BMW's M3 has been among the top 10 performance cars since its inception in 1986, but the latest generation coupé could beat them all
Ask any car fan to list their top 10 performance cars, and somewhere on the list is likely to be a BMW M3. It's a titan in the sports car market, a motoring pin-up since its arrival in 1986.
That's partly down to the fact that its inception had little to do with marketing types and everything to do with the demands of those at its motorsport division.
BMW's engineers at the M Division racing section developed the original M3 simply to pass racing rules that required entrants to have a similar car to the racing version available for public sale. Once it hit the market, the M3 became more than an incidental sales derivative: it became a motoring icon.
It was every inch the track car, and every inch the ultimate performance flagship for BMW's entry level model at the time.
Sadly, somewhere between then and now, the M3 somehow lost its lustre.
My qualms with recent M3s are twofold. First, they got a little soft. They may have had far more power, but they didn't quite have the same allure as the original. It is really down to degrees of greatness, but the later versions lacked some of the raw passion. That was arguably down to the fact they were designed with the public in mind as much as the racetrack. By this stage the marketing folk were having more say.
My second issue with the M3s of old has nothing to do with the engineering, and more to do with personal prejudice. The second generation M3 became a motoring magnet for brash red-braced bankers. Of course they represented a small minority of owners, but it was hard to overcome the unfortunate image.
Thankfully, many of these buyers have moved on to other models, mainly SUVs, so the new M3 will hopefully not suffer a similar fate.
Certainly in terms of engineering, the new model offers everything one could expect from such a car, and then some. In a market where its competitors have rapidly closed the gap, the M Division engineers knew they needed something special to keep their crown. For all that, they needed something relatively competent for regular driving.
The good news for everyday motoring is that, although its lineage may originate on the racetrack, the M3 is as civilised as one would expect from a modern performance car, cruising through traffic without complaint. The bulging bonnet and carbon fibre roof attracts plenty of looks from passers-by, but apart from the deep-throated gurgle emanating from up front, there's little in the way of aesthetics to differentiate it from the regular coupé.
That said, BMW is quick to point out that 80 per cent of the new M3 is original to this car, with only features like the lights and some interior elements taken from the recently launched coupé.
Weight saving is paramount, from the carbon fibre roof through to the rather flimsy rear armrest. Every kilogram that could be saved has been sacrificed for performance.
Lower gears in the six-speed manual box - the only transmission on offer initially - can be a bit of a pain to engage at first, and the clutch is a little stiff, giving a rather uneven change. However, you quickly adapt to the feel and little features like a hill start system that holds the car from rolling back for two seconds while you engage the clutch help ease your journey in town traffic. It may not be as pliant as a Fiat Panda, but for a performance car, it's pretty tame in town.
Things change, however, when you take to the open road. The beauty of the M3 is that you can call up varying degrees of motoring madness. In regular format it's a phenomenal drive, but start tinkering with the Mdrive settings and it turns into a road-going rocket.
For loyal fans, the big news is that BMW has yet again increased the engine size and output. Where the original was a four-cylinder unit, recent versions have been well-tuned versions of BMW's legendary six-cylinder block. This, however, is a fully-fledged V8. That's 4-litres and a whopping 414bhp on call to your right foot. It adds an extra 77bhp to the new car over the old version, and manages to hit 100km/h in 4.8 seconds.
In straight line speed terms, the power is truly phenomenal and feels much faster than the claimed times.
Hit the power button on the transmission tunnel and it opens up a whole new world of potential. Response times are reduced to milliseconds and on tighter roads, the excellent brakes anchor the car on entry, it grips well on its Pirellis with negligible bodyroll and only the slightest twitch at the back, while a slight tickle on the throttle will have you hurtling away from the apex and on to the next twist or turn.
It's engaging and intoxicating.
In terms of ride quality, this is the first M3 that comes with an optional active suspension system. Three settings are available - Comfort, Normal and Sport.
In Sport mode the damping is firmer and employs higher damping forces, thereby reducing lift. It's a bit too tough for regular Irish roads, where any enhancement to the cornering ability is over-ridden by the jarring ride as the 19" alloys get buried in potholes.
There may be a case for criticising the number of electronic aids on the car, and many drivers will tire quickly of adjusting the various settings on offer through the Mdrive management system. However, most will find their ideal combinations pretty quickly and few will want to - or should - take to public roads without the likes of the stability system in full control.
Putting 414 horsepower through the back wheels - even with this car's differential lock system - on anything but a perfectly surfaced bone dry road could lead to some serious repair bills.
THAT'S PERHAPS THE MOST important lesson for potential owners. While there is an ever-growing number of Irish motorists capable and willing to pay over €100,000 for cars like the M3, they need to remember that this is far beyond the realms of simply a sporty 3-Series. Enter the world of the M3 and you are dealing with a raw performance, tamed slightly for your convenience and medical insurance. Options are available to witness the car's ultimate potential, but only those with a private test track on hand should even consider it.
Poke this motoring lion at the wrong time without the safety equipment on, and it will bite your arm off.
In a way, though, that's where the M3 started. This car is about rivalling the engineering excellence of its predecessors. Some rivals may be better balanced for public road use, but that's what you get when you buy a car built under the watchful eye of the racing arm of a premium car firm.
The M3 has some serious rivals breathing down its neck these days, in particular the Audi RS4 and Mercedes C63 AMG. Luckily for BMW, the RS4 is ending production in December, but the Mercedes is here for the long haul. The M3 is no longer top dog in this market, and it will be interesting to see how the engineers at its M Division react.
Regardless of the power battle that will continue for some time between the German trio of brands, BMW has brought the new M3 back into line with the ethos of the original model, albeit with a lot more punch.
It may not rank as high as its sibling model, the M5, in our personal top 10 performance cars, but it's a phenomenal drive and no one with €100,000 to spend will be disappointed.
Factfile
ENGINE:A 3999cc V8 32-valve petrol engine with six-speed manual gearbox offering 414bhp @ 8,300rpm and 400Nm of torque @ 3,900rpm
SPECIFICATION:Six airbags; Dynamic Stability Control (DSC) comprising: Anti-lock Braking System (ABS), Automatic Stability Control (ASC), Cornering Brake Control (CBC), Dynamic Brake Control (DBC), Electronic Brake-force Distribution (EBD), Engine Drag Torque Control (MSR); Carbon-fibre, reinforced-polymer composite roof; self-adjusting clutch; 18" alloys as standard (19" alloys optional); tyre puncture repair kit; bi-xenon headlights; rear foglight; leather upholstery.
L/100KM (MPG)
Urban:17.9 (15.8)
Extra-urban:9.2 (30.7)
Combined:12.4 (22.8)
CO2 emissions:295 g/km
Annual motor tax:€1,343
Price:€103,900