BMW M3 Coupe UK Version (2008)

BMW M3 Coupe UK Version (2008)

BMW has released the details of the right hand side drive 2008 BMW M3 Coupe that will be sold in Great Britain, and probably in all the other right hand side drive countries. The 2008 BMW M3 Coupe has 420 hp and 400 Nm of torque, accelerates from 0 to 62 mph in 4.8 seconds and has a top speed of 155 mph which is Electronically-limited. 

M3. Just a single letter and number. But it elicits a hugely emotional resonance with UK car enthusiasts. When the first BMW M3 was shown at the Frankfurt Motor Show in 1985 it spawned an entirely new segment of the market. Many have tried to copy the award-winning formula of unsurpassed driving dynamics and intelligent engineering combined with day-to-day practicality and understated performance.

BMW aims to maintain its class-leading position with the new, fourth generation, BMW M3 Coupé. It is the most powerful production M3 ever produced, featuring a lightweight 420hp eight-cylinder engine while introducing elements from BMW's EfficientDynamics programme that, in combination, delivers a cleaner, more frugal, compact supercar.

Power is transmitted to the road via a six-speed manual gearbox and the BMW variable M differential lock. The short gear lever and close gate encourages swift, positive changes. The variable M differential uses a torque-sensing differential lock to channel power to the rear wheel that can transmit the most traction. This unique differential really excels in cornering or on slippery road surfaces.

The new BMW M3 Coupé delivers rapid straight line speed with zero to 62mph attained in 4.8 seconds and an electronically-limited 155mph top speed.

The BMW M3 Coupé is the first M product to feature EfficientDynamics technologies. Consequently the car is eight per cent more fuel efficient than the outgoing model recording 22.8mpg on the combined cycle. Emissions have also been cut by nine per cent from 323g/km to 295g/km. The M3 Coupé is helped in achieving these figures courtesy of Brake Energy Regeneration, one of the elements of BMW's EfficientDynamics programme. Previously engine power produced during deceleration was lost, but now it is recycled to charge an Absorbent Glass Mat battery. Conversely, under acceleration, the alternator decouples to avoid being a drain on engine performance. An optimum gear change indicator in the instrument binnacle can help cut fuel consumption further as it advises the driver of the optimum gear to choose for economical motoring.

One strand of the EfficientDynamics ethos employed on the new M3 Coupé is the extensive use of lightweight technology. The most obvious sign of this is the carbon fibre reinforced plastic roof. A first for the segment, the roof saves 22kgs over a conventional steel roof with a sunroof fitted and is made at BMW's Landshut foundry; the same location at which engine block is produced for the BMW Sauber F1 team. The roof also serves to lower the car's centre of gravity for better balance.

The unique carbon-fibre reinforced plastic roof is just one element that aids the car's chassis set-up and impressive dynamic capabilities. The new M3 Coupé features a bespoke suspension configuration and construction. To save 2.5kgs in weight without compromising rigidity, nearly all of the components in the front double joint spring strut suspension are made from aluminium. All of the components in the five-link rear axle suspension, except for one track control arm, are also made of aluminium. Other lightweight materials used include thermoplastics for the bumpers and front wings, and a bonnet made of aluminium.

The driver of an M3 Coupé is supported by the most sophisticated and advanced stability control systems in the automotive world. Dynamic Stability Control + provides a welcome electronic safety blanket and is a system that can be fine-tuned to suit driving style. DSC+ includes the functions of traction control, Anti-slip + Traction, Corner Brake Control and adds further features to improve wet braking performance, smoothness of braking and hill starts.

For those drivers wishing to experience the dynamic capabilities of the new M3, MDynamic Mode can be selected via the iDrive menu. MDynamic Mode permits a greater degree of performance and wheel slip before the DSC+ system intervenes. While this has a practical benefit for slow speed starts on slippery surfaces such as snow and ice, its real function is to allow spirited driving with maximum driver involvement.

Available as an option, Electronic Damper Control (EDC) allows three different stages of ride set-up - Comfort, Normal and Sport - selected manually via a button adjacent to the gear lever. For a greater degree of personalisation the throttle and steering sensitivity can also be changed using the Power button, located alongside the EDC button.

MDrive Manager offers owners the optimum in M car personalisation. It enables all the configurations of EDC, DSC+ / MDynamic Mode, throttle and steering response to be preconfigured by the driver. Once set-up, the driver needs only to press the steering wheel-mounted M button to select his preferred driving configuration. Of course, as the driver spends more time in the car, the configurations can be changed to suit new requirements.

