BMW M3

THE NEW BMW M3 COUPE AND SEDAN TO MAKE NORTH AMERICAN DEBUT AT LOS ANGELES AUTO SHOW

11/13/07

Woodcliff Lake, NJ - November 2, 2007... BMW will unveil one of the most anticipated new cars of the year as it raises the performance benchmark once again with the North American premieres of the 2008 M3 Coupe and Sedan at the Los Angeles Auto Show. The all-new 4th generation 2008 M3 Coupe and the all-new 4 door M3 Sedan will arrive in the spring of 2008 and will feature a high-revving V-8 engine developing 414-horsepower at 8,300rpm, a first in a series-production BMW M3 and the highest-performing M3 ever offered by BMW's M division.

The BMW M3 Coupe will feature a unique carbon fiber roof panel that reduces weight by 44lbs versus the optional steel roof panel with moonroof. Both the M3 Coupe and Sedan will feature driver-adjustable settings for crucial dynamic controls including steering, damping and stability (and an available steering-wheel-mounted "MDrive" button to store the preferences) and a sports oriented interior that can be optimized to a driver's desires. including the comprehensive entertainment/navigation system operated through BMW's latest iDrive controller.

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 17% increase over the six-cylinder from the last generation M3 yet the new engine weighs 7% less and consumes 8% less fuel than its predecessor.

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

Power from the BMW M3 Coupe and Sedan'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.

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 Dry Braking feature removes water film from the discs in wet conditions, thus reducing the chance of water interfering with the braking process.

Electronic Damper Control recognizing the driver's style of driving

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.

Interior design oriented an active driving experience with luxury

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 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.

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.
BMW Group In America

• Fourth-generation of the BMW M3, all-new, unique high-performance sports car from BMW M GmbH with unprecedented design
and technology, developed on the basis of the BMW 3 Series Coupé.

• Unique character and supreme driving dynamics secure leading position in the market segment, unique combination of engine power and low
weight ensured by intelligent lightweight technology, power-to-weight ratio 3.8 kg/hp.

• First-ever BMW M3 with an eight-cylinder power unit, all-new V8 displacing 4.0 litres and developing maximum output of 309 kW/420 hp plus peak torque of 400 Nm/295 lb-ft at 3,900 rpm,
maximum engine speed 8,400 rpm, optimum power and torque throughout the entire engine speed range.

• Individual throttle butterflies, variable double-VANOS camshaft control, Brake Energy Regeneration, engine weight 15 kg/33 lb less than the
six-cylinder in the former model.

• Acceleration to 100 km/h in 4.8 seconds, top speed limited electronically to 250 km/h (155 mph), average fuel consumption in the EU test cycle 12.4 litres/100 kilometres (equal to 22.8 mpg Imp).

• Manual six-speed gearbox with integrated, temperature-related oil cooling, mass inertia-optimised double-plate clutch.

• MDrive for setting and retrieving the driver’s specific configuration
of the engine control map, suspension and DSC set-up, as well as the Servotronic control map as an additional option.

• All-new suspension with special, weight-optimised components
as well as axle kinematics characteristic of BMW M for a highly dynamic driving experience, forged aluminium track control arms, compound
high-performance brake system, optional Electronic Damper Control (EDC) with three freely available control maps.

• First production vehicle in its segment with carbon-fibre-reinforced roof, carbon fibre serving to reduce the weight of the vehicle and enhance agility by lowering the centre of gravity, carbon-fibre roof in visible technology symbolising exclusivity and a direct link to motorsport.

• Authentic BMW M design underlining the athletic look of the car, aluminium engine compartment lid with a striking powerdome as a clear signal of supreme power and performance, characteristic front end
with large air intake scoops, muscular, powerfully flared wheel arches.

• Air intake gills in the front side panels, M-specific side-sills accentuating the concept of rear-wheel drive, discreet spoiler lip reducing lift forces
at the rear, roof in clearly visible carbon-fibre look, dual tailpipes typical of BMW M.

• High-quality, sophisticated and perfectly appointed interior with a wide range of customisation, innovative colour and materials concept,
four seats, BMW Individual high-end audio system tailored to the car as an option, model-specific paintwork and equipment variants highlighting
the exclusivity of the new BMW M3.

Entering each new season in motorsport, we feel new and fresh ambition, query formally proven recipes for success, and focus on new records and outstanding achievements. And precisely this also applies to the debut of the new BMW M3: Having completed its test cycle with flying colours, the new high-performance sports car from BMW M GmbH is ready and waiting to take over pole position. Indeed, with its superior power, performance and dynamism, the new BMW M3 ensures truly unique sheer driving pleasure of the highest calibre.

The new, 309 kW/420 hp V8 power unit offers enormous muscle and performance at all times. And the aesthetic design of the new car typical once again of BMW M spells out supremacy of the highest standard.

The new BMW M3 sets the foundation for continuing an exceptional career in motorsport. So every enthusiast sharing the passion for supreme performance may be sure that this model is able to master even the greatest challenge on and off the race track. And last but certainly not least, the new BMW M3 offers the supreme standard of reliability and everyday driving qualities so typical of all high-performance cars from BMW M GmbH.

The all-new “heart” of the latest BMW M3 is the eight-cylinder power unit which, through its high-speed engine concept alone, comes with all the DNA of the current Formula 1 engine raced by the BMW Sauber F1 Team.
Applying this high-speed concept characteristic of all BMW M power units, the new V8 develops maximum output of 309 kW/420 hp from engine capacity of precisely 3,999 cc. Further equally impressive factors are the engine’s peak torque of 400 Newton-metres or 295 lb-ft as well as maximum engine speed of 8, 400 rpm.

Truly unprecedented, however, is the thrust and pulling force generated through this unique potential, conveying the supreme power of the engine through the variable M differential lock to the rear wheels. Precisely this is
why the new BMW M3 is not only outstandingly responsive in its acceleration, but also completely shattering in the way it develops its power: Acceleration to 100 km/h comes in just 4.8 seconds, and the car continues this mind-boggling performance with fascinating consistency all the way to its top speed of 250 km/h or 155 mph, where the engine electronics set an artificial limit to the ongoing power and performance of the new BMW M3.

Within the BMW M GmbH model range, the BMW M3 has always been
that very special model living up in full to its motorsport heritage. Indeed, this already applied to the very first BMW M3 launched in 1986 and continued throughout the two subsequent model generations. And now this supremacy comes out once again most clearly in the 2007 version of the BMW M3.

Although the latest generation of the BMW M3 was based in its development on the new BMW M3 Coupé, the new high-performance model differs from the “regular” coupé in terms of both looks and technical features. Apart from the car’s unique design as well as its drivetrain and suspension technology conceived from the start for supreme performance, lightweight technology came right at the top in the brief given to the engineers at BMW M. And just how consistently this development target has been translated into reality in terms of intelligent lightweight engineering is borne out by the car’s power-to-weight ratio of only 3.8 kg (8.4 lb) per horsepower.

One of the reasons for this low weight is that the new BMW M3 is the first production car in its segment to boast a roof made of carbon-fibre-reinforced plastic (CFP). And in all, the new BMW M3, with the exception of just a few components, is indeed completely new in its engineering and design concept, clearly reflecting the successful tradition of BMW M GmbH.

Apart from the load-bearing structure of the car, only the two doors,
the bootlid, the windows, the headlights and rear lights have been carried
over from the 3 Series Coupé. All other body components, by contrast,
were specially developed for the new BMW M3.

The unique character of the new BMW M3 is obvious at first sight: Over and above the engine compartment lid with its striking powerdome and the two
air intake openings, the function-oriented design of the front and rear air dams, the so-called gills in the front side panels, the side-sills also in distinctive design, the roof made of clearly visible carbon fibre, as well as the exterior mirrors and light-alloy wheels in BMW M design clearly characterise the new model from the ground up. The exterior, in turn, through its athletic and aesthetic appearance, powerfully underlines the sporting qualities of the car.

The exterior paintwork likewise adds an individual touch, offering the connoisseur not only numerous additional colours, but also four special paintwork options exclusive to BMW M.

In designing the interior, the specialists at BMW M GmbH have succeeded
in offering the occupants maximum driving pleasure in an ambience tailored to their specific needs and wishes. This applies particularly to the driver, with all controls and instruments relating directly to the active driving experience in the car adapted to the supreme performance of the BMW M3 and re-designed from the ground up wherever appropriate.

Double circular instruments with white illumination and red needles, the M leather steering wheel and the newly designed centre console all characterise the cockpit of the new BMW M3. The door cutout trim embellished by
the characteristic M logo, the support for the driver’s left foot made of brushed metal, the special design and colour of the inner door panels, as well as the trim strip made of high-quality, sophisticated materials exclusive to BMW M such as leather in carbon design or aluminium, all serve to underline the supreme and truly unique position of the new BMW M3.

After 15 glorious years in the world of motoring, the straight-six power unit lauded time and again as the Engine-of-the-Year in the two former model generations of the BMW M3 is now giving way to a truly worthy successor: The new BMW M3 comes for the first time with an eight-cylinder power unit. And the specifications of this all-new high-performance engine clearly
prove the competence and skill of the engine development specialists at BMW M GmbH gained in a long history of racing success: Displacing
3,999 cc, the new V8 develops maximum output of 309 kW/420 hp, together with peak torque of 400 Newton-metres or 295 lb-ft at 3, 900 rpm. Perhaps an even more outstanding fact is that some 85 per cent of the engine’s peak torque remains available throughout the enormous speed range of 6, 500 rpm.

The eight-cylinder nevertheless owes its most striking and distinctive forte to the high-speed engine concept so typical of BMW M: Revving all the way to 8,400 rpm, the new power unit offers supreme muscle and performance at all times. Power is transmitted to the rear wheels by a six-speed manual gearbox interacting with brand-new final drive. This combination alone provides an acceleration and power potential reminiscent in its spontaneity and endurance to the dynamic potential of a thoroughbred racing car.

