A look back at its history shows why this inherent trait is what makes the flagship M car so interesting... IMO.
It may sound obvious, but carmakers are defined by the cars they make. With marketing departments promoting a brand image, not only does this point have pertinence, but that underlying truth can subsequently go overlooked. Various methods and techniques are designed to project a product in a particular way. People unaware can become consumed with carefully curated PR campaigns that distract and deflect from the actual car itself.
But ultimately, the car is what counts, always. It’s performance credentials. The way it drives. How well the car fulfils its fundamental purpose. It always comes back to the car, and what it’s like in reality. The BMW M model range is typically a discerning yardstick in this respect. And the best example illustrating this point is the M3, it has a beguiling gravitas that pulsates with purpose. But then the M3 has always been bold.
As a concept, it’s not typically underdelivered or disappointed on what it promised to be – a fast small saloon, that’s good to drive. Its bloodline originates from motorsport, which is a bold place to start. The first generation E30 M3 was based on the E30 3 Series in 1986. It was created as a homologation special to meet the requirements of Group A Touring rules that stipulated at least 5000 examples needed to be built.
"To ensure the E30 M3 remained eligible with yearly homologation regulation changes, several sportier spin-offs were produced"
Straight from the off, BMW used a spicy selection of ingredients. The E30 M3 had a S14 four-cylinder engine, which was an overhead camshaft design. That meant it had some desirable traits. It was high-revving with a 7,250rpm redline, so it was engaging to drive. And it produced 192bhp, so it had some good pace. It could reach a top speed of 146mph. That’s fast, even by today’s standards.
Yet the engine wasn’t the only change to a regular E30 3 Series. A host of suspension modifications were implemented. Revised front strut tubes and offset control arm bushings helped improve the dynamics. And the exterior body panels were upgraded to improve aerodynamics. Everything bar the bonnet, roof panel, sunroof and inner door panels were exchanged. The culmination of changes made the E30 M3 a sportier driving machine to the standard E30 3 Series.
To ensure the E30 M3 remained eligible with yearly homologation regulation changes, several sportier spin-offs were produced. The Evolution edition revealed in 1989 had a hiked power output of 212bhp, and an increased top speed of 149mph. It was rare too, with just 505 models made. But the Sport Evolution launched in 1990 was the most modified E30 M3 variant. The engine was upgraded, so power was uprated to the tune of 235bhp, and the top speed was nudged up further to 154mph. It was really quite fast. And it was equally quite scarce too, just 600 models were made.
As a result, BMW had great success with the E30 M3 in motorsport, including winning the Nürburgring 24 hours race five times. But in 1991, production ceased. The E30 M3 was the first of its kind and filled a largely vacant segment. It has since been a position that BMW is considered to hold the yardstick for. And in 1992, the E30 M3 was followed up with the second generation E36 M3. Initially only available as a coupe until 1994, when convertible and saloon versions were added.
Under the bonnet, the E36 M3 was the first to feature the BMW S50 straight-six engine, which was fitted in subsequent generations of the M3. The first 2.9 litre iteration produced 282bhp, but following an updated model line-up in 1995, capacity was increased to 3.2 litres. The chain reaction meant the E36 M3 now had a 321bhp output. That made it quick to drive: 0-62mph was met in 5.5 seconds, and it hit a top speed of 155mph.
Yet restrained visuals gave the E36 M3 a tamer impression than its wilder E30 M3 predecessor. But that really was not the case. An area of development that enabled improved performance was an adjustment to the variable camshaft. Known as VANOS, it allowed engineers to optimize the engine at different speeds by altering the camshafts to maximise torque delivery under partial or full load. It was a significant innovation at the time that helped take the E36 M3 up another level.
"The E46 M3 featured the final development of the S50 straight-six engine, the high-revving S54 variant produced 343bhp"
And the E36 M3 moved the game on in other aspects as well. Aerodynamic considerations played a role in the design, with side mirrors that lessened air resistance, and the inclusion of front and rear diffuser components. The chassis ride height was also dropped by 3 centimetres to lower the centre of gravity and improve handling. All these upgrades meant that the E36 M3 was essentially a redefined model that was night and day different to its forerunner.
