2008 BMW M3 - Car and Driver
LONG-TERM TEST
T H E N U M BE R S
2008 BMW M3 front-engine, rear-wheel-drive, 4-passenger, 2-door coupe PRICE AS TESTED > $69,250 (base price: $58,575) ENGI N E TY PE > DOHC 32-valve V-8, aluminum block and heads, port fuel injection DISPL AC EM EN T > 244 cu in, 3999cc POW E SA E N ET 414 bhp @ 8300 rpm TORQU E SA E N ET 295 lb-ft @ 3900 rpm TR A NSM ISSION > 7-speed dual-clutch automated manual DI M ENSIONS: W H EEL BASE > 108.7 in L ENGTH > 181.8 in W I DTH > 71.0 in H EIGH T > 55.8 in CU R B W EIGH T > 3630 lb V EH ICL E TY PE >
P E R FO R M A N C E
the exhaust note than it is to feel it. Too bad,” he went on, “that the lazy throttle tipin from standstill is so off-putting.” And near the end, the dual-clutch transmission was making clunks and groans. Assistant tech editor K.C. Colwell was adamant that the transmission had loosened up considerably. Twice while the M3 was parked facing downhill, the transmission slipped markedly when the driver was trying to back up. If the clutches need to be replaced, our local dealer quoted us $3296 for the job! So far, none of the M3 forums has reported any issues with M DCT, save for the service bulletin already mentioned. Indeed, most owners seem besotted with the dual-clutch gearbox. Most of the sentimental drivers on staff would have preferred a manual transmission in the M3, although the automatic function of the M DCT is good for mindless commuting. All around, this M3 was a far better experience than our long-term E46 M3 [March 2003]. Not only is the M3 dramatically improved in acceleration, braking, and skidpad grip, but it was utterly dependable. That 2001 M3 burned through 14 quarts of oil and used to sputter, stumble, and often stall on cold winter mornings. This M3 needed just two remedial quarts, the first of which wasn’t added until 25,000 miles, and the car held a steady idle on even the bitterest cold starts. Based on our experience, the current M3 is the world’s all-around best car for the money, although several staffers would have preferred to trade some of the coupe’s looks for the added practicality of the sedan. Choices, choices.
90
F EBRUA RY 2 010
BAUBLES AND B T R AC K T I R E S
NEW
40,000
ZERO TO 60 M PH > 4.3 sec 4.2 sec Z ERO TO 100 M PH > 9.9 sec 10.0 sec Z ERO TO 150 M PH > 26.0 sec 26.1 sec STR EET STA RT, PH > 4.9 sec 5.0 sec STANDING ILE > 12.7 sec @ 113 mph 12.7 sec @ 113 mph BR A K I NG PH> 147 ft 156 ft ROA DHOL DI NG, T DI A SK I DPA D > 0.96 g 0.97 g TOP SPEED GOVERNOR LIMITED > 161 mph 161 mph EPA FU EL ECONOM Y, CITY/H IGH WAY DR I V I NG > 14/20 mpg OBSERVED FUEL ECONOMY > 17 mpg U NSCH EDU L ED OI L A DDITIONS > 2 qt
WA R R A N T Y 4 years/50,000 miles bumper to bumper, 4 years/50,000 miles scheduled maintenance, 12 years/unlimited miles corrosion protection, 4 years/unlimited miles roadside assistance
Here are two truths about selfrespecting M3 coupe owners: They would not even consider the O P E R AT I N G C O STS (FOR 40,000 MILES) optional sunroof that eliminates SERV ICE CH EDU L ED, 0 U NSCH EDU L ED $0 NOR M A L W EA R > $1450 R EPA I R > $0 the distinctive carbon-fiber roof, GASOL I N E PER GA L LON $6847 and it’s likely they will end up DA M AG E A N D D E ST R U C T I O N driving their cars at a racetrack. FRON T SPL ASH SH I EL D/U N DERTR AY > $501 That second sure thing happened L I F E E X P EC TA N C I E S to us as pseudo-owners, and after (ESTIMATED FROM 40,000-MILE TEST) a handful of laps we’d obliterated TI R ES > F: 35,000 miles R: 25,000 miles BR A K E PA DS > F: 75,000 miles R: 85,000 miles the tread on the stock Michelin Pilot Sport PS2 tires. They simply W H AT B I TS A N D P I EC E S C O ST H EA DL A M P > $1097 ENGI N E A I R F I LTER > $37 can’t cope with the amount of heat OI L F I LTER > $15 W I PER BL A DES > $41 generated by this 3600-pound W H EEL > F: $797 R: $852 TI R E > F: $348 R: $377 FRON T BR A K E PA DS > $200 