Over and above specific output of 105 hp per litre, average fuel consumption in the EU test cycle of 12.4 litres/100 km (equal to 22.8 mpg Imp) offers a
clear expression of the engineering skill so characteristic of the engine specialists at BMW M GmbH.

Weighing a mere 202 kg (445 lb), the V8 power unit featured in the new BMW M3 is a genuine lightweight. Even compared with the six-cylinder power unit in the former model, engine weight is down by some 15 kg or 33 lb.

The engine block featured on the new eight-cylinder comes from BMW’s light-alloy foundry in Landshut near Munich, which also builds the engine blocks for the supreme racing machines entered in Formula 1 by BMW Sauber. The crankcase is made of a special aluminium/silicon alloy eliminating the need for conventional cylinder liners, since the cylinder surface is formed instead by exposing the hard silicon crystals integrated in the alloy. The iron-coated pistons thus run directly in these uncoated, honed cylinder bores.

With the high speed of the engine and high compression forces obviously exerting extreme loads on the crankcase, the crankcase is compact and particularly stiff in its bedplate structure, ensuring very exact support of the crankshaft. Made as a complete forging, the crankshaft is very stable in
terms of flexural and torsional stiffness, but nevertheless weighs a mere 20 kg or approximately 44 lb.

The V8 power unit of the new BMW M3 features BMW’s variable double-VANOS camshaft control. Keeping valve timing extremely short and quick,
this superior technology reduces charge cycle losses and, in the process, improves engine output, torque and responsiveness, with an equally positive impact on both fuel economy and emissions.

A low-pressure version of BMW’s double-VANOS has been developed especially for the new eight-cylinder, ensuring extremely fast valve timing even under normal engine oil pressure.

A separate throttle butterfly for each cylinder is the most supreme and sophisticated technology not only on racing engines when it comes
to providing immediate engine response. So precisely this is why the new power unit on the BMW M3 comes with eight individual throttle butterflies, two actuators operating four butterflies on each row of cylinders to provide particularly smooth engine repose at low speeds combined with an immediate reaction whenever the driver requires supreme engine power and equally supreme performance.

Two volume flow-controlled pendulum-slide-cell pumps supply the eight-cylinder with sufficient lubricant at all times, delivering precisely the amount of oil the engine requires under current running conditions. Wet sump lubrication optimised for driving dynamics ensures a reliable supply of oil even in an extreme brake manoeuvre, with the system combining two oil sumps with one another – a small oil sump in front of the front axle subframe and a large
oil sump further behind. A separate oil reflow pump extracts oil from the front oil sump and delivers it to the rear sump again in a smooth process geared
to current requirements.

The electronic management of the V8 power unit coordinating all engine functions with optimum efficiency and precision, is yet another new development. A further point is that the control unit masterminds all the M-specific functions of the clutch, transmission, steering, and brakes.
And last but not least, the engine control unit performs a wide range of on-board diagnostic functions, as well as other control operations involving,
say, various ancillary units on the engine.

A particular highlight in engine management is ion flow technology
serving to detect the risk of the engine knocking as well as mis-firing and
mis-combustion. Contrary to conventional technologies, this new technology monitors the engine and performs its function precisely where things
count most, that is within the combustion chamber. To do this, each cylinder is checked via the spark plug for any possible knocking, and is then controlled accordingly. At the same time the system checks the ignition and recognises any mis-firing, the spark plug thus serving as an actuator for the ignition and as a sensor monitoring the combustion process. In this way the spark plug is
able to distinguish between mis-combustion and mis-firing, also facilitating the process of engine diagnosis for highly efficient service and maintenance through its dual function.

Intelligent energy management featuring Brake Energy Regeneration likewise serves to further enhance the efficiency of the V8 power unit in the
new BMW M3. In this case the power required for the on-board network is generated specifically during overrun and during application of the brakes, serving to charge the car’s battery at exactly the right time without taking up any of the energy contained in the car’s fuel. As long as the engine is “pulling” the car, therefore, the alternator generally remains disengaged. Apart from particularly efficient generation of electric power, this also serves to provide more drive power and traction for supreme acceleration at all times.

Smoothly and efficiently sharing out steering and drive forces on the front and rear axle, the chassis and suspension of the new BMW M3 provides the ideal foundation right from the start for particularly dynamic performance and driving characteristics. The chassis of the new BMW M3 is indeed a brand-new development from the ground up, seeking to cope from the start with the significant increase in drive power and save a lot of weight in the process.

Precisely this is why nearly all components on the newly developed front axle are made of aluminium, among them the spring struts even stiffer than before, the swivel bearings, the central subframe and an additional thrust plate enhancing crosswise stability of the entire front section. Indeed, the engineers at BMW GmbH have even succeeded in saving additional weight on the high-performance brake system with its compound brake discs.

The five-arm rear axle of the BMW M3 in lightweight technology is also a brand-new construction from the ground up, with the exception of one single track control arm. The particular design and construction of all aluminium
arms in forging technology, in conjunction with the aluminium dampers, serves to reduce weight on this part of the car alone by 2.5 kg or 5.5 lb.

Anti-roll bars optimised for their function and minimum weight are featured both front and rear. The change in axle geometry in both cases – featuring two additional longitudinal bars, apart from other new or modified components – offers new axle kinematics tailored to the high power of the car and its particularly sporting and dynamic overall character.

The new final drive on the BMW M3 comes complete with a Variable M Differential Lock providing up to 100 per cent locking action in a completely variable process whenever required and thus ensuring optimum traction
on all 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.

The result of these many improvements on the chassis and suspension also comes out clearly on the race track, the new BMW M3 significantly outperforming the lap times of all model generations on the Nordschleife of Nürburgring, where all BMW M Cars are put through their paces for their ultimate test.

Enjoying the qualities of the new BMW M3, the driver is able to configure several driving parameters indivdually according to his particular requirements, thus adjusting the car’s behaviour and performance to his personal preferences. One option, for example, is to completely deactivate the Dynamic Stability Control (DSC) via the car’s set-up. Electronic Damper Control (EDC), in turn, which optimises both vertical vibration behaviour as well as the car’s dive and roll in bends and when applying the brakes and accelerating by adjusting damper forces, comes with three different settings – Normal, Comfort, and Sports – the driver is able to pre-select at the touch of a button.

Three control maps are also available for precise, on-demand management of the engine. These management functions operate not only on the position
of the throttle butterflies in the intake manifold, but also on further factors and parameters significantly changing the behaviour and response of the engine.

The optionally available MDrive configuration enables the driver to pre-select the response of the Servotronic power steering. In the process, MDrive is
able to follow two control maps varying steering forces between the Normal and Sports setting as a function of road speed.

The exterior of the new BMW M3 was designed and developed from the start to give the car a truly unique and sporting look. So applying the principle of "form follows function”, the designers at BMW M GmbH, in giving the body of the car its particular look and appearance, have succeeded in finding
a perfect match of supreme technology, on the one hand, and authentic sporting design, on the other.

Reflecting this clear-cut principle, the engine compartment lid made of aluminium features an impressive powerdome right in the middle.
Together with the recesses right next to the powerdome providing space for additional air intake openings, this special design feature clearly hints
to the supreme potential of the eight-cylinder power unit within the engine compartment. The contours of the powerdome and air intakes follow
the forward-pointing arrow shape of the engine compartment lid, blending harmoniously into the overall design of the front end even longer than
on the “regular” BMW 3 Series Coupé.

The front end of the car boasts three large air intake scoops beneath the radiator grille serving to feed intake and cooling air to the engine. The air intake scoops border on either side on large, vertical bars and further enhance
the characteristic design language of the car. Together with the double kidney

grille so typical of BMW and the low-slung headlight units with their
xenon main beams, the air intakes give the new BMW M3 a highly dynamic appearance right from the start.

Primarily, however, the particular design and structure of the front end is determined by the supply of air required for the high-performance power unit: Almost the entire front end opens up to supply the naturally aspirated engine with a sufficient flow of air. So it is only consistent that the new BMW M3,
like BMW M Cars in general, does without the foglamps so characteristic of the “regular” models in the range.

In their function and size, all the air intakes are precisely defined according to technical requirements. Their arrangement and dimensions are geared precisely to the cooling and intake air required by the engine and its ancillary units.

The powerfully chiselled front wheel arches on the new BMW M3 stand out clearly as a symbol of supreme agility and driving stability. Together with the weight-optimised 18-inch light-alloy wheels in double-spoke design again so typical of a BMW M, the wheel arches accentuate the particularly wide track
of the car.

Forged light-alloy wheels measuring 19 inches are available as an option.
And looking through the spokes of the wheels, regardless of the
version chosen, the beholder will immediately admire the compound
high-performance brakes developed exclusively for BMW M Cars.

Both front side panels come with a particular sign of distinction to be seen only on a BMW M Car – the air intake “gills”, as they are called by the designers. The elaborately modelled contours of the car highlight the course of the profile line extending back along the side. The chrome trim distinguishing between the various sections, in turn, further enhances the three-dimensional structure of this particular element, accommodating
both the long and sweeping direction indicator as well as the M3 logo.

The exterior mirrors developed exclusively for the new BMW M3 also serve to enhance the car’s aerodynamic qualities. The most characteristic feature on the mirrors is the double arm finished in black and reminiscent in its design of the wings of an aircraft. Through their horizontal contour edge and their particular shape narrowing to the outside, the exterior mirrors not only accentuate the sporting look of the car, but also help to reduce air drag thanks to their particular shape optimised in the wind tunnel.

Two surface elements literally twisting around one another form the significantly flared side-sills and generate a smooth but interchanging flow of light serving to give the car an even lighter and more sporting look from this angle by making the side panels look even lower. In their design, the side-sills correspond with the particular shape and appearance of the clearly contoured profile line along the body. A further point is that the distinctive contrast of
light and shade generates a feeling of tension on the likewise muscular, widely flared side panels and the wheels beneath, thus giving particular emphasis
to the significance of rear-wheel drive in the outstanding performance it gives the new BMW M3.

