|Body and chassis|
|Class||Compact executive Sports sedan|
The initial model was a coupe body style. At times the M3 has also been available in saloon and convertible body styles. Due to the 4 Series coupe and convertible models no longer being part of the 3 Series range from 2015, the F82/F83 coupe and convertible models are now called the M4. The M3 name remains in use solely for the saloon version.
Upgrades over the "standard" 3 Series automobiles include more powerful and responsive engines, improved handling/suspension/braking systems, aerodynamic body enhancements, lightweight components, and interior/exterior accents with the tri-colour "M" (Motorsport) emblem.
Rosslyn, South Africa
|Body and chassis|
|Body style||2-door coupe
|Related||BMW 3 Series|
|Engine||2.3 L S14B23 I4
2.5 L S14B25 I4
|Wheelbase||2,562 mm (100.9 in)|
|Length||4,345 mm (171.1 in)|
|Width||1,680 mm (66.1 in)|
|Height||1,370 mm (53.9 in)|
|Curb weight||1,165–1,360 kg (2,568.4–2,998.3 lb)|
The first iteration of the road car engine produced 195 PS (143 kW) with a catalytic converter and 200 PS (147 kW) without a catalytic converter in September 1989 power was increased to 215 PS (158 kW) with a catalytic converter.
The "Evolution" model (also called "EVO2") produced 220 PS (160 kW). Other Evolution model changes included larger wheels (16 X 7.5 inches), thinner rear and side window glass, a lighter bootlid, a deeper front splitter and additional rear spoiler.
Later the "Sport Evolution" model production run of 600 (sometimes referred as "EVO3") increased engine displacement to 2.5 L and produced 238 PS (175 kW). Sport Evolution models have enlarged front bumper openings and an adjustable multi-position front splitter and rear wing. Brake cooling ducts were installed in place of front foglights. An additional 786 convertibles were also produced.
It is a concept vehicle built from a 3 Series Convertible, with narrower body than the mass-produced counterpart, engine from the 2-litre 'Italian M3' (192PS) engine (later changed to 2.3-litre four-cylinder (200PS) engine).
The E30 M3 differed from the rest of the E30 line-up in many ways. The M3, although using the same basic unit-body shell as the standard E30, was equipped with 12 different and unique body panels for the purposes of improving aerodynamics, as well as "box flared" wheel-arches in the front and rear to accommodate a wider track with wider and taller wheels and tyres. The only exterior body panels the standard model 3 Series and the M3 shared were the bonnet, roof panel, sunroof, and door panels.
The E30 M3 differed from the standard E30 by having a 5x120 wheel bolt pattern. The E30 M3 had increased caster angle through major front suspension changes. The M3 had specific solid rubber offset control arm bushings. It used aluminium control arms and the front strut tubes were changed to a design similar (bolt on kingpins and swaybar mounted to strut tube) to the E28 5 Series. This included carrying over the 5 series front wheel bearings and brake caliper bolt spacing. The rear suspension was a carry over from the E30.
The E30 M3 had special front and rear brake calipers and rotors. It also has a special brake master cylinder.
The E30 M3 had one of two Getrag 265 5-speed gearboxes. US models received an overdrive transmission while European models were outfitted with a dogleg version, with first gear being down and to the left, and fifth gear being a direct 1:1 ratio. Rear differentials installed included a 4.10:1 final-drive ratio for US models. European versions were equipped with a 3.15:1 final drive ratio. All versions were clutch-type limited-slip differentials with 25% lockup.
To keep the car competitive in racing following year-to-year homologation rules changes, homologation specials were produced. Homologation (motorsport) rules roughly state that the race version must reflect the street car aerodynamically and in engine displacement. These include the Evo 1, Evo 2, and Sport Evolution, some of which featured less weight, improved aerodynamics, taller front wheel arches (Sport Evolution; to further facilitate 18-inch (460 mm) wheels in DTM), brake ducting, and more power. Other limited-production models (based on evolution models but featuring special paintwork and/or unique interior schemes commemorating championship wins) include the Europa, Ravaglia, Cecotto, and Europameister.
Production of the original E30 M3 ended in early 1992.
The M3s were entered by BMW as well as private racing teams and its wins included the Deutsche Tourenwagen Meisterschaft, British Touring Car Championship European Touring Car Championship, Australian Touring Car Championship, as well as the World Touring Car Championship drivers' title in 1987. The E30 M3 is also a multiple winner of Guia Race, 24 Hours Nürburgring and Spa 24 Hours.
The M3 also saw service as a rally car, with Prodrive-prepared examples contesting several national championships and selected rounds of the World Rally Championship between 1987 and 1989. By the latter year, the cars, based on the standard M3, were equipped with six-speed gearboxes and produced 295 bhp. The M3 was not very competitive with the four-wheel-drive cars on loose surfaces, but a very effective car on asphalt. Its most notable success was victory on the Tour de Corse in 1987, driven by Bernard Beguin.
In 2007, Automobile Magazine included the E30 M3 in their "5 greatest drivers cars of all time" under their 25 Greatest Cars of All Time.
|Euro model||143.5 kW (195 PS; 192 hp) / 147 kW (200 PS; 197 hp)||8,661|
|US model||143.5 kW (195 PS; 192 hp)||4,996|
|Evo 1||147 kW (200 PS; 197 hp)||505|
|Europa late model||158 kW (215 PS; 212 hp)||1,519|
|Evo 2||162 kW (220 PS; 217 hp)||500|
|Convertible||143.5 kW (195 PS; 192 hp) / 158 kW (215 PS; 212 hp)||786|
|Sport Evolution||175 kW (238 PS; 235 hp)||600|
|Sport Evolution Convertible||175 kW (238 PS; 235 hp)||1|
(all signed by Roberto Ravaglia)
|143.5 kW (195 PS; 192 hp)||148|
||158 kW (215 PS; 212 hp)||505|
|Total||= 16202 cars|
In contrast to later M3 iterations, the E30 M3 was campaigned by BMW as well as other racing teams including Prodrive and AC Schnitzer in many forms of motorsport, including rallying and road racing. The latter included campaigns in the World Touring Car Championship, Deutsche Tourenwagen Meisterschaft, British Touring Car Championship, Italian Touring Car Championship, French Touring Car Championship and the Australian Touring Car Championship. The production of the E30 road car was to homologate the M3 for Group A Touring car racing. It was to compete with various models including the "2.3-16V" variant of the Mercedes-Benz W201 190E that was introduced in 1983.
