414 unleashed horsepower
Bernd Limmer, Chief Engineer of the new M3, explained to us that his team improved the aforementioned V8 by reprogramming the Double Vanos camshaft system and building a new crankshaft out of aluminum and silicone. Each piston gets its own intake control valve. The dry-sump lubrication system remains, although its capacity was increased to meet the requirements of the high-revving V8 (max power is available at 8,300 RPM).
A new electronic management system prevents a cold engine from revving too high but unleashes hell when it gets warm. Through a console-mounted switch near the shifter, this system also allows the driver to program engine speed so as to be able to count on the full 414 horsepower whenever the urge to hammer the throttle is felt. What's more, the engine maintains 85 percent of its torque all the way to 8,000 RPM -- maximum torque is rated at 295 lb-ft at only 3,900 RPM. Therefore, power delivery is steady during accelerations and passing maneuvers. In fact, on byroads, you can overtake a slower car in fourth or fifth gear. According to BMW, the M3 sedan sprints from 0 to 100 kph in 4.8 seconds.
Two transmission choices are available: a 6-speed manual and a 7-speed semi-automatic with paddle shifters on the steering wheel. The latter won't hit the market until early summer, though. It uses a twin-clutch mechanism -- a different clutch for odd and even gears. As a result, shifts are completed in a few milliseconds.
Meanwhile, 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.
Near-perfect driving cockpit
Every control is intuitively positioned. The tilt/telescopic steering wheel is perfectly sized and ergonomic for sporty driving. The right hand falls naturally on the gear selector.
As far as the seats are concerned, I liked how they wrap your body and provide excellent side support for any body size. The console between the front buckets, on the other hand, is pretty large and I often banged my elbow against it while shifting from first to second. And once again, I was disappointed by the clever though extremely inconvenient iDrive system: it's in your best interest to adjust all your settings before taking off.
Bernd Limmer, Chief Engineer of the new M3, explained to us that his team improved the aforementioned V8 by reprogramming the Double Vanos camshaft system and building a new crankshaft out of aluminum and silicone. Each piston gets its own intake control valve. The dry-sump lubrication system remains, although its capacity was increased to meet the requirements of the high-revving V8 (max power is available at 8,300 RPM).
A new electronic management system prevents a cold engine from revving too high but unleashes hell when it gets warm. Through a console-mounted switch near the shifter, this system also allows the driver to program engine speed so as to be able to count on the full 414 horsepower whenever the urge to hammer the throttle is felt. What's more, the engine maintains 85 percent of its torque all the way to 8,000 RPM -- maximum torque is rated at 295 lb-ft at only 3,900 RPM. Therefore, power delivery is steady during accelerations and passing maneuvers. In fact, on byroads, you can overtake a slower car in fourth or fifth gear. According to BMW, the M3 sedan sprints from 0 to 100 kph in 4.8 seconds.
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| BMW showcases all its motoring expertise with this wonderful V8. |
Two transmission choices are available: a 6-speed manual and a 7-speed semi-automatic with paddle shifters on the steering wheel. The latter won't hit the market until early summer, though. It uses a twin-clutch mechanism -- a different clutch for odd and even gears. As a result, shifts are completed in a few milliseconds.
Meanwhile, 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.
Near-perfect driving cockpit
Every control is intuitively positioned. The tilt/telescopic steering wheel is perfectly sized and ergonomic for sporty driving. The right hand falls naturally on the gear selector.
As far as the seats are concerned, I liked how they wrap your body and provide excellent side support for any body size. The console between the front buckets, on the other hand, is pretty large and I often banged my elbow against it while shifting from first to second. And once again, I was disappointed by the clever though extremely inconvenient iDrive system: it's in your best interest to adjust all your settings before taking off.
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| The center console with armrest is the only black spot in terms of ergonomics. |