Seen from the rear, the new BMW M3 again boasts superior and powerful proportions. At the same time the rear end design of the car takes up the characteristic look of the front end, the side-line moving down smoothly and gently and the rear wings extending into a carefully chiselled concave
panel underlining the concept of rear-wheel drive and visualising the superior dynamics of the car.

A discreet spoiler lip on the lid of the luggage compartment also referred
to in racing terms as the “Gurney Flap” optimises the streamlining of the new BMW M3 and serves to further reduce lift forces at the rear.

The contours of the diffuser split up into individual sections by carefully modelled bars beneath the rear bumper again takes up the shape and design of the air intakes at the front. The air flow duct and the dual tailpipe moved far towards the centreline of the car appear to visually contract the rear end in the lower middle section, building up a feeling of superior tension in the eyes of the beholder extending all the way to the horizontally flowing lines of the bumper.

As yet another feature typical of BMW M Cars, the four tailpipes are circular in shape and cut off in a straight line at the rear, giving the rear end an even more muscular stance and again focusing the beholder’s attention on the powerful wheels of the car.

Carbon-fibre has made its way successfully into Formula 1 as an extremely stable, but nevertheless very light material. So it is only consistent for the designers and engineers responsible for the new BMW M3 to use precisely this material originally applied in aerospace in order to further lower the centre of gravity of the new BMW M3 – carbon-fibre-reinforced plastic (CFP) is used where it counts most, on the outer skin of the car, saving about 5 kg or 11 lb
in the process. With this weight being saved at the highest point on the body, the effect on driving dynamics is of course particularly positive.

To enhance the high-tech character of the car also in visual terms, the roof is finished only in clear paint, thus proudly maintaining and demonstrating the woven structure of the carbon fibre. A further point is that the dark look of the roof makes the roof pillars look even lower from the side, creating the impression as if the entire car were resting in an even lower and more dynamic position on the road.

The production technology developed especially for the CFP roof is currently applied exclusively by BMW’s specialists at the Company’s plant in Landshut just north of Munich. Originally, this technology was developed for the production of very special cars built in limited editions for the most demanding connoisseurs. And now, thanks to the unique know-how of BMW’s production engineers at the Landshut Plant, new ways and means of using and processing CFP have been developed, opening up the door to the use of this material in far larger numbers, for example on the roof of the new BMW M3.

The new BMW M3 is available with a choice of no less than four M metallic paintwork options giving particular emphasis to the interaction of the body surfaces, the contours and proportions of the car. Coming with a light shimmering effect, Melbourne Red, for example, combines unique brilliance and colour depth. Jerez Black, on the other hand, boasts blue pearl pigments to again provide unique highlights and unprecedented appeal. Powerful Interlagos Blue, in turn, incorporates red colour pigments to provide a highly attractive interaction of blue and violet from various angles.

The fourth colour already well known from the BMW M5 and BMW M6 is Silverstone, a light silver colour with a slight touch of blue.

In addition, the new BMW M3 is available in both Alpine White and Black as well as Sparkling Graphite and Space Grey metallic, all body colours highlighting either the technical and sporting character of the car or its superior and elegant look.

The exterior impressively symbolises the outstanding performance and sporting qualities of the new BMW M3. The interior, in turn, supplements this supreme flair, seeking to offer the driver an unparalleled driving experience
and all the other occupants a beautiful ambience tailored to their needs.
Well-conceived and sophisticated ergonomics within the interior serve to ensure a complete symbiosis of man and machine, the driver and passenger coming together to form one complete whole.

In its design, however, the new BMW M3 differs on some essential points from the “underlying” BMW 3 Series Coupé, making the new BMW M3 a truly unmistakable car right from the beginning as soon as you get inside. Indeed, door entry trim embellished with the M logo shows the driver and passengers from the start that this is a very special car.

The dual dials (speedometer/fuel gauge and rev counter/oil temperature) typical of BMW from the start come in this case in specific BMW M configuration, again visualising the supreme power and performance of the eight-cylinder. The numbers stand out in white from the black background,
the indicators in the traditional red colour of BMW M GmbH are particularly clear and easy to monitor

A special feature typical of a BMW M Car is the rev counter with its variable warning field informing the driver while the engine is warming up of the speed range currently available as a function of engine oil temperature. In this process, the borderline between the pre-warning zone shown in yellow and the actual warning area shown in red moves as a function of increasing oil temperature in the BMW M3 all the way to the maximum permissible speed of 8, 400 rpm. The digital instruments presenting the time, the exterior temperature, trip mileage and telltales are housed in between the two circular instruments.

The BMW M leather steering wheel serves as the perfect interface between man and machine. The steering wheel rim offering simply perfect grip
also thanks to special contours allows precise movement of the steering wheel according to the driver’s commands. The cross-brackets on the steering wheel, in turn, house the remote control buttons for the audio system and mobile phone as well as the optional MDrive button serving to call up
the particular set-up of the car saved in advance within the system. A further button is freely programmable by means of iDrive.

An integrated footrest gives the driver’s left foot a secure position whenever he is not required to operate the clutch pedal. The trim made of brushed aluminium and the anti-slip cover in the middle highlight the sporting character of this functional element, allowing the driver to keep his left leg in a particularly comfortable position while driving steadily at a consistent speed.

The control area in the cockpit directly in front of the driver merges into the newly designed centre console between the front seats oriented in its
entire geometry to the driver through its discreet sweeping arrangement.
On all trim versions of the new BMW M3, the console is finished in
black leather, harmoniously extending the instrument surrounds and control
area in both the right colour and design.

Three function switches (Power, DSC and, as an option, EDC) face towards the driver, enabling him to conveniently activate or deactivate the various electronic driving programs. The intuitive user guidance provided by the iDrive control concept and enhanced in this case by MDrive reflects the control philosophy already boasted in the BMW M6.

Apart from the clear design and optimum ergonomics of all controls and instruments, the choice of colours and materials within the interior of the new BMW M3 seeks to support the driver in concentrating on driving conditions and the traffic around him.

Regardless of the colour chosen, the footwells and parcel shelf as well as the upper half of the instrument panel are finished in dark Anthracite. At the
same time the dark roof lining and dark trim on the A-pillars further accentuate
the clear orientation to the driver so typical of BMW M. This dark colour scheme around the windscreen helps the driver furthermore to concentrate his eyes and all senses on the road, giving him a particularly good feeling of through, consistent control over his vehicle.

The colour scheme surrounding the front passenger and the passengers at the rear likewise enhances their feeling of travelling in a genuine sports car: Through the use of black leather on the upper levels both the door panels and the rear side panels appear to be lower and even more dynamic in their dimensions, the dark areas seemingly “flowing” around the driver and passengers.

The sporting ambience within the interior is upgraded even further by an exclusive impression of quality provided by high-class materials and perfect finish in top-class craftsmanship. A double-clip seam accentuating the demanding character of the car and its high standard of production separates the upper section of the door and side linings from the interior elements kept in the trim colour chosen by the driver.

All four seats in the new BMW M3 offer both supreme comfort on long distances and excellent side support in fast bends. As an option, both the driver and the front passenger are able to choose special seats with adjustable backrest width. The rear seat bench comes complete with through-loading available as an option with a ski-bag retrofittable if desired. And last but not least, the partition between the two rear seats designed as an extension of the centre console houses an additional storage box for extra convenience.

The new BMW M3 is available in three exclusive equipment and trim variants differing significantly from the “regular” BMW 3 Series Coupé in their material, colour and finish. The sporting, “basic” trim is a combination of cloth
and leather called “Speed”. Newly developed, fully tanned Novillo leather then comes as an option offering a particularly smooth and velvety surface
in elegant and sporting style. Apart from classic Black, Novillo leather is also available in Palladium Silver, Bamboo Beige, and Fox Red.

As a further option, Novillo leather can be extended to the lower section of the instrument panel, the cover on the glove compartment, and the side covers on the centre console.

Four exclusive trim strips extending throughout the entire width of the dashboard beneath the Control Display and instrument cluster, provide further options in customising the new BMW M3. The “basic” trim comes in Titanium Shadow, with Aluminium Shadow and special leather tanned in carbon design as well as high-class wood in fine-grain surface design and platane wood in Anthracite all being available as an option. In each case, the trim strip gives the interior of the new BMW M3 its own very special touch ranging from cool
high-tech to sporting elegance.

The new BMW M3 comes as standard with a high-class audio system. Various navigation systems, the BMW Online mobile internet portal,
BMW Assist telematics service, and BMW TeleServices serving to transmit service-relevant data to the driver’s BMW Service Partner are all available
as optional extras.

As yet a further option the new BMW M3 may also be fitted with a BMW Individual high-end audio system specially developed by BMW M GmbH and tailored exclusively to this special car. In this case up to 16 high-performance loudspeakers with neodym magnetic drive and extremely stiff hexacone membranes, a digital nine-channel amplifier with maximum output of 825 Watt and precisely acting frequency switches, guarantee unparalleled quality
of sound.

A feature truly unique in the automobile is DIRAC live technology serving to process signals. DIRAC technology corrects the impulse response by the loudspeakers and thus ensures linear, precisely timed playback within the car. The clean impulse quality generated in this way in the playback process gives not only the drier, but rather all occupants in the new BMW M3 an extremely versatile and realistic experience of sound.

Sound quality truly perfect in all situations is also ensured by speed-related volume control and speed-related equalising.

The BMW Individual high-end audio system is controlled and masterminded by the iDrive Controller, with its basic functions also being controlled whenever required, as with all entertainment systems, via the audio control elements
in the centre console.

^{^[1]}Weight of car in road trim (DIN) plus 75 kg for driver and luggage.
²May be increased under certain conditions.
³Electronically limited.

