Taken from www.autoextremist.com

"BMW. One of the interesting sidebars at this year's Detroit Auto Show was the distinct whiff in the air among some of the more astute auto journalists that BMW has not only begun its downward slide - it has fallen off the cliff. While CEO Helmut Panke was strutting around the show touting another year of record sales figures and the fact that the U.S. dealers are deliriously happy and begging for even more product, the storm clouds are definitely gathering on BMW's horizon. BMW has been on a meteoric climb for a decade now, and there isn't anyone connected to the organization - whether it's from headquarters or at the retail level - that envisions any of this coming to an end anytime soon. But there are a lot of observers out there who beg to differ. BMW only has to look as far as Mercedes-Benz to see what can go wrong when a brand loses it way in the market. BMW's new products have lost their mojo, and even the new 6 series coupe probably won't be enough to change that growing perception. The new BMWs are overly complicated, overly cold in their demeanor, and the brand is too prevalent in too many segments. And most important - BMW seems to have lost its distinctive character. It's in subtle little things in some cases, like the electronic overkill and the gradual removal of the driver from the control process, and in not-so-subtle things like some of the exterior design disasters (the 7 series and to some extent the 5) and the highly questionable raison d'etre of the new X3 - not to mention its dynamic shortcomings. There is no better example of familiarity breeding contempt than when a luxury automaker decides that there is never too much of a good thing. BMW is going to find out that the difference between "so hot" and "so over" is but a blink of the eye."

BMW M3 internals

Attached Images

 

Link:

http://www.bmw.lt/bmwd/products/auto...w_Design_E.pdf

Cool.

:jester: That is a loaded question......:jester:

The first time I rad it, I wasn't really thinking and had to read it again.:jester:

Simply, the best 6-cylinder engine in the world!

BMW M3 for 2004: the legend continues

For enthusiasts of ultimate automotive performance, it's a magic name: BMW M3. Combining the all-around excellence of the BMW 3 Series with the spectacular performance and handling prowess of BMW M, the two M3 models are formidable BMW sports cars that have earned - again and again - accolades from the world's motoring critics while providing their buyers with real performance and equally real practicality. For 2004, the two M3 models - the M3 Coupe at

A bold approach to power creates amazing capabilities:

As multi-talented as any M Car is, its heart is always the engine. Under the M3's domed hood, then, is an engine like none other. In its broad concept, the M3 engine, designated the S54 , shares its format with other BMW inline 6-cylinder engines. Virtually all of its engineering details, however, are unique and oriented to the very highest level of performance.

Given that other current BMW "sixes" have an aluminum block with cast-iron cylinder liners, it may be surprising that the S54 M3 engine has a cast-iron block. Why?

Compactness is the primary reason. An inline six is longer than a V-6, and BMW nurtures the inline layout because of its superior smoothness and sound. An aluminum block's cylinder liners take up space; with liners it would not have been possible to achieve the engine's 3.2-liter displacement without lengthening the block.

The second reason is strength. Given that this engine develops fully 343 hp from 3.2 liters - significantly over 100 hp per liter - its internal stresses are immense. According to M3 Project Director Siegfried Friedmann, BMW engineers researched a silicon-impregnated aluminum block (as used in BMW V-8 and V-12 engines), which would not require liners. They concluded that a cast-iron block could best sustain the engine's high cylinder pressures and very high piston speed at maximum rpm. (Current Formula 1 engines reportedly attain piston speeds around 25 meters per second; with 24 m/sec. at its rpm limit of 8000 rpm, the S54 is quite close.)

The block accommodates the engine's bore and stroke of 87.0 x 91.0 mm, up from the regular-production BMW 3.0-liter six's 84.0 x 89.6 mm. However, playing much larger roles than increased displacement in the nearly 100-hp increase over the most powerful 3 Series engine are the M3 engine's induction, combustion and exhaust engineering, together with its execution as a high-rpm engine. The starring role here is played by a cylinder head that could be termed "exotic."

