof to save weight and lower the centre of gravity.

Visually, the newcomer carries over many familiar M cues, such as the quad tailpipes, 'gills' in the front guards and ultra-streamlined mirrors. Adding significantly to the latest M3's street cred, however, is a highly suggestive bonnet bulge that's prominent not only from the outside, but also from behind the grippy three-spoke wheel.

However, this spend will get you leather upholstery, 18-inch alloys, keyless entry, power windows and mirrors, dynamic stability control, limited-slip differential, carbon-fibre roof, and a host of safety features (more on this later).

The M3 is scheduled to debut Down Under at October's Sydney motor show, and just 120 six-speed manual examples will be on sale initially -- they've already been spoken for.

A further 380 cars are expected to land in 2008, and many of these will be equipped with the all-new M-DCT seven-speed twin-clutch transmission, which is transmission specialist Getrag's answer to the Volkswagen Group's excellent DSG (Direct Shift Gearbox).

MECHANICAL
As alluded to earlier, the heart and soul of the new M3 is its free-revving 4.0-litre V8 engine, which is said to use much of the technology embodied by the BMW Sauber F1 car's 2.4-litre V8. In fact, the M3's crankcase is sourced from the same foundry in Landshut, north of Munich.

Capable of spinning to a dizzying 8400rpm, the engine features double-VANOS variable valve timing and individual throttle butterflies for each of its eight cylinders.

The fact that it pumps out 309kW is noteworthy in itself, but just as impressive is the hefty torque curve, which liberates 400Nm at 3950rpm and as much as 340Nm from just 2000rpm. This makes for ridiculously easy overtaking and impressive corner exits, but more on that later too.

Another key attribute of the V8 is weight -- or lack of it. Tipping the scales at just 202kg, the 4.0-litre unit is actually 15kg lighter than the 3.2-litre inline six that served the E46 M3 with distinction.

Further benefiting the new M3's dynamics is the compactness of the V8, which means it can be mounted further back in the chassis than the outgoing six. That said, the car's overall kerb weight has still risen from 1495kg to 1580kg, and this is down to the fact that it's slightly larger, better equipped and safer (or so BMW claims) than its predecessor.

The elaborate exhaust headers (which would make a worthy sculpture for any coffee table) flow through to a single rear muffler (a very large one displacing 35 litres) and BMW says the whole set-up delivers maximum efficiency and a pleasingly sporting aural signature. It sounds great, but it's still not quite as tuneful as the 'Spitfire-on-full-dive' RS4.

Believe it or not, the M3 also features regenerative braking (usually associated with greenie-friendly fuel-sippers), and in this case it's used to generate electricity for the car's onboard network and recharge the battery whenever the brakes are applied. In this way, no power is drained from the engine, which means you get every last one of those 309 kilowatts.

The suspension is fabricated largely from aluminium to reduce unsprung weight, and the five-arm rear axle was developed specifically for the M3 as it shares no more than a single track control unit with its lesser 3 Series Coupe siblings.

Ensuring that the V8's vast reserves of grunt are put to the best possible use is largely down to the Variable M Differential Lock, which can apportion anywhere between zero and 100 per cent of torque to either of the rear wheels. The basic principle is to deliver drive to the wheel with the greatest traction -- particularly handy when you're powering up a tight mountain pass with tyres scrabbling for grip.

Interestingly, BMW has eschewed its new-fangled electro-hydraulic Active Steering in favour of a conventional Servotronic hydraulic set-up. BMW says this was done in the interests of providing greater steering feel -- in our opinion, it's still slightly lacking in this department.

EDC (Electronic Damper Control) will be optionally available, and this feature enables the driver to choose between Normal, Comfort and Sport settings -- and, as the name suggests, this technology varies the firmness of the dampers to suit the mood and occasion.

PACKAGING
For a car that offers blinding pace, the M3 is a surprisingly practical and easy-to-live-with proposition. This obviously adds to its credentials as a conveyance that you can use on a day-to-basis, yet which can still hold its own against Porsches and Ferraris.

The front seats are supportive and well contoured, and it's possible to conjure up a comfortable driving position without too much fiddling. The steering wheel adjusts for both reach and height, but given the price segment the car is competing in, one might have expected electronic adjustment (rather than the old-fashioned release latch that subsequently allows you to pull/push/lift/lower the wheel).

Other sources of irritation included an instrumentation panel that's all but unreadable (at least the digital readouts at the bottom) due to reflected glare on sunny days. Also peculiar is the placement of the gearlever, which seems located a bit too far back for comfort -- this necessitates bending your elbow at a slightly awkward angle, but if it's any consolation, you do get used to it after a while.

Like it's 3 Series Coupe donor car, the M3 is a genuine four-seater. Even adults (provided they're not of the very lanky variety) won't have too much to complain about in the rear pews. Boot space, too, is very good for an overtly sporting coupe, displacing a generous 430 litres.

The layout of the cabin is typically BMW, which means it has a feel that's a touch too sparse. The silver-ringed dials are attractive, and the only downside is the aforementioned glare-related readability issues.