In full race trim, the naturally aspirated 2.3 L S14 engine produced approximately 300 hp (224 kW; 304 PS). With the introduction of the 2.5 L evolution engine into racing in 1990, power increased to approximately 380 hp (283 kW; 385 PS).
Rosslyn, South Africa
Toluca, Mexico (BMW Mexico)
|Designer||Ulf Weidhase (1990),Martina Bachmann|
|Body and chassis|
|Body style||4-door saloon
|Related||BMW 3 Series|
6 Speed SMG
|Wheelbase||106.3 in (2,700 mm)
Convertible: 106.7 in (2,710 mm)
|Length||174.5 in (4,432 mm)
Lightweight: 178.0 in (4,521 mm)
|Width||67.3 in (1,709 mm)
saloon: 66.9 in (1,699 mm)
|Height||52.6 in (1,336 mm)
saloon: 53.7 in (1,364 mm)
|Curb weight||1,460 kg (3,219 lb)
Convertible: 1,560 kg (3,439 lb)
The E36 M3 debuted in February 1992 and was in the dealer's showrooms in November that year. It was the first M3 powered by a straight-six engine; the engine used was a 2,990 cc (182 cu in) S50, which produced 210 kW (282 hp).
Initially available as a coupé only, BMW introduced M3 convertible and saloon versions in 1994, the absence of any M5 models in the BMW line-up between the end of E34 M5 production in 1995 and the launch of the E39 M5 in 1998 prompted the introduction of the 4-door Motorsport model.
Also in 1994, BMW produced the limited-edition M3 GT as a racing homologation special; all GTs were British Racing Green and featured an upgraded 295 PS (217 kW; 291 hp) 3.0-litre engine. 356 GTs were built.
In September and November 1995, the M3 coupe and saloon, respectively, were upgraded to the 239.4 kilowatts (321.0 hp) 3.2-litre S50B32 engine. At the same time, the cars received clear indicator lenses, new wheels and a 6-speed gearbox. The convertible did not receive these changes until February 1996.
The majority of E36 M3s were produced at the Regensburg factory; however, a small number of low compression right hand drive M3s were assembled at BMW's Rosslyn plant in Pretoria, South Africa. In total, 46,525 coupés, 12,114 convertibles and 12,603 saloons were produced. The saloon ceased production in December 1997, the coupé ceased production in late 1998, and the convertible ceased production in December 1999.
The E36 chassis M3 was touted as one of the best handling cars of the 1990s in independent tests by Car & Driver. Known for its benign handling and balance, the car is popular amongst circuit racers and track enthusiasts. The E36 was also one of the first cars BMW designed mainly with computer aid with the use of detailed Finite Element Analysis and other software.
The first E36 M3 to be imported to the United States was the 1995 model, which used the S50B30US engine with 240 bhp (179 kW; 243 PS) and 305 N·m (225 lb·ft), a different suspension setup and a 0-60 mph (97 km/h) time in about six seconds. It was available with five-speed manual and automatic transmissions. An M3 Lightweight was produced in limited numbers for the 1995 model year.
The 1996–1999 model years had displacement bumped up to 3.2 litres, still with 240 bhp (179 kW; 243 PS), but torque increases to 320 N·m (240 lb·ft) which is the same S52B32US engine used in the early M Roadster and M Coupe. The manual gearbox remains a 5-speed despite the European versions being upgraded to 6-speed. It was also available as a saloon starting in model year 1997, and as convertible in 1998. Production of the saloon was halted in 1998, while the other models continued until 1999.
US sales figures include a total of 18,961 coupés, 7,760 saloons and 6,211 convertibles.
Other notable differences between North American and their European counterparts were as follows: Floating rotors were standard on the Canadian and European cars, but absent from the American variations. As well, the differential and rear axles on the North American cars were of lighter duty builds than the Euro cars.
All late model M3s received subframe re-inforcements and more aggressive front end suspension geometry due to the differences in caster and camber yielded by top hat design and lower control arm bushings. Additionally, front spring rate was increased in addition to spindle and control arm geometry changes.
In 2012, an E36 M3 driven by Daniel Merkins and Ryan Smiley of Team GotOrgans? competed in the Alcan 5000 Winter Rally, a rally starting in Seattle to the Arctic Circle and back, marking the first time that an M3 had competed in this gruelling motorsport event. The M3 was an unprecedented vehicle choice for this rally, however, it proved to be one of the most reliable cars competing that year, never citing a breakdown or hard start in the cold, as well as never becoming snowbound.
There were six special-edition models of the E36 M3 produced: the M3 Euro-Spec (Canadian Edition), M3 Lightweight (US), and the European M3 GT, M3 GT-R, M3-R, and the Imola Individual (often referred to as the GT2) – the last of the E36s.
There was also an M3 Anniversary Edition only produced in 1999 for Australia. This was the final year of production for the E36, with only 50 coupes and 70 convertibles being made. Furthermore, "BMW Individual" were able to custom design an M3 with specific coloured leather, woodgrain and other personalized options including polished magnesium alloy wheels from the Anniversary edition. Convertibles lacked the sports seats found in the coupe but retained every other feature.
In 1994 agreements existed between Canada and several countries in Europe which allowed any car authorized in one participating country to legally be sold in any of the others. Though BMW had unveiled the next generation E36 M3 in Europe in 1992, the company felt that the production version would need to be priced much higher for export to North America than the market would allow. While the engineers worked on a less expensive North American version of the E36 M3, BMW Canada seized the window of opportunity: 45 numbered European specification M3 coupes were specially produced and imported into Canada.