Tour de force: the cylinder head:

Feature-by-feature, the cylinder head (of aluminum) joins exemplifies the tradition of BMW M cylinder heads. Its key features include:

Double VANOS steplessly variable valve timing. The S54 engine has stepless Double VANOS , which varies valve timing on the intake and exhaust camshafts. Though Double VANOS is employed in all other current BMW engines, as used in the M3 unit it varies timing over a wider range and contributes in a major way to the engine's stratospheric power output.

VANOS pressure pump. The M3 VANOS system has its own radial-piston hydraulic pump; in regular-production BMW engines the main oil pump supplies the pressure to operate VANOS. Integral to the exhaust camshaft's VANOS mechanism, the pump produces up to 120 bar (1740 lb./sq in.) of pressure. Herbert V

Induction system: BMW M tradition, state-of-the-art technology:

The M3 manifests an important BMW M tradition: an individual throttle for each cylinder. Positioned much nearer to the cylinders than a single throttle can be, these bring atmospheric pressure practically right to the cylinder. The "lag time" inherent in airflow into the cylinders is thus greatly reduced and the engine can react more quickly to throttle movements.

In the M3 system of electronically controlled individual throttles, all six throttles operate from a single shaft, each in its own throttle body right at the intake ports. Via the accelerator pedal and its two potentiometers, the driver gives the commands, which in turn are processed by the engine control module and received by a DC servo motor. The motor drives the throttle shaft through a tiny gearbox.

Upstream of the throttle bodies are the six intake trumpets, made of weight-efficient fiberglass-reinforced PA6 thermoplastic; these are laser-welded into the induction plenum of the same material to form a single assembly.

M Dynamic Driving Control provides Normal and Sport settings for throttle response. In Sport, selected via a console switch, the ratio of throttle opening to pedal movement is increased so that apparent engine response is even quicker. Even the transitional response of the electronic engine controls is altered to suit. Drivers tend to find one or the other setting more to their liking, or choose them according to driving conditions or mood. The system always reverts to Normal when the engine is started.

Together with the stepless VANOS, this elaborate induction system adds to the engine's immense breathing and fuel/air processing capabilities.

Exhaust system: engineered for free flow:

The M engine team led by Messrs. V

M3 drivetrain: getting S54 power to the road:

Like every M Car to date, the M3 transmits its power to the road via classic rear-wheel drive ; the M3 packs some premium and fascinating engineering into its drivetrain.

6-speed manual transmission. Both M3s come standard with the robust and precise Getrag Type D 6-speed manual transmission, crisply controlled by a shift knob with illuminated shift pattern and M logo.

The transmission housing incorporates NACA air intakes which, together with careful aerodynamic design of the underbody, help keep internal transmission temperatures down; the engineers speak of 30

Sequential Manual Gearbox (SMG): a special way to drive a performance automobile:

Given the M3's performance nature, it does not seem logical to offer an automatic transmission as such; no matter how good - and BMW's 5- and 6-speed automatics are among the best - an automatic transmission incurs some performance loss relative to a well handled manual gearbox. On the other hand, given today's capabilities in electronics and hydraulics, it does make great sense to enhance the M3's 6-speed manual transmission with some automated operation. This is accomplished with the optional Sequential Manual Gearbox (SMG).

In conceptual terms, the SMG system consists of -

o The same 6-speed manual transmission as is standard in M3 models.
o An electrohydraulic mechanism that does the actual gearshifting and clutch actuation.
o Electronic controls that regulate the electrohydraulic mechanism.
o The driver interface, which includes a shift lever on the console and shift "paddles" on the steering wheel.

There is no clutch pedal. On the console is a short, sporty shift lever with R (Reverse), N (Neutral) and S/A (Sequential/Automated) positions, plus "-" and "+" directions. The shift pattern appears on the shift knob and in an instrument-cluster display. Behind the shift lever is a program selector, with which the driver may select -

o In the Sequential mode, 6 programs ranging from "softest and slowest" shifts to "firmest and quickest" shifts; i.e. from most leisurely to sportiest.
o In the Automated mode, 5 programs of similar gradation.

In the dash display, the selected program is shown in a bar graph that repeats the graphic of the program selector switch. The gear currently engaged is shown as a numeral at the left of the indicator; in A, an "A" appears next to the gear indication. At the right side of the shift pattern, "S" is shown if the automated mode is currently engaged, and vice versa; this indicates which mode will be obtained if the lever is moved in that direction.