thrill machine at its flaming limits. So we went looking for stickier, M O D E L-Y E A R C H A N G E S 2009 > none street-legal track tires—commonly 2010 > automatic high-beams available, HD radio standard referred to as “R compound”—but finding them in either the M3’s standard 18-inch size or the optional 19-inch dimension was difficult. However, Michelin has one, a BMW-specific version of its Pilot Sport Cup tires, in only the 19-inch size. In fact, these tires originated with the Euro-only, lightweight CSL edition of the previous-generation M3. Available only as a replacement tire, this “Sport Cup +” version (fronts, $353 each; rears, $416) features additional grooving in the tread, which compromises stiffness to be friendlier in the rain (which it is) compared with an off-the-shelf Sport Cup. And these tires are also able to withstand higher temperatures than the stock PS2s. Unfortunately, skidpad results were no better with the Sport Cups (0.96 g), and braking (156 feet) was a bit worse. We returned to the 1.9-mile GingerMan Raceway in South Haven, Michigan, where we’d chewed up our stock tires, with much improved results. Although it didn’t feel like there was a whole lot more stick in the corners (our best time was a 1:38.1), more important, lap What a day at the track did to times remained consistent. But after almost 1000 street a $353 Sport miles and a couple of dozen hard laps at GingerMan, the Cup + tire. fronts (see photo) had 2/32nds of an inch of tread left. The rears fared better, only burning through half (3/32-inch) of their tread. Even though the BMW-specific Sport Cups didn’t outgrip the PS2s, having a tire that’s consistent and lasts significantly longer during abusive lapping is indeed a boon for the track-rat M3 owner. ——Dave VanderWerp
C A R A N DDR I V ER .COM
T H E N U M BE R S
2008 BMW M3 front-engine, rear-wheel-drive, 4-passenger, 2-door coupe PRICE AS TESTED > $69,250 (base price: $58,575) ENGI N E TY PE > DOHC 32-valve V-8, aluminum block and heads, port fuel injection DISPL AC EM EN T > 244 cu in, 3999cc POW E SA E N ET 414 bhp @ 8300 rpm TORQU E SA E N ET 295 lb-ft @ 3900 rpm TR A NSM ISSION > 7-speed dual-clutch automated manual DI M ENSIONS: W H EEL BASE > 108.7 in L ENGTH > 181.8 in W I DTH > 71.0 in H EIGH T > 55.8 in CU R B W EIGH T > 3630 lb V EH ICL E TY PE >
P E R FO R M A N C E
the exhaust note than it is to feel it. Too bad,” he went on, “that the lazy throttle tipin from standstill is so off-putting.” And near the end, the dual-clutch transmission was making clunks and groans. Assistant tech editor K.C. Colwell was adamant that the transmission had loosened up considerably. Twice while the M3 was parked facing downhill, the transmission slipped markedly when the driver was trying to back up. If the clutches need to be replaced, our local dealer quoted us $3296 for the job! So far, none of the M3 forums has reported any issues with M DCT, save for the service bulletin already mentioned. Indeed, most owners seem besotted with the dual-clutch gearbox. Most of the sentimental drivers on staff would have preferred a manual transmission in the M3, although the automatic function of the M DCT is good for mindless commuting. All around, this M3 was a far better experience than our long-term E46 M3 [March 2003]. Not only is the M3 dramatically improved in acceleration, braking, and skidpad grip, but it was utterly dependable. That 2001 M3 burned through 14 quarts of oil and used to sputter, stumble, and often stall on cold winter mornings. This M3 needed just two remedial quarts, the first of which wasn’t added until 25,000 miles, and the car held a steady idle on even the bitterest cold starts. Based on our experience, the current M3 is the world’s all-around best car for the money, although several staffers would have preferred to trade some of the coupe’s looks for the added practicality of the sedan. Choices, choices.