Even with a base price of $59,900 (a substantial sum for the day given that the standard equipment list did not include forged lightweight wheels, air conditioning, a sunroof or even metallic paint), all 45 cars were spoken for in 3 days. Unlike the other special versions of the E36 M3, buyers were free to choose any colours and options they wanted on their cars. The cars all came equipped with the 286 PS (210 kW; 282 hp) 3.0 L inline 6-cylinder engine, vented brakes with floating rotors, glass headlights and other European standard equipment. They were initially delivered to Toronto, then shipped all across the country to the dealerships where they were ordered.
Canada would not see another E36 M3 for sale until two years later, when BMW finally made the American versions of the 1997 M3 available for sale. Forty five Euro-Spec Canadian Edition cars were built, each one having a numbered engraved plaque in both the glovebox and the custom leather case which holds the owners manuals. Only the Australian M3-R was built in lower numbers.
Beginning with the first E36 M3s delivered, BMW racers began pressuring BMW for a homologation version with which to compete against Porsche 911s in sports-car racing. A homologation version is a car with special modifications from the factory that are allowed in racing as "production" cars, if enough cars are made and sold.
In 1995, BMW relented and offered the M3 Lightweight. The major changes to the car were to lower the weight for racing. The cars came without a radio (although the speakers were installed and the car pre-wired for the radio), air conditioning, leather seats, tool kit, or a sun roof. The doors have aluminum skins. There is no underbonnet insulation blanket and the trunk only has carpet on the floor. The under body insulation is thinner and there is special carpeting to lower weight. Overall the changes added up to 200 lb (91 kg) less than a standard M3.
The engines were specially selected from the assembly line for the highest power. The ECU had the top speed limiter removed. The cars also came with a 3.23 rear axle ratio versus the standard 3.15 of the 1995 M3s. The cars were fitted with the shorter springs from the European M3 and used the same shocks as the standard M3, verified by having the same part number.
Cosmetically the M3 Lightweight came only in Alpine White with the Motorsports flag decals on the left front and right rear corners of the car. There is an aggressive wing on the trunk lid. There was some carbon fibre interior trim and the badges (side molding and dash) say "BMW Motorsports International." The seat fabric is black with a red pattern.
Upon completion they were sent to Prototype Technology Group (PTG) Racing in Virginia for final preparation, which included the front and rear Motorsport flag decals, and "trunk kit." In the trunk there was a different oil pan with special oil pump with dual pickups as used on the European M3 and later on the E46 M3, longer oil dipstick tube, front strut bar, lower x brace, spacer blocks to raise the rear wing, and an adjustable front splitter. Each new owner was given a 1-page legal document to sign stating that any installation of trunk items voided the new car warranty.
Unique forged 17-inch alloy wheels, 7 1⁄2 inches wide in the front and 8 1⁄2inches wide in the rear, mounted with identically sized 235/40-17 tyres front and rear were an additional difference from the standard 17 × 7 1⁄2-inch cast alloy wheels mounted with 235/40-17 tyres on standard M3s.
Although BMW promised to build approximately 100, BMW never released the number of M3 Lightweights built, and because of the peculiar assembly line, to this day the number may not be known. However, enthusiasts now believe that approximately 125 were built, with some 116 sold to the public.
The first two cars, which were used as press cars, are not technically M3 Lightweights as they were regular production M3s that PTG made similar in appearance to the not-yet-built Lightweight model. After press duties, those two cars were brought back into the PTG stable.
Outside of multiple cars raced in the BMW CCA Club Racing series (an amateur series specific only to BMW models) Prototype Technology Group (PTG) had between two and four models, three of which they turned over to Genesis Racing to campaign in the Professional Sportscar's Endurance Series (formerly the International Motor Sports Association (IMSA)Firehawk Series),
while they (PTG)focused on the development of the GT series cars. The lead car, driven by Rick Fairbanks and Nick Ham, had several podium finishes in its inaugural season,
In 1998 they entered the 1998 IMSA GT Championship taking five wins in the GT3 class and four wins in the GT2 class, BMW claimed the manufacturers championship in the GT3 class. In 2000 PTG competed in the 2000 American Le Mans Series taking one win in the GT class.
While the other two cars had a variety of drivers that had varying degrees of success. One of the original three Genesis cars was severely damaged during the Sears Point race in 1995 while being driven by John Paul Jr. It seems that one of the PTG cars was sold to Jeff McMillian, in which he won the SCCA World Challenge series, without winning a single race. One was raced in the SCCA's Touring 1 class by John Browne. The now defunct team Massari Muller won the 1998 Motorola Cup "Grand Sport class" championship with drivers Terry Borcheller and Andy Pilgrim in an M3.
The M3 GT coupe was a limited-edition mainland Europe-only edition of which 356 were made; 50 were made in right-hand drive for the UK market and were built in 1995 February–June. Six prototypes were made in December 1994. The car was coloured British Racing Green (#312) with a Mexico Green interior. [clarification needed]
The BMW M3 GT was a homologation series special built to allow the E36 M3 to compete in the FIA-GT class II, IMSA GT and international long-distance races.
It differed from the standard M3 with a deeper, adjustable front splitter, higher rear double wing, doors in aluminium. Forged BMW Motorsport wheels, 17x7,5 in front and 17x8,5 in rear, stiffer suspension in front, x-brace and strut brace. Engine had raised compression (10,8:1), slightly changed intake and camshafts (264 deg duration), motorsport oil pump and double oil pickups in the special oil pan as well as special software for engine and VANOS, producing 295 bhp at 7100 rpm and 323 Nm at 3900 rpm. The M3 GT was around 30 kg lighter than the standard M3 and had a derestricted top speed of 275 kmh.
The M3 Evolution Imola Individual was a limited-edition (200 units for Europe with part VIN WBACB5103-AN307--, 50 for the United Kingdom) car sometimes referred to as the M3 GT2. The engine and performance characteristics of the car were unchanged from the 1996+ euro M3, and a special exterior and interior colour combination was once again chosen by BMW; Imola red (405) paint with Nappa leather & Amaretto seats in Imola red and anthracite seats. It also included side airbags, the M3 GT Class II rear spoiler, front class II corner splitter extensions, electric seats, and double-spoke polished alloy wheels.
