2008 BMW M3 First Drive

• – Returning from a brief hiatus, the 2008 BMW M3 is available in coupe and sedan forms with a 414-horsepower V-8 engine mated to a six-speed manual transmission. The SMG has been replaced by a double-clutch seven-speed auto and a convertible M3 will debut for 2009.
• – For years the M3 has been at the pinnacle of mass-produced luxury sports cars, but that standing is continually challenged. The competition has intensified with rides like the Audi RS 4, Mercedes-Benz C63 AMG, and Lexus IS F. To stay on top, BMW has created what it hopes you will find to be the best M3 ever.

Infallible. Unbeatable. Best. Benchmark. Live your life addressed by those terms and you may become intimately aware of yet another term: pressure. Even Tiger Woods misses an easy putt every once in awhile – its called being human, and much to the disgruntlement of type A personalities everywhere, perfection is elusive.

Case in point: the BMW M3. For as long as enthusiasts can remember, this German Autobahn-cruising and Nurburgring-tested thoroughbred has used class-leading dynamics to keep an ever-growing body of contenders at bay. Try as they might, engineers from all corners of the globe were unable to develop an alternative to the M3 that enjoyed fanatical praise equal to that bestowed upon the first four-cylinder model all the way up through the most recent 333-horsepower variant. It was good to be BMW, but as the saying goes, all good things must come to an end.

Fast forward to 2008, where the luxury sport landscape has been riled by the introductions of the Lexus IS F and Mercedes-Benz C63 AMG, with the thunderous sound of RS 5s and supercharged CTS-Vs rushing to crest the horizon. BMW’s M3, last sold in coupe and convertible forms for the 2006 model year, took a hiatus during 2007 and has reentered the market in coupe and sedan guises; the convertible will be available later this year as a 2009 model. The intense pressure to remain on top has led to an M3 first: a V-8 engine, one with 414 horses and 295 lb.-ft. of torque, neither of which represents best-in-class. Nor does the 4.7-second 0-60 mph performance, or for that matter, the M3’s 155-mph top speed. Still, performance cars are based on handling as much as raw power, and that’s an area where the BMW continues to shine, thanks in part to M Dynamic Mode technology. Plus, the SMG transmission has been replaced by an optional seven-speed, double-clutch automatic, so there’s plenty for BMW and M3 fans to remain happy about…even if continuing to be the best of the best isn’t necessarily among them.

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For those familiar with the M3 nameplate, the addition of a V-8 engine will likely stand out as the most significant feature for 2008, with the new double-clutch automatic transmission coming in a close second. Shoppers new to the scene might want to simply focus on the numbers: 414 (ponies under the hood), 4.7 (seconds to 60 mph), 155 (top speed), 20 (estimated highway fuel economy rating), and 55,875 (price of admission).

Individuals of all backgrounds will surely enjoy the new M3’s M Dynamic Mode for customized performance, available HD radio, a USB adaptor for no-brainer iPod and iPhone integration, and by 2009 a total of three body styles from which to choose: coupe, sedan, and convertible.

More importantly, the M3 plays host to a variety of safety features, such as Dynamic Stability Control (DSC), traction control with Variable M Differential Lock, performance-tuned ABS, cornering brake control, brake drying, a tire pressure monitor, and side-curtain airbags.

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BMW wants the majority of performance shoppers to envision a 2008 M3 that fits their needs and lifestyle, and as a result the uber quick Bimmer will be made available in coupe and sedan forms to start, with a convertible version coming later as a 2009 model.

Standard features for the two- and four-door hardtop variants are numerous and include high-intensity Xenon headlights; dual-zone climate control; power front sport seats with adjustable bolsters and driver’s side lumbar and memory; cruise control; rain-sensing windshield wipers; and a 10-speaker sound system with a CD/MP3 player. Added into the mix are heated wipers, exterior locks, and auto-dimming mirrors; upholstery that combines cloth and leather; and a power moonroof for the M3 coupe. Plus, there’s free maintenance spanning four years or 50,000 miles.

