What makes the M3 so flexible as a fast road or track car is the motor's phenomenal power band. It makes torque from about 3500rpm and max power is developed at 8300rpm. That means as long as the V8 is over 3000rpm, it'll pull to redline. Almost the entire Ascari track was tackled in third gear, taking us from about 50mph to triple digits. The V8's flexibility is the M3's best trick since it requires little stirring from the E46 derived six-speed manual - yes, BMW resisted the urge to insist on SMG transmission for the M3, but it's coming soon and should suit the motor. However, we're glad to have the choice of manual on the M3 from launch.
Like the R32, the new M3 risks being overshadowed by its lesser sibling. In this case, the enormously capable 335i is attracting lots of admirers, and the forthcoming 135i could also rain on the M3's parade. The twin-turbo 3.0 in both offers performance, refinement and tuneability that could draw potential owners away from the M3. However, we're sure this M3 will be another sales success.
The M3's success will be attributed to BMW's attention to detail, with everything coming under the microscope; even the Michelin Pilot Sport PS2s. They were specially created for the M3 and use three compounds, including different materials on the inside front and again on the rear for wear and wet weather handling. The outside compound is different again for dry grip. This takes advantage of the Variable Contact Patch tread design that puts more rubber on the outside to maintain the amount of tread in contact with the road when cornering. BMW also demanded lightweight tires, and so the 245/40-18 fronts weigh just 10.6kg, while the 265/40 rear are 11.5kg. No word on the weight of the optional 19s.
While the M3 is perhaps overcomplicated, that's not a real detraction from the overall package that goes on sale in Spring '08 and will retail in the low $60k.
The M3 will go on sale alongside the M5, M6, 335i and 135i, giving BMW enthusiasts an incredible range of performance cars.