BMW M3 Challenge
Powerhouse automobile through daredevil maneuvers on a regular basis. The first BMW M3 changed all that. Introduced in 1986, the M3 gave the buying public a winning formula for street-legal, high-performance fun. Over the years, the M3 has become the de facto must-drive car for speed hounds, gear heads and BMW loyalists.
And now, the fourth-generation BMW M3, due to arrive in the U.S. in the spring of 2008, is poised to reignite your Motorsport passion.
The M3’s most important new piece of equipment lurks under its powerdomed hood: a staggering 414-hp V-8 masterpiece.
A sport-tuned step forward for M engineers, the new V-8 doesn’t so much replace the previous M3’s six-cylinder as redefine a guiding tripartite principle: more power, higher revs, greater control. Milled in BMW’s light-alloy foundry, the new M3’s engine block shares its DNA with BMW’s Formula 1 racecars.
Eight individual throttle butterflies are fully electronically regulated for optimal throttle response and engine sensitivity, as well as a gratifying amount of racetrack-inspired revs. Not satisfed with simply granting the M3 more raw muscle, M engineers also developed advanced management systems for more consistent performance across its powerband. The engine control unit evaluates more than 50 input signals, providing the M3 with ideal fuel-injection timing, flow conditions, and ignition timing for each cylinder.
Ion flow technology monitors the engine for misfires or knocking, with a brilliant spark-plug sensor system that detects and corrects combustion, as needed. The M3 V-8’s brains are equally impressive as its brute strength. On the road, BMW M’s mind-bendingly innovative engine technology yields true driving pleasure.
The 2008 M3 redlines at an incredible 8400 rpm, enough wind-up to send you soaring through all six gears. Another M3 first, the transmission’s dual-plate clutch design offers smoother, race-inspired shifting. And while slinging around the track may not be on your agenda, a newly designed final drive with BMW Variable M Differential Lock, together with a lightweight, precision-tuned aluminum suspension, offers superbly sporty rear-wheel-drive action on any road. In fact, “lightweight” is the rule for many of the all-new M3’s components.
Aside from its future-cool looks, the carbon-fiber roof lowers the M3’s weight by 11 pounds (compared to standard metal roof construction), as well as its center of gravity. Likewise, the front end and both bumpers use lightweight construction. Multiple weight-reducing air intakes serve a second purpose: efficient engine cooling and aspiration. The net gain from all of this weight-conscious engineering is better acceleration and sportier driving dynamics.
Of course, the real thrills are to be had behind the wheel. Drivers will rejoice at the M3’s interactive M Drive controls, available as an extension of the optional iDrive Navigation system. M Drive allows you to customize several of the M3’s performance parameters, including Electronic Damping Control (EDC), Dynamic Stability Control (DSC), and engine response programs.
At every glance, the M3’s cockpit reminds you of its competitive streak: a smaller, thick-grip steering wheel; body-hugging, fully adjustable M front sport seats; M badging; and illuminated dual dials, complete with glowing red tachometer needles. Comfort and convenience options abound, from plush leather upholstery and elegant trim choices to an outstanding optional Premium sound system, and much more.
But really, from the moment you hit the Start button, you’ll be transfixed by the M3’s ultimate driving prowess – its aweinspiring handling, effortless acceleration and daring vibe. Strap in, grab the wheel, and prepare for takeoff in this Motorsport marvel: the M3.
“Everyone is pulling in the same direction.”
Karl Elmitt’s title is Head of Exterior Design for M GmbH.
But he was the one with overall responsibility for the new M3.
BMW Magazine: What changes can one make to perfection?
Karl Elmitt: Well, the biggest change was going from a 6-cylinder to an 8-cylinder engine. That’s quite a big deal that every M3 fan can appreciate. I think that was the real groundbreaking change. It affected the car’s looks, too; it made the new model a little more extroverted, a bit more aggressive than its predecessor. Because of the bigger engine, the air intakes are also bigger.
It’s a more famboyant car, with a lot more evidence of its racing heritage. Why the larger powerdome on the hood? We had to meet the benchmark of 414 hp. The contours of the powerdome and intakes mirror the arrow-shaped hood, thus emphasizing the forward-sweeping lines. How did you keep the weight of the BMW M3 down? The engine is about approximately 30 pounds lighter, and the new carbon-fiber roof on the Coupe saves 11 pounds.
Any ergonomic changes?
The new M3 has an even better sitting position – that’s already a plus on all the M3s. They have really good seats that hold you in place when you accelerate. In a way, they are racing seats for the road. The M3 also has a very good dashboard – all the key instruments are in easy reach.
What else would you stress about the new M3? The axle load distribution of 50:50 gives it a balanced aerodynamic design. The car is almost 90 percent redesigned. The trunk lid and the doors were taken from the 3 Series Coupe; apart from that, every other major panel and structural element is new. The hood is aluminum. Because the new front fenders are wider, they are now made of plastic. The front and rear bumpers are also new. When did you start developing the new M3? We started in 2004.
We needed at least one year of clay modeling and cubing. The whole model was first made out of clay? Yes, and we even had a set of real metal forged wheels made. We made an absolutely authentic-looking model, which was then presented to the Board of Directors. It was even painted. From a distance of 10 feet, you wouldn’t have known it from the real thing.
What happens next?
If the Board wants changes, we make them on the clay model. The car then gets digitalized and becomes a computer model. That guarantees that all the surfaces ft perfectly. We can see all the components and make sure that nothing is out of line. The engineers make use of this information for making the tools, so everything has to be aesthetically and technically accurate.
And after the computer model? When everyone is really happy and everything fits – we are talking about thousands of parts – then we make the cubing model out of aluminum or, sometimes, a very heavy resin-type material. This usually involves only the exterior. This master model shows us what the real car will look like when it’s made, and is used to check the accuracy and quality of the tooling.
That’s the final check. What’s the working climate for the designers and engineers? Is there much friction? At BMW, almost none. Everyone is very professional. Compared to working at other car companies in Europe, BMW is light years ahead. The way people work together is truly amazing. You feel that everyone is pulling in the same direction.
You worked 15 years for another carmaker. What do you especially like about working for BMW? The consistent professionalism of the people who work here, as well as the determination to get the job done and be the best.
Source: BMW Magazine