Prior to the release of the Imola Individual there was a pre-production model made which was used as the basis of the special edition, it featured the Class II front splitter and rear spoiler, special order Imola red Paint, special order Nappa + Anthracite Amaretta interior, SMG gearbox, GSM Phone Kit, headlamp washers and double-spoke polished alloy wheels.
This car is believed to be the car BMW used for the Imola individual advertising, though not officially confirmed. The car was professionally converted to a 6-speed manual in June 2010 when the SMG Gearbox failed.
Fifteen M3s were ordered by BMW Australia in 1994 to race in the Australian Super Production series. All were delivered to Tony Longhurst Racing for final preparation by the Frank Gardner run team. Eleven were made available to the general public (who had to possess a CAMS license to be allowed to buy one), while four were retained for the race series. The M3-R had locally sourced King springs fitted to Group N adjustable struts and rear perches, AP Racing twin plate clutch and four piston brake calipers, dual pickup sump, an oil restrictor in the head, A C Schnitzer cams, a 3.25:1 ratio medium case diff and M5 driveshaft, cold air snorkel into air filter box replacing left hand fog light, non-functional rear seat, air conditioner delete and more aggressive tune, GT front splitter and rear spoiler with extensions and gurney strips. This was the most powerful production E36 made with 240 kW (326 PS; 322 hp). A bolt-in FIA-approved roll cage was also a factory option (locally produced by Dencar) there were several differences between the cars depending on customer requirements, early numbers had non-staggered BBS wheels, later had staggered BBS wheels (individually numbered plaque fitted to centre console below emergency brake lever)
The E36 M3 GTR is the road-going version of the competition machine built to compete in the 1994 ADAC German GT Cup Touring Car series. It is essentially a race car with license plates.
To celebrate the 50th birthday of the German automobile magazine Auto Motor und Sport in 1996, BMW M GmbH hand-built at least one official BMW E36 M3 compact. The car was tested and described in the June edition of the magazine.
The car embodied all the mechanical (engine, driveline, suspension) and visual (bumpers, wheels, mirrors, dashboard) characteristics of the stock E36 M3. It was powered by the 321 DIN-hp 3.2-litre engine, and its colour was red with a black cloth/alcantara interior. It had the forged Styling 24M 5-doublespoke wheels that came standard on the M3 cabriolet, an exhaust with fairly centered quad exhaust tip, Recaro sports bucket seats, red four-point seat belts and an alcantara wrapped steering wheel and gear lever.
|Designer||Ulf Weidhase (exterior: 1998)
Martina Bachmann (interior: 1998)
|Body and chassis|
|Body style||2-door coupe
|Related||BMW 3 Series|
|Engine||3.2L S54B32 I6|
|Transmission||6 Speed Manual
6 Speed SMG-II Drivelogic
|Wheelbase||107.5 in (2,730 mm)|
|Length||2001–02: 176.8 in (4,491 mm)
2003–06: 176.9 in (4,493 mm)
|Width||70.1 in (1,781 mm)|
|Height||2001-02 Coupe: 54.0 in (1,372 mm)
2001–02 Convertible: 53.7 in (1,364 mm)
2003–06 Coupe: 53.9 in (1,369 mm)
2003–06 Convertible: 53.9 in (1,369 mm)
|Curb weight||Coupe: 3,415 lb (1,549 kg)|
The E46 M3 was offered with a standard 6-speed Getrag transmission, but optionally came with a SMG drivelogic transmission (also known as the SMG II). This is the standard 6-speed Getrag transmission with an electrohydraulically actuated clutch (no clutch pedal). Shifts are made via the SMG gear knob or the steering wheel mounted paddle shifters. The engine had a redline of 8,000 rpm. As with most M engines, the S54 again had 6 independent throttle bodies and this time electronically operated throttles (drive-by-wire throttle with no cable).
In the U.S., the E46 M3 came with similar engine output as the European version, unlike in the E36, whose engine was derived from the M50/52 series engine. Power was now at 333 bhp (248 kW; 338 PS) due to close-coupled catalytic converters closer to the engine exhaust ports. In 2009, Road and Track magazine announced the 2006 M3 with the SMG transmission as its favourite sports car of all time.
The M3s S54 naturally aspirated 3.2-litre straight-six engine produces 343 PS (252 kW; 338 hp).
United States Models
There were various models of E46 M3s being produced, including Model M3 (Sport, Winter, Competition), the M3 Silverstone Edition (50 cars produced for the UK Market), the M3 CSL, the M3 GTR V8 (limited production) and the M3 ZCP, (in the US and mainland Europe), which is known as the M3 CS (Coupe Sport) in the UK.
The M3 Touring is a prototype demonstrating the possibility of integrating an M3 Touring into the ongoing production of the standard BMW 3 Series Touring with very little difficulty, including reworking rear doors to adapt them to the rear wheel arches without the need for new and expensive tools.
The E46 GTR came to life in February 2001, powered by the P60B40 a 3,997 cc V8 producing 330 kW (449 PS; 443 hp). Unlike the straight-six powered M3 versions, which were outpaced by the Porsche 996 GT3, the racing version of the E46 M3 GTR, entered by Schnitzer Motorsport, was very successful in the American Le Mans Series (ALMS) with BMW factory driver Jörg Müller securing the 2001 GT title.
Rivals such as Porsche pointed out that this car was more of a prototype as no V8 engine was available in the road-going BMW E46, which is in violation of the spirit of Gran Turismo. In 2001, ALMS regulations stated that cars must be for sale on two continents within twelve months of the rules being issued. To fulfill this rule, BMW created the road going GTR and put them on sale after the 2001 season, for €250,000 each.
The ALMS rules were altered for 2002 to state that 100 cars and 1,000 engines must be built for the car to qualify without penalties. Although BMW could have raced the V8 with the new weight and power penalties under these new regulations, they chose to pull out of the ALMS, effectively ending the short-lived M3 GTR's career.