The BMW M3 Concept Car.
Description in Brief. .......................................................................................................... 2

The Vision of Ultimate Driving Pleasure:
The BMW M3 Concept Car. .......................................................................................... 3

• Concept study of a BMW M3 by BMW M GmbH, dimensions and fundamental form based on BMW 3 Series Coupé, exclusive new engineering of almost every body element, purpose-built for individualistic form and maximum sporting potential.

• At the core of this concept study is an M3-typical V8 engine tuned
to the high revving M concept.

• Front design conveying a high performance sports car, functional execution of the front apron and engine compartment lid, a robust Powerdome and large air intakes that express the vehicle’s superior drive power, particularly voluminous air intakes for ample air supply to the engine compartment through the elimination of fog lamps, typical of M, and a front apron in a pronounced forward position that symbolises the car’s motoring spirit.

• Sharply defined wheel arches, gill-shaped openings in the front side walls with an elaborate three-dimensional design typical of M cars, and chrome brackets with integrated direction indicators.Characteristic M-brand side skirts providing the side view with an energy-laden accent, visual emphasis of the rear-wheel drive and car’s wide track, 19-inch light alloy rims
with the characteristic Y-spoke design, exclusive exterior mirrors with an aerodynamically optimised design.

• Rear design with horizontal lines accentuating the car’s wide track, pronounced wheel orientation as a symbol of its powerful stance, rear diffuser that mirrors design elements of the front apron, balanced proportions underlining the BMW M3’s supremacy, M-typical double tailpipes arranged toward the centre of the vehicle.

• Intelligent lightweight construction that directly influences the vehicle’s agility and dynamic performance, aluminium engine compartment lid.
Side walls made of synthetic material and CFRP roof that optimise weight distribution and centre of gravity, visible CFRP roof construction as
an additional design element, emphasis of flat silhouette and high tech character of the vehicle.

Its very name is a symbol for unique performance on the racetrack and in everyday traffic. For two decades, BMW M3 has embodied the athletic heart of the brand in its most fundamental and succinct form. Its dominating role in motor sports and the ultimate driving experience it affords the driver on the road are inseparably intertwined. The qualities on which this synthesis is founded have given the BMW M3 the exceptional status it enjoys the world over.
At BMW M GmbH, engineers have persisted in continuing this success story with the presentation of the new BMW M3 Concept Car. The concept study being presented to the public for the first time at the 77th International Motor Show in Geneva (8^th to 18^th of March, 2007) gives a first impression of what
a future BMW M3 might look like.

The basic form for the BMW M3 Concept Car is a derivative of the new
BMW 3 Series Coupé. The few components adopted directly from the series model are the headlamps and taillamps and, as the only body elements,
the two doors and the luggage compartment lid. In all other respects,
the BMW M3 Concept Car, which is being presented in the Chrome Shadow finish characteristic of BMW M GmbH concept studies, is obviously
an individualistic and athletic vehicle with technology at the focus of its engineering.

In keeping with tradition, the engineers at BMW M GmbH developed the BMW M3 Concept Car as a fundamentally individualistic vehicle. The level of commitment to this approach is clearly demonstrated by its body. While it is based on the dimensions and the underlying form of the BMW 3 Series Coupé, virtually all body elements have been newly developed and designed from
the ground up. Apart from the supporting vehicle structure, only the doors and the luggage compartment lid were taken over from the series model.
All other components were specially engineered for the BMW M3 Concept Car, lending the vehicle exterior unique aesthetics that accentuate its superior power. Unmistakable features that make the BMW M3 Concept Car instantly recognisable are the special trim at the front and rear, the engine compartment lid with its bulging Powerdome and two air intakes, the lateral air slots in
the front side walls, the side skirts and the exterior mirrors in a BMW M typical design.

Faithful to the principle of “form follows function” in designing the body for
the concept study, designers at BMW M GmbH used elements that not only visually emphasise the increased sportiness of the vehicle, but also serve
a technical purpose. Conspicuous at the front are three large air intakes below the cooling grille that supply the engine with additional intake and cooling air. Strong, vertical struts delineate the air intakes and enhance their characteristic form.

The aluminium engine compartment lid exhibits a wide bulging curvature known as the Powerdome. Like the air intakes beside it, the Powerdome suggests the great potential that can be expected of a powerplant in the engine bay of a BMW M3. The M3 Concept Car features a high revving V8 engine that is anticipated for the series car once it goes into production.

The contours of the Powerdome and air intakes are in line with the
forward-pointing sweep of the engine compartment lid and harmoniously blend into the overall design of the front, which is longer than that of the
BMW 3 Series Coupé. Together with the double kidney grille typical of BMW and the flat headlamp units, they lend the BMW M3 Concept Car a highly dynamic character.

The muscular front wheel arches of the BMW M3 Concept Car symbolise
the high level of agility and driving stability achieved by this vehicle.
Together with the forged 19-inch light alloy rims in the classic Y-spoke design, they emphasise the vehicle’s wide track, while a glance through the
spokes of the rims reveals the compound high performance brakes developed exclusively for M vehicles.

The opening behind the wheel arch on the front side wall, which the designers refer to as gills, has an elaborate three-dimensional form that is split by a discreet chrome bracket containing the direction indicator and the M3 logo.

Two arched surfaces form the pronounced side skirt, creating a purposefully designed contrast between light and shadow. By giving the side wall a lower appearance, the side skirt lends the car a lighter, sportier look from this angle. The incidence of light on the likewise sharply defined rear wing and wheel stresses the dynamic character of this vehicle and visually highlights its rear-wheel drive.

The design of the side skirt corresponds with the shape of the strongly pronounced contour line. The play of light and shadow between the parallel contours of the skirt and contour line brings about a tightness in design
that emphasises the individual character of the BMW M3 Concept Car even more strongly.

Exclusive exterior mirrors developed for the BMW M3 Concept Car feature the characteristic black double foot that reminds the viewer of the wings of an aircraft. Even this small detail is in keeping with the principle of “form follows function”. With their horizontal contour line and tapered shape toward
the outside, the exterior mirrors not only contribute to the overall impression
of the vehicle, but their aerodynamic shape, optimised in a wind tunnel,
is advantageous to air resistance values.

The rear of the BMW M3 Concept Car picks up on the design of the car’s front. The side lines gradually sink toward the rear and the wings end in
a modelled hollow flute, emphasising the rear-wheel drive and visualising the superior dynamics of this vehicle. From any angle, the rear creates
the impression of a pronounced wheel orientation and a muscular stance.
Its proportions lend it confidence and a calm yet powerful impression.
A visually discreet spoiler lip on the luggage compartment lid, also called
a Gurney flap, optimally channels the air at the rear and additionally
reduces lift on the rear axle.

The contours of the diffuser, whose design is subdivided by modelled struts, mirror the shape of the air intakes at the front. The diffuser and the double exhaust tailpipes positioned close to the vehicle’s longitudinal axis appear to pull the rear together at the centre and build up a tension in conjunction
with the horizontal lines of the bumper. The tailpipes have a round cross section and are cut off vertically, as is typical for BMW M GmbH engineering.

There is hardly a body element in the BMW M3 Concept Car that exhibits the level of advanced technology as clearly as the roof. It is constructed of carbon fibre reinforced plastic (CFRP). Specialists at the BMW Plant in Landshut, Germany, rely on an exclusive production method in which the structure of the Formula 1 material remains visible and the finely structured surface is only coated with a layer of clear finish.

As a highly visible advanced technology component, the CFRP roof dominates the technically innovative appearance of the BMW M3 Concept Car. Seen from the side, it lets the roof edge appear flatter and thus lowers the perceived body height. Apart from the exclusive appearance, the CFRP roof also offers
a real technical advantage: It is considerably lighter than a steel roof. This not only reduces the overall vehicle weight, but by reducing the weight of the highest element in the body, the centre of gravity is lowered as well. Thus, the reduction in weight at this location is particularly beneficial to the agility and dynamic performance of the vehicle.

The CFRP roof is a perfect example of how interlinking technical innovation with an individual design strategy was central to the development of
the BMW M3 Concept Car. Following the tradition of the previous three generations of the BMW M3, this concept study represents a high performance sports car interpreted for use in everyday diving, with its every detail being yet another example of the objective pursued by the engineers. The BMW M3 Concept Car is a vision that shows where striving for the ultimate driving experience will take us in the future.

Woodcliff Lake, New Jersey, December 15, 2005...For enthusiasts of ultimate automotive performance, it’s a magic name: BMW M3. Combining the all-around excellence of the BMW 3 Series with the spectacular performance and handling prowess of BMW M, the two M3 models are formidable BMW sports cars that have earned – again and again – accolades from the world’s motoring critics while providing their buyers with real performance and equally real practicality.

For 2006, the two M3 models – the M3 Coupe at $49,595 including destination charge and the M3 Convertible at $57,295 [1] – continue. The Coupe offers enhanced standard equipment and a new option.

• Optional 19-in. forged alloy wheel no longer available on Coupe with Competition Package.

Critical acclaim for the M3

In its All-Stars awards of February ‚04, Automobile Magazine named the M3 its GT choice: “The latest M3 has everything we like about cars – speed, handling, braking, good looks – just the way we like it. Deeply sporty, edgy even, it is luxurious and relentlessly smooth yet blindingly fast.” (Coupe and Convertible)

“Even when the rev limiters [of its competitors] shut off the lights, the 3.2-liter continues to burn with a bright flame. The music of its brass chorus borders on ecstasy. The Sport setting, not so concerned with transitions acceptable to everyone, sharpens things by opening the throttles faster. Together with its direct M3 steering, the eager brakes with their biting pedal feel, and good feedback all around, the BMW offers the all-around sportiest package.”

auto motor und sport, Germany, from a June 21, ’04 comparison of the M3 Convertible with its two key competitors

“The M3 is the vehicle for performance-oriented drivers, the sharpest tool for carving up a back road. The focus of the car is edgy steering with tight controls and an engine that likes to rev.”