The vehicle may be parked in R or S/A, not N. To start the engine, the selector must be in N and the brake pedal applied. This accomplished, the driver then selects R or S/A (again with the brakes applied). When moving off from rest in A, the system automatically selects 1st gear, and shifts up through the gears to 6th as road speed increases. In this sense, the A mode resembles the operation of an automatic transmission - but only resembles, not duplicates, it.

Sequential (S) mode. In this mode, the driver has full control over shifting. Pulling the shift lever rearward in the "+" direction, or actuating the right-hand "paddle" on the steering wheel, effects upshifts; pushing the shifter forward ("-") or actuating the left-hand paddle effects downshifts. It's that simple:

o S1-5: Selected by the console switch and indicated in the instrument-cluster display, the programs range from "softest" to "firmest" - that is, in 1 the shifting is accomplished at a relatively leisurely pace, in 5 much more quickly. The driver's criterion here is how sportily he or she wants to drive; in any of the programs, the higher the engine speed the quicker the shift.
o S6: To select this most race-like program, the driver must switch off the Dynamic Stability Control system. Minimum shift time in S6 is 80 milliseconds; under equal conditions, the "slowest" shift program (1) takes 2-4 times as long to complete a shift.

The word "sequential" signifies the basic concept of "one gear at a time" - each tip of the shift lever or shift paddle moves the transmission up or down one gear. However, the driver can skip gears by simply hitting more than one shift in quick succession. Whenever and however the driver calls for a shift, the response of SMG is immediate and satisfying.

Automated (A) mode. Though automated, this DRIVELOGIC mode is not meant as a substitute for a conventional automatic transmission. Here there are five programs. As with S, the higher the program number the faster the shift; in A, however, the speeds at which shifts occur (both up- and downshifts) also increase. For example, in A1 with 35% throttle opening, the upshift to 6th gear will occur about 40 mph; in A5, not until about 80 mph. Decelerating at 5 m/sec/sec, DRIVELOGIC would shift down two gears from 6th to 4th at around 30 mph in A1, or from 6th to 5th at about 106 mph in A5. A2 through A4 effect shifts at points in between.

Additional capabilities and safeguards. Careful development of DRIVELOGIC has resulted in many fine points of the system's operation:

o 1st-gear start in S: As the vehicle comes to a stop in the S mode, DRIVELOGIC automatically selects 1st gear for starting off again; the driver will then effect upshifts as desired.
o 2nd-gear start: A1 can be used as a winter-driving program; it starts the vehicle from rest in 2nd gear to move off gently. (Dynamic Stability Control's traction function also guards against wheelspin.)
o Overspeed protection: If the driver calls for a downshift (S mode) that would overspeed the engine, the command to downshift is ignored.
o In any A program, a floored accelerator can get one or two downshifts depending on conditions, and pleasingly quickly.
o Slip detection: In both S and A modes, this safeguard helps keep the vehicle stable during downshifts, particularly when traction is low. Every 10 milliseconds, the rear wheels are checked by the DSC for slippage. If there is too much decelerative torque on the wheels, clutch engagement and engine speed are automatically adjusted to prevent too abrupt a downshift.
o Double-clutching. Also in both modes, DRIVELOGIC coordinates clutch disengagement, shifting, engine speed and clutch engagement to accomplish smooth downshifts - just as a skilled driver would.
o Hill detection: Depending on gradient, down- or uphill, the A shift programs are modified to ensure optimum gear selection. In S mode, shift times are shortened so that the engine is always "on point" for best acceleration uphill, or engine braking downhill.
o Intuitive shifts: In the A mode under certain circumstances, DRIVELOGIC modifies downshifts. In cornering, uphill driving or braking, for instance, a downshift will occur sooner than if the car were simply being driven steadily on level ground. This feature can seem almost supernatural in vigorous driving on a winding, hilly road: SMG seems to read the driver's mind, magically getting into the right gear before accelerating out of a corner.
o Grade assist: A "hillholder" function, active in both S and A modes. When stopped facing uphill, the driver actuates the left shift paddle. DRIVELOGIC "revs" the engine to about 1500 rpm and slips the clutch so that the vehicle does not roll back. This is available for brief periods only.
o Illuminated upshift indicator: The same orange LEDs that adjust the tachometer warning zone according to engine temperature help indicate to the driver when to upshift. Illuminating in 500-rpm segments, they light progressively as the engine approaches its redline (8000 rpm); given the M3's catapult-like acceleration, this can be an appreciated assistance.

