We get our first drive in BMW’s hot M3, the best and maybe only – sporting Bimmer since the 2002tii.
Time to wake up. BMW has finally recovered from the shock when it had to watch Daimier-Benz marching into its territory and selling small sports sedans. Now the Bavarians are hitting back. They started with the 325i in Europe, the first whole-heartedly acceptable successor of the lamented 2002tii. Now comes the Three Series-based M3, BMW’s tardy answer to the Bomber-Benz 190E 2.3-16.
What’s more development of the M3’s 16valve four yielded as much power in European catalyst form as it did in US early spec about 200bhp Düsseldorf or Des Moines. A US BMW spokesman says DOT/EPA versions of the car will come to the US early in 1987, and that performance differences between those cars and our European M3 test car will be negligible.
The formula is much the same as Mercedes: 2.3litres in four cylinders, 16valves and on top of it a full load of aerodynamic body-modifications that are a matter of taste, to say the least. Visually the M3 represents pretty heavy stuff, bulbous wheel-arch extensions, spoilers, rear wing and all. The latter does give worthwhile reduction in rear-end lift, though-in conjunction with other add-ons that need a second glance to become obvious. In fact the complete upper rear section proves to be unique. It is made of plastic and gives and gives a slightly flatter rear window with a correspondingly shorter trunklid. All this not only improves high-speed stability to very satisfactory levels, it also reduces aerodynamic drag, the coefficient dropping from 0.36 (325i) to 0.33. It might help to bear that in mind when trying to install luggage through the now very narrow boot opening into a much smaller compartment.
Inside the M3 things look a lot more restrained. The fuel gauge housed within the big rev-counter had to make way for an oil temperature gauge. Deeply profiled sports seats, an option on other Three series BMWs, are standard and – the fiddly height-adjustment apart-an excellent compromise.
The whole interior gives an impression of how scrupulous German car manufacturers can be when it comes to functionality. If you expect to have a right to decadent luxury after paying 58,300 Dmarks/$27,100(in Germany) for a car, you’ll have to look elsewhere. Things like leather upholstery, air conditioning and even ventral door locks have to be ordered as extras (As with the Mercedes, these specs might differ for the US). The BMW’s aura is Spartan rather than baroque and that makes it very refreshing.
The expensive looking parts of this BMW lie beneath its skin. Open the hood and you will get spoiled. What you see is a small but beautiful example of Bayerische Motoren Werke at its best, all tastefully made up. The fact that this new hero counts fewer cylinders and fewer cc’s than the much cheaper 325i (33,000 DM/S15,350 in Germany) doesn’t mean much. What counts is the result, expressed in bhp, and here the new four cylinder scores. Whereas BMW’s small six cylinder (M20-series) with 2.5 liters and 171bhp has pretty much reached its limits, the M3 engine is still rather under stressed. Two hundred bhp might look like a good start, but if one examines things a bit closer-especially the M3’s new multi-throttle fuel injection- there is no doubt plenty in reserve for future activities, specifically those on European race tracks.
Nevertheless BMW’s PR people don’t find it easy to explain that apparent lack of cylinders to traditional customers. They have to reach way upscale to the current 1.5liter Formula One engine, in fact, to give the right clues. Though, to be honest, the relation between these two engines is rather loose. One of the differences: to squeeze the required 2.3 liters into the four cylinder-block (still dating back to the old faithful M10-series), the bore had to be widened to 93.4mm, losing the waterjackets between cylinders. Stroke measures a rather long 84mm.
Even if it doesn’t have all that much in common with the F1 motor, there can be no doubt that this engine is a real thorough-bred. It feels like one and it acts like one, giving that full-blooded bite one misses with so many products of the electronic fuel injection age. Power keeps on pouring in, instantly and right through the rev-band. Floor the throttle at 1500rpm and you will feel an impressive punch that belies the small size of this engine. The way it urges up to its 7100rpm limit should recreate that healthy smile that some BMW drivers lost long ago. In that respect the new M3-engine undoubtedly sets new standards in its class, making its 167bhp archival with the three-pointed star feel fairly emasculated.
The M3 used for this test, however, didn’t quite live up to our expectations as far as the figures were concerned. 100km/h (62mph) came up after a standing start in 7.8sec, considerably short of the claimed 6.7sec. 160km/h (100mph) took 19.1 sec, the quarter mile being covered in 15.5sec. While this is nothing to complain about, BMW itself make it look slightly disappointing. An ordinary 325i (0-62mph:7.7sec;0-100mph:20.2sec;quarter mile:15.5sec) can give the M3 a good run for its money, proving that 29 additional horsepower is not by itself enough to open new dimensions. Like the Mercedes, the extra power mostly shows up at the top end: When we took the M3 to the autobahn it pulled nearly 7000rpm in fifth gear, which is fast by anybody’s standard. The maximum speed worked out to be 237km/h (148mph), one click quicker than promised and, thanks to a close ratio five-speed box, well within the working range on unlimited highways.
The gearbox itself proves to be just what a proper sports-sedan needs. Once used to first being sited out to the left, to allow second through fifth to form the H, it makes hunting through the gears a joy, with at least two ratios to choose from at almost any speed.
With that kind of powertrain at one’s command, it proves difficult to resist digital driving, i.e. with power either fully on or fully off. So it comes as no surprise that in real life the M3 doesn’t exactly qualify as a fuel-miser. Average consumption amounted to 16.9mpg with a low of 14.0mpg. It may be comforting to know, though, that under restrained driving 21.8mpg is well within reach.
Good news as the M3-engine certainly is to the enthusiast, there is one area where it is badly lacking refinement. Surely the fact that two cylinders are missing does not stay unnoticed. But even if one doesn’t expect the ultra-sweet behavior of a typical BMW six, the M3’s lack of manners in this respect is disappointing. Running between 4000rpm and 5500rpm induces a high frequency exhaust-boom that can’t be called exciting any longer. It is nerve racking. That this happens in a very useful rev-range makes it even more annoying.
Perhaps this shortcoming is more irritating on the BMW than it would be on other cars because in all other departments the M3 is admirably civilized. Driven fast over undulating roads, it is proof that even a car of such pronounced sporting nature doesn’t have to be uncomfortable. The M3’s suspension, basically standard Three-series but carefully tuned to cope with its increased performance, is well dumped but still soft enough to keep the wheels on the ground under all but the most extreme circumstances. The ride feels firm but well controlled and is complemented by outstanding handling qualities, with light, precise steering, quick reactions and little understeer, when turning into corners. Pressing on the M3 reassures its driver with basically neutral cornering and makes him feel free to manipulate it into satisfying oversteer, should he be in that kind of mood. A limited slip differential (25 percent) ensures sufficient progress under extreme circumstances.
There are moments, though, when the M3 needs special care and attention. They show when braking hard, especially on less than perfect road surfaces. Directional stability, otherwise one of the M3’s strong points, suffers noticeably, although the brakes themselves (ABS is standard equipment) leave nothing to be desired.
So what do you get? Apart from a steep drop in your bank account, no more and no less than a sports-sedan par excellence. No doubt the M3 represents the current state of art as far as sensible sporting machinery is concerned. That said, it might come as a surprise that it also is a homologation special, destined for the European Touring Car Championship.
With BMW’s exit from F1, it is in the Touring Car Championship that BMW will keep its motorsports flag raised in Europe. The M3 should serve it well.
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December 7, 2009
1986 - 1989, Articles