While the basic silhouette of the M3 Coupé resembles the standard 3 Series Coupé, BMW M's bespoke design ethos ensures that 80 per cent of the parts differ from the standard model. Apart from the car's actual structure, only the doors, boot lid, windows and front and rear lights are carried over. All other components have been tailor-made for the M3 Coupé.

The BMW M3 Coupé has grown marginally in all dimensions compared to the previous model yet it has near-identical aerodynamic efficiency. The heavily sculptured front has been designed to channel up to 400 litres of air per second into the engine. The purposefully-styled spoiler and sculpted wing mirrors create additional downforce for even better road holding. At the rear, the quad exhaust pipes protrude in pairs on either side of a small venturi, while a discreet rear spoiler on the bootlid provides yet more downforce.

Inside, front seat occupants are cocooned in deeply contoured sports seats equipped with full electric adjustment. The two rear seats are divided by a central storage binnacle and are designed to accommodate two adults in comfort, while the 430-litre boot is capable of swallowing the luggage of four people.

Jim O'Donnell, managing director of BMW (UK) Ltd, said: "The now-iconic M3 created an entirely new market niche back in the mid-1980s and each successive incarnation has been warmly welcomed by aficionados of sporting cars.

"All our competitors have recognised the market opportunity in this sector, but I am sure that BMW has reset the benchmark higher for all of them. I am very confident that the M3 will be a great success in the UK."

Racing heritage

The original M3 was created to go racing and each subsequent version has maintained these championship-winning credentials. The E30 M3 scooped more than 1,500 individual victories and more than 50 international championship titles in its lifetime and remains the most successful Touring Car of all time. The 2.3-litre, and subsequent 2.5-litre four-cylinder, powered models were loved by customers and were equally successful in the market. The original planned production of 5,000 to meet FIA regulations topped 18,000 by the time the first M3 stopped production.

The E36 M3 picked up where the E30 model left off. The 3.2-litre straight-six cylinder car with 286hp was launched in 1992 and was offered for the first time in Saloon as well as Coupé and Convertible forms, but the Coupé remained the most popular. The E36 M3's engine was uprated in 1995 to 321hp and a six-speed gearbox was introduced. BMW offered the first production Sequential Manual Gearbox (SMG) in 1997 and it became popular with buyers; 50 per cent of M3 owners ordered the SMG system. During the era of the E36 M3, FIA regulations meant the car was ineligible for some championships - that honour fell to the highly successful four-cylinder-powered 320i. The E36 M3 still won titles in America as well as endurance races on both sides of the Atlantic and rally and hill climb championships.

The E46 model truly reinforced the M3 as the class leader when it was launched in 2000. Its 3.2-litre six-cylinder engine now produced 343hp and, with its enhanced chassis and dynamic capabilities, saw off rival product with ease in both Coupé and Convertible form. The introduction of the M3 CSL upped the ante with its extensive use of aluminium and composite panels, an engine performance boost to 360hp and bespoke tyres. The CSL was a real racer for the road. An M3 CS closed the E46 M3 chapter and catered for those wanting the performance brakes and other CSL enhancements but without some of the more extreme and costly weight-saving features.

The new E92 BMW M3 goes on sale in the UK on 8 September, 2007, and costs £50,625 OTR.

BMW M3 Coupe US-Version (2008)

BMW M3 Coupe US-Version (2008)

The 2008 BMW M3 is a tame lion. It's easy to handle among traffic and urban driving, while ferocious on the track or out in the hills. Its cabin electronics are among the best available.

Racing provided the reason for the original BMW M3's 1986 creation as the company had to produce road-going homologation versions of its BMW 3-Series Coupe to enter the motorsports version in the German Touring Car Championship. Popularity, proven by strong sales demands, provided the impetus to continue developing the M3, making it both a better performer and more inviting road car as it evolved along with the underlying 3 Series, the company's most popular, upon which it is based.

In 1988 North Americans received their first taste of the high-rpm, naturally aspirated 2.3-liter four-cylinder BMW M3 Coupe 192-hp and thus was born a legend on this side of the Atlantic. The next generation arrived in 1995 with a 3.0-liter (and later, 3.2-liter) 240-hp inline-six powerplant. In 1997 the first BMW M3 Sedan joined the family and the first BMW M3 Convertible followed shortly thereafter. The most-recent version, available from 2001-2006 as either a coupe or convertible, again was offered with six-cylinder power, this time providing 333 hp from its 3.2 liters. This vehicle was BMW's first use of SMG (Sequential Manual Gearbox) for the U.S. market.

