Driver's Notebook: Mmm, Mmm, Mmm
December 1, 2007
There’s a carbon-fiber roof (for lightening the car and lowering the center of gravity) borrowed from the M6; a spoiler and splitter for managing high-performance aerodynamics; a diffuser to build upon that purpose; and a wonderful power bulge that gives the hood a first-trimester look. Also side vents to differentiate the M3 from its paler siblings and four tailpipes for pandering the eardrums with something booming and Bavarian by Wagner whenever you want to release the racer within. Overall, it hisses bold purpose.
The technology, both mechanical and electronic, is overpowering. The weight-reduction program extends to the extreme of an aluminum and silicon alloy crankcase, courtesy of the BMW-Sauber F1 team engineers. As a result, the M3’s V-8 engine is 33 pounds lighter than the previous model’s inline 6. In fact, the entire car weighs a manageable 3,649 pounds.
Nothing was overlooked. Huge compound brakes, again from F1 racing sources. Variable valve timing, of course. But also individual throttles, one for each cylinder, which is top-drawer, damn-the-expense stuff.
BMW’s optional MDrive system allows a driver—via the fingertip-operated iDrive command center and computer—to set his or her preferences for throttle mapping, steering effort, stability taming and suspension settings for sporting, normal, and comfortable traveling. All of which is stored and recovered with the touch of a button on the steering wheel.
Another button next to the gearshift is marked "Power." In the M5 and M6 it does just that, issuing a 100-hp bonus when it is time to leave the city behind and frolic. Or for surging passes. In the M3 it simply creates a faster throttle response.
This avalanche of new systems and devices are all designed to reinforce the M-Series mantra of man and machine coming together.
Why such a dramatic grand jeté between generations?
"Because customer expectations for the M3 are constantly rising," says Carsten Pries, head of product management for M cars. "So obviously you have to make a leap, and not in one dimension but in all dimensions— engine, chassis, suspension, the look of the car."
Such focus, he continues, can only be added if there are customers who want to go further, faster, and with greater verve in their M3s. "But we have to retain the original appeal of the car which is its authenticity and consistency. It is a true car, with everything done to optimize performance," Pries explains. "And there has always been, throughout all the models, this transfer from racing."
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