90
F EBRUA RY 2 010
BAUBLES AND B T R AC K T I R E S
NEW
40,000
ZERO TO 60 M PH > 4.3 sec 4.2 sec Z ERO TO 100 M PH > 9.9 sec 10.0 sec Z ERO TO 150 M PH > 26.0 sec 26.1 sec STR EET STA RT, PH > 4.9 sec 5.0 sec STANDING ILE > 12.7 sec @ 113 mph 12.7 sec @ 113 mph BR A K I NG PH> 147 ft 156 ft ROA DHOL DI NG, T DI A SK I DPA D > 0.96 g 0.97 g TOP SPEED GOVERNOR LIMITED > 161 mph 161 mph EPA FU EL ECONOM Y, CITY/H IGH WAY DR I V I NG > 14/20 mpg OBSERVED FUEL ECONOMY > 17 mpg U NSCH EDU L ED OI L A DDITIONS > 2 qt
WA R R A N T Y 4 years/50,000 miles bumper to bumper, 4 years/50,000 miles scheduled maintenance, 12 years/unlimited miles corrosion protection, 4 years/unlimited miles roadside assistance
Here are two truths about selfrespecting M3 coupe owners: They would not even consider the O P E R AT I N G C O STS (FOR 40,000 MILES) optional sunroof that eliminates SERV ICE CH EDU L ED, 0 U NSCH EDU L ED $0 NOR M A L W EA R > $1450 R EPA I R > $0 the distinctive carbon-fiber roof, GASOL I N E PER GA L LON $6847 and it’s likely they will end up DA M AG E A N D D E ST R U C T I O N driving their cars at a racetrack. FRON T SPL ASH SH I EL D/U N DERTR AY > $501 That second sure thing happened L I F E E X P EC TA N C I E S to us as pseudo-owners, and after (ESTIMATED FROM 40,000-MILE TEST) a handful of laps we’d obliterated TI R ES > F: 35,000 miles R: 25,000 miles BR A K E PA DS > F: 75,000 miles R: 85,000 miles the tread on the stock Michelin Pilot Sport PS2 tires. They simply W H AT B I TS A N D P I EC E S C O ST H EA DL A M P > $1097 ENGI N E A I R F I LTER > $37 can’t cope with the amount of heat OI L F I LTER > $15 W I PER BL A DES > $41 generated by this 3600-pound W H EEL > F: $797 R: $852 TI R E > F: $348 R: $377 FRON T BR A K E PA DS > $200 thrill machine at its flaming limits. So we went looking for stickier, M O D E L-Y E A R C H A N G E S 2009 > none street-legal track tires—commonly 2010 > automatic high-beams available, HD radio standard referred to as “R compound”—but finding them in either the M3’s standard 18-inch size or the optional 19-inch dimension was difficult. However, Michelin has one, a BMW-specific version of its Pilot Sport Cup tires, in only the 19-inch size. In fact, these tires originated with the Euro-only, lightweight CSL edition of the previous-generation M3. Available only as a replacement tire, this “Sport Cup +” version (fronts, $353 each; rears, $416) features additional grooving in the tread, which compromises stiffness to be friendlier in the rain (which it is) compared with an off-the-shelf Sport Cup. And these tires are also able to withstand higher temperatures than the stock PS2s. Unfortunately, skidpad results were no better with the Sport Cups (0.96 g), and braking (156 feet) was a bit worse. We returned to the 1.9-mile GingerMan Raceway in South Haven, Michigan, where we’d chewed up our stock tires, with much improved results. Although it didn’t feel like there was a whole lot more stick in the corners (our best time was a 1:38.1), more important, lap What a day at the track did to times remained consistent. But after almost 1000 street a $353 Sport miles and a couple of dozen hard laps at GingerMan, the Cup + tire. fronts (see photo) had 2/32nds of an inch of tread left. The rears fared better, only burning through half (3/32-inch) of their tread. Even though the BMW-specific Sport Cups didn’t outgrip the PS2s, having a tire that’s consistent and lasts significantly longer during abusive lapping is indeed a boon for the track-rat M3 owner. ——Dave VanderWerp
C A R A N DDR I V ER .COM