The standard of fit and finish is good -- both inside and out -- but the paintwork does have rather a lot of 'orange peel' in it. This may or may not be an issue for you, depending on how finicky you are.

SAFETY
In addition to what BMW claims is a particularly strong body structure, there are six airbags (front, side and curtain) to provide occupant protection in a collision.

In severe benders, the onboard electronics also trigger the hazard lights (if they're still intact, that is) to warn cars behind. In addition, the doors are unlocked, the alternator is switched off and the safety battery terminal is released. Of course, the fuel pump is also deactivated to minimise the risk of impromptu barbecues.

The active safety feature list is largely as you'd expect. There's the latest generation of DSC (Dynamic Stability Control), and this incorporates ABS (anti-lock brakes), ASC (anti-spin control -- aka traction control) and CBC (Cornering Brace Control), which prevents the car from spinning even if you tromp on the anchors in mid-corner.

COMPETITORS
The most obvious rival to the M3 is the Audi RS4, which all but mirrors the former in terms of power (309kW) and price ($164,500). Also likely to figure in the equation is the upcoming new Mercedes C63 AMG, which comfortably trumps both Bimmer and Audi in terms of power and torque.

The C63 is tipped by some to arrive with an appropriately large price premium, but we wouldn't be too sure. Check out how competitively Benz has priced its cooking model C-Class. Could AMG be about to get into the act too?

M3 buyers could also potentially cross-shop the Beemer coupe with the circa-$150k Porsche Cayman S, which is well beaten in terms of outright grunt (and practicality), but a relatively quick ground-covering device nonetheless.

ON THE ROAD
Given the impressively high benchmarks set by each of its predecessors (E30, E36 and E46) over the past two decades, it's no exaggeration to say a daunting task lies in store for the E92.

And, based on preliminary impressions, we'd have to concede that, on the whole, it's fit for the challenge.

The media launch in Malaga, Spain, comprised two distinct elements -- a spirited cross-country thrash over some challenging back roads, and some fast laps at Ascari Raceway -- a fairly new development that houses a gnarly 5km racetrack in a luxury golf resort-style facility.

This tester first laid eyes on the M3 at March's Geneva motor show (where it was exhibited as a so-called 'concept') and, at the time, I was somewhat underwhelmed with the car's visual credentials. However, seeing the car on the road (among other cars and travelling at pace) presented it in a whole new light.

Few would disagree that the E92 3 Series Coupe is stylistically the best resolved car in BMW's current line-up, and you can multiply that by a factor of five in the case of the M3. Hunkered down on its flared guards and bristling in its purposeful (yet not showy) bodykit, the car commands respect. We lost count of the number of thumbs-up signs we received from random Spanish motorists during the drive program.

Firing the engine up reinforces the initial positive impressions as the quad pipes emit a soundtrack reminiscent of a DTM (Deutsche Tourenwagen Masters -- Germany's sexier, high-tech version of our own V8 Supercars) racecar once you start administering the cane.

It's a pleasing note -- more metallic and hard-edged than the turbine-like thrum of the Audi RS4's 4.2-litre V8, which, it must be said, is still the better sounding car.

The BMW accelerates to 100km/h in a claimed 4.8sec, and that sounds about right based on our time with the car. It's seriously quick, not just off the mark, but even more so on the move.

The immense reserves of torque (340Nm on tap from just 2000rpm) of the elastic V8 means you can afford to be a bit lazy with the gears, but why would you want to when you can savour the slick action of the six-speeder by banging down a couple of cogs to get the engine in the fattest part of the torque curve?

Despite its firm suspension and low-profile rubber on the standard 18-inch rims, ride quality is remarkably decent, and even heavily pockmarked Spanish back roads failed to unsettle the car unduly.

Start upping the pace and an interesting (but not entirely desirable) characteristic reveals itself -- a tendency towards initial understeer. Rather than the razor-sharp turn-in one might have expected, the front rubber hesitates a touch before gripping and biting into the tarmac.

Make no mistake, outright grip levels are impressively high, but one just needs to gain familiarisation with the balance of the car, which seems to be biased against oversteer. Perhaps it's a safety-first approach by BMW's chassis engineers given the ease with which the M3 lights up the rear tyres under throttle.

Push hard on a twisty mountain pass and you'll be greeted by an incessant flashing traction control light on the dash. However, Ascari Raceway provided an ideal opportunity to switch off all the onboard nannies, and in this configuration the M3 can be manhandled into entertaining power slides, the likes of which the all-wheel-drive RS4 would be hard-pressed to replicate.

Interestingly, BMW claims the new M3 is appreciably faster than its predecessor over the Nordschleife (northern loop) of the hallowed Nurburgring (where all performance cars seem to be fine-tuned these days), but company boffins refuse to divulge the car's best lap time.

BMW's bods did confess the E92 M3 is quicker around the daunting 20.8km 'Ring than the larger and more expensive M5, however... And that in itself is almost reason enough to buy one...

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