BMW M Series M3 Coupe 4.0 (A) Review
06 May 2011|26,337 views
Pardon my momentary trip down memory lane but the mention of the M3 brings back a flood of memories of my past life as a sales consultant. The company I was with specialised in performance machines.
And the M3 brings back particularly fond memories as my first sale on the job was an E92 M3 in Jerez Black that was delivered to a banker from Barclays Capital.
The memories lay not just in the healthy commission I received, but it represented the first time I got my hands behind one of Munich's fabled performance machines.
The moment my bottom imprinted themselves on the Novillo Fox Red leather, I knew the performance of this month old (it was just launched at the time) would be out of this world.
Toodling along at 30kmh from the trailer to the showroom, I could feel the strength and pent-up fury that lay beneath the V8 that you could see bulging through the hood.
And the M3 brings back particularly fond memories as my first sale on the job was an E92 M3 in Jerez Black that was delivered to a banker from Barclays Capital.
The memories lay not just in the healthy commission I received, but it represented the first time I got my hands behind one of Munich's fabled performance machines.
The moment my bottom imprinted themselves on the Novillo Fox Red leather, I knew the performance of this month old (it was just launched at the time) would be out of this world.
Toodling along at 30kmh from the trailer to the showroom, I could feel the strength and pent-up fury that lay beneath the V8 that you could see bulging through the hood.
 |
Of course my interest in the M3 stems from more than just this encounter as myself and many ardent M3 fans alike can trace their interest back to the grand daddy of all M3s. Powered by a 2.3-litre inline four engine, the E30 M3 is still believed to be one of the best handling and purest M3 of them all.
This was the generation that escaped the corruption of electronic aids before it became the norm in subsequent models. So influential is this model that M GmbH went on to produce a tribute to it in the form of the 1-series M Coupe to bring back the same handling feel of a compact short wheelbase sports car.
 |
Exterior
On the outside, not much has changed as the BMW M3 remains the understated performance machine that it is. Besides the subtle clues of its nefarious intent, most would pass off the beemer as another run of the mill 3 series coupe. The keen observer though would note the added 'muscle' that this coupe carries.
That bulge on the hood is a dead give away to the much needed headroom for the larger V8 underneath. The front of the M3 too has gone under some facial enhancements with angry crease lines that hint at the coupe's sinister nature.
From the front, the M3 creates an instant impression with its flared fenders that give a menacing impression. In the rear, things are no different with the similarly flared out to create a wider track for the 19 inch CSL-esque alloys clad in Michelin Pilot Sport 2 rubber.
The M3 Competition is distinguished with the 19 inch alloys that are an exact replica of the ones fitted on the previous E46 M3 CSL. Part of this package is also the carbon fibre roof that BMW claims lowers the car's centre of gravity, a feature reminiscent of the older E46 CSL.
On this particular model though, the M3 gets carbon fibre bits for the mirrors, front bumper and a boot lid spoiler. The lower stance of the M3 here is also a consequence of the Competition Pack with the chassis receiving a 10 mm lower ride height from the uprated suspension.
The BMW M3 Competition might thinly veil its performance potential under its 3 series clothes but the power underneath still peeks through the muscular stance. Letting other road users know this isn't a yuppie mobile to be messed with.
On the outside, not much has changed as the BMW M3 remains the understated performance machine that it is. Besides the subtle clues of its nefarious intent, most would pass off the beemer as another run of the mill 3 series coupe. The keen observer though would note the added 'muscle' that this coupe carries.
That bulge on the hood is a dead give away to the much needed headroom for the larger V8 underneath. The front of the M3 too has gone under some facial enhancements with angry crease lines that hint at the coupe's sinister nature.
From the front, the M3 creates an instant impression with its flared fenders that give a menacing impression. In the rear, things are no different with the similarly flared out to create a wider track for the 19 inch CSL-esque alloys clad in Michelin Pilot Sport 2 rubber.
The M3 Competition is distinguished with the 19 inch alloys that are an exact replica of the ones fitted on the previous E46 M3 CSL. Part of this package is also the carbon fibre roof that BMW claims lowers the car's centre of gravity, a feature reminiscent of the older E46 CSL.
On this particular model though, the M3 gets carbon fibre bits for the mirrors, front bumper and a boot lid spoiler. The lower stance of the M3 here is also a consequence of the Competition Pack with the chassis receiving a 10 mm lower ride height from the uprated suspension.