Since the introduction of the BMW M SMG system with DRIVELOGIC, BMW has introduced a less elaborate SMG version, with only two selectable shift programs within each of its automated and sequential modes; this system is now available in the 3, 5, and Z4 Series and will also be available in the upcoming 6 Series.

Chronicle of an SMG shift. To those versed in driving with a manual transmission, shifting comes naturally - one is hardly aware of letting up on the accelerator, depressing the clutch pedal, moving the shift lever, giving gas again and letting up on the clutch - all in coordinated sequence. SMG does all of this for the driver - and under hard-and-fast driving conditions does it more quickly than even the most skillful driver is likely to do. Here's the operating sequence:

1. Via a position sensor, the control system always "knows" which gear is currently engaged.
2. When the driver signals a shift, the system selects the appropriate valves.
3. Hydraulic fluid at high pressure (1200 psi or more) disengages the clutch.
4. The M3's six individual, electronically controlled throttles are closed.
5. Hydraulic cylinders move the transmission's gearsets into the next gear.
6. If it's a downshift, the engine is "revved" to the speed it will reach when the selected lower gear is engaged (the "double-clutch" function).
6. The clutch is re-engaged.
7. The throttles are opened again.

All this occurs - perfectly choreographed and calibrated to the vehicle speed, what the driver is doing with the accelerator pedal, the shift program selected and other factors mentioned earlier - in an interval that may be leisurely or a mere blink of the eye. The driver keeps a firm foot on the accelerator; SMG and DRIVELOGIC do all the work. Many enthusiastic drivers are fascinated by the way SMG works.

"Those same track enthusiasts," noted Road & Track of drivers who enjoy driving on a race track in a March '03 comparison test, "might also like the lightning-quick shifts of the SMG transmission. With paddle-actuated shifts performed faster than any human could do, the Formula 1-derived system takes some of the thinking out of driving fast. Do-it-yourself stalwarts may still prefer the satisfaction of performing their own gearchanges, but there's no denying the system's speed and convenience at the track."

M3 chassis: the best of 3 Series and BMW M engineering:

In developing the M3, BMW M engineers set for themselves the target of making the great-handling 3 Series even more capable. Here's what they did:

Front suspension. While retaining the basic concept of both E36 and E46 3 Series, BMW M stayed close to the E36 M3 in terms of the system's kinematics (its arrangement and movements of components as the suspension works over bumps and in curves). At the same time, the new M3 system takes advantage of E46 developments, including the wider front track and aluminum lower arms. Specifically:

o At 59.4 in., the M3's front track is 1.5 in. greater than that of the 330Ci models.
o As on the 3 Series, weight-saving, strong forged-aluminum lower arms are employed. But these arms are unique to the M3.

To form an ultra-rigid basis for the suspension system, the BMW M engineers created a new thrust plate to handle the immense lateral thrust generated by the M3's tires in cornering. It is made of aluminum 3 mm thick, and attaches in the area between the left and right lower suspension arms. The thrust plate even incorporates an NACA air intake that takes in air to cool the transmission.

The bearings, bushings and cushions on which the suspension arms pivot are also specific to the M3. In contrast to the arc-shaped lower arms of current 3 Series models, the M3's unique lower arms have a "bat wing" shape that achieves even greater strength. As on the regular models, they are made of forged aluminum to keep unsprung weight low and strength high.

Other M3-specific front-suspension components include:

o Unique steering knuckles
o Modified wheel bearings
o Separate top mountings for the springs and shock absorbers; on standard 3 Series models they mount together.
o Subframe - from 3 Series Convertible, even for the M3 Coupe
o Reinforcing braces to the strut towers, visible with the hood open.

Steering. Power assist is calibrated for extra-firm road feel, and steering return action is enhanced by the increased caster.