There are a few special little niblets listed above, but you might be wondering about luxury-car goodies such as navigation systems and ridiculously large rims. Well, this is a BMW, so all that stuff is definitely covered…on the options list. Fill in the nav system box and you’ll get a touch-screen and voice-activated map, real-time traffic, and the iDrive central command system (incorporated with and only available with the navigation system) for $2,100; 19-inch alloys run $1,200. But that’s just the start – with enough cash and ink, buyers can check off options until the cows come home: metallic paint ($475); electronic damping control ($1,000); heated front seats ($500); Novillo leather upholstery ($950 or $2,000 for “extended” application); aluminum/carbon or leather/Sycamore Anthracite wood trim ($500); and a rear park assist system ($350). Audiophiles will appreciate the upgraded sound system ($1,900), Sirius satellite radio ($595), HD radio ($350), and USB adaptor and cable ($400). The double-clutch automatic transmission will set buyers back $2,700, opting to delete the rear spoiler is a freebie, and adding the coupe’s standard moonroof to the sedan runs a cool $1,050. The four-door M3 can also be fitted with a fold-down rear seat ($475) and manual rear window shades ($575); a rear power shade is also available for the coupe ($350). BMW Assist, the brand’s hands-free Bluetooth-compatible calling service useful in the event of an emergency, can be had for $750.

As if that wasn’t enough opportunity to burn through a stack of greenbacks, BMW offers a trio of option packages: the Cold Weather Package ($750 for the coupe; $1,000 for the sedan); the Premium Package ($1,900; $3,000 with extended Novillo upholstery); and the Technology Package ($3,250).

Of course, all of these goodies are on top of the base price, which comes to $55,875 for the 2008 BMW M3 sedan and $58,575 for the coupe, representing a jump of roughly $10,000 versus the 2006 model. Prices include a $775 destination charge and $1,300 gas guzzler tax.

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This iteration of BMW’s mid-level hot rod plays host to a 4.0-liter V-8, marking the departure of the six-cylinder-powered M3. Boasting 32 valves, double VANOS valve timing, and a wet sump oil system that ensures proper lubrication in high-g corners, the eight-banger cranks out 414 horses at a lofty 8,300 rpm and 295 lb.-ft. of torque at 3,900 rpm. Premium petrol is required, and despite providing added power, the V-8 is actually 33 pounds lighter then the inline-six it replaces.

For its debut the 2008 BMW M3 sedan and coupe will feature a six-speed manual transmission, though a seven-speed double-clutch automatic with Drivelogic (labeled M DCT Drivelogic) and paddle shifters will hit the streets with the subsequent launch of the M3 convertible; look for the auto gearbox to be available on all M3s soon. The much-maligned SMG tranny is gone, surely to the delight of commuting performance fanatics everywhere.

Engineers complemented the new M3’s nifty powertrain with some groovy hardware designed to put ride and handling on par with equine grunt. To that end, a M Servotronic speed-sensitive rack-and-pinion steering system with sport and manual modes has been attached; selecting sport tightens things up and makes already responsive steering even more so. Performance rubber measures 245/40 up front and 265/40 out back, rolling on 18-inch alloy wheels (slightly wider wheels on the rear) and brought to a halt by cross-drilled and ventilated disc brakes designed with a floating hub to better dissipate heat. For an additional cost, buyers may opt for 19s wrapped in 245/35 front and 265/35 rear tires.

An electronic aluminum suspension system with normal, comfort and sport modes allows drivers to dial up their preferred setting, and utilizes hollow stabilizer bars, a five-link setup for the rear and twin-joint sprint-strut front axles. With a tap of the steering wheel-mounted button, M Drive lets the driver adjust suspension, steering, and stability control settings. Opt for the system’s M Dynamic Mode and you can stretch the parameters to allow liberal wheel spin and aggressive driving without completely disabling the stability control function.