The BMW M3 Competition might thinly veil its performance potential under its 3 series clothes but the power underneath still peeks through the muscular stance. Letting other road users know this isn't a yuppie mobile to be messed with.
Interior
On the inside, the M3 differs little from the interior of other lesser 3-series models. But a closer inspection reveals several M badges that are spotted around the cabin to remind you this isn't a typical 3-series. In the driver's seat, you're comfortably bolstered by its body hugging contours. Though you have the option of choosing the amount of 'squeeze' needed depending on the sort of driving you do.
The seats do a good job of holding you in place on track days while providing the same BMW levels of comfort on the drive home. It comes as no surprise that the driving position in the 'Ultimate Driving Machine' is spot on. Though a minor complaint lies in the bratwurst thick steering that seemed a little unnecessary. But that lies under personal preferences as I have to agree the wheel gives a superbly comfortable grip thanks to the thick leather wrap.
For $400,000, the M3's interior is rather nondescript which should appeal to the owners looking for something understated. The only racy bits here are the carbon fibre trim that runs across the dash and the stitching in M colours of red white and blue.
Despite the coupe style, the M3 can take on two passengers in the rear without any compromised comfort. Though comfort would be varied on the driver's tendency to powerslide the tail happy M3.
Even though the M3 is known more for its incredible performance both on and off track, the car is surprisingly practical with a boot that will swallow nearly as much as the sedan.
On the inside, the M3 differs little from the interior of other lesser 3-series models. But a closer inspection reveals several M badges that are spotted around the cabin to remind you this isn't a typical 3-series. In the driver's seat, you're comfortably bolstered by its body hugging contours. Though you have the option of choosing the amount of 'squeeze' needed depending on the sort of driving you do.
The seats do a good job of holding you in place on track days while providing the same BMW levels of comfort on the drive home. It comes as no surprise that the driving position in the 'Ultimate Driving Machine' is spot on. Though a minor complaint lies in the bratwurst thick steering that seemed a little unnecessary. But that lies under personal preferences as I have to agree the wheel gives a superbly comfortable grip thanks to the thick leather wrap.
For $400,000, the M3's interior is rather nondescript which should appeal to the owners looking for something understated. The only racy bits here are the carbon fibre trim that runs across the dash and the stitching in M colours of red white and blue.
Despite the coupe style, the M3 can take on two passengers in the rear without any compromised comfort. Though comfort would be varied on the driver's tendency to powerslide the tail happy M3.
Even though the M3 is known more for its incredible performance both on and off track, the car is surprisingly practical with a boot that will swallow nearly as much as the sedan.
 |
The Drive
The E92 M3 was the first time that Munich decided to move away from the straight six that powered the previous E46. Instead, the engineers decided to go with the S65 V8 block. Originally developed for the E60 M5, the engine was shelved after the decision was made to go with a 5.0-litre V10 for the larger M5.
Not that we're complaining, the high revving V8 in the E92 M3 develops nearly 20% more power and 10% more torque compared to its predecessor's straight six and even managed to be a few pounds lighter in the process!
Driving the M3 on the road, you get a sense that the car isn't as powerful as its 420bhp figure suggests as it feels rather lethargic on the lower revs. With a little stab on the throttle, the V8 comes alive with a wall of torque that peaks at 400Nm. The car we drove came with the latest M Performance Inconel exhaust that releases a singing ability we never knew the M3 possessed!
The lightweight flow optimized exhausts reduces overall back pressure to allow a more lively and powerful sound that gives constant aural stimulation for you to be naughtier than you normally would be with the stock pipes.
The M3 allows the driver to set the car up in an instant with the M button with all the driver's preferred settings. One can choose to set it up with your ideal settings for the Electronic Damper Control, gearbox shift times and with the full amount of power from the thumping V8. This proves to be a rather useful feature when you want the car's full performance potential on tap in an instant or momentarily to blow away a pesky Honda Civic.
A feature we loved in the M3 was the M DCT Drivelogic double clutch gearbox that is a standard feature in the Competition.
This brilliant gearbox allows you to choose the amount of violence you prefer in your gear changes.
The E92 M3 was the first time that Munich decided to move away from the straight six that powered the previous E46. Instead, the engineers decided to go with the S65 V8 block. Originally developed for the E60 M5, the engine was shelved after the decision was made to go with a 5.0-litre V10 for the larger M5.