Two Schnitzer Motorsport M3 GTR cars saw a comeback in 2003 at the 24 Hours Nürburgring, winning 1–2 in 2004 and 2005, (power increased to 368 kW (500 PS; 493 hp)) as well as entries in the 24 Hours Spa. Onboard coverage recorded in 2004 Hans-Joachim Stuck, Pedro Lamy, Jörg Müller and Dirk Müller on the Nürburgring and Spa-Francorchamps.
Mechanically this car was very close to the racing version. The same P60B40 V8 with dry-sump lubrication is fitted, detuned from 330 kW (449 PS; 443 hp) to 285 kW (387 PS; 382 hp). Further equipment included a six-speed manual gearbox as well as the variable variable locking M differential as used in the racing vehicle. The bodywork was also modeled on the racing car. The roof, the rear wing as well as the front and rear bumpers are made of carbon-fiber-reinforced plastic. By these measures and the complete renouncement of comfort equipment, the vehicle reached an empty weight of 1,350 kg (2,980 lb). BMW put 10 road going GTRs on sale after the 2001 season, The price was €250,000. Only six were built, they were assembled alongside their racing counterparts in the special vehicles department of BMW's Regensburg Plant. Three were designated as engineering development vehicles and later recycled. The three production vehicles were retained by BMW.
The BMW M3 CSL (Coupe Sport Leichtbau) (Coupe Sport Lightweight) was a limited edition version of the M3, with only 1,400 cars being produced for its 2004 model year run. The CSL was never released into the North American market, and was only available in two colours – Silver Grey Metallic and Black Sapphire Metallic.
As its name suggests, an emphasis was put on reducing weight. The M3 CSL has a curb weight of 1,385 kg (3,053 lb), 110 kg (240 lb) lighter than the regular M3. The CSL features many weight saving technologies taken from BMW's Formula One racing applications. A large proportion of the M3s sound insulation has been removed, along with electric seats and navigation systems. Air conditioning and stereo systems could be retrofitted free of cost, but were not available standard. The CSL's unique body pieces are all crafted from carbon fibre reinforced polymer. Glass-reinforced plastics are used throughout structural points in the car. The standard rear window was replaced with one made from thinner glass. Although the CSL loses a considerable amount of curb weight from its original version, the focus was put on strategically reducing or moving the weight in the car rather than the raw amount of weight that could be lost. This is to retain the ideal 50:50 weight distribution characteristics the E46 has. For example, the roof is constructed from carbon fibre reinforced plastic. While this only reduces the curb weight of the car by 7 kg (15 lb), it lowers the centre of gravity of the car and decreases body flex.
In order to improve the handling ability of the car, the entire suspension system was further refined. Specially developed racing springs and dampers were given to the CSL, and a tightened steering ratio (14.5:1 vs 15.4:1 on the regular M3) improved responsiveness. The braking system was also improved with larger front floating rotors and larger pistons in the rear calipers; front calipers were the same as the standard M3 but with a larger calliper carrier to allow for the larger rotor. Rear discs are M3 standard.
The CSL was given a retuned dynamic stability control system with a "M track mode" setting that allowed the car to be pushed to its absolute limits before being activated. Top speed was limited but on production of a current Motorsport licence, factory ordered cars could be requested with this restriction removed.
The engine used in the CSL had increased output over the regular S54 by 17 hp (13 kW) and 5 N·m (4 lbf·ft) over the European M3. This is due to the use of sharper profile camshafts, a bigger air intake with carbon fibre manifold, a refinement of the exhaust manifold, and slightly different exhaust valves.
The CSL also had various aesthetic modifications over the standard M3. It received an aerodynamic lightweight body kit which included carbon fibre front splitters that improved down force at high speeds by 50%, as well as a carbon fibre rear diffuser. The front bumper had a distinct hole that is used to draw cool air into the newly designed air intake. The trunk floor cover was made of lightweight fibre-board (not cardboard as infamously described by BBC Top Gear presenter Jeremy Clarkson). The trunk lid was redesigned to incorporate a raised lip, unlike the standard M3 where one is simply added onto a flat trunk. The CSL was sold with distinct 19-inch lightweight cast BBS alloy rims that came with Michelin Pilot Sport Cup semi-slick racing tyres. The interior of the CSL is redesigned with a sporty weight-saving theme. The CSL obtains fibreglass front racing bucket seats, and fibreglass backed rear seats. The center console, door panels and trim, and head-liner are all formed from carbon fibre, and the steering wheel is redesigned with cruise control, stereo, and phone controls removed to include just a single button that activates the M track mode.
Unlike the standard M3, which was offered with a standard 6-speed Getrag transmission, or optionally a SMG drivelogic transmission (also known as the SMG II), the CSL was offered only with the SMG II transmission. This is the standard 6-speed Getrag transmission with an electrohydraulically actuated clutch pedal, similar to a Formula One style transmission. However, the CSL received a more advanced drivelogic software package than the standard M3 that was capable of making shifts in 0.08-second. This advanced CSL Software package can also be uploaded to the standard M3 SMG DME to get the CSL gear shift performance increase.
While it is known as the M3 Competition Package (ZCP) in the US and mainland Europe, it is also known as the M3 CS (Coupe Sport) in the UK. (option S7MAA = Competition Packet).
While the M3 CSL was never exported to the United States, for 2005 BMW introduced an M3 Competition Package in both Europe and the US (a.k.a. CS/Coupe Sport in the UK), a $4,000 (£2,500) option which offered a number of upgrades taken from M3 CSL parts bin. The package includes:
While the CS shares some bolt on parts with the CSL, the engine and gearbox are the same as a non-Competition Package M3 (so there is no power increase), as are all the main hardware modules, mk60 DSC, Engine and SMG DME (where fitted) etc., Also other than M-Track mode, CSL brake and the steering angle sensor calibrations the CS shares all its software with that of the standard M3.
