The new F80-generation M3 is drawing its share of cyber
hate, mainly because of its engine configuration. Engines are (or should be)
holy to a company whose name translates to “Bavarian Engine Factory,” and
special powerplants should be part of what you pay for in any M car. But the
new M3’s 3.0-liter turbo inline-six seems suspiciously similar to the lump
fitted to everyday -35V BMWs. If the M3 has been reduced to a parts-bin fluff
job, well, then God is dead and the war's begun.
BMW M3 front view
On closer examination, however, this new double-turbo
engine, named S55, proves to be as special as any M3 mill that came before it.
For the most part, it’s a new design, with two air-to-liquid intercoolers, a
stiffer closed-deck block, and a magnesium oil pan. It pumps out 425 horsepower
at 7300 rpm and 406 pound-feet of torque just off idle, at 1850 rpm. Fans of
great engine notes will quiver at its deep rumble-manlier and less
cotton-stuffed than most turbocharged engines. Compared with the previous
4.0-liter V-8, it produces a modest increase in power (11 horses) but a huge
bulge in torque (111 pound-feet).
BMW M3 twin
turbocharged 30-liter inline 6-engine
Aside from the turbos, another M3 first: The F80 weighs less
than its predecessor. The diet was more than just trading high-calorie steel
for low-cal aluminum and car-bon, though plenty of both are employed. BMW
trimmed mass from everything that could spare even just a gram or two. One of
the loss leaders is a carbon-fiber driveshaft (12 pounds lighter than a
435i's). Even the rear-axle flanges save nearly one pound apiece. The
3580-pound sedan is exactly 100 pounds lighter than the last M3 sedan (with a
manual) and 11 lighter than a 335L
BMW plucked the six-speed manual from the 1-series M,
upgrading the synchros and installing a twin-disc clutch before marrying it to
the S55. Clutch takeup is right in the middle of the pedal's travel and happens
rather quickly. And with the manual, you get a better sense of the power on
hand because every WOT shift sends a surge through your body, as if this engine
were a big-block with grossly irresponsible displacement. Upshifting smoothly
when peacocking for passengers takes some practice.
BMW M3 interior
There is a rev-matching feature in the trans, though it's
not active in the engine's sport-plus mode. There's nothing vague, sloppy, or
chintzy about the shifter's action. Rowing your own gears is as gratifying as
an honest par-five eagle.
Adding an extra lawn mower's worth of power and shedding one
cheerleader's worth of mass doesn't make the new M3 significantly quicker than
the old E90. Controlling the massive torque with careful throttle modulation
nets a 4.1-second zero-to-60 time and a 12.4-second quarter-mile. The shorter
sprint is right on top of the old car's, and the quarter-mile time is 0.2
second quicker.
BMW M3 back view
BMW may deserve some hate mail regarding the steering feel,
though. There's next to no feedback coming through the wheel. And yet, the M3
still communicates. BMW mounts the rear subframe carrying the suspension
rigidly to the unibody (without rubber bushings), aiding chassis-to-driver
communication. This may seem like a trivial change, but the back end is an
important data source. Sensing the difference between heading into full-on
oversteer or just slipping on a little gravel is hugely reassuring when driving
near the limit. Grip, measured at 0.98g, is plentiful.
Feel from the brake pedal is also spectacular. Its
short-travel operation responds to tiny pressure adjustments, and the pedal
never gets too deep to prevent a perfectly blipped throttle for a heel-and-toe
downshift.
BMW M3 wheel
detail
Our test car came fully frothed with $21,725 in extras,
including a carbon-ceramic brake upgrade ($8150), a full leather interior
($2650), the adaptive suspension ($1000), and just about every other option,
including the Executive and Lighting packages and rear-seat sunshades (on an
M3!) for a grand total of $84,650. Very nice examples sticker for less than
$708.
As they say on the street, “Haters gonna hate.” If you
happen to own a new M3, maybe let one of those haters into yours. That'll shut
'em up.
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Specifications
·
Vehicle type: Front-engine, rear-wheel-drive, 5-passenger,
4-door sedan
·
Price as tested: $84,650
·
Base price: $62,925
·
Engine type: Twin-turbocharged andintercooled dohc 24-valve
inline-6, aluminum block and head, direct fuel injection
·
Displacement: 182 cu in, 2979 cc
·
Power: 425 hp @ 7300 rpm
·
Torque: 406 lb-ft @ 1850 rpm
·
Transmission: 6-speed manual
·
Dimensions: Wheelbase: 110.7 in; Length: 184.5 in; Width: 73.9
in; Height: 56.1 in; Curb weight: 3580 lb
·
Test results: Zero to 60 mph: 4.1 sec; Zero to 100 mph: 9.2
sec; Zero to 150 mph: 23.3 sec
·
Rolling start, 5-60 mph: 4.9 sec; 1/4-mile: 12.4 sec @ 116 mph
·
Top speed (Governor Limited): 163 mph
·
Braking, 70-0 mph: 154 ft
·
Roadholding, 300-ft-dia skidpad: 0.98 g
·
Fuel economy: Epa City/Hwy: 17/26 mpg; Observed: 22 mpg
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