2008 BMW M3 Sedan

2008 BMW M3

05/08/2008

Shahed Hussain

The previous-generation M3 cemented its reputation as a benchmark among sport coupes. Recently, serious competition from the Audi RS4, Mercedes-Benz C63, and Lexus IS-F have offered customers new alternatives to the BMW. With the new E90 M3, BMW essentially matches the Audi and Lexus in horsepower, while retaining the balanced handling that enthusiasts appreciate.

For 2008, the M3 sedan returns to the lineup, which positions BMW to compete directly with its German and Japanese 4-door rivals. Interestingly, the M3 sedan is the entry level model, with a list price of $54,575, while the coupe starts at $57,275. For a convertible M3, be prepared to pay significantly more, as its base price is $65,725. Customers who value affordability and practicality will naturally focus on the 4-door sedan, as it is the obvious bargain in the M3 range. The M3 coupe does include a standard moonroof and a unique carbon-fiber roof (not available on the sedan). However, even with the moonroof option ($1050), the sedan holds a significant price advantage.

For the first time, a V-8 replaces the previous inline-6; the new aluminum alloy 4.0L engine is 33 lbs. lighter than outgoing iron-block six. The V-8 revs to a stratospheric 8,400 RPM, with the 414-bhp power peak at just 100 RPM below redline; torque output is 295 lb.-ft. @ 3,900 RPM, with 85% of maximum torque available up to 6,500 RPM. Credit the double VANOS variable valve timing for enhanced maximum power, a wider torque band, and faster throttle response. The result of all this advanced technology is an engine that delivers ample power and torque throughout the rev range, with no flat spots. Generous torque, even below 2,000 RPM, gives the M3 more flexibility than one might expect from such a high-revving V-8.

Traditionalists will be relieved that the familiar 6-speed manual is the standard M3 transmission, but the newly developed 7-speed dual-clutch transmission (DCT) is worth a test drive. We sampled both gearboxes in a M3 sedan (6-speed manual) and convertible (7-speed DCT). Despite our general preference for manual transmissions, the DCT automatic is a superb alternative, with optimal gear selection algorithms and seamless shifts. The DCT includes Drivelogic, which offers 11 separate shift programs (5 manual settings, 6 automatic settings) for every driving situation. We left the DCT in the default setting, but some owners may enjoy playing with all the possible transmission programs.

Compared to the DCT, the 6-speed manual is slightly disappointing, as the shift lever lacks the tactile connection to the gearbox one would expect. Fortunately, clutch engagement is progressive and linear, so pulling away from a stoplight smoothly is no problem. According to BMW, the M3 sedan equipped with the 6-speed manual runs to 60 MPH in 4.7 seconds; top speed is limited to 250 km/h (155 MPH). EPA fuel economy estimates are 14/20 MPG (city/hwy.) for the 6-speed manual sedan.

BMW offers an optional Electronic Damper Control (EDC) with three settings: Sport, Normal, or Comfort. The M3 sedan we drove was equipped with EDC, but we left it in the default setting. On two-lane asphalt roads, the comfortable suspension tuning was a pleasant surprise. Superb steering response ensures that the M3 obediently followed the driver's every input, inspiring confidence on tight curves. The near ideal weight distribution: 47.8/52.2 (F/R) is responsible for this sport sedan's neutral handling. With a BMW driving instructor at the wheel, we also took in a fast lap on the track in a DCT-equipped M3 coupe; he recommended the standard Normal EDC setting as the best for the Road America circuit, as the additional compliance improves tire grip and vehicle controllability when running hot laps. For optimal traction, the standard Variable M Differential Lock provides 0-100% axle lock, while Dynamic Stability Control (DSC) and Cornering Brake Control (CBC) ensure secure handling on the track.

The M3 sedan is equipped with standard 18-inch alloy wheels, shod with 245/40R18 tires (front) and 265/40R18 tires (rear). Optional 19-inch wheels are available. Big vented/cross-drilled cast-iron rotors: 14.2 in. dia. (front), 13.8 in. (rear) bring the M3 to a stop. Brake pad life is electronically monitored, so the driver can instantly confirm pad depth without a brake checkup. The brakes had no trouble slowing down the M3 from any velocity we cared to attain. Our track ride with the instructor also confirmed that the brakes were up to the task of decelerating the M3 from speeds over 140 MPH.

BMW did a superb job of redesigned the new M3, although owners of the E46 M3 might be disappointed that their beloved sports coupe isn't quite the focused track-day car it used to be. Others may be pleased that the E90 M3 has a far more civilized ride than its predecessor, and is closer to the standard 3-Series in suspension tuning than its predecessor. The return of the M3 sedan also signals that BMW plans to compete directly with the Audi RS4, AMG C63, Lexus IS-F, and to a lesser extent, the new Cadillac CTS-V. Although the M3 no longer has the edge in raw horsepower, its rivals will be hard-pressed to surpass its confident handling, and ironically, nearly affordable pricing.