Rear suspension. The track is also increased here (by 1.6 in.), and both pairs of lateral links (lower and upper) have steel balljoints instead of rubber bushings at their outer ends. There are many other detail distinctions from the standard rear suspension as well.

For the larger, stronger M3 differential, M engineers developed an entirely new mounting system that uses one bushing at the front and two at the rear, just the opposite of the standard 3 Series setup. In BMW's usual "acoustically decoupled" mounting, the differential mounts through these bushings to a subframe, which then attaches to the main structure through four rubber mounts. This subframe is specific to the M3, having been developed to accommodate the larger differential assembly.

BMW M also added a V-brace to stiffen the subframe's attachment to the main structure. This is analogous to the thrust plate at the front, adding rigidity where the suspension joins the vehicle structure.

As the most prominent element of the multi-link rear suspension system, the massive Central Link is retained. The link pivots on a large rubber bushing at its forward end; this element is firmer in the M3 than in "regular" 3 Series models. The axle halfshafts are upsized for extra strength, and the wheel carriers are special to the M3 as well.

Springs and shock absorbers. The M3's coil springs have been carefully calibrated for an ideal blend of firmness and compliance. Its twin-tube gas-pressure shock absorbers - with hollow piston rods to minimize inertia and mass - are likewise perfectly calibrated for sports-car response. Anti-roll (stabilizer) bars - 26 mm front, 21.5 mm rear -are sized for ideally responsive, yet not nervous, handling. All this has been confirmed and re-confirmed on the BMW Proving Ground's handling course and at the famous N

The differences between the M3 and the regular-production 330Ci coupe are extensive and purposeful.

Front view. The distinctive bumper/spoiler ensemble features three openings: center, with screen, for the engine oil cooler; sides, for the foglights.

The M3 hood, of aluminum to reduce weight, differs sharply from the 3 Series' steel hood. It features a "power dome" and contours that sweep up from the grilles' flanks to the A-pillars. As on the regular models, Xenon headlights are optional.

Sides. The wheel openings are flared out 20 mm (0.8 in.) more on each side, accenting the 18-in. wheels and tires and keeping them inboard of the sheet metal. Overall width is 70.1 in., 0.9 in. wider than that of the 330Ci.

Other specific side elements include "gills"; the left one ventilates the underhood "electrobox" where electronic components live. Typical M aerodynamic outside mirrors add to the distinctive look. And by pointing toward the rear wheels, unique side sills emphasize BMW's rear-wheel drive.

At the rear. The rear bumper/apron is M3-specific. Rear reflectors are moved from there to the taillight clusters, a lateral ridge stretches all the way across, and openings for the four exhaust outlets line up with the trunklid sides. A discreet spoiler tops the coupe trunklid's top edge; this can be deleted at no extra cost if customers desire. Like other BMWs, M3s now incorporate Adaptive brakelights, which provide extra illumination under hard braking.

Colors. There is a choice of 10 exterior colors, six of them metallic. Among the especially eye-catching M3 selections are Imola Red, Laguna Seca Blue and Phoenix Yellow Metallic.

Interior design and equipment: the ideal driving environment:

With the exemplary 3 Series driving environment as its starting point, the M3 cabin - whether Coupe or Convertible - adds features and design details that reinforce and enhance the sporting character of these cars.

The driver's view. In a high-performance sports car, instruments are of paramount importance; the M3's do not disappoint. Among the elements distinguishing the M3 instrument cluster from that of 3 Series models are an M logo in the speedometer and red pointers throughout.

The tachometer scale reaches 9000 rpm. From 4000 to 8000 rpm, there is a variable warning segment: when the engine is cold, illuminated orange LEDs begin at 4000 rpm, reminding the driver not to use anything approaching maximum performance. As the engine warms up - oil temperature is the criterion - these LEDs phase out in increments of 500 rpm until the segment reaches its normal 7500-8000 rpm range, which always remains illuminated. The tachometer's advanced servo-motor operation is revised to keep pace with the M3 engine's rapid climb up the rpm curve. In M3s equipped with the Sequential Manual Gearbox, once the engine is warm these LEDs illuminate progressively as engine revs climb, helping the driver shift right at the redline. Also in the tachometer face is an analog oil-temperature gauge.

