2012 BMW M3 Reviews

Craig Duff road tests and reviews the new BMW M3 and M4, with specs, fuel consumption and verdict.

Alistair Kennedy road tests and reviews the F80 BMW M3, with specs, fuel consumption and verdict.

Malcolm Flynn road tests and reviews the BMW M3 and M4, with specs, fuel consumption and verdict.

When Mercedes invited us to the Race the Runway charity event at Edinburgh Airport, we lept at the chance.

You could want for a little more ride comfort. You might find it just a bit much to live with. Then you should be looking for another car. A V8, a manual transmission, rear-wheel-drive and something approaching 50:50 fore and aft weight distribution is of itself a formula for perfection, yet BMW's M3 somehow transcends that to be something altogether more.VALUERecently we asked, rhetorically it seemed at the time, if an M3 was worth the premium over the rather splendid 335i Coupe with its twin scroll turbo charged inline six (which makes 225kW but shares the M3's 400Nm).Well, as it turns out, yes it is, especially the 100 examples of the Australia-only Pure Edition coupes and sedans (priced at $145,000 and $131,700) that we drove in two door form. The first V8 M3 is very likely to be the last with a naturally aspirated engine. Auction an organ on eBay for you will never want or need another car. You will keep this forever. Amen.Specifics? Well, there's the multi-media system with proximity sensors and stuff but none of the myriad ride or steering setting that come with the top priced models. Frankly you'd pay to be without these.TECHNOLOGYAs stated: a glorious, tuneful, 4.0-litre V8 good for 309kW and 400Nm, a six speed manual and the M Differential on the rear to abet your haste in leaving a corner. "Pure" is no empty marketing catchphrase.DESIGNThe E92 shape has been with us since '06 and remains the most becoming 3 Series though this is no boast next to an outgoing a sedan that appears to have been sculpted in Lego. The M3 is distinguished partly by its badging but mostly by that tumescent bonnet bulge.The Pure Edition is further marked by smoky 19-inch alloys and black accents. Design signatures double kidney grille, Hoffmeister kink in the rear side windows and slight front overhang are present and correct.SAFETYOf the top drawer. Five NCAP stars and all the active acronyms. Love the way in which the front seatbelts are extended by robotic arms. Less enamoured by the absence of a spare tyre.DRIVINGEven on Australian mule tracks, among the Western World's worst drivers and a venal "road safety" regime, the M3 is life enhancing.Like the least BMWs, it can be driven in a leisurely, even lazy, fashion and yet reward with its fulsomely weighted steering and near exact balance. At 4.8 seconds from standing to 100km/h it's blazingly quick for a road car but that would be meaningless if it didn't translate to such sublimely intuitive handling. Cornering seems an act of osmosis; you observe the road's curvature negotiate it without conscious input at a rate of knots that would elude you in almost anything else.Yet the ride, while leaving you in not the least doubt as to the road's precise topography, is better than tolerable. The only caveat is the slightly long throw nature of the shift action. Something bespoke, short and sharp is surely warranted. Even this is more characteristic than outright fault and in any case cannot persuade us not to award our first perfect score.VERDICTCount the stars. This a great car.BMW M3 COUPE PURE EDITIONPrice: $145,000Warranty: 3 year/unlimitedResale: 15,000km/12 monthsSafety equipment: Six airbags; ABS, EDBA, EBA, TCCrash rating: five starsEngine: 4.0-litre V8 petrol; 309kW/400NmBody: 2 doors, 4-seatsDimensions: 4615mm (L); 1540mm (W); 1424mm (H); 2761mm (WB)Weight: 1600kgTransmission: 6-speed manualEconomy: 12.4L/100km; 290g/km Co2"Blazingly quick for a road car but that would be meaningless if it didn't translate to such sublimely intuitive handling"