After the racing successes of the E30 M3, BMW configured a few homologation examples of the E36 M3 to comply with racing regulations. There was the E36 M3 GT version that was incredibly rare with just 350 examples produced. A notable highlight that never made production was the M3 Compact. It had a short rear overhang, which combined with a lower weight and the M3 blueprint, and it would have been an interesting addition to second generation line-up. Shame it never came to pass. Production of the E36 M3 ended in 1999.
In 2000, the third generation M3 was disclosed. Available as a coupe and convertible, the E46 M3 was visually much bolder. It was heavier than its predecessors too, the hard top version weighed 1570kg. But it was also more powerful. The E46 M3 featured the final development of the S50 straight-six engine, the high-revving S54 variant produced 343bhp. As it turns out, BMW saved the best iteration of this unit till last. It won the "Engine of the Year" award eight times.
A core factor underpinning that achievement was a double version of the VANOS system to further optimize the engine across different speed ranges. It modulated between smoothness and performance making it a measured and balanced unit. And it was fast. The E46 M3 could do 0-62mph in 5.1 seconds. Such was its capability; it could execute that acceleration with either a six-speed manual or a sequential manual transmission. And the 155mph top speed was electronically limited.
In contrast, the E46 M3 was much more accomplished compared to its predecessors. With wider dimensions and tyres, the third generation M3 had a more dynamic drive. That was capitalised on with the special CSL edition, which stood for "coupe, sports and lightweight". It was a performance orientated version of the standard E46 M3. True to its name, BMW made the CSL 110kg lighter, its revised weight was now 1385kg. This was made possible with motorsport paraphernalia.
Composite materials were used for exterior panels and interior trim pieces. This philosophy has since been adopted in subsequent M3s. In the CSL, it was combined with an increased power output of 360bhp. Both these aspects correlate to better pace, the 0-62mph time dropped to 4.9 seconds, for example. For petrolheads, the E46 M3 sort of represented a contemporary reincarnation of the original E30 M3 at the time. But in 2006, production stopped. BMW produced 85,000 examples, making it the most successful M model to date.
"Like all previous M3 iterations, the E92 M3 had several special editions, and the GTS was the pick of the bunch"
It meant the fourth generation launched in 2007 had a lot to live up too. It had considerably wider and longer dimensions than its predecessors and it came in saloon (E90), coupe (E92) and convertible (E93) styles. But these details were dwarfed by a bolder change – the straight-six unit had been replaced by an S65 4.0 litre V8 engine. It would be the one and only V8 to feature in an M3, and it didn’t disappoint. It produced 420bhp, so it did pack a punch.
The engine itself was crammed with technologies like double VANOS, individual throttle valves and powerful engine electronics. Yet, the unit could be experienced in different ways. It was a case of personal preference as the E90 M3 was available with either a six-speed manual for greater interaction, or a dual-clutch transmission for better performance. With the manual, 0-62mph took 4.8 seconds, but with the dual-clutch, 0-62mph took 4.6 seconds. Yet the 155mph top speed was the same for both. Although, if you selected the optional M Drivers Package, it would do 174mph.
It’s a similar story as with previous generations, in that the E90 M3 was quite bold for the time. The most symbolic example of that progression is with the GTS model. Like all previous M3 iterations, the E92 M3 had several special editions, with the GTS being the pick of the bunch. It had the DNA of an M car that was made even more sacrosanct by its rarity – just 150 examples were made. But its specialness transcended its scarcity in numerous other ways.
The GTS had a potent mix of BMW M characteristics. The engine displacement was increased to a 4.4 litre V8. The power output was increased to 450bhp. And the performance was increased with 0-62mph done in 4.4 seconds and a 189mph top speed. This was achieved with the help of weight reduction, the GTS was 1530kg, 136kg lighter than the standard M3. Other aspects were also replaced to fit the motorsport remit. It had coiled spring suspension and adaptive dampers, it had bigger brake disks, and it had more sophisticated aerodynamics.