“The M3 Coupe is as comfortable on a race track as it is on the fast track of everyday life. Complete with all the aggressive performance-aimed suspension goodies – like big wheels, tires and brakes – the M3 hunkers down and shows everyone who looks its way that it means business. But get in the driver’s seat and grab the thick M Sport steering wheel; if you can do that without a pump of the old adrenal gland, check to make sure you’re breathing. A turn of the key, a blip of the throttle and the dulcet tones of its exhaust note will melt your heart.”

“This is a strongly flavored choice, muscular and deliberate, ferociously powerful, and not at all shy about its performance compromises. It always acts like the automotive jock it is, every mile of every day.”

“If anyone needs reminding why we have an enduring love affair with the BMW brand, here’s your answer.”

Automobile Magazine, April ’03, concluding a 12-month/31,653-mile test of M3 Coupe

The 1st-generation M3 was essentially a racing car tamed for road use. Offered in the U.S. from 1988 through 1991, it was based on the then-3 Series generation and was a winged, spoilered 2-door sedan powered by a rip-snortin’ BMW M 4-cylinder engine of 2.3 liters and 192 hp. This was a full-on BMW M engine, with 4 valves per cylinder at a time when no regular-production BMW had more than 2; an individual throttle for each honed cylinder; and other engineering finery of the racing sort. That M3 certainly wasn’t for everyone, but it was a hearty and competent sporting machine. Even today it has a devoted following.

The 2nd-generation M3 is better known. Based on the later E36 3 Series and making its debut for 1995, this M3 had a mission beyond BMW M’s usual dedication to great performance and handling: to bring BMW M and its great driving machines to a wider spectrum of U.S. buyers.

This was accomplished by powering the M3 not with a traditional, highly elaborate BMW M engine, but rather with a specially developed version of the 325i engine of the day: an inline 6-cylinder with dual overhead camshafts, 4 valves per cylinder and a single throttle. Taking this approach, BMW M created an engine of 3.0 liters and a solid 240 horsepower; in ’96 the engine grew to 3.2 liters and delivered more torque. Within the range of U.S. driving speeds, this engine provided thrilling performance, yet cost thousands less to produce. The rest was much the same M3 that Europeans could buy.

As universally acclaimed as the 1995-99 M3 was, progress never stops at BMW – nor at BMW M.

So it is with 3 Series Coupes and Convertibles; in their present incarnation, the E46 platform, they are even closer to perfection. Yet the current M3 is more than just a “3 Series plus”: Like all M Cars, it is very much its own machine, a true and gifted sports car.

As multi-talented as any M Car is, its heart is always the engine. Under the M3’s domed hood, then, is an engine like none other. In its broad concept, the M3 engine, designated the S54 [2], shares its format with other BMW inline 6-cylinder engines. Virtually all of its engineering details, however, are unique and oriented to the very highest level of performance.

Unlike other 3 Series engines, which employ lighter materials for their block and cylinder head, the M3 engine combines a cast-iron block with its aluminum head; this was done to achieve the engine’s 3.2-liter displacement without lengthening the block.

The block accommodates this engine’s bore and stroke of 87.0 x 91.0 mm, up from the regular-production 330 Ci models‘ 84.0 x 89.6 mm. However, playing much larger roles than increased displacement in the nearly 100-hp increase over the most powerful 3 Series engine is the M3’s induction, combustion and exhaust engineering, together with its execution as a high-rpm engine. The starring role here is played by a cylinder head that could be termed “exotic.” Its key features include:

Double VANOS steplessly variable valve timing. In the S54 engine, Double VANOS [3] varies valve timing on the intake and exhaust camshafts. Though this system appears in all other current BMW engines, in the M3 unit it varies timing over a wider range and contributes in a major way to the engine’s stratospheric power output.

VANOS pressure pump. The M3 VANOS system has its own radial-piston hydraulic pump; in regular-production BMW engines the main oil pump supplies the pressure to operate VANOS. Integral to the exhaust camshaft’s VANOS mechanism, the pump produces up to 120 bar (1740 lb./sq in.) of pressure to vary valve timing more quickly at very high rpm it reaches. BMW M refers to its VANOS system as High-Pressure Double VANOS; it is also used in the new M5’s V-10 engine.

Unique valve mechanism. 3 Series Coupes and Convertibles‘ 6-cylinder engines employ bucket-type hydraulic lifters, actuating the valves directly with minimum noise and no periodic adjustment. For an engine with the S54’s rpm potential, BMW M engineers needed less reciprocating mass.

To achieve this, they created a different actuating mechanism, using finger-type rocker arms. Pivoting on their own shafts (one on the intake side, one on the exhaust), these small arms provide the actuating surface between camshaft and valve. As the entire arm does not move the distance of valve lift, its effective reciprocating mass is less than its actual mass – and it weighs less than a “bucket tappet” in the first place. All told, the effective mass is 30% less; in turn, this allows lighter valve springs, which further reduce inertia. The system also has less friction.

As there is no hydraulic maintenance of valve clearance, it does have to be inspected periodically. It is unlikely that clearance will ever require adjustment, but if so it is done with shims (tiny metal discs of various thickness) without removing the camshafts.

Whereas the “regular” 325Ci/330Ci engines have a simplex (single) primary chain driving the exhaust camshaft and a smaller secondary chain driving the intake camshaft from there, the S54 has a full duplex (double) chain driving both camshafts directly. As usual with BMW engines, the chain is hydraulically tensioned and needs no periodic adjustment or replacement.

Extra-high compression ratio. At 11.5:1, the M3 engine has the next-highest ratio in current BMW production, topped only by the 12.0:1 of the new M5.

Machined surfaces. “Engineering finery” again: Combustion chambers and intake ports are completely machined, for smoothness that facilitates airflow. The exhaust ports are partially machined. For durability, the valve seats are of especially hard steel. A 3-layer stainless-steel head gasket ensures effective sealing of the head to the block.

Head casting and sealing. Extreme strength in the cylinder head is achieved by making it a single aluminum casting. Though elaborate, this construction also saves a significant 29 lb. And as this weight reduction is at the top of the engine, it helps lower the car’s center of gravity.

The M3 manifests an important BMW M tradition: an individual throttle for each cylinder. Positioned much nearer to the cylinders than a single throttle can be, these bring atmospheric pressure practically right to the cylinder. The “lag time” inherent in airflow into the cylinders is thus greatly reduced and the engine can react more quickly to throttle movements.

Via the accelerator pedal and its two potentiometers, the driver gives the commands, in turn processed by the engine control module and received by a DC servo motor. The motor drives the throttle shaft through a tiny gearbox.

Upstream of the throttle bodies are the six intake trumpets, made of weight-efficient fiberglass-reinforced PA6 thermoplastic; these are laser-welded into the induction plenum of the same material to form a single assembly.

M Dynamic Driving Control provides Normal and Sport settings for throttle response. In Sport, selected via a console switch, the ratio of throttle opening to pedal movement is increased so that apparent engine response is even quicker. Even the transitional response of the electronic engine controls is altered to suit. Drivers tend to find one or the other setting more to their liking, or choose them according to driving conditions or mood. The system always reverts to Normal when the engine is started.

Together with the stepless VANOS, this elaborate induction system adds to the engine’s immense breathing and fuel/air processing capabilities.

The M engine team developed one of the freest-flowing exhaust systems ever installed in a production vehicle. After the partially machined exhaust ports, it begins with two snaking stainless-steel headers serving three cylinders each.

These headers are formed under high pressure with liquid inside them, which ensures even distribution of the forming pressure and thus consistent wall thickness. In turn, this process allows stainless-steel walls only 1 mm thick (about 1/25th of an inch), not only helping save weight but also hastening engine warmup as there is less metal to heat up after a cold start. Each header is a single piece, thus not welded-up as are most headers.

For effective emission control during engine warmup, the catalytic converters are right at the headers. From the catalytic converters rearward, the dual exhaust system continues through a large, L-shaped muffler/resonator and four polished outlets that speak the authoritative tones of M Power. This elaborate and efficient exhaust system imposes very little back pressure on the engine, and of course this too contributes to the engine’s power output.

To help ensure adequate lubrication under the high cornering, acceleration and braking loads the M3 attains, the S54 engine employs a “semi-dry-sump” oiling system. Particularly in hard cornering to the left, it is critical to ensure return of oil to the pan; therefore, integrated into the gear-type pressure pump is a scavenging pump that collects oil from the right side of the small forward oil sump and pumps it back into the main, larger rear sump. This rear sump is almost completely closed off from the rest of the system, and thus able to hold the oil necessary for lubrication throughout the engine. Specific return passages are also incorporated into the intake (left) side of the engine to help ensure ideal oil flow under all operating conditions.

The graphite-coated aluminum pistons are cooled by oil spray; each valve‘s rocker arm is sprayed with oil just before it is loaded by its camshaft lobe.

A thermal sender monitors oil level and temperature. If the level drops low, a warning appears in the instrument cluster; the tachometer face includes the oil-temperature gauge.

The M3 cylinder head incorporates crossflow cooling; this promotes consistent temperatures from the front to the rear of the head, helping minimize distortion and wear under the extreme heat such a high-performance engine develops when its full power is being exploited.

The high-rpm concept

High engine speeds are essential to achieving high power from moderate displacement, but they pose challenges; engineers must ensure that durability standards are met at these levels. The M3 engine’s maximum power occurs just below its 8000-rpm limit at 7900 rpm.

To achieve the revving capability, the engineers applied a number of detail measures. A forged, nitro-carbonized steel crankshaft provides great strength in this critical component. Forged-steel “crack” connecting rods eliminate the need for bolt sleeves and thus reduce reciprocating weight.