In the UK, the M3 CS is often referred to as a Club Sport (two words), however, this is incorrect, as it was only ever officially used in the UK by BMW (UK) as a designation of a special edition E46 330Ci (coupe), and called a "clubsport" (one word no space) in all sales documentation for that specific model.
|Production||2007–July 5, 2013 (saloon discontinued in 2011)|
|Designer||Karl John Elmitt (coupe) , Hans-Bruno Starke (saloon),Martina Bachmann|
|Body and chassis|
|Body style||4-door (E90) saloon
2-door (E92) coupe
2-door (E93) convertible
|Related||BMW 3 Series|
|Engine||4.0 L S65B40 V8
4.4 L S65B44 V8
|Wheelbase||108.7 in (2,761 mm)|
2011– Coupe & Convertible: 181.8 in (4,618 mm)
2011– Coupe: 71.7 in (1,821 mm)
2011– Coupe & 2008–2010 Convertible: 55.6 in (1,412 mm)
Coupe: 1,655 kg (3,649 lb)
As was the case with the E46 M3 Concept and E60 M5 Concept, the M3 Concept had almost no differences from the looks of the production version, that had its world premiere on the 2007 Frankfurt Motor Show IAA (Germany, 12 to 23 September).
It was originally set to be called M4 along with 3 Series coupes and convertibles that were to become the 4 Series, but due to the interest in retaining the M3 line, as well as the plan for a separate 4 series line, this change was scrapped.
Similar to the previous M3 generations that introduced a new engine, the fourth generation M3 did the same: the BMW S65 V8 engine. The engine produces 414 bhp (309 kW; 420 PS) at 8300 rpm, with peak torque of 295 lb·ft (400 N·m) at 3900 rpm. A six-speed manual transmission is standard. As of April 2008, BMW offers a new seven speed Getrag double-clutch gearbox, called M-DKG (Doppel-Kupplungs-Getriebe) or M-DCT (Double Clutch Transmission) as an option, which reduces shift pauses to less than a tenth of a second and shortens the car's 0-100 km/h (62 mph) sprint time by 0.2 seconds vs. manual. It features both automatic and manual modes similar to the SMG gearboxes in the E36 and E46, but with more speed and efficiency.
The E92 M3 coupe inherited a carbon-fibre roof similar to the one used on the E46 CSL. For 2011, the E92 M3 received a model refresh commonly referred to as a LCI (Life Cycle Impulse) by BMW. Those changes included minor interior trim pieces and LED rear tail-lights. Recent testing by Car and Driver magazine has shown that the 2011 M3 equipped with an M-DCT transmission accelerated from 0–60 mph in 3.9 seconds and went on to record a 12.4-second quarter-mile time. This is almost half a second quicker than 2008–2010 M3 models with the same engine and transmission.
The new M3 is again available as a 4-door saloon, based on the E90 3 Series saloon, but unlike the regular saloons the M3 version shares the coupe's wide and sculpted front end, including headlights. Saloons, however, do not get the coupe's carbon-fibre roof, and are 22 lb (10 kg) heavier than identically equipped coupes.
Although the front-end design of the saloon matches the specific look and high-performance character of the coupé, the side-sills and rear diffuser are tailored for the saloon. The M3 saloon is powered by the same engine as the other two versions. In 2008, a four-door (E90), six-speed manual transmission M3 accelerated to 60 mph (97 km/h) in 4.3 seconds in a Motor Trend test, matching the performance of the M3 Coupé.
The E93 convertible version joined the M3 lineup shortly after the E92's launch, and is based directly on the M3 Coupe. The convertible uses a power retractable hardtop which adds 441 lb (200 kg) to the weight of the car, bringing the total to 1,810 kg (3,990 lb) with a negative impact on the convertible's overall performance. The convertible features a special leather surface for the seats that reflects sunlight. This reduces the tendency of the seats to become uncomfortably hot with the top down.
Official times as published by BMW (6-speed manual times in parentheses):
The vehicle was assembled by M GmbH's employees, as well as interns and engineering students.
For 2011, BMW added the ZCP Competition Package to the M3s lineup. Unlike the ZCP offered on the previous generation E46, the newest package didn't change very much about the E92. Most of the adjustments were made to suspension components and the computer governing stability control. The changes for the E92 ZCP are as follows:
- The suspension has been lowered by 10mm. The spring rates are the same, but the springs themselves are shorter, to compensate for the shorter stance. The suspension's shock damping was also adjusted by the M division. This was in order to compensate for the lower ride height, primarily for rebounding damping rates as opposed to actual compression.
- The Electronic Damper Control in the "Sport Mode" has been modified. A quote taken from the Manager of BMWNA's M Division, Larry Koch: "The Sport Mode before ZCP was locked at 75% of the way to full stiff. It still has that as a default, but is now variable like the 'Comfort' and 'Normal' modes." This translates to a stiffer ride whilst sport mode is engaged, aiding heavy cornering on a track at a cost to ride comfort when driving normally on the road.
- - In addition, forged 19 inch wheels in the same style as those on the E46 CSL are added to the car.
BMW announced the M3 GTS in November 2009. The car is powered by a 4.4-litre V8 based on the 4.0-litre engine found in the standard M3, which produces a maximum of 450 PS (331 kW; 444 hp). The car weighs 300 pounds less than the standard M3 due to various weight savings. A total of only 135 were sent out to customers. This version of the M3 could accelerate from 0-62 mph in just 4.4 seconds. In Germany deliveries began in May 2010 while other countries were scheduled for the summer of 2010. The BMW E92 M3 GTS was priced at around €115,000 per unit. All E92 M3 GTS models have been sold.
The M3 CRT (Carbon Racing Technology) was announced in June 2011 as a 2012 model. It was powered by the same engine as the GTS, but in opposite to the GTS coupe with roll cage and 4-point harnesses, the CRT was a saloon with navigation, high-end sound system etc. as standard equipment. Despite these luxury extras, the car still weighed 100 lb (45 kg) less than a regular M3 saloon. Compared to a saloon with the same luxury equipment, it weighed 155 lb (70 kg) less. The production was limited to 67 cars, all numbered with a plaque on the dashboard. It was claimed that it could accelerate from 0 to 62 mph (100 km/h) in 4.4 seconds.