It takes a while for BMW to effect a mid- model change because they are staggered to happen over a period of up to two years. That's why we are only seeing the mid-model upgrade to the 3-Series Coupe and Convertible now while the sedan model went through its changes about 18 months ago.And essentially, the sedan changes are reflected in the 3-Series Coupe and Convertible.  That means a new visage - new grille, lights with eyebrows, bumper changes and something similar at the back. Changes have been made to character lines on the body and the car's overall appearance has been lifted with new colours and wheels.MechanicalIn line with the modest exterior changes are a range of engine upgrades that yield better fuel economy and more power.  Across both Coupe and considerably more expensive Convertible ranges there are two turbo diesels in 2.0-litre four and 3.0-litre six cylinder while the petrols are a 2.5-litre naturally aspirated straight six and a 3.0-litre twin-scroll turbo six in the 335i Sport that replaces the earlier twin turbo engine.This engine has the same power (225kW) and torque (400Nm) as the twin-turbo but delivers maximum torque at a low 1300rpm and uses less fuel into the bargain.  The 335i Sport only comes in M Sport spec' and is available with a seven-speed double clutch "manumatic" transmission as well as the standard six-speed manual.The entry level diesel 320d Coupe ($65,600) gains 5kW to 135kw and 30Nm to 380Nm and is available with a six-speed manual or optional six-speed auto with sequential change.  Other engine have been tweaked for improved economy and lower emissions but are essentially the same as before.Suspension changes offer a new damper with softer initial ride qualities increasing stiffness as more demands are made on the car.  Upholstery upgrades include a sun reflective treatment on the Convertible's seats that keeps them cool on hot days in direct sunlight.Drivetrain and PricingVarious option packages are available across both Coupe and Convertible ranges that include the Innovation Package and the M-Sport Package.  We drove most of the new variants last week and all have characteristic BMW traits like sporty dynamics and a solid feel on the road. The 335i Coupe is approaching earlier six cylinder M3 performance levels and is capable of putting away a 0-100kmh sprint in the low 5.0 second bracket.It has impressive throttle response from extremely low in the engine rev range and sings sweetly up to the 7000rpm redline.  Even the 330d is good for a low 6.0 second split.  The cars have superb dynamics even in Convertible form which bears a weight penalty of up to 150kg.The segmented hard roof on the Convertible takes less than 20 seconds to retract or deploy and when place, looks almost the same as the Coupe model.VerdictPerformance from the other models is similarly impressive - they are great to drive While it would be great to have the 335i in your garage, the reality is that the entry level 320d in auto would do the job just as well around town with the added benefit of being able to cover 1000km on a tank driven carefully and it's a decent performer too.  It's the one we'd buy.BMW 3 Series Coupe and ConvertiblePrices: 320d $65,600 (coupe), $78,500 (convertible); 325i $84,900, $98,700; 330d $94,700, $107,700; 335i M Sport $116,700, $129,900; M3 $158,300, $176,700; ($2965 for 6-speed auto on 320d and 325i, standard on 330d; $3500 for 7-speed double clutch option on 335i)Engines: 1995cc 4-cylinder turbo diesel (320d); 2497cc straight 6 petrol (325i); 2993cc straight 6 turbo diesel (330d); 2993cc straight 6 petrol (335i); 3999cc V8 petrol (M3)Transmissions: 6-speed manual with auto stop-start (320d, 325i, 335i, M3), 6-speed automatic (320d, 325i, 330d), 7-speed DCT (335i, M3 with auto stop-start).