Another prominent facet of the driver's command center is the special M sport steering wheel. Incorporating BMW's handy multi-function controls, the wheel has a wide bottom spoke with the M logo, and its leather-covered rim with M-color stitching has thumb contours at 10 and 2 o'clock.

An oval rearview mirror is yet another distinctive M element in the driver's view; electrochromic auto-dimming is standard.

Seats: all designed for support and comfort. Standard in the M3 coupe are 8-way electricl sport seats, with adjustments for -

o Fore-aft
o Cushion height
o Front-of-cushion height (cushion angle)
o Backrest angle
o Thigh support.

These are included a memory system for the driver's seat and outside mirrors. Standard in the Convertible are 10-way power sport seats, the added adjustment being a combined one for the head restraint and belt height; the Convertible's front safety belts are fully integrated into the seats, optimizing belt fit on the occupants and easing entry into the rear seats.

Top-of-line M3 seating is provided by the power-adjustable backrest width, optional in the coupe only. Here BMW M has added another dimension to "lateral support without constriction" by equipping the backrest bolsters with inflatable air chambers. An additional power control allows the occupant to "pump up" the bolsters for increased lateral support, or deflate them to reduce it; this effectively adjusts the backrest width to various statures. Included in this option is 4-way power lumbar support, familiar from other BMW models; thus these ultimate sport seats offer a total of 14-way power adjustment. The manual thigh-support adjustment is included in all M3 front seats.

With all upholstery combinations, the Coupe's headliner is in Anthracite color. The convertible's fully automatic, fully lined softtop is available in black or dark blue. Titan Shadow interior trim, with a graphite-like look that complements M3 technology, appears across the instrument panel and on the door and rear side armrests.

Split folding rear seats standard in Coupe. The Coupe's split folding rear seats add a measure of versatility that might be surprising, given the M3's performance and sportiness. They include a fold-up center armrest, and for security can be released only from the trunk. Rear-seat entry and exit are aided by BMW's easy-entry feature, which allows the front seats to be moved forward when their backrests are folded over. In the Convertible this feature is powered, a dedicated button on the backrest's outer edge activating a motor that moves the seat at twice the normal adjustment speed.

Appealing features even in the trunk. In the Coupe trunk, a reversible mat has BMW's usual flock on one side and a non-slip rubber finish on the other. One can set a briefcase there, even a metal one, and know that it will not slide around when the M3 is driven the expected way: vigorously.

In the Convertible trunk, a variable compartment holds the folded softtop but allows increased cargo space when it is raised. Conveniently positioned for raised or folded top via a lever in the trunk, this compartment enlarges the trunk approximately 15% over its capacity with the top lowered.

Safety and security features:

Every M3 comes with an exemplary range of safety and security equipment:

o 2-stage front-impact Smart Airbags
o Height-adjustable front safety belts with automatic tensioners and force limiters (coupe)
o Seat-integrated front safety belts with power height adjustment, automatic tensioners and force limiters (convertible)
o Interlocking door anchoring system for side impacts
o Front-seat Head Protection System (Coupe)
o Rollover Protection System (Convertible)
o Front-seat side-impact airbags, door-mounted
o Battery Safety Terminal
o Central locking system with double-lock anti-theft feature, selective unlocking
o Coded Driveaway Protection.

The Convertible's Rollover Protection System automatically deploys structural bars behind the rear seats in case of an impending rollover accident.

As an additional safety feature, rear-seat side-impact airbags are optional for both models, so that customers may choose to have them or not. Vehicles with this option are delivered from the factory with the rear airbags de-activated; customers may have them activated or de-activated at any time, free of charge and regardless of the vehicle's age or mileage.

Thus both M3s address not only the emotional desire to possess a machine of great performance and beauty, but also the very rational demand for safety and security. The Coupe is of the same basic construction as the 3 Series sedan that, along with four other midsize luxury sedans, was tested and ranked by the Insurance Institute for Highway Safety.

In actual 40-mph offset tests of these five models, the 3 Series Sedan earned the Institute's Best Pick rating. BMW's occupant compartment held its shape, with low likelihood of injury. As described above, the 3 Series and M3 Convertibles add their own, Convertible-specific safety features.

