Without a doubt, it's the M Series cars that make
enthusiasts go ga-ga for BMW. Based on regular
production series models, BMW's M cars take performance to a new level, usually
through a massaged engine, sport-tuned suspension, and other performance and
cosmetic enhancements that turn something ordinary into something extraordinary.
And of all the M Series models, it's the M3 that really gets
the enthusiast's blood fired up. Using the standard 3 Series platform as a
basis, the M3 takes everything the performance-minded driver loves about BMW's
entry-level model and turns the dial up to 11. This is the one that BMW chooses
to run in competition, more often than not. And for good reason.
With the E92 M3's production launch just around the corner,
we've compiled a brief history of the uber-coupe's lineage to show you what
BMW's M-engineers had to consider when developing the latest incarnation of the
venerable M3.
E30
The original 1986 BMW M3 (E30) was
developed strictly for racing homologation purposes at first. A requisite 5,000
cars were to be built, in order for the car to compete in the World Touring Car
Championship (WTCC), each with flared wheel arches, a tall rear wing, stiffer
suspension, and Formula 1-derived, 195 horsepower four-cylinder engine -
just as it would be run in the series. On the track the M3 proved competent,
winning the debut season of the series ahead of opposition by Mercedes-Benz, Ford, Alfa Romeo, and Volvo. The M3 went on
to win the European Touring Car Championship several times and the German
Touring car Championship (DTM) twice.In 1988, a convertible version of the M3
was available in Europe, but the U.S. had to wait for the second-generation M3
to get in on the drop-top action. Also that year, the first in a line of
limited-edition Evo models became available in Europe, culminating in the 238
horsepower, lighter weight Sport Evolution model. BMW went on to build nearly
18,000 M3s by the car's production end in 1991 to meet customer demand. Little
more than a racecar for the street, purists say that this was the creme of the
M3 crop with a more focused and purposeful look and feel than its successors.
E36
On first glance, the second generation (E36BMW M3 doesn't look
all that impressive on the surface. In fact, it looks little changed relative
to its standard-issue siblings. Gone are the dramatic "boy-racer"
fender flares and dramatic rear wing of the original model, the new M3 making do with
just a special front airdam, sideskirts, wheels, and of course, the M3 badge.
But the badge was all it took to let the enthusiast know that this was no
ordinary 3 Series. In the engine bay, the old four-cylinder mill was
ditched for a bored-out and souped-up version of BMW's inline-six. Now
with a 3.0-liter capacity -- a 3.2 liter unit would come in the second year of
production, the U.S. spec frustrated American enthusiasts by possessing 240
horsepower, a full 46 horsepower less than its European counterpart.
Nevertheless, 0-60 mph times were reduced from the first-generation's high 7s,
to the low 6s. All this despite the new M3's several hundred pound weight gain
over the outgoing model. In true M-fashion, the suspension was given the once
over as well, being lower and stiffer than the standard 3 Series cars with
revised strut mounting points and reinforced components. Still, raw, sporting
appeal now had to compromise with comfort and convenience.
In the engine bay, the old four-cylinder mill was ditched for a bored-out and souped-up version of BMW's inline-six. Now with a 3.0-liter capacity -- a 3.2 liter unit would come in the second year of production, the U.S. spec frustrated American enthusiasts by possessing 240 horsepower, a full 46 horsepower less than its European counterpart. Nevertheless, 0-60 mph times were reduced from the first-generation's high 7s, to the low 6s. All this despite the new M3's several hundred pound weight gain over the outgoing model. In true M-fashion, the suspension was given the once over as well, being lower and stiffer than the standard 3 Series cars with revised strut mounting points and reinforced components. Still, raw, sporting appeal now had to compromise with comfort and convenience.
But consumers were given more options than ever. A practical, understated, four-door sedan version was offered by 1997 -- the same year BMW's sequential SMG gearbox first became available -- and a year later, the U.S. would finally get a convertible option
E46
In the engine bay, the old four-cylinder mill was ditched for a bored-out and souped-up version of BMW's inline-six. Now with a 3.0-liter capacity -- a 3.2 liter unit would come in the second year of production, the U.S. spec frustrated American enthusiasts by possessing 240 horsepower, a full 46 horsepower less than its European counterpart. Nevertheless, 0-60 mph times were reduced from the first-generation's high 7s, to the low 6s. All this despite the new M3's several hundred pound weight gain over the outgoing model. In true M-fashion, the suspension was given the once over as well, being lower and stiffer than the standard 3 Series cars with revised strut mounting points and reinforced components. Still, raw, sporting appeal now had to compromise with comfort and convenience.
But consumers were given more options than ever. A practical, understated, four-door sedan version was offered by 1997 -- the same year BMW's sequential SMG gearbox first became available -- and a year later, the U.S. would finally get a convertible option
E46
With the latest-generation M3, the E46 series, BMW brought back
some of the hooligan-esque features that had been lost in the previous
generation. Yes, the car was refined, luxurious - even comfortable. But the
wheelarches once again flared (to accommodate a wider track), the hood bulged,
and a subtle grille was located in both front fenders to bring back some of the
aggressive aesthetics that endeared the original M3 to the hearts of so many
enthusiasts.
The powerplant was still a 3.2-liter inline-six, but it was
essentially all-new -- now producing 330 horses at a screaming 8,000 rpm redline
.
0-60 times dropped again to a scant 4.8 seconds, despite yet another
triple-figure weight increase and the top-speed was an electronically limited
155 mph, the fastest yet. The SMG gearbox was retained and a convertible again
returned to the lineup, though no E46 M3 was ever offered with more than two
doors.
Racing success was quick to come for the third-generation M3, with many victories in the American Le Mans Series (ALMS). Hot on a winning streak, BMW even decided to offer two performance-oriented variants for public consumption: the Euro-only, highly tuned GTR and the lightweight CSL; a small number of which did arrive on U.S. shores - and commanded a strong premium.
From the July 2007 issue of Motor Trend
Racing success was quick to come for the third-generation M3, with many victories in the American Le Mans Series (ALMS). Hot on a winning streak, BMW even decided to offer two performance-oriented variants for public consumption: the Euro-only, highly tuned GTR and the lightweight CSL; a small number of which did arrive on U.S. shores - and commanded a strong premium.
From the July 2007 issue of Motor Trend
No comments:
Post a Comment