Not that we're complaining, the high revving V8 in the E92 M3 develops nearly 20% more power and 10% more torque compared to its predecessor's straight six and even managed to be a few pounds lighter in the process!
Driving the M3 on the road, you get a sense that the car isn't as powerful as its 420bhp figure suggests as it feels rather lethargic on the lower revs. With a little stab on the throttle, the V8 comes alive with a wall of torque that peaks at 400Nm. The car we drove came with the latest M Performance Inconel exhaust that releases a singing ability we never knew the M3 possessed!
The lightweight flow optimized exhausts reduces overall back pressure to allow a more lively and powerful sound that gives constant aural stimulation for you to be naughtier than you normally would be with the stock pipes.
The M3 allows the driver to set the car up in an instant with the M button with all the driver's preferred settings. One can choose to set it up with your ideal settings for the Electronic Damper Control, gearbox shift times and with the full amount of power from the thumping V8. This proves to be a rather useful feature when you want the car's full performance potential on tap in an instant or momentarily to blow away a pesky Honda Civic.
A feature we loved in the M3 was the M DCT Drivelogic double clutch gearbox that is a standard feature in the Competition.
This brilliant gearbox allows you to choose the amount of violence you prefer in your gear changes.
One can decide between lazy to a kick in the nuts if you're feeling a little frisky.
The best thing about the Competition Pack is the revised "Sport" setting that allows you to have a little more free play before the electronic nannies kick in.
In this case, it means the Electronic Damper Control (EDC) is now even stiffer than before in its stiffest setting.
The Dynamic Stability Control too has backed off a bit with a new MDynamic mode and it was in this mode that we discovered the M3 around some fast winding roads.
Taking the M3 around a progressive bend with a little too much power, the DSC's MDynamic mode allowed the tail to slide out a good degree before it cut power and brought the rear end back in check. But the amount of leeway given by the DSC gave us plenty of time to correct back onto the straight and narrow before nanny stepped in. The M3 Competition corners sharply and flatly with a phenomenal amount of front end grip available.
Though the suspension has been lowered, the M3 continues to maintain civilised ride comfort despite the changes. And while the ride does feel slightly firmer, it isn't uncomfortable.
Conclusion
The M3 Competition benefits noticeably from the upgrade and continues to assert itself as the more dynamically superior option when compared to the Mercedes-Benz C63 AMG.
While BMW didn't tweak what is already a great engine, they have gone on to improve the handling and electronic aspect of the M3 that has yielded great results for the serious driver.
This might be the last we see of a high revving naturally aspirated V8 in an M3 and if it is, it's not a bad way to send off the 'Ultimate Driving Machine'.
What do you think? Jot down your opinions at the comment box below.
The best thing about the Competition Pack is the revised "Sport" setting that allows you to have a little more free play before the electronic nannies kick in.
In this case, it means the Electronic Damper Control (EDC) is now even stiffer than before in its stiffest setting.
The Dynamic Stability Control too has backed off a bit with a new MDynamic mode and it was in this mode that we discovered the M3 around some fast winding roads.
Taking the M3 around a progressive bend with a little too much power, the DSC's MDynamic mode allowed the tail to slide out a good degree before it cut power and brought the rear end back in check. But the amount of leeway given by the DSC gave us plenty of time to correct back onto the straight and narrow before nanny stepped in. The M3 Competition corners sharply and flatly with a phenomenal amount of front end grip available.
Though the suspension has been lowered, the M3 continues to maintain civilised ride comfort despite the changes. And while the ride does feel slightly firmer, it isn't uncomfortable.
Conclusion
The M3 Competition benefits noticeably from the upgrade and continues to assert itself as the more dynamically superior option when compared to the Mercedes-Benz C63 AMG.
While BMW didn't tweak what is already a great engine, they have gone on to improve the handling and electronic aspect of the M3 that has yielded great results for the serious driver.
This might be the last we see of a high revving naturally aspirated V8 in an M3 and if it is, it's not a bad way to send off the 'Ultimate Driving Machine'.
What do you think? Jot down your opinions at the comment box below.
Pardon my momentary trip down memory lane but the mention of the M3 brings back a flood of memories of my past life as a sales consultant. The company I was with specialised in performance machines.