Lightweight, efficient V8 at the heart of the BMW M3

The move to eight cylinders in the fourth generation BMW M3 provides a powerplant offering the seemingly disparate characteristics of more power, increased efficiency and reduced weight when compared with the previous six-cylinder M3 engine. Displacing 3,999 cubic centimeters (4.0 liters), the new light-alloy engine produces 414 hp at 8,300 rpm and 295 pound-feet of torque at 3,900 rpm with 85 percent of the maximum torque available consistently through 6,500 rpm. This power output represents a 24% increase over the six-cylinder from the last generation M3 and it comes with a 7% weight saving. Compression ratio is dialed in to 12.0:1 and redline is set at 8,400 rpm.

The V8 engine of the new BMW M3 Coupe boasts the company's variable double-VANOS camshaft management. Offering extremely fast and responsive valve timing, this technology reduces charge cycle losses and improves the output, torque and response of the engine, with a positive influence on fuel economy and emission management.

A separate throttle butterfly for each cylinder - eight in this instance - is a feature adapted from BMW M's racing heritage and provides immediate reaction to the gas pedal at all times. Two stepper motors operate the four throttle butterflies on each row of cylinders, giving the engine a particularly sensitive response at low speeds together with an immediate reaction whenever the driver presses down the accelerator for extra power and performance.

A volume flow-controlled, pendulum-slide cell pump supplies the engine with lubricating oil, delivering the quantity required by the engine. Wet sump oil lubrication, optimized for dynamic performance, ensures consistent oil supply to the high-rpm engine at all times, particularly in extreme braking maneuvers. The system features two oil sumps—a small oil sump in front of the front axle subframe and a large oil sump behind it.

A new, comprehensive electronic management system coordinates all engine functions with optimum efficiency and maximizes operational integration with the clutch, gearbox, steering and brakes. In addition, the engine control unit performs a wide range of on-board diagnosis functions and masterminds the ancillary engine units.

A highlight of the engine management system is the use of ion-current technology to determine engine knock as well as misfire and poor combustion events within the cylinders. In contrast to conventional methods, this monitoring and control function is performed precisely where the phenomena occurs—within the combustion chambers. The spark plug in each cylinder senses and controls the risk of knocking, at the same time monitoring the correct ignition and recognizing any misfiring. In other words, the spark plug acts as an actuator for the ignition and as a sensor monitoring the combustion process, and is therefore able to distinguish between a misfire and poor combustion. This dual function of the spark plugs facilitates the diagnostic procedures required in service and maintenance.

And the increased performance with better economy comes from the lightweight engine. At 445 pounds, it is 7% or 33 pounds lighter than the previous model's Inline-6. Lightweight components do not stop with the alloy engine block. The crankcase is made of a special aluminum-silicon alloy eliminating the need for cylinder liners. Despite the need to resist high combustion pressures and engine speeds—this is the "fastest" production engine ever produced by BMW as it can reach 8,400 rpm—the engineers managed to keep the compact and rigid crankshaft weight down to 44 pounds.

Manual transmission, twin-disc clutch and Variable M Differential Lock

Power from the BMW M3 Coupe's V8 is transmitted to the rear wheels through a close-ratio six-speed manual gearbox. The performance parameters of the M3 dictated heat management as a key design factor for both the transmission and clutch. The transmission features integrated temperature-dependent oil cooling management, while internal ventilation maximizes heat dissipation for the twin-disc clutch.

The new final drive comes with a Variable M Differential Lock generating up to 100 percent locking action with fully variable action whenever required, ensuring optimum traction on all road surfaces. Responding to differences in speed between the right and left rear wheel, the Variable M Differential Lock also offers ideal support further enhancing the positive features and characteristics of rear-wheel drive.

Optional M double-clutch transmission with Drivelogic

In addition to the traditional 6-speed manual transmission, the new M3 is available with a unique 7-speed double clutch gearbox specially designed for a high-rpm engine. The M double-clutch transmission with Drivelogic (M DCT Drivelogic) shifts gears without the slightest interruption in the flow of power. As a result, M DCT Drivelogic is able to extract the most performance possible from the car while also providing a smooth comfortable shift from one gear to the next.