For the first time in the illustrious badge's history, the M3 is on our shores as a sedan.Coupes, then convertibles have been seen and heard but now the ‘family truckster’ M3 is here.We're sampling the six-speed manual sedan and there's not too many manual drivetrains around that can provide as much entertainment as this one.Sure, the double-clutch seven-speed has more tricks in its bags of electronics for another $7300, but the M3 with a clutch pedal doesn't even have an M-button on the wheel, such is its simplicity.The power button sharpens up the throttle and the DSC button turns stability control on or off.The sedan's options list includes the tricky Electronic Damper Control, for $4000, or M Drive configuration system for $3500 - but none of the high-tech gadgetry of its larger M-siblings is really needed.Just get in, hit the start button, slot it into first gear and you're gone.If desired, you could have hit the state limit and returned to a standstill by the end of this sentence.The sedan claims a 0-100km/h time of 4.9 seconds - 4.7 in the double-clutch automated manual despite a 20kg weight penalty - and the big brakes rip it back to a standstill in about 30 metres and it feels like it could repeat the exercise all day.The four-litre V8's outputs are unchanged from the coupe and the convertible, but the song remains the same, a quick, fit burble at idle that sings as its spins quickly to the redline just north of 8000rpm.It's a flexible unit around town as well, requiring few gear changes but demanding more cog-swaps, so delightful is the gearshift.While the M3 is down on power and torque compared to the C63 sedan (the RS4 had a little more torque but the same power figure) the compact BMW powerhaus is a quicker point-to-point machine thanks to tactile steering and the chassis' ability to put the outputs to ground.The tricky locking rear diff can take some credit too but the overall package has a cohesive feel to it.The new M3 sedan has also benefited from the new-look iDrive, with shortcut buttons around the controller knob. It's generally easier to use and the functions take place much more quickly.Unfortunately, the screen went black twice, normal behaviour if I'd just shut everything down and was getting out but a little disturbing when you're driving.For four average sized occupants the room is more than adequate, but legroom is restricted behind taller front-seat occupants - something afflicting almost all of the compact prestige segment, not just the Beemer.But the cabin is comfortable otherwise, the front seats - with adjustable squabs and side bolsters - are supportive without being too restrictive.It might be a touch slower and use a trickle more fuel than the coupe, or the double-clutch models, but the four-door practicality - for $10,000 less than the coupe and $24,000 less than the convertible - would do me just fine.BMW M3 sedanPrice: from $149,000.Engine: four-litre DOHC variable 32-valve V8.Transmission: six-speed manual, rear-wheel drive with variable M Differential Lock.Power: 309kW @ 8300rpm.Torque: 400Nm @ 3900rpm.Performance: 0-100km/h 4.9 seconds, top speed 250km/h (governed)Fuel consumption: 12.4litres/100km, on test 16.4litres/100km, tank 63litres.Emissions: 295g/km.Rivals:Mercedes-Benz C63 AMG sedan, from $144,365.Lexus IS F, from $129,000.HSV W427, from $155,500.Porsche Cayman S, from $155,300.

