V8 heralds new era for M3

BMW's iconic sportster, the M3 is officially four generations young! The fourth-iteration of the flagship 3 Series was previewed at last month's Geneva motor show as a 'concept,' however, such was the clamor for information on the new car that it was 'unveiled' in its production form this week.

Well, perhaps 'unveiled' is not the right word to use. Only selected parts of the M3 'story' have been released. Given the importance of the model's halo effect on the rest of the volume-selling 3 Series range worldwide, expect more to be 'drip-fed' between now and the first media drives of the car mid-year.

We've already given you a heads-up on the 4.0-litre V8 that powers the new model. The third engine configuration to power an M3 (inline four for the E30; inline six for the E36 and E46 and now the V8), the new engine is based on the V10 that powers the M5/M6 and boasts identical bore and stroke dimensions.

The V8 revs to a heady 8400rpm and its maximum power output of 309kW is achieved just 100rpm shy of that mark. Maximum torque of 400Nm is reached at more road-oriented 3900rpm. You can read more about the engine and its features here.

Now, however, it's time to show you the muscular two-door and flesh out the technical details we have to hand on what is certain to be one of the highlight new cars of 2007.

Though based on the E92 3 Series Coupe, the M3 is significantly different. The central structure of the 3 is used but only the doors, bootlid, window glass and head and taillights have been carried over unchanged to the sporty.

The M3 therefore gets its own "powerdome" bonnet, aggressive but aero-efficient front and rear valances, vented and flared guards and special aero mirrors, trademark quad-pipe exhaust and M design light alloy 18-inch wheels. The roof is different (see below) and special attention has been taken of airflow over, around and under the car.

Suspension, though based on the 'donor' 3 Series is lighter and uses bespoke forged aluminium components.

It has been designed and built specifically for the M3. At the front there are new axles, uprated struts and steering hardware, a hefty new subframe, a strut brace and a beefier anti-roll bar. The rear gets a refined five-link set-up which again differs from the standard 3 Series. Rear dampers are alloy-bodied for weight savings [and presumably better heat dissipation].

Unlike its M5 and M6 siblings, the M3 arrives with a conventional six-speed manual gearbox (with beefy twin-plate clutch). This is great news for traditionalists who feared the default gearbox would be BMW's automated sequential set-up. That said expect an optional SMG to be offered sooner rather than later.

Final drive is via M Division's own mechanical variable locking differential which can deliver up to 100 per cent locking action. Again this component is unique to the M3.

Brakes are conventional cross-drilled and ventilated discs all round. No news on whether BMW will offer a ceramic option a la Porsche.

For the first time, the new M3 also features Electronic Damper Control (EDC) which, according to BMW "optimises both vertical vibration behaviour as well as the car's dive and roll in bends and when applying the brakes and accelerating by adjusting damper forces". There are three modes from which the driver can choose -- Normal, Comfort, and Sports.

Engine and steering characteristics can also be 'tuned' by the driver. In the case of the powerplant there will be the choice of three engine 'maps' with the M3's Servotronic power steering offering two modes.

Like the M5, a MDrive button positioned on the M3's new three-spoke steering wheel will allow the driver to re-configure the car's EDC, traction control, engine and steering modes to a pre-specified set-up at the push of a single button. The majority of the vehicle configuring will otherwise be done via dash and console-mounted buttons and simplified iDrive menu-based system.

Despite incorporating alloy panels and suspension parts and a carbon-fibre roof (a la M6), the new M3 weighs in at around 80kg more than the current E46 M3 (GVM 2080 versus 2000kg).

BMW says the new V8 engine is 15kg lighter than the six it supercedes. Interestingly at the launch of the E90 3 Series, BMW claimed the new generation 3's body shell weighed in around 30kg lighter than the E46 it replaced, but equipment changes meant the two generations weighed around the same ready to roll.

BMW claims a power to weight ratio of 3.8kg per hp -- it's not clear whether this is an improvement from the E46.

Inside the new M3 there's special sports seats, bespoke instruments and a revised centre console that BMW claims is more driver focused than the standard 3 coupe's. The interior trim design and materials have also been customized to suit the performance orientation of the model, BMW says.

Just as there are four exclusive exterior colours on offer (the 'hero' colour pictured is dubbed Melbourne Red), buyers can choose from M-only cabin finishes including embossed carbon-look leather (which we've seen in the Z4M, surely) and real alloy.

As stated above, there's plenty still to be revealed about the new model. Indeed, we can expect BMW to make this launch count in the publicity war -- all-new M3s don't come along every day. Getting down to the nitty-gritty, however, BMW says (without quoting times) that the new BMW M3 is "significantly outperforming the lap times of all [other M3] model generations" at the great green dyno, the Nürburgring.

That said most of the new M3's official performance data remains under wraps. Top speed is listed as an electronically-limited 250km/h (expect the real number to be around 280km/h) and the benchmark 0-100km/h sprint takes 4.8sec says BMW (0.2sec quicker than the 252kW six-cylinder E46 M3). The company has not released standing kilometre times nor in-gear figures.

It will admit to a remarkably frugal combined fuel economy stat of 12.4lt/100km, however.

At this stage the first media drives of the car are expected to take place in June. And yes, you'll read all about it here soon.

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