The process of shifting gears is basically the same as on BMW's proven Sequential M Gearbox, meaning that even when shifting gears manually there is no need for a clutch paddle and the driver may keep the gas pedal on the floor during the shift process.

The Drivelogic control offers 11 different shift programs to suit the needs of individual drivers. Drivelogic offers 5 programs that allow for automatic operation of the transmission as well as 6 manual programs. Manual operation can be performed via a new sports shift lever exclusive to the BMW M3 or via paddles on the steering wheel (pulling the right-hand paddle to shift up, the left paddle to shift down).

In its gearshift characteristics, the new M double-clutch transmission with Drivelogic is ideally matched to the fast-revving V8 engine in the new BMW M3. M DCT Drivelogic which made its debut on the 2008 M3 Convertible and is available as an option on the BMW M3 Coupe (and Sedan) soon afterwards.

 

 

Engineering a chassis which is "faster than the engine"

Providing sure-footed responsive handling for a high-performance, powerful and luxurious coupe, while keeping mass under control, presented numerous challenges for the BMW M3's engineers. The result is a new, aluminum chassis developed specifically for this model. The design begins with placing components in such a way as to create a 50/50 front/rear weight balance.

Virtually all of the front-end components are aluminum, including the front struts, swivel bearings, central subframe and an additional thrust panel below the engine serving to maximize lateral stiffness of the entire front section.

From the rear axle subframe through the transverse arms and track arms, to the wheel mounts re-configured in their kinematics and stiffness, to the mounting points for the longitudinal arms and the aluminum dampers, virtually every detail on the five-arm rear axle is made of aluminum and is new for this model. These weight-reduction measures and materials help reduce weight by approximately 5.5 pounds when compared to the previous BMW M3.

Both the front and rear axles feature hollow anti-roll bars optimized for their function and weight. Incorporating two additional longitudinal reinforcement bars, axle kinematics are perfectly tailored to the overall character of the car. The result, in terms of both stability and weight, conforms to the balanced performance concept of the BMW M3 Coupe.

Compound brake system

A suitably powerful braking system for a car with this much performance was specifically developed for the new M3. The internally-vented, cross-drilled cast iron discs measure 14.2 inches in diameter at the front and 13.8 inches in the rear. Featuring large compound disc brakes and electronic anti-lock, stopping power for the new BMW M3 is strong, precise and consistent. They are connected to a floating aluminum hub by cast-in stainless-steel pins. This configuration reduces the thermal loads on the discs, thus increasing their performance and service life. An electrically-driven pump provides the system's vacuum power.

Service - and safety - is enhanced thanks to an integrated wear indicator which, through a dash display, allows the driver to monitor the condition of the brake linings. Brake service can thus be administered when necessary without guesswork.

Standard M-style light-alloy spoked wheels measure 18 x 8.5 inches with 245/40 low-profile tires at the front and 18 x 9.5 with 265/40 tires at the rear, can be supplemented by optional 19-inch versions in comparable widths and design.

Servotronic steering with two manually adjustable control maps

Rear-wheel drive keeps the rack-and-pinion steering of the BMW M3 Coupe free of drive forces. A further enhancement is hydraulic Servotronic power assistance controlling steering forces as a function of road speed. There is also a choice of two different control maps activated through normal and sport modes with a console-mounted button.

In Sport mode the BMW M3 provides direct and immediate response with a relatively high steering effort. In the Normal mode, power assistance is comfort-oriented and requires less steering effort.

Latest-generation of Dynamic Stability Control

The electronic Dynamic Stability Control (DSC) monitors driving conditions and intervenes through the application of brakes and reduced engine power to stabilize the BMW M3 and help avoid major over- or under-steer situations.

In addition to engine controls and the ABS, other systems integrated in the DSC are Automatic Stability Control (ASC), which prevents the wheels from spinning on surfaces with reduced traction; the Start-Off Assistant, which prevents the car from rolling back when setting off on a grade, as well as Cornering Brake Control (CBC), which prevents the car from spinning or swerving out of control when applying the brakes in a bend.

The latest version of DSC includes additional functions for even greater driving safety. Whenever the driver is likely to apply the brakes in full within the next few seconds, the system builds up pressure in the hydraulic brake circuit and pre-loads the brake pads to ensure an immediate response. The Brake Drying feature removes water film from the discs in wet conditions, thus reducing the chance of water interfering with the initial braking process.

Electronic Damper Control recognizing the driver's style of motoring

The optional Electronic Damper Control (EDC) allows the driver to tailor the vehicle's chassis dynamics to his or her preference through one of three modes: Sport, Normal and Comfort.