And the M3 brings back particularly fond memories as my first sale on the job was an E92 M3 in Jerez Black that was delivered to a banker from Barclays Capital.
The memories lay not just in the healthy commission I received, but it represented the first time I got my hands behind one of Munich's fabled performance machines.
The moment my bottom imprinted themselves on the Novillo Fox Red leather, I knew the performance of this month old (it was just launched at the time) would be out of this world.
Toodling along at 30kmh from the trailer to the showroom, I could feel the strength and pent-up fury that lay beneath the V8 that you could see bulging through the hood.
And the M3 brings back particularly fond memories as my first sale on the job was an E92 M3 in Jerez Black that was delivered to a banker from Barclays Capital.
The memories lay not just in the healthy commission I received, but it represented the first time I got my hands behind one of Munich's fabled performance machines.
The moment my bottom imprinted themselves on the Novillo Fox Red leather, I knew the performance of this month old (it was just launched at the time) would be out of this world.
Toodling along at 30kmh from the trailer to the showroom, I could feel the strength and pent-up fury that lay beneath the V8 that you could see bulging through the hood.
|
Of course my interest in the M3 stems from more than just this encounter as myself and many ardent M3 fans alike can trace their interest back to the grand daddy of all M3s. Powered by a 2.3-litre inline four engine, the E30 M3 is still believed to be one of the best handling and purest M3 of them all.
This was the generation that escaped the corruption of electronic aids before it became the norm in subsequent models. So influential is this model that M GmbH went on to produce a tribute to it in the form of the 1-series M Coupe to bring back the same handling feel of a compact short wheelbase sports car.
|
Exterior
On the outside, not much has changed as the BMW M3 remains the understated performance machine that it is. Besides the subtle clues of its nefarious intent, most would pass off the beemer as another run of the mill 3 series coupe. The keen observer though would note the added 'muscle' that this coupe carries.
That bulge on the hood is a dead give away to the much needed headroom for the larger V8 underneath. The front of the M3 too has gone under some facial enhancements with angry crease lines that hint at the coupe's sinister nature.
From the front, the M3 creates an instant impression with its flared fenders that give a menacing impression. In the rear, things are no different with the similarly flared out to create a wider track for the 19 inch CSL-esque alloys clad in Michelin Pilot Sport 2 rubber.
The M3 Competition is distinguished with the 19 inch alloys that are an exact replica of the ones fitted on the previous E46 M3 CSL. Part of this package is also the carbon fibre roof that BMW claims lowers the car's centre of gravity, a feature reminiscent of the older E46 CSL.
On this particular model though, the M3 gets carbon fibre bits for the mirrors, front bumper and a boot lid spoiler. The lower stance of the M3 here is also a consequence of the Competition Pack with the chassis receiving a 10 mm lower ride height from the uprated suspension.
The BMW M3 Competition might thinly veil its performance potential under its 3 series clothes but the power underneath still peeks through the muscular stance. Letting other road users know this isn't a yuppie mobile to be messed with.
On the outside, not much has changed as the BMW M3 remains the understated performance machine that it is. Besides the subtle clues of its nefarious intent, most would pass off the beemer as another run of the mill 3 series coupe. The keen observer though would note the added 'muscle' that this coupe carries.
That bulge on the hood is a dead give away to the much needed headroom for the larger V8 underneath. The front of the M3 too has gone under some facial enhancements with angry crease lines that hint at the coupe's sinister nature.
From the front, the M3 creates an instant impression with its flared fenders that give a menacing impression. In the rear, things are no different with the similarly flared out to create a wider track for the 19 inch CSL-esque alloys clad in Michelin Pilot Sport 2 rubber.
The M3 Competition is distinguished with the 19 inch alloys that are an exact replica of the ones fitted on the previous E46 M3 CSL. Part of this package is also the carbon fibre roof that BMW claims lowers the car's centre of gravity, a feature reminiscent of the older E46 CSL.
On this particular model though, the M3 gets carbon fibre bits for the mirrors, front bumper and a boot lid spoiler. The lower stance of the M3 here is also a consequence of the Competition Pack with the chassis receiving a 10 mm lower ride height from the uprated suspension.
The BMW M3 Competition might thinly veil its performance potential under its 3 series clothes but the power underneath still peeks through the muscular stance. Letting other road users know this isn't a yuppie mobile to be messed with.