A unique water pump plays a role too. The crossflow cooling requires high coolant flow. To achieve this, the engineers developed a pump with 3-dimensionally contoured vanes. Such contours would have been inordinately costly to produce in metal, so BMW M developed a novel pump design. Each vane is a small plastic casting, pressed into an also-plastic rotor and then welded into place. Also adding cooling efficiency is a ring thermostat, which imposes less resistance to coolant flow than a conventional plate thermostat.

Electronics play their role too. The engine’s control module calculates and adjusts the ignition and fuel injection at each cylinder individually every 6 degrees of crankshaft rotation, it. Ignition occurs through a very small-diameter “pencil” coil at each cylinder.

All this major and detail engineering work results in a high-performing, great-sounding sports engine. Powered by its 333 hp through the standard 6-speed manual transmission, the M3 Coupe sprints from rest to 60 mph in a thrilling 4.8 seconds, and continues on to an electronically limited maximum of 155 mph. In a March ’03 comparison test, Road & Track that “the M3’s engine possesses an uncannily smooth power delivery. Not only smooth, but also flexible, the M3’s six has a wide, usable powerband. Midrange punch is already good, but once above 4000 rpm, the engine adopts an even more menacing snarl as it pulls strongly right up to the redline.”

Following a long BMW M tradition of visually attractive machinery, the S54 engine’s appearance is as beautiful as its engineering. Tubing – for the idle air supply, fuel to the injectors, fuel from the fuel pump – is stainless steel. Housed in cast aluminum, the VANOS mechanism projects prominently forward of the cylinder head. Stainless-steel screws secure the camshaft cover. Chrome rings hold the induction trumpets to the ports. The “M” logo and a special M oil filler cap adorn the front of the camshaft cover.

Like every M Car to date, the M3 transmits its power to the road via classic rear-wheel drive [4]; the M3 packs some premium and fascinating engineering into its drivetrain.

6-speed manual transmission. Both M3s come standard with the robust and precise Getrag Type D 6-speed manual transmission, crisply controlled by a shift knob with illuminated shift pattern and M logo. The transmission housing incorporates NACA air intakes which, together with careful aerodynamic design of the underbody, help keep internal transmission temperatures under control. The optional Sequential Manual Gearbox is described later in this text.

Super-sized differential unit. A specific subframe allows equipping the M3 with the same heavy-duty differential dimensions as in the previous 394-hp M5. A special high-strength steel alloy is used for the differential gears to achieve quietness and durability, and a relatively “short” 3.64:1 final drive ratio exploits the engine’s generous torque and rpm range while 6th gear keeps it humming moderately at cruising speeds. Here too, targeted airflow under the vehicle, along with a ribbed differential case, helps keep the oil cool.

M Variable Differential Lock. Together with the German division of GKN Viscodrive, BMW M engineers developed a special mechanical limited-slip differential for the M3s. This M Variable Differential Lock specifically addresses low- and split-traction situations in a way that reinforces sporty handling while contributing to M3s‘ remarkable slippery-road abilities.

Any time a speed difference develops between the two rear (driven) wheels, a shear pump, driven solely by this difference, develops pressure in the silicon viscous fluid in which the lock operates. In turn, this pressure is directed to a multi-disc clutch that transfers driving torque to the wheel with the better road grip (“select high”). The greater the speed difference between the two wheels, the more aggressively the clutch engages. As soon as the difference between the two wheels’ speeds begins to diminish, the clutch starts to ease off.

This mechanism achieves its sophisticated action by entirely natural means. There is no external pump, no external source of lubrication or operating fluid. The very motion to be controlled – differences in speed between left and right wheels – generates its locking action. Viscous fluid is so-called because it develops internal force (via an increase in viscosity) whenever it is sheared; this is why the relatively small difference between one wheel speed and the other can generate the necessary action.

Dynamic Stability Control. This electronic traction and stability system, standard on all current BMWs, complements the M Variable Differential Lock.

DSC optimizes traction by electronic means, sensing wheel-speed differences and reducing engine torque and/or applying individual rear-wheel brakes. The crucial difference to the M3 driver between the M Variable Differential Lock and the DSC traction function is that the former in no way impedes power delivery, and is hence suitable for performance driving.

Yet in fact, even DSC’s traction function in M3s is calibrated to M-specific parameters. In cooperation with Continental Teves, BMW M engineers developed a logic that, in combination with the fast-reacting engine, performance-oriented gearing and M Variable Differential Lock, achieves the desired traction optimization in an M-compatible way…in other words, without undue interference with the differential lock’s ability to get power to the road.

The DSC stability-enhancing function is essentially unrelated to traction. Sensing differences in wheel speed in a critical cornering or avoidance maneuver, DSC detects any deviation from the normal cornering path (abnormal understeer or oversteer) and gently applies individual wheel brakes to help the driver keep the vehicle on the intended path.

Given the M3’s performance nature, BMW M doesn‘t offer an automatic transmission as such; no matter how good – and BMW’s 5- and 6-speed automatics are among the best – an automatic transmission incurs some performance loss relative to a well handled manual gearbox. On the other hand, given today’s capabilities in electronics and hydraulics, it does make great sense to enhance the M3’s 6-speed manual transmission with some automated operation. This is accomplished with the optional Sequential Manual Gearbox (SMG).

• The driver interface, which includes a shift lever on the console and shift “paddles” on the steering wheel.

There is no clutch pedal. On the console is a short, sporty shift lever with R (Reverse), N (Neutral) and S/D (Sequential/Automated) positions, plus “–” and “+” directions. The shift pattern appears on the shift knob and in an instrument-cluster display. Behind the shift lever is a program selector, with which the driver may select –

• In the Sequential mode, 6 programs ranging from “softest and slowest” shifts to “firmest and quickest” shifts; i.e. from most leisurely to sportiest.

Sequential (S) mode. In this mode, the driver has full control over shifting. Pulling the shift lever rearward in the “+” direction, or actuating the right-hand “paddle” on the steering wheel, effects upshifts; pushing the shifter forward (“–”) or actuating the left-hand paddle effects downshifts. It’s that simple:

• S1-5: Selected by the console switch and indicated in the instrument-cluster display, the programs range from “softest” to “firmest” – that is, in 1 the shifting is accomplished at a relatively leisurely pace, in 5 much more quickly. The driver’s criterion here is how sportily he or she wants to drive; in any of the programs, the higher the engine speed the quicker the shift.

• S6: To select this most race-like program, the driver must switch off the Dynamic Stability Control system. Minimum shift time in S6 is 80 milliseconds; under equal conditions, the “slowest” shift program (1) takes 2-4 times as long to complete a shift.

Whenever and however the driver calls for a shift, the response of SMG is immediate and satisfying.

Automated (Drive) mode. Though automated, this DRIVELOGIC mode is not meant as a substitute for a conventional automatic transmission. Here there are five programs. As with S, the higher the program number the faster the shift; in D, however, the road/engine speeds at which shifts occur (up- and downshifts) also increase.

Additional capabilities and safeguards. Careful development of DRIVELOGIC has resulted in many fine points of the system’s operation:

• 1st-gear start in S: As the vehicle comes to a stop in the S mode, DRIVELOGIC automatically selects 1st gear for starting off again; the driver will then effect upshifts as desired.

• 2nd-gear start: D1 can be used as a winter-driving program; it starts the vehicle from rest in 2nd gear to move off gently. (Dynamic Stability Control’s traction function also guards against wheelspin.)

• Overspeed protection: If the driver calls for a downshift (S mode) that would overspeed the engine, the command to downshift is ignored.

• In any D program, a floored accelerator can get one or two downshifts depending on conditions, and pleasingly quickly.

• Slip detection: In both S and D modes, this safeguard helps keep the vehicle stable during downshifts, particularly when traction is low. Every 10 milliseconds, the rear wheels are checked by the DSC for slippage. If there is too much decelerative torque on the wheels, clutch engagement and engine speed are automatically adjusted to prevent too abrupt a downshift.

• Double-clutching. Also in both modes, DRIVELOGIC coordinates clutch disengagement, shifting, engine speed and clutch engagement to accomplish smooth downshifts – just as a skilled driver would.

• Hill detection: Depending on gradient, down- or uphill, the D shift programs are modified to ensure optimum gear selection. In S mode, shift times are shortened so that the engine is always “on point” for best acceleration uphill, or engine braking downhill.

• Intuitive shifts: In the D mode under certain circumstances, DRIVELOGIC modifies downshifts. In cornering, uphill driving or braking, for instance, a downshift will occur sooner than if the car were simply being driven steadily on level ground. This feature can seem almost supernatural in vigorous driving on a winding, hilly road: SMG seems to read the driver’s mind, magically getting into the right gear before accelerating out of a corner.

• Grade assist: A “hillholder” function, active in both S and D modes. When stopped facing uphill, the driver actuates the left shift paddle. DRIVELOGIC “revs” the engine to about 1500 rpm and slips the clutch so that the vehicle does not roll back. This is available for brief periods only.

• Illuminated upshift indicator: The same orange LEDs that adjust the tachometer warning zone according to engine temperature help indicate to the driver when to upshift. Illuminating in 500-rpm segments, they light progressively as the engine approaches its redline (8000 rpm); given the M3’s catapult-like acceleration, this can be an appreciated assistance.

A less elaborate SMG, with just two selectable shift programs within each of its automated and sequential modes, is available in the 5, 6 and Z4 Series.

In developing the M3, BMW M engineers set for themselves the target of making the great-handling 3 Series Coupe and Convertible even more capable. Here’s what they did:

Front suspension. Within the same basic concept, BMW M further developed the strut-type front suspension for even more tenacious roadholding:

• At 59.4 in., the M3’s front track is 1.5 in. greater than that of 330Ci models.

To form an ultra-rigid basis for the suspension system, the M engineers added a thrust plate to handle the immense lateral thrust generated by the M3’s tires in cornering. It is made of aluminum 3 mm thick, and attaches in the area between the left and right lower suspension arms. The thrust plate even incorporates an NACA air intake that helps cool the transmission.