In any era there are cars that, for one reason or another, stand out from the crowd. In the 1950s, for instance, the big finned ’59 Cadillac stood out for its extreme looks, the E-Type Jaguar became the iconic car of the ’60s for its timeless elegance and high performance, and the 1970s belonged to the awesome Bathurst winning Falcon GT HO.They’re all life changing cars. A moment or two at the wheel and your life is changed forever, suddenly no other car is good enough.It’s like that with the BMW M3. It may look like any other BMW 3-Series, but once you’ve experienced the turbine smooth power of the M3’s highly tuned six-cylinder engine and its superbly balanced chassis you quickly realise you’ve driven something very special.In time the M3 will come to be regarded as one of the greatest sports sedans ever built, if it isn’t already by those in the know.The M3 story began in 1987 when BMW launched the very first in the line. The E30 M3 was a barely disguised racer created to contest the one-off World Touring Car Championship for Group A cars.Group A was a class based on production cars, and the rules demanded carmakers build a minimum number of cars before they could be raced. It spawned great road cars like the Ford Sierra Cosworth, the various Holden SS Group A models, and the M3.The world series folded after just one year, and Group A was scrapped in the early 1990s, replaced here by the current Supercar V8 cars.Thankfully BMW continued to build the M3, developing it from the original bare bones racer into a sophisticated all round sports sedan, one of the greatest to ever hit our roads.The E30 M3 was never sold here by BMW, it was built in left-hand drive form and sold only in its European home market.Thankfully when the M3 became a regular model in the 3-Series line-up with the E36 model it found its way to Australia in 1994.The M3 was based on the E36 3-Series two-door coupe, and for all the world looks like any other 3-Series coupe. If you want to identify it from the outside you need to look for the details.Things like the smallish M3 badge on the boot lid, the distinctive alloy wheels, the twin exhaust outlets, and if you’ve got a keen eye the body kit. The problem is that many of these also found their way on to more modest Beemers so the boot lid badge is the surest way of picking the real thing from the wannabees.At the heart of the M3 is a mighty straight six-cylinder engine. Three litres in capacity, with dual overhead camshafts, four valves per cylinder, fuel injection and a new variable camshaft timing system BMW dubbed VANOS, the B30 six was super smooth, pulled hard from low down in the rev range right to the top which was in excess of 7000 revs.With the right foot buried deep in the carpet, and the rev counter nudging 7000 revs, the B30 six would produce a massive 210 kW, but it wasn’t just the staggering power it produced because it also produced an equally staggering 320 Nm of torque at 3600 revs.When unleashed it would propel the 1460 kg coupe to 100 km/h in 6.4 seconds, and account for the standing 400-metre sprint in 14.5 seconds. Top speed is limited to 250 km/h, but you don’t need to be travelling that fast to appreciate the M3.The VANOS system varied the camshaft timing to extract the most torque from the engine at low speed and the maximum power at the top end of the rev range. The result was smooth performance right through the rev range.Helping the brilliant on-road experience was the slick five-speed manual gearbox, which was a delight to use.If the engine provided the power it was the chassis that allowed it to be unleashed. With independent suspension at both ends, and sports tuning, it was brilliantly balanced.Huge 235/40ZR17 tyres, on 17-inch alloys, generated enormous grip to keep the M3 glued to the black top, but the great thing was the M3 could be driven on the throttle.Huge disc brakes ensured it also stopped with assurance, and ABS was standard for extra safe stopping power.Inside it had beaut sports seats in cloth trim, there was central locking, a driver’s airbag, power windows, air-conditioning, and a trip computer among a long list of standard features.In 1996 a major update saw the engine enlarged to 3.2 litres, power jumped to 236 kW and torque was boosted to 350 Nm. At the same time BMW added a six-speed manual gearbox – a six-speed sequential manual gearbox was also added in 1997 – along with dual airbags and cruise control.The performance of the M3 almost guarantees that it will be driven hard, on the road and sometimes on the track. Many have been used in events like the Grand Prix Rally in which they’re always competitive.That should make anyone thinking of buying one wary, but the good news is that they stand up well to the occasional track outing.Chris Lake says most M3s he sees through his Auto Deutsche workshop have copped a hard time, but have coped well.He says clutches cop the most abuse and they tend to fail earlier as a result. The M3 has a dual mass flywheel, which can be expensive to repair if it gets overheated in the heat of the moment.Other items that tend to need replacement more often are the front lower control arm castor bushes and the trailing arm bushes in the rear end.According to Lake, oxygen sensors in the exhaust tend to have a fairly short life compared to sedans.If regularly driven hard on the track the M3’s brake discs can warp and crack, which mean expensive replacements are needed.M3s are generally well looked after by caring owners. Those that haven’t seen the track are the ones to look for, but even those that have been used for competition shouldn’t be dismissed.Seek out specialist help once you’ve selected a car, get it checked by an expert who can tell when things aren’t right.With a responsive chassis, powerful brakes with ABS, and sports tyres it has a great primary safety package.The first E36 M3 had a driver’s airbag only, but a passenger’s airbag was added in 1996.The E36 3-Series rated above average in the recent used car safety survey.Dean Sheffield’s life changed when a neighbour offered him a ride in his new M3 in 1994. It took another six years, but he now owns one and says it is a brilliantly balanced car that can be appreciated on the road as a family car or the track as a fun machine. After owning it for four years, it still looks and drives like it has just been run in.• silky smooth six cylinder engine• sizzling performance• great ride and handling• good looking two-door coupe• great road/race car for amateur club sportOne of the most exhilarating cars you’ll ever get to drive.