BMW Motorsport returned to the DTM in 2012, and the "DTM Champion Edition" was built to commemorate it winning the championship. The "DTM Champion Edition" was available only in the Frozen Black paint finish with the same M stripes over the roof and boot lid as on Bruno Spengler's race car. It also incorporated visual clues to the race car, such as carbon flaps and gurney, dark chrome elements and matt black wheels. The interior had some exclusive parts such as interior trim in carbon fibre, Alcantara steering wheel and "M Power" embroidered on the handbrake grip. Each car had a numbered plaque with Spengler's signature and the text "DTM champion 2012" above the glove box.
As the car was focused on high performance, options as M Drive, M DCT Drivelogic and the M Driver's Package were fitted as standard equipment. For the car to have everyday usability, options as navigation system, heated seats and PDC were also standard.
The DTM Champion Edition was produced from February 2013, in a limited number of 54 cars, the same number as BMW's victories in DTM. In Germany, the price started at €99,000.00 including VAT.
The M3 Lime Rock Park Edition was a US specific model, with a production limited to 200 cars, all painted in Fire Orange. All 200 of these 2013 vehicles came with carbon fibre performance parts, such as roof, front splitter, rear spoiler, competition package, a lowered ride height in front of .60 inches, track style steering with fewer turns to lock and a lightweight muffler, courtesy of BMW's M division. BMW claims the model has no added horsepower, however, when marketing the lightweight Inconel-titanium BMW Motorsports Exhaust to stock M3 vehicles, BMW Claims that the system adds about 5 H.P. The Lime Rock Park editions were equipped with either a 6 speed manual transmission, or the optional DCT (Dual Clutch Transmission). No changes made to the original 4.0L V8 (414 HP, redline 8300 rpm); however the ECU is programmed slightly differently from standard M3 vehicles with less interference from the dynamic stability control and a less interfering traction control. Each LRP edition's governor is limited for achieving its natural top speed, which is claimed to be 187 MPH (roughly 300 km/h). Each M3 LRP Edition comes with a numbered plaque and paper certificate, each one reading "One of 200" instead of a numbering sequence. BMW did this to ensure none of the cars were worth more than another.
In mid 2012 the BMW M3 Limited Edition 500 was launched in the UK and offered with an enhanced specification over the standard car. BMW only built 500 Limited Edition models in both coupé and convertible bodystyles. Although the Limited Edition 500 is mechanically unchanged over the standard car, BMW included extra equipment worth more than £4000, as standard. The new models cost £55,690 (coupé) and £59,785 (convertible) respectively; £1000 more than the base model.
The BMW M3 Limited Edition 500 was available in three colours: Imola Red, Mineral White and Santorini Blue, reflecting the colours of the iconic 'M' badge. Each model has "One of 500" laser cut into the dashboard inlay. The cabin is trimmed in BMW's extended Novillo leather and features stitching to match the exterior colour. The grille surround, side gills and tailpipes are finished in dark chrome. Both the coupé and convertible have Shadowline exterior trim and black alloy wheels.
Due to South Africa not getting the M3 GTS, BMW South Africa created the BMW M3 E92 Special Edition in 2009. It was only available in three colours: Dakar Yellow, Le Mans Blue and Alpine White. It had 330KW due to a few engine tweaks that BMW had done to the cars' engines. Only 25 were made.
|Category||American Le Mans Series GT2 (then GT in 2010)
24 Hours of Le Mans GTE Pro
|Designer(s)||Jeff Koons (2010 LM24 Art Car)|
|Successor||BMW Z4 GTE|
|Chassis||Unitary construction steel body with welded safety cell made of extremely rigid precision steel tubing; safety fuel tank in CRP sandwich tray; pneumatic four-stamp jack system|
|Suspension (front)||ZF Sachs based on production version, with increased wheel caster angle, enlarged track width and enhanced wheel camber; five-way adjustable shock absorbers; tubular stabilizer bar|
|Suspension (rear)||ZF Sachs based on production version, with enlarged track width and enhanced wheel camber; five-way adjustable shock absorbers, tubular stabilizer bar|
|Length||4,634 mm (182 in)|
|Width||1,912 mm (75 in)|
|Height||1,280 mm (50 in)|
|Axle track||1,900 mm (75 in)|
|Wheelbase||2,779 mm (109 in)|
|Engine||BMW P65B40 4.0 L (4,000 cc; 244 cu in) V8 90° cylinder angle, 32-valve, DOHC, four valves per cylinder, naturally aspirated, front engined, longitudinally mounted|
|Transmission||Hewland/Xtrac 6-speed sequential manual (2009-2010)/semi-automatic (2011-2012) gearbox, mechanical limited slip differential with additional oil/air cooler|
|Power||460 hp (343 kW) @ 7500 rpm (ALMS air restrictor)
500 hp (373 kW) @ 8750 rpm (2010+)
|Weight||1,245 kg (2,745 lb) maximum including driver and fuel|
|Fuel||Ethanol E85 + Petronas Primax 15% gasoline|
|Tyres||Dunlop SP Sport Maxx
Front: 30/66 – R18
Rear: 31/71 – R18
Rays Engineering aluminum wheels
Front: 12 x 18 inches
Rear: 13 x 18 inches
|Notable entrants||/ BMW Rahal Letterman Racing (later BMW Rahal Letterman Lanigan Racing in 2011)|
|Notable drivers|| Dirk Müller
|Debut||2009 12 Hours of Sebring|
BMW Motorsport announced in February 2008 that Rahal Letterman Racing will campaign two factory-backed E92 M3s in the American Le Mans Series in 2009, following a two-year absence by the brand. The cars are homologated for the GT2 category. This was the cover car for the simulation racing game Need for Speed: Shift. Schnitzer Motorsport entered 2 cars at the 1000 km of Spa and finished 4th after a move by the Ferrari in the final corner. For 2010, BMW Motorsport has been granted entry in the 2010 24 Hours of Le Mans and in the 2010 24 Hours Nürburgring. BMW Motorsport/Schnitzer Motorsport went onto to take an overall win at the 24 Hours Nürburgring with the No. 25 M3 GT2 of Jörg Müller, Augusto Farfus, Pedro Lamy, and Uwe Alzen while the top competitors from Porsche and Audi dropped out one by one. In addition, one of the M3 GT2's that competed at Le Mans (#79) has been chosen as the 17th BMW Art Car, which will be done by American artist, Jeff Koons. At the 2010 24 Hours of Spa, BMW qualified 1st in class (2nd overall) and maintained 1st with the No. 79 car throughout the race until it succumbed to a suspension failure with just half an hour remaining, forcing them to give the overall lead to two Porsche 997 GT3-RSRs. The M3s still came 1st in the GTN class. The BMW M3s won the GT2 category in the ILMC 1000 km of Zhuhai. In 2011, the BMW achieved a 1-2 finish in the 12 Hours of Sebring. In the 2011 American Le Mans Series GT class, BMW Team RLL swept all categories, winning the GT manufacturer, team and driver championships. They contest another year in the ALMS GT class, coming off of another fantastic win at the 2012 60th running of the 12 Hours of Sebring. The M3 GT2 was succeeded by the BMW Z4 GTE, an LMGTE specification racing car alongside the Group GT3 spec BMW Z4 GT3. The Z4 GTE started racing at the 2013 12 Hours of Sebring.