The bearings, bushings and cushions on which the suspension arms pivot are all M3-specific. In contrast to the Ci models‘ arc-shaped lower arms, M3s‘ unique arms have a “bat wing” shape for even greater strength. As on the regular models, they are made of forged aluminum to keep unsprung weight low and strength high.

• Separate top mountings for the springs and shock absorbers; on standard 325/330Ci models they mount together.

Steering. Power assist is calibrated for extra-firm road feel, and steering return action is enhanced by increased caster.

Rear suspension. Here too, the track is increased (by 1.6 in.), and both pairs of lateral links (lower and upper) have steel balljoints instead of the 3 Series’ rubber bushings at their outer ends. There are many other detail distinctions from the standard rear suspension as well.

For the larger, stronger M3 differential, M engineers developed an entirely different subframe and a specific mounting system for it. To enhance rigidity here, where the suspension meets the vehicle structure, a V-brace was also added. (This is analogous to the front thrust plate.)

As the most prominent element of the multi-link rear suspension system, the massive Central Link is retained. At its front end, the link pivots on a large rubber bushing that is firmer in the M3 than in “regular” 325/330Ci models. The axle halfshafts are upsized for extra strength, and the wheel carriers are special to the M3 as well.

Springs and shock absorbers. M3 coil springs are calibrated for an ideal blend of firmness and compliance. The twin-tube gas-pressure shock absorbers – with hollow piston rods to minimize inertia and mass – are likewise perfectly calibrated for sports-car response. Anti-roll (stabilizer) bars – 26 mm front, 21.5 mm rear [5] – are sized front-to-rear for ideally responsive, yet not nervous, handling.

Brakes: even more powerful. Powerful brakes are always a BMW strength, and current 330Ci models achieve outstanding braking ability with front discs of 325-mm/12.8-in. diameter and rear discs of 320-mm/12.6-in. diameter. The M3 goes a step further with 328-mm/12.9-in. rear discs, and the rotors are thicker all around: 28 mm at the front, vs. 22; and 20 mm at the rear, vs. 19. A tandem booster, sized 10 in. / 9 in., provides extra vacuum assist over the 330s’ single 10-in. booster. As always on M Cars, all four discs are ventilated for high fade resistance. In Road & Track’s December ’03 comparison with two key competitors, the M3 Coupe achieved the shortest stopping distance from 60 and 80 mph: 112 ft. and 197 ft. respectively and the only “excellent” overall brake rating.

Wheels and tires: ultimate grip and style. M3 wheel and tire equipment starts with M Double Spoke wheels, sized 18 x 8.0 front and 18 x 9.0 rear and featuring a rich Satin Chrome finish. Connecting these massive, deep-dish alloy wheels to the road are suitably wide, low-profile, high-speed-rated tires, sized 225/45ZR-18 front / 255/40ZR-18 rear [6],

Optional 19-in. equipment consists of even more premium forged/polished wheels, with the same 8.0-in. rim width and a half-inch-wider 9.5 in. at the rear. These carry 225/40ZR-19 front tires, 255/35ZR-19 rear ones ⁶.

Optimum weight distribution: 50.3% front / 49.7% rear for the Coupe, 49.9/50.1 for the Convertible.

The M3’s exterior design continues the established theme of BMW M, which encompasses these consistent criteria:

The differences between the M3 and the regular-production 330Ci coupe are extensive and purposeful.

Front view. The distinctive bumper/spoiler ensemble features three openings: center, with screen, for the engine oil cooler; sides, for the foglights.

The M3 hood, of aluminum to reduce weight, differs sharply from 330Ci models‘ steel hood. It features a “power dome” and contours that sweep up from the grilles’ flanks to the A-pillars.

Sides. The wheel openings are flared out fully 20 mm (0.8 in.) more on each side, accenting the 18-in. wheels and tires and keeping them inboard of the sheet metal. Overall width is 70.1 in., 0.9 in. wider than that of the 330Ci.

Other specific side elements include “gills”; the left one ventilates the underhood "electrobox” where electronic components live. Typical M aerodynamic outside mirrors add to the distinctive look. And by pointing toward the rear wheels, unique side sills emphasize BMW’s rear-wheel drive.

At the rear. The rear bumper/apron ensemble is M3-specific. A discreet spoiler tops the coupe trunklid’s top edge; this can be deleted at no extra cost if customers desire. Like all other current BMWs, M3s incorporate Adaptive brakelights, which provide extra illumination under hard braking.

Colors. There is a choice of eight exterior colors, five of them metallic. Among the especially eye-catching M3 selections are Imola Red and the new Interlagos Blue (with Competition Package only).

With the exemplary 3 Series driving environment as its starting point, the M3 cabin – whether Coupe or Convertible – adds features and design details that reinforce and enhance the sporting character of these cars.

The driver’s view. In a high-performance sports car, instruments are of paramount importance; the M3’s do not disappoint. Among the elements distinguishing the M3 instrument cluster from that of 3 Series models are an M logo in the speedometer and red pointers throughout.

The tachometer scale reaches to 9000 rpm. From 4000 to 8000 rpm, there is a variable warning segment: When the engine is cold, illuminated orange LEDs begin at 4000 rpm, reminding the driver not to use anything approaching maximum performance. As the engine warms up – oil temperature is the criterion – the LEDs phase out in increments of 500 rpm until the segment reaches its normal 7500-8000 rpm range, which always remains illuminated. In M3s with the Sequential Manual Gearbox, once the engine is warm these LEDs illuminate progressively as engine revs climb, helping the driver shift right at the redline. Also in the tachometer face is an oil-temperature gauge.

Another prominent facet of the driver’s command center is the special M sport steering wheel. Incorporating BMW’s handy multi-function controls, the wheel has a wide bottom spoke with the M logo, and its leather-covered rim with M-color stitching has thumb contours at 10 and 2 o’clock.

An oval rearview mirror is yet another distinctive M element in the driver’s view; electrochromic auto-dimming is standard.

Seats: There are three choices, all designed for support and comfort. Standard in the Coupe are 10-way manual sport seats, with adjustments for –

The next step up for the Coupe is power sport seats, with 8-way power adjustment and manual thigh support. These are included in the Coupe’s optional Premium Package and available as a stand-alone option as well; they include a memory system for the driver’s seat and exterior mirrors. Standard in the Convertible are 10-way power sport seats, the added adjustment being a combined one for the head restraint and belt height; the Convertible’s front safety belts are fully integrated into the seats, optimizing belt fit on the occupants and easing entry into the rear seats.

Top-of-line M3 seating is provided by the power-adjustable backrest width, available in the Coupe only. An additional power control allows the occupant to “pump up” the bolsters for increased lateral support, or deflate them to reduce it; this effectively adjusts the backrest width to various statures. Included in this option is 4-way power lumbar support; thus these ultimate sport seats offer a total of 14-way power adjustment. A manual thigh-support adjustment is included in all M3 front seats.

Upholstery and trim. As of the ‘06 model year, Nappa leather upholstery is standard in both models. Available in a choice of four colors, this premium leather grade is applied (with unique stitching) to –

• Door panels (complete except upper ledges and outer surfaces of storage pockets at bottom; leather does extend down into the pockets)

With all upholstery colors, the Coupe’s headliner is in Anthracite (dark gray) color. The Convertible’s fully automatic, fully lined softtop is available in black or dark blue. Aluminum interior trim appears across the instrument panel and on the door and rear side armrests.

Formerly standard in the Coupe, a distinctive M Cloth/Nappa leather interior is now available as a no-extra-cost option; it is available in Anthracite only.

Split folding rear seats standard in Coupe. The Coupe’s split folding rear seats add versatility that might be surprising, given the M3’s performance and sportiness. They include a fold-up center armrest, and for security can be released only from the trunk. Rear-seat entry and exit are aided by an easy-entry feature that allows the front seats to move forward when their backrests are folded over. In the Convertible this feature is powered.

Appealing features even in the trunk. In the Coupe trunk, a reversible mat has BMW’s usual flock on one side and a non-slip rubber finish on the other. One can set a briefcase there, even a metal one, and know that it will not slide around when the M3 is driven the expected way: vigorously. In the Convertible trunk, a variable softtop storage compartment allows increased cargo space when the top is raised.

• Height-adjustable front safety belts with automatic tensioners and force limiters (Coupe)

• Seat-integrated front safety belts with power height adjustment, automatic tensioners and force limiters (Convertible)

• Central locking system with double-lock anti-theft feature and selective unlocking

The Convertible’s Rollover Protection System automatically deploys structural bars behind the rear seats in case of an impending rollover accident. As an additional safety feature, rear-seat side-impact airbags are optional for both models, so that customers may choose to have them or not.

Thus both M3s address not only customers‘ desire to possess a machine of great performance and beauty, but also the very rational demand for safety and security. The Coupe is of the same basic construction as the E46 3 Series Sedan that, along with four other midsize luxury sedans, was tested and ranked by the Insurance Institute for Highway Safety.

In actual 40-mph offset tests of these five models, this 3 Series Sedan earned the Institute’s Best Pick rating. BMW’s occupant compartment held its shape, with low likelihood of injury. As described above, the 3 Series and M3 Convertibles add their own, Convertible-specific safety features.

BMW M offers an appealing range of Packages and stand-alone options to outfit both M3s to individual customers’ tastes and priorities. Heading the list is the Competition Package, which further enhances the M3’s handling capabilities. Conceived to appeal to club racers and ardent performance enthusiasts, this Package became available for the Coupe in the '05 model year. It includes:

• M Track Mode for Dynamic Stability Control. Activated or deactivated via a switch on the steering wheel, this mode allows oversteer and wheelspin, which can be useful to expert drivers on a race track. It is not recommended for use on public roads.

• Compound, cross-drilled brakes. This most elaborate of BMW brake concepts takes the M3 to a truly track-ready level of braking capability.