Options and accessories: appealing choices for both models:

BMW M offers an appealing range of Packages and stand-alone options to outfit both M3s to individual customers' tastes and priorities.
Sequential Manual Gearbox (SMG). Described in detail earlier; an exciting way to drive a high-performance sports car.
tilt-and-slide power sun roof.
Heated seats.
Xenon headlights. For even brighter, more daylight-like illumination on both low and high beams. Automatic leveling of the lamps ensures correct aiming whether the vehicle is lightly or heavily loaded.
Park Distance Control. Four ultrasonic sensors in the rear bumper help the driver avoid backing into unseen obstacles. PDC is included with the Sequential Manual Gearbox and available as a stand-alone option.
Spoiler delete. The Coupe's rear spoiler can be deleted at no extra cost.
Removable hardtop, Made of aluminum and weighing only 65 lb., the hardtop can be attached or removed by two persons. It includes separately switched left/right reading lights front and rear, retractable coat hooks, and (like the Convertible's softtop) an electrically heated rear window.
Power Sunroof.
Power-adjustable front seatback bolsters and 4-way power lumbar support, available in the Coupe only.
Aluminum interior trim, an upgrade over the already attractive Titan Shadow trim.
Harman Kardon premium audio system. Increased audio power, more speakers and upgraded componentry. Speaker configuration differs between Coupe and Convertible.
BMW On-board Navigation System with DVD database.
Rear-seat side-impact airbags, optional to give customers the choice.
6-disc CD changer. Choice of trunk or glove-compartment versions; Center-installed accessory.

Like all current models, every new M3 is covered by BMW's 3-year/unlimited warranty.

Performance with a conscience:

BMW strives to produce its motor vehicles and other products with the utmost attention to environmental compatibility and protection. Integrated into the design and development of BMW automobiles are such criteria as resource efficiency and emission control in production; environmentally responsible selection of materials; recyclability during production and within the vehicle; elimination of CFCs and hazardous materials in production; and continuing research into environmentally friendly automotive power sources. Tangible results of these efforts include the recycling of bumper cladding into other vehicle components; water-based paint color coats and powder clear coats; and various design and engineering elements that help make BMWs easier to dismantle at the end of their service life.

2002 BMW M3 SMG
Better make it white. Or blue. Not red.
by Eric Peters (2002-08-05)

At least it was white. Not molten magma red or sunburst metallic yellow. All beautiful colors, yes -- but when you're driving BMW's 333-hp M3 high-performance sport coupe, it's much wiser to limit the attention you call to yourself.

Because, let's face it, there's just no way you can own a hellion like this and not use it as its designers intended. How ludicrous to plod along in a minivan-led left lane conga line at a cruise-controlled 55-mph. One sharp tap on the gas pedal, and it's all behind you -- though if you're not careful, the next thing you'll find behind you is Johnny Law and his pad full of payin' paper.

That is the only negative any lover of superlative machinery can level at the 2002 M3. Other than its potential to get you into trouble with your insurance company and the law, it is arguably the perfect high-class, high-performance sport coupe. The Mercedes-Benz SLK32 AMG -- similar in concept and cachet -- costs far more ($54,900 vs. $45,900 for the M3 coupe), only seats two and is automatic-only. BMW not only equips the M3 with a six-speed manual gearbox, you can order an absolutely state-of-the-art "sequential manual" (SMG) version of this same tranny for $2,400 extra that shifts for itself. No other super coupe in the under six-figure class offers this technology. (Toyota's MR2 offers something similar, but much less sophisticated; only Ferrari comes close -- but the cost differential makes comparisons meaningless.)

SMG elimination

The SMG does not eliminate the clutch but it does eliminate the third pedal. The computer handles engaging and disengaging the clutch, and does so far faster (just .08 seconds, according to BMW) and much more smoothly than most human drivers could. There's no need to declutch and move into neutral when rolling to a stop; the computer and electro-hydraulic actuators handle that for you. Punch it, and the system feathers the engagement into first, and you leave the line in a proper haze of sizzling tire smoke.

