All its moving parts have been optimized for minimum mass and maximum strength-not an especially new concept, but effective nonetheless. Box-type cast pistons weigh a paltry 481.7 grams, sintered connecting rods weigh 623 grams each and the forged steel crankshaft features short throws and special friction-reducing bearings. Even the valves have been lightened and their actuation performed by precision roller bearings. Add BMW's double VANOS, individual throttle bodies, flow-optimized air intake and exhaust, and this V8 responds like a finely tuned four-banger.
At 60 percent and below, the M3 is so refined, so quiet, it's easy to forget you're in a high performance machine. Hell, leave the manual six-speed gearbox in fourth if you want-there's plenty of power to slog through most anything.
The cockpit is clean and refined, very much like a standard 3 Series but with several special touches, including: carbon fiber dash paneling, M-spec stitching and a sizable, contoured steering wheel. Seating is reminiscent of the previous M3, and that's a good thing, as it's virtually impossible to not find the perfect driving position.
Next to the iDrive dial sits the Power button, EDC and DSC controls. These three buttons are capable of amazing feats, the results of BMW's latest generation of electronic driving aids. Moreover, the addition of its Variable M Differential Lock makes it the fastest sport sedan I have ever driven.
We were given 10 tickets, each good for a single lap around Ascari's 2.7-mile circuit. For the rest of the day, I walk with my head down looking for dropped tickets. The new M3 has amazing potential and, if you have the time, it will prove an outstanding ride. Yes, the new M3 has more equipment than ever, but BMW has managed to do its balancing magic and make it all work.
BMW has a saying: torque is for the balls, horsepower is for heart (apologies to BMW if I misquoted). The new M3 has both.
What's New Profile
*420 hp aluminum V8 with double VANOS, individual throttle bodies, special dual plate clutch/flywheel
*Power bulge in hood
*Brakes generate power under load
*New, stronger aluminum suspension components
*Steering controlled with BMW Servtronic assist (dual modes, manually selected)
*Carbon fiber roof
*M Differential Lock
2008 BMW M3
*Layout
*Engine
4.0-liter V8, dohc, 32-valve
*Transmission
Six-speed manual
*Suspension
F: Aluminum two-joint spring strut axle
R: Five-arm axle with anti-squat and anti-dive
*Brakes
Single-piston swing caliper compound discs
*Dimensions
Length x Width x Height (in.):181.7 x 77.8 x 56.1Wheelbase: 108.7 in.
Curb Weight: 3648 lb.
*Performance
Peak Power: 420 hp @ 8300 rpm
Peak Torque: 295 lb-ft @ 3900 rpm 0-62 mph: 4.8 sec.
Top Speed: 155 mph (limited)
*Why we love it: Elastic powerband, smooth ride, great exhaust note
*Why we don't: No sequential manual gearbox, no direct injection, somewhat isolated chassis, light steering
The price tag: $63,500 (est.)