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M3s at Laguna Seca Raceway – that’s all we needed to read before anxiously accepting BMW’s invitation to evaluate one of Germany’s most famous nameplates, a venture that also afforded seat time in the 2008 BMW 1 Series and the new MINI Cooper Clubman. Noteworthy cars, yes, yet these pages are dedicated to the M3, the rear-drive, V-8 powered sports car capable of hitting 60 mph in 4.7 seconds, tapping out at 155 mph, and returning an EPA-estimated 14 mpg city and 20 mpg highway. Not bad, but what kind of automotive journalists would we be if we didn’t take advantage of Laguna Seca’s many twists and straights to challenge the validity of these claims? Hammering an M3 for a few hours on one of the country’s best tracks – the lengths we’ll go to for you people.

In our haste to get the fun started, we failed to notice that the M Dynamic Mode had not been selected, and as a result wasted a few laps suffering from an intrusive stability control system that obliterated all enjoyment on entry and robbed the V-8’s thunder on exit. We quickly realized this just couldn’t be right, clicked our M3 sedan into M Dynamic Mode, and hit Laguna’s corkscrew with all the Bimmer had to offer. Needless to say, the dumbfounded head scratch was replaced by a devilish grin thanks to invisible stability control policing and a tail that, with some prodding from 414 horses, was open to the possibility of stepping out. With M Dynamic Mode deactivated, the M3 has a tendency to push; turn it on and that understeer disappears, allowing for big speed heading into tight corners as the suspension enforces a strict no-body-roll policy. Steering feel and response was excellent, and after several abusive laps at the hands of both skilled and unskilled journalists, the cross-drilled and ventilated brakes grabbed with unwavering tenacity, though clicked loudly while resting in pit lane awaiting yet another punishing run.

Clearly, the 2008 BMW M3 is a capable track car, but with its four-passenger status and varied body styles, it’s also expected to be at least tolerable on public roads. Simply put, this high-powered 3 Series is easy to enjoy regardless of whether you’re planning a snail’s pace daily commute or a high-speed run through the canyons. Despite changing the setup from normal/comfort mode to sport/sport plus we didn’t find the ride to be anything other than stiff, but not to the point of being harsh.

And then there’s that new V-8 engine. With a rating of 295 lb.-ft., torque is relatively light, yet all that muscle rolls out early so there’s no lack of take-off power. The clutch is light enough to prevent calf cramps but can be a bit jerky in slow city traffic; a short-throw, slick manual shifter is a blast to row on and off the track. Throttle response can be set to normal, sport and sport plus modes with a button on the center console, and the tachometer features a variable redline that rises to a max of 8,400 as the engine oil comes to temperature. If a complaint could be had about the M3’s engine, aside from that unimpressive torque rating which makes the M3 feel a touch less eager than the Lexus IS F, we’d point to the exhaust note. Sure, it sounds good enough yet it lacks the guttural growl emanating from performance rides produced by Jaguar, Cadillac, Lexus, and others.

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BMW creates the M3 for hard-core driving enthusiasts – performance is paramount while concerns over comfort are dealt with secondarily. As such, the stiffly sprung and immensely capable suspension takes a bite out of ride quality, though there a number of compensatory interior features. The driver and front passenger are treated to multi-adjustable seats with substantial lateral support for spirited cornering, extendable thigh support, and firm padding that proves supportive over the long haul. The majority of buyers will likely offer praise for these buckets, but individuals with a bit more girth may complain about narrow seatbacks. A padded, sliding center armrest adds to the comfort factor, as do touches including padded door sills and armrests, not to mention the tilt and telescoping leather-wrapped sport steering wheel. If BMW had made this power adjustable rather than manual, we’d have almost nothing to complain about.

Moving to the rear, we find a seating area that provides plenty of leg, foot, and head room for our five-foot-eight-inch tall editor, even in sloped-roof coupe form. The two-door M3 features power buttons that move the front seats for easier rear-seat access. A padded center armrest is provided, yet we weren’t terribly impressed to find that it essentially flops out from the seatback. Couple that with the absence of any rear cupholders (that we could find), and it becomes clear that the M3 could use a little interior work.