The brake rotors are 2-piece, with an aluminum “hat” (to reduce unsprung weight) and a cast-iron outer portion that is the actual friction surface. The hat and outer portion are connected by steel pins on which the aluminum and cast-iron portions, because of their differing expansion rates, can move relative to each other. This is an elaborate, costly construction that cuts unsprung weight and eliminates rotor deformation under hard-braking, high-heat conditions. In practical terms, this means virtually no tendency of the brakes to vibrate when hot, and also virtually no likelihood of the rotors cracking under the extreme heat conditions that typically might be encountered in driving on a race track.

At the front, the M3 Competition Package brakes are of 345-mm diameter x 28-mm thickness (13.7 x 1.10 in.); for comparison, the standard front brakes are 325 x 28 (12.8 x 1.10). At the rear, the Club Sport brakes retain the standard 328 x 20 mm (12.9 x 0.79) dimensions. Cross-drilling, visible through the wheels, enhances heat dissipation beyond that provided by the rotors’ internal ventilation, further increasing the brakes’ resistance to fade. The new M5 comes standard with brakes of the same concept.

• 19-in. forged wheels with high-performance tires. These are sized identically to the stand-alone option for both M3 models – 19 x 8.0 front/19 x 9.5 rear wheels with 225/40ZR-19 front / 255/35ZR-19 rear performance tires – but the wheels are in a distinctive Cross Spoke design.

• Quicker steering ratio. At 14.5:1 vs. the standard 15.4:1, more than 5% quicker for enhanced agility.

• Interlagos Blue Metallic exterior color, available only in combination with this Package. This is a deep blue metallic, slightly darker than the former Le Mans Blue.

• Alcantara-wrapped steering wheel and handbrake grip; steering wheel omits usual multi-function controls (including cruise control), but adds the DSC M Track Mode switch.

• Competition Package aluminum interior trim. Though similar in color to the newly standard aluminum, this trim has a special milled effect.

To combine the Competition Package with BMW Assist (including the Bluetooth cellphone interface), the vehicle must be equipped with the On-board Navigation System.

Premium Package for the Coupe. Includes power sport seats with memory, a tilt-and-slide power moonroof, adjustable backrest width and lumbar support for the front seats, and an automatic tilt-down feature for the right exterior mirror. BMW Assist, described later, is also part of this Package.

Cold Weather Package. Retracting high-intensity headlight cleaning system, 3-stage heated front seats and a ski bag. The heated seats are also available as a stand-alone option.

Sequential Manual Gearbox (SMG). Described in detail earlier; an exciting way to drive a high-performance sports car.

19-in. wheels and tires. Equivalent to the Competition Package equipment, but the wheels in this option are in the same M Double Spoke forged/polished design as M3s’ standard 18-in. running gear.

Xenon headlights. For even brighter, more daylight-like illumination on both low and high beams. Automatic leveling of the lamps ensures correct aiming whether the vehicle is lightly or heavily loaded.

Park Distance Control. Four ultrasonic sensors in the rear bumper help the driver avoid backing into unseen obstacles. PDC is included with the Sequential Manual Gearbox and available as a stand-alone option.

Removable hardtop, Made of aluminum and weighing only 65 lb., the hardtop can be attached or removed by two persons. It includes separately switched left/right reading lights front and rear, retractable coat hooks, and (like the Convertible’s softtop) an electrically heated rear window.

Power moonroof. As in the Coupe’s Premium Package, but as a stand-alone option.

Power front sport seats with memory (Coupe) – available as a stand-alone option.

Power-adjustable front seatback bolsters and 4-way power lumbar support. Also available as part of the Premium Package, this combination is available in the Coupe only; the power lumbar support is available singly in the Convertible.

M Cloth/Nappa leather upholstery, available as a no-cost alternative to the Coupe‘s newly standard leather upholstery.

Titan Shadow interior trim, whose graphite-like color is appropriate to M3s’ high-tech nature, is now available at no extra cost.

Harman Kardon premium audio system. Increased audio power, more speakers and upgraded componentry. Speaker configuration differs between Coupe and Convertible.

BMW Assist, available as a stand-alone option for the Coupe. It is standard on the Convertible.

Among many center-installed items that may be purchased for both M3 models are –

Alarm system. A multi-function, keyhead-integrated remote control is standard.

SIRIUS Satellite Radio, now available for the Coupe and to be available later for the Convertible.

This comprehensive program of safety- and security-oriented customer services is available as part of the Premium Package or as a stand-alone option for the Coupe; it is standard with the Convertible.

The in-vehicle equipment for BMW Assist includes GPS technology, plus SOS and “wrench” buttons located on the interior rearview mirror’s housing. Vehicle occupants may request emergency or other services simply by pressing a button; the BMW Assist system then transmits the location and vehicle information to the BMW Assist Response Center. A response specialist will then speak with the occupants to coordinate dispatch, notify emergency contacts on file, and link BMW Roadside Assistance or emergency services as needed and requested. Deployment of an airbag automatically activates BMW Assist as well.

A year’s subscription to the BMW Assist Safety Plan is included with the option; after the initial year, there is an annual fee. In addition to the Safety Plan, subscribers to the BMW Assist Convenience Plan (available at extra cost) can call a toll-free 800 number to avail themselves of many Concierge services, from travel planning to dining reservations, shopping assistance and event tickets.

Like all current models, every new M3 is covered by BMW’s 4-year/50,000-mile limited warranty; corrosion coverage is for 12 years/unlimited miles. Every new BMW also continues to come standard with a 4-year/50,000-mile Full Maintenance Program for customer convenience, peace of mind and economic benefit.

Performance with a conscience

BMW strives to produce its motor vehicles and other products with the utmost attention to environmental compatibility and protection. Integrated into the design and development of BMW automobiles are such criteria as resource efficiency and emission control in production; environmentally responsible selection of materials; recyclability during production and within the vehicle; elimination of CFCs and hazardous materials in production; and continuing research into environmentally friendly automotive power sources. Tangible results of these efforts include the recycling of bumper cladding into other vehicle components; water-based paint color coats and powder clear coats; and various design and engineering elements that help make BMWs easier to dismantle at the end of their service life.

BMW Group In America

BMW of North America, LLC has been present in the United States since 1975. ROLLS-ROYCE Motor Cars NA, LLC began distributing vehicles in 2003. The BMW Group in the United States has grown to include marketing, sales, and financial service organizations for the BMW brand, the MINI brand, and the ROLLS-ROYCE brand of Motor Cars; DesignworksUSA, an industrial design firm in California; a technology office in Silicon Valley and various other operations throughout the country. BMW Manufacturing Co., LLC in South Carolina is part of BMW Group’s global manufacturing network and is the exclusive manufacturing plant for all Z4 Roadsters and X5 Sports Activity Vehicles. The BMW Group sales organization is represented in the U.S. through networks of 340 BMW passenger car centers, 327 BMW Sports Activity Vehicle centers, 148 BMW motorcycle retailers, 80 MINI passenger car dealers, and 25 ROLLS-ROYCE Motor Car dealers. BMW (US) Holding Corp., the BMW Group’s sales headquarters for North, Central and South America, is located in Woodcliff Lake, New Jersey.

Information about BMW Group products is available to consumers via the Internet at:

[1] – $1,000 Gas Guzzler tax applies to the Coupe, and to the Convertible with its standard manual transmission; $1,300 tax applies to the Convertible with optional Sequential Manual Gearbox.

[2] – BMW M engines are designated “S” for Sport. Current 3 Series BMW 6-cylinders are of the M54 (Coupes and Convertibles) or N52 family (Sedans and Sports Wagon).

[3] – VANOS = VAriable NOckenwellen Steuerung = variable camshaft control, or variable valve timing.

[4] – The original M Car, the M1, had a midship engine and rear-wheel drive.

[5] –330Ci with Performance Package: 23.5 mm front / 18.5 mm rear.

[6] – Due to low-profile tires, please note: wheels, tires and suspension parts are more susceptible to road hazard and consequential mage. M3 models are not equipped with a spare tire and wheel. Performance tires are not recommended for driving in snow and ice conditions.

Coupe Convertible

S – Standard OPT – Optional NA – Not available or not applicable ZCP – Competition Package

Coupe Convertible

S – Standard OPT – Optional C – BMW center-installed NA – Not available or not applicable

Ergonomics, luxury & convenience (cont.) M3 M3

Coupe Convertible

3-stage, thermostatically controlled heated

S – Standard OPT – Optional NC – No extra cost NA – Not available or not applicable

Ergonomics, luxury & convenience (cont.) M3 M3

Harman Kardon audio system with upgraded

S – Standard OPT – Optional C – BMW center-installed NA – Not available or not applicable

Safety & security M3 M3

S – Standard OPT – Optional NA – Not available or not applicable ZPP – Premium Package

[1] – VANOS = VAriable NOckenwellen Steuerung = variable camshaft control, or variable valve timing.

[2] – Due to low-profile tires, please note: Wheels, tires and suspension parts are more susceptible to road hazard and consequential damages. M3 models are not equipped with a spare tire and wheel. Performance tires are not recommended for driving in snow and ice conditions.

[3] – Selectable via Vehicle Memory System (programming by BMW center).

[4] – Stand-alone option or included with Sequential Manual Gearbox.

[5] – May be deleted at no extra cost.

[6] – Front reading lights only with softtop; front & rear with optional hardtop.

[7] – Phone controls active when approved cellphone is used in combination with Bluetooth interface.

[8] – Also includes automatic tilt-down of right outside mirror for backing up.

[9] – Coupe: door windows 1-touch open/close, rear side windows 1-touch open; Convertible: driver’s window 1-touch open/close, all other windows 1-touch open.

[10] – Includes all features of standard audio system. Coupe has 2 subwoofers, Convertible 1 dual-coil subwoofer.

[11] – Combined power adjustment of head-restraint & belt height.

[12] – To equip a Competition Package vehicle with BMW Assist, the vehicle must have the On-board Navigation System.

[13] – Glove compartment included in central locking system.