But what makes the BMW SMG unit so neat is that the driver has full manual control over the up and downshifts -- no computer overrides or forced upshifts -- and can adjust the quality and speed of the gear changes and clutch actuation (from soft and pleasant to hard-core race-style firmness) simply by selecting, via the touch of a button, from one of six available DriveLogic programs.

Turn off the traction control (DSC) system for the most aggressive acceleration in DriveLogic program number six and you'll get tire-barking, slam-you-in-the-seat upshifts that'd do Ralf Schumacher proud.

And get this: There's even a fully automatic function for those days (and traffic conditions) where you'd rather just leave the gear changes to the computer. In other words, this true manual six-speed gearbox can be set to operate like a conventional automatic -- but without the parasitic power loss (and also loss of driver control) that comes with an automatic and its torque converter. The automatic mode also has five different DriveLogic settings -- ranging from sedate and smooth, with second-gear starts -- to high-rpm, very firm gear changes when it's time to make some fast moves. It even handles downshifting for you during passing maneuvers and will hold the transmission in a lower gear during hard cornering.

To operate the SMG, you select either the full manual "s" mode or fully automatic "a" mode -- then tap the console mounted button to tailor the shift quality from mild to wild. If you're in manual mode, just pull back on the shifter handle to move up through the six forward gears -- or use the steering-wheel-mounted paddles, marked "+" for upshifts, "-" for downshifts. The tachometer even has a lighted scale that blips at the appropriate engine speed to let you know it's the best time to upshift for maximum performance; the same progressive series of illuminated indicators also serves as an engine speed warning during warm-up. The lights gradually go out as the engine comes up to full operating temperature, letting you know it's now okay to rev the thing to redline.

Speeding permit

How fast is she? Zero to 60 can be dispatched in a scalding 4.8 seconds. Third gear alone will get you past 100 mph -- and you're not even starting to stretch your legs yet. The M3's much-breathed-on 3.2 liter DOHC straight six now spins to 8000 rpm before you get into the red -- comparable, incidentally, to my KZ900 sport bike. There is so much torque at almost any engine speed, though, you'd swear on a stack of connecting rods it was a lunking V-8 under the hood. Ninety-miles per hour is just right -- though 120 still feels as smooth and relaxed as 20-year- old scotch. Only the ever-present fear of being caught keeps you in check.

See why white is good?

Footnote: The M3 is also offered as a convertible, but the added weight really slows the car down -- to about 5.4 seconds to 60 mph. That's still more than fast enough to whup a stock Mustang GT and even keep non-Z06 Corvettes in their place. But getting under the 5-second range is what separates the hair-raising fast from the merely fast. The M3 coupe is hair-raising fast. And from the enthusiast driver's viewpoint, ripping up the pavement is of far more importance than feeling the summer breeze as you coast on down the road. Besides, you can always order a sunroof in the M3 coupe and not lose almost a full second to 60 mph.

The convertible version of the M3 is also pricey at $53,900 -- making it almost a dead heat, at least in terms of cost, with the 349-hp supercharged Mercedes-Benz SLK32 AMG ($54,900). And remember that you'll lose the peformance advantage the M3 coupe has over the Benz -- as the heavier convertible version of the M3 is slower than the SLK32 AMG (about 5 seconds flat to 60 mph). For your performance dollar, the M3 coupe seems a much better choice. It's quicker and cheaper than the Benz -- and you get to shift your own gears, too. Plus, there's that cool SMG gearbox, which you can buy and still be way ahead of the game money-wise.

As far as other fast two-doors go, the Porsche Boxster S has comparable cachet at a similar price ($51,600) but you only get 250 hp to play with.

Chevy's Corvette, most notably the ferocious 405-hp Z06 version, is about the only similarly-priced performance coupe that can easily outrun the M3 in a straight line (an absolutely searing 4-seconds to 60-mph) but it's still a Chevy, after all --and simply can't manage the upmarket cachet of the BMW.

As it has in the past, the M3 stands alone as one of the very finest examples of extreme performance in an upmarket-branded car you can buy. If you insist on ordering it in red, make sure you have an understanding insurance agent.

Here is the dyno result of an '04 M3: (no modes except for GruppeM intake, which does not increase HP)