I won’t bore you with a history lesson about the BMW M3, nor shall I risk the same with a lengthy interpretation of the styling, the options list, or superfluous information like the number of cup holders. No, like me, you want to know what the latest iteration of the most revered M production car is like to drive. As such, I travelled to Mpumalanga to sample the BMW M3 (that’s the sedan) on the road, followed by the Kyalami Grand Prix circuit where I got a wriggle on in the BMW M4 (that’s the coupé).
Low-slung and with a wide stance, you don’t need me to tell you that the new M twins look the proverbial business. Much emphasis has been placed in the cars’ aerodynamics both in terms of performance and efficiency. In the first instance, the front apron, smooth underbody and clearly defined Gurney spoiler at the rear of the M3 (or integrated spoiler lip at the rear of the M4) reduce lift by equal measure over both axles. Elements such as the Air Curtain, M gills with integrated Air Breather behind the front wheels, aerodynamically designed side mirrors and their mounts, are not only aesthetic draw cards, but also reduce air turbulence and associated drag around both body styles.
The BMW M3 (F80) and BMW M4 (F82) share a 3.0-litre straight-six engine that is equipped with two-turbochargers (M TwinPower), direct fuel injection, variable valve timing (Valvetronic) and continuously variable camshaft timing (Double-Vanos). These systems work to create the most efficient combustion process under all driving conditions and the result is a wonderfully smooth and high-revving engine.
The 3.0-litre inline six (codename S55) develops 317 kW between 5 390 and 7 000 r/min. Peak torque is 550 Nm and is produced between 1 800 and 5 390 r/min. You’ll notice that peak power takes over from where peak torque tapers off, but its a seamless power delivery right up to the heady 7 600 r/min redline. Compared with the outgoing 4.0-litre V8 (S65) the smaller straight-six offers 40 percent more torque over a wider rev range (the V8 peaked with 400 Nm at 3 900 r/min). The sprint from zero to 100 km/h takes both the M3 and M4 just 4.1 seconds. Top speed is limited to 250 km/h, or 280 km/h if the optional M Driver’s Package is specified. Despite the increased performance, BMW claim the new engine will use just 8.3 l/100 km on average and emit CO2 gas at 194 g/km, which is a 25 percent improvement over the previous M3.
Other key mechanical components that give the 3- and 4-series their M credentials are a thoroughly revised suspension, transmission, oil delivery and cooling systems, as well as an Active M Differential, carbon-fibre reinforced plastic (CFRP) propshaft, front suspension strut brace and roof. The weight saving measures, including aluminium suspension components, bring the M3 and M4 within 23 kilograms of each other at 1 520 and 1 497 kilograms respectively.
Unlike the dramatic appearance of the exterior, the cabin in either M car is far more consistent with the ‘lesser’ 3- and 4-Series models. Specific changes made by BMW M GmbH include M door sill finishers, a M driver’s footrest, M gearshift lever, M-design circular instruments with white graphics, M leather steering wheel with chrome trim, colour contrast stitching and electroplated-look shift paddles (if the M DCT gearbox is specified). The most obvious of all, however, are the M sports seats up front, which are characterised by their extra length and single-piece back rest. Their motorsport inspired design incorporates adjustable side bolsters and an illuminated BMW M logo on the backrests.
At the press of the ‘Engine Start’ button the straight-six bursts to life and settles into a consistent, but not entirely subdued, thrum. My first jab of the throttle launched the car with a solid shove that sent the speedo into triple digits within seconds; which is where it would remain for the majority of a 210 kilometre round trip. Like other M models, the adaptive suspension, throttle response, steering and 7-speed M-DCT transmission are all adjustable in any number of combinations ranging from Comfort through to Sport+, and which can be preset via one of two M-Mode buttons on the steering wheel.
On Mpumalanga’s bumpy country roads the F80 M3′s road manners proved confidence inspiring, by virtue of the supple ride (by sports car standards), lack of unnecessary kickback from the electromechanical steering system and an unobtrusive dynamic stability control system (DSC) that allows plenty of smiles without any surprises.
Back at the all but defunct Kyalami Grand Prix circuit, 2012 DTM Champion Bruno Spengler was on-hand to showcase the agility of the new M3. With the chassis, drivetrain and steering all set to Sport+, together with the DSC turned off, the BMW factory racing driver underlined the car’s balanced chassis and linear power delivery; using both the carbon ceramic brakes and the throttle to adjust or maintain his cornering line with alacrity (and a fair bit of tyre smoke on occasion).
A few laps of my own highlighted the amount of grip afforded by the 19-inch rubber and Active M Differential, but also the mountain of mid-range torque that is able to overcome it. The 6-cylinder engine revs cleanly as power builds towards the redline. The M-DCT transmission delivers rapid and utterly precise gear shifts, while BMW’s M Dynamic Mode allows measured wheel slip for entertaining amounts of oversteer, but with the DSC safety net still on standby. The optional carbon ceramic brakes (R90 500) are a welcome addition for track work, offering superior bite over the already favourable standard BMW M compound items.
The BMW M3 Sedan and BMW M4 Coupé are a superb embodiment of contemporary driver’s cars, delivering guarded and gratifying performance to both wide-eyed and competent drivers alike. Yes, they now command a higher price tag than ever before, but they are certainly no less desirable and further ahead of the competition at this stage too.
| Pricing (incl. VAT) | |
| BMW M3 Sedan | R958 300 |
| BMW M3 Sedan M-DCT | R1 006 800 |
| BMW M4 Coupé | R1 007 800 |
| BMW M4 Coupé M-DCT | R1 056 300 |
Pricing includes a 5-year/100 000 km maintenance plan and 24-hour roadside assistance.