On 10 April 2009, the week after the debut of the GT4, BMW's Customer Racing program announced it had partnered with Schubert Motorsport (sponsored by Motorsport Arena Oschersleben) to run the BMW M3 GT4 in the 2009 24 Hours Nürburgring race, in the new class for GT4 cars, listed as SP10 there. The BMW M3 GT4 also raced in the Nürburgring VLN ADAC Westfalenfahrt in April 2009, taking the win in the SP10 class and finishing 30th overall. The 2009 24h race took place on the weekend of 23 and 24 May, with Jörg Müller, Andy Priaulx and sport auto journalist Jochen Übler at the wheel. Despite qualifying as best SP10/GT4 car at 57th overall and being at least 10 seconds per lap faster, the team finished third in the class, behind two Aston Martin V8 Vantage N24. The overall rank was 47th.
BMW Motorsport announced on 7 July 2009 the launch of a line of BMW M3 race cars which meet the SRO/FIA's GT4 spec and are oriented for sale to private teams and drivers. The BMW M3 GT4 price is 121,500 EUR without VAT. While BMW states that 'the BMW M3 GT4 weighs just 1,430 kilograms' and the '420 bhp engine remained largely untouched', the 2010 24 Hours Nürburgring "Balance of Performance" requires that the power must not exceed 390 PS (287 kW; 385 hp), while the minimum weight is set to 1400 kg.
The M3 GT4 is offered in Europe as a homologated production race car for sale to the general public. According to Larry Koch, then BMW NA M-brand manager, a feasibility study is currently being conducted to evaluate the possible sale of the M3 GT4 in North America. However, without a sanctioned GT4-class racing series in the US, the sale of the M3 GT4 in the States is not likely.
|Body and chassis|
|Body style||4-door saloon|
|Engine||3.0 L S55B30T0 I6 Twin Turbo|
|Wheelbase||2,812 mm (110.7 in)|
|Length||4,671 mm (183.9 in)|
|Width||1,877 mm (73.9 in)|
|Height||1,424 mm (56.1 in)|
|Curb weight||1,621 kg (3,574 lb) (Manual)
1,647 kg (3,631 lb) (DCT)
BMW produced the F80 M3 starting at the 2014 model year (2015 for the US), introducing it as only a saloon following the company's plans to split off the BMW 4 Series coupe/convertible from the BMW 3 Series. Unlike its E90 M3 saloon predecessor, but similar to that generation's E92 coupe, the F80 M3 features a carbon fibre roof and driveshaft. The F80 M3, as well as its coupe counterpart the M4, were revealed at the 2014 North American International Auto Show in Detroit, MI.
The performance of the car has improved from the previous generation. The 7-speed M-DCT transmission accelerates the car from 0 to 100 km/h (62 mph) in 4.1 seconds). The 6-speed manual transmission does 0 to 100 km/h (62 mph) in 4.3 seconds). The M3 and M4 run the standing kilometer in 22.20 seconds. This is a comparable time to the 2006 Corvette Z06, which took 22.24s to accomplish the same. Top speed is limited to 155 mph (249 km/h) but an optional M Driver's package raises this to 174 mph (280 km/h). The new engine generates up to 425 hp (431 PS; 317 kW) between 5,500 and 7,300 rpm and up to 406 lb-ft (550 N·m) of torque between 1,850 and 5,500 rpm.
This fifth generation M3 platform structure is made of steel, and the bonnet and doors from aluminum.
In February 2016, BMW announced the M3/M4 Competition Package. With this package, the M3 boasts 444 hp (450 PS; 331 kW) horsepower and a revised suspension for better handling. The new springs, dampers and anti-roll bars supplement the included Adaptive M Suspension. BMW also re-tuned the electronic differential and the Dynamic Stability Control (DSC) to match the upgraded hardware. The interior remains largely unchanged, but the Competition Package cars get new lightweight sport seats along with the M-striped woven seat belts. The exterior includes the M Sport exhaust with black chrome tailpipes and high gloss Shadow Line exterior trim. Gloss black trim are added to the kidney grille, side gills, and model badge on the trunk.
With the competition package the sedan version goes from standstill to 100 km/h (62 mph) in 4.0s, while the convertible version does the run in 4.2s, both using the dual clutch transmission (DCT).
The Competition package costs an added $4,750 for the M3/M4 and $4,250 for the M4 convertible on top of its base price.
|Global production numbers for 1985-2013|
|Wikimedia Commons has media related to BMW M3.|
|M3||3 Series||E30 M3||E36 M3||E46 M3||E90/92/93 M3||F80 M3|
|M4||4 Series||F82/83 M4|
|M5||5 Series||E12 M535i||E28 M5||E34 M5||E39 M5||E60/E61 M5||F10 M5||F90 M5|
|M6||6 Series||E24 M635CSi||E63/E64 M6||F12/F13/F06 M6|
|E36/7 M Roadster||E85 M Roadster|
|E86 M Coupe|
|X5 M||X5||E70 X5 M||F15 X5 M|
|X6 M||X6||E71/72 X6 M||F16 X6 M|
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