This is but a snapshot of the upgrades BMW implemented on the GTS, to make it one of the most hardcore M3s ever made. But BMW finished production of the E90, E92 and E93 in 2013. The fifth generation that followed in 2014 was similarly bold in equal measure. Called the F80, it was the first M3 to be turbocharged, with a 3.0 litre twin-turbo straight-six engine. It was at this juncture that BMW decided to establish the 4 Series Coupe, the F82 M4 variant used the same unit.
It was an advanced engine. The shift from natural aspiration to turbocharging was exploited by a boost process BMW called M Twin Power turbo technology. How that works is the two turbo chargers react according to the mono-scroll principle. It's a more convoluted process, but it resulted in a subtle increase in power output to the tune of 425bhp. And that came with a subtle improvement in performance.
"The F80 M3 had a top speed of 155mph, but with the M Drivers package fitted, that increased to 174mph"
With dual-clutch transmission, 0-62mph was nailed in 3.9 seconds, with manual transmission, 62mph was reached in 4.1 seconds. The F80 M3 had a top speed of 155mph, but with the M Drivers package fitted, that increased to 174mph. It was helped by the adoption of lightweight materials such as a carbon fibre roof and aluminium body panels keeping its weight at 1621kg. The exterior design looked the part too, although its sporty stance was perhaps a tad understated for its ranking.
That issue was not so much of a sticking point with the special edition F82 M4 GTS, the track-ready, road-legal variant of the standard F82 M4. Just 700 examples were made and it was festooned with motorsport technology. It was an even lighter construction, had honed aerodynamics and featured M carbon ceramic brakes. But the engine had an altogether different arrangement; a water injection system uprated the power output to 500bhp.
This sent performance through the roof – 0-62mph took 3.8 seconds, with the F82 M4 GTS limited to 174mph. Then there was the F80 M3 CS. The "CS" particle stood for "Club Sport" and was essentially a tweaked version of the standard F80 M3. It was 50kg lighter, it had 450bhp (25bhp more) and there were only 1200 examples made. That meant the F80 M3 CS felt more special. After these last hurrahs, BMW ended production of the F80 M3 and F82 M4 in 2018.
And that brings us to the current sixth generation G80 M3. My thoughts on the exterior design have been well documented, so I won’t elaborate on them any further here. But that aspect does highlight the philosophy BMW adopts for the M3, that it’s an inherently bold car. And the G80 M3 Competition is arguably the boldest version yet. Under the bonnet is a 3.0 litre twin-turbo six-cylinder engine that makes 510bhp. It's a real sweet spot as despite it being rear-wheel drive, the application of that power output has a steadfast stability.
That assurance is complemented by technologies developed from motorsport, such as M specific suspension and an Active M differential. So, in terms of performance, with the 8-speed M steptronic transmission, the G80 is the most capable M3 yet. It will do 0-62mph in 3.9 seconds, and with the optional M Drivers package, it has a 180mph top speed. It means it devours distances in a way that previous M3 generations simply couldn't.
It’s an instrument of velocity. But the G80 M3 has many other strings to its bow as well. Its practical attributes make it a compelling daily drive, it really is a comprehensive package that follows on from where the F80 M3 left off. It's that multifaceted appeal what really strikes a chord, firmly grasping that yardstick it's known for in the process. It’s a thread that runs through M3 generations, and is passed on from one to the next. It’s an engrained trait in BMW M3 DNA.
"You can say what you like about the G80 M3, but it certainly isn’t boring"
For me, with the latest M3, the exterior design does taint the whole package somewhat. It’s disappointing, as it's such a significant aspect that tarnishes its impression. But that boldness doesn’t quite border on brashness. The G80 M3 continues to live up to the bold mantra that BMW has applied to the M3 since it inception. It’s an approach that, despite some snags, has predominantly served the M3 well, and it continues to do so. You can say what you like about the G80 M3, but it certainly isn’t boring. It's one of the most intriguing cars that you can drive today.
Photos: BMW
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