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M3 designers avoided the impulse of many of their colleagues, opting not to sketch a sport variant festooned with garish wings, exaggerated body kits and countless tacky vents. Instead, they created a top-notch 3 Series characterized by a muscular yet sophisticated presence. Weighing in at about 3,700 pounds, the M3 uses subtle touches to distinguish itself from the mainstream 3 Series, including a power-domed aluminum hood with vents, slightly flared fenders, limited M3 badging, quad chrome exhaust tips, and aerodynamic exterior mirror housings. A carbon fiber roof is standard on the M3 coupe, while both body styles feature redesigned fascias, a honeycomb lower grille insert, large air intakes on the lower edges of the front bumper, a rear diffuser, and small vents just behind the front wheel wells. Other touches include a small rear lip spoiler, adaptive brake lights that tie intensity to brake pedal pressure, and 18- or 19-inch alloys rolling on aggressive performance tires. Buyers can choose from seven colors: Alpine White, Jet Black, Sparkling Graphite Metallic, Melbourne Red Metallic, Jerez Black Metallic, Interlagos Blue Metallic, and Silverstone Metallic.

Complementing the varied exterior hues are five interior colors: Anthracite and Black, Silver, Fox Red, Black, and Bamboo Beige. Also found inside the M3 are unique sill plates, a leather-wrapped steering wheel, a push-button ignition, and a split rear seatback on coupe models (available on the sedan as part of the Cold Weather Package). Requisite M nomenclature finds its way to the front head restraints, the tachometer, the steering wheel, and atop the shift knob. Otherwise, the M3’s interior mirrors that of other 3 Series models with a curvaceous dash and available iDrive that continues to make simple tasks more complicated than necessary.

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When it comes to luxury sport sedans/coupes/convertibles, BMW’s M3 has long been the class benchmark. Companies such as Audi, Mercedes-Benz, and Cadillac have attempted to dethrone the Bimmer, all with mixed success. For 2008, the competition heats up with a new debut from Lexus, the 416-horsepower IS F. More importantly, the IS F pounds out 371 lb.-ft. of torque, a significant boost over the M3’s rating of 295 lb.-ft. Furthermore, Lexus claims a top speed of 170 mph and a 0-60 time of 4.6 seconds. Compare those to the M3’s: 155 mph and 4.7 seconds. Don’t forget about the IS F’s standard eight-speed automatic tranny, additional standard features, superior EPA-rated fuel economy, and base price of about $57,000. Those pluses, however, are balanced by the lack of an available manual transmission and BMW’s M Dynamic Mode.

Audi currently enters the fray with its RS 4 sedan and cabriolet models, priced at about $66,000 and $82,000, respectively. Using a 4.2-liter V-8 to produce 420 horsepower and 317 lb.-ft. of torque, the RS 4 is electronically governed to a maximum velocity of 155 mph. Several tests put the Audi’s 0-60 mph time in the low four second range. Also in this brand’s stable is the S5, an all-new coupe carrying a comparable base price but with added standard features. While this sexy two-door can’t match the M3’s handling prowess, the RS 5 that’s rumored to be coming soon would surely mix things up a bit.

Finally, there’s the 2008 C63 AMG from Mercedes-Benz, a sedan that pumps out 457 horsepower and 442 lb.-ft. of torque from its 6.2-liter V-8, and the redesigned Cadillac CTS-V, adding a supercharger to its 6.2-liter V-8 to produce an estimated 550 horsepower. Pricing hasn’t been released yet for either, but testing suggests the C63 will hit that magical 60 mph mark sooner than the M3.

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2008 BMW M3 Sedan $55,875 (includes a $775 destination charge and $1,300 gas guzzler tax) 4.0-liter V-8 414 at 8,300 rpm 295 lb.-ft. at 3,900 rpm Six-speed manual 3,726 14/20 mpg 180.4 inches 71.5 inches 108.7 inches 57.0 inches 41.5/34.6 inches 38.5/37.5 inches Four 12.0

By Thom Blackett Photo credit: BMW