The road from the racetrack to the High Street is not so long.

Grave concerns were held for the safety of this car once the keys were laid in my outstretched palm - would it be returned at all? The new BMW M3 - dressed in Melbourne red paint with the carbon-fibre roof intact - sat coiled in the driveway, with subtle bulges in the bonnet and haunches.The new 3 Series coupe has been run through the carsguide garage and in twin-turbo six-cylinder form it has the same torque as the M3, but there's something about the tri-colour M badge that just makes a difference.Or it could be the 309kW of power that joins forces with the 400Nm of torque to get things under way.With keyless start function, the keys go into my pocket, the start button is quickly pressed and the remote arm offers the seat belt - otherwise it is a stretch to reach the belt.Close-set pedals greet my feet, the clutch is easily depressed and the sweet, purposeful, beautifully-weighted and quick six-speed manual gearbox is used to engage first.Why you'd want to spend nearly $7000 on a double-clutch, seven-speed “auto” paddleshift transmission - which lowers the 0-100km/h sprint time slightly - boggles the mind.When you're getting to the state limit in about five seconds, happily shifting the cogs yourself, you're better off spending the extra cash elsewhere.Burbling with a gruff, slightly wheezy menace, the four-litre V8 is flexible and unfazed by banal duties of metro traffic.The drivetrain feels tightly wound but takes on a whole new persona once the M button on the steering wheel is hit - razor-sharp throttle and steering response is best left for the imminent back road blast and not for commuting.Quad tailpipes and a heady induction noise harmonise to provide a powerplant soundtrack that may well erase any lingering nostalgia over the outgoing six-cylinder version.The straight-six still has a place in my heart but the lighter, more powerful four-litre V8 spins easily all the way to the variable redline just over 8000rpm, once the engine is sufficiently warmed.The six sang; this V8 bellows - brutally, quickly and all the way to the redline.With the M Button engaged, stability control can be maintained in M Dynamic mode, which is reassuring when flinging the M3 at a corner. Light, accurate and meaty steering, tenacious grip and ample outputs mean the M3 is nowhere near running out of ability when my desire to retain my licence kicks in.Braking power is more than ample and the amount of electronic aids working under the bonnet to make the driver look good is considerable.Naturally it has anti-lock brakes and stability control, but there's also Dynamic Brake Control, Cornering Brake Control (CBC), Electronic Damper Control and the variable M differential lock, all of which allow the driver to point the hydraulic power-assisted steering and carry on with confidence. This car has stacks of ability reserved only for the racetrack and those that make their living there, but for a mere mortal the experience is considerable.But not all is perfect in the world of M3. Partway through my run in the super-coupe, the climate control system decided I'd been too well looked after and made unchilled air the order of the day. A visit to the BMW workshop did little to alleviate the fever, the cause of which was blamed on a wiring fault and minor leak.What the lack of climate control did show is how warm the M3 is when up and running, something that you don't feel until you're outside after parking it.But temperatures aside, the M3's cabin is comfortable and well equipped, if a little bit low-key for such a super-coupe.The sports seats have ample adjustment - most of it electrically controlled - the steering wheel is thick of rim and there's even half-decent room for three other occupants.The boot is a good size, it has six airbags, bi-xenon adaptive headlights (with high-beam assist), automatic wipers, a topnotch sound system and it's a remarkably practical day-to-day, especially given its performance potential.Despite the 40-profile tyres, the ride quality is within reason for the type of machinery we're talking about.Thanks to the electronic damping, it has an unexpectedly subtle ride. It's still not a big fan of some bumpy back roads but the bumps don't distract it from the chosen line, even before everything is tightened up with the push of a button.Its two main competitors - Audi and Mercedes-Benz - are spoiling for a fight more than ever before and it's a close call, but (until we try the C63 AMG on local roads) the M3 has its snout just in front.