The response of all dynamic driving systems is carefully tailored to the power and performance of the new BMW M3, with electronic intervention of the various systems naturally taking the dynamics of the car into account. Indeed, the driver even has the option to individually configure specific parameters, thus adjusting the response of the car to his personal preferences.

The result of these many improvements to the chassis and suspension produced clear results on the race track with the new BMW M3 significantly outperforming the lap times of previous generations on the Nordschleife of Nürburgring, where all BMW M Cars are put through their paces for their ultimate test.

Interior design oriented an active driving experience with luxury

The interior of the BMW M3 has always been a place designed for performance driving, but without compromising the comfort of the driver and the passengers. The new BMW M3 Coupe continues this tradition with the latest innovations. The four seats are surrounded by powerful contours and flowing lines highlighting in particular the concave and convex surfaces. The horizontal lines dominating the area around the dashboard as well as the harmonious surfaces of the side linings give the interior a dynamic note.

The cockpit control area tapers out between the front seats into a newly designed center console which discreetly "swings" towards the driver. Finished in black leather, the console harmoniously continues the instrument surrounds and the control area in terms of both color and shape, comprising three function switches (Power, DSC, and optional EDC) for activating and deactivating the electronic driving programs on the side facing the driver.

Apart from the clear design and optimum ergonomic arrangement of all controls and instruments, the choice of colors inside the new BMW M3 Coupe helps the driver concentrate on driving. Regardless of the upholstery and trim color, the footwells, parcel shelf, headliner, A-pillar trim and the upper part of the instrument panel are all finished in Anthracite. This uniform, dark color scheme around the windshield helps the driver focus on driving.

There is no question as to the heritage of the vehicle upon opening the door of the new BMW M3 thanks to the M car logo in the door sills. The unique nature of the vehicle carries to the dash where the dual circular instruments typical of BMW - the speedometer and fuel gauge as well as the tachometer and oil temperature display - are in specific M style. A feature typical of BMW M cars is the variable warning zone on the tachometer that informs the driver of the recommended engine speed depending on the engine oil temperature. The borderline between the yellow pre-warning zone and the red warning zone moves up as a function of increasing oil temperature to the maximum limit of 8,300 rpm. The digital displays presenting the time, the outside temperature and odometer, as well as the various warning lights, are positioned between the two circular instruments.

The M3's leather steering wheel, with its thumb contours resting firmly in the driver's hands, provides an optimum grip for precise movement of the steering wheel. The spokes within the steering wheel incorporate the remote control buttons for the audio system and mobile phone, as well as the optional MDrive button. An additional auxiliary button may be programmed through the optional BMW iDrive system.

As an option, both the front seats are available with backrest-width adjustment, while the rear seats may be equipped with folding seatbacks which provides the 15.2 cubic foot luggage compartment even greater capacity.

A premium AM/FM/single-disc CD audio system comes standard with an auxiliary input jack. Individual entertainment options include SIRIUS satellite radio, HD radio and a USB-enabled port for control of an Apple iPod or iPhone media player. These three options can be bundled together in the Technology Package, should one choose to have them all together.

For vehicles equipped with Navigation, the comprehensive information and entertainment systems are controlled by the refined BMW iDrive. Selecting the Navigation/iDrive option also brings the performance-oriented, steering-wheel-spoke-mounted Mdrive button.

Safety begins with the body structure and continues inside

Occupant safety begins with the design of the new BMW M3's body structure. Together with defined deformation zones, the use of high-strength steel ensures smooth and direct transmission of forces in a collision and optimum absorption of loads acting on the car. The space available for deformation is also used to avoid any damage to the passenger cell and keep damage to the body itself to a minimum, even in a severe collision.

The electronic restraint systems are tailored to the ultra-strong structure of the body. Six airbags as well as the belt latch tensioners and belt force limiters are activated by the car's central safety electronics as a function of the type and severity of a collision. Sensors located in the center of the car within the B-pillars and in the doors "tell" the safety electronics which component offers the occupants optimum protection, with the "proper" restraint systems being activated in the event of a collision.

The driver and front passenger are protected by frontal and side airbags housed in the seat backrests. These four airbags are activated in two stages, depending on the severity of the impact. Through its size alone, the curtain head airbag protects the car's occupants on both the front and the outer rear seats. And the risk of leg injury in a head-on collision, finally, is reduced on the driver's side by defined deformation of the footrest.