bmw
Some believe that anything having to do with the No. 13 is unlucky. However, when the 13th letter of the alphabet, M, is sandwiched by the letters B and W and followed by the No. 3, then I’d say that’s a great combination.
Since the previous-generation M3 was such a wonderful car, many wondered how BMW would make the car better when it was announced that an all-new fourth-generation would debut for the 2008 model year.
BMW M3 masterpiece
Well, wonder no more. BMW has struck and the current M3 is a masterpiece. I recently spent a week behind the wheel of a 2009 BMW M3 sedan. At times I wished the company had never come back for it. Unfortunately, that didn’t happen.
For 2009 you can get the M3 in sedan ($54,850), coupe ($57,850) or convertible (retractable hardtop – $66,500) trims.
If you are not familiar with the M3, you might balk at its hefty price. Take my word for it: It is worth every penny. There would be one in my garage if I could swing it.
There really isn’t anything else available in this price range that offers as much performance and agility. Plus, when driven with civility, the M3 behaves nicely enough to be an everyday driver.
The M3 is a beautiful car, too. My M3 sedan tester looked sumptuous thanks to its optional Melbourne Red Metallic finish ($550), engaging design, muscular tones and bulging hood. That bulge merely hints at one of the things that make this car so exhilarating to drive.
The fourth-generation M3 is the first to benefit from a V-8 power plant. This is not just any V-8, though; the M3 is powered by a sophisticated, high-revving 414-horsepower, 4.0-liter V-8 that launches this car to life with every press of the pedal.
The V-8 features a high 12:1 compression ratio and its redline is set at 8,400 rpm. A separate throttle butterfly is used for each cylinder. This is a feature adapted from BMW M’s racing heritage.
A six-speed manual gearbox is standard. Enthusiasts will want to step up to the optional seven-speed M double-clutch transmission, or DCT.
The DCT takes the driving experience to higher levels with steering-wheel-mounted paddle shifters that instantaneously make the shifts when desired. Also, the DCT features an automatic mode.
All M3s feature a specialized locking rear differential to manage the transfer of torque to the rear wheels. This car is a hoot to drive. Save for the fact that it doesn’t get good fuel economy and there’s a $1,300 gas guzzler tax applied to the price of admission.
My M3 sedan proved to be extremely powerful and agile. It stuck to the pavement like peanut butter sticks to the roof of your mouth.
The M3 uses a variety of technologies to enhance traction; my tester featured the optional technology package ($3,250) that adds M Drive, the comfort access system, a navigation system and HD radio.
The M Drive allows the driver to personalize driving characteristics that basically help the M3 deliver the type of driving experience desired. For instance, you can go all out like in racing mode or you can tune things down a bit for the commute to and from work.
As expected, the M3 has excellent stopping power. The front cross-drilled rotors measure 14.2-inches and the rear rotors are 13.8-inches.
Inside there isn’t much legroom for rear-seat passengers when the front seats are all the way back. Heck, I say, who cares. The M3 is not made to be a family sedan.
Enthusiasts will love this new M3. I’m sure many who own a previous-generation model will seriously consider stepping up to the current one.
2009 BMW M3 SEDAN
ENGINE: 414-horsepower 4.0-liter V-8
TRANSMISSION: seven-speed M double-clutch
DRIVETRAIN: rear-wheel drive
FUEL ECONOMY: 14 city/20 highway
BASE PRICE: $54,500
AS TESTED: $65,925 (including $825 for destination and $1,300 for gas guzzler tax)
WEB SITE: bmwusa.com
Since the previous-generation M3 was such a wonderful car, many wondered how BMW would make the car better when it was announced that an all-new fourth-generation would debut for the 2008 model year.
BMW M3 masterpiece
Well, wonder no more. BMW has struck and the current M3 is a masterpiece. I recently spent a week behind the wheel of a 2009 BMW M3 sedan. At times I wished the company had never come back for it. Unfortunately, that didn’t happen.
For 2009 you can get the M3 in sedan ($54,850), coupe ($57,850) or convertible (retractable hardtop – $66,500) trims.
If you are not familiar with the M3, you might balk at its hefty price. Take my word for it: It is worth every penny. There would be one in my garage if I could swing it.
There really isn’t anything else available in this price range that offers as much performance and agility. Plus, when driven with civility, the M3 behaves nicely enough to be an everyday driver.
The M3 is a beautiful car, too. My M3 sedan tester looked sumptuous thanks to its optional Melbourne Red Metallic finish ($550), engaging design, muscular tones and bulging hood. That bulge merely hints at one of the things that make this car so exhilarating to drive.
The fourth-generation M3 is the first to benefit from a V-8 power plant. This is not just any V-8, though; the M3 is powered by a sophisticated, high-revving 414-horsepower, 4.0-liter V-8 that launches this car to life with every press of the pedal.
The V-8 features a high 12:1 compression ratio and its redline is set at 8,400 rpm. A separate throttle butterfly is used for each cylinder. This is a feature adapted from BMW M’s racing heritage.
A six-speed manual gearbox is standard. Enthusiasts will want to step up to the optional seven-speed M double-clutch transmission, or DCT.
The DCT takes the driving experience to higher levels with steering-wheel-mounted paddle shifters that instantaneously make the shifts when desired. Also, the DCT features an automatic mode.
All M3s feature a specialized locking rear differential to manage the transfer of torque to the rear wheels. This car is a hoot to drive. Save for the fact that it doesn’t get good fuel economy and there’s a $1,300 gas guzzler tax applied to the price of admission.
My M3 sedan proved to be extremely powerful and agile. It stuck to the pavement like peanut butter sticks to the roof of your mouth.
The M3 uses a variety of technologies to enhance traction; my tester featured the optional technology package ($3,250) that adds M Drive, the comfort access system, a navigation system and HD radio.
The M Drive allows the driver to personalize driving characteristics that basically help the M3 deliver the type of driving experience desired. For instance, you can go all out like in racing mode or you can tune things down a bit for the commute to and from work.
As expected, the M3 has excellent stopping power. The front cross-drilled rotors measure 14.2-inches and the rear rotors are 13.8-inches.
Inside there isn’t much legroom for rear-seat passengers when the front seats are all the way back. Heck, I say, who cares. The M3 is not made to be a family sedan.
Enthusiasts will love this new M3. I’m sure many who own a previous-generation model will seriously consider stepping up to the current one.
2009 BMW M3 SEDAN
ENGINE: 414-horsepower 4.0-liter V-8
TRANSMISSION: seven-speed M double-clutch
DRIVETRAIN: rear-wheel drive
FUEL ECONOMY: 14 city/20 highway
BASE PRICE: $54,500
AS TESTED: $65,925 (including $825 for destination and $1,300 for gas guzzler tax)
WEB SITE: bmwusa.com
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