Interior
On the inside, the M3 differs little from the interior of other lesser 3-series models. But a closer inspection reveals several M badges that are spotted around the cabin to remind you this isn't a typical 3-series. In the driver's seat, you're comfortably bolstered by its body hugging contours. Though you have the option of choosing the amount of 'squeeze' needed depending on the sort of driving you do.
The seats do a good job of holding you in place on track days while providing the same BMW levels of comfort on the drive home. It comes as no surprise that the driving position in the 'Ultimate Driving Machine' is spot on. Though a minor complaint lies in the bratwurst thick steering that seemed a little unnecessary. But that lies under personal preferences as I have to agree the wheel gives a superbly comfortable grip thanks to the thick leather wrap.
For $400,000, the M3's interior is rather nondescript which should appeal to the owners looking for something understated. The only racy bits here are the carbon fibre trim that runs across the dash and the stitching in M colours of red white and blue.
Despite the coupe style, the M3 can take on two passengers in the rear without any compromised comfort. Though comfort would be varied on the driver's tendency to powerslide the tail happy M3.
Even though the M3 is known more for its incredible performance both on and off track, the car is surprisingly practical with a boot that will swallow nearly as much as the sedan.
On the inside, the M3 differs little from the interior of other lesser 3-series models. But a closer inspection reveals several M badges that are spotted around the cabin to remind you this isn't a typical 3-series. In the driver's seat, you're comfortably bolstered by its body hugging contours. Though you have the option of choosing the amount of 'squeeze' needed depending on the sort of driving you do.
The seats do a good job of holding you in place on track days while providing the same BMW levels of comfort on the drive home. It comes as no surprise that the driving position in the 'Ultimate Driving Machine' is spot on. Though a minor complaint lies in the bratwurst thick steering that seemed a little unnecessary. But that lies under personal preferences as I have to agree the wheel gives a superbly comfortable grip thanks to the thick leather wrap.
For $400,000, the M3's interior is rather nondescript which should appeal to the owners looking for something understated. The only racy bits here are the carbon fibre trim that runs across the dash and the stitching in M colours of red white and blue.
Despite the coupe style, the M3 can take on two passengers in the rear without any compromised comfort. Though comfort would be varied on the driver's tendency to powerslide the tail happy M3.
Even though the M3 is known more for its incredible performance both on and off track, the car is surprisingly practical with a boot that will swallow nearly as much as the sedan.
|
The Drive
The E92 M3 was the first time that Munich decided to move away from the straight six that powered the previous E46. Instead, the engineers decided to go with the S65 V8 block. Originally developed for the E60 M5, the engine was shelved after the decision was made to go with a 5.0-litre V10 for the larger M5.
Not that we're complaining, the high revving V8 in the E92 M3 develops nearly 20% more power and 10% more torque compared to its predecessor's straight six and even managed to be a few pounds lighter in the process!
Driving the M3 on the road, you get a sense that the car isn't as powerful as its 420bhp figure suggests as it feels rather lethargic on the lower revs. With a little stab on the throttle, the V8 comes alive with a wall of torque that peaks at 400Nm. The car we drove came with the latest M Performance Inconel exhaust that releases a singing ability we never knew the M3 possessed!
The lightweight flow optimized exhausts reduces overall back pressure to allow a more lively and powerful sound that gives constant aural stimulation for you to be naughtier than you normally would be with the stock pipes.
The M3 allows the driver to set the car up in an instant with the M button with all the driver's preferred settings. One can choose to set it up with your ideal settings for the Electronic Damper Control, gearbox shift times and with the full amount of power from the thumping V8. This proves to be a rather useful feature when you want the car's full performance potential on tap in an instant or momentarily to blow away a pesky Honda Civic.
A feature we loved in the M3 was the M DCT Drivelogic double clutch gearbox that is a standard feature in the Competition.
This brilliant gearbox allows you to choose the amount of violence you prefer in your gear changes.
The E92 M3 was the first time that Munich decided to move away from the straight six that powered the previous E46. Instead, the engineers decided to go with the S65 V8 block. Originally developed for the E60 M5, the engine was shelved after the decision was made to go with a 5.0-litre V10 for the larger M5.
Not that we're complaining, the high revving V8 in the E92 M3 develops nearly 20% more power and 10% more torque compared to its predecessor's straight six and even managed to be a few pounds lighter in the process!
