2015 BMW M3

The new F80-generation M3 is attracting on its share of cyber hate, mostly due to the engine configuration. But the new M3's 3.0-liter turbo inline-six looks suspiciously similar to the hunk fitted to regular -35i BMWs. If the M3 continues to be reduced to a parts bin fluff occupation, well, then God is not alive and the war's started.

On closer examination, however, this new double-turbo engine proves to be as unique as any M3 factory that came before it. For the most part, it is a fresh layout, with two air-to- a stiffer, liquid intercoolers shut-deck block, and a magnesium oil pan. It pumps out 425 hp at 7300 rpm and 406 pound-feet of torque off idle. Lovers of excellent engine notes will quiver at its deep rumble-- more manly and less cotton -filled than turbocharged engines. Weighed against the previous 4.0-liter V8, it generates a small increase in power (11 horses) but a tremendous bulge in torque (111 pound-feet).

The diet was more than trading high-calorie steel for low-cal carbon and aluminum, though plenty of both are used. Mass was reduced by bMW from everything which could spare two or only a gram. The back-axle flanges conserve almost one pound. The 3580-pound sedan is just 100 pounds lighter in relation to the last M3 sedan (with a guide) and 11 lighter than the usual 335i.

BMW plucked the six-speed manual in the 1-series M, updating the synchros and installing a dual-disk clutch before wedding it. Clutch takeup occurs quite fast and is right at the center of the journey of the pedal. When peacocking for passengers upshifting easily takes some training.

There's a rev- matching attribute in the trans, though it is not active in the sport of the engine -plus mode. There is nothing obscure, sloppy, or chintzy about the actions of the shifter. Rowing your own equipment is as gratifying as a reliable par-five eagle.

Shedding one cheerleader's worth of mass and adding more lawn mower's worth of power does not make the new M3 quicker. The briefer sprint is appropriate along with the old car's, and the quarter mile time is 0.2 second faster.

BMW may deserve some hate mail considering the steering feel. There is next to no comments coming through the wheel. And the M3 conveys. BMW mounts the rear subframe taking the suspensor rigidly to the unibody (without rubber bushings), helping chassis-to-driver communication. The back end is a significant information source, although this might seem like a little change. Feeling the difference between heading into full on lead or simply falling on a little gravel is not extremely worry when driving near the limit. Traction, quantified at 0.98 grams, is abundant.

Feel in the brake pedal can also be striking.

Really fine examples decal for less than K.

As they say on the road, "Haters gonna hate." Perhaps let among those haters, if you chance to possess a brand new M3.

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2015 BMW M3

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