Driving the M3 on the road, you get a sense that the car isn't as powerful as its 420bhp figure suggests as it feels rather lethargic on the lower revs. With a little stab on the throttle, the V8 comes alive with a wall of torque that peaks at 400Nm. The car we drove came with the latest M Performance Inconel exhaust that releases a singing ability we never knew the M3 possessed!
The lightweight flow optimized exhausts reduces overall back pressure to allow a more lively and powerful sound that gives constant aural stimulation for you to be naughtier than you normally would be with the stock pipes.
The M3 allows the driver to set the car up in an instant with the M button with all the driver's preferred settings. One can choose to set it up with your ideal settings for the Electronic Damper Control, gearbox shift times and with the full amount of power from the thumping V8. This proves to be a rather useful feature when you want the car's full performance potential on tap in an instant or momentarily to blow away a pesky Honda Civic.
A feature we loved in the M3 was the M DCT Drivelogic double clutch gearbox that is a standard feature in the Competition.
This brilliant gearbox allows you to choose the amount of violence you prefer in your gear changes.
One can decide between lazy to a kick in the nuts if you're feeling a little frisky.
The best thing about the Competition Pack is the revised "Sport" setting that allows you to have a little more free play before the electronic nannies kick in.
In this case, it means the Electronic Damper Control (EDC) is now even stiffer than before in its stiffest setting.
The Dynamic Stability Control too has backed off a bit with a new MDynamic mode and it was in this mode that we discovered the M3 around some fast winding roads.
Taking the M3 around a progressive bend with a little too much power, the DSC's MDynamic mode allowed the tail to slide out a good degree before it cut power and brought the rear end back in check. But the amount of leeway given by the DSC gave us plenty of time to correct back onto the straight and narrow before nanny stepped in. The M3 Competition corners sharply and flatly with a phenomenal amount of front end grip available.
Though the suspension has been lowered, the M3 continues to maintain civilised ride comfort despite the changes. And while the ride does feel slightly firmer, it isn't uncomfortable.
Conclusion
The M3 Competition benefits noticeably from the upgrade and continues to assert itself as the more dynamically superior option when compared to the Mercedes-Benz C63 AMG.
While BMW didn't tweak what is already a great engine, they have gone on to improve the handling and electronic aspect of the M3 that has yielded great results for the serious driver.
This might be the last we see of a high revving naturally aspirated V8 in an M3 and if it is, it's not a bad way to send off the 'Ultimate Driving Machine'.
What do you think? Jot down your opinions at the comment box below.
The best thing about the Competition Pack is the revised "Sport" setting that allows you to have a little more free play before the electronic nannies kick in.
In this case, it means the Electronic Damper Control (EDC) is now even stiffer than before in its stiffest setting.
The Dynamic Stability Control too has backed off a bit with a new MDynamic mode and it was in this mode that we discovered the M3 around some fast winding roads.
Taking the M3 around a progressive bend with a little too much power, the DSC's MDynamic mode allowed the tail to slide out a good degree before it cut power and brought the rear end back in check. But the amount of leeway given by the DSC gave us plenty of time to correct back onto the straight and narrow before nanny stepped in. The M3 Competition corners sharply and flatly with a phenomenal amount of front end grip available.
Though the suspension has been lowered, the M3 continues to maintain civilised ride comfort despite the changes. And while the ride does feel slightly firmer, it isn't uncomfortable.
Conclusion
The M3 Competition benefits noticeably from the upgrade and continues to assert itself as the more dynamically superior option when compared to the Mercedes-Benz C63 AMG.
While BMW didn't tweak what is already a great engine, they have gone on to improve the handling and electronic aspect of the M3 that has yielded great results for the serious driver.
This might be the last we see of a high revving naturally aspirated V8 in an M3 and if it is, it's not a bad way to send off the 'Ultimate Driving Machine'.
What do you think? Jot down your opinions at the comment box below.
Photos by Benjamin G, Kline
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Car Information
BMW M3 Coupe 4.0 Individual (A)
CAT B|Petrol|8.4km/L
Horsepower
313kW (420 bhp)
Torque
400 Nm
Acceleration
4.6sec (0-100km /hr)
This model is no longer being sold by local distributor